33 32 1900 http://seafarerslog.org/archives/files/original/f21a792ce1d514340477167294cb9924.PDF 056ba8265d23c174fc0b09d0813d7617 PDF Text Text J>kt^*' Ju^;u.V1»^' •-. ' I.T^ .-Wi^jii' 6 ••^>^. .. , , • . • -• - ; -'^V- �s-.^ .)*»• tn ar-=»?a Iiil=l'»rit3'1 AFL'CIO Cautions on Reported Unemployment Dip Notwithstanding President Ford's hailing as "good news" the report that the nation's unemployment rate in Jan­ uary dropped 0.5 points to 7.8 percent, the steepest monthly dip in 16 years with 800,000 more persons getting jobs last month, the AFL-CIO cautioned The Board of Trustees of the SIU's Feosion Plan is considering the rules that vrill apply to a jcdnt and OTrvivor ai|tnnity benefit Under fins joint and survivor annuity^ or hiudtond-wife annuity, ai |IIU-^inenftier-;X^^ against making too much of the flawed unemployment report figures. "While the figures do show modest improvement," chief AFL-CIO econo­ mist Nat Goldhnger said, "a careful study of the full report indicates no justification for claims that there is a tors, including the life expectancy of die pensionerig spouse, and must becalculatcd on a case-by-case basi^ Eacb jnarried Seafarer, when be becomes eli^le for a pension, svillbe notified of the exact amount of rodttc^ montbl^pe^ the PRESIDENT'S REPORT: •a4» Paul Han To Pay Back a Debt Each month, more and more of our old line Seafarers—men who joined the Union at or shortly after its inception in 1938—are taking their well deserved and hard-earned pensions. It's sad to see these men retire from the industry and the Union because many of us hold deep personal friendships with them. We sailed with them, worked with them, lived with them, and in many cases grew to know them better than some of our own blood relatives. At the same time, though, we should all be happy and proud to see them go, because back in 1938 when the SIU was formed, not one of these men ever dreamed that some day they would be able to retire on a good, secure pension. But what else could they think back in 1938, a year which marked some of the darkest days in American seafaring? As a matter of fact, when the SIU was formed nearly 38 yearn ago, our Union was held together by little more than a name, a charter and the, sin­ cere spirit and desire of the SIU membership to make a go of it. We had no pension, vacation or welfare benefits. Our wages, if you 6ah call what we made back then wages, handcuffed the American seafarer to the bottom of the nation's economic scale. And shipboard living and working conditions had nearly hit rockbottom. To top it all off, just two years prior to the SIU's inception, the companies had succeeded in breaking the seamen's unions of the 20's and early 30's. So even as the SIU was formed, its future was at best uncertain. As it turned out, though, the same spirit, desire, and need to better ourselves that brought us together, kept us together, and the SIU began to move slowly forward. What happened from then on right up until the present should be common knowledge to all SIU members, both young and old. We negotiated contracts, and the membership made them stick. Step by step we won welfare benefits for ourselves and our dependents. We won dramatic drop in unemployment." He stressed that part of the improved situation was due to an increase in parttime workers who "are officially counted by the Government as fully employed" adding "there was increased unemploy­ ment (19.9 percent) among teenagers." Goldfinger emphasized that "a more realistic measure of unemployment in January would be 10.6 percent." The U.S. Labor Department report said that there were 7,290,000 unem­ ployed last month and 86,194,000 per­ sons employed in the same period. Government economists attributed the unemployment dip to an unmeasurable "fluke" of seasonal adjustment. drop from the present almost eightmillion jobless to three-million. The percentage of the work force now unemployed is about twice that considered economically acceptable just a few years ago. Summing up, because of the statisti­ cal aberrations in the unemployment figures, subsequent months ahead will be sure to be less encouraging than the January jobless rate. Too Discouraged The AFL-CIO contends that there are 1.2-million today who "are too dis­ couraged to look for work" and there were 3.5-million workers compelled to work parttime. They said the average duration of joblessness was about four months. The number of "hardcore" joblesspersons out of work for 27 weeks or longer remained at a record 1.6-million in December. A year ago the number of hardcore unemployed was about a third of that figure or 537,000. The President says that unemploy­ ment will not drop below five percent until 1981. The AFL-CIO says that Congress should adopt policies aimed at bringing unemployment down to three percent within three years—a Ends Work Tallying Committee The Tallying Committee has finished counting ballots cast in the SlU, AGLIWD election of of­ ficers for tiie 1976-79 term. This committee was composed of two men elected from mch constitu­ tional port at special meetings on Dec. 29, 1975. The results of the eleciJon and the Tallying Committee's full re­ port have been posted in each SIU ban. This report will be read at all March membership meetings and will be carried in the Seafarers Log. pension benefits, which marked the first such benefits ever for American sailors. We won vacation benefits—another first. Most importantly though, we won wage increases that not only raised our earnings but freed the American seaman from the bottom of the eco­ nomic ladder. And today, the Seafarer's wages are comparable with that of any skilled laborer. These tremendous gains in wages and benefits are of course great achieve-, ments. But Seafarers did not stop there. As early as the mid 50's, Seafarers were working to develop training and upgrading courses to help younger seamen advance themselves more quickly. These early training programs grew with the help and support of the membership. And as a direct result we now have the Harry Lundeberg School—one of the finest vocational training schools for seamen in the world. What this all comes down to is that everything we have today as seamentop wages, pensions, vacations, welfare benefits, and the Lundeberg School —^is the direct result of the long years of work and determination put in by the Union's earliest members. These men unselfishly worked in the spirit of true brotherhood to build the cornerstone of a solid future that would stand up not only for themselves but for the next generation of Seafarers, and the next and the next. Many of these men worked to build institutions, like the Lundeberg School, that they knew they might never use. Yet they did it just the same to build a better Union, a better industry and a better world for all American seamen of all ages. It was this kind Of unselfish determination, always with an eye on the future, that made the SIU a success—where earlier seamen's unions had failed—in the maritime industry which had traditionally been the most dif­ ficult of all American industries to organize. To these Seafarers—the first SIU members—many of whom have alfeidy retired, we owe a great debt as well as a great deal of thanks because it is they who struggled, fought, and eventually brought the SIU and its member­ ship out of some of the toughest days American seamen have ever endured. However, our debt to these Seafarers does not end with a handshake and a pension check. The younger men of this Union must pick up where others have left off. They must support the same programs—educational, political and otherwise—and in the same enthusiastic manner that made the SIU a suc-i cess in the first place, . The times may have changed but the SIU's goal .muist remain the samerr:^T to provide a strong progressive and responsive Union in a competitive indus­ try for all generations of American Seafarers. The continued success and growth of the SIU—a labor union for sailorsis, I believe, the only possible payment in full for those who first planted the seeds 38 years ago. Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave Brooklyn N Y 11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. XXXVIII, No. 2, February 1976. , ,. . r Page 2 Seafarers Log �5IU, NMEBA Oppose Move Coast Guard Accepts 15 in Deck Engine Depts. The U.S. Coast Guard has certified a 15-man crew for the deck and engine departments of the 35,000 dwt tanker Chevron Oregon, approving the elimi­ nation of all unlicensed ratings in the black gang. Both the National Marine Engineers Beneficial Association and the SIU are protesting this move by the Coast Guard, pointing out that the approved manning scale will not provide adequate safety for the crew and this country's environment. The ship is to carry oil between Alaska and the U.S. West Coast. The entire unlicensed crew aboard the Chevron Oregon will consist of six ABs who will also presumably serve as tankermen, a steward/cook and two steward utilities. The engine department will be com­ posed of a chief engineer and three as- Legislative News Washington Activities Page 9 Senate Confirms Usery ...Page 3 Union News Alcohoiism seminar. .Pages 13-20 President's Report Page 2 Joint Survivor Benefit Page 2 Headquarters Report Page 7 Pension questions answered Page 7 San Francisco Meeting ... Page 4 SPAD in 1976 Back Page Shipping • Dispatchers' Reports Ships' Committees Ships' Digests Tailulah crevy cited Page 3 Page 5 Page 21 Page 8 Page 6 ..Page 12 Page 11 Training and Upgrading Upgrading class schedule, requirements and application Pages 28-29 Recent upgraders ... Pages 30-31 Seafarers participate in bosuns recertification and 'A' seniority upgrading Pages 26:27 GED requirements and application Page 27 Membership News New SIU pensioners Page 22 Final Departures Pages 24-25 actei. the Coast Guard did not work up an Environmental Impact statement be­ fore taking what should be considered major Federal action effecting the country's environment. In a move to prevent Chevron from crewing the Oregon before their suit is heard, the NMEBA asked a federal court in Washington, D.C. to grant a temporary injunction to stop the Coast Guard from issuing inspection and manning certification for the ship. Temporary Lnjanction Denied This request for a temporary injunc­ tion was denied but the NMEBAis con­ tinuing its suit. The SIU is considering joining in the • I ^ li Senate Confirms Usery As Seerefary of Labor INDEX General A/jSws Manning on Chevron tankers Upcoming ll.O maritime meeting USPHS hospitals slstant engineers. At present it seems that these engineers will perform main­ tenance work and will stand watch be­ low. It had originally been proposed by the ship's designers that the deck officer on watch would have monitored engine alarms in addition to his normal duties, thereby leaving the engine room totally unmanned. In addition to the engineers, the ap­ proved licensed crew will also include a master, a chief mate, a second mate, a third mate and a radio officer. The NMEBA is bringing suit against the Coast Guard under the National Environmental Protection Act in an attempt to have their manning scale certification overturned, charging that NMEBA's suit against the Coast Guard, believing the Coast Guard is abusing its discretionary powers in aproving the 15-man deck and engine departments of the Chevron Oregon. The first of six tankers in a series, the Oregon is powered by a gas turbineelectric propulsion plant which General Electric, the unit's designer and builder, admits is "just about the most expen­ sive and least efficient marine drive system available." Despite the high distillate fuel costs and low efficiency of this system. Chevron chose the turbine-generator combination because the company was looking for a "reliable and proven machinery plant... which can be auto­ mated and controlled in the simplest possible manner" and which would allow them to eliminate some watch standing engineering personnel. Ui!>: i while standing watch This practical experience, in addition to yonr QMEp train­ ing, may help yon to perform I's iob in the fn- WASHINGTON—The Senate con­ firmed by a vote of 79 to 7, after an hour's debate. President Ford's nomina­ tion of William J. (Bill) Usery, Jr. as his third Secretary of Labor on Feb. 4. He succeeds the resigning John T. Dunlop who had succeeded Peter J. Brennan. Commenting on his resignation, Dunlop said that he felt he could "no longer conduct effective policy in the Labor Department." Usery, 52, a Democrat who was di­ rector of the Federal Mediation and Conciliation Service for almost three years and Ford's top labor arbitrator and troubleshooter, received seven no Republican votes on his nomination. The Georgia-bom former welder, served as Local 8 president in 1952-3 for the International Association of Machinists and Aerospace Workers and also served the union as a chief steward and negotiating committee chairman before joining the lAMAW headquar­ ters staff in 1955 as a grand lodge representative. Later he entered Government service in 1969 to become Assistant Secretary of Labor for four years. As head of the Federal Mediation and Conciliation Service, Usery helped to settle strikes in the railroad and air­ line industries. As Assistant Secretary of Labor, he was the Government's chief mediator in negotiations involving the nation's railroads and airlines. if ? Some Questions Answered On New U.S. Pension Bill A number of inquiries have been made about certain specific aspects of the new U.S. Pension legislation (Employee Retirement Income Security Act of 1974)..We hope the following question and answer format will clarify some of these points. Does the new pension law affect only the normal pension, or does it also affect the early normal and disahility pensions? Most provisions of the new law apply only to the normal pension. However, the jomt and survivor annuity benefit will apply to all pensions and those eligible for an early normal pension before they turn 55 will be vested for a reduced pension should they leave the industry. 'This means that a Seafarer who has accrued 7,300 days of actual seatime may leave the industry before he is 55 years old and upon reaching the age of 55 will receive a reduced pension based on his life expectancy and the amount he would have received if he had begun receiving a pension at the age of 65. The rest of the eligibility requirements for the early normal and disability pensions, includmg the 90 days of employment in the previous calendar year requirement, remain unchanged. Have the requirements for the other benefits available under the Seafarers Welfare and Pension Plan changed? The requirements for other benefits, including the 90 days of employment in the previous calendar year requirement, remain unchanged. Some members have been confused by the 125 day requirement for vesting credit under the new law. This 125 day requirement only applies to earning years of vesting credit for a normal pension. To be eligible for any benefits other than a normal pension or a reduced early normal pension, you still must have 90 days of employment in the previous calendar year. How does vesting credit and breaks in service work under the new law? The first thing to remember is that these provisions only apply to the normal pension. To be vested for a pension, that is to have a legal right to receive the portion of the normal pension you have earned when you turn 65, you must have 10 years of service with 125 days or more of seatime in each year. To put it another way, each year you work 125 days or more you will receive vesting credit for that year. When you have credit for 10 years, you are fully vested and will receive the portion of the pension you earned when you turn 65 even if you have left the industry. If before you are fully vested you work less than 125 days in one year but more than 62Vi days, you receive no vesting credit for that year. Although you will not receive credit for the year, that year is not counted as a break in service. You will only incur a break in service before you are fully vested if you work less than 62Vi days in a year. But even a break does not mean you will lose the credit you have already earned. The only way you will lose that credit before you are vested will be if you Continued on Page 7 'A If i{ M U W.J. Usery Jr. Trustees Change SIU Seholarship Requirements The SIU^s Board of Trustees voted recently to change seathne and age requirements for an SIU member for the Annual College Scholarship Program. Formerly, a Seafarer had to be 35 years of age or under and have three years seatime to be eligible for either the four-year $10,000 scholarship or the two-year $5,000 scholarships. With the Trustees' changes, though, fliere is now no age requirement and a Seaforer need only two years seatime to qualify. The scholarship requirements for dependents (less flian 19 years old and unmarried) of members (with three years seatime), how­ ever, remain the same. �r Large Turnout for San Francisco Meeting The future of American-flag shipping on the West Coast dominated discus­ sion last month as 150 Bay Area Sea­ farers turned to for the general mem­ bership meeting in the constitutional port of San Francisco. Steve Troy, SIU San Francisco agent and chairman of the meeting, pointed out that shipping on the West Coast had dropped off in the past few years be­ cause of two major factors—the end of America's involvement in Vietnam and the rapid growth of third-flag operations in the V'S.-Far East trades. However, it was the general feeling among San Franci^o Seafarers that the current slowdown in West Coast ship­ ping is only temporary. It was pointed out that the com­ pletion of the trans-Alaska oil pipeline next year would provide hundreds of long-term job opportunities for West Coast Seafarers in the carriage of Alaskan crude from Valdez to various points south in the lower 48 states as well as overseas. The strong possibility of construc­ tion of a second pipeline—for natural gas—to shadow the Alaska ofl pipeline was also optimistically discussed. This pipeline, if constructed, would mean hundreds of jobs for West Coast Sea- Bosun Don Bartlett (right) will make the 1976 SPAD Honor Roil as he buys five SPAD tickets from SIU Patrolman Joe Sacco. Brother Bartlett is chief bosun on the Sea-Land shore gang in San Francisco. farers on sophisticated American-flag LNG/LPG carriers. Confidence was also expressed in the SIU's efforts to spearhead a bill through Congress that would curb the incursion of third-flag carriers in the U.S. foreign trades. Passage of such a bill would also increase shipping for West Coast Sea­ farers. In addition to reports on prospects for shipping, the San Francisco agent gave a good explanation of how the new pension bill affects the SIU's Pension Plan, focusing on the subjects of vesting and joint survivor annuities. He sug­ gested that Seafarers refer to pages 9-10 in the December 1975 issue of the Log for detailed information on the new pension bill. Troy also led a discussion on the SIU's new rehabilitation program at Piney Point for Seafarers suffering from alcoholism. He urged the membership to read the special supplement on the program carried in the December 1975 issue of the Log and he encouraged those Seafarers with an alcoholism problem to get help through the Lundeherg School's rehab program. In other meeting business, SIU Pa­ trolman Joe Sacco, who served as read­ ing clerk, gave updated reports on all the SIU's recent political activities and a rundown on new construction and additions to the SIU fleet. A detailed rundown of all ships scheduled to come through San Francisco in the month of February was also given. Harvey Mesford, agent in Seattle, and Mike Worley, agent in Wilmington, also attended the San Francisco meet­ ing to give the membership a report on shipping prospects in their ports. SIU San Francisco Representative Pat Marinelli, who served the meeting as recording secretary, answered sev­ eral questions on welfare benefits avail­ able to Seafarers through the Union's Welfare Plan. Seafarer Reg BIythe, a chief electricran, has his Maltese Poodle Pippi show off one of his tricks in the San Francisco Hall. Brother BIythe says that Pippi enjoys coming down with him to the Bay Area Union Hall. ' Vv > San Francisco members throw in for three jobs aboard the Sea Land Trade (Sea Land) after their January membership meeting. San Francisco Port Agent Steve Troy (center) chairs the port's January membership meeting while Patrolman Joe Sacco (left) serves as reading clerk and Patrolman Pat Marinelli acts as recording secretary. r... i • Over 150 Bay Area Seafarers turned to at the new San Francisco Hall for their membership meeting on Jan. 15. * , Page 4 Seafarer Dennis Connelly talks to the San Fran"cisco membership about credit unions during the Good and Welfare section of their meeting. Seafarers Log �Seek Improved Conditions, Sfandards on Ships I V 1 ILO Sets aMaritime Conference in October in Geneva Later this year the SIU, along with other U.S. maritime unions, will partici­ pate in a very important conference in Europe which could have a profound effect on international shipping for many years to come. The meeting, to be held in October in Geneva, Switzerland, will be a full Maritime Conference of the Interna­ tional Labor Organization (ILO),' a United Nation's agency, and a forum where government, employer and worker representatives from around the world gather in order to seek improved labor conditions and living standards. Late last year delegates from the world's maritime countries met in Ge­ neva at an ILO Preparatory Technical Maritime Conference and laid the foun­ dation for a campaign against sub­ standard ships, a subject which will come up for final discussion at the full conference this year. Representa­ tives from 32 nations attended the Ge­ neva meeting. The major concern of the conference was the danger to the safety and health of seamen aboard the vessels operated under flags-of-convenience by countries such as Panama and Liberia. These ships are often sub-standard. Penot Elected ROU President Joseph M. Penot has been elected president of the Radio Officers Union, and has begun serving his first term. Brother Penot has spent most of his career aboard SlU-contracted vessels, including the passenger liner SS Alcoa Clipper and Waterman ships. Sailing as radio officer aboard the SlU-contracted SS Delta Brasil when word of his election came through. Brother Penot was presented with a cake by the rest of the Brasil's crew which read "Congratulations El Presidente." The ROU has 600 members and is an affiliate of the United Telegraph Workers, a member union of the Mari­ time Trades Department and the AFL-CIO. Frankfort Agent Retires On this very crucial issue, the worker delegates noted that 36 percent of all ships lost through shipwrecks and colli­ sions flew flags of convenience although the vessels registered under these flags represented only 25 percent of the total world merchant marine. Shipboard Conditions Most of these losses were due to bad shipboard conditions and the incompe­ tency of the officers, the seamen dele­ gates charged. Consequently, they de­ manded that the standards to be adopted later this year be incorporated into an international pact binding on govern­ ments. However, despite these facts and the strong united position taken by the sea­ men representatives, prospects for any significant action on this issue to aid the plight of many seamen are not very bright, mainly due to the strong oppo­ sition of many shipowners and the re­ luctance of government representatives to force the issue. SIU Vice President Earl Shepard, who represents the SIU at these meet­ ings, and who led the U.S. union dele­ gation at the conference, admitted they were disappointed at the failure of all parties to take a forceful position. "We did not get as much as we had hoped for, particularly on the issue of sub-standard :,hips," Vice President Shepard said. "The shipowners put up strong opposition to many uniori de­ mands and governments were afraid to act. But we live in eternal hope that they will change their minds before the full conference," he stated. Delegates at last year's Preparatory Conference also drew up a proposed text which would commit countries to maintain effective control over vessels registered in their territory in such mat­ ters as safety standards, social security and employment and living conditions. It would also regulate the engagement of seafarers, provide for inspection of ships and for official inquiry into seri­ ous shipping accidents. Control Procedures A draft action program accompany­ ing the proposed guidelines provides, in the case of countries that accept them, for control procedures to be exercised by the International Labor Organization or the Intergovernmental Maritime Con­ sultative Organization. Countries that do not accept the guidelines may be re­ quired by other countries to give evi­ dence that their ships meet minimum standards. Failing this, seafarers may^ be actively discouraged from sailing on such ships. In two other areas, the delegates ap­ proved for consideration by the full Conference a proposal which would encourage member states to make it national policy to promote regular em­ ployment for qualified seafarers; and a recommendation was adopted setting limits on the number of hours and con­ ditions of work for young seafarers, considered to be those under 18 years of age. NLRB Approves SiU For San Juan Pilots WASHINGTON — The National Labor Relations Board here has ap­ proved a negotiated representation set­ tlement for an SIU affiliate, the SIU de Puerto Rico, to be recognized as the bargaining agent for all motorboat opierators, utility employees and mechanies employed by the San Juan Pilots As­ sociation of San Juan Bay. Excluded from the agreement are all other employees, offiee clerical work­ ers, professional and managerial per­ sonnel, guards and supervisors. SIU Official Appointed to Navy League Council SIU port agent in San Francisco, Steve Troy, has been named as a mem­ ber of the port's prestigious 801-mem­ ber council of the Navy League of the United States by the council's president, T. J. Patterson, Jr. The Navy League, made up of many councils located in key ports through­ out the U.S., is a 74-year old, 45,000member organization dedicated to edu­ cating the public about the dependence of America on sea power. Its member­ ship includes active men and women from all segments of the maritime in­ dustry, interested citizens, and retired Navy, Marine Corps and Coast Guard personnel. mittee. The findings of the Committee will be presented at a special Spring 1976 meeting of the Navy League in San Francisco. This meeting will be at­ tended by William Middendorf, secre­ tary of the Navy. Patterson said that one of the Com­ mittee's recommendations would be a sharp Increase In the number of Navymerchant marine seaborne support operations. He said that the fine success of the SlU-mwned Erna Elisabeth In refueling Navy ships at sea Is strong evi­ dence that these kind of Navy-merchant marine support operations can work well. Patterson also noted, in a telephone interview with the Log, that the Navy League of the United States "is not only dedicated to the maintenance of a strong Navy, but of a strong U.S. mer­ chant marine as well." Patterson expressed confidence that the work of the Navy League will "act as a catalyst to bring the services. Navy and merchant marine together." Hdqs. Cafeteria Chief Retires In a letter announcing the appoint­ ment, Patterson, who is also head of the Western Region Action Group of the Maritime Administration, noted: "Sea power is of prime importance to our nation, not only in the military sense but also in the international trade and diplomacy aspects during peacetime. Our well being, our way of life is de­ pendent heavily upon the successful ap­ plication of sea power." The SIU Port Agent pointed out that "the Russians and other third-flag car­ riers have hurt the American fleet, espe­ cially here on the West Coast. Only strong participation by the SIU in all forums, like the Navy League, dealing with maritime will help restore the U.S. fleet to its former leading position as a maritime power." Harold Z. Rathbiin Frankfort (Mich.) Port Agent Har­ old Z. Rathbun, 65, retired last month after serving in the post for eight years. Brother Rathbup joined the SIU in the port of Elberta, Mich, in 1954 sailing as an AB. He sailed 35 years. ~ Bom in Ionia, Mich., he is a resident of Frankfort with his wife, Sylvia. February, 1976 New Maritime Committee The San Francisco council of the Navy League recently established the National Maritime Affairs Committee, which according to T. J. Patterson, will investigate "how we can utilize the U.S. merchant, marine more effectively in peacetime." Thomas B. Crowley, president of Crowley Maritime, will chair the Com­ .. I Retiree William Jenkins (left), for the last 16 years manager of the Head­ quarters cafeteria, delivers his nostalgic retirement speech to Seafarers at the monthly membership meeting in the New York Hall on Feb. 2. At right, is SIU Patrolman George McCartney who had introduced the new pensioner. Brother Jenkins began his sailing career in 1927. Page 5 4-' �The Committee Page !• Anchorage Committee Recertified Bosun Esteban Moraies. (extreme ieft) ship's chairman of the containership SS Anchorage's (Sea-Land) Ship's Committee of (I. to r. front to rear): Engine Deiegate Joseph Zeschitz; Chief Steward Edward Kaznowski, secretary-reporter; Deck Deiegate G. McGuinn, and Steward Delegate Frank Bradley. The ship paid off on Jan. 29 in Port Elizabeth, N.J. She's on the coastwise run. Tampa Committee Borinquen Committee •! I At a payoff on Jan. 15 in the port of Oakland, Calif, is Recertified Bosun Verner Poulsen (left) ship's chairman of the containership SS Sea-Land Trade with the Ship's Committee of (I. to r.): Steward Delegate Andy Reasko; Educational Director Steven Senteney, and Engine Delegate D. L. Coy. The S-L 7 is on the Far East run to the ports of Yokohama, Kobe, Hong Kong, geattle, Long Beach and San Francisco. Nathaniel Green Committee The ship's committee of the Tampa (Sea-Land) gathers in the crew's mess at a payoff earlier this month in Port Elizabeth, N.J. They are, from (I. to r.): Joe Righetti, steward delegate; Recertified Bosun Guillermo Castro, ship's chairman; Marco Galliano, deck delegate; Rod Borlase, engine delegate, and W. Seltzer, secretary-reporter. The" Tampa, on the coastwise run from New York to San Juan, was scheduled to lay-up after the payoff for repairs. I' i-Land Trade Committee Recertified Bosun John Davies (seated rear left) ship's chairman of the C4 SS Nathaniel Green (Waterman) looks on Feb. 9 as third Cook Eddie Coleman (standing front right) signs SIU Patrolman Teddy Babkowski's (seated rear right) report during a payoff On Pier 7 at Brooklyn, N.Y. Other members of the Ship's Committee are (seated I. to r.): Wiper Andrew Selico, engine delegate, and Chief Electrician Prentice Waiker, educationai director. Standing (I. to r.) are: Chief Steward Wiiliam Webster, secretary-reporter, and AB Dewey Ben­ ton, deck delegate. The ship crewed up on Jan. 12 and is on the coastwise run. Pittsburgh Committee 'i k Recertified Bosun Felix Aponte (left), ship's chairman of the SS Borinquen (Puerto Rico Marine), takes a photo with the Ship's Committee recently at a payoff in Port Elizabeth, N.J. The committee consists of (I. to r.): Chief Steward Jose Ross, secretary-reporter; Educational Director Jaime Pantoja; Deck Delegate Francisco Cornier; Steward Delegate Eduardo Lasso, and Engine Delegate W. Gonzalez. The ship is on the coastwise run to San Juan. Ship's Chairman of the SS Pittsburgh (Sea-Land), Recertified Bosun Donald Pressly (extreme left), at a payoff in Port Elizabeth, N.J. on Dec. 21 with the Ship's Committee of (i. to r.) Engine Delegate Stanley' O'Brien, Steward Deie­ gate Patrick Fitzgerald, Deck Delegate L. Bugajewski and Chief Steward I. Buckley, secretary-reporter. The containership is on the run to the Med. Seafarers Log Page 6 V ••'•.VV �I--... . Headquarters Notes by SIU Vice President Frank Drozak I attended the three-day seminar on alcoholism at the Harry Lundeberg School earlier this month and had an opportunity to speak to the assembled Union members, officials, company representatives and guests. This seminar served the important function of focusing our attention on a serious matter—brothers who have a drinking problem. As I told the delegates at the seminar, the SIU has established an alcoholic rehabilitation program to help these men because other programs available are not geared specifically to the needs of the alcoholic seaman, a man whose method of earning a living makes him unique. The SIU Center recognizes seamen's special problems and is staffed by both professional counselors and by Seafarers who are themselves recovered alcoholics. When The Center first was set up, we realized that we have an obligation and responsibility to help our members perform their jobs on board ship. But as the seminar progressed it became evident that SIU members also wanted to help these men overcome their problems because seamen are the kind of people who help each other. I came away from the seminar, as did all the delegates, With the conviction that alcoholism is a disease that can be beat and that the SIU can offer the aid and support needed to help the alcoholics within our industry. * * * I don't have to tell you how many jobs depend on enforcement of the Jones Act or how many ships are being laid up on the West Coast—Far East run because of the third-flag fleets. And you already know how many jobs were created by the 1970 Act and how many jobs an oil cargo preference law would generate. ^ If either an Administration or Co'^gressional majority hostile to a strong U.S. merchant marine is elected, it could be disastrous. Only through SPAD can we participate in these important elections. With the money you give to SPAD we can support those who believe iii the im­ portance of this country's merchant fleet and who will help the SIU to protect its members' jobs. There is too much at stake for us not to give our strongest effort and fullest support to this program. The health of the entire industry and the strength of every Seafarer's job security will hinge on our support of SPAD in the coming months. BOSUNS RECERTIFTCATION PROGRAM This month 12 more Seafarers graduated from the Bosuns Recertification Program. These 12 bosuns bring to 343 the number of SIU brothers who have completed this program since its inception in the summer of 1973. The bosuns, who spend one month down in Piney Point and one month at Headquarters, have upgraded their vocational skills as well as their knowledge of the maritime industry. They have especially learned how essential it is for their Union to be involved in all aspects of maritime, particularly the legislative sphere. *A' SENIORITY UPGRADING PROGRAM The 'A' Seniority Upgrading Program has been very successful in promoting our qualified members to the status of full 'A' book brothers in our Union. I strongly urge each Seafarer who is eligible to apply for this program and I congratulate the six brothers who have successfully completed the one month program at Piney Point and Headquarters this month. f * In another important area, this month marks the beginning of the 1976 presidential race as the first primary opens in New Hampshire. Also, as the entire House of Representatives and one-third of the Senate comes up for election, politicians seeking these seats are starting to plan their 1976 campaigns. The SIU must be ready to take an active role in these national elections, supporting our industry's friends and opposing those who are unfriendly to­ ward maritime. Our industry is almost totally regulated by national and international laws and policies. And it is the Congress and the Administration which will decide which laws and which policies will be put into effect. Congress and the President will decide if this country is to have an oil cargo preference law and if we will move to curb the rate-cutting third-flag fleets on the West Coast. They will be responsible for enforcing the Jones Act and continuing to implement the Merchant Marine Act of 1970. All these issues affect out ability to earn a decent living by going to sea. FIREFIGHTING In the months and years ahead firefighting training will become increasingly important as a pre-requisite for sailing on many of our ships. I urge each member who does not already have a firefighting certificate to take the two-day course which includes classroom training at the Harry Lunde­ berg School and practical training at the jointly sponsored MSC-MARAD firefighting school in Earle, N.J. Upcoming dates for the firefighting course are Mar. 9, 19 and 30. LNG TRAINING In light of the fact that support is rapidly growing for an all-Alaska gas route, I urge all Seafarers who are eligible to take the LNG/LPG training course offered at the Harry Lundeberg School of Seamanship in Pinev Point. Md. The next course is beginning on March 8. .y '1 • Some Questions Answered On New U.S. Pension Bill Continued from Page 3 have a number of consecutive breaks that equal the total number of years you worked 125 days or more. For example, if you have earned three years of vesting credit and work less than 62Vi days in each of the following three years, you will lose all credit for your seatime. Here are a few important things to remember about vesting and breaks in service. • For every year you work 125 days or more, you receive one year of vest­ ing credit. When you have accumulated 10 years of credit you are vested and can no longer have a break in service in regard to your pension. • If you work less than 125 days in any year but more than 62Vi days, you do not get credit for a year's service but you do not have a break in service. • If you work less than 62Vi days in a year, you have a break in service. If you have a number of consecutive breaks that equal the total number of years credit you have earned, you lose all of that credit. • The breaks must be consecutive to lose your accumulated credit. Even working more than 621^ days in a year will prevent you from losing that credit. • The 125 day requirement only applies to earning vesting credit for a normal pension. • Each and every day worked for a company signatory to our plan will count towards the total number of days needed to qualify for a pension, even if they were accumulated in a year for which you did not receive vesting credit. • Although the new law did not take effect until Jan. 1,1976, your previous seatime will be counted towards vesting credit if you do not have a break in service under the old 90 days in three years rule. What does the section on the Joint and Survivor Annuity provision mean when it says, "a Plan need not pay the wife her benefit if the employee dies within two years after he elects a husband-wife benefit, and his death was not the result of an accident occurring a/fer he made the election**? This section just means that the Pension Plan need not pay a survivor's pen­ sion benefit if a pensioner dies within two years after choosing to receive the survivor benefit. It was included in the law to protect pension plans against people who have terminal illnesses. However, if a married Seafarer who is feligible for a pension dies while he is still an active, working member, his wife will receive a survivor's pension. February, 1976 Here's a Patriotic Baker • Piney Point Cook and Baker grad Jerry Parrel! shows off an Old Glory cake he baked. Page 7 �DISPATCHERS REPORT It JAN. 1-31, 1976 I' f:i. p • 1.1, r I Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville ! San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totais Deep Sea Great Lakes Aipena Buffaio Cieveiand Detroit Duiuth Frankfort Chicago Totais Great Lakes Totals Deep Sea & Great Lakes Houston Pipey Point Yokohama Totais Deep Sea Great Lakes Alpena Buffalo Cieveiand Detroit ' Duiuth Frankfort Chicago Totals Great Lakes Totais Deep Sea & Great Lakes . Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico 77.. Houston Piney Point Yokohama Totais Deep Sea ...' Great Lakes — Aipena Buffaio Cieveiand Detroit Duiuth Frankfort Chicago Totals Great Lakes Totais Deep Sea & Great Lakes . "t Port Boston New York Philadelphia Baltimore Norfolk ••••• Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama " Tqtals Deep Sea Great Lakes— Aipena a............................ Buffaio Cieveiand Detroit ............................ Duiuth Frankfort Chicago Totais Great Lakes Totais Deep Sea & Great Lakes Totais Ail Depts. Deep Sea Totals Ail Depts. Great Lakes Totais All Depts. Deep Sea & Great Lakes Pages REGISTERED ON BEACH All Groups Class A Class B Class C TOTAL SHIPPED All Groups Class A Class B Class C DECK DEPARTMENT 3 83 4 31 21 7 19 67 39 26 14 49 7 68 0 0 438 1 11 1 8 1 0 2 6 2 1 2 4 1 6 0 0 46 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 66 4 10 14 6 8 60 31 3 2 37 9 50 0 4 309 2 17 1 3 10 5 2 19 7 0 0 7 2 8 7 0 90 0 1 0 0 .0 0 0 0 0 0 0 0 0 0 0 0 1 4 173 19 58 41 17 46 115 52 77 34 88 16 158 0 3 899 5 19 1 11 3 1 11 11 2 4 ,5 9 1 13 0 1 97 0 1 0 0 0 0 0 0 0 0 1 0 0 1 0 0 3 7 0 1 17 2 4 0 31 469 2 0 1 1 0 2 0 6 52 0 1 0 0 0 0 0 1 1 0 0 0 2 1 7 0 10 319 0 0 0 0 1 5 0 6 35 0 0 0 0 0 0 0 0 1 8 2 2 19 3 2 2 38 937 2 0 2 2 0 0 0 6 103 0 1 0 0 0 0 0 1 4 2 58 4 30 15 8 16 50 28 37 11' 38 7 46 0 2 352 3 16 3 5 5 0 3 10 3 5 2 6 1 8 0 0 60 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 54 0 8 7 6 6 47 20 13 1 36 3 49 0 1 253 4 16 3 4 10 4 0 14 7 2 0 6 2 5 8 1 87 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 120 13 57 41 12 48 92 38 76 27 49 18 130 0 2 726 5 44 3 12 5 1 8 27 9 13 12 19 3 25 0 0 181 0 1 0 1 0 0 0 0 0 0 0 0 0 1 0 0 3 6 1 1 19 1 0 1 29 381 5 0 0 0 1 0 0 6 66 0 0 0 0 0 0 0 0 0 1 0 0 10 1 0 0 12 265 2 0 0 0 0 0 0 2 89 0 0 0 0 0 0 0 0 0 7 2 2 17 1 0 1 30 756 7 0 0 3 1 1 0 12 193 0 0 0 1 0 0 0 1 4 3 34 4 20 7 1 7 25 13 24 4 18 8 36 0 0 146 1 3 1 3 2 0 0 1 0 2 1 0 0 1 0 0 15 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 4 31 2 13 7 7 9 38 9 11 0 25 3 19 0 2 177 2 23 2 3 9 3 4 31 12 0 0 10 1 12 10 0 122 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 70 11 32 20 5 21 54 17 68 12 31 16 78 0 0 436 0 5 1 4 3 0 0 0 1 5 2 2 0 6 0 0 29 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 2 0 0 0 2 148 0 0 0 0 0 0 0 9 15 0 0 0 0 0 0 0 0 1 0 0 0 1 0 3 2 6 183 0 0 0 0 0 0 0 0 122 0 0 0 0 0 0 0 0 0 1 2 0 1 0 0 0 4 440 0 0 0 0 0 0 0 0 29 0 0 0 0 0 0 0 0 1 1 31 6 25 • 7 5 8 41 10 22 4 22 9 29 0 0 230 2 65 9 28 10 5 6 46 34 16 3 28 13 34 25 2 326 2 1 161 21 51 19 14 25 77 38 61 18 57 20 2 0 3 31 1 8 2 47 277 1,166 109 1,275 10 1 5 7 1 3 0 27 353 447 39 486 Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Ir TOTAL REGISTERED Ail Groups Class A Class B Class C ENGINE DEPARTMENT STEWARD DEPARTMENT ENTRY DEPARTMENT m 1 0 1 1 1 394 1 3 658 9 23 0 3 1 0 0 0 0 5 0 0 1 5 0 0 47 1 3 14 4 6 11 0 3 3 41 699 965 59 1,024 3 4 1 11 0 1 1 21 68 54 24 78 1 1 1 i i 59 15 40 17 6 i 26 i 54 i 14 1 49 i 9 1 27 i 19 i 46 1 1 1 5 1 33 1 3 i 5 i 5 17 5 22 739 28 767 299 8 307 1 0 1 i 55 ® 449 2,455 127 2,582 9r PRESIDENT Paul Hall SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Cal Tanner VICE PRESIDENTS Earl Shepard Lindsey Williams Frank Drozak Paul Drozak HEADQUARTERS ALPENA, Mich 6754ATe.,BkIyn.ll232 (212) HY 9-6600 800 N. 2 Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Mam 215 EMCZ St. 02111 (617)482-4716 BUFFALO, N.Y 290 Fhmklin St. 14202 (716) TL 3-9259 CHICAGO, III.. .9383 S. Ewing Ave. 60617 , (312) SA 1-0733 CLEVELAND, OUo 1290 Old River Rd. 44113 (216) MA 1-5450 DETROIT, Mich. 10225 W. lefferaon Ave. 48218 (313) VI3-4741 DULUTH, Minn 2014 W. 3 St. 55806 (218) RA 2-4110 FRANKFORT, Mich P.O. Box D 415 Main St. 49635 (616) £L 7-2441 HOUSTON, Tex 5804 Canal Sfc 77011 (713) WA 8-3207 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, NJ. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala......IS. Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va 115 3 St. 23510 (804) 622-1892 PADUCAH, Ky 225 S. 7 St. 42001 (502)443-2493 PHILADELPHIA, Pa.. .2604 S. 4 St. 19148 (215) DE 6-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 PORT ARTHUR, Tex 534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif. 1311 Mission St. 94103 (415) 626-6793 SANTURCE, P. R. 1313 Fernandez, Juncos, Stop 20 00908 (809) 724-2848 SEATTLE, Wash 2505 1 Ave. 9812T (206) MA 3-4334 ST. LOUIS, Mo.. .4581 Gravols Ave. 63116 (314) 752-6500 TAMPA, Fla..2610 W. Kennedy Blvd. 33609 (813) 870-1601 TOLEDO, Ohio 935 Summit St. 43604 (419) 248-3691 WILMINGTON, Calif. 510 N. Broad St. 90744 (213)549-4000 YOKOHAMA, Japan P.O. Box 429 Yokohama Port P.O. 5-6 NIhon Ohdorl ^ Naka-Ku 231-91 201-7935 of January dropped off slightly al compared to the month of December. The slight declme in shipping is due mostly to the near stoppage of all wateihourne traffic on the Great Lakes for the winter. Shipping how­ ever remains fair to good In most ports for our seniority members. Shipping is expected to remain stable pyer the neat few months. Seafarers Log �a vote on a bill: unlimited debate. The non-germane rule allows unrelated amendments to be added to bills, and the strategy is to add them to bills which are certain to pass. * Washiiigton Activities As part of the Washington Activities column, for the next jew months we will be running articles concerning the way in which our form of government works. We hope these articles will prove informative to our members. Representative Government, American Style The Congress of the United States is a fascinating and unique body. It is different from legislative bodies of other Western democratic countries. Most national legislatures work within a parliamentary system with a chief executive (usually called the prime minister) who is elected from the legislature. Cabinet members in many systems are also chosen from the legislature, and remain members of the legislature. Power is usually concentrated in the lower house only. Congress has gone through many changes over the years; it is different now from the way it was during our early history. Both the House of Representatives and the Senate have become much more highly organized than they were originally. The House In the House, the Speaker is the chamber's presiding officer and the majority party's overall leader. In addition, there are majority and minority leaders with assistant floor leaders (whips), their assistants, and a number of supporting organizations to assist with party strategy, legislative scheduling and communi­ cation. At present, the Speaker is Carl Albert. The Majority Leader is Thomas P. (Tip) O'Neill. Today, the Speaker presides over the House, decides points of order, refers bills to appropriate committees, appoints members of select and conference committees. The Constitution does not specify that the Speaker must be a member of the House, but no non-member has ever been selected. The Senate In the Senate, there is no Speaker. The Vice President is the constitutional head of the Senate and in his absence, the President Pro Tempore presides. Neither of them has the power of the Speaker. The Senate is smaller than the House—the Senate has only 100 members; the House has 435. The filibuster and the non-germane rule are characteristics peculiar to the Senate. The filibuster is a time-delaying tactic used by a minority to prevent * * Some developments in Congress since last month's column are: Congress returned from Christmas recess on Jan. 19 for the Second Session of the 94th Congress. Rep. Tom Downing (D-Va.) has announced that he will retire. Rep. Downing is chairman of the House Subcommittee on Merchant Marine and has been a member of Congress since Jan. 3, 1959, representing the First Dis­ trict, which includes Newport News. Three bills vital to our members have been passed or are near final stages as we go to press. • The appropriation bill for the Department of Health, Education and Wel­ fare for fiscal year 1976 (which began last July 1) was vetoed by the President last December. It contained money for the PHS hospitals. Both houses over­ rode the veto—Jan. 27 and 28—and the bill's language clearly states the intent of Congress that the hospitals be kept open. This action makes the legislation public law. • The railroad bill, passed before the recess, was held until Congress re­ turned to prevent the President from pocket vetoing. However, because the President is cutting back on spending, to make the provisions more acceptable to him, the conference committee reduced the amount by $1 billion. Funding includes operation of Penn Central and six other insolvent carriers. The provision opposed by SIU, allowing the railroads to lower rates, is still in the final version, now awaiting the President's signature. • On Jan. 28, the Senate voted 77-19 to establish a 200 mile fishing limit off U.S. coasts to protect American fishermen and their fishing grounds. The Senate bill would go into effect in 1977. The House version, passed in October, has a July 1976 effective date. This and other differences will have to be re­ solved in conference. Hearings are being held in committees on a number of other bills of interest —^water pollution liability, Alaska Gas Pipeline, extension of the Jones Act to the Virgin Islands, outer continental shelf exploration and management, thirdflag rates, merchant marine oversight—but no immediate action is expected. We do continue to monitor them, however, to keep up to date with these bills since all of them iaffect the livelihoods of seamen. Date Job Security in .1. the Fight for J •X' Favorable Legislation Seafarers are urged to contribute to SPAD. It is the way to have your voice heard and to keep your union effective in the fight for legislation to protect the security of every Seafarer and his family. 2:30 p.m. Mar. 8 ... New York Philadelphia .... Mar. 9 ... ... 2:30 p.m. Mar. 10 ... ... 2:30 p.m. Baltimore Mar. 11 ... ... 9:30 a.m.. Norfolk Jacksonville .... Mar. 11 ... ... 2:00 p.m. Mar. 12 ... ... 2:30 p.m. Detroit — Mar. 15 ... Mar. 15 ... ... 2:30 p.m. Houston New Orleans .... Mar. 16 ... ... 2:30 p.m. Mobile 1....... Mar. 17 ... ... 2:30 p.m. San Francisco ... Mar. 18 ... ... 2:30 p.m. Wilmington .... Mar. 22 ... ... 2:30 p.m. Mar. 26 ... ... 2:30 p.m. Seattle Mar. 13 ... ... 10:30 a.m. Piney Point Mar. 11 ... ... 2:30 p.m. San Juan Columbus ...... Mar. 20 ... Mar. 16 ... Chicago ^^ar. 16 . •. Port Arthur .... Buffalo ........ Mar. 17 ... Mar. 18 ... St, Louis Mar. 18 ... Cleveland Mar. 15 ... Jersey City ..... UIW IBU Deep Sea .. ... .. ... .. ... .. ... .. • • • .. • • • 5:00 p.m. 5:00 p.m. 5:00 p.m. 5:00 p.m. • • • • • ... • ... • ... • ... • v • 7:00 p.m. 7:00 p.m. 7:00 p.m. 7:00 p.m. ••• .. ... 5:00 p.m. * • ... 7:00 p.m. ••• .. , .. 5:00 p.m. • • — ... 5:00 p.m. .. .. • • • .. • • • .. • » • •• • .. ... 10:30 a.m. .. • • # ... 1:00 p.m. ... 5:00 p.m. ••• t t t • ... ,.. .,. ... 5:00 p.m. 5:00 p.m. 5:00p.m. 5:00 p.m. • • • •• •• • •• • • • •• •• •• • * ••• • Politics Is Porkchpps Donate to SPAD At ttie microphone is the newly appointed chairman of the Federal Maritime Commission, Karl E. Bakke addressing members of the New York Propellor Club and the Maritime Association of New York following a luncheon given in his honor on Jan. 22 in the port city. Page 9 February, 1976 • - V.I.: m To Protect Your New FMC Head Gives Talk Port ' it * ij r| �Bosun's Seatime. Full of Near Misses I AT SEA A Sea-Land McLean Appearing in the 1976 edition of "Guinness' Book of World Records" is Bosun John Hunter of the S-L 7 containership SS Sea-Land McLean. From Oct. 6, 1972 to Oct. 7, 1973 he rode the ship for 45 crossings of the North Atlantic, a record for most crossings in a year. Brother Hunter steamed 328,500 miles in the year. In the same edition, a world record for the fastest Pacific Ocean crossing from Kobe, Japan to the port of Seattle or equal distance is held by the S-L 7 50,315 dwt containership Sea-Land Commerce. She set the record of 4 days, 21 hours, 24 minutes on May 27, 1973. On July 6, 1973, she sailed 4,840 nautical miles to Long Beach, Calif, at a higher average speed of 33.27 knots. ' M/y Paul Thayer The 10,344 dwt Great Lakes bulk carrier M/V Paul Thayer (Pringle) went into winter layup at Lorain, Ohio after being refloated on Lake Erie's Pelee Passage where she was stranded. Part of her cargo had to be removed to lighten the ship. 55 Delta Bras// Brazil's Ambassador to Trinidad H. E. Sergio Luis Portella de Aguiar and Argentine Consul General to Trinidad Enrique Moresco and their families were visitors aboard the C3 SS Delta Brasil (Delta Line) recently when she called at Port of Spain. The vessel is on the New Orleans-South America run. 5/T Mount Navigator Another SlU-contracted tanker the S/T Mount Navigator (Cove) was tapped for the carriage of 26,40()-tons of wheat to Alexandria and Port Said, Egypt recently loading from the ports of Baltimore, Philadelphia or Norfolk. SS Del Sol The master of the C3 SS Del Sol (Delta Line) Capt. R. A. McDonald at the end of the year wrote to Mrs. George Williamson of Hialeah, Fla.: "As per your instructions and the wishes of your late brother, (Seafarer) Frank Ortiz at 15:30 hours on Dec. 21, 1975 at Latitude 10 degrees 20N and Longitude 29 degrees 36W, 1,145 miles west of the coast of Africa, the ship's crew wq^ mustered and his remains committed to the sea. "Mrs. Williamson, in behalf of the crew and myself, I wish to extend my sympathy over your great loss, but I hope you will find abiding comfort in the fact that your brother's wish was carried out and consolation that it was done by brother S?,afarers, many of whom had sailed with him over the years." 5/T Shenandoah The tanker SS Shenandoah (Hudson Waterways) recently sailed with 22,0()0-tons of grain from the Gulf to a port on the west coast of Mexico. 55 Yellowstone Recently the bulk carrier S/T Yellowstone (Rio Grande) went on a voyage to Karachi, India with a 15,000-toh cargo from the port of Mobile. 55 Potomac The bulk carrier SS Potomac (Empire Trans.) from the port of Tampa will carry a 20,000-ton cargo to Karachi, India. \ 55 Columbia In April, the SS Columbia (Ogden Marine) will sail to Karachi, India from the port of Tampa with a 21,000-ton bulk cargo. SS Boston "I guess I'm just lucky." That's what Recertified Bosun Ray "Blackie" Ferrera asserted when he completed the retraining program and, in a visit to the Log office, told of his many close shaves from the scythe of the Grim Reaper. A headline from the May 1972 issue of the Seafarers LOG: "SIU Man's He­ roic Strength Prevents Death" was the last dramatic episode recently reported in the thrill-packed sea life of this 56year-old charter member of our Union. The LOG story told a tale of how a courageous seaman blessed with super­ human strength became a hero in his own right. It happened aboard the SlU-contracted SS De Soto in the Saigon River at Cat Lai as then 19-year-old OS Mor­ ris Montecino tended mooring lines to the anchor buoys. Just as the 10,475-ton freightship neared the anchorage, she lurched un­ expectedly sideways causing a line to slip a turn. In a flash, Ferrera recalled, "the 8inch Manila rope" encircled the stillsailing Montecino, hurling him to the deck where he was swiftly dragged to­ ward the bow chock. The doomed Seafarer battled frantic­ ally and unsuccessfully to free himself of the snake-like hemp which was se­ curely tangled around his ankles, Fer­ rera said. The moving coil was within seconds of pulling the helpless seaman through the chock to a certain and painful death when he felt the tremendous arms of Bosun Ferrera entwined about his waist pulling him away from disaster, "You don't know how strong you are really until an emergency like this hap­ pens," the 30-year bosun emphasized. Tight Bear Hug For an instant, the cool-headed, 190pound Ferrera held back the pull of the line with his 'tight' bear hug which, he remembered, "broke five of Montecino's ribs." Refusing to give up his life-saving hold on his shipmate, Ferrera said the line began to slip off the young seaman. Not until it had ripped off his shoes and locked onto one ankle, breaking it, the bosun added. Finally, they both fell to the deck free of the line which hurtled through the chock over the side. Seafarer Ferrera suffered deck fric­ tion burns and bruises of his arms, back and knees. Montecino, beside theiractures, was badly bruised and battered all over his body, but thankfully, alive, saved by his valiant brother of the sea. The Florida-born bosun, who Joined the International Seamen's Union in Recertified Bosun Leyal E. Joseph of the containership SS Boston (SeaLand) says "Once again the crew of the SS Boston has proven themselves to be very capable seamen. "A gentleman by the name of Solomon Zelonker of North Miami had his boat sunk from under him on Sunday (Nov. 23) evening off the coast of Florida. About 2 p.m. on Monday he was spotted in the ocean hanging on to the seat of his boat by Third Mate Joe Disarno. Capt. Nils Aaadland was called to the bridge and he immediately started a rescub attempt. ' "The port lifeboat was launched and made its way to the man. He was taken into the lifeboat. After talking with him and finding out that he was alone when his boat sank and there was no one else to be picked up, he was brought back to the ship. "Zelonker was then given dry clothing, coffee and cigarettes by the crew. He expressed his gratefulness and very warm thanks to the crew. After resting awhile, he was transferred to a Coast Guard cutter to be taken ashore. "It was indeed as smooth an operation as could be expected by any crew." ' J I ' Morris Montecino Ray "Blackie" Ferrera 1936 in Tampa, said the captain of the De Soto recommended him for the U.S. Merchant Marine Distinguished Service Medal for his feat. But the SIU crew of the SS Platte (Ogden Marine) got the yearly award for rescuing 31 Finnish seamen off the stricken tanker, SS Ragny. ^ Another near miss for the doughty bosun, he declared, was aboard the SS Kyska (Waterman) on the Murmansk convoy run to Russia in 1943. "Ships sunk all around us everyday. And ammo ships blew up before we reached Murmansk where we spent 15 days with air raids every night." On her next or following voyage, the Kyska was sunk, too, he said. Fortunately, he says, "I was never torpedoed." A plaque in the Harry Lundeberg School of Seamanship Museum re­ minded Ferrera of his lost shipmate. Seafarer Jean Domingues who died on the SS William Moultrie (Waterman) which received a unit gallant ship cita­ tion for her work on the Murmansk run in 1942. His seafaring career began, Ferrera pointed out, when his deceased brotherin-law, Manuel Perez, 71, who retired from the SIU in 1950, encouraged him to sail the seven seas for 39 years. "I learned from him. He taught me how to splice rope and wire, and every­ thing else he had picked up as a bosun on Portuguese sailing ships." The Portuguese-Cherokee bosun had to interrupt his recertification training at Union Headquarters to attend the funeral of his brother-in-law inentor who died in Tampa May 24. Ferrera's brother, Joseph is a rethed tug boat captain of Tampa Harbor. NearMiss Next near-fatal miss for the bosun occurred in 1941 just before the war began for America when he missed the freightship SS Helen Margaret (Bull Line). She sailed an hour early without Ferrera from Port Tampa bound for Baltimore in the dead of winter with a cargo of phosphates. She was never seen again. Torpedoed! Ferrera resides in the shipbuilding town of Chickasaw, Ala., outside of Mobile, with his wife, Elsie, who's also part Cherokee, and his mother-in-law Mrs, Irene Lofton, 83, who, he said, has been with them for 20 years. The Ferreras's offspring have long grown up and gone out on their own as their sea­ faring father did. Again in 1941, but this time in the Caribbean, off Trinidad, he said, his ship sighted a sub's periscope and tried to ram her. His ship missed when the sub crash dived. Seafarers"Log Page 10 • .I'-.'sf' . 'vj;''T,'..A,"-'-A �Seafarer, SICf Crew Are Cited tor Rescue at Sea AB Luis A. Malave and the SIU crew of the USNS Tallulah (Hudson Waterways) recently received a citation from the U.S. Navy's Military Sealift Command and the Distinguished Sea Rescue Award for saving 257 crewmembers and entertainers off the burn­ ing British cruise liner, the MV Cunard Ambassador 30 miles southwest of Key West, Fla. on Sept. 12, 1974. Other SIU Tallulah crewmembers honored were: Recertified Bosun Jo­ seph C. Donovan; AB R. W. Rogens; AB Joe Royce Bennett; AB Lacluis Walbert; AB Arthur L. Mallory; AB John Panders; OS Patrick H. Key; OS Marco Tulio Mora Jr.; Educational Di­ rector W. L. Pritchett; Oiler G. Garza; Oiler C. Everett Gerald;.Oiler R. Can­ non; FOWT. D. Terry, Jr.; FOWT. G. Lindsay; FOWT. C. B. Eagleson; Wiper W. M. Semmons; Chief Steward John W. Parker, Jr.; Cook Esquival Olfido; Cook R. D. Bridgers; Messman Walter E. Deverearf; Messman Dewey E. Em­ ory and Utility Grant Marzett. Seafarer Malave, 42, then an OS aboard the MSC tanker partially loaded with a cargo of jet fuel enroute to Charleston, S.C. from Tampa, said he was the first on the 4 a.m. to 12 forward lookout watch to spot smoke coming from the burning cruise ship after the Tallulah was diverted by the U.S. Coast Guard to aid in the rescue. The Ambassador radioed she was on her way to New Orleans to pick up passengers for a cruise to Mexico when a ruptured fuel line ignited a blaze in her engine room. Finally, most of her crew was ordered into their lifeboats. Brother Malave, who joined the SIU in the port of New York in 1970, added he and his shipmates helped many of the survivors, some of them women, out of their lifeboats around 10:30 a.m., giving them blankets, clothes and hot food and coffee. Some had to be cau­ tioned not to smoke on deck. Later, he said, the Tallulah carried them to Miami where they were met by a band and happy relatives and friends. 'Meanwhile, back at the Ambassador, the Coast Guard cutter Cape York put a 96-man crew aboard the English ves­ sel to fight the five-deck fire as the cutter Diligence shot a stream of water into the flames. When the Ambassador's emergency power supply cut out during the night, the Guardsmen left the ship as she was towed to Key West. Malave, no stranger to awards and honors, was cited nine times as a New York City auxiliary police officer for saving people in fires in 1973-4 in Man­ hattan's 23rd Precinct and Kew Gar­ dens, Queens by the police commission- ASHORE Chesapeake & Delaware Canal AB Clarence L. Cousins, last riding on the C4 SS Portmar (Calmar) in 1975 "wishes to commend a Capt. Thompson, now a pilot through the C & D Canal, for his timely assistance at a period when it meant a lot to me ... Even though the incident happened some time ago ... "It was when he was master on the LST Bethcoaster on the run from Spar­ rows Pt., Md. to Bridgeport and New Haven, Conn. . . . Suffice to say that his efforts in my behalf were in the finest traditions of our seagoing brotherhood and will always be remembered with feelings of deep gratitude by me . . . This is a tribute to him for his kindness to a member of his crew at the time." USPHS Hospital, Sfaten Is., N.Y. Luis A. Malave er, the Patrolmen's Benevolent Assn. and the American Federation of Police. He upgraded to AB at Piney Point this year and said he'll soon get his firefighting and lifeboat endorsements. His and the Tallulah Seafarers' cita­ tions from the MSC's commander. Rear Adm. S. H. Moore read in part: "Enclosed is a citation which recog­ nizes your contribution . . . For that rescue, the crew of the USNS Tallulah has been awarded the Distinguished Sea Rescue Award by the American Institute of Merchant Shipping and the Maritime Section of the National Safety Council. . . This marks the third time a MSC ship has won this coveted award. The achievements by you and your ship­ mates illustrate the professionalism of both the MSC Civil Service mariners and the Union seamen who man com­ mand ships operated by private con­ tractors as was the USNS Tallulah. I am certain that this was an experience that you will long remember, one that is in keeping with the highest traditions of the sea and human brotherhood. Congratulations for a job well done." Brother Malave's individual and his shipmates' Distinguished Sea Rescue Award also read in part: **In recognition of an outstanding safety achievement involving highly meritorious service and in appreciation of a feat which reflects credit upon the entire American merchant marine ^ . . this award (goes) to Luis A. Malave of the USNS Tallulah (MSC) for his part in the dramatic rescue . .. This award is emblematic of the highest traditions of safety beyond the call of duty which have characterized American ships and American Seafarers since Colonial times.'* Friends of Seafarer Herbert M. "Frenchy" De Boissiere from coast-to-coast will be glad to know that the USPHS Hospital here reports that on Feb. 6 he was in "satisfactory condition" in Ward AB4 following an operation there on Jan. 16. Toledo Grain shipments moved through this port in 1975 topped the record figure of 91.2-million tons of grain shipped in 1971 here. As of Nov. 1, more than 100-million tons of grain were handled. Mobile With more than 22.6-million bushels of grain passing through this port from Aug. 1 up to Nov. 1, a record high was set for that period. The amount rep­ resented $30 million. Port of Wilmington, Calif. After an hiatus of 38 years, Recertified Bosun Tadeusz Chilinski and his sister who is visiting the U.S. from Poland, were reunited. Iljichevsk, Russia On Christmas Day here aboard the anchored OBO, the SS Ultramar (West­ chester Marine), Seafarers had a lunch of fresh Maryland oysters, steamed Gulf shrimps, fresh white potato salad, cottage cheese fruit salad, cream of tomato soup, roast young turkey with sage dressing and giblet gravy, cranberry jelly, baked glazed sugar-cured ham with a fruit sauce, oven roast rib of beef to order au jus, butter pearl onions, broiled fresh salmon steaks in lemon butter, mashed rutabagas, fresh cauliflower, candied carrots, braised fresh kale, choco­ late cake, lemon cream pie and assorted fresh fruits! If that wasn't enough for a good feeder, here they had a Thanksgiving Day dinner of stuffed celery, rose radishes, spring onions, chilled eggnog, chilled tomato salad with assorted dressings, beef consome, fresh shrimp cocktail, Tom turkey with oyster dressing and gravy, cranberry sauce, rib of beef and ham, steamed yellow rice, cut green beans, turnip greens with roots, candied sweet yams, fresh com on the cob, whipped potatoes with cheese, baked acom squash, hot hard rolls, .mince and pumpkin pie, pound and fruit cake, assorted salted nuts, hard candies, ice cream, cookies, cafe noir and cold beer. Wow! A feast for a king. Baltimore This port's Curtis Bay Coal Pier shipped the largest amount of coal overseas last year since the Marshall Plan year of 1947. And the port's Dundalk Marine Terminal handled a record load of containerized cargo during the first nine months of the year. More than 6.73-million tons of coal—5.1-million tons to Japan—were also shipped to the United Kingdom, France; Germany and Argentina. In 1947, a record 11..4-million tons of coal were shipped. More than 1.7-million tons of containerized cargo amounting to 149,612 containers moved through the terminal. An increase of 22,680 boxes and 70,371-tons over last year for the same period. Hydra, Greece A 4,500-year-old hulk of a sunken ship has been found on an isle near here. This is 1,000 above the previous oldest ship ever discovered. Greek archaeol­ ogists reported pottery found in the wreck shows the vessel sank between 2,700 and 2,200 B.C. l^ven^ cents of every dolter ^nt in shipping on Xmeric«n>flag vessels i^msins in this countiyj making n vei^ sahsianfial contribution to the natiottal February, 1976 Tubarao, Brazil This iron ore port has the world's biggest ore loading berth. Peak loading capacity is 20,000-tons an hour with 40,000-tons an hour expected in the future. The ore terminal can handle ships of 270,000 dwt. When current build­ ing is completed the berth will be able to handle vessels of 400,000 dwt. Page 11 �i• PANAMA (Sea-Land Service), De­ cember 7—Chairman, Recertified Bo­ sun Cyril Mize, Jr.; Secretary J. Mar; Educational Director E. Ford. $17.75 in ship's fund. No disputed OT. A sug­ gestion was made that crewmembers donate to SPAD. Chairman and all crewmembers expressed hope that Steve Troy, San Francisco port agent recovers very soon". A suggestion was made that a movie fimd be made up from the ar­ rival pool. Next port Balboa. NEWARK (Sea-Land Service), De­ cember 13—Chairman, Recertifi^ Bo­ sun E. D. Christiansen; Secretary L. Crane; Educational Director R. P. Cole­ man; Deck Delegate G. C. Somerville; Engine Delegate A. L. Craig; Steward Delegate R. V. Ceiling. Some disputed OT in deck department. Chairman dis­ cussed the firefighting school and life­ boat training at Piney Point and the importance of crewmembers upgrading. It was suggested that crewmembers do­ nate to SPAD. Next port Seattle. TEX (Alton Steamship), December 9—Chairman, Recertified Bosun Tom Walker; Secretary Jimmie Bartlett; Ed­ ucational Director Torry Kidd, Jr.; Steward Delegate C. H. Martin. $8.25 in ship's fund. No disputed OT. Re­ certified Bosun Tom Walker brought the membership up-to-date on the Piney Point school and the importance of donating to SPAD. A vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed brothers. Next port Tampa. ALLEGIANCE (International Ocean Transport), December 7—Chairman S. T. Grooms; Secretary C. Hurlburt; Ed­ ucational Director J. Sanchez. No dis­ puted OT. A vote of thanks to the steward department for a fine Thanks­ giving Day dinner. Observed one min­ ute of silence in memory of our de­ parted brothers and for those men who lost their lives at Pearl Harbor on De­ cember 7, 1941. Next port New York. OVERSEAS ALEUTIAN (Mari­ time Overseas), December 14—Chair­ man, Recertified Bosun William Morris; Secretary Higgs; Educational Director Sears; Steward Delegate Guillermo Grojales. No disputed OT. Re­ port to Seafarers Log: "Ships crew and officers collected $200 for chief elec­ trician to help share expenses. He had illness at home and left the ship in Novorossiysk, Russia on November 9, 1975." SEA-LAND COMMERCE, December 14—Chairman, L. G. G. Reck; Secretary Gus Skendelas; Edu­ cational Director William G. Heater; Deck Delegate John Nelson. Some dis­ puted OT in engine department. All communications were posted. Question was brought up on how to open port holes in case of emergency. This ques­ tion will be answered at the next safety meeting to which everyone is invited. A discussion was held on donating to SPAD. Next port Kobe. TAMARA GUILDEN (Transport Commercial), December 28—Chairmaii. Recertified Bosun Peter Sernyk; ^ Secretary N. Hatgimisios; Educational * Director R. Nielson; Deck Delegate Rafael Lugo; Engine Delegate John Nettles; Steward Delegate Frank Okoorian. $9.80 in ship's fund. Some dis­ puted OT in deck department. Tele­ gram received from Headquarters was read and posted. A vote of thanks to the steward and his department for the won­ derful Thanksgiving and Christmas din­ ner and the trouble they all went through to please the crew. Page 12 SEA-LAND ECONOMY (Sea-Land Service), December 28 — Chairman, Recertified Bosun F. H, Johnson; Secre­ tary L. Nicholas; Deck Delegate J. D. Farragut; Engine Delegate I. Galeas; Steward Delegate S. Morris. No Dj^ puted OT. Chairman discussed SPA donations and advised all crewmembers to read iht Seafarers Log. Report from the secretary: "A belated but not for­ gotten Merry Christmas and Happy New Year to all hands at Headquar­ ters." Communications from Paul Hall were read and explained in their en­ tirety at the meeting. A vote of thanks to the steward department for a won­ derful Christmas dinner and continuous good service and food. Next port New Orleans. PONCE DE LEON (Puerto Rico Marine Mgt.), December 13—Chair­ man, Recertified Bosun R. Burton; Sec­ retary C. Rice; Educational Director J. Quintella; Deck Delegate James Corder; Steward Delegate Robert Spencer. No disputed OT. Chairman spoke on articles that appear in the Seafarers Log. Everything running smoothly. COLUMBIA (Ogden Sea Transport), December 28—Chairman, Recertified Bosim Clarence E. Prjfor; Secretary Hutcherson; Deck Delegate Jack D. Brown; Engine Delegate Jay Barnett; Steward Delegate MjApn Dale. $12.25 in ship's fund. No disputed OT. A vote of thanks to the steward department for a very fine Christmas dinner and a holiday atmosphere aboard ship. Happy New Year to all hands. Observed one minute of silence in memory of our de­ parted brothers. Next port. Port Said. ELIZABETHPORT (Sea-Land Serv­ ice), December 14—Chairman, Recer­ tified Bosun V. T. Nielsen; Secretary George W. Gibbons; Educational Di­ rector David Able; Engine Delegate Michael Miller. $122 in ship's fund. $5 in movie fund. No disputed OT. Chairman held a discussion on donat­ ing to SPAD. Secretary reported that there were better movies on board for this trip. Also that food and other sup­ plies were obtained for the'orphanage. A vote of thanks to the deck depart­ ment for keeping the pantry and the messroom clean. Next port Naples, Italy. Digest of SlU Ships' Meetings INGER (Reynolds Metal Co.), De­ cember 28—Chairman, P. R. Price; Secretary Duke Hall; Educational Di-, rector R. D. Holmes; Deck Delegate D. Boone; Steward Delegate John Calhoim. $83.03 in ship's fund. No dis­ puted OT. Radiogram from Paul Hall on the Russian grain deal was read and posted. A vote of thanks for a nice Christmas,dinner through the efforts of the steward department. Report to Sea­ farers Log: "A lifetime wish was ful­ filled for some of the crew while ship was in Haifa, Israel as they went on a tour of some of the Holy Land." Ob­ served one minute of silence in memory of our departed brothers. Next port Philadelphia. scial shj|)'s ininuteis ^SPANAMA MAYAGUEZ DELTA BRASIL DEL SOL C /: YELLOWSTONE JEFF DAVIS ERNA ELIZABETH STONEWi^ JACPSON SHOSHONE ARECBBO SAN JUAN ;DMTA ARGENTINAii /irtLTA URUGUAY MOUNT WASHINGTON WALTER RICE COUNCIL GROVE BEAUREGARD ^SEAT.AND POTOMAC IROBERXE.LEE IDELTA SUD. IPORTLAND ItGALVESTON I BORINQUEN ; '.jSAMUEL CHASE fMAUMEE • : V- SAM HOUSTON (Waterman Steam­ ship), December 28—Chairman, Recer­ tified Bosun Edwin C. Craddock; Sec­ retary Thomas Liles, Jr.; Educational Director Herbert Calloe; Deck Delegate Gordon L. Davis; Engine Delegate Gary J. Bryant; Steward Delegate Derrell G. Reynolds. $29 in ship's fund. Some dis­ puted OT in steward department. $145 in movie fund. Minutes of last meeting and SIU crew list mailed to Head­ quarters from Aqaba, Jordan. Letter on grain deal was read and posted by ship's chairman. A vote of thanks to'the stew­ ard department for a very good Christ­ mas dinner. Observed one minute of silence in ntemory of our departed brothers. Next port New York. following v^sels: CIL^ESTON CAROLINA SHENANDOAH ST. LOUIS SUMMIT CANTIGNY • BALTIMORE ELIZABETHPORL SEA4AND PRODUCER: AMERICAN EXPLORER DEL RIO MOUNT EXPLORER OAKLAND : ::• OVERSEAS ANCE^ JACKSONVILLE lANCHORAGE ^ vE iMERRIMAC SEA-LAND CONSUMER CARTER BRAXTON/ ' :CACTSEAS NATALIE^;:/ TAMPA •• " RESOURCE DELTA MAR (LOS ANGELES :MK>HAWK' : ONTICELLO VICTORY DOLPHIN B. WATERftLiN SEA-LAND MCLEAN (Sea-Land Service), December 30—Chairman, Re­ certified Bosun J. Richburg; Secretary R. Buie; Educational Director H. S. Martin; Deck Delegate B. R. Scott; Engine Delegate R. Machaj; Steward Delegate F. Rogers. Bosun thanked all delegates for a Job well done and the steward department for a fine Thanks­ giving and Christmas dinner. A report was read on the grain deal. Chairman suggested that all members participate in SPAD. A safety meeting was held and all suggestions win be implemented. The fire and boat drill was very good. Next port San Francisco. SEA-LAND FINANCE (Sea-Land Service), December 28—Chairman, Re­ certified Bosun James W. Pulliam; Sec­ retary Ceasar F. Blanco; Educational Director Dale Susbilla; Deck Delegate Jennings J. Long; Engine Delegate Wil­ liam Leeper; Steward Delegate Charles N. Ratcliff. No disputed OT. Any dona­ tion to the movie fund will be appre­ ciated. Telegram from Paul Hall was read and discussed. Crewmembers were urged to stay active and keep up with the latest by reading the Seafarers Log. Next port Yokohama. OGDEN YUKON (Ogden Marine), December 7—Chairman, Recertified Bosun Vernon Bryant; Secretary Mario Canalejo, Sr.; Educational Director Riley Mills. All notices received from Headquarters were read and posted. Chairman gave a vote of thanks to all brothers for the way everybody per­ formed aboard the ship in Odessa, Rus­ sia. Secretary extended a vote of thanks to the steward department and the boys from Piney Point, for a Job well done on this voyage. No disputed OT. Ob­ served one minute of silence in memory of our departed brothers. SEA-LAND MARKET (Sea-Land Service), December 28—Chairman, Re­ certified Bosun Walter Nash; Secretary A. Panagorouies; Education^ Director Nillo Reitti. Chairman read the tele­ gram from President Paul Hall.^Ek-: plained to the members the value of SPAD and the results of the agreement with Russia on the grain deal. A talk was held on safety aboard ship. No dis­ puted OT. A vote of thanks to the stew­ ard department for a terrific Christmas dinner. Report to the Seafarers Log: "Our messhall was decorated with live wreaths, flowers and poinsettias. It was a real Christmas festivity and everjrone felt at home away from home." AGUADILLA (Puerto Rico Marine Operating), December 13—Chairman, Recertified Bosun Victor Carbone, Jr.; Secretary W. W. Reid; Educational Di­ rector S. Wala. Some disputed OT in deck department. Chairman reported on the new courses in diesel engineering that are open to everyone. The new ships being built today will require crewmembers to have lifeboat and firefighting tickets. $8.50 in ship's fund. A vote of thanks to the steward depart­ ment for a Job well done. TRANSCOLORADO (Hudson Wa­ terways), December 9—Chairman, Re­ certified Bosun T. A. Tolentino; Sec­ retary J. Pitetta; Educational Director J. Peterson. $20 in ship's fund. No dis­ puted OT. Chairman reported on dona­ tions to SPAD. Next port Subic Bay. OGDEN WHLAMETTE (Ogden Marine), December 14—Chairman, Re­ certified Bosun E. K. Bryan; Secretary Kelly; Deck Delegate Carlos Spina; Engine Delegate Martin Fox; Steward Delegate R. E. Leonard. No disputed OT. Chairman suggested that all crew­ members should read the President's Report in the Seafarers Log. A vote of thanks to the steward department for a Job well done. Seafarers Log �K SEAFARERS February, 1976 Historic Alcoliolisnci Seminar Held The SlU held an historic, as well as a very successful, three-day sem­ inar on alcoholism at the Harry Lundeberg School on the weekend of Jan. 30. Attended by many Union officials, members, company repre­ sentatives and guest speakers, the seminar, entitled "The Problem Drinker in Industry," was perhaps the first of its kind ever given by a trade union in this country. Two rank-and-file members from each constitutional port were elected at special meetings on Tuesday, Jan, 27 to attend the seminar and repre­ sent the entire SIU membership. They were joined by SIU port agents and other Union officials, and repre­ sentatives from various SIU con­ tracted companies. The participants in the seminar heard welcoming speeches from SIU officials and members of the HLS staff, and throughout the three-day seminar listened to speeches by lead­ ers in the field who discussed the medical, psychological and social problems of alcoholism. Need Full Support A crowd of well over 100 people gathered in the auditorium of the SS Zimmerman on Friday evening to hear HLS Vice President Mike Sacco welcome them to the seminar and explain that in order for the SIU's alcoholic rehabilitation program to succeed, it "must have the full sup­ port from all of us." Following a greeting from HLS President Hazel Brown, the audience saw a film en­ titled "The Other Guy," which helped to dispel the myth of the stereotype alcoholic as only a "skid row bum." On Saturday morning SIU Vice President Frank Drozak and HLS President Hazel Brown spoke' to the delegates and officially launched the seminar's program. Throughout the next two days, speakers from the BlU President Paul Hall delivers "Departing Challenge" to participants at the close of alcoholism seminar. medical profession, representatives on the problems of alcoholism and from labor and management, and made suggestions and recommenda­ experts in the field of alcoholic reha­ tions for implementing the best pos­ bilitation addressed the participants sible alcoholic rehabilitation program on practically every phase of the at Piney Point. problems of alcoholism. Tour of the Center Besides listening to the speeches by the various guests, all the par­ On Saturday, all those who at­ ticipants took an active part in the tended the seminar were given a tour seminar themselves. All the delegates of the SIU Alcoholic Rehabilitation were divided into separate small Center Jocated on the HLS Valley groups—seven in all—where they Lee Farm. The Rehab Center staff, were to discuss the present Alcoholic comprised of both professional and Rehabilitation Program at Piney Seafarer counselors, was on hand to Point, make recommendations for give the participants a guided tour expanding and improving it, and of the entire facility, and at the same seek ways to encourage Seafarers time provide information and answer who have alcoholic problems to get all questions about the rehabilitation help at the SIU Alcoholic Rehabilita­ program. tion Center. On Sunday afternoon, following These small groups of from 12-15 the final guest speaker and last group people held sessions on both Satur­ session, SIU President Paul Hall de­ day and Sunday. With one of the livered a "departing challenge" to guest speakers serving as a leader, those in attendance. President Hall ^ach group held general discussions congratulated everyone for a most Harry Lundeberg School Vice President Mike Sacco welcomes participants to the opening of the seminar, successful seminar and told the audi­ ence that "this is one of the better things we've ever done—to try and help our brothers." Conceding that the maritime in­ dustry had a "bad record on alcohol­ ism," President Hall said "it's time we did something about it." He asked for "cooperation among everyone to make this a successful program", and charged Union officials and brother members alike with the responsibility of "helping our shipmates and im­ proving the quality of ourselves." When the seminar was adjourned, practically everyone, from Union of­ ficials to company representatives to guest speakers and staff members, conceded ihat they had learned a great deal about the problems of al­ coholism that they had not known. And, there seemed to be a determined resolve among all to make , the SIU Alcoholic Rehabilitation Program a great success, now and in the future. Tom Heggarty, who was participating in the Bosuns Recertification Program at Piney Point during the seminar, picks up some reading material on the alcoholism problem before returning to auditorium to hear next speaker. -/L �Droziak Outlines Goals, Purposes of RekaL SIU Vice President Frank Drozak opened the three-day seminar on "The Problem Drinker In Industry" with a strong endorsement of a meaningful program "to help our brothers recover from this disease of alcoholism." Drozak told the assembled partici­ pants—SIU port agents, elected dele­ gates from all constitutional ports, and recognized authorities in the field of alco­ holism—that the SIU recognized alco­ holism as a treatable disease and that "It's up to us to develop a program to help our members recover." He said: "It will do no good to hold this con­ ference, discuss the problem, make recommendations—and then go back to our ports and to our ships and do nothing." Drozak began his opening remarks with a reminder of the tragic conse­ quences of alcoholism. He told of a brother Seafarer who froze to death last December in the doorway of a building only a few blocks from Union Head­ quarters. He told of another Seafarer— a 24-year-old graduate of Piney Point who had just recently been released from a USPHS hospital for alcoholism —who was found floating in the harbor at Rotterdam. "They died needlessly," Drozak said. "They died because they needed help. and none of us was there to help." The SIU Vice President went on to state the goal of the SlU's Alcoholic Rehabilitation Program. "We need to help the other guy—the guy who canT help himself." He told the delegates that "alcoholism is a disease, and it's nothing to be ashamed of." He explained that the SIU is involved in establishing an alcoholic program for its members because hospital programs are inadequate and insufficient when it comes to dealing with Seafarers. "The seaman is unique, he is a shy person," Drozak said. Then, noting that The SIU Rehab Center is staffed not only by professional counselors, but by Seafarer counselors as well, he said "seamen are the kind of people who help each other. A seaman can com­ municate with other seamen. Put him in with strangers and he's lost." Citing the effects of alcoholism on not only the alcoholic himself, but his fam­ ily and friends as well. Vice President Drozak noted that "the biggest per­ centage of broken homes are among seamen." And, he said, "it doesn't have to be this way; I think we can change it." The SIU Vice President also told the assembly that "we have an obligation and responsibility" to see to it that our members are fully able to perform their jobs on board ship. He cil^d the new, technologically-advanced vessels which have been constructed, andifeaid that all Seafarers, must be at top efficiency when working aboard these ships. This means, he said, no alcoholics on the job. . . In order for that to happen, he noted that it would be the responsibility of all the port agents to "encourage any member with an alcoholism problem to get help here at The SIU Center." He said that the port agents should de­ velop programs in their ports, and set up a referral system whereby all the men who need help with an alcoholism problem know about The Rehab Center and are convinced that the program can help them. In closing. Vice President Drozak said that not only should we "get them down here and help our brothers re­ cover, but we have to be there when they leave to give them all the help they need." This means, he said, that "back in the ports and on the ships, both officials and members must help and see to it that a man who is a re­ covering alcoholic, stays that way." He also asked the delegates to do their part and make suggestions and recommendations for instituting the Fiank Drozak "We need to help the other guy—the guy who can't help himself." best possible program the SIU can for­ mulate. He said that "we must answer certain, important questions. How do we get seamen to enter the program? How do we help them after they leave The Rehab Center and return to their home ports?" He said that "we can't let these two days pass us by." He stated that "we have to come up with ideas and views" and then go and develop the best pos­ sible program. If '• • ._ • e|.- ^ ^ HLS President Hazel Brown presents plaque commemorating weekend semi nar to Bill Hibbert, Director of SlU's Alcoholic Rehabilitation Program. HLiS President Cites Many Success Stories i#' / Hazel Brown "We can start today .. .to solve this problem." Page 14 Following Vice President Drozak's speech, HLS-President Hazel Brown described the first big expansion at the Lundeberg School — the educational programs instituted in 1971—and drew a comparison between the "problems we had to solve five years ago, and the problems we have to solve today." Noting that the educational pro-grams which were begun in 1971 were an outgrowth of an educational con­ ference held that year. President Brown said, "we can start today, the way we started with that educational confer­ ence, to solve this problem." Many Success Stories The HLS President told the audience about the many success stories which have taken place at Piney Point since the first big educational expansion. She talked about all the trainees who have graduated and gone on to careers at sea; and all the Seafarers who have upgraded their skills, including QMEDs, Quartermaster, Stewards, and men who have gone through other pro­ grams such as the Bosuns Recertified Program and the 'A' Seniority Upgrad­ ing Program. She also noted the huge success of the General Educational Development (GED) Program at Piney Point, whereby many Seafarers who had very little formal education went to the Lundeberg School and obtained a high ,school diploma. "It made us all feel very good," she said, "to see these men, some of them in their 50's and 60's who had not been to school in over 40 years, come down here, complete our GED Program and obtain that high school diploma." President Brown told the members of the audience that it was up to them to "think how we can best implement this alcoholism program. We should think of ways to do it on the ships, in the halls and in the homes, not just down here at Piney Point." The HLS President concluded by stating that "five years ago I said in launching our educational program, that our gqal was^to develop the *whole man.' We have made great progress to­ ward that goal, and. although we still have some problems, I have no doubt that we can succeed in solving them." Seafarers Log �and W^liy of Alcoliolism" Tlie Following the conclusion of Presi­ dent Brown's remarks, HLS Vice Presi­ dent Mike Sacco introduced the first guest speaker of the seminar: Dr. LeClair Bissell, Chief of the Smithers Alcoholism and Treatment Center, Roosevelt Hospital, New York City. Dr. Bissell spoke to the participants on "The Who, What, and Why of Alco­ holism." Dr. Bissell told the audience that when it comes to the problems of alco­ holism, "you can divide people into two groups—those who see this problem, and those who refuse to see it. And," she continued, "by virtue of this semi­ nar being held this weekend, I can see that your Union and its leaders fall into the category of those who see it." Noting that an old theory of alco­ holism stated that an alcoholic was "an emotlmially disturbed person,'' the doctor said that It was only during the 1950's that It began being diagnosed as a "disease." And, finally only as recently as 1971 did the American College of Physicians officially classify alcoholism as a "disease." One of the problems in treating this disease* she said, is that the medical profession is only slowly beginning to learn about alcoholism. Even today there is a lack of knowledge about the disease, and Dr. Bissell cited the fact that "there are 114 medical schools in the United States and only 15 of them have any educational program dealing with alcoholism." Ms. Bissell then went on to talk about who is likely to be affected by this disease and described some of its characteristics. She told the audience that although "there is no evidence to support the view that it is inherited, we have. found that it tends to run in families." She also said that statistics indicate that "the chances of a man being an alcoholic are four times as great" as those of a woman. Other figures show that half of the wives of alcoholics had an alcoholic parent, and blacks tend to become alcoholics at a younger age. Although she described alcohol as "a very, simple drug which dissolves very easily," she warned the group that it also "does harm to virtually every part of your body except a few. The only areas it doesn't affect eventually are your hair, the enamel of your teeth and the urinary bladder." Dr. LeClair Bissell "An alcoholic does not want to hear that he is one. So, he will do everything to convince you and himself that he is not an alcoholic, that he has his problem under control." No Simple Definition The doctor told the audience that "we know that alcoholics are different, but what we don't know is how they got that way." She went on to say that "we don't have any one simple cause for this disease and there is no simple definition or diagnosis. There is no one symptom that every alcoholic has." Ms. Bissell noted that there were "a few" definitions of an alcoholic. One, by the World Health Organization (WHO), states that an "alcoholic is a person whose chronic use of alcohol causes any trouble in any major area of life—his job, his homelife, or his health." Another definition, she said, is that an "alcoholic is a person who cannot on any given occasion predict how much he will drink." Dr. Bissell discussed a few of the physical symptoms of alcoholism, in­ cluding the frightening experience of "blackouts." She said alcoholics fre­ quently suffer from "blackouts"—^that is they go through "a period of time when the alcoholic may or may not look drunk, and when he doesn't remember anything." She also told the participants that a major problem in dealing with alco­ holics is the "denial factor"—the fact that "an alcoholic does not want to hear that he is one. So," she continued, "he will do everything to convince you and himself that he is not an alco­ holic, that he has his problem 'under control'." In conclusion, Ms. Bissell reminded the audience that alcoholism is an "addiction, like an addiction to any other drug." And, she said, if a person does become "physically addicted" to alcohol, he can "die from withdrawal" just like any other drug addict. i \ Dr. LeClair Bissell, one of the guest speakers at the seminar, answers questions for (I to r.): SlU Representative Ed Morris: UIW Representative Pat Moran, and SlU Representative George McCartney, during recess. Sliulman Answers Question "Wky Treatment?" The first guest speaker on Saturday afternoon was Dr. Gerald Shulman, representing the Chit Chat Foundation, an Alcoholic Rehabilitation Center in Wernersville, Pa. Dr. Shulman, who told the audience that he saw his "role here today as a consultant", addressed the participants on "Why Treatment?" Dr. Shulman began by telling the as­ sembly that alcoholism "has many char­ acteristics, and it's an insidious illness." He went on to say that alcoholism is "progressive, it will either get better or get worse." Other characteristics he said, are that it is "chronic, the symp­ toms will either exacerbate, or they will remiss;" and it is "incurable, an alco­ holic can't be cured, but he can re­ cover." After telling the audience that a major problem in dealing with alco­ holics is that they "deny the presence of addiction, they can't face it and they do not want to give up booze," Shulman cited a few statistics concerning alco­ holics. He said that the average alco­ holic who does not receive treatment has his life span shortened by about 12 years. And, he stated that about 25,000 deaths a year are attributable to alco­ holism, including traffic accidents, both Special Supplement % pedestrian and passenger. Definitely Treatable Dr. Shulman then told the partici­ pants that "alcoholism is definitely treatable," and described the two phases which he said make up the treat­ ment. The first phase is "detoxifica­ tion," which he described as the "process of getting a person from the drinking state ia a point where alcohol is no longer in the body and he is rela­ tively healthy." He stated that this phase "deals with the physical, the body," and can be given in a medical or non-medical environment. The second phase of the treatment, and just as important, is the rehabilita­ tion. This phase. Dr. Shulman said, "deals with the head," and its objective is to get the person to a "point where he won't drink again." The overall goal of treatment, he continued, is to get the alcoholic "not only to stop using it, but to go beyond that point. To get him to lead a positive life style." However, the speaker went on, even though "we know how to treat this disease^" he admitted that there were some obstacles which prevent a successful fight against alcoholism in many cases. He said one was the mistaken belief that all alcoholics are "skid row bums," and Dr. Gerald Shulman The overall goal of treat­ ment is to get the alcoholic "not only to stop using it, but to go beyond that point. To get him to lead a positive life style." that this stereotype hurts treatment be­ cause many alcoholics who are not "skid row bums" think that their drink­ ing problem is "not that bad." He said another obstacle was usage of the term "reformed alcoholic," be­ cause we "have to think of alcoholism as a disease, and sick people do not 're­ form'—sinners reform." He also stated that another attitude which was harmful was the "feeling of masculinity, this attitude of 'be a man and drink a lot'." One other major obstacle to success­ ful treatment, Dr. Shulman said, Is that the alcoholic Is frequently "protected by close friends and relatives under the belief that we are helping them." He stated that this "collusion by people was often unintentional," but just as harmful. Also, he told the audience that be­ cause denial is one of the major symp­ toms of the illness, "you can't wait for the alcoholic to ask for help, or say it's 'none of my business'." He went on to note that "alcoholics don't want to be in treatment, they have to be pushed into it. 'Shotgun' ways to treatment do work." In conclusion, he said that "igno­ rance" is a major problem in dealing with alcoholism. "Some people," he continued, "think the problem is in the bottle. It's not. You cannot separate the alcoholic from the bottle, and his belief in the bottle. It's all part of the prob­ lem." Page 15 �If,-! (-•. • :• ':'is Bill Hibbert (far left), director of the SlU Alcoholism Rehab Center, explains some details about the Center's program for (I. to r.): Ted David, representative. Inter- J •f --•• DM u _j9 ^/i m ^ .-i • x /. ^2X?S^ Seminar Participants Take Guided Tour of l/U Alcoholism Rehabilitation Center k;-, • ' I ;, , Looking over scale model of Rehab Center and Juanlta Kirkwood (2d left) Rehab Ppntpr administrative Piter to brea^teg for limcli on Saturday, all die participants were given a guided tour of the SIU Alcoholic Rehabilitation Center which is located on the rolling greens of the HLS VaUey Lee Farm. The Center*s focilities are housed in a comfortably^ modernized 100 yearold house which Is situated on a 1,000 acre farm across the river from HIEU^ Lundebeig ScliopL r I. All those attending the seminar were taken around the pr«nises by a member of The Center's staff. The facilities actually consist of two buildings, one where the clients who are there for treatment gather for therapy and counseling, and die other which serves as a donnitory where the men reside. Downsfoirs in the main building is a lai^e conference room where die clients eat all their meals together with the counselors and staff. This room is' also utilized for group lec­ tures and weekly Alcoholics Anony­ mous meetings. Adjacent to the con­ ference room is a series of smaller rooms, one of which is used for group therapy, and the others where the clients go for individual counseling with both Seafarer and professional counselors. Upstairs in the main building is an office for The Center's Director, a room for medical examinations, and added living quarters for more clients. Present, The Rehab Center is able to accommodate 14 clients at one time for treatment, but there are plans for esqianding the facilities. Located next to the main farm­ house is die '^bunkhouse," or dor­ mitory, where the clients n^e while ttey are receiving treatment The rooms are qiiudcms and comfortable. There is also a recreation room located in diis biulding. During the six-week period diat the client i^pmids receiving treatment, he has a full schedule each wedcday from 8 a.m. to 5 p.m. In the morning there are physical examinations, fol­ lowed by group educational lectures and thra woric dierapy. The afternoon schedule consists of individual counseling and group ther­ apy. While they are at The Rehab Center, the men are encouraged to keep a **Feelings Book," a diary of dieir activities of die ^y and how diey felt about them. The SIU Alcoholic Rehabilitation Center provides an excellent oppor­ tunity for any Seaforer with an alco)Rsm problem to receive treatment and start on the road to recovery. The Center is manned by a profes­ sional staff, trained and experienced in dealing with the problems of alco­ holism, vriio are there to give guid­ ance and counseling. There are also Seaforer counsel­ ors—recovered alcoholics themselves —who are present to give help and enconragement. And, there are other Seafarers who are trying to recover from this disease, who help each odier and understand each other's problems. The Rehab Center is available to all SIU members. All information is kept strictly confidential. The goal of this program is to help the alcoholic Seaforer resume a normal life without alcohol, rebuild bis mind and his body, and lead a happy, productive life once again. g-f../. ¥ 5?'« .tl V4 „ X. X..« Represent,ng the port of S_an Fra_ng,sco are, from (l,,to r.)i Delegate Bill Bellinger: Port Agent Steve Troy, and Delegate Enos Allen. .;.SI Attending the seminar from the port of Houston are from fl to r V Delegme Ted (Bo) James; Delegate Herman Butts; SIU Repri Representing the port of Philadelphia are from (I. to r.): Delegate sentative Mickey Wilburn, and SIU Vice President Paul Drozak. Philip Muss; Port Agent John Fay, and Delegate Arthur Raio. ' Attending seminar from New Orleans are from (I. to r.): Delegate Ted Kross; Port Agent Buck Stephens, and Delegate Robert Johnson. Pm ! MK««1 f Sir's , ''Mi J'l-L., .;# • '' V Representing the port of Mobile at the seminar are, from (I. to r.): Delegate Ben Huggins; SIU Representative Harold Fisher, and Delegate Bernard Burns. Page 16 _ 'I . /I.- -'Mi 1 I Attending the seminar from the port of New York are, from (I. to r.): Delegates Richard ...x, port of Baltimore at the ...... seminar are, from Representing the Adamson and William Reid; SiU Representative George McCartney, and Port Agent Leon Attending the seminar from the port of Detroit are, from (I. to r.): Port Agent Jack Bluitt; and (I. to r. standing): Delegates Leo Koza and Earl Rogers, and • . Delegates Lec Godley and Edward Lombardi. (seated) Port Agent Ben Wilson. Page 17 �McManus: "Tke union's Role in Alcokolism' John J. McManus "Perhaps what we need to have is a National Confer­ ence on this problem, with representatives from labor, management and govern­ ment present." The final guest speaker on Saturday afternoon was John J. McManus, rep­ resenting -the AFL-CIO Department of Community Services. McManus spoke to the participants on "the Union's Role in Alcoholism." McManus informed the audience about what the AFL-CIO is doing in the area of alcoholism through its De­ partment of Community Services. He said that the Federation has over "200 people representing all workers," in its Community Services Department who make up many "community service committees." He stated that the Federation, through these committees, was working in many cities with local Alcoholics Anonymous groups and other alcoholic rehabilitation programs in an effort to assist any union members who have a problem with alcoholism. McManus called the .various com­ mittees involved in this work "delivery systems" which have been formed in 25 different, communities put of the local central labor councils of the AFL-CIO. He said that these "delivery systems" would also be expanded, and that the Federation is seeking ways to improve its community services. In relation to the SIU and Seafarers, McManus urged '^anyone here or In your union" to take advantage of these community services if "he needs help with an alcoholism problem." He said dmt many of the 25 communities were located in port cities throughout the country and were easily acces^hle for members. McManus concluded his remarks by suggesting that "perh^s what we need to have is a National Q>nference on this problem, with representatives from labor, management and government present." He noted that the purpose of this conference would be to "put forth rec­ ommendations, and to say 'where do we go from here' in regard to this national problem." "An effort should be made," he said, to get national cooperation among the many different alcoholic programs in existence. Ray; "Management's Role in Alcokolism" On Sunday morning the seminar resumed as all the participants recon­ vened in the auditorium of the Zimmer­ man. The first speaker of the day was SIU Vice President Frank Drozak (left) confers with Riley Regan, guest speaker and a consultant for the National Institute on Alcohol Abuse and Alcoholism. James Ray, Task Administrator of the National Council on Alcoholism in Washington, D.C., who addressed the audience on "Management's Role in Alcoholism." Ray told the delegates that although both he and the other speakers at the seminar had been working in the field of alcoholism for a number of years, "there are no real experts in this field— we're all still learning." He then went on to describe what he. felt were the key objectives and goals of a succesful alcoholic rehabilitation program. He said that any alcoholism program in industry should "focus on job performance" in determining the extent of a worker's alcoholic problem, and he stressed the importance of co­ operation between labor and manage­ ment in setting up a successful program. "A program jointly-entered into be­ tween labor and management," Ray stated, "will succeed four times as much as only a unilateral program, either labor only, or management only." Ray told the assembly that the key to a successful rehabilitation program is to "reach people early." He cited, as did a previous speaker, the statistics noting that on the average, alcoholics die 12-15 years earlier than other peo­ ple. He said in order to prevent the long term addiction that could result, it was important to rehabilitate an alcoholic "as early as possible." Reach One Percent Pointing out that statistics show that in any one group, be it the employees of a company or the members of a union, anywhere from five to eight per­ cent are alcoholics, Ray said that the "goal of your program should be to reach about one percent of your mem­ bership a year. That would be con­ sidered a successful program. The bot­ tom line," he concluded, "is how many people are you helping?" James Ray "A program jointlyentered into between labor and management will suc­ ceed four times as much as only a unilateral program." Re^an Speaks on "Occupational Programs" for tke Alcokolic Riley Regan "You have special needs for your organization. You must develop a program which will suit these needs." Page 18 The second speaker on Sunday was develop a program which will suit Riley Regan, a Consultant for the Na­ these needs." tional Institute on Alcohol Abuse and He then went on to discuss what Alcoholism, who addressed the group . he called the "Components of a Pol­ on "Occupational Programs." icy," which he said must be a "writ­ Regan described for the participants ten program, specifically spelled out, some of the other alcoholic rehabilita­ so there will be no questions concern­ tion programs for which he had served ing the rules and regulations of any as a consultant, notably at companies program you set up." such as Bethlehem Steel and General Echoing the theme of a previous Electric. But, even though these pro­ qieaker, Regan said that such a pro­ grams are successful, he said, they gram should be "negotiated together would probably not be suited for the between labor and mam^ement," in needs of the SIU and its membership. order to insure its success. He also stated that it should be "specific to Sea­ "1 don't think these types of pro­ farers, set up by Seafarers, because you grams would work for your Union," know your population better than any­ he said. "As should be obvious by the one." discussions here since this seminar be­ gan," he continued, "you have special After relating some personal experi­ needs for your organization. You must ences and problems he himself had in the area of alcoholism, Regan briefly touched upon the importance of edu­ cating people when it comes to dealing with this problem. He said that the "whole field of alcoholism is dependent upon education." Encourage Referrals Regan concluded his remarks by making one suggestion which he said "might make it easier for the program you're trying to set up down here." He said that "you should encourage voluntary referrals," and that the bMt way to do this was to set up "drop-in centers in your port cities where people can come in and ask where they can get help with a drinking problem." He said that these centers could work in conjunction with The Rehab Center in Piney Point. Seafarers Log �s Weisman Summariizjes and Piraises peminar The final guest speaker of the semi­ nar was Dr. Maxwell Weisman, the Director of the Division of Alcoholism Control for the State of Maryland. Dr. Weisman delivered a "Summarization" of the entire seminar for the partici­ pants. Dr. Weisman began his remarks by congratulating the SIU, as many of the previous speakers had done, for holding the seminar and, in effect, rec­ ognizing that a problem exists and then making an attempt to solve it. "It is the first time to my knowl­ edge," he said, "that a union has undertaken this type of program." Although he stated that there has been some progress made in this field in recent years. Dr. Weisman also said that he was disappointed about the lack of progress in other ways. "I have to admit to you," he told the audience, "that psychiatry especially has had a poor 'track record' in dealing with the problem of alcoholism." One of the chief problems in trying to fight alcoholism, he stated, is "at­ titude." He went on to say that this "attitude," particularly among Ameri­ cans, has done much harm in dealing with alcoholics. Dispel Myths "We are victims of the attitude which society has inculcated into us," he asserted. "One of the chief 'myths' that we must dispel is that the alco­ holic is a 'hopeless case.' This is un­ true. When a person quits drinking, much of his body bounces back. We have tremendous resiliency." After noting that "you don't really have to be a doctor to recognize the alcoholic syndrome," Weisman listed the "three factors which are possible causes of alcoholic addiction." He warned the delegates however, that "we really don't know the capses of alcoholism, there are a number of theories." The first factor Weisman said "might be a biological or physiologi­ cal basis. In other words, some people, just by their biological make-up, are more susceptible to alcoholism," The second possible cause is a "psycohlogical basis, the upbringing of the in­ dividual." And, the third is a "socio­ logical or cultural basis." Although he noted that these three factors could combine to cause an al­ coholism problem, they also could be decisive alone. And, he stated "in any individual the causes might be weightier in one area rather than an­ other." In conclusion, Dr. Weisman said that he "agreed with much of what has been said here In the past two days. One of the most effective areas of helping alcoholics Is In his job, espe­ cially with joint labor-management programs. With cooperation Fm sure that we can he more successful here than In any other single area." Dr. Maxwell N. Weisman "One of the chief myths that we must dispel is that the alcoholic is a 'hopeless case.' This is untrue." Participants Break Up Into Gronps Throughout the weekend seminar, interspersed between speeches by the invited guests, all the participants divided up into seven different groups to discuss not only the problems in dealing with alcoholism, but to par­ ticipate in "give-and-take sessions" and make suggestions and recommen­ dations in regard to the Alcoholic Re­ habilitation Program the SIU is run­ ning. Each group, consisting of from 1215 people, had a group "leader" whose job it was to spearhead the discussions and answer any questions. Six of the groups were led by the guest speakers for the weekend: Dr. LeClair Bissell; Dr. Gerald Shulman; John McManus; James Ray; Riley Regan, and Dr. Maxwell Weisman. The seventh group was led by Ken­ neth McCusker, Program Director of the Division of Alcoholism Con­ trol for the State of Maryland. Riley Regan (left, center), leader of Group II explains a point to the. other members of his. group, Although no formal recommenda­ tions by any of the groups were sub­ were present in each group to par- some of the discussions held in a few group was told by Dr. Shulman, its leader, that alcoholics "have a high mitted to the seminar as a whole, ticip'ate in the discussions and take of the groups, Group II spent time in its Saturday degree of tolerance to begin with, and members of the HLS and The Rehab note of any suggestions made by the delegates. afternoon sessions discussing the high then it goes way up, then after a Center staff, and others who will have What follows is just a sampling of degree of tolerance of alcoholics. The period of time drops way below that a hand in developing the program. of normal people." The group was also informed of the dangers of "cross tolerance," where an alcoholic can become ad­ dicted to other drugs without ever having taken them. This occurs be­ cause the alcoholic has such a high degree of tolerance for alcohol that his system x:an easily accept drugs similar to alcohol. There was also a discussion of the necessity of establishing definite rules and regulations for any alcoholic rehab program wliich the SIU devel­ ops. Some of the areas involved are setting iip a good, practical system for referrals, that is, getting men into the program; deciding how many times a man can be readmitted into the program if his drinking continues after being initially released, and de­ termining if a ipan is an alcoholic even if his job performance does not so indicate. Continued on Page 20 Members of-Group IV discuss suggestions for implementing best possible rehab program at Piney Point. Special Supplement ' Page 19 �I i nSEAFARERS LOG February, 1976 Oinelal ynbUcatlMi 9§ th« SBAFARBIIS UinilNATlONAL UNION • AUaatic, OaU, LafcM and laUnd Watara Dlatrtet* ArL-CIO Participants Break Up Into Gronps .mContinued from Page 19 vince them that they can be helped as he was." pr: Rl" Group III discussed the problems in dealing with a "very strong denial Change Life Style factor." It was suggested that a "pro­ file with warning signals" might be The possibility of trying to "change established to determine if a person the seamen's life style toward drink­ has the symptoms of an alcoholic ing" was also discussed. Many of the even if he continues to deny it. members in this group agreed that The group discussed the best ways the seaman's life "revolves around to get members into the program, and gin mills" and it was perhaps time one of the members in the group who to get him interested in other things is currently a client at The Center, when he goes ashore. In relation to said he thought the "best advertise­ this, one member said that a major ment for the program is the man who problem • was that "alcoholism has goes through it. He can approach been glamorized by films, and com­ others with a problem and try to con­ mercials, and the public, including SlU Alcohol Rehabilitation Center I Members of Group I listen as Dr. LeClair Bisseli, Chief of the Smithers Alco­ holism and Treatment Center at Roosevelt Hospital in New York, and group leader, explains the factors of the "Alcoholic Syndrome." I am interested in attending a six-week program at the SIU Alco­ holic Rehabilitation Center. I understand that this will be kept strictly confidential, and that no records or information about me will be kept ^ywhere except at The Center. Name Book No. Address (Street or RFD) (City) Mail to: THE CENTER Star Rente Box 153-A Valley Lee, Maryland 20692 (State) (Zip) wn j seaman, have been 'sitting ducks' for this for years." Group V discussed the necessity for expanding the present facilities at The Rehab Center to accommo­ date more clients. They reached the conclusion that the port agent could be of great help when it came to get­ ting men into the program. Two or three SIU port agents were members of this group and they agreed that they knew just about all the members who ship out of their ports and which ones might have a driiiking problem, so they thought this was an excellent suggestion. The problem of keeping a man oiff the bottle when he returns to the ship was also discussed. Almost everyone agreed that it would take the coopera­ tion of the rest of the crew to "monir, tor" a recovered alcoholic and help him in any way possible to stay away from alcohol. The remaining four groups held discussions very similar to the ones described here. The participants in, all the groups were virtually unani­ mous in agreeing that they had learned much and even had con^ tributed a lot by taking part in the various sessions. Seminar Ends Witk Departing Ckallende From Hall SIU President Paul Hall closed the historic weekend seminar by issuing a strong call for action and cooperation from "everyone in the SIU," in estab- PaulHaU "It is up to us to reach the guy who is an alcoholic and get him to upgrade himself as a human being." fishing a successful alcoholic rehab pro­ others." President Hall said that "we are start­ gram, and telling the audience that "it The SIU President said that he felt ing out in a new area, and it's a rough is time we all did something about this alcoholism is "really one more prob­ one. For the first time in the history of problem of alcoholism." lem—one more beef. Nothing more, sailors we're doing something about Hall, in delivering a final "Departing nothing less." Then, after briefly touch­ this. In 200 years we've never written Challenge" to a crowd of about 125 ing on the resistance in some quarters or done anything about the problem of people gathered in the Zimmerman's to the expanded educational program alcoholism. We're treading on water auditorium, said that "we have to try which was started five years ago at where we've never treaded before." to take the sailor and turn him around Piney Point he said, "you know prob­ The SIU President called the pro­ on his thinking about it [alcoholism]. lems take all forms, sometimes whiskey, gram a "great challenge, a great op­ To do this," he continued, will take sometimes learning." portunity for us. It is a challenge for "cooperation among everyone, and we the non-drinkers, a chance to be a Up to Us must discuss this issue everywhere—on friend. And, it is a tremendous oppor- ^ board ships, in the union halls, at meet­ Hall told the delegates that it "is up tunity for everyone in our Union who ' ings and wherever we gather." to us to reach the guy who is an alco­ is an alcoholic. I'd say it is an absolute After beginning his remarks by con­ holic and get him to upgrade himself must for the drinkers." President Hall drew a parallel be­ gratulating HLS President Brown and as a human being." He conceded that the "seaman has never had much re­ tween the present attempt to develop a her staff for the "fine progress of this spect" from others, but he asserted "we successful alcoholic -rehabilitation proschool," President Hall told the audi­ have to improve the quality of our­ gram and the emphasis put on the ques- " ence that "this seminar is one of the selves, if we expect to get that respect. tion of safety a few years ago. He stated better things we've ever done, this ef­ How can you expect others to respect that although it took time, the Union, fort to try and help our brothers. We us as people—as a profession," he and the maritime industry in general, are one of the very first unions to at­ asked, "if we don't respect ourselves?" had vastly improved in the area of tempt this type of thing, and I'm glad He said he believed that if "we solve safety aboard ship. we are." the problem of alcoholism, we open the "We must put alcoholism on the Hall told the participants that "we door to solving our other problems." agenda the way safety was put on a few have a bad record on alcoholism, and One of these other problems, he said, is years ago," he stated. "We have to dis­ it is the weakest spot in the history of the high number of broken homes cuss it on the ships and in the Union sailors." He went on to state that "al­ among sailors. "Do you know," he halls." Then he concluded by saying, though there has been some criticism asked the audience, "that the highest "We should all remember that nobody in the past when we have attempted percentage of orphans in any area where is going to help us unless we help our-new programs, I anticipate less criticism seamen live in the country come from selves. I am confident that we'll take on this program then with any of the the broken homes of seamen." this liability and turn it into an asset." �USPHS Hospitals to Stay Open—For Now After a decade of battling to keep U.S. Public Health Service hospitals open, the SIl J inust again prepare to meet another attack — perhaps the strongest ever — against this vital health care system. In 1975 President Ford had vetoed a bill which contained 1976 appro­ priations for Department of Health, Education and Welfare program funds, including the PHS hospital program. It also inclQded a section requiring HEW to certify that it is in compliance with a previous law man­ dating full maintenance and staffing of the hospitals. With the strong support of the SIU and other AFL-CIO unions, both Houses of Congress overrode the President's veto by the required twothird's majority, enacting a bill that reflects Congress' intent to keep the nation's Public Health Service hos­ pitals open. This override, one of the few Con­ gress has been able to carry, was a major setback for foes of the PHS hospitals in both the Administration and in HEW. Thwarted by opposition mounted with our SPAD dollars, HEW of­ ficials and the Administration, just as they have in the past, still continue to refuse to accept the will of Congress and of organized labor that these eight hospitals be maintained. President Ford's latest attack on the PHS hospitals is quite straight­ forward. In presenting his budget request for the fiscal year 1977, he announced that 'legislation will be submitted to transfer to community use or to close the eight Public Health Service hospitals." , This is just what HEW has been trying to do for over 10 years despite the fact that the entire USPHS system (including clinics and hospitals) pro­ vides essential health care for nearly 200,000 Americans at a cost sub­ stantially below that of similar pri­ vate care. So following the Administration's lead with enthusiasm, HEW has been writing to some local and state agenFebruary# 1976 Don't Let This Happen cies in communities that have PHS hospitals asking for their approval to close the hospitals. HEW has tried this before and the SIU has responded by mobilizing allies on both the local level and in Washington to keep the hospitals open. There are many strong supporters of this system in the Senate and House of Representatives who will not be fooled by HEW's argument that closing the hospitals will save the Government money. They realize that the Federal Government would pay more for care of beneficiaries of the PHS system at private or commu­ nity hospitals, that already danger­ ously overcrowded local hospitals would have their patient load in­ creased even further, and that local communities would lose the import­ Official Publication of the Seafarers International Union of North America, Atlantic, Gulf, Lakes and inland Waters District, AFL-CIO Vol. 38, No. 2 Executive Board Paul Hall • President Cal Tanner Joe Digiorgio Executive Vice President Secretary-Treasurer Earl Shepard Vice-President Lindsey Williams Vice-President Frank Drozak Vice-President PaulDrozak Vice-President gKAFABK«geW>G 389 Marietta Homayonpour Editor-in-Chief James Gannon Managing Editor Ray Bourdius Jim Mele Tony Napoli Assistant Editor Assistant Editor Assistant Editor Frank Cianciotti Bill Luddy Associate Photographer Chief Photographer Marie Kosciusko Administrative Assistant George J. Vana Production/Art Director PiihfichAd monthiv bv Seafarers International Union, Atlantic, Gulf. Lakes and Inland Waters Met, AFL-CTO W Ave., Brooklyn, N.Y. 11232. Tel 499-6600. Second class postage paid at Brooklyn, N.Y. SECURITY IN UNITY, February, 1976 ant professional services of the PHS hospitals. In addition, the SIU has always pointed out that Seafarers and the rest of the nearly 200,000 benefici­ aries of the entire PHS system would not receive the priority care at com­ I munity-oriented hospitals they now get at PHS facilities. Although HEW may not realize it, quick medical treatment is vitally important for a merchant seaman who often has only a few hours be­ fore his ship leaves port. If he must wait on a long line in a community hospital, this professional sailor will be left with only two choices—he can miss his ship or he can gamble on waiting to get proper care until his ship, which will take him far from any professional medical care, puts into another port. With President Ford's announce­ ment that he will seek to close down the PHS hospitals, HEW has gained a strong ally in their fight to end the 200-year tradition of U.S. Govern­ ment hospitals for merchant seamen. But the SIU, supported by a uni­ fied membership that understands the need for political action and by many good friends in Congress, local gov­ ernment and the trade union move­ ment, is also strong. The preservation of the PHS hos­ pitals has always been given top pri­ ority by the SIU and so far, we have been able to force HEW to continue operating and maintaining this im­ portant health care system. The override of the Presidential veto is proof of the support we can rally to protect these eight hospitals. We will continue to rally this support in order to fend off this latest in a long line of attacks against these vital maritime institutions. Letters to the Editor CHARLCSW MORGAN i HISTORIC PRESERVA Credits Log For Saving a Lite Today while reading my November issue of the Log, I came upon an article on the Heimlich Maneuver to save a choking victim. It made me realize that 1 owe you a letter of profound thanks. Several months ago I read the story in the Log as to this method to save a choking victim. My wife and I were with a church group visiting the United Nations Building in New York on Nov. 11. Our group was having lunch, sitting at tables along the windows in the delegates' dining room. My wife was on my left and another of our group was opposite us. We were eating our dessert when my wife hit my left side hard. When I looked at her, I saw her eyes were full of fright and staring. Luckily I ralized she was choking and recalling the story I read in the Log I jumped up, pushed the chairs of the two other diners behind us out of the way, got behind my wife and performed the maneuver as written in the article. Thank God it worked, as a piece of the pastry she had been eating popped out of her mouth. This happened so quickly that the lady opposite us was astonished. The people behind us, though, realized why I had pushed their chairs away and another lady at a table ahead of us also saw what had occurred. So you see, if it hadn't been for the Log and that article, my wife probably would have choked to death. Thank you for both of us. You can truthfully say, the Log did save my wife's life. FratemaUy, Capt. William J. Hart, Ret. Wilmington, Del. Page 21 �New SIU Pensioners }• Nils H. Richardson, 75, joined the SIU in 1938 in the port of Baltimore sailing as an AB and bosim. Brother Richardson sailed 60 years and dur­ ing four wars. He was on the picket line in the 1946 General strike, 1947 Isthmian strike and the Eastern and Gulf Sailors Assn. strike in Balti­ more. Seafarer Richardson was also a member ci the ISU in 1928 mid the National Sailors and Firemens Union of Great Britain and Ireland from 1917 to 1920. Bom in Fredrikstad, Norway, he became a U.S. nat­ uralized citizen after he came here in 1920. He writes poetry and col­ lects photos and newspaper clippings for his scrapbook. He's a resident of Riviera Beach, Md. with his wife, Ida. Sylvester S. "Zygie" Zygarowsld, 70, joined the SIU in 1945 in the port of New York sailing as a chief steward. Brother Zygarowski re­ ceived a 1960 SIU Personal Safety Award for sailing aboard an acci­ dent-free ship, the SS Maiden Creek. He is a pre-World War II veteran of the U.S. Navy. Seafarer Zygarowski was bom in Chicopee, Mass. and is a resident of Yokohama. Glen H. Whitehead, 69, joined the SIU in the port of Toledo sailing as a fireman-watertender. Brother Whitehead sailed 19 years. He was born in Roberton, Ohio and is a resident of Toledo. Personals John J. Eavanagh Please call the editor of the Seafarers Log at (212) 499-6600, ex. 242. Wllllam Brack Your wife requests that you contact her at 118 MacDougal St., Apt. 17, New York, N.Y. 10012. Julius Markham Mrs. Jerome Kiefer requests that you contact her at 218 St. Louis Way, Van­ couver, Wash. 98664. Paul Frankmanm John McClure asks that you contact him at 5520 Trotwood Dr., Orlando, Fla. 32809. Salvator Joseph Alpedo Leonora G. Luongo requests that you call her as soon as possible at (603) 887-3925 or contact her at RFD #1 Box 241AA, Chester, N.H. 03036. Fredrick Fomlch Mrs. Fredrick Fomich requests that you contact her as soon as possible at Ancora Hospital, Ancora, N.J. John E. Kniess Robert S. Kniess requests that you contact him as soon as possible at 3122 W. Monte Vista, Phoenix, Ariz. 85009. Politics Is Porkchops •O'S • \ .• • { t. Donate to SPAD Page 22 William H. Rhone, 61, joined the SIU in 1939 in the port of Mobile sailing as a chief steward for 34 years. Brother Rhone sailed 43 years, was in the first graduating class of the Union's Steward Upgrading School in 1962 and served picket duty in the Robin Line strike the same year. He attended Alabama State Teachers Junior College in Mo­ bile in 1939 and also ran two success­ ful businesses. Born in Pensacola, Fla., he is a resident of Baltimore. William L. Rackley, 59, joined the SIU in 1949 in the port of New York sailing as a chief steward. Brother Rackley sailed 40 years and during the Vietnam War. He was on the picket line in the 1961 Greater N.Y. Harbor strike. Bom in North Caro­ lina, he is a resident of Bayonne, N.J. Edward V. Webb, 49, joined the SIU in 1943 in the port of Mobile sailing as a chief cook. Brother Webb sailed 33 years. He was born in Mobile and is a resident of San Francisco. Edward F. Lessor, 65, joined the SIU in 1945 in the port of Boston sailing as a bosim. Brother Lessor sailed 31 years. Bom in Vermont, he is a resident of West Hartford, Conn. Carl H. West, 63, joined the SIU in the port of Duluth in 1964 sailing as a fireman-watertender. Brother Webb sailed 43 years. He was born in Jackson, Ohio and is a resident of Ripon, Calif. Joseph Suarez, Jr., 62, joined the SIU in 1949 in the port of New York sailing as a bosun. Brother Suarez sailed 28 years. He was bora in Louisiana and is a resident of New Orleans. Wong M. Sing, 63, joined the SIU in the port of New York in 1962 sailing in the steward department. Brother Sing sailed 21 years and during the Korean War. He received a Union Personal Safety Award in 1960 for sailing aboard an accidentfree ship, the SS Fairport. Bom in Ningpo, China, lie has been in the U.S. since 1948. Seafarer Wong is a resident of San Francisco. Ernest C. "Andy** Anderson, 66, joined the SIU in the port of New Orleans sailing as a bosun. Brother Anderson sailed 45 years and is a pre-World War II veteran of the U.S. Navy. He was bom in Jacksonville and is a resident there. Seafarers Welfare, Pension and Vacation Plans Cash Benefits Paid Dec. 25,1975-Jaii. 21,1976 SEAFARERS WELFARE PLAN ELIGIBLES Death In Hospital Daily @ $1.00 In Hospital Daily @ $3.00 Hospital & Hospital Extras > Surgical Sickness & Accident @ $8.00 ........ Special Equipment Optical Supplemental Medicare Premiums .... DEPENDENTS OF ELIGIBLES Hospital & Hospital Extras Doctors' Visits Im Hospital Surgical Maternity Blood Transfusions Optical Number MONTH TO DATE Amount YEAR TO DATE MONTH TO DATE 5 1,530 533 3 1 4,873 1 119 19 5 1,530 533 3 1 4,873 1 119 19 $ 21,164.55 1,530.00 1,599.00 104.99 250.00 38,984.00 392.20 3,541.39 1,706.00 $ 21,164.55 1,530.00 1,599.00 104.99 250.00 38;984.00 392.20 3,541.39 1,706.00 268 58 62 15 1 95 268 58 62 15 1 95 62,589.13 2,452.90 9,620.00 5,000.00 25.50 2,556.06 62,589.13 2,452.9P 9,620.00. 5,000.00 25.50 2,556.06 YEAR TO DATE •» /- PENSIONERS & DEPENDENTS Death Hospital & Hospital Extras Doctors' Visits & Other Medical Expenses .. Surgical Optical Blood Transfusions Special Equipment Dental '. Supplemental Medicare Premiums 6 138 82 11 50 6 138 82 11 50 21,000.00 28,290.93 2,983.06 767.00 981.53 21,000.00 28,290.93 2,983.06 767.00 981.53 38 38 1,498.60 1,498.60 8 8 2,679.12 2,679.12 7,916 28 1,518 9,462 7,916 28 1,518 9,462 209,715.96 24,000.00 667,987.93 $901,703.89 209,715.96 24,000.00 667,987.93 $901,703.89 • SCHOLARSHIP PROGRAM TOTALS Total Seafarers Welfare Plan ............ Total Seafarers Pension Plan Total Seafarers Vacation Plan Total Seafarers Wejfare, Pension & Vacation Seafarers Log �SS Carolina Pays Off, Holds Meeting in Port of Baltimore Photo left, Recertified Bosun Julio Delgado (seated center) ship's chairman of the containership SS Carolina (Puerto Rico.Operators) with the Ship's Commit­ tee of (seated I. to r.): Engine Delegate Luis F, Rivera and Deck Delegate Walter Kohut. In the back row (I. to r.) are: Educational Director Robert La Gasse; Chief Steward Sid Berger, secretary-reporter, and Steward Delegate Franklin Hively. The ship paid off in the port of Baltimore's Dundalk Marine Terminal on Jan 23. At right, Atlantic Coast Vice President Earl (Bull) Shepard (seated rear center) holds a meeting in the ship's messhall. Bosun Delgado is (standing) at his left. The Carolina is on the run to the port of San Juan. 2 Get Their 1st Pension Checks Alcoholism: A Major Problem Today 2^ SID Representative Joe Sacco (left) gives retiring Seafarer King Sea Koo a handshake and his first pension check as Seafarer Ah S. Wong (right) flashes hris benefit check at the monthly membership meeting in the port of San Francisco. Alcoholism is a major problem. One out of every 10 Americans who drink has a serious drinking problem. Alcoholism is a disease. It can be treated. Drugs Mean Loss of Seaman's Papers H yea are convicted of poiwarioa of my iUcgel drag licroia, ImbitBlates, qpeed, LSD, or even HMnQmnwi iiic U.S. Coast Gnard wfll revoke yonr seaBMBi papers, wtdMHrt appml, FOREVER. That ateans that yon lose for the rest of yonr Hie the rfiht to uuke a Hvh^ by the sea. However, it doesnt qnite end there even if yon receive a siuptndid You nwy ioee your right to vote, your r^t to hold public dBce or to own a gun. You also may lose the opportunity of ever beconriag a doctor, dentist, certiSed public accountant, engtoeer, lawyer, architect, realtor, pharmacht, school teacher, or stockbroker. You may jeppardiae your right to hold a job where you must be licensed or bonded and you may never be able to work for the chy, the county, or the Federal government. IPs a pretty tough rap, but thaPs exactly bow it is and yon caaT do any­ thing about it. The convicted drug user leaves a black mark on his repntathm for the jest of hk life. However, dmgi can not only destroy your right to a good livdflHiod, it can destroy your life. Drug abuse presents a serious threat to both yonr physical and mental heal^ and the personal safety of those around yon. Thb Is especially true aboard ship where clear minds and quick reflexes are essential at aH times for the safe operation of die vessel. DohT let drugs destroy your natural right to a good, happy, productive life. Stay drug free and steer a clear course. February, 1976 Page 23 �r-- jTmal Be|)artumi SIU pensioner Walter S. Whitten, 74, succumbed to cancer in the Mo­ bile Infirmary on Oct. 31. Brother Whitten joined the SIU in 1941 in the port of Mobile sail­ ing as a wiper. He sailed 19 years. Sea­ farer Whitten was bom in Alabama and was a resident of Mobile, Burial was in Pine Crest Cemetery, Mobile. Surviving are his widow. Alma and a brother, W. N. Whitten. IBU pensioner Paul T. Reed Sr., 53, succumbed to lung cancer in the Mobile Infirmary on Nov. 10. Broth­ er Reed joined the Union in 1946 in the port of Mobile sailing as an AB for the Mobile Towing Co. from 1947 to 1975. Bom in Florida, he was a resident of Mobile. Burial was in Pine Crest Cemetery, Mobile. Surviving are his widow, Grace; two sons, Paul and John; a step­ daughter, Ann Capps and his parents, Mr. and Mrs. Thomas Reed. SIU pensioner Placido Aldevera, 63, passed away from natural causes in Metropolitan Hospital, Philadel­ phia on Nov. 16. Brother Aldevera i'l joined the Union in 1938 in the port of Galveston sailing as a chief cook. He sailed 40 years. Seafarer Aldevera was born in the Philippines and was a resident of Phila. delphia. He was a U.S. naturalized citi­ zen. Interment was in Mt. Mariah Cemetery, Philadelphia. Surviving are a brother, Basilio of Guadalupe Cebu City, P.I. and a sister, Canuta of Cercer, Cebu City, P.I. Harold E. White, 55, died of a heart attack in Houston on Oct. 2. Brother White joined the SIU in the port of New York in 1953 sailing as an AB. He sailed 33 years. Seafarer White was a veteran of the pre-war and World War II U.S. Army. A native of Crosby, Tex., he was a resident of Houston. Interment was in Laurel Land Cemetery, Fort Worth, Tex. Surviving are his parents, Mr. and Mrs. Jesse E. White; a brother, Thomas of Fort Worth and a brother-in-law, Edward Williams. Donald B. An­ drews, 48, died on Nov. 9. Brother Andrews joined the SIU in the port of Duluth in 1971 sail­ ing as an oiler for Kinsman Marine Steamship Co. He was a U.S. Army veteran of World War II. Bom in South Dakota, he was a resi­ dent of Duluth. Surviving are his widow, Jane; three daughters, Cynthia of Duluth, Sandra and Laken and a sister, Mrs. Willard Voit of Sauk Rapids, Minn. Robert J. Stew­ art, 49, expired on July 14. Brother Stewart joined the SIU in the port of Duluth in 1965 sail­ ing as an AB for the Gartland Steamship Co. and for the ^ Reiss Brothers Co. from 1964 to 1967. He sailed 33 years. Bom in Buffalo, he was a resident there. Surviving are his widow, June; two sons, James and Rus­ sell; two daughters, Mrs. William J. Lee and Deborah and a brother, David, of Buffalo. Juan Feliciano, 51, died on Nov. 5. Brother Feliciano joined the SIU in the port of New York in 1965 sail­ ing as engine main­ tenance. He sailed 29 years and was on the picket line in the N.Y. Harbor strike in 1961 and the 1963 beef. A native of Puerto Rico, he was a resident of New York City. Surviving are his widow, Emelia; two sons, Wilfredo and Miluono and three daughters, Mrs. Juanita Agrant of New York City, Sonia and Judy. Pedro "Pete" Guzman, 68, died on Oct. 26. Brother Guzman joined the SIU in 1943 in the port of Boston sail­ ing as a cook. He sailed 32 years and walked on the picket lines in the 1961 N.Y. Harbor strike and the 1962 Robin Line strike. Born in Puerto Rico, he was a resident of Brooklyn, N.Y. Surviving are his widow, Belen of San Juan; three sons, Pedro, Joseph and William and six daughters, Maria, Annabelen, Katherine, Gloria, Margaret and Luzelenia. John T. Mills, 69, died of a heart at­ tack in the USPHS Hospital, Norfolk on Oct. 22, Brother Mills joined the SlU-affiliated IBU in the pprt of Nor­ folk in 1968 sailing as a deckhand for Gulf Atlantic Tow­ ing Corp. from 1965 to 1968 and for Curtis Bay Towing Co. from 1969 to 1975. He was bom in Fairmount City, Pa. and was a resident of Chesapeake, Va, Interment was in Chesapeake (Va.) Memorial Gardens Cemetery. Surviv­ ing is his widow, Dorothy. SIU pensioner Joseph W. Hender­ son, 79, expired of arteriosclerosis in . . the Pasadena I : . (Calif.) Rehabilita­ tion and Convales­ cent Hospital on June 4. Brother Henderson joined the Union in 19'38 in the port of Mobile sailing as a chief steward. He sailed 30 years. A native of Virginia, he was a resident of Pasa­ dena. Cremation took place at the Mt. View Crematory, Altadena, Calif. Sur­ viving are his widow, Johnnie Mae and a daughter, Kay. • Page 24 James T. Smart, 45, died on Nov. 18. Brother Smart joined the SIUaffiliated IBU in Port Arthur in 1970 sailing as a deck­ hand and captain for the Higgman Towing Co. of Orange, Tex. from 1957 to 1967, Sabine Towing Co. from 1967 to 1969, for Slade Towing Co. in 1972, and for Marine Fueling Service Co. from 1969 to 1975. He was a veteran of the post-World War II U.S. Navy. Bom in Leander, Tex., he was a resi­ dent of Port Neches, Tex. Surviving are his mother, Mrs. Effie Whilley of Georgetown, Tex. and his father, O. H. Smart of Austin, Tex. IBU pensioner Harry Oliver, 65, died of a lung hemorrhage in the USPHS Hospital, New Orleans on Oct. 16. Brother Oliver joined the Union in the port of Detroit in 1961 sailing as a lineman for Dunbar & Sullivan from 1956 to 1958 and for the Great Lakes Dredge & Dock Co. from 1958 to 1974. He sailed 34 years. Born in Alpena, Mich., he was a resident of Rockledge, Fla. Burial was in Brevard (Fla.) Memorial Park Cem­ etery. Surviving are his widow, Alice; two sons, Frank and Gary; three grand­ sons, Tim, Frank and Gary and a granddaughter, Alice. IBU pensioner Vaino E. Fonsell, 71, passed away in Aland, Finland on Nov. 2. Brother Fonsell joined the Union in the port of New York in 1960 sailing as a mate and deckhand for the New York, Hart­ ford and New Haven Railroad from 1944 to 1947 and for the N.Y. Dock Railroad front 1947 to 1961. Seafarer Fonsell was born in Finland and was a resident of Aland. Surviving are two brothers, Arron of Brewer, Me. and Felix of Aland. SIU pensioner Joseph V. Perry, 65, succumbed to heart failure in the Paul Oliver Memorial Hospital, Frankfort, Mich, on Nov. 15. Brother Perry joined the Union in the port of Elberta, Mich, in 1954 sailing as an AB for the Ann Arbor Railroad Ferrys from 1965 to 1967. He sailed 46 years. A native of Maywood, Mich., he was a resident of Frankfort. Interment was in Benzonia Township Cemetery, Benzie County, Mich. Surviving are his widow, Evelyn and a son, Fred. IBU pensioner Guy B. Wills, 70, succumbed to pneu­ monia in the New Port Convalescent Center, New Port Richey, Fla. on Oct. 30. Brother Wills joined the Union in the port of Philadelphia in 1961 sailing as a mate and captain for the S.C. Loveland Co. from 1948 to 1960 and for the Interstate Oil Transportation Co. from 1960 to 1972. He was bom in Florida and was a resident of New Port Richey. Burial was in Meadowland Memorial Gardens Cemetery, New Port Richey. Surviving i^ his widow, Gertmde. Fnrman P. Hipp, 60, died on Nov. 27. Brother Hipp joined the SIU in 1943 in the port of New York sailing as a bosun. He sailed 32 years. Seafarer Hipp was born in Greenwood, S.C. and was a resident of Glen Burnie, Md. Surviving are his widow, Betty; a son, Lewis and a daughter Joan. SIU pensioner Harold F. Taylor, 81, passed away on Sept. 9. Brother Taylor joined the Union in 1938 in the port of New York sailing as a fireman - watertender and deck engineer. He sailed 43 years and was a veteran of th^ World War I U.S. Navy. Born in East Boston, he was a resident of Boston. Surviving are his widow, Kikue; his mother, Eleanor of Roxbury, Mass. and a sister, Mrs. Peter La Croix of Boston. Daniel H. Bishop, 56, died on Nov. 30. Brother Bishop joined the SlU-affiliated IBU in the port of New Or­ leans in 1961 sail­ ing as a tankerman and deckhand for National Marine Service from 1969 to 1975. He sailed 28 years starting in 1941 and was a veteran of the preWorld War II U.S. Army. Born in Freeport, Fla., he was a resident there. Surviving are his widow, Ocie; a daugh­ ter, Judy and a stepdaughter, Georgiana Bailes. R. Ralph C. Rafferty, 62, drowned with 30 shipmates when the SS Ed­ mund Fitzgerald sank in Lake Supe­ rior on Nov. 10. Brother Rafferty joined the SIU in 1963 in the port of Cleveland sailing as a chief steward. He sailed 37 years. Born in Toledo, he was a resident of Perrysburt, Ohio. Surviving are his widow, Brooksie; a son, Randall Wil­ liamson and a daughter, Pamela. John D. Chelton, 77, passed away on Nov. 3. Brother Chelton joined the SlU-affiliated IBU in the port of Balti­ more in 1957 sailing as a mate and captain for the Harbor Towing Co. from 1954 to 1969, Transit Oil Co. from 1971 to 1972 and the Norfolk Towing and Lighterage Co. from 1972 to 1973. He was born in Marion, Md. and was a resident of Painter, Va. Sur­ viving are his widow. Novella and a daughter, Mrs, Martha Northom. Seafarers Log • ••'•J �1 Jftnal Bepartumi SIU pensioner Walter S. Whitten, 74, succumbed to cancer in the Mo­ bile Infirmary on Oct. 31. Brother Whitten joined the SIU in 1941 in the port of Mobile sail­ ing as a wiper. He sailed 19 years. Sea­ farer Whitten was bom in Alabama and was a resident of Mobile, Burial was in Pine Crest Cemetery, Mobile. Surviving are his widow. Alma and a brother, W. N. Whitten. I'^I ' I' s . }f L? I - ? r' • I •'' I'' IBU pensioner Paul T. Reed Sr., 53, succumbed to lung cancer in the Mobile Infirmary on Nov. 10. Broth­ er Reed joined the Union in 1946 in the port of Mobile sailing as an AB for the Mobile Towing Co. from 1947 to 1975. Bom in Florida, he was a resident of Mobile. Burial was in Pine Crest Cemetery, Mobile. Surviving are his widow, Grace; two sons, Paul and John; a step­ daughter, Ann Capps and his parents, Mr. and Mrs. Thomas Reed. SIU pensioner Placldo Aldevera, 63, passed away from natural causes in Metropolitan Hospital, Philadel­ phia on Nov. 16. iM. Brother Aldevera I'i joined the Union in 1938 in the port of Galveston sailing as a chief cook. He sailed 40 years. Seafarer Aldevera was born in the Philippines and was a resident of Phila. delphia. He was a U.S. naturalized citi­ zen. Interment was in Mt. Mariah Cemetery, Philadelphia. Surviving are a brother, Basilio of Guadalupe Cebu City, P.I. and a sister, Canuta of Cercer, Cebu City, P.I. Harold E. White, 55, died of a heart attack in Houston on Oct. 2. Brother White joined the SIU in the port of New York in 1953 sailing as an AB. He sailed 33 years. Seafarer White was a veteran of the pre-war and World War II U.S. Army. A native of Crosby, Tex., he was a resident of Houston. Interment was in Laurel Land Cemetery, Fort Worth, Tex. Surviving are his parents, Mr. and Mrs. Jesse E. White; a brother, Thomas of Fort Worth and a brother-in-law, Edward Williams. Donald B. An­ drews, 48, died on Nov. 9. Brother Andrews joined the SIU in the port of Duluth in 1971 sail­ ing as an oiler for Kinsman Marine Steamship Co. He was a U.S. Army veteran of World War II. Bom in South Dakota, he was a resi­ dent of Duluth. Surviving are his widow, Jane; three daughters, Cynthia of Duluth, Sandra and Laken and a sister, Mrs. Willard Voit of Sauk Rapids, Minn. Robert J. Stew­ art, 49, expired on July 14. Brother Stewart joined the SIU in the port of Duluth in 1965 sail­ ing as an AB for the Gartland Steamship Co. and for the ^ Reiss Brothers Co. from 1964 to 1967. He sailed 33 years. Bom in Buffalo, he was a resident there. Surviving are his widow, June; two sons, James and Rus­ sell; two daughters, Mrs. William J. Lee and Deborah and a brother, David, of Buffalo. Juan Feliciano, 51, died on Nov. 5. Brother Feliciano joined the SIU in the port of New York in 1965 sail­ ing as engine main­ tenance. He sailed 29 years and was on the picket line in the N.Y. Harbor strike in 1961 and the 1963 beef. A native of Puerto Rico, he was a resident of New York City. Surviving are his widow, Emelia; two sons, Wilfredo and Miluono and three daughters, Mrs. Juanita Agrant of New York City, Sonia and Judy. Pedro "Pete" Guzman, 68, died on Oct. 26. Brother Guzman joined the SIU in 1943 in the port of Boston sail­ ing as a cook. He sailed 32 years and walked on the picket lines in the 1961 N.Y. Harbor strike and the 1962 Robin Line strike. Bom in Puerto Rico, he was a resident of Brooklyn, N.Y. Surviving are his widow, Belen of San Juan; three sons, Pedro, Joseph and William and six daughters, Maria, Annabelen, Katha­ rine, Gloria, Margaret and Luzelenia. JohnT.MUls,69, died of a heart at­ tack in the USPHS Hospital, Norfolk on Oct. 22, Brother Mills joined the SlU-affiliated IBU in the pprt of Nor­ folk in 1968 sailing as a deckhand for Gulf Atlantic Tow­ ing Corp. from 1965 to 1968 and for Curtis Bay Towing Co. from 1969 to 1975. He was bom in Fairmount City, Pa. and was a resident of Chesapeake, Va. Interment was in Chesapeake (Va.) Memorial Gardens Cemetery. Surviv­ ing is his widow, Dorothy. SIU pensioner Joseph W. Hender­ son, 79, expired of arteriosclerosis in the Pasadena (Calif.) Rehabilita­ tion and Convales­ cent Hospital on June 4. Brother Henderson joined the Union in 19'38 in the port of Mobile sailing as a chief steward. He sailed 30 years. A native of Virginia, he was a resident of Pasa­ dena. Cremation took place at the Mt. View Crematory, Altadena, Calif. Sur­ viving are his widow, Johnnie Mae and a daughter, Kay. « James T. Smart, 45, died on Nov. 18. Brother Smart joined the SIUaffiliated IBU in Port Arthur in 1970 sailing as a deck­ hand and captain for the Higgman Towing Co. of Orange, Tex. from 1957 to 1967, Sabine Towing Co. from 1967 to 1969, for Slade Towing Co. in 1972, and for Marine Fueling Service Co. from 1969 to 1975. He was a veteran of the post-World War II U.S. Navy. Bom in Leander, Tex., he was a resi­ dent of Port Neches, Tex. Surviving are his mother, Mrs. Effie Whilley of Georgetown, Tex. and his father, O. H. Smart of Austin, Tex. IBU pensioner Harry Oliver, 65, died of a lung hemorrhage in the USPHS Hospital, New Orleans on Oct. 16. Brother Oliver joined the Union in the port of Detroit in 1961 sailing as a lineman for Dunbar & Sullivan from 1956 to 1958 and for the Great Lakes Dredge & Dock Co. from 1958 to 1974. He sailed 34 years. Born in Alpena, Mich., he was a resident of Rockledge, Fla. Burial was in Brevard (Fla.) Memorial Park Cem­ etery. Surviving are his widow, Alice; two sons, Frank and Gary; three grand­ sons, Tim, Frank and Gary and a granddaughter, Alice. IBU pensioner Vaino E. Fonsell, 71, passed away in Aland, Finland on Nov. 2. Brother Fonsell joined the Union in the port of New York in 1960 sailing as a mate and deckhand for the New York, Hart­ ford and New Haven Railroad from 1944 to 1947 and for the N.Y. Dock Railroad froin 1947 to 1961. Seafarer Fonsell was born in Finland and was a resident of Aland. Surviving are two brothers, Arron of Brewer, Me. and Felix of Aland. SIU pensioner Joseph V. Perry, 65, succumbed to heart failure in the Paul Oliver Memo­ rial Hospital, Frankfort, Mich, on Nov. 15. Brother Perry joined the Union in the port of Elberta, Mich, in 1954 sailing as an AB for the Ann Arbor Railroad Ferrys from 1965 to 1967. He sailed 46 years. A native of Maywood, Mich., he was a resident of Frankfort. Interment was in Benzonia Township Cemetery, Benzie County, Mich. Surviving are his widow, Evelyn and a son, Fred. IBU pensioner Guy B. Wills, 70, succumbed to pneu­ monia in the New Port Convalescent Center, New Port Richey,Fla.on Oct. 30. Brother Wills joined the Union in the port of Philadelphia in 1961 sailing as a mate and captain for the S.C. Loveland Co. from 1948 to 1960 and for the Interstate Oil Transportation Co. from 1960 to 1972. He was born in Florida and was a resident of New Port Richey. Burial was in Meadowland Memorial Gardens Cemetery, New Port Richey. Surviving is' his widow, Gertmde. Furman P. Hipp, 60, died on Nov. 27. Brother Hipp joined the SIU in 1943 in the port of New York sailing as a bosun. He sailed 32 years. Seafarer Hipp was born in Greenwood, S.C. and was a resident of Glen Burnle, Md. Surviving are his widow, Betty; a son, Lewis and a daughter Joan. SIU pensioner Harold F. Taylor, 81, passed away on Sept. 9. Brother Taylor joined the Union in 1938 in the port of New York sailing as a fireman - watertender and deck engineer. He sailed 43 years and was a veteran of th^ World War I U.S. Navy. Born in East Boston, he was a resident of Boston. Surviving are his widow, Kikue; his mother, Eleanor of Roxbury, Mass. and a sister, Mrs. Peter La Croix of Boston. Daniel H. Bishop, 56, died on Nov. 30. Brother Bishop joined the SlU-affiliated IBU in the port of New Or­ leans in 1961 sail­ ing as a tankerman and deckhand for National Marine Service from 1969 to 1975. He sailed 28 years starting in 1941 and was a veteran of the preWorld War II U.S. Army. Born in Freeport, Fla., he was a resident there. Surviving are his widow, Ocie; a daugh­ ter, Judy and a stepdaughter, Georgiana Bailes. R. Ralph C. Rafferty, 62, drowned with 30 shipmates when the SS Ed­ mund Fitzgerald sank in Lake Supe­ rior on Nov. 10. Brother Rafferty joined the SIU in 1963 in the port of Cleveland sailing as a chief steward. He sailed 37 years. Born in Toledo, he was a resident of Perrysburt, Ohio. Surviving are his widow, Brooksie; a son, Randall Wil­ liamson and a daughter, Pamela. John D. Chelton, 77, passed away on Nov. 3. Brother Chelton joined the SlU-affiliated IBU in the port of Balti­ more in 1957 sailing as a mate and captain for the Harbor Towing Co. from 1954 to 1969, Transit Oil Co. from 1971 to 1972 and the Norfolk Towing and Lighterage Co. from 1972 to 1973. He was born in Marion, Md. and was a resident of Painter, Va. Sur­ viving are his widow. Novella and a daughter, Mrs. Martha Northom. Page 24 Seafarers Log • \ , Jfinal Beparturei Oliver T. Tollef- son, 61, passed away on Nov. 27. Brother Tollefson joined the SIU in the port of Duluth in 1967 sailing as an OS for the Kins­ man Marine Steam­ ship Co. in 1966, Buckeye Steamship Co. and for Reiss Brothers Co. from 1968 to 1969. He was a U.S. Navy veteran of World War II. A native of Eagle Lake, Mihn., he was a resident of Lengby, Minn. Surviving are his widow, Verla; a son, William and two daughters. Hazel and Linda. SIU pensioner Edmund F. Zareckl, 67, died of pneu­ monia in the Lake Park Hospital, Sylvania, Ohio on June 12. Brother Zarecki joined the Union in the port of New York in 1960 sailing as a cook since 1942 on Great Lakes freighters. He was born in Ohio and was a resident of Holland, Ohio. Interment was in Cal­ vary Cemetery, Toledo. Surviving are three brothers, Victor, Isadore and Am­ brose of Toledo and two sisters. Sister Mary Leona and Mrs. Eva V. Futrel of HoUand. SIU pensioner Charles F. Jeflers, 79, died on St. Simon's Is., Ga. on Nov. 15. Brother Jeffers joined the Union in 1941 in • port of Baltimore sailing as an AB. He sailed 35 years and was a veteran of the U.S. Army in World War I. Sea­ farer Jeffers was born in Georgia and was a resident of St. Simon's Is. Burial was in the family plot in Waycross (Ga.) Cemetery. Surviving are his widow, Luthia; a sister, Mrs. Gladys J. Murphy of St. Simon's Is. and a neph­ ew, E. Jefferson Murphy of Amherst, Mass. I SIU pensioner Willie C. Sanders, 69, expired on Dec. 1. Brother Sanders joined the Union in the port of Savan­ nah in 1958 sailing ' as a fireman-watertender. He sailed 29 years. Born in Savannah, he was a resi­ dent of Orlando, Fla. Surviving is his widow, Ellen. Thomas Gllbrlde died in Bergen Pines Hospital, Paramus, N.J. on July 28. Brother Gilbride joined the SIU in 1967. He was a resident of New York City. Surviving is a brother of Brook­ lyn, N.Y. < JH-.Ui Seafarers of the SlU-contract^d tanker, the SS Henry Steinbrenner {Kinsman Marine) prepare to conduct a memorial service for the ill-fated crew of the SS Edmund Fitzgerald which sank in a storm in the east end of Lake Superior on Nov. 10. The flowers and a floral wreath were strewn upon the waters where the entire crew of the vessel supposedly went down. EDITORIAL POLICY-SEAFARERS LOG. The Log.has uaditionally refrained FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes aiid Waters District makes specific provision fof CenTfied ^LblirA^Sams mendattons and separate findings. TRUST FUNDS All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters financial records are available at the headquarters of th? various trust funds. SiilPPING RIGHTS. Your shipping rights and seniority are protected cnntracts between the Union and the shipowners. Get to know your shipping rights. Copies of tKontS are%«cd^^ in all Union halls. If you feel there has teen any violation of vour shining or seniority rights as contained in the contracts tetwecn the Union Td Appeals Board by crlilied mad. relurn r«:e,pt requested. Tne proper address for this is: Frank Droiak, ChidnnM, Serfarers Aptealf Bo"^ 275 - 20lh Street, Brooklyn, N. Y. 11215 Full copies of contracts as referred to are avaHable to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. mMTHACTS Conies of all SIU contracts are available in all SIU halls. Thew contracts S/act'hghu^'ai wen TytrobligMion^'lu'chT finrg^o^" OT^o^^h^propeTsheeTa^^^^ February, 1976 Dublishine any article serving the political purposes of any individual in the Union, officer or £ter uTas aho from publishing articles deemed harmful to collective membership. This established policy has teen reaffirmed hv mcm^rsfip actIOT the Sentemter, 1960, meetings in all constitutional ports. The responsibility for L^^p^^^^ vested in an editorial board which consists of the Executive Board ot the Uniotv The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to aiiyone iii any official "P^eity in the SIU unless an official Union receipt is given for same. Under no circumstances should any riemter pay Iny Sy f reason unless he is given such receipt. I"/he event anyone attempts to require any such payment be made without supplying a receipt, or if a member is required to make a payment and is given an official receipt, tet feels that h® should not have been required to make such payment, this should immediately be reported to headquarters. CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this "T familiarize themselves with its contents. Any time you feel any member or officer " to deprive you of any constitutional right or obligaUon by any "ic'hods such as dealing charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. EQUAL RIGHTS. All Seafarers are guaranteed equal rights iii employment as membm of the SIU These rights are clearly set forth in the SIU constitution and in the contracts which ffie Union has nSSed^w^^ the employers. Consequently, no Seafarer may against because of race, creed, color, sex and national or geographic origiri. If any member feels that he is denied the equal rights to which he is entitled, he should notify headquarters. SEAFARERS POLITICAL ACTIVITY DONATION-SPAD. SPAD is a separate seg'rcgated'fute* I^s"pVocccdl"are"uscd'to"furtheTits'objects and purpoMS including but not limitiTH In ctonomu. imcitsia yi — seamen, the to furthering the Dolitical, political, social ana and econ^.c^ nreservation and furthering of the American Merchant Marine with improved employment oDDortunities for seamen and the advancement of trade union concepts. In connectmn with such objects, SPAD supports and contributes to political candidates for elective office. All coiitributions are voluntary. No contribution may be solicited or received tecause job discrimination, financial reprisal, or threat of s"ch conduct, or as a Ihin in the Union or of empbyment. If a contribution is made by reason of the atx)ve iSoter conduc,%otify the Seafarers Union, or SPAD by certified mail wjthm 30 days o the contribution for investigation and appropriate action and ^^ SPAD to protect and further your economic, political and social interests, American trade union concepts and Seafarer seamen. If at any time a Seafarer feels that any of the above rights have been violated, or that he hM been denied his constitutional right of access to Union records or information, he should Immediately notify SIU President Paul Hall at headquarters by certified mail, return receipt requested. Page 25 �! 1 Lloyd Thomas Seafarer Lloyd \Thomas, 33, has ibeen a member of \the SIU since 1963, \and began shipping lout as bosun in \l971. A native-nf \New Orleans, iBrother Thomas •now makes his home in Oakland, Calif, with his wife Shantelle. He ships from the port of San Francisco. Perry Bumette Seafarer Perry I Burnette, 54, has been sailing with the SIV since 1959, and \he began shipping out as bosun in 7969, A native of [Florida, Brother Burnette ships from the port of Tampa where he makes his home with his wife Gladys. , ® • J' 12 More Bosuns Graduate Another group of Seafarers gradu­ ated from the SIU's Bosuns Recertlfication Program have rejoined their shi^ with a greater knowledge, of their Union and its his­ tory, and the state of the entire mari­ time industry. In die more than two years time since it was in^tuted, the Bosuns Recertification Program has made great strides in educating the many Seafarers who have participated in it. These men, the leaders of the unlicensed crews on SlU-cmitracted ships, have spent two months learning about the SIU, its past, where it stands today and where h wOl go in the future, and the present state and future of die U.S. maritime industry. The first four weeks of the program are spent at the Harry Lundeberg School of Seamanship. Here the men partake in classes on Union education and Union history, and also study the SIU contract, constitution, and benefit Juan Burgos Seafarer Juan \Burgos, 60, has \been a member of the SIU since 1942, \and he began ship\ping out as bosun 10. years ago. A na­ tive of Puerto Rico, [Brother Burgos ' now ships from the port of New York where he makes his home. William Byrne Seafarer William "Scotty" Byrne, 48, has been an SIU member since 1957, and has been ship­ ping out as a bosun for over a year. A native gf Liverpool, England, Brother Byrne now makes his home in Theodore, Ala. He ships from the port of New York. Luis Folanco Seafarer Luis Polanco, 55, has been an SIU member I since 1946, and has been shipping out as bosun for the past nine years. A native of Puerto Rico, Brother Polanco now ships from the port of New York where he makes his home. Tom Holt Seafarer Tom Holt, 54, has been shipping with the SIU since 1962, and started sailing as a bosun in 1967. A native of Tennessee, he now makes his home in Geneva, Ohio with his wife Almeda. Brother Holt ships from the port of New York. George Brooke Seafarer George [Brooke began sailling with the SIU [after he graduated [from the Harry [Lundeberg School j/n 1972. Shipping in [the engine depart[ment. Brother Brooke also earned his FOWT endorsement at the Piney Point school before beginning the 'A' Seniority Program. Brother Brooke ships from the port of Baltimore and lives in Washington, D.C. Michael Freebnm Seafarer Michael Freeburn, an Air Force veteran, has been sailing with the SIU since his gradu­ ation from the Harry Lundeberg School in 1972. Brother Freeburn, a member of the deck depart­ ment, also received his AB's ticket at Piney Point. A native of Detroit, Brother Freeburn now lives in Chino, Calif, and ships from the port of Wilmington. plans. They learn about the maritime industry and the new ships being constmcted; they take firefighting and first aid courses, and also get a taste politics with visits to Washington. The second month of the program is speiit at Union Headquarters in New York. It is here that the bosuns see the operation of their Union in action. They visit all the departments, includ­ ing records, claims, data center, the control room and the LOG. The men also assist in paying off vessels coming into New York; in registering men for shipping, and paying visits to the USPHS hospital fai the area. After completing both phases of this program the Recertified Bosun is much better qualified in all the aspects of his Job. The main goal and objective of this program has been better communi­ cation. Though programs such as this one and the 'A' Seniority Upgrading Program, that goal is being accom­ plished. Jnllus Thrasher Seafarer Julius 'Whitey" Thrasher; j 54, has been art \SW member since 1944, and he started [shipping out as bo1 sun in 1947. A na­ tive of South Caro/inn. Brother Thrasher now makes his home in Alexandria, La. He ships from the port of New Orleans. A. G. Alexander Seafarer A. G. 'Tex" Alexander, 151, has been an SIU rnember since 1946, and began shipping I out as bosun during the 1950's. A na' tive of Arkansas, Brother Alexander now makes his home in Milam, Tex. with his wife Mary. He ships from the port of Hous ton. Clifton Jordan Dimas Mendoza Seafarer Clifton Seafarer Dimas Jordan, 51, has Mendoza, 56, has been an SIU mem­ been shipping with ber since 1945, and the SIU since 1944, has been shipping and started sailing out as bosun since as bosun in 1972. the 1950's. A na­ A native of Fajardo, tive of Mississippi, P.R., Brother Men­ he now makes his doza ships from the home in Brookhavport of San Juan where he makes his home with his wife en. Miss, with his wife Louise. Brother Felicita. Jordan ships from the port of New Orleans. John Hunter Stefan Kadziola Seafarer John Seafarer Stefan Hunter, 54, has Kadziola, 56, has been an SIU mem­ been shipping with ber since 1943, and the SIU since 1943, started shipping om and he began sailing as bosun the follow­ as a bosun in 1945. ing year. A native A native of Den­ of the British West' mark, Brother Kad­ Indies, Brother ziola ships from the Hunter ships from port of New York the port of Mobile where he makes his where he makes his home. home. Seniority Upgrading Program Six New 'A' Book Members This month six more Seafarers Joined the ranks of the SIU fuD 'A* book mem­ bers by participating in and graduating from the 'A* Seniority Upgrading Pro­ gram. This brings the number of Sea­ farers who have earned their *A' books through this program to 209. Before graduating from the program, these new 'A' book members were given the opportunity to sharpen their sea­ faring skills by learning about the latest innovations in the maritime industry. The 'A' Seniority Program also pro­ vided these Seafarers. wHb a thorou^ working knowledge of the SIU's history, functions, operations and goals. This two-pronged approach used to upgrade these Seafarers into full 'A' book status insures that the SIU will always have a solid membership that can participate in Union activities with an understanding of the modem mari­ time industry and their Union's role in that industry. James FonvlDe • Seafarer^ James Fonville has been 1 sailing in the engine I department since his graduation from the [ Harry Lundeberg School three years ago. A QMED, Brother Fonville I earned that endorse­ ment at Piney Point before attending the 'A' Seniority Upgrading Program. Ship­ ping from the port of New York, Brother Fonville is a native end resi­ dent of Charleston, W. Va. James Bison Seafarer James Illson has been sail­ ing in the engine de­ partment since his graduation from the Harry Lundeberg School in 1973. Brother Illson re­ turned to Piney Point to study for his FOWT endorsement before attend­ ing the 'A' Seniority Upgrading Pro­ gram. A native of Manhattan, he now lives in New Rochelle, N.Y. and ships from the port of New York. John Curran Seafarer John Curran, sailing in the deck depart­ ment, graduated from the Harry Lundeberg School in 1972 and re­ turned there to earn his AB ticket before attending the 'A' Seniority Program. Shipping from the port of Philadelphia, Brother Curran resides in that city with his wife Joyce and their son. Guy Vmins Seafarer Guy Ve­ nus began sailing withtheSIUinl970 when he graduated from the Harry Lundeberg School in New Orleans. Sailing in the engine department. Brother Venus studied for his FOWT endorsement at the Harry Lundeberg School before attending the 'A' Seniority Upgrading Program. Born in New York City, Brother Venus now lives in Sumrall, Miss, and ships out of the port of New Orleans. Seafarers Log Page 26 i - .• �Following are the names and home ports of the 343 Seafarers who have successfully completed the SlU Bosuns Recertification Program. These men have gone aboard our contracted ships to lead the SIU unlicensed crews, and they have held informative meetings, settled beefs, answered questions and con­ tributed toward smoother voyages. Abulay.EdniindPhlladtipliia Adams, John, New York AKUi9r,Jose, New York Alexander, A. G., Houston Allen, Enes, San Francisco Allen, J. W., Seattle Altstatt, John, Houston Amat, Kasmoln, New /ork Anderson, Alfred, Norfolk Anderson, Chester New York Anderson, Edgar, New York Annis, George, New Orleans Antonlou, Angelo, New York Aponte, Felix, New York Arena, Louis, New Orleans Armada, Alfonso, Baltimore Atkinson, Oavid, Seattle Backrak, Daniel, Wilmington Baker, Elmer, Houston Baker, William, Houston Bankston, Claude, New Orleans Barnhlll, Elmer, Houston Barrlal, Pablo, New Orleans Baudoln, James, Houston Beavers, Norman, New Orleans Bechllvanis, Nicholas, New York Beck, Arthur, San Francisco Beeching, Marlon, Houston Berger, David, Norfolk Beregria, John/Philadelphia Bergerla, Steve, Philadelphia Beye, Jan, New York Bojko, Stanley, San Francisco Bonofont, Eduardo, San Juan Boney, Andrew, Norfolk Bourgot, Albert, Mobile Bowman, Jack, Seattle Boyle, Charles, New Orleans Braunstein, Herbert, Wilmington Brendle, Mack, Houston Broadus, Ray, Mobile Broadus, Robert, Mobile Brooks, Tom, New York Browning, Ballard, Baltimore Bryan, Ernest, Houston Bryant, Vernon, Tampa Burch, George, New Orleans Burgos, Juan, New York purke, George, New York Burnette, Perry, Tampa Burton, Ronald, New York Busalacki, Joseph, Jacksonville Bushong, William, Seattle Butterton, Walter, Norfolk Butts, Bobby, Mobile Butts, Hurmon, Houston Byrne, William, New York Cain, Hubert, Mobile Caldeira, Anthony, Houston Bosun s Honor Roll at 343 Calogeros, Oemetrlos, Seattle Campbell, Arthur, New Orleans Carbone, Victor, San Juan Carey, John, New York Casanueva, Michael, New Orleans Castro, Guillermo, San Juan Chestnut, Donald, Mobile Chiasson, Richard, New Orleans Chilinski, Tadeusz, Wilmington Christenberry, Richard, San Francisco Christensen, Christian, San Francisco Christiansen, Egon, San Francisco CIsleckl, John, San Francisco Clegg, William, New York Cofone, William, Wilmington Cole, Lonnle, Norfolk Colson, James, Seattle Compton, Walter, Norfolk Cooper, Fred, Mobile Cousins, Walter, Wilmington Craddock, Edwin, New Orleans Crawford, William, Jacksonville Cross, Malcolm, Wilmington Curlew, Jack, Yokohama Curry, Leon, Jacksonville Daklh, Eugene, Boston D'AmIco, Charles, Houston Dammeyer, Ban, New York Oarvllle, Richard, Houston Davles, John, New York Oavis, James, Seattle Oelgado, Julio, New York Dickinson, David, Mobile Dixon, James, Mobile Donovan, Joseph, Boston Doty, Albert, New Orleans Drake, Woodrow, Seattle Drewes, Peter, New York Duet, Maurice, Houston Dunn, Beverly, Mobile Eckert, Arne, Seattle Eddlns, John, Baltimore Edelmon, Bill, Houston Engelund, Clayton, New York Falrcloth, Charles, Mobile Farhi, Israel, Houston Fell, William, New York Ferrera, Raymond, New Orleans Finklea, George, Jacksonville Flowers, Eugene, New York Foster, Floron, New Orleans Foster, James, Mobile FotI, Sebastian, Wilmington Frey, Charles, Jacksonville Funk, William, New York Furr, John, Houston Gahagan, Kenneth, Houston Gallagher, John, Philadelphia Garner, James, New Orleans Garza, Peter, Houston Gavin, Joseph, Houston Gianglordano, Donato, Philadelphia Gianniotis, John, New York Glllain, Robert, Jacksonville Gilllkin, Leo, San Francisco Gomez, Jose, New York Gonzalez, Callxto, San Juan Gonzalez, Jose, New York Gorbea, Robert, New York Gorman, James, New York Gosse, Fred, San Francisco Green, John, Baltimore Greenwood, Perry, Seattle Grima, Vincent, New York Guadamud, Luis, New Orleans Gustavson, Walter, New York Hager, Bertil, New York Hale, William, New Orleans Hanback, Burt, New York Hanstvedt, Alfred, New York Harvey, Lee J., New Orleans Hawkins, Tom, Seattle Hazel, John, New Orleans Hellman, Karl, Seattle Hicks, Donald, New York Hllburn, Thomas, Mobile Hill, Charles, Houston HIrsh, Burton, Baltimore Hodges, Raymond, Mobile Hodges, Raymond W., Baltimore Hogge, Elbert, Baltimore Holt, Tom, New York Homka, Stephen, New York Hovde, Arne, Philadelphia Hunt, H. C., Houston Hunter, John, Mobile Ipsen, Oria, New York James, Calvain, New York Jandora, Stanley, New York Jansson, Sven, New York Japper, John, New York Johnson, Fred, Mobile Johnson, Ravaughn, Houston Jordan, Clifton, New Orieans Joseph, Leyal, Philadelphia Joyner, William, Houston Justus, Joe, Jacksonville Kadzioia, Stefan, New York Karatzas, Tom, Baltimore Karlsson, Bo, New York Kelsey, Tom, San Francisco Kerageorgiou, Antoine, New Orleans Kerngood, Morton, Baltimore KIngsley, Jack, San Francisco Klelmola, William, New York Knight, Bruce, Norfolk Knoles, Raymond, San Francisco Keen, John, Mobile Konis, Perry, New York Koza, Leo, Baltimore KrawczynskI, Stanley, Jacksonville La France, Oave, New York Lambert, Reldus, New Orleans Landron, Manuel, San Juan Lasnansky, Andrew, San Francisco La Soya, Ellgio, Houston Lasso, Robert, San Juan Lataple, Jean, New Orleans Lavoine, Raymond, Baltimore Lawton, Woodrow, Baltimore Leake, Herbert, Baltimore LeClaIr, Walter W., New York Lee, Hans, Seattle Levin, Jacob, Baltimore Lewis, Jesse, Seattle LIbby, George, New Orleans Libby, Herbert, New York LIneberry, Carl, Mobile Logan, John, Mobile Lolk, Peter, Baltimore Mackert, Robert, Baltimore Maldonado, Basllo, Baltimore Manning, Denis, Seattle Martlneau, Tom, Seattle Mattloll, Gaetano, New York McCaskey, Earl, New Orleans McCollom, John, Boston McCorvey, Durell, Jacksonville McDonald, John, New Orleans McGarry, Frank, Philadelphia McGlnnIs, Arthur, New Orleans McHale, J. J., New York McKlnney, Melville, Philadelphia Mears, Ferlton, New York Meehan, William, Norfolk Meffert, Roy, Jacksonville Mendoza, Dimas, San Juan Merrill, Charles, Mobile Michael, Joseph, Baltimore Miller, Clyde, Seattle Mitchell, William, Jacksonville Mize, Cyril, San Francisco Mladonlch, Ernest, New Orleans Moen, Irwin, Baltimore Monardo, Sylvester, New Orleans Moore, John, Houston Morales, Esteban, New York Morris, Edward Jr., Mobile Morris, William, Baltimore Morris, William, Jacksonville Moss, John, New Orleans Moyd, Ervin, Mobile Mullls, James, Mobile Murry, Ralph, San Francisco Myrex, Luther, Mobile Nash, Walter, New York Nelson, Jack, Jacksonville Nicholson, Eugene, Baltimore Nielsen, Vagn, New York Northcutt, James, San Francisco Nuckols, Billy, New York O'Brien, William, New York O'Connor, William, Seattle Ohannasian, John, Jacksonville Olbrantz, Leonard, Jacksonville Olesen, Carl, San Francisco Olson, Fred, San Francisco Olson, Maurice, Boston Oromaner, Albert, San Francisco O'Rourke, Robert, Houston Owen, Burton, Houston Owens, Clarence, New Orleans Palino, Anthony, New York Palmer, Nick, San Francisco Paradise, Leo, New York Parker, Jameb, Houston Parker, William, New Orleans Pate, Luther, New York Peavoy, Floyd, New Orleans Pedersen, Otto, New Orleans Pehler, Frederick, Mobile Pence, Floyd, Houston Perry, Wallace, Jr., San Francisco Pierce, John, Philadelphia Polanco, Luis, New York Pollanen, VIekko, New Orleans Poulsen, Verner, Seattle Pressly, Donald, New York Price, Billie, Norfolk Pryor, Clarence, Mobile PuchalskI, Kasimir, San Francisco Puglisi, Joseph, New York Pulliam, James, San Francisco Radich, Anthony, New Orleans Rains, Horace, Houston Rallo, Salvador, New Orleans Reeves, William, Mobile Richburg, Joseph, Mobile Rihn, Ewing, New Orleans fiiiey, William, San Francisco Ringuette, Albert, San Francisco Rivera, Alfonso, San Juan Robinson, William, Seattle Rodrigues, Lancelot, San Juan Rodriguez, Frank, New York Rodriguez, Ovidio, New York Ruley, Edward, Baltimore Sanchez, Manuel, New York Sanford, Tommie, Houston Sawyer, Alfred, Norfolk Schwarz, Robert, Mobile Self, Thomas, Baltimore Sellx, Floyd, San Francisco Sernyk, Peter, New York Sheets, James, Baltimore Sheldrake, Peter, Houston Shorten, James, San Francisco Showers, William, San Francisco Sipsey, Robert, San Francisco Smith, Lester, Norfolk Smith, Vertis, Tampa Sokol, Stanley, San Francisco Sorel, Johannes, Jacksonville Spuron, John, San Francisco Stanford, Glen, New Orleans Stockmarr, Sven, New York Suchocki, Leonard, San Francisco Swearingen, Barney, Jacksonville SwiderskI, John, New York Tetl, Frank, New York Theiss, Roy, Mobile Thomas, Lloyd, San Francisco Thompson, Carl, Houston Thompson, Clayton, New Orleans Thompson, J. R., Houston Thrasher, Julius, New Orleans TIcer, Dan, San Francisco Tillman, William, San Francisco TIrelll, Enrico, New York Todd, Raymond, New Orleans Tolentino, Ted, San Francisco Troche, Gregory, Mobile Turner, Paul, New Orleans UccI, Peter, San Francisco Velazquez, William, New York Walker, Fred, Baltimore Walker, Tom, Houston Wallace, Edward, New York Wallace, Ward, Jacksonville Wallace, William, Mobile Walters, Herwood, New York Wardlaw, Richard, Houston Ware, Dick, Houston Waters, Aubrey, Seattle Weaver, Harold, Houston Welch, Macon, Houston Whitmer, Alan, New York Wingfieid, P. G., Jacksonville Woods, Malcolm, San Francisco Workman, Homer, New Orleans Woriey, John, San Francisco Wymbs, Luke, New York Zaragoza, Roberto, New York Zeloy, Joseph, New Orleans 'A' Seniority Honor Roll Now Numbers 209 Seafarers who have completed the 'A' Seniority Upgrading Program have had the opportunity to learn about their Union and its activities, mak­ ing them good, informed Union members. These men are encouraged to take the delegate's job aboard ship and put this new knowledge to work. Following are the names and departments of the 209 Seafarers who have completed the *A' Seniority Upgrading Program. Adams, Francis, Deck Allan, Lawrence, Engine Allison, Murphy, En^ne Ahmad, Bin, Deck Ames, Allan, Deck Andrepont, P. J., Engine Armltstead, Daniel, Engine Arnold, Mott, Deck Barnett, Jay, Engine Bartol, Thomas, Deck Baxter, Alan, Engine Bean, P. L., Deck Beauverd, Arthur, Engine Bellinger, William, Steward Berulls, William, Deck Blletz, John, Engine Blacklok, Richard, Engine Blasquez, Gregory, Engine Bohannon, Christopher, Engine Bolen, James, Deck Bolen, Timothy, Deck Boles, John, Engine Brackblll, Russell, Deck Bdooke, George, Engine BruschinI, Mario, Steward Burke, Lee Roy, Engine Burke, Timothy, Deck Burnette, Barney, Steward. But^, Richard, Engine Cflinmiisfi. Frank Deck February, 1976 Carhart, David, Deck Carruthers, Francis, Engine Castle, Stephen, Deck Cavanaugh, Jackson, Deck Clark, Garrett, Deck Colangelo, Joseph, Deck Conklin, Kevin, Engine Correll, Paul, Engine Cosentino, Dominic, Deck Coyle, Michael, Engine Cunningham, Robert, Deck Curran, John, Deck Daniel, Wadsworth, Engine Davis, William, Deck Day, John, Engine Derke, Michael, Engine Deskins, William, Steward DIsIng, Maximo, Engine Dobloug, James, Engine Dukehart, David, Engine Edgell, Pat, Engine Egeland, Ralph, Deck Elliott, Byron, Engine EscdUero, Tomas, Engine Esposlto, Gennaro, Engine EwIng, Urry, Steward Farmer, William, Deck Farragut, John, Deck Fila, Marion, Deck FonvlHe. James, Engine Frak, Stan, Deck Freebum, Michael, Deck Fried, Peter, Engine Frost, Stephen, Deck Galka, Thomas, Engine Gallagher, Patrick, Deck Galliano, Marco, Deck Garay, Stephen, Deck Garcia, Robert, Deck Gilliam, Robert, Steward Gotay, Raul, Steward Gower, David, Engine Graham, Patrick, Deck Grimes, M. R,, Deck Grlsham,.Steve, Deck Hagar, Ken, Deck Hale, Earnest, Deck Haller, John, Engine Harris, Nathaniel, Engine Hanks, Fletcher, Engine Hart, Ray, Deck Hawker, Patrick, Deck Haynes, Blake, Engine Heick, Carroll, Deck Heller, Douglas, Steward Humason, .Jon, Deck Hummerick, James, Jr., Steward Hutchinson, Richard, Jr., Engine lilson, James, Engine ivey, D. E., Engine Joe, William, Engine Johnson, M., Deck Jones, LoKotte, Deck Jones, Nelson Coty, Steward Jordan, Carson, Deck Kanavos, Panaglrtis, Engine Kegney, Thomas, Engine Keith, Robert, Deck •Kelley, John, Deck Kelly, John, Deck Kemey, Paul, Engine KIrksey, Charles, Engine KIttleson, L. Q., Deck Knight, Donald, Engine Konetes, Johnnie, Deck Kunc, Lawrence, Deck Kundrat, Joseph, Steward Lamphere, Thomas, Engine Laner, Ronnie, Engine Lang, Gary, Deck Laughlin, Douglas, Engine LeClaIr, Lester, Steward Lehmann, Arthur, Deck. Lentsch, Robert, Deck Lesko, Samuel, Deck Long, Alton, Engine Lundeman, Louis, Deck Makarewicz, Richard, Engine Mallory, Arthur, Deck Manning, Henry, Steward Maurstad, Mitchell, Steward Marcus, M. A., Deck McAndrew, Martip, Engine McCabe, John, Engine McCabe, T. J., Engine McMullin, Clarence, Steward McParland, James, Engine Mlllcl, Robert, Deck MInIx, R. G., Jr., Engine Miranda, John, Engine Moneymaker, Ernest, Engine Moore, C. M., Deck Moore, George, Deck Moore, James;,Engine Moore, Peter, Engine Moore, William, Deck Mortler, William, Deck Meuton, Terry, Engine Noble, Mickey, Deck Nuotio, Ken, Deck Ostrander, Ouane, Deck Painter, Philip, Engine. Paloumbis, Nikolaos, Engine Papageorgiou, Oimltrlos, Engine Parker, Jason, Deck Perkins, Cy, Deck Petrick, L., Engine Poletti, Plerangelo, Deck Praslnos, George, Deck Reamey, Bert, Engine Restaino, John, Engine Ripley, William, Deck Rivers, Sam, Engine Reback, James, Deck Rodriguez, Charles, Engine Rodriguez, Hector, Engine Rodriguez, Robert, Engine Rogers, George,Engine Ruiz, Steve, Engine Sabb, Caldwelf, Jr., Engine Salley, Robert, Jr., Engine Sanders, Darry, Engine Sanger, Alfred, Deck Shaw, Lex, Deck Shaw, Luclen, Deck Shaw, Ronald, Engine Silfast, George, Deck SImonettI, Joseph, Steward Simpson, Spurgeon, Engine SIsk, Keith, Deck Smith, D. B., Steward Smith, Robert, Deck Snyder, John, Engine Spell, Gary, Engine Spell, Joseph, Deck Spencer, Craig, Engine Spencer, H. 0., Engine Stanfield, Pete, Deck Stauter, David, Engine Stevens, Duane, Deck Strauss, Gregory, Engine Svoboda, Kvetoslav, Engine Szelbert, Stephen, Reward Tanner, Leroy, Engine Tell, George, Engine Thomas, Robert, Engine Thomas, Timothy, Deck Trainer, Robert, Deck Trott, Llewellyn, Engine Utterback, Larry, Deck Vain, Thomas, Deck Valton, Sidney, Engine Vanyl, Thomas, Stfward Vaz^ez, Jose, Engine Venus, Guy, Engine Venus, Steve, Steward Vukmir, George, Deck Walker, Marvin, Engine Wambach, Albert, Deck Waugaman, Jerry, Engine Wayman, Lee, Deck Wllhelm, Mark, Engine Wilson, Richard, Steward Wilson, Robert, Engine Wolfe, John, Deck Woodcock, Wayne, Steward Woodhouse, Ashton, Engjno Wright, Charlie, Engine. Zukler, Hans, Engine Page 27 �f I For a Better Job Today Deck Department ABLE SEAMAN The course of instruction is four weeks in length and leads to the Coast Guard en­ dorsement of Able Seaman—12 Months —Any Waters or Able Seaman—Unlim­ ited—^Any Waters. Course Requirements: Able Seaman 12 Months—Any Waters. You must: • Be 19 years of age • Have 12 months seatime as Ordi­ nary Seaman, OR Be a graduate of HLS at Piney Point and have eight months seatime as Ordinary Seaman • Be able to pass the prescribed physi­ cal, including eyesight requirements. Able Seaman Unlimited—Any Waters. You must: • Be 19 years of age • Have 36 months seatime as Ordinary Seaman or Able Seaman 12 Months • Be able to pass the prescribed physi­ cal, including eyesight requirements. Starting Dates: April 1, May 27, July 22. QUARTERMASTER The course of instruction leading to certification as Quartermaster consists of Basic Navigation instruction to include Radar; Loran; Fathometer; RDF; and Tlxe also includes a review of Basic Seaman­ ship; use of the Magnetic and Gyro Compass; Rules of the Road; Knots and Splices; Firefighting and Emergency Pro­ cedures. Course Requirements: Must hold en­ dorsement as Able Seaman (Unlimited— Any Waters). Starting Dates: March 4, April 29, June 24. LIFEBOATMAN The course of instruction is two weeks in length and leads to the Coast Guard en­ dorsement of Lifeboatman. Course Requirements: Must have 90 days seatime in any department. Starting Dates: March 4,18; April 1,15, 29; May 13, 27; June 10, 24; July 8, 22; August 5. Engine Department QMED-Any Rating The course of instruction leading to cer­ tification as QMED—^Any Rating is eight weeks in length and includes instruction leading to the Coast Guard endorsements which comprise this rating. Course Requirements: You must show Graduate Advanced Electronics Head of the Engine Department, Charlie Nalen (extreme right) has his photo taken on Nov. 12 v\/ith his latest class of graduates of the Advanced Electrical Procedures Course of (I. to r.): Joseph Diosco; Randolph Ferebee; George Stropich; John Gammon, and Amos Jarmillo. Did You Know... Last month 91 Seafarers up­ graded their skills, earning power and job security through the vocational courses at HLSS. The Lundeberg School has an upgrading course to meet your career needs, too! evidence of six months seatime in at least one engine department rating. Starting Dates: February 5; March 4; April 1, 29; May 27; June 24; July 22. FOWT The course is four weeks in length and leads to endorsement as Fireman, Watertender, and/or Oiler. Course Requirements: If you have a Wiper endorsement only, you must: • Be able to pass the prescribed physi­ cal, including eyesight requirements • Have six months seatime as Wiper, OR Be a graduate of HLS at Piney Point and have three months seatime as Wiper QMED Awarded Certificate QMED Gustavo Vides (right) accepts his graduation diploma in December from Instructor Jack Parcel of the HLSS Engine Department. •'"ii I • •t • U; • •i • i Starting Dates: February 23, April 19, June 14, August 9 The course of instruction in basic welding consists of classroom and onthe-job training including practical train­ ing in electric arc welding and cutting; and oxy-acetylene brazing, welding and cutting. On completion of the course, an HLS Certificate of Graduation will be awarded. Course Requirements: • Engine department personnel must hold endorsement as QMED—Any Rating • Deck and steward department per­ sonnel must hold a rating in their department. Starting Dates: February 5, March 18, May 27, July 22. LNG/LPG The course of instruction leading to certification as LNG/LPG crew consists of Basic Chemistry, Tank and Ship Con­ struction, Gasifipation, Reliquefication Procedures, Inert Gas and Nitrogen Sys­ tems, Instrumentation, Safety and Firefighting, Loading, Unloading and Trans­ porting LNG/LPG. Course Requirements: • Engine room personnel must hold QMED—Any Rating • Deck and steward department per­ sonnel must hold a rating in their departments. Starting Date: March 8. A College Career Is Available to You , 1 • r- • If you have an engine department rat­ ing there are no requirements. WELDING One college and two post secondary trade/vocational school scholarships are awarded to Seafarers each year. These scholarships have been specially de­ signed to meet the educational needs of Seafarers. Application requirements are geared for the man who has been out of school several years, so you will only be com­ peting with other seamen with similar educational backgrounds. The awards are granted in April, but you should begin your application process now. These are the scholarships offered: 1. Four-year college' degree scholar­ ship. This award is in the amount of $10,000. 2. Two-year community or junior col­ lege or post secondary trade/voca­ tional schools scholarships. These awards are in the amount of $5000. The trade/vocational awards offer var­ ious options if you wish to continue shipping. In such a program you may develop a trade or skill which would im­ prove your performance aboard ship as well as help you obtain a better paying job when you are ashore. Eligibility requirements are as follows: 1. Have not less than two years of actual employment on vessels of companies signatory to Seafarers Welfare Plan. 2. Have one day of employment on a vessel in the sixth-month period immediately preceding date of ap­ plication. 3. Have 90 days of employment on a vessel in the previous calendar year. Pick Up a scholarship application now. They are available in the ports or you may write to the following address and request a copy of the Seafarers Applica­ tion: Seafarers Welfare Plan College Scholarships 275 20th Street Brooklyn, New York 11215 A College Education For Your Cliildren Four scholarships are awarded to de­ pendents of Seafarers. These four-year scholarships are for $10,000 each at any accredited college or university. If you have three years sea time, encourage your children to apply. They should request the Dependents Application from the above address. Seafarers Log Page 28 ' i'*'—iVi"'•' •MMMAHIMMWI I • — �For Job Security Tomorrow School Of Seamarisliip Steward Department Steward Department All Steward Department Courses Lead To Certification By HLSS. CHIEF STEWARD The course of instruction is six weeks long and covers all phases of Steward De­ partment management and operation. Course Requirements: All candidates must have seatime and/or training in com­ pliance with one of the following: • Three years seatime in a rating above 3rd cook or assistant cook OR• Six months seatime as, 3rd cook or assistant cook, six months seatime as cook and baker, six months seatime as chief cook and hold HLS certifi­ cates of completion for each program OR • 12 months seatime as 3rd cook or assistant cook, six months seatime as cook and baker, six months sea­ time as chief cook and hold HLS cer­ tificates of completion for the cook and baker and chief cook programs OR • 12 months seatime as 3rd cook or . assistant cook, 12 months seatime as cook and baker, and six months sea­ time as chief cook and hold an HLS certificate of completion for the chief cook program. Starling Dates: February 5, March 18, April 29, June 10, CHIEF COOK The course of instruction is sue weeks in length and students specialize in the prep­ aration of soups, sauces, meats, seafoods, and gravies. Course Requirements: All candidates must have seatime and/or training in com­ pliance with one of the following: • 12 months seatime as cook and baker OR • Three years seatime in the steward department, with six months as 3rd cook or assistant cook and six months as cook and baker OR • Six months seatime as 3rd cook or assistant cook and six months as cook and baker OR • 12 months seatime as 3rd cook or assistant cook and six months sea­ time as cook and baker and hold a certificate of completion for the HLS cook and baker training program. Starting Dates: February 19, April 1, May 13, June 24, August 5. COOK AND BAKER ASSISTANT COOK The course of instruction is six weeks in length and students specialize in the selection and preparation of breakfast foods, breads, desserts, and pastries. The course of instruction is six weeks in length and students specialize in the selection and preparation of vegetables and salads. Course Requirements: All candidates must have twelve months seatime in the steward department, OR three months sea­ time in the steward department and be a graduate of the HLS entry rating program. Course Requirements: All candidates must have seatime and/or training in com­ pliance with one of the followitig: • 12 months seatime as a 3rd .cook or assistant cook OR • 24 months in the steward department with six months as a 3rd cook or as­ sistant cook OR • Six months seatime as 3rd cook or assistant cook and hold a certificate of completion from the HLS assist­ ant cook training program. Starting Dates: March 4, April 15, May 27, July 8. These Course- Will Be Start­ ing Soon: • Diesels • Operation of Reefers Watch the Seafarers Log for Starting Dates Starting Dates: January 22; February 5,19; March 4,18; April 1,15, 29; May 13, 27; June 10, 24; July 8,22; August 5. UPGRADING APPLICATION Name. . Date of Birth. (Last) (First) (Middle) Mo./Day/Year Address (Street) . Telephone Note: Courses and starting dates are subject 1& change at any time. Any change will he noted In the LOG. High School Program Is Available to All Seafarers Do What Over 50 Of Your Fellow Seafarers Have Done... (State) (City) (Zip Code) Book Number (Area Code) Seniority. Date Book Was Issued Port Presently .Registered In_ .Port Issued. Social Security #. . Endorsement(s) Now Held. Piney Point Graduate: • Yes No • (if so, fill in below) Entry Program: From .to. . Endorsement(s) Received. (Dates Attended) Upgrading Program: From. "In most cases, a solid vocational and academic education will mean the difference between just any job and a good job." . Endorsement(s) Received. .to. (Dates Attended) Do you hold a letter of completion for Lifeboat: • Yes • No; Fire Fighting: • Yes • No Dates Available for Training I Am Interested In: Wayne Champine • • • • "I wanted to better myself as a person and one sure way to do that, was to better my education." DECK AB-12 Months AB Unlimited Quartermaster Lifeboatman • LNG/LPG • Diesel • Welder Exeqnid Liwag Get the reading, writing and math skills you need for job security and upgrading through the high school equivalency (GED) program at the Harry Lundeberg School. It only takes four to eight weeks, and your Brothers can tell you that it's really worth it! Interested? Pick up a copy of the pre­ test kit in your port or write to this address: Margaret Nalen, Director Academic Education Department Harry Lundeherg School Piney Point, Maryland 20674 When you complete the test, return it to the Lundeberg School. HLS will tell you the results and give you an estimate of the length of time you'll need to com­ plete the GED program. REMEMBER! This test is not to see February, 1976 who scores high or low. It helps HLS de­ sign a sttidy program just for you—a pro­ gram that our teachers will help you, as an individual, to follow. So apply today. It's easy to qualify. Just make sure that you have: 1. One year of seatime. 2. Your initiation fees paid in full. 3. All outstanding monetary obliga­ tions, such as dues or loans, paid in fuU. Your classes will be small (usually just six to eight students). You'll get lots of individual help. And completing the GED program opens the door to the other edu­ cational opportunities that the SIU has for you. A high school diploma is the first step towards qualifying for one of the three scholarships for Seafarers that are offered each year. STEWARD • Asst. Cook • Cook & Baker • Chief Cook • Steward ENGINE • QMED • FOWT • Dk.Mech. ADVANCED COURSES • Advanced Pumpman Procedures • Advanced Electrical Procedures • Refrigeration Container Mechanic RECORD OF SEATIME — (Show only amount needed to upgrade in rating checked above or attach letter of service, whichever is applicable.) SHIP SIGNATURE RATING HELD DATE OF SHIPMENT DATE OF DISCHARGE DATE RETURN COMPLETED APPLICATION TO: LUNDEBERG UPGRADING CENTER, PINEY POINT, MD. 20674 Page 29 "IJ?-; �Four Cet Lifeboat Tickets Jiii ^ • QMEDs Receive Diplomas ; rui •v} •) 'i ' ' ^ ^ ' I ( ; i -. i iH 'M 'i '9 •J! i • M' :M I • > i: - • J ^ I. Head of the HLSS Deck Department, Paul Allman (extreme right) poses with his October class of lifeboat course graduates of (I. to r.): Pedro Rodriguez; Antonio Mercado; Ovidio Crespo, and Salvador Cordero. QMED Instructor Bill Eglinton (4th from right) with his Oct. 16 graduating class of (I. to r.): Joe Bailey; L. C. McBride; James Fair; Claude Woodard; John Courtney; Charles Duncan; Mitchell Hill, and Nathaniel R. Garcia. FOWTs Complete Course Lifeboaters End Course FOWT Instructor Pete Schuffels (extreme left) proudly presents his October class of graduates of (I. to r.): James McGinty; Brad Lipets; Doug Campbell; Craig Trautman; Mark Ruhl (kneeling); Kirk Lourim; Robert Lynch; Rick Stewart; Kenneth Lynch, and Calvin Codey. ^ Tom Doyle (3rd left) one of the Piney Point instructors of the Lifeboat Course, on Nov. 26 with graduates of (I. to r.); Francis Driscoll; Adam Ouevedo; Thomas Russell; James Hughes, and James Colwell. / i i i" ]\ fVn 3 Lifeboaters Finish Class Three QMEDs Graduate "- IT" ^i ; i : i: ' . -I .' 'M- , il ^ III « Three more Seafarers who finished the Lifeboat Course in October are (I. to r.); William Lopez; Earl Shepard, Jr.. and Joseph Montoya. QMED Instructor Jack Parcel (2nd right) with three more November graduates of his course of (I. to r.): George Stroplch; Randolph Ferebee, and Tommy McKeehan. Quartermaster Instructor Chuck Dwyer (center front) on the deck of the SS Zimmerman having his photo taken Oct. 16 with 10 graduating quartermasters They are (I to r. front): H. B. Francis; Recertified Bosun Scotty Byrne; Facundo Lacsamana, and Recertified Bosun Luth^er Myrex. In the rear (I. to r.) are: Vincent Rat^ff; Recertified Bosun Roy Theiss; Richard Bradford; Recertified Bosun John Curlew; William Arlund, and Alan Barnett. ^ ;• i; V; i- . •! -I -\i i.'"' ' i • "• -/ U )U .' if U;l I •{ : • I [^r • i ' Page 30 Seafarers Log �Six Mo • . ' . /. t.V Deck Department Instructor Paul Allman (left) on Nov. 13 and a.graduating class of (I. to r.): Lasater; Joe Montoya, and William Lopez III. Earl Shepard, Jr.; Ferdinand Gongora; Bill Lough; Tom ^ FOWTs Graduate at the Point .;•v--. jr.;.' At.tf^e extreme left is FOWT Instructor Pete Schuffels and his November graduating group of (I. to r.): Michael Mefferd; Chris Fraser;, Mark Stewart; Denver Myers; Jimmy Briordy; Kevin Bertel; Paul Onufer; Robert Haller, and Thomas Hebb, Jr. With his November graduating class of seven quartermasters is HLSS Instruc­ tor Chuck Dwyer and (I. to r.); DImitrios Despotidis; Richard Trexler; Larry Long; Joe Montoya; Eddie Sekella; Rafael Spiteri and Harold Spillane. Cook and Baker Graduates Steward Department Instructor Charlie Andrews (left) with a November grad­ uate of the Cook and Baker Course, Ismael Garcia. A Dozen 0MEDs End Class QMED Instructor Jack Parcel (center last row) Nov. 13 with a large graduation class of 12 (kneeling I. to r.); Otis Eddings, Jr.; Archie Bliger, and Richard Hannon. In second row, I. to r. are: Kenneth Steinmetz; Rafael Matos, Jr.; George Miller; Arnold Hamblet; Robert Sanchez; Edmund Pacheco, and Sam Black. In back row, I. to r. are: Torry Kidd, Jr., and Darry Sanders. February, 1976 Steward Department Instructor Don Nolan (left) congratulates with a hand­ shake on Dec. 11 Assistant Cook Feliciano Resto for completing the Assistant Cook Course. 9 Get Lifeboat Certificates Lifeboat Instructor Tom Doyle (extreme left) after giving his November class their Certificates of Achievement. They are (I. to r.): Juan Ponce; Warren Shoun; Jose Ortiz; Eric Sager; Joseph Werselowich; Javinal Fernandes; Wiibur Adams; Oscar Bird, and Walter Moore. Page 31 �•• .V T' ^ ••.-•• ,. • y - -- .... J ^ SEAFAREKS LOG Fsbruory, 1976 OFFICIAL PUBLICATION OF THE SEAFARERS INTERNATIONAL UNION • ATLANTIC, GULF. LAKES AND INLAND WATERS DISTRICT • AFL-CIO '76 ElcctiMis Will 8lm|ic Alaiiflnic Fnlvrc&1 I ; r 1 V i ( I The outcome of the political events of 1976, a year in which a new President, the entire House of Representatives and one third of the Senate is up for election, will have a profound and lasting effect on the livelihoods of Sea­ farers and the future of the U.S. maritime industry. The 1976 national elections are of such great importance to us as Seafarers because our industry, more than any other industry in this country, is affected by national and international laws and poli­ cies. And it is up to the Congress and the President to decide which laws are or aren't passed or re­ pealed. Among the more vital issues af­ fecting the maritime industry and the job security of every Seafarer that will ultimately be decided by Congress and the Administration are: • A fair oil cargo preference law which would require that at least 30 percent of all oil imported to the U.S. be carried on Americanmanned, American-flag ships. • A bill to curb the growing in­ cursion of tiiird-flag fleets into the U.S. foreign trades (already the Russians and other third-flag op­ ment to foster the growth of a globally competitive U.S. mer­ chant marine, second to none. The success of the SIU's politi­ cal programs, though, depends on one very important factor — the support of the SIU membership through voluntary donations to the Seafarers Political Activity Do­ nation fund. With the money donated to • Continued and complete en­ SPAD, the SIU can actively sup­ forcement of the Jones Act, which port the election or reelection, reserves the waterborne shipment campaigns of legislators who will of all goods between U.S. ports work for a strong maritime indusfor American-manned ships. ,try. At the same time, the SIU • Continued operation and the can u.se the SPAD donations to upgrading of USPHS hospitals block the election of those who and clinics, which are the focal have consistently opposed meas­ point of medical care for Ameri­ ures that would benefit the in­ dustry. can seamen. These are only a few of the Over the years, SPAD has paid pending issues, but with their off for Seafarers in a big way. outcome and the outcome of other Because of our members' con­ continuously arising maritime is­ tributions to SPAD, the SIU has sues lies the fate of our industry spearheaded vital legislation and the ability of Seafarers to through Congress such as the Mer­ make a living as merchant seamen. chant Marine Act of 1970, which The SIU, then, is faced in 1976 has meant scores 5f jobs for Sea­ with a tremendous political chal­ farers on new ships built under the lenge—and that is to work in all law. SPAD also enabled the SIU sectors of the nation for the elect- to lead the fight for Congressional tion or reelection of Congressmen, passage of the Energy Transporta­ Senators and a President that share tion Security Act of 1974, which with the SIU the same commit­ was ultimately killed through erators have captured more than one half of all cargoes moving from the U.S. West Coast to the Far East) • Continued and even steppedup implementation of the Mer­ chant Marine Act of 1970, which for five years has spurred a revitalization and modernization of the U.S. merchant marine. pocket veto. SPAD has also enabled the SIU to block repeated attempts from many quarters to circumvent the Jones Act, as well as continuous attempts by the Department of Health, Education and Welfare to shut down the USPHS system. For Seafarers, SPAD is much more than a political fund. It is an indispensable insurance policy on job security. And in 1976, be­ cause of the tremendous political Stakes involved, contributions to SPAD are more important than ever. With the support of SPAD^ the SIU's political goal in 19^76 is to help elect an Administration, as well as a majority in both Houses of Congress, that believes/ in a strong merchant marine for the U.S. and will work for its better­ ment. We can't afford to settle for anything less. SPAD is a vital fund for Sea­ farers, the SlU and the entire mer­ chant marine. With SPAD we can shape our own future. Without it, our future is in the unsure hands of others. Shape your own future. Sup­ port SPAD as often, and with as much as you can, in 1976. � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource February 1976 Description An account of the resource Headlines: AFL-CIO CAUTIONS ON REPORTED UNEMPLOYMENT DIP COAST GUARD ACCEPTS 15 IN DECK, ENGINE DEPTS. SENATE CONFIRMS USERY AS SECRETARY OF LABOR SOME QUESTIONED ANSWERED ON NEW U.S. PENSION BILL LARGE TURNOUT FOR SAN FRANCISCO MEETING ILO SETS A MARITIME CONFERENCE IN OCTOBER IN GENEVA SIU OFFICIAL APPOINTED TO NAVY LEAGUE COUNCIL PENOT ELECTED ROU PRESIDENT FRANKFORT AGENT RETIRES BOSUN'S SEATIME FULL OF NEAR MISSES SEAFARER, SIU CREW ARE CITED FOR RESCUE AT SEA HISTORIC ALCOHOLISM SEMINAR HELD DROZAK OUTLINES GOALS, PURPOSES OF REHAB HLS PRESIDENT CITES MANY SUCCESS STORIES THE WHO, WHAT, AND WHY OF ALCOHOLISM SHULMAN ANSWERES QUESTION "WHY TREATMENT?" SEMINAR PARTICIPANTS TAKE GUIDED TOUR OF SIU ALCOHOLISM REHABILITATION CENTER MCMANUS: "THE UNION'S ROLE IN ALCOHOLISM" RAY "MANAGEMENT'S ROLE IN ALCOHOLISM" REGAN SPEAKS ON OCCUPATIONAL PROGRAMS FOR THE ALCOHOLIC WEISMAN SUMMARIZES AND PRAISES SEMINAR PARTICIPANTS BREAK UP INTO GROUPS SEMINAR ENDS WITH DEPARTING CHALLENGE FROM HALL USPHS HOSPITALS TO STAY OPEN - FOR NOW DON'T LET THIS HAPPEN A COLLEGE CAREER IS AVAILABLE TO YOU '76 ELECTIONS WILL SHAPE MARITIME FUTURE Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 2/1/1976 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. XXXVIII, No. 2 1976 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/33ea1f89e46ecb596e9d6a78c821e480.PDF b15abab9c1e1199e24b174a588a91fec PDF Text Text y-r, r ' > t. r r i . I '• i -1 yyf'yu-jc\}.: WhMh'GHO ^1 ' "• >•' ' ( l! •iSi' # r-'' "' ir-.-' :,-' K-::''.r-&^''. :;:i. •«:'?!= .f: Vol. XXXVlii, No. 3 .;^^v; ^ r i--' ^ ^(5--y V, ,,.. yy ^ 3^ ^irV - "f ..r At i /• :W i •> ''• " ,%>' . .^ r : --'.ir-.. ] • :S I.. - r-^ ' ••'• r-.-.y': ••-•.:?4.:i-:i••.Sito f V; .••: .'•- •^^ "- •" '.J - nn �AFL-CIO Disputes U.S. Jobless Figures The U.S. Labor Department reported a slight dip in the unemployment rate last month, from 7.8 percent in Janu­ ary to 7.6 percent, but the AFL-CIO charged that a "realistic analysis" of unemployment data would show that the true jobless figure is in the area of 10.5 percent. The Labor Department's Bureau of Labor Statistics in its monthly report on U.S. employment, said that the job­ less rate had declined for the fourth consecutive month, and was now down one full percent since last October's rate of 8.6 percent. The peak unem­ ployment rate, says the Bureau, during the current recession, was 9.2 percent in May, 1975. However, AFL-CIO President George Meany, in a statement disputing the Bureau's statistics, said that the "oflBicial figures seriously underrate uo employment in America." Counting discouraged workers who have stopped looking for work and workers on parttime hours because full-time work is not available, the total number of un­ employed last month was 9.9 million, or 10.5 percent of the labor force, the statement said. The Labor Department does not compute statistics for "discouraged workers" who may have given up their search for a job because of frustration. Data on part-time workers is computed no differently than figures for full-time job holders. Meany charged the Labor Depart­ ment with "statistical gimmickry" and said that "there is no rational reason for the euphoric, politically-inspired predictions'!, of some Administration spokesmen who have said that if the current trend in the jobless figures con­ tinues, the unemployment rate may be below seven percent by the end of 1976. The AFL-CIO statement contended that 50 percent of the time of the ap­ proximately 3.5 million part-time work­ ers should be counted as unemployed. Adding this statistic of 1.7 million to the 7,136,000 full time unemployed, and 972,000 workers the Federation says are "discouraged," the "true" number of unemployed is nearly 9.9 million, Meany stated. Labor Department officials admitted that even at 7.6 percent the unemploy­ ment rate "continued at a high level by historical standards." Officials also con­ ceded that the February figures repre­ sented a "modest decline" following a Bureau report of a sharp drop in unem­ ployment from 8.3 percent in December tcy7.8 percent in January. It was this report of such a sharp drop In the January statistics that led the AFL-CIO to originally charge that the Bureau's figures were not showing the true unemployment picture. The Federation has stated that each month it will release its own jobless figures against those of the Labor Department. 5IU Fights to Keep U5PH5 Hospitals Open The SlU is presently engaged in a fight with the Department of Health, Education and Welfare to keep that agency from closing down the eight United States Public Health Service Hospitals located in port cities through­ out the country. This attempt by the Administration is only the latest in a long line of attacks made on these very vital health care facilities, and the SlU, with the help of our supporters in Congress, will once again battle to keep them maintained. The HEW Department is seeking the approval of the health planning agen­ cies in the local communities where the the PRESIDENT'S REPORT: Paul Hall Key Is SIU Membership In 1976, the SIU is aiming at a vitally important goal whose success depends solely on an ingredient that Seafarers have supplied so often in the past—membership unity. Our goal is simple—to help elect Congressmen, Senators and a Presi­ dential Administration that shares with the SIU the same commitment to establishing programs aimed at a completely revitalized U.S. merchant fleet. The road to achieving this goal, however, will not be so simple because in the four years since the last national elections, our nation has witnessed a political and economic upheaval which has damaged the bulwark of hundreds of industry programs, including some maritime programs. For instance, political concessions given the Russians under the policy of detente has allowed the USSR, along with other third-flag fleets, to capture nearly half of all cargoes moving between the U.S. West Coast and the Far East. This has taken a toll on West Coast shipping companies as well as hurting shipping opportunities for American seamen. The economic crisis, which now holds nearly ten million Americans in the grip of unemployment, and has forced cutbacks in many federal programs, has brought implementation of the landmark Merchant Marine Act of 1970 largely to a halt. This has had repercussions at many U.S. shipyards, which again means the loss of maritime jobs. The nation's economic plight has also contributed heavily to the fact that at the end of 1975 there were 44 fewer U.S.-flag merchant vessels actively engaged in waterborne commerce than at the end of 1974. There is only one effective way to reverse the government's illogical return in the last few years to a casual, giveaway attitude toward the U.S. merchant marine. And that is by making the SIU's influence felt, and felt hospitals are located in order to shut them down. HEW must make this move because in 1973 Congress transferred to local communities the power to veto the Department's attempts to close the hospitals. Congress also retained the right to veto HEW's plans. SIU Representatives throughout the country have written letters to the various health planning agencies citing the great value and need for these hos­ pitals, and asking the agencies to refuse HEW's request. Other maritime organ­ izations are also joining in the fight to preserve these facDities. Since 1970, HEW has made repeated attempts to close the USPHS facilities; each attempt was met by strong resis­ tance by the SlU, other maritime groups, and the great majority of Congressmen. In fact, twice since then Congress has passed laws mandating that the. hospitals must be kept open and fully staffed. The SlU, therefore, is once again mobilizing support both within the maritime industry and Congress to see that this latest attempt by the Adminisration is blocked. These eight hospi­ tals are a vital part of each community they serve, and an absolute necessity for U.S. merchant seamen. hard, in the upcoming elections in November. This is where the SIU membership—a united membership- -must come in, because the extent of the SIU's influence in the elections depends totally on the extent of Seafarers' support of the Union's political arm—SPAD. Backed by the strength of SPAD, the SIU will ^pport the reelection campaigns of those Senators and Congressmen, who by their voting records on maritime issues, have shown that they recognize the problems of the maritime industry and are willing to support the kinds of programs necessary to spearhead the U.S. merchant fleet back to a position of global competitive­ ness in all areas of ocean commerce. On the other hand, the SIU will use the strength of SPAD to actively oppose the reelection of those legislators who have consistently been a thorn in the side of progress for the U.S. maritime industry. With the support of SPAD by our members, the SIU will also become actively involved in the 1976 Presidential election to insure that the next Administration—^which could bring with it changes in such vital posts as Secretary of State, Secretary of Commerce, Maritime Administrator, and Secretary of Labor—^has the best interests of the U.S. maritime industry and all American workers at heart. The SIU's political program, then, for 1976 is a total program aimed at ushering in a House of Representatives, a Senate, and an Administration that will act intelligently in working with the SIU in building a long-term program for maritime revitalization. These programs, as outlined by the Maritime Trades Department's Executive Board last month, would include among others: • Enactment of a fair oil cargo preference law requiring at least 30 percent of all crude imported to the U.S. to be carried on American-flag ships. • Extension of the Jones Act to cover the Virgin Islands, which would mean 24 sailings per week for American-flag, American-manned ships. • A bill to stop the non-competitive rate-cutting practices of the Russians and other third-flag, state-owned fleets, which have already done so much , harm to legitimate U.S. companies involved in the West Coast-Far East waterborne trade. • A program to require the U.S. Navy to use its shipbuilding funds to build needed naval warships, and not non-combatant support vessels, such as tankers. The SIU's goals for 1976 are among the most ambitious In our history. And they will be difficult goals to achieve—but by no means Impossible. . As It has always been, the key to achieving our goals Is the SIU member­ ship—a membership that has proven over and over again by Its actions that It Is a united membership that has come through when It really counts. I believe that Seafarers w/ll again come through In a big way this year. Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Published monthly. Second Class postage paid at Brooklyn, N. Y. Vol. XXXVIII, No. 3, March 1976. Page 2 Seafarers Log �•/ •"•' AFL-aO '• T' Council Criticizes Government s Economic Policies The AFL-CIO Executive Council has severely criticized all aspects of the cur­ rent Administration's economic policies and programs, and assailed the govern­ ment for a failure to pull the country out of the present recession. The council, meeting in mid-winter session last month in Bal Harbour, Fla., reviewed the state of the economy, the nation's social needs, international problems, the state of the unions, and preparations for the 1976 elections. In a series of statements, the council attacked the Administration's "go-slow negativism" on bringing the country out of the recession, the tax and budget policies tied to the long discredited "trickle-down" theory, the failure to help the financially ailing states and cities or to develop an adequate and meaningful housing policy. The council was also critical of the Administration's program on health and social security, its limited approach to improving unemployment insurance, and cutbacks on food stamps and pro­ grams for children. The council stated that the top pri­ ority objective of the labor movement is legislation to translate the promise of full employment into reality. It called on the Congress to immediately begin to develop a full employment program based on a nine-point guide developed by the AFL-CIO Economic Policy Committee. After noting that the establishment of a full employment economy would require the committed effort of all seg- INDEX Legislative News Washington Activities .... Page 8 Union News President's Report Page 2 Joint Survivor Benefit .. .Page 11 Headquarters Report Page 7 Wilmington Meeting Page 4 SPAD in 1976 Back page Tallying Committee completes work Page 9 General News USPHS hospitals .... Page 2 MID holds meeting ..Pages 13-20 National Unemployment ..Page 2 AFL-CIO Exec Council meets ' Page 3 U.S. seapower Page 7 Edney in NLRB Confab .. .Page 5 Sailors Snug Harbor Page 5 Top Court and subsidies . .Page 5 All-Alaska gas line Page 12 Social Security and you ..Page 27 Shipping •Dispatchers Reports Ships' Committees S/T Worth crews up Ships' Digests Page 22 Page 6 Page 21 Page 24 Training and Upgrading Upgrading class schedule, requirements and application Pages 28-29 Seafarers participate in bosuns recertification and 'A' seniority upgrading Page 30 GED requirements and application Page 29 Membership News New SlU pensioners Final Departures March, 1976 Page 23 Page 26 .m .p "7 . T/." f .' tr' • T- ;ri i ' I .--'••i k-i li • s. '•U I Retiring after 20 years of service on the., AFL-CIO Executive Council, Vice President Joseph D. Keenan (left) receives good luck and best wishes from Federation Vice Presidents(l.to r.): Thomas W.GIeason, president, Interna­ tional Longshoremen's Association; Paul Hall, president, SlU, and Glenn Watts, president, Communication Workers of America. ments of society, the council added, aration for the 1976 elections — the Keenan, 80, was the last of the re­ "but it must start with the government." results of which could bring new pro­ maining vice presidents elected at the Federation President George Meany grams and policies. AFL-CIO merger convention in De­ stated that the AFL-CIO plans to have cember, 1955. After making a few, a comprehensive full employment bill Keenan Retires brief remarks to the council, Keenan In other actions, the council elected was given a long, emotional standing ready later this month in conjunction with a coalition of groups working to­ two new vice presidents and members ovation by council members. AFL-CIO President George Meany ward the same goal and that the meas­ of the council filling vacancies created ure would seek to "really implement by the death in October, 1975 of Peter spoke of Keenan as "a very busy man the Employment Act of 1946 which Fosco, president of the Laborers, and and a hard worker—very, very sincere. the retirement at the current session of It is with great regret that I saw him was passed 30 years ago." The council reviewed and approved Joseph D. Keenan, secretary-treasurer depart yesterday." In one of his last official jobs for the the nine-point guide adopted by the of the International Brotherhood of Economic Policy Committee whicW in­ Electrical Workers. Replacing Peter Federation, Keenan last year served on Fosco is Angelo Fosco, current presi­ a panel chaired by SIU President Paul cludes: • Job opportunities at decent wages dent of the Laborers,. and replacing Hall which investigated representation for all able to work and seeking work Keenan is Charles H. Pillard, president elections among the California farm workers. so that the unemployed at any time of the IBEW. would be only those who are temporar­ ily jobless. • Reduction of the unemployment rate to three percent of the labor force and programs to keep it from increasing beyond that level. • Requiring the Federal Reserve Board to justify to the President and Congress its policies on interest rates, the money supply and availability of credit. • A public employment program to provide jobs if regular channels fail to keep unemployment beloNv three per­ cent, with the additional jobs available at prevailing rates of pay but in no case less than the federal minimum wage. • An understanding by Congress that "an obsession with budget deficits" ignores the benefits of a full employ­ ment economy. • A requirement that the President submit economic targets for full em­ ployment as well as specific programs to achieve the objective, with ^he Presi­ dent's goals and policies to be reviewed by a general consultative body as well as by Congress. In the political arena, the council and members from affiliated unions, meeting SIU President Paul Hall (right) confers with Al H. Chesser, president of the as the Administrative Committee of the United Transportation Union, during AFL-CIO Executive Council mid-winter Committee on Political Education, re­ meetings held in Bal Harbour, Fla. last month. ceived a thorough report on the prep­ Page 3 'a V. ft 3 i. I •| ' •: i I' -J •'I i. �Wilmington Port Agent Mike Worley tells members about the continuing fight for the all-Alaska Gas Pipeline. Union secretary Janice Reese prepares to take the shipping card of FOWT Dario Madrid for registration. Brother Madrid retired in 1961 from the profes­ sional prize-fighting ring after 32 bouts. Looking over a recent copy of the Seafarers LOG's story on alcoholism is Chief Steward John T. Shields, a former instructor at the HLSS. Yfilmingfon Looks to Alaskan Pipelines Looking toward their future as personified in the construction of the Trans-Alaska Oil Pipeline and the All-Alaska Gas Pipeline recently were 75 Seafarers who ship out of the port of Wilming­ ton, Calif. They, and Port Agent Mike Worley, who chaired the monthly membership meeting there, talked over the whys and hows of the soon-to-he ready oil pipeline ne^ year, the battle for an All-Alaslca Gas Pipeline instead of a Trans- Canada line and what a boost to shipping they will mean when built. The give-and-take discussion among members in the Los An­ geles area mirrored their feeling that hundreds of jobs would be Seafarers (above and below) give rapt attention to the remark? of the monthly membership meeting chairman Mike Worley who also led the question and answer period on what concerns the rank and file at this time on maritime problems. available to them aboard ship when the Alaska North Slope crude has to be carried from the port of Valdez to the lower 48 states. Also mulled over by the audience was the possibility of an all-Alaska Gas Pipeline and the hundreds of jobs it would bring to them as they crewed the ailAmerican flag LNG-LPG ships to carry the much needed natural gas to the States. In conclusion, the port agent gave the members a rundown and answered queries on the new pen­ sion bill encouraging them to read it in the LOG special supplement. He also urged SIU brothers to make use of the Union's Alcoholic Rehabilitation Center at Piney Point if needed. Winding up the meeting was the reading of the quarterly financial and legislative reports. First to attend the LNG Course for deck personnel at Piney Point was AB Monty Fila who is about to attend the Wilmington meeting. Page 4 Seafarers Log �,..t- -J--.*.~r- I '-.^twmn'- i' Amid Many Doubts Trustees Prepare to Move Sailors' Snug Harbor The trustees of Sailors' Snug Harbor, a 144-year old home for aged and desti­ tute sailors in Staten Island, N.Y., are preparing to move the Harbor's old mariners to new facilities in Sea Level, N.C. Many of the Harbor's residents are not happy about the proposed move to Sea Level. Although the new facilities will be specially designed for the aged seafarers, they will be miles from even the closest town and quite isolated. 'In a letter signed by 22 of the Har­ bor's residents, these old sailors pointed out "there is absolutely no party in North Carolina who will be able to as­ sist the old and handicapped sailormen. We will be miles away from a city and will be minus the 24-hour* transporta­ tion. We will have to forget our Union Hall, the Social Service office, appoint­ ments to the marine hospital, private medicare physicians, close friends, fam­ ilies, supermarkets, etc. In fact we will have to enter a new life entirely." When the trustees first announced the move in the early 1970's, the N.Y. state attorney general, supported by the SIU and many of the Harbor's residents, tried to block the plan, but the courts finally approved the move in 1972. farm land in 1801, has multiplied many times over and at one time the Harbor was considered one of the richest pri­ vate charities in the country. Most of the buildings in the Harbor were built in the 1830's on an 85-acre park-like setting in Staten Island over­ looking New York's busy harbor. Snug Harbor's buildings, considered by many to be the finest standing ex­ amples of Greek Revival architecture, were declared historic landmarks by the Cityof New York. Although this designation is consid­ ered an important honor, the Harbor's trustees began looking for a new site for the home in 1967, claiming that the buildings did not meet existing codes for nursing homes and that the cost of renovating the buildings would be too great because, as landmarks, the struc­ tures' facades could not be altered. Eventually the trustees, who, under the provisions of Capt. Randall's will, include the mayor of New York and the pastor of the historic N.Y. Trinity Church, purchased the Sea Level site Although the trustees won approval to move the home, they had to agree to arrange and pay for accommodations and care for men wishing to stay in New York. At present it is not certain how many residents of the Harbor will elect to go it on their own and stay in the area. Established in 1801 Sailors' Snug Harbor was established in 1801 by Capt. Robert R. Randall, a sailor himself who became wealthy from privateering during the Revolu­ tionary War. Capt. Randall's will speci­ fied that a home be built "for the pur­ pose of maintaining and supporting aged,... and worn out sailors" on some portion of his land, and left a 10 squareblock area of lower Manhattan to pro­ vide income for the home. The value of this land, originally and began making plans to move the Harbor. Permission to Sell After the courts granted the trustees permission to move, they also granted permission to sell the 85-acre Staten Island site. Initially the City of N.Y. bought only the 15 acres on which the landmark buildings stand and a land developer purchased the remaining acreage for ap­ proximately $6 million. However, local residents protested the developer's plans for a 2,800-unit apartment complex and New York pur­ chased the land from the developer for $7.2 million. City plans for the site call for a com­ munity park which will center around the classically designed buildings, but the present financial state of the city has cast some doubt over the final fate of this historic 144-year old home for , Capt. Randall's refuge for homeless, aged sailors. Top Court OKs Government Cargo Ship Subsidy WASHINGTON — The Supreme Court upheld an Appeal Court's deci­ sion sustaining cargo subsidy for U.S. ships carrying Government-generated preference freight which cannot be car­ ried in foreign bottoms. The decision upholds a ruling by the U.S. Maritime Subsidy Board. The Feb. 23 ruling by the high court followed a seven-year legal war be­ tween subsidized U.S.-flag fleets rep­ resented by the American Institute of Merchant Shipping and the non-sub­ sidized U.S.-flag fleets represented by the American Maritime Association. By law, the preference cargo— foreign aid and military freight—is reserved for carriage in U.S.-flag bottoms. The original court suit by the AMA in 1969 sought to deny differential operating and construction subsidy to subsidized lines hauling Government preference cargo because they held that cargo from preference sources domi­ nated the services of AIMS shippers who bid below cost due to the subsidy cushion. They further maintained that the subsidy was intended to meet for­ eign-flag competition, and that it was designed to aid non-subsidized carriers. actual performance of a vessel could be ignored. They argued that if the vessels and the services were competi­ tive there was no requirement that particular lots of cargo be subject to foreign-flag competition in order to get a subsidy. The Maritime Subsidy Board had turned down the AMA's petition to have subsidized operators refund their subsidy when hauling Government cargo, but it did rule that a full oper­ ating subsidy could only be paid if at least 50 percent of gross freight receipts came from commercial cargo. The Board further ruled that subsidies may be reduced, but not eliminated. Following this, AIMS convinced a district court in a suit that the MSB "For the Government to pay both the cost differential subsidy and the compensatory freight rate" for its own cargo "is to pay a double subsidy," they charged. AIMS contended, however, that the port) of your union in the NLRB Con­ ference ... we want to commend . . . the excellent participation (and ser­ vices) of Steve Edney as a workshop panelist. It helped considerably in bring­ ing about a highly successful confer­ ence." NLRB officials outlined to the labor audience the fundamental rights and obligations of employers, employes and workshop panelist at the Jan. 17 con­ ference which discussed "How Does the NLRB Protect the Rights of the Em­ ploye?" In a Feb. 17 letter to SIU President Paul Hall, AFL-CIO Representative Charles Hogan of the L.A. and Orange Counties Organizing Committee, wrote ". . . we are highly appreciative for the involvement (and the continuing sup­ Steve Edney (2nd left), head of the SlUNA-affillated United Cannery and Industrial Workers of the Pacific, sits at a NLRB Conference Workshop Panel table with (I. to r.); Ray Perez, International organizer of the Sheetmetal had no power to reduce the subsidy. However, on an appeal to the Court of Appeals, the top tribunal backed the U.S. Commerce Department board's decision that subsidies can be cut, but based on the "degree to which the competitiveness of that operation is reflected in actual operating expenses," not on the all or nothing approach urged by the AMA. The Board rejected the Association's contention that a subsidized ship would have to carry cargo subject to foreignflag competition. Also it rejected the Institute's position that as long as ves­ sels compete with foreign shippers the actual performance and amount of competition is irrelevant. labor organizations under the NLRB Act and the role of the NLRB and its regional offices. Other speakers at the conference pointed out the rights of employes to organize and bargain collectively through representatives of their own choosing. They also delineated employ­ er and union unfair labor practices dur­ ing organizing drives. Page 5 I I- 1 . 1 J • ». -X 1] i • v,L "'v •. |i m: -.-n 1 1^ Workers International Assn.; Leonard Cohen, NLRB Region 31 field attorney. and Michael De Grace, NLRB Region 21 field examiner, as they discuss the many problems on representation petitions and unfair labor practices. March, 1976 1. T ^ Edney Stands Out on ItLRB Confab Workshop Panel Steve Edney, president of the SlUNAalfiliated United Cannery and Indus­ trial Workers of the Pacific took an active part recently in a National Labor Relations..Board Conference with 325 other trade unionists in Los Angeles. Edney, who is also treasurer of the AFL-CIO Los Angeles and Orange Counties Organizing Committee, re­ ceived high praise for his efforts as a • • 7^1 j �The Committee Page Transindiana Committee San Juan Committee Recertified Bosun Herwood Walters (standing far right) ship's chairman of the containership SS Transindiana (Hudson Waterways) stands by while SlU Patrolman Jack Caffey (seated left) gives Chief Steward Walter Fitch (seated right), secretary-reporter, a receipt for a SPAD donation at a payoff in Weehawken, NJ. late last month. Standing (I. to r.) are: Messman Red Green and the rest of the Ship's Committee of Deck Delegate Manuel Silva; Chief Electrician Bob Prentice, educational director: Engine Delegate John Lincoln and Steward Delegate German Rios. The vessel is on the coastwise run. On Mar. 1 at a payoff of the containership SS San Juan (Sea-Land) in Port Elizabeth, N.J., is SlU Patrolman Teddy Babkowski (seated center) reading an overtime report with the ship's chairman. Recertified Bosun William "Billy" Mitchell (seated left) who is a skydiving enthusiast, and Deck Delegate W. Hammock (seated right). The rest of the Ship's Committee and other members of the crew are (standing I. to r.): Chief Steward Angel Maldonado, secretaryreporter; Steward Delegate Francisco Tirado; OS J. Rodrigues, and Engine Delegate J. C. Cyr. The San Juan sailed to the Med after the payoff. Jacksonville Committee Elizabethporl- Committee Recertified Bosun Luther Pate (left) ship's chairman of the containership SS Jacksonville (Sea-Land) takes time out before a payoff late last month in Port Elizabeth, N.J. with the Ship's Committee of (I. to r.): Chief Steward Wil­ liam "Bill" Hand, secretary-reporter; Steward Delegate F. Moteos; Engine Delegate A. Vartholomeos, and (seated) Deck Delegate Joseph McGill. The ship is on the coastwise run. Ship's Chairman of the containership SS Elizabethport (Sea-Land) Recertified Bosun Vagri "Teddy" Neilsen (3rd from right) stands by for a payoff late last month in Port Elizabeth, N.J. with the Ship's Committee of (I. to r.): Engine Delegate Victor Ojea; Steward Delegate Wong Kong; Deck Delegate Frank Balasia; Educational Director David Able, and Chief Steward George W. Gibbons, secretary-reporter. The vessel is on the run to the Med. Overseas Vivian Committee Eagle Traveler Committee SID Patrolman Teddy Babkowski (seated center) writes out a dues receipt for Engine Delegate B. L. Fowler (seated right) of the tanker SS Overseas Vivian (Maritime Overseas) at a payoff in Port Newark, N.J. on Feb. 23. Other members of the Ship's Committee are (I. to r.); Chief Pumpman Clarence Crowder (seated), educational director; (standing) Smilin' Cook and Baker C. C. Williams, steward delegate, and Chief Steward Johnny Hodges, secretary-reporter. The ship went on the coastwise run to Texas City, Tex. after the payoff to load crude for delivery to Far East ports. Page 6 Up in the port of Albany, N.Y. on Mar. 3 (seated I. to r.) SlU Patrolman Jack Caffey and SlU Representative George Ripol get ready to accept dues at a payoff of the tanker ST Eagle Traveler (Seatrain) leading off with the Ship's Steward Edward Caudill, secretary-reporter; mird Cook J. Gillian, steward delegate; Recertified Bosun Israel "Izzy" Farhi, ship s chairman, and AB Robert "Bob" Lawson, deck delegate. The ship took on grain destined for Russia. Seafarers Log �Jackson Notes Need for U.S. Seapower Improvement Senator Henry M, Jackson (DWash.), an influential member of the Senate Commerce Committee which deals with many maritime bills each year, released a statement on American seapower and the U.S. Navy last month pledging to "work for the enhancement of all aspects of American seapower in­ cluding our Navy, our fishing fleets, our merchant marine and our oceanographic research efforts—to insure that America regains its place as the world's leading seafaring nation." Pointing out that the U.S. merchant marine has slipped from first place to eighth in world standing and that the Soviet Union has raised its position from 23rd to sixth. Sen. Jackson's state­ ment claimed "because America's mer­ chant marine has been allowed to de­ cline, our ability to maintain commercial sea communication both with trading partners and allies is in doubt." He charged that the Soviets have mounted "a world-wide offensive to undermine Western shipping. Indeed, the evidence of Soviet attempts to make use of both their national monopoly and enormous state subsidies to drive West­ ern shipping from the high seas is overwhelming." Because "less than ten percent of our exports and imports move in ships flying the American flag," Sen. Jackson also said "our own shipbuilding indus­ try, once a world leader, is in serious trouble" and "many private shipyards face the prospect of becoming idle for lack of work." To revitalize the U.S. merchant ma­ rine, Sen. Jackson said, "our foreign policy should be more assertive in the defense of American maritime inter­ ests" and he charged that "successive Administrations have failed to bargain hard for international agreements which give our own merchant marine proper reciprocity." Airing his view that "maritime policy is too important to remain buried in the federal bureaucracy," Sen. Jackson said "what is needed is ... to cut through the bureaucratic inertia which inhibits the revitalization of the maritime indus­ try." Clarificafion on Houston Grievanee Negotiated Because of a grievance from the the indicated rate shall be paid: port of Houston submitted to SIU 1. Beaumont $14.00 Executive Vice President Frank 2. Lake Charles 25.00 Drozak, the Union and a Manage­ 3. Galveston 10.00 ment Negotiating Committee met 4. Baytown 12.60 recently to clarify the matter. 5. Texas City 9.00 As a result, aj^eements between 6 PortNeches 15.00 the SIU, Union-contracted shipping 7. Brownsviile 50.00 companies belonging to the Ameri­ can Maritime Assn. and six other 8. Corpus Christi 32.40" SIU - manned, independent com­ ('••"the above rate may be changed, panies were negotiated to clarify the subject to airline rates). grievance. "Economy plane fare shall be paid The independent companies are upon presentation of the used plane the Waterman Steamship Co., Trans­ ticket, otherwise the seaman shall be oceanic Cable Ships Inc., Interocean reimbursed $15. Management Corp., the Delta Steam­ "The same procedure instituted in ship Line, Keva Corp. and the Eco- Rule D of the Shipping Rules shall loi^cal Shipping Corp. apply. If a seaman accepts transpor­ Part of the agreement reads: "... tation from a company or the Union The Union and a Management and fails to join and sail the vessel, Negotiating Committee met on Jan. he must reimburse whoever made 27, 1976 for the purpose of clarify­ such advance. The Union will assist ing the following matters: in the collection." It was suggested that the ships* '*S, Transportation chairmen and port agents post this "When seamen are shipped from information on the ships* and hiring Houston to the ports listed below. halls* bulletin board. Emergency Hospital Care Inquiries have been made recently by a number of Seaforers concerning hospital care in a nonUSPHS facility. If a Seafarer is too ill or badly injured to travel to a Public Health Service facility, he or someone acting in his behalf must request authorization for the emergency care from the Di­ rector/Medical Officer in Charge of the nearest USPHS hospital, outpatient clinic or contracted physician. This request may be made by telephone or telegraph. When the Medical Officer in Charge is satisfied that the seaman is eligible and his condition is a true emergency, he wU grant au- March, 1976 thority for the requested care and the USPHS will a^ume responsi­ bility for aU bills. Unless this request for author­ ization is made within 48 hours of seeking treatment, the USPHS may refuse to pay for any of the medical services rendered. Seafarers should also note that the SIU Welfare Plan does not cover medical expenses Incurred by members eligible for USPHS care. If the USPHS refuses to pay for emergency care given at nonUSPHS facilities because a Sea­ farer failed to notify the facility, then the Seafarer will be respon­ sible for all bills for the care. Headquarters Note by SIU Vice President Frank Drozak Over the years, we in the maritime industry have always had to work hard in order to achieve our goals: better working conditions, just wages and good benefit programs, and a fair share of U.S. cargo for the entire American mer­ chant marine. And, we must always remember that after obtaining many of these things we have had to work just as hard to see that they were not subse­ quently taken away from us. As events of the past few months have shown, this fact of life continues to be true today, more than ever before. For instance, the Ford Administration, through its Department of Health, Education and Welfare is seeking to close the eight United States Public Health Service Hospitals located in port cities throughout the country. This is not the first time the government has attempted to shut down these vital health facilities, and each previous attempt was met by strong resistance from the SIU and many of our supporters in the Congress. Although we have been able in the past to thwart this move by HEW, this has not deterred the government from trying once again. So, once again we must fight to preserve the existence of these hospitals which have provided excellent, speedy medical care for Seafarers who in most cases would not have been able to afford the cost of treatment at a private hospital. The SIU has protested to the local health planning agencies in the cities where the eight hospitals are located to ask them to refuse HEW permission to close these facilities. We are also seeking support in the Congress, which also would have to give HEW its approval to shut down the hospitals. It is a fight we have waged before but must wage again because, in our industry, success is never permanent. HEW's attempt to close the USPHS hospitals is just one example of ways in which our industry can be severely hurt by those who do not have our best interests in mind. That is why we must constantly be on watch at all times for anything which may have an adverse effect on our livelihood; we never know when we may face a fight to preserve what we have. That is also the reason why we must continue to support our friends in Congress, and in !:his pivotal election year, elect Congressmen and a President who .recognize the importance of a viable, prosperous American merchant marine. We must remain politically active, and the only way we can do this is with the full support of the entire SIU membership, through volunta^ dona­ tions to SPAD. We must continue to look out for our best interests in order to secure our future in this industry in the years ahead. ^ fI . "/'• •rW. • •{' J--.; . ^ r*-: f % i •wW- f q v:4 r 'f *A' SENIORITY UPGRADING PROGRAM The six more Seafarers who graduated from the SIU's 'A' Seniority Upgrad­ ing Program this month have now become full bOok members in this Union. They receive the rights and privileges of a full book member, but take on added responsibilities as well. These men will be taking the place of all our brothers who have retired and passed on. They will continue to provide the SIU with the most qualified, besttrained Seafarers for all our contracted ships. I urge all eligible 'B' men to apply for this program as soon as possible. •' ?' I 11 :< * . K iS FIREFIGHTING All brothers who do not already have one should obtain a firefighting cer­ tificate as soon as possible. To do this, Seafarers should attend the two-day course offered at the Harry Lundeberg ^hool and at the MSC-MARAD Firefighting School in Earle, N.J. Upcoming dates for the course are: Mar. 30; April 2, 16, 22 and 30. ^0- •' ii •M •I' I • LNG TRAINING There can be no question that the LNG/LPG vessels are the ships of the future. In order for any Seafarer to sail on one of these highly-sophisticated energy ships he will have to be qualified and certified by the U.S. Coast Guard. The Harry Lundeberg School has an excellent LNG training program for any interested SIU member. I urge all our brothers to look into this program. Page? • ] • i-?-- ( BOSUNS RECERTIFICATION PROGRAM With 12 more Seafarers graduating from the Bosuns Recertification Program this month the total number of men to go through the program reaches 355. The success of this program is evidenced by the fact that our contracted vessels are sailing with fewer beefs and smoother payoffs. The recertified bosun is providing the needed leadership aboard our ships which will make the future of our Union within this industry secure. i i •S 1. , :;i5 . _ ^ ••t •% -i- •If �Washington Activities As part of the Washington Activities column, for the next few months we will be running articles concerning the way in which our form of government works. We hope these articles will prove informative to our members. Committees One outstanding characteristic of Congress is the dominant role of the committees. Originally, legislation was considered on the floor and a temporary committee was appointed to work out details. Standing committees have jurdisdiction over legislation. They have hearings which are public and executive sessions where bills are marked up and vital decisions are made. The committee can decide whether a bill goes to the floor and controls proceedings, once it is there. Conference committees are made up of senior members of the siding conunittees from the House and Senate which are preparing similar bills; they meet to resolve differences in the two versions of the bill. Special, joint or select committees are temporary for the life of that Congress, and they do not report bills. The majority party has a proportionately larger number of members on each committee than the minority. The committee system contributes to efficiency of Congress by dividing the workload hmong small groups with specialized knowledge of complex legislation. The disadvantage of specialization and division of labor into committees is that responsibility for an entire budget or program is fragmented and Congress hss difficulty formulating consistent comprehensive legislative programs. The number of committees had grown so large that the Legislative Reorgan­ ization Act of 1946 was passed as an attempt to streamline the system. It limited the number and organized the committee system to make the com­ mittees correspond with the administrative agencies, for better communication with agencies responsible for similar policy areas. The Commerce Committee in the Senate and the Merchant Marine Com­ mittee in the House handle most merchant marine issues. The Maritime Administration, the agency which administers maritime programs, is a unit of the Department of Commerce. Members of committees take pride in their expertise and in the subject areas of their committees. They are chosen, usually, because the work of the com­ mittee is of special interest to their constituents. The committees are further divided into subcommittees. For example. Merchant Marine and Fisheries has several subcommittees; e.g., Merchant Marine, Coast Guard and Navigation, and Oceanography. The Legislative Reorganization Act of 1946 also gave the committees professional staff to assist them in their handling of complex and technical matters, as the Bureau of the Budget (now Office of Management and Budget) did for the President. Maritime Authorization H.R. 11481, the bill to authorize fiscal year 1977 maritime programs, was reported out of the House Merchant Marine and Fisheries Committee on Feb. 257 A new authorization is required each year for all programs and must be followed by an appropriation bill which provides the money for the programs. On the same day, the Committee considered an amendment to the negotiated procurement bill, H.R. 11504, which would increase construction subsidy to 50 percent; however, in action led by Rep. Paul McCloskey (R-Calif.) the ceiling on subsidies was reduced to 45 percent. PubUe Health Service Hospitals The Department of Health, Education and Welfare is trying again to close the eight remaining PHS hospitals. Hearings are being held in each of the hospital locations to ascertain whether local groups are willing to take over the services provided now by PHS. In spite of the clear intent of Congress to keep them open and the require­ ment spelled out in the law, the Administration attempts to reduce services, slow down needed repairs, or use whatever means possible to close the hospital doors and take away from seamen the health care which has been made available since 1798. We do not intend to sit by and allow HEW and the Administration to will­ fully and arbitrarily break the law and close the hospitals. Alaska Gas Pipeline The Federal Power Commission has been considering a proposal that 48" pipe be used for the Alaska gas pipeline. We are opposing the recommendation, because it would mean that foreign pipe be used. No U.S. manufacturer can produce 48" pipe without costly retooling, and U.S. pipe would be shipped on U.S. ships with American crews. To Protect Your Job Security in the Fight for Favorable Legislation Seafarers arc urged to contribute to SPAD. It Is the way to have your voice heard and to keep your union effective in the fight for legislation to protect the security of every Seafarer and his family. Electrician Gets Checkup Some developments in Congress since last month's column are: Jones Act Hearings began in the Senate Commerce Subcommittee on Merchant Marine Feb. 25 on S. 2422. The bill, introduced last September by Senator Johnston (D-La.), would extend the provisions of the Jones Act to the Virgin Islands with respect to crude oil, residual and refined petroleum products. Senator Johnston noted the benefits to the U.S. merchant marine, ship­ builders, refineries and the U.S. economy if the Virgin Islands oil trades were brought under the U.S. flag. The Governor of the Virgin Islands and their Delegate to the U.S. Congress, Ron DeLugo, testified against the bill. No further hearing dates are set yet. Ocean Mining Chaiiman John Murphy (D.-N.Y.) continued hearings during February and early March on deepsea mining legislation in the House Merchant Marine and Fisheries Committee's Subcommittee on Oceanography. A decision must be made as to whether authority for regulation of deepsea mining will be given to the Department of Interior or the Department of Commerce. Hearings held last November in the Senate Subcommittee on Minerals, Materials and Fuels indicate that U.S. technology is ready, but the financial community is unwilling to back industry because there would be no protection for companies and their investments until a law has been passed. Both cmnmittees must still mark up their bills before they can be reported out to the floor of the respective bodies. Getting checked over by Dr. Maurice Rivkin (right) of the SlU Hdqs. Clinic recently is Chief Electrician Richard Anderson of the SlU-contracted Puerto Rican Marine Management shore gang. Seafarers Log �Election of SiU Officers Union Tallying Commiftee Completes Report Elections for SIU officers and job holders for the 1976-1979 term have been completed, and the Union Tally­ ing Committee's report ceuifying the results has been submitted. The report has been posted at all union halls and has been read and voted upon at March membership meetings in all ports. The election, which was held from Nov. 1 thru Dec. 31, 1975, was con­ ducted by secret mail ballot. All full book members in good standing were eligible to vote. Ballots were available for members to obtain at 24 U.S. ports, as well as in Puerto Rico, and in Yokohama, Japan. :l • •;> Election Results SIU President Paul Hall was re­ elected to his position by defeating three other candidates for the job. The vote totals were: Paul Hall—3,791 Louis C. Babln—73 Walter LeClair—48 Glenn Wells—22 No votes—11 Voids—16 SIU Vice President Frank Drozak was elected to the post of Executive Vice President. Drozak was unopposed for election, and according to the sec­ tion of die SIU Constitution governing Rules For Elections, the Committee was '^not required to tally completely the results of the voting for such unop­ posed candidate." Other SIU executive officers who ran unopposed and were thus elected are: Secretary Treasurer — Joseph DiGiorgio. Vice President in Charge of ConAccmds^ to the rules of the SnU Constitution, the Umon Tallyii^ Committee which tabniatm the votm of die SIU decdon for officers is to be composed of two memhers from each of the e^t constitutiomd ports. Ibe Tdiyii^ Committee for the 1976-79 term of SIU officers were elected at Special Meetings held in die e^t ports on December 29^ 1975. When this year's Committee began work on January 5, 1976, it was noted that the two elected members bom the port of Philadelphia were not present; both men were 91 and unable to attend the Committee ses­ sions. There is ho provision in the SIU ConstitntHm which calls for a delay in Committee proceedings or aUows for another Special Meeting to elect replacements. Therefore, the Committee commenced and com<^ pleted Its woik with 14 members five more than was needed for a quGnim under the Provisions of Constitution. The 15 Tallying Coamiitfec hi 'bers^vrere:' . j. Golder, Frank Tdi—Fort iNew'York.'. T. McNws, Jfohn Mc Port of l^ltimore. J. Matcum, M. Doherty^^ihlidt .Detihi,-': Iheodore lames,' K,.' R.; • 'Bwtti^ Port of Hoostoa. Teddy Kross, J. R. Johnson^ Port of New CMesh®. H. j. Peterson^ Mobile. Harry^^ I^^ Jack Kihgsley-^ l^ofMFl^ March, 1976 •' I Members of the Union's Tallying Committee tabulate results of SIU election for officers at Headquarters recently. They are seated, (from I. to r.): Teddy Kross; J. Golder; Jack Kingsley; Harry Huston; B. D. Burns, and M. K. Doherty. Standing, (from I. to r.) are: J. R. Johnson; H. B. Butts; Frank Teti; J. McLaughlin; James Marcum; T. McNee, H. J. Peterson, and T. James. Two Seafarers elected to the Committee from the port of Philadelphia were taken ill and could not attend. tracts and Contract Enforcement— William (Red) Morris, both running The vote totals were: Cat Tanner. unopposed, were elected. For the posi­ Frank "Scottie" Aubusson—3,524 Vice President in Charge of the tion of Baltimore Joint Patrolman, Peter E. Dolan—645 Atlantic Coast—^Earl Shepard. Tony Kastina and Robert Pomerlane, Roan Lightfoot—3,438 Vice President in Charge of the both running unopposed, were elected. Franklin Taylor—3,351 Gulf Coast—Lindsey J. WiUiams. No votes—802 MobUe Patrolmen Ficc President in Charge of the Voids—123 For the jobs of Mobile Joint Patrol­ Lakes and Inland Waters — Paul Frank "Scottie" Aubusson, Roan man, two positions were open. The vote Lightfoot and Franklin Taylor were Drozak. totals were: elected. Headquarters Reps David L. Dickinson—422 Four men were elected to the posts Harold J. Fischer—3,452 S.F. Patrolmen of Headquarters Representatives, all Robert L. Jordan—3,391 There were two positions open for running unopposed. They are: Fred No votes—525 the job of San Francisco Joint Patrol­ Famen; Leon Hall, Jr.; William W. Voids—132 man. The vote totals were: Hall, and Edward X. Mooney. Harold J. Fischer and Robert L. Arthur C. Lehmann—556 Jordan were elected. Port Agents Pasquale (Pat) Marinelli—3,336 N.O. Patrolmen The following men were elected to Joseph Sacco—3,419 the post of Agent from their respective The following men, all running un­ No votes—445 ports. All candidates ran unopposed. opposed, were elected to the posts of Voids—166 New York—George McCartney New Orleans Joint Patrolman: Thomas Pasquale (Pat) Marinelli and Joseph Philadelphia—John Fay E. Gould; Louis Guarino, and Stanley Sacco were elected. Baltimore—^Benjamin Wilson Zeagler. Detroit Patrolmen Mobile—^Louis Neira Houston Patrolmen Roy Boudreau, who ran unopposed, New Orleans—C.J. "Buck" Stephens was elected to the post of Detroit Joint There were three jobs open for the Houston—^Robert F. (Mickey) WilPatrolman. position ofHouston Joint Patrolman. burh San Francisco—Steve Troy Detroit—^Jack Bluitt N.Y. Patrolmen For the jobs of New York Joint Patrolman, eight positions were open. The vote totals were: Ted Babkowski—3,529 JackCafley-3,535 Angus Campbell—3,591 Perry D. Ellis—714. Luige lovino—3,541 Frank Mongelli—3,525 Michael Sacco—3,508 Keith Terpe—3,519 Herman M. Troxclair—3,356 No votes—2,180 Voids—690 The eight men elected are: Ted Babkowski; Jack Caffey; Angus Camp­ bell;- Luige. lovino; Frank Mongelli; Michael Sacco; Keith Terpe, and Her­ man M. Troxclair. Phila., Bait. Patrolmen For the position of Philadelphia Joint Patrolman, Albert (Al) Bi-nstein and I I I I I I I I I I I I SIU Alcohol Rehabilitation Center holic Rehabilitation Center. I understand that this will be kept strictty confidential, and that no records or information about me will be kept Telephone No Name Book No. Address (Street or RFD) (City) (State) i J?- i -m n I am interested in attending a six-week program at the SIU Alco­ anywhere except at The Center. •h (Zip) Mail to: THE CENTER Star Route Box I53-A Valley Lee, Maryland 20692 Pages �i' k : SS Port Hoskins Carrying 26,000-tons of crude last month was the T2 tanker SS Fort Hoskins (Inter Ocean)'on the coastwise run from Port Everglades, Fla. to an Atlantic Coast port of call. SS Golden Monarch SS Consumers Power A once-doomed freighter, the SlU-contracted SS Consumers Power (American Steamship) nears a golden milestone next year when she completes 50 years of sailing on the Great Lakes. The self-unloading bulk carrier renamed four times was sunk on June 15, 1943 in a collision with the undamaged SS DM. Clemson in heavy fog in the Straits of Mackinac. She was then formally abandoned by her owners until the late Capt. John Roen had the vessel's hulk uniquely lifted up and saved the ship from becoming the stuff of which tales of ghost ships are made of. Christened the.SS George M. Humphrey (U.S. Secretary of the Treasury from Cheybogan, Mich.) in 1927 when she was launched at Lorain, Ohio, the ship sailed 15 years until she was sunk carrying 14,000-tons of iron ore to the bottom, fortunately with all hands saved. The U.S. Corps of Engineers, worried about the hulk lying in a busy channel, asked for salvage bids for her removal after which she would be towed to deep water and blown to smithereens. Capt. Roen bid $50,000 and had a bright idea. His underwater divers found a 21-foot diameter hole stove in the vessel's bulkhead, but the hull was reported to be in tip top shape lying on an even keel on a muddy bottom. In September 1943, a crane barge crew brought up the iron ore cargo. Then the plucky master got hold of a scale model of the 600-foot SS Humphrey which he experimentally sailed in his Sturgeon Bay, Wise, bathtub. By Spring 1944, he had a specially-built barge stationed directly above the sunken ship with 200 cables hanging down one side. The divers positioned each cable around the hulk's hull bringing them topside to be secured on the other side of the barge. Result: a giant steel cradle. Next the barge was intentionally deep-sixed to rest on the deck of the Humphrey. Then pumps emptied the water out of the barge to make her a hollow pontoon. Simultaneously air was pumped into the still secure ballast tanks of the abandoned ship. Presto! The Humphrey floated free from her watery grave and was towed toward the shore until she hit bottom. Then the lifting and towing was repeated eight times until she was on the surface. After enough water had left her, workmen patched the hole stove in her side. On Sept. 15,1944, the Humphrey was towed to Sturgeon Bay. In the Spring of 1945, the refitted vessel sailed with a new name, the SS Capt. John Roen until 1948 when she was sold to the American Steamship Co. They converted her to a self-unloader and renamed her the SS Capt. Adam R. Cornelius, a Lakes sailing pioneer. Her last name change in 1958 was to the SS Consumers Power, the Cornelius name going to a new self-unloader. Coming from the Med recently to Quebec, Canada on the St. Lawrence River was the tanker SS Golden Monarch (Westchester Marine) carrying 70,000-tons of oil. SS Eagle Traveler The tanker SS Eagle Traveler (Sea Transport) recently hauled 30,000-tohs of grain from the Gulf to a Soviet Black Sea harbor. SS Merrimac Coming out of layup this month or in April will be the bulk carrier SS Merrimac (Maritime Overseas) to transport MSC cargo to Europe for a year from the port of Norfolk or Philadelphia. SS Mount Washington Recently the tanker 5S Mount Washington (Washington Tankers) sailed with 44,000-tons of grain from the Gulf to a Russian Black Sea port. SS Overseas Joyce Also carrying grain to a USSR Black Sea port recently was the tanker SS Overseas Joyce (Maritime Overseas) from a Gulf port. I SS Eagle Voyager Sailing from the Gulf port of Houston to a Soviet Black Sea port recently was the tanker SS Eagle Voyager (Sea Transport) with 30,000-tons of grain. SS Sugar Islander The bulk carrier SS Sugar Islander (Pyramid) had a cargo of 24,000-tons of grain which she carried recently from an East Coast port to Haifi, Israel. SS Delta Mar A helicopter from the H.M.S. Endurance, a British Navy Antarctica patrol ship, carried voyage mementoes to and from the masters of the LASH SS Delta Mar (Delta Line), Capt. L.V. Cooley, and the summer patrol vessel late last year. The Delta Mar was one day out of Rio de Janeiro on her way to Maracaibo, Venezuela when she encountered the Endurance and the skippers exchanged mutual good wishes over the ships' radios. Seventy-one cents of every dollar spent in shipping on American-flag vessels renuins in this country, making a very substantial contribution to the natioiuil balance of payments and to the nation's economy. Use U.S.-flag ships. It's good for the American maritime indnstiy, thb Ameri­ can shipper, and America. Their SOfh Golden Year Port New York .. Philadelphia . Baltimore ... Norfolk Jacksonville . Detroit Hand-in-hand together at home are SlU Pensioner Clyde E. Hiers, 73, of the port of Tampa and his wife, Jewell, who celebrated their 50th wedding anniversary on Nov. 25. A Floridian, Brother Hiers joined the Union in Tampa in 1949 sailing as a chief steward and chief cook. He is a regular contributor to SPAD. The couple have a son, daughter, three grandchildren and a great­ grandchild. Page 10 Houston .... New Orleans . Mobile San Francisco Wilmington . Seattle Piney Point . San Juan .... Columbus ... Chicago .... Port Arthur . Buffalo ... -, St. Louis .... Cleveland ... Jersey City .. Date .. .. .. .. .. .. mu Deep Sea Apr. 5 • • • ... 2:30 p.m. ..... 5:00 p.m. Apr. 6 ... 2:30 p.m. ..... 5:00 p.m. Apr. 7 ... 2:30 p.m. .. ... 5:00 p.m. Apr. 8 ... 9:30 a.m. ..... 5:00 p.m. Apr. 8 ... 2:00 p.m. .. • • • Apr. 9 ... 2:30 p.m. .. • • • Apr. 12 »•• •— ^ ^ ... 5:00 p.m. .. Apr. 12 ... 2:30 p.m. ..... 5:00 p.m. .. Apr. 13 ... 2:30 p.m. ..... 5:00 p.m. .. Apr. 14 ... 2:30 p.m. ..... 5:00 p.m. .. Apr. 15 ... 2:30 p.m. .. • • • .. Apr. 19 ... 2:30 p.m. .. .. Apr. 23 ... 2:30 p.m. .. • • • .. Apr. 10 ..10:30 a.m. .... .10:30 a.m. .. Apr. 8 ... 2:30 p.m. .. .. Apr. 17 • •• ... 5:00 p.m. .. Apr. 13 ... 5:00 p.m. ... 5:00 p.m. ... 5:00 p.m. .. Apr. 15 ,.. 5:00 p.m. ... Apr. 12 ... 5:00 p.m. UIW ... ... ... •.. • a' a V • • a a 1 • t • 1 • a a • a • c a a a a a a 1 a • a» a a a a a a a • i1 a a a a a a a a 11 a a ''•• • •• , ,7:00p.m. a a a 1 a a a a a a I a a i a a a a a a a• a a a a a ( a a a a a • • • •• a a a a a a a a• a a a a a a a a a a •— • t a • a —• mtmam • a 11 • a a a a• a a _ a a a a a a a 1 7:00 p.m. 7:00 p.m. 7:00 p.m. 7:00 p.m. a a a' a a . •• a a a a a a .. 1:00 p.m. a a a1 a a a a a' a a a a a a a a a a a a a a a a a •"•a a a a a a Seafarers Log �t Seafarers Get High Sthool > f f- r f f f ^ f * ASHORE Diplomas Through Piney Point CED Program Portland, Ore. Denver Myers Two more Seafarers, Alphonso David and Denver Myers, recently earned their high school diplomas through the Gen­ eral Educational Development (GED) Program at the Lundeberg School in Piney Point, Md. Brother David is 25-years-old and a resident of Brooklyn, N.Y. He dropp>ed out of high school in the 11th grade, and has been out of school for several years. Seafarer David, who ships in the steward department, said that he de­ cided to enroll in the high school equiv­ alency program "because I wanted to complete and further my education for the benefit of both myself and my loved ones." Seafarer Denver Myers, who sails in the engine department as FOWT, grad­ uated from HLSS as a trainee in 1974. The Board of Trastees <dE tile SRPs Phm is conildi^g the that itiU apply to a |eiiit i»d r^snrtivor aiuitity Under tUs and suiil^r an' nD%, or hnsbinid-vtife annuity, an |lSIU member choodbug this benefit woidd receive a reduced moitifaly vftoodMrn 'until his death and, if hfe is stiH Uving at^ ti^^ of his death, she would continue receiving 50 percent of his monthly pension benefit until her d^th. The pensioner covered under this annuity would receive a reduced ben:^fit because this plan is more ex­ pensive than a benefit which ends the death of the pensioner. The actual amount of this reduced ^monthly benefit would be computed ihy actuaries cpnsideiii^ fac­ Alphonso David Brother Myers enrolled in the GED Program as a partial tester while he was still a trainee. After he acquired the necessary seatime, he returned to the Lundeberg School to upgrade and he completed his high school education at the same time. Brother Myers comes from a large family which includes six brothers and a sister. One of his broth­ ers, Mosel Myers, also attended the HLSS. His home town is Philadelphia, Pa. The high school equivalency program at the Lundeberg School is open to all Seafarers who have one year of seatime. Instruction in the program is individual­ ized for each Seafarer. To date, 47 Sea­ farers and Inland Boatmen have suc­ cessfully completed the program and earned their Maryland State High School diplomas. tors, indnding the life expectancy of the paudOttei^s spouse, and nmst be ?i cUk^tel on a case-l^-case ImslKc| Each married Seabirer, w^en becoiaies eligibie for a pension^ will|| be imtified of the eract amount tlue reduced monthly pension he wtilH get should he receive this benefit and I will be gfven 90 days to reject the| joint and survivor annuity. | If he does not reject the husband-'v| wife annuity at this time, he will, | required by the Employee Retire-; ment Income Security Act of 1974, automatically receive the joint bene­ fit when he retires. Unmarried Seafarers will automaticalfy receive the full montiily^ pension benefit which will end withf their death. The joint and survivor" benefit will not apply to men alrmdy on pemdon. Alcoholism: A Major Problem Today . Alcoholism is a major problem. One out of every 10 Americans who drink has a serious drinking problem. Alcoholism is a disease. It can be treated. March, 1976 Last month the LOG heard from AB I. H. Pepper who makes his home on the West Coast. Seafarer Pepper's letter and magazine and newspaper clippings from the daily Oregon (Portland) Journal told of a year he took off from sailing last year "to do some boating" with his 24-foot, 225-hp engine inboard-outboard cabin cruiser, the Migrant, to make a trip from Portland, Ore. by way of the Columbia River and into the Snake River all the way to Lewiston, Idaho. Brother Pepper pointed out that "it had never been done single-handed roundtrip . .. took me through 16 locks . . . and 752 river miles. I had television cover­ age (KOIN Channel 6-Portland) on the trip and made the papers in Lewiston and two newspapers in Portland, and six top boating magazines on the West Coast since it was the first time it had ever been done single-handed ..." He went on to say "I will be on my way on June 5, 1976 to take my last long trip (a second dream) in my boat that will take me down the Columbia River, up the Pacific Ocean around Canada and my last stop will be Ketchkian, Alaska. Roundtrip will take me 2,400 miles. I'll be going single-handed ..." In a letter to a mazagine editor, entitled "Riding the Snake," Pepper recalled "This trip had been a lifetime dream ever since I first came up the Columbia River in 1946 aboard a British tanker (as a British seaman) on the way to Swan Is. for repairs. It had been a breathtaking view coming across the Columbia bar and seeing Astoria for the first time. The pilot told me: " T see it every day and it's a breathtaking view every time just the same.' He also told me that if the day should ever come that I would be able to go up the Columbia and Snake Rivers, I'd remember the views the rest of my life. Early this Summer, the Lower Granite Dam (and Lower Monumental Little Goose Dam on the Snake) was completed and in August I was ready to go." On Sept. 10, 1975 in Ed Goetzl's Boating column in the Oregon Journal, he led off with "Undoubtedly he [Pepper] is the first and only—and probably will remain the only—man ever single-handedly to cruise a powerboat from Portland to Lewiston, Ida. and back." Pepper emphasized to the columnist "that nobody, singlehandedly or with crew, should undertake the Columbia-Snake run in a boat any smaller." He "encountered winds of up to 40 knots in the pool above McNary Dam." (During the Summer months heavy winds come up almost every afternoon on the Colum­ bia in open areas above the river's four dams. In heavy blows, small boats are bounced around like a cork and it is no fun at all to travel any distance.) When Pepper was asked by amazed lock tenders where his crew was, he replied "They're invisible." He said refueling was no problem. Columbia and Snake marinas and boat clubs had pumps. At Arlington, Ore. (686 population) a fuel dealer brought his truck down to water's edge. Townfolk provided supplies. "They were happy to have someone from downriver coming up their way." Our West Coast brother makes one recommendation to inland Seafarers: Get a copy of the latest edition of the "U.S. Coast Pilot 7," the best navigation aid he had. 5i •• 7 \i -fl I '• ' "i'l if li a -1 New Orleans Among the effects of the late Charles H. Logan, a longtime friend of the SIU and labor expert who passed away here on Dec. 13, was a photo memento of the sea called "Drawing (Burning) a Dead Horse." With the reproduction of the sketch from the Illustrated London News of the past century was the explanation of its meaning. "Much to many a naval officers regret, this old custom survives. A real ceremony was connected with the old days when the crew 'stopped working for nothing.' In the days of sail, both in the Navy and particularly in the merchant marine, seamen were permitted to draw some money in advance. In the British merchant service, it was approximately a month's advance when the sailor shipped. "After five weeks at sea or at whatever time the advance money had been worked off, the men made a horse out of canvas stuffed with old cordage and waste material or out of a cask with oakum tail and mane, and permission was requested to light it and hoist it out to the end of a boom or yard. This was done amid cheers, and marked the time that the crew started to accumulate wages 'on the books'. "The advance was usually spent in high living in the port just left. Plans could now be made for the next port. "Both watches used to sing in a chorus: 'Now, old horse your time has come And we say so, for we know so! Altho' many a race you've won. Oh! poor old man, You're going now to say goodbye. And we say so, for we know so; Poor old horse, you're going to die.' " 'J l/ 1 h •(•V. Miami Seafarer F. M. Rose of Fort Lauderdale, Fla. informs us that he won first prize for foreign coins in the Miami International Mid-Winter Coin Ccnvention on Jan. 8-11. Brother Rose, last an AB on the SS Mount Navigator (Cove Tankers) took the award with his five case exhibit of chop-marked and counterstamped coin collection titled "When Coins Got Around." Later, Jan. 15-18, the same exhibit won second prize at the 21st Annual Con­ vention of the Florida United Numismatics in St. Petersburg, Fla. Page 11 i. I.• , �For an All-Alaska Cas Pipeline Route The Uiiited States Federal Power Commission is presently considering two alternate proposals to transport natural gas from huge reserves on Alaska's North Slope to the lower 48 states. For the past several months the commission has been hearing evi­ dence and testimony from supporters of both competing plans, and a deci­ sion is expected sometime at the end of the year. Of the two proposed routes, one has received widespread support from various groups and organizations. This route, known as the all-Alaska route and sponsored by El Paso Gas Co., calls for the construction of an 809-mile gas pipeline, parallel to the Alaska oil pipeline, running to the port of Valdez. At that point the gas would be liquefied, put aboard LNG tankers, carried to the U.S. West Coast for re-gasification and distrib­ uted to consumers through existing pipelines. The alternate proposal, the Alaska Arctic Gas pipeline, would require the construction of a 5,600mile pipeline across the underdevel­ oped middle of Alaska and through Canada to the U.S. Mid-west. Various studies have shown that there are numerous factors favoring the adoption of the all-Alaska route. It would be totally under U.S. con­ trol, whereas much of the Arctic gas pipeline would cross Canadian prov­ inces, and because of that system of government would be subject not only to Federal regulation, but regu­ lation from the local provinces as well. Because it calls for the construc­ tion of less pipeline and would utilize the oil pipeline roads and right-ofway, the all-Alaska route would also take less time and money to build. There are other strong reasons as well for favoring the El Paso project. This route does not endanger a wild­ life range, whereas the Arctic gas proposal would traverse the width of the Arctic National Wildlife Range, and as such has been vehemently op­ posed by many environmental groups. Estimates have been made which show that the all-Alaska route would create approximately 24,000 U.S. jobs, compared with 12,000 jobs for the Canadian route. The all-Alaska route would generate a very favorable balance of payments and over $9 bil­ lion in U.S. Federal income taxes over the life of the project; the Ca­ nadian proposal would have an ad­ verse balance of payments of $10 Letters to the Editor THE CHARLES W MORGAN i.i STORIC PRESERVATION Compliments SiU Crew I would like to compliment the SIU sailors aboard the SS Alex Stephens for their work during Voyage 14. Under the supervision and direction of Richard Chiasson, recertified bosun, they have performed all their assigned duties in the most conscientious and expeditious manner. I would be proud and very pleased to have the opportunity of sailing with them again. Fraternally, Henry T. Lawrence, Captain SS Alex Stephens Thanks SiU Scholarship Program I wish to thank the SIU Scholarship Program for its recent contribution of scholarship aid for Vassilios Livanos of the Class of 1977. Your Union's assistance plays an important role in helping qualified stu­ dents to receive the kind of education which is so vital to their future and the future strength of our nation. During this period of rising costs, your help is especially important and is deeply appreciated by our students as well as Stevens Institute of Technology faculty and administration. Sincerely, Elton Renfroe, Asst. to the President Stephens Institute of Technology The Only Way to Co! billion and would produce only $2 billion in U.S. Federal income taxes over the life of the project. It is because of these many advan­ tages that the SIU, along with the Maritime Trades Department, which represents 43 AFL-CIO Unions and eight million workers, were among the earliest supporters of the allAlaska route. Over the past several months other organizations have stated their preference for this plan, including the Seattle Chamber of Commerce, and such environmental groups as Friends of the Earth, the Sierra Club and the National Audobon Society. Yet, with all the backing for the all-Alaska route, with so many ad­ vantages favoring its adoption, there is still a move on in certain areas to obtain approval of the Canadian route. Congressmen from some Mid­ western states are pushing hard for the Canadian route, ignoring all other factors, and concentrating only on the advantages for their section of the country. March, 1976 Official Publication of the Seafarers International Union of North America, Atlantic. Gulf, Lakes and Inland Waters District, AFL-CIO Page 12 Vol. 38, No. 3 Executive Board Paul Hall President Frank Drozak Joe Digiorgio Executive Vice President Cal Tanner Secretary-T reasurer Vice-President Earl Shepard Llndsey Williams Vice-President Paul Drozak Vice-President Vice-President •BAFAWKIISi^LOO 389 Marietta Homayonpoiir Seafarer Thanks USPHS I want to take this opportunity to thank the United States Public Health Service Hospital in San Francisco, the doctors and nursing staff and others for their courtesy and help to me during my time in the hospital. About a month ago, I fell on the street near by home and broke my left side hip. The doctors tell me I will soon walk around again—thanks to their good treatment. Fraternally, Albert Yip San Francisco, Calif. Legislation has been introduced in the Congress by supporters of both plans which would let Congress choose one of the routes instead of the FPC. Since many lawmakers are sharply divided on the issue. Presi­ dent Ford has proposed a bill which would allow him to select one of the proposals, and give the Congress a limited time to reject or accept his choice. Should they accept it, the bill would prohibit sub.sequent legal chalenges by any dissatisfied organiza­ tions. It will take some time before it is decided who is to have the final say in this matter, the FPC, the Congress or the President. However, it is clear to us even now that the best proposal for the gas pipeline is the TransAlaska route. The advantages, for maritime, for U.S. workers, for the surrounding environment and for the United States as a whole, are over­ whelming. We strongly urge adoption of this proposal, and we hope that whoever makes the final decision will consider all the facts. Editor-in-Chief James Gannon Managing Editor Ray Bourdius Jim Mele Tony Napoli Assistant Editor Assistant Editor Assistant Editor Bill Luddy Frank Cianciotti Chief Photographer Associate Photographer Marie Kosciusko George J. Vana Administrative Assistant Production/Art Director Published moriUily by Seaf^arers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage paid at Brooklyn, N.Y. Seafarers Log �••SEAFARERS - March, 1976 i* OfSlcUl pabUeatlM mt tha SBAPAHBIIS INTBBNATIONAL UNION•Atlaatla, OoU, l.akM muA lolaad Waters District* AFL-CIO At MTD Exec Board Meeting Focus Is on Maritime Revitalization f1 At its annual winter meet­ ing in Bal Harbour, Fla. held on Feb. 12 and 13, the AFL-CIO Maritime Trades Department's Executive Board declared 1975 "a year of retreat and decline for the U.S. merchant marine" and adopted a nine-point pro­ gram to revitalize the industry. Taking a vocal position on many important maritime in­ dustry problems, the MTD Ex­ ecutive Board also delivered a comprehensive report on de­ veloping U.S. energy resources and enacted resolutions call­ ing for the continued mainte­ nance of the USPHS hospitals, the repeal of special low tariffs for low cost imports, a greater defense role for the U.S. mer­ chant marine, and legislation to end the use of third-flag ves­ sels in trade on the Great Lakes between Canada and the U.S. }• In addition, the Board re­ leased position statements on the threat to U.S. security posed by the expanding Soviet mer­ chant fleet, closing the Virgin Islands loophole in the Jones Act and protecting American The AFL-CIO Maritime Trades Department Executive Board convenes its 1976 \A/inter meeting in Bal Harbour, Fla. workers against concessions on import tariffs being granted by our government at multi­ were also addressed by four Board about the disastrous efspecial guest speakers during fects of new U.S. trade laws on lateral tracie negotiations. the busy two-day conference, his island's economy. AFL-CIO Gov. Rafael Hernandez-Colon Research Director Nat Goldof Puerto Rico told the MTD finger spoke of the failure of the Trade Act of 1974 to prevent the export of American jobs. Executive vice president of El Paso Alaska Gen. John Bennett explained the advantages of an all-Alaska natural gas pipe­ line route, and SlU General Counsel Howard Schulman described the benefits of ex­ tending the jurisdiction of the National Labor Relations Board to U.S.-owned foreign flag vessels. m , r: ):• t k : 1 .'I •- i The meeting was chaired by SIUNA President Paul Hall who serves as president of the Department. The MTD is com­ posed of 43 national and inter­ national A.FL-C10 unions, in­ cluding the SIUNA, and rep­ resents nearly eight million, workers. MTD President Paul Hall introduces Governor Rafael Hernandez-Colon of Puerto Rico who spoke about the strong ties between Puerto Rico and the U.S. maritime industry. The Executive Board in­ cludes representatives from each member union as well as Department officers and re­ gional representatives. I.. n- 7-^ • • •• i . J I �9 Point Maritime Program Adopted An important nine-point program to stimulate the growth of the U.S. mari­ time industry and to halt "the decline in merchant marine fortunes" of 1975 was proposed and adopted by the AFL-CIO Maritime Trades Depart­ ment Executive Board at its winter meeting. Calling the nine points "minimum objectives," the Executive Board said immediate action was necessary because "implementation of the program out­ lined in the Merchant Marine Act of 1970 . . . has largely come to a halt." The Board found evidence of the American Merchant Marine's decline in the fact that "44 fewer vessels flying the U.S. flag were actively engaged in ocean commerce at the end of 1975 than at the close of 1974" and that "the administration's new budget provides no funds for new ship construction because of a $449 million carryover in unspent shipbuilding appropriations from the previous buciget." Stimulate Growth Blaming President Ford's veto of the Energy Transportation Security Act, a worldwide surplus in tanker tonnage, a reduced demand for oil and the present economic recession for the depressed state of the U.S. maritime industry, the MTD Executive Board vowed to "work diligently ... to bring about as quickly as possible those measures needed to stimulate the gro\vth of the U.S. mer­ chant marine." To foster this needed growth the Board resolved to work towards imple­ menting the following nine "minimum objectives": • The creation of a single agency or Office of Maritime Affairs in the White 4*^': A The International Union of Operating Engineers' delegation to the winter meeting included (from I. to r.) Legislative Representative John Brown, President J. C. Turner,.Vice President and MTD Board member Stephen J. Leslie, and MTD Vice President Jack McDonald. steps are necessary to "guarantee an House to deal with the problems of the advantage they hold over the legitimate martime industry and to promote its U.S.-flag merchant marine and invest­ ocean transportation capability suffi­ ment tax credit for ships built with capi­ cient to serve the nation's defense needs development. in time of national emergency, adequate tal construction funds. • Enactment of oil cargo preference • Legislation to extend the provi­ to serve U.S. ocean transportation legislation. needs in the interest of the national • Development of a national cargo sions of the National Labor Relations Act to U.S.-owned foreign-flag ships. economy and equal to the task of main­ policy which would provide for exten­ • Legislation to outlaw the preda­ taining the U.S. flag presence in the sion of cargo preference legislation to tory rate cutting practices of Soviet and oceans of the world as an instrument bf imports of strategic raw materials. other state-owned fleets. this nation's international political • Strengthening of the Jones Act by • Requiring the U.S. Navy to con­ policy." applying it to the Virgin Islands; by tract for its noncombatant support ser­ applying it to transshipment from very vices from the privately-owned U.S. Even though this "ambitious pro­ large crude carriers off loading on the merchant fleet instead of sacrificing gram" may present it with a diffi­ U.S. continental shelf; by providing Navy shipbuilding resources in the con­ cult challenge, the MTD Executive new incentives for domestic shipping, struction of noncombatant support Board said it recognizes that "the attain­ and by tightening the provision for ob­ vessels. ment of these objectives is necessary to taining administrative waivers from • Development of a policy position developing a first rate merchant marine complying with the Act. in both major political parties in this of the strength necessary to maintain • Taxing in full the income of run­ presidential year which would make it the United States' position as a first away ships to reduce the competitive clear that this nation will take whatever rank world power." Resolutions Passed on Maritime Problems Tackling some of the U.S. maritime industry's most urgent problems head on, the MTD Executive Board resolved at its ann^l winter meeting to work for the continued maintenance of USPHS hospitals, the repeal of special tariff considerations for low cost im­ ports, a greater defense role for the U.S. merchant marine and legislation to end the use of third-flag vessels in trade on the Great Lakes between Canada and the United States. The Administration is again attempt­ ing to shut down the Public Health Service hospitals by urging the Depart­ ment of Health, Education and Welfare to persuade the eight communities where the hospitals are located to give their approval to closing the institutions. In a public statement the MTD •Executive Board said that these hospi­ tals "are an important part of the nation's'health care system" and that "their closure would sacrifice the qual­ ity care and the teaching and research programs which they provide." For this reason the Board resolved to support "continued operation of the USPHS hospital system and urge that a maximum effort be made to advise local and state health planning agen­ cies of the wisdom of supporting the continued operations of these facilities." Repeal Section 807 Turning its attention to a harmful loophole in our trade law, the Execu­ tive Board vowed to support legislation to repeal Section 807 of the U.S. trade law. Under this section, the MTD said. Page 14 "component parts of products such as televisions and clothing and material such as ceramics, plastics, rubber and glass have been exported abroad, as­ sembled or processed by low-wage foreign workers" and then imported back into the U.S. at special low duties. Last year more than $238 million in low tariff imports entered this country under Section 807, all at the expense of American jobs. Because many MTD member unions have been adversely affected by this loophole the Executive Board resolved to support legislation that would repeal Section 807 "so that the jobs of thou­ sands of Americans can be protected against the predatory effects of lowcost imported products assembled by low-wage foreign workers and peddled to American consumers at profiteerlevel high prices." Merchant Marine & Navy In another important resolution passed at this winter conference, the Board declared that "both the U.S. Navy and the American merchant marine would benefit through increased use of U.S. merchant marine vessels to meet Navy -noncombatant supply and support needs." Conferring on a MTD Board position paper are the Secretary-Treasurer of the International Association of Fire Fighters and Executive Board member, Frank Palumbo (I.), and president of the Fire Fighters, William H. McClennan. Efforts by the Navy to maintain both combat and non-combat forces "has meant that both fleets have been short­ changed," the MTD stated. Pointing out that inflation is shrirrkT ing the Navy's budget faster than money can be appropriated, the Executive Board questioned the value of the Navy's continued attempts "to try to build up its non-combatant fleet of vessels; all of which are available in the private U.Sr merchant fleet." In adopting this resolution the MTD stressed that using private vessels to perform support services would let the Navy concentrate its limited shipbuild­ ing funds on constructing combat ves­ sels while at the same time expanding the private U.S. fleet and providing more jobs for Americans. It would also give the merchant marine more experience in Navy support missions, improv­ ing its ability to serve as an auxiliary force in national emergencies. Another resolution passed by thie Executive Board during their two day meeting urged the governments of Canada and the U.S. "to take immedi­ ate steps—including the enactment of legislation—to reserve voyages between Canada and the U.S.A. for Canadian and U.S.A. registered vessels." A 200-year old tradition of exclusive Canadian-U.S. shipping between ports on the Great Lakes is in grave danger as vessels registered in Greece, Brazil and other foreign countries start enter­ ing this trade, displacing Canadian.and U.S. seamen. Seafarers Log �' rTTT Witk 30% Puerto Ricans Jotless, Colon Hits U.S. Trade Policy Unemployment hit 20 percent in Puerto Rico last .May and present U.S. trade policies are aggravating the situ­ ation, Gov. Rafael Hernandez-Colon of Puerto Rico told the assembled MTD Executive Board at its winter meeting. He also reported that the newly created Puerto Rican Merchant Ship­ ping Authority was now on a "firm financial footing" and would soon be able to reinvest its profits in new and even more efficient vessels. Describing the economic plight of the island, the governor said that competi­ tion from Taiwan, North Korea, Haiti, Hong Kong and Spain "has sapped our once vibrant textile industry and is destroying our shoe and leather industry." "This policy of exportation of jobs" which is encouraged by present U.S. trade laws 'is particularly costly to Puerto Rico," Gov. Hernandez-Colon told the board. Making these remarks to the MTD Executive Board, which included many representatives frmn unions also ad­ versely affected hy these laws, he warned that the U.S. "must not pursue a policy which will impoverish Puerto Rico and many areas of the mainland for quick profits for multinational cor­ porations." Turning to Puerto Rico's purchase of the three shipping lines servicing the island and the creation of the Puerto Rican Merchant Shipping Authority, Gov. Hernandez-Colon said that this would help keep the cost of moving materials to and from Puerto Rico low, and help attract new industry. As Puerto Rico is totally dependent on ocean transportation for the move­ ment of all of its goods. Gov. Hemandez-Colon remarked that "the growth and decline of our shipping to the U.S. is tied directly to the growth and decline of the Puerto Rican economy, so it is evident that we are all in this together." .•Iri closing, he thanked organized labor for its help for Puerto Rico and said that he knew he could "count on labor's support" in solving Puerto Rico's new problems. * Gov. Hernandez-Colon Scliulnian Speaks on NLRB Extension, Ridkt-to^Work Law A proposed bill which would extend National Labor Relations Board juris­ diction to American owned runawayflag ships and important litigation over right-to-work laws pending in the U.S. Supreme Court were the subjects of an address given to the MTD Executive Board by Howard Schulman, the SIU's general counsel. Schulman told the Executive Board that he would testify during the House Education and Labor Committee's oversight hearings and recommend that Congress pass specific legislation to place runaway-flag ships under the pro­ visions of the Taft-Hartley Act. Although the courts have said that the NLRB's jurisdiction does cover these ships under the present law, Schulman explained to the Board that "it should be made clear through new legislation that Congress intended that these runaway-flag ships which are American owned, operated and engaged in American trade, are U.S. employers and subject to the Taft-Hartley Act." **These American owned ships diouldnT be allowed to enjoy the advantages of American shipping with- John J. McNamara, president of the International Brotherhood of Firemen and Oilers and MTD Executive Board member, is pleased with the Board's resolution on revitalizing the maritime industry. March. 1976 half of the MTD-affiliated OCAW, said that the men "spend 95 percent of their time in international waters and perform no shoreside work" and there­ fore should not be subject to the rightto-work laws. If the Supreme Court upholds a lower court decision that the law does apply to the Mobil seamen, Schulman told the Executive Board that the effect "would be terrible." I-/' iil "It could," he said, "extend the rightto-work law to all maritime workers connected in any way with Texas, and other right-to-work states, including the many workers on oil drilling rigs in the Gulf." '•J'"'-' T ;( r • il - , •I t • \ w Closing his remarks to the MTD, Schulman warned against the dangerous effect on workers of many newly ap­ pointed judges "who are business oriented." T ' k- • -1 Howard Schulman the men are residents of Texas. out also taking on the obligations," But Schulman, who will argue the he toid the Board during its winter case before the Supreme Court on be­ meeting. One of the advantages of specifically placing runaway ships under the provi­ sions of the Taft-Hartley Act, Schulman J.-' • • said, would be that "these ships would fesfeSStV''' •• • be a fair target for organizing." This legislation, he pointed out, might also have an impact on stemming the export of jobs by U.S. owned cor­ porations to countries offering large I," pools of low-priced labor. Right-to-Work Law The SIU's general counsel then turned to a case before the U.S. Su­ preme Court revolving around -the Texas right-to-work law arid the Oil, Chemical and Atomic Workers Inter­ national Union's right to represent seamen aboard Mobil Oil tankers. Mobil Oil contends that the right-towork provisions of Texas' law should apply to seamen aboard their tankers because the company is headquartered in Texas, the ships shuttle between Texas and New York, and one-half of "Seeing the pendulum of the courts swing back towards anti-labor senti­ ments under each new Administration," Schulman concluded, "workers should organize to support those who will truly represent their views and who will protect their interests." c A ;. •. 1 •I. William Winpinsinger (I.), -vice president of the Internationai Association of Machinists and Aerospace Workers, and Executive Board member Floyd E. Smith, president of the lAMAW, compare notes during the Board's winter meeting. Page 15 I^'r �• )!' !/• 'k'^" ., . • h iV - . 1^ ail>>.1.j||l^li,»^iyg>^. ;»..«^ t• J I #. 1 ^• r-^ - 0. William Moody, administrator of the Maritime Trades Depart­ ment, addresses members of MTD's Executive Board at its annual mid-winter meeting in Bal Harbour, Fla. last month. Conferring during mid-winter meeting are Anthony Scotto, presi­ dent of the Port Maritime Council of Greater New York and Vicinity (left), and Roman Gralewicz, president of the SlU of Canada, and MID Executive Board member. Charles F. Moran (left), secretary-treasurer of the International Brotherhood of Boilermakers, Iron Ship Builders, Blacksmiths, Forgers and Helpers, and Page Groton, assistant to the International President of that union, and Executive Board member. tk" . ^ . x« • Peter Rybka, vice president of the American Federation of Grain Millers, attended the two-day meeting. -if - '-l' L k' f if I v'-' ••• 4 '.v,. •, I..*}-V" '>'• ''C- • "'.vk' • " " * t ' * If il /f •f i'k. 11.1 1 .1 f "•» J •:k! , I f. Rohfirt J Peter<idorf fleftt secrstarv-treasurer of the international B?o.thoodtPailrS STadrand Alt E, Heaps, president of the Retail. Wholesale and Department Store Union, and • Sute Board member, participated In proceedings. 'k- Listening to a resolution on maritime goals are from (I. to r.): Executive Board member Dominic L. Carnatie, administrative f president of the Laundry Workers: Executive Board Amalgamated Meat Cutters, and Harry Pocie, exeoutive vice presidem of that unmm •"t\- II ' r '• '1 r \ J ^ JohnC.Bennett.vlcepresldent.EIPasoAlaskaCo., attended mid-winter meeting. Here, Bennett discusses the various proposals for a natural gas pipeline from Alaska to the lower 48 states. El Paso's proposed route, which would call for the construction of a pipeline from Prudhoe Bay to Valdez, where the gas would then be transported by LNG vessels for distribution throughout the country, was endorsed last year by the MTD. • ^ rtflnf^n^neST^Ime ^^ . From (I. to r.) ate: Peter Hall, secretary-treasurer. Retail Clerks; Milton Gordon, retired Executive Board member, Dolls and Toys Workers; Attorney David C. McClung; Executive Board member Lester H. Null, •^'""oiHont Pottery Dnttan/ Workers, VA/nrLrara and anH George dtanrna Barbaree, Rflrbsree. secretary-treasurer secretarv-trAflAiirar rtf that union. union. Sr., president. of that arid'^Gvo^ ?u,?nnSnn ««rrPtflrv Brotherhood of Caroeriters and Joiners Livingston, se^^ isiflndcs "looohole" in the l sten to a repo g M Sitting in as visitors on an Executive Board meeting time Council of Greater New York ^d Vicinity; Keith Terpe. secretary-treasurer, Puerto Rico Port Council; Gerald Toomey, president, Puerto Rico Merchant Marine, Inc., and Robert Murray, assistant to Toomey. JOneS nCI. •.'•v •. i-.i'' :^'r,.k. .-'"i i •' r.->: �-y-- .JtMii. Goldfinder; 1^74 Trade Act Fails to Help Unemployed AFL-CIO Research Director Nat Goldfinger told the MTD Executive Board at its winter-meeting that the Trade Act of 1974 had failed to prevent the export of jobs or to help American workers hurt by imports to recover. Attacking the multilateral trade negotiations now under way, Goldfinger expressed his fear that even though record numbers of unemployed Ameri­ cans have filed for financial relief imder provisions of the Trade Act which offers aid to workers who lose their jobs be­ cause of import competition, the U.S. is about to grant even greater trade concessions during the present nego­ tiations. In return, the U.S. wants an agree­ ment on agricultural exports to Europe and Asia which generate few jobs for Americans. In labor-intensive production areas such as textiles, clothing and manu­ facturing, the U.S. is already a large importer. Because these concessions will knock out even the small tariff protection that now exists for these U.S. industries, Goldfinger said that the American labor movement is not likely to gain any new benefits under the 1974 Trade Act. Ending on a more positive note, Goldfinger said that economists and academicians are beginning to support the labor movement's position on trade. This new support, he told the Board, is the result of mounting evidence of the growing dangers of multinational corporations and foreign investment policies, dangers organized labor has fought against for many years. Nat Goldfinger Bennett Gives Benefits of All-Alaska Gas Pipeline El Paso Alaska Company's Vice President John Bennett gave the MTD Executive Board a detailed report dur­ ing its winter meeting on the advan­ tages of an all-Alaska natural gas pipe­ line over the alternate Alaska Arctic Gas pipeline which would be under par­ tial Canadian control. John C. Bennett Executive Board members 0. L. Dennis (I), president of the Brotherhood of Railway, Airline and Steamship Clerks, Freight Handlers, Express and Station Employes, and Paul Drozak, Secretary-Treasurer of the West Gulf Ports Mari­ time Council, listen to a report on U.S. trade negotiations. Page 18 The all-Alaska route calls for the construction of an 809-mile pipeline running parallel to the oil pipeline to Valdez where the gas Would be lique­ fied, put aboard U.S.-flag LNG carriers and shipped to the U.S. West Coast. At its convention last September, the entire Maritime Trades Department en­ dorsed this proposal and announced its determination to work for its approval. The alternate Arctic Gas pipeline requires the construction of a 5,600mile pipeline through the middle of Alaska and down through Canada to the U.S. midwest. Bennett told the Executive Board that the all-Alaska route would take less time and money to build because it calls for construction of less pipeline and would follow existing oil pipeline roads and rights-of-way. As an even stronger argument for the all-Alaska route, Bennett pointed out that unlike the Arctic Gas route which would he under jmnt U.S.-Canadian control, it would he totally under U.S. regulation. The route favored by Bennett would not endanger a wildlife range that the Arctic Gas route could cut across and it would create about 24,000 jobs for U.S. workers as opposed to the esti­ mated 12,000 jobs that would be cre­ ated by the Canadian pipeline. The all-Alaska pipeline would also generate over $9 billion in income taxes for the U.S. Government and the Arctic route would bring in only $2 billion, Bennett pointed out. These advantages for the United States and its workers, Bennett con­ cluded, make it imperative that organ­ ized labor work towards ensuring approval of the all-Alaska route for the North Slope gas pipeline. MEBA Executive Vice President Ray­ mond McKay observes the proceed­ ings of the MTD Executive Board's winter meeting. •'li Executive Board member John McNamara, president, International Brother­ hood of Firemen and Oilers, confers with other participants. Seafarers Log �1 f" •MU Expanding Soviet Fleet Poses Threat The MTD Executive Board ex­ pressed its concern at the winter meeting in Bal Harbour, Fla. that the expanding Soviet merchant fleet is threatening America's merchant marine and U.S. natipnal security. In a position paper released by the Executive Board during its meeting, the Board warned that "the rapidly growing Soviet bloc merchant fleets are taking over world trade routes." Unless the United States aggressively Executive Board members William P. MacLuskle (left), vice president, Glass Bottle Blowers, and George J. Knaly, International representative. International Brotherhood of Electrical Workers, attended winter meetings. supports its own fleet, the MTD said, "the Russians could control a major share of U.S. to Far East and East Coast to Europe trade routes by the end of the decade." The Soviet bloc fleets have been able to make such sudden, and deep in­ roads in the U.S. liner trades by dras­ tically undercutting existing shipping rates, something they can easily do be­ cause as state-owned fleets they are free to operate without returning a profit. The Soviet bloc countries are inter­ ested in generating hard western cur­ rency and in providing work for their surplus tonnage, while at the same time strengthening their merchant fleet and their world maritime image. While conventional, profit-oriented U.S. shipping companies are unable to compete with cut-rate Communist freight prices, the Executive Board pointed out that "besides the obvious national security dangers of Soviet bloc control of U.S. shipping routes ... it must be kept in mind that today's cut­ throat competitors are tomorrow's high rate fixers." The U.S. merchant marine is not the only fleet affected by the Soviet shipping offensive. "The problem," the Execu­ tive Board reported, "is recognized by Western Europe and Japanese merchant marines as well, and statistics bear but the claim that Soviet bloc shipping threatens the existence of all privatelyoperated fleets." Already a large, modern fleet, the Soviet merchant marine is growing steadily. With their shipyards working at full capacity, the Soviet Union al­ w; ready had 2,306 flag vessels by the end of June 1974, nearly four times the number of U.S. flag ships. The MTD also pointed out that en­ couraged by their success in capturing much of the world's freight trade, the Soviets are now "engaged in a campaign to sell a range of ships constructed in their yards" to U.S. shippers. Terming these attempts to sell their vessels in the U.S. a "forerunner of what many other U.S. industries will face from state supported imports," the Executive Board said that "U.S. manu­ facturers cannot be expected to com­ pete on equal terms with Soviet indus­ tries that are state subsidized and are after political gains and hard cash more than profits." i 1• . 1 In 1975, the U.S. "experienced the largest trade surplus in more than a decade, but the unemployment rate among American workers continued at the highest level in more than 30 years," the board said in its report, "demon­ strating once again that the American worker . . , benefits very little from present U.S. trade policy." The present multilateral trade nego­ tiations are aimed towards cutting down U.S. tariffs on imports. In return, our tradirig partners would grant the U.S. tariff concessions on agricultural ex­ ports to Europe and Asia. The board termed this arrangement "a no-win proposition for American f,.:; ii f':. ' March, 1976 . • fi -.5 •i u i i' Third-Flag Bill The Board's report stated its belief that legislation, such as the third-flag bill which would prohibit below-cost rates on U.S. trade routes, is needed to meet this dangerous threat to our fleet. Their report also charged that our policy of detente with the Soviet Union gives them the greatest shipping advan­ tages, "advantages they may use to fur­ ther undermine the U.S. fleet and threaten U.S. security." "The U.S. is seeing its merchant marine weakened by a massive Soviet shipping offensive," the Executive Board warned in conclusion, which is motivated by the Soviet Union's "high regard for the economic and national security advantages of a strong mer­ chant marine." '' - 1 workers" because it would stimulate further U.S. farm production and take away even the meager tariff protection U.S. industries now have. JI Agricultural products which already make up the bulk of our exports, the board pointed out, are not labor intensive and provide few jobs for Americans. However, in production areas such as textiles, clothing and manufacturing, which are labor intensive, the U.S. is already a large importer. These new trade agreements, the executive board said, wjll further injure those industries which employ the big majority of U.S. workers. Because these multflateral negotia­ tions will have such 'an important im­ pact on American workers, the MTD suggested in its release that the nego­ tiation team in Geneva should include a labor representative. Both the indus­ trial and agricultural sectors are already represented in the negotiations. ' 11 Robert E. P. Cooney (left), vice president, Irdn Workers and Executive Board member, and Bernard PuchalskI, president. Greater Chicago and Vicinity Port Council, read over proposed MTD resolution. MTD Urges Jones Act Loopliole Closed. Claiming "the Virgin Islands , have become a refuge for oil companies seeking the competitive advantage of a U.S. refinery location not requiring the use of US-flag ships," the MTD Execu­ tive Board released a statement at its winter meeting that presented its case for closing the Jones Act loophole which exempts the Virgin Islands from the Act's provisions. Mainland refineries which must use U.S.-flag tankers and the American merchant marine are both discriminated against by this exemption according to r » ' u MTD Unhappy With Geneva Trade Talks The MTD Executive Board released a paper during its winter meeting ex­ pressing its dissatisfaction with the multilateral trade negotiations now under way in Geneva which it says offer little hope "for any progress toward diminishing unemployment and easing the plight of the American worker." - the Executive Board which urged Congress to close the loophole. The exemption has not been con­ sidered in depth by the Congress since 1933 when it extended the Virgin Islands' Jones Act waiver indefinitely. At that time little, if any, cargo originated frorti the Islands to the U.S. Today, however, the refinery on the Virgin Islands ships "over a half a mil­ lion barrels a day of oil exports to the mainland . . using almost entirely, foreign flag vessels," the MTD Board reported. . And even though the U.S. fleet has sufficient tonnage to carry all the oil generated by the Islands' refinery, the Executive Board pointed out that "the U.S. tanker fleet has been practically shut out of this trade." U.S. mainland refineries are also hurt by the Jones Act exemption be­ cause the Islands' refinery is the only facility that enjoys the advantages offered to domestic refineries ^ under U.S. law and yet does not have to comply with the Jong's Act. Senator J. Bennett Johnston (D-La.) has introduced legislation to extend Jones Act coverage to the Virgin Islands and in its report on the Act, the Execu­ tive Board stated its belief that "closing this loophole through the passage of S. 2422 (Sen. Johnson's bill) would aid U.S. workers in U.S. shipyards, refin­ eries and aboard U.S-flag vessels." This bill's passage is important, the Board said in closing its position paper on the Virgin Islands loophole, because it is necessary to "return competitive equity to a vital segment of the U.S. oil trades." Page 19 4 �m i : J4V:.: .. :. 5.s»as#» <V VSEAfARERS March, 1976 Official pnbUcatian af the SEAFARERS INTERNATIONAL UNION• AtUatIc, Oalf, Lakes aaS lalanS Waters District* AFL-CIO Report Given on U.S. Energy Resources During the two-day MTD Executive Board meeting, the Board released a major report on developing U.S. energy resources which recommended forming a quasi-government energy develop­ ment corporation to manage this coun­ try's resources for the American people. The Board's report charged that the government has failed to protect the public interest in energy matters, and that it "has abandoned these re­ sponsibilities to the multinational oil companies." With new sources of energy now being developed this nation has a unique opportunity "to sell our re­ sources to the highest bidder, or . . . develop a new energy policy which will give American consumers a voice in the handling of publicly-owned resources." The MTD's report suggested that this new policy "could revolve around greater government involvement in the development of new energy resources with the energy companies acting as agents to develop the resources." "Or," it continued, it could involve a partnership between the government and the nation's energy companies, with the title to these resources retained by America's people." In either case, the Board concluded, "those who won the resources, the American people, gain maximum bene­ fit from their development." The MTD report described what other nations have done to control their energy development and why the energy policies of the past are no longer viable. Own Recommendations Then, after examining present legis­ lative proposals which it felt would only "add to the energy bill Americans are paying and would only serve to keep MoUle Port Maritime, Council San Diego Poit Maritiine Council San Francisco Bay Area and Vicinity Port Maritime Council Port Maritime Couuicil of Southern Califdmia oil companies in control of the nation's energy market," the Executive Board made its own recommendations. By setting up a quasi-government energy corporation, the Board noted, America would have the tools to develop new energy sources, such as synthetic fuel and solar power, which are beyond the financial means of private companies and would be able to allocate the products as the nation's security needs required. This type of corporation would also have several other important advan­ tages. It would give the nation a realistic and reliable accounting of the energy supplies available so that a rational energy plan could be formulated. Any new methods of energy develop­ ment perfected with government funds could be sold to private companies, giving the government a return on its money while providing much needed Delaware Valley and Vicinity Port Maritime Council capital for energy research. And by retaining a greater share of the production, the corporation would have its own energy reserve and would be able to ensure that energy is avail­ able to American consumers at a rea­ sonable price. The MTD Executive Board therefore recommended during its annual winter meeting that "the development of new U.S. energy sources ... should be car­ ried out under the direction of a govern­ ment corporation that would protect the public's interest" and that would "receive a major share of the produc­ tion" from projects it sponsored. Only in this wsy, the Executive Board concluded, can the U.S. "ensure that publicly-owned natural resources are exploited for the benefit of all Americans rather than the enrichment of the multinational oil companies." Greater St. Louis Area Port Counci Buffalo Port Maritime Council West Gulf Ports Council The Haihpton Roads Port Maritime CounciL Port Maritime Council of Greater New York and Vicinity Cleveland Port Maritime Council Toledo Port Maritime Council Florida West Coast Maritime Trades Council Pordand and Vicinity Port Maritime Council Seatde-Puget Sound Port Maritime Council • ii; I Port Maritime Cohricil of Greater New Orleans and Vicinity Baltimore Port Maritime Council erto Rico Port Maritime Council Mwtime Port Council of Greater Boston and New England Area Canadian Lakehead Port Council Hamilton Port Council Detroit and Wayne County Port Maritime Council Port Maritime Council of Duluth, Minnesota, Superior, Wisconsin, Harbors and Vicinity Honcdulu Port Maritime Council St Lawrence and Tributaries Port Council of the Province of Quebec Greater Chicago and Vicinity Port Council Southern Ontario Port Council Toronto and District Branch �New SlU Ship, ST Worth Crews Up, Sails A 4 welcome given late last month to the Seafarers—some seen below—^who crewed a new SIU San Clemente class tanker, the 91,849 dwt, 894 foot ST WorthJA^ron) m the port of San Diego. The vessel sailed from the National City Docks on Feb, 19 to take on bunkers the next day in the port of Long Beach. She then headed for Singapore and Indonesia with a final destination slated for the port of Seattle as she proves her worth. The new, JP' f ™ designed and built by the National Steel and Shipbuilding Co. Her keel was laid Dec. 7, 1974 and she was launched on July 19, 1975. The ship s draft is 49 feet and her beam is more than 105 feet. Among other amenities found aboard ship is a foam generator. I- \ M!!!k I' -, lit Taking on deck department stores are (I. to r. above): AB Nick Nagy; Recertified Bosun S. C. "Jim" Foti; Piney Point grad OS Dave Burnsworth, and AB Biil Tavella. Beiow (I. to r.) OMEDs Jan Kachel and Archie Beil try out the automated en­ gine room control console. 1 I Below, day worker QMED Ray Hart, who serves as educational director, looks over the cargo pump control board of the new vessel with an uniden­ tified, hard-hatted shipyard worker. Here's a bird's eye view looking forward from the flying bridge of the brand-new tanker. EDITORIAL POLICY—SEAFARERS LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, I960, meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. Know Ytur Rigirts FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Members of this committee may make dissenting reports, specific recom­ mendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disburse­ ments of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SIIIPFING RIGHTS. Your shipping rig^its and seniority are protected exclusively by the contracts between the Union and the shipowners. Get to know your shipping rights. Copies of these contracts are posted and available in all-Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in. the contracts between the Union and the shipowners, notify the Seafarers Appeals Board by certified mail, return receipt requested. The proper address for this is: Frank Drozak, Chairman, Seafarers Appeals Board 275 • lOtb Street, Brooklyn. N. Y. 11215 FuIP copies of contracts as referreu to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are available in all SIU halls. The« contracts specify the wages and conditions under which you work and live aboard ship. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. Deposit in the SIU March, 1976 •.- tn": PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circumstances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to headquarters. CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its contents. Any time you feel any member or officer is attempting to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. EQUAL RIGHTS. All Seafarers are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no Seafarer may be discriminated against because of race, creed, color, sex and national or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify headquarters. SEAFARERS POLITICAL ACTIVITY DONATION— SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including but not limited to furthering the political, social and economic interests of Seafarer seamen, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions arc voluntary. No contribution may be solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as a condition of member­ ship in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Support SPAD to protect and further your economic, political and social interests, American trade union concepts and Seafarer seamen. If at any time a Seafarer feels that any of the above rights have been violated, or that he has been denied his constitutional right of access to Union records or information, he should immediately notify SIU President Paul Hall at headquarters by certified mail, return receipt ret|uested. Blood Bank — It's Your Life Page 21 .i-. �DISPATCHERS REPORT FEB. 1-29,1976 TOTAL REGISTERED All Groups Class A Class B Class C Port Boston , New York j Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico . . Houston Piney Point Yokohama Totals Deep Sea Great Lakes • Alpena Buffalo Cleveland Detroit ,. Duluth Frankfort Chicago Totals Great Lakes Totals Deep Sea & Great Lakes Port Boston New York Philadelphia Baltimore ; Norfolk Tampa Mobile ' New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals Deep Sea Great Lakes • Alpena Buffalo Cleveland Detroit Duluth Frankfort Chicago Totals Great Lakes Totals Deep Sea & Great Lakes Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals Deep Sea Great Lakes Alpena Buffalo Cleveland Detroit Duluth Frankfort Chicago Totals Great Lakes Totals Deep Sea & Great Lakes . Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals Deep Sea Great Lakes Alpena Buffalo Cleveland Detroit Duluth Frankfort Chicago Totals Great Lakes Totals Deep Sea & Great Lakes Totals All Depts. Deep Sea Totals All Depts. Great Lakes Totals All Depts. Deep Sea & Great Lakes Page 22 REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT 4 97 8 22 8 11 18 66 26 23 8 21 9 58 0 4 383 2 8 '1 2 3 1 3 8 1 3 1 1 0 6 0 0 40 0 1 0 0 0 0 0 0 0 0 1 0 0 0 0 0 2 2 1 1 6 1 1 3 15 398 0 0 0 1 0 0 1 2 42 0 0 0 1 0 0 0 1 3 3 58 11 18 22 11 26 23 9 13 11 12 5 59 0 4 285 3 6 1 7 3 0 1 7 0 0 0 0 3 12 3 1 47 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 192 17 55 29 13 31 147 53 67 26 79 17 146 0 2 879 4 20 1 8 4 2 6 15 3 5 4 9 0 14 0 0 95 0 2 0 0 0 0 0 0 0 0 1 0 0 0 0 0 3 0 1 0 1 0 5 0 7 292 0 0 0 2 1 0 0 3 50 0 0 0 0 0 0 0 0 0 8 3 2 24 4 1 4 46 925 2 0 1 3 0 0 1 7 102 0 1 0 1 0 0 0 2 5 ENGINE DEPARTMENT 2 73 9 17 4 5 19 50 20 22 7 18 5 54 0 1 306 2 22 3 7 2 1 5 5 4 4 4 8 1 15 0 1 84 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1 1 50 4 14 23 11 23 19 4 18 5 12 6 47 0 2 239 4 10 6 3 4 3 6 0 2 1 3 2 3 15 6 0 68 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 126 14 53 20 5 29 112 51 67 26 53 17 116 0 1 694 2 48 3 13 4 1 7 25 9 15 7 20 1 28 0 1 184 0 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 2 8 0 1 9 0 4 6 28 334 3 1 2 2 0 0 0 8 92 0 1 0 0 0 0 0 1 2 4 0 0 5 0 2 3 14 • 253 1 0 0 0 • 0 0 0 1 69 0 0 0 0 0 0 0 0 0 8 1 3 24 1 2 4 43 737 9 1 2 5 1 1 0 19 203 0 1 0 0 0 0 0 1 3 1 37 7 9 3 7 10 31 9 12 7 12 6 25 0 0 176 0 2 0 2 0 0 0 2 0 0 0 2 0 1 3 0 12 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 40 8 21 9 6 14 13 3 18 3 7 2 33 0 0 177 1 17 3 9 6 3 5 3 3 1 2 3 1 12 11 1 81 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 77 9 27 15 6 19 68 19 55 12 27 17 66 0 0. 419 0 5 0 5 3 0 0 2 1 3 1 4 0 5 1 0 30 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2 0 1 1 6 182 1 0 0 0 0 0 0 1 13 0 0 0 0 0 0 0 0 0 0 0 0 2 0 3 0 5 182 0 0 0 0 0 0 0 0 81 0 0 0 0 0 0 0 0 0 3 1 0 3 0 0 1 8 427 STEWARD DEPARTMENT Port Boston New York Philadelphia Baltimore Norfolk Tampa TOTAL SHIPPED All Groups Class A Class B Class C 1 0 . 0 0 0 0 0 1 31 t) 1 0 0 0 0 0 0 0 0 1 PRESIDENT Paul Hall SECRETARY-TREASURER Joe DlGiorgio EXECUTIVE VICE PRESIDENT Frank Drozak VICE PRESIDENTS Earl Shepard Lindsey Williams Cal Tanner Paul Drozak HEADQUARTERS ALPENA, Mich 675 4 Ave., Bklyn. 11232 (212) HY 9-6600 800 N. 2 Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Mass 215 Essex St. 02111 (617) 482-4716 BUFFALO, N.Y 290 Franklin St. 14202 (716)1X3-9259 CHICAGO, ni.. .9383 S. Ewlng Ave. 60617 (312) SA 1-0733 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) MA 1-5450 DETROIT, Mich. 10225 W. Jefferson Ave. 48218 (313) VI3-4741 DULUTH, Minn 2014 W. 3 St. 55806 (218) RA 2-4110 FRANKFORT, Mich P.O. Box D 415 Main St. 49635 (616) EL 7-2441 HOUSTON, Tex 5804 Canal St. 77011 (713) WA 8-3207 JACKSONVILLE, Fla. 3315 Liberty St 32206 (904) 353-0987 JERSEY CITY, NJ. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala...... 1 S. Lawrence St 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va. 115 3 St 23510 (804) 622-1892 PADUCAH, Ky 225 S. 7 St. 42001 (502)443-2493 PHILADELPHIA, Pa.. .2604 S. 4 St 19148 (215) DE 6-3818 PINEY POINT, Md. St Mary's County 20674 (301) 994-0010 PORT ARTHUR, Te* 534 9 Ave. 77640 (713)983-1679 SAN FRANCISCO, Calif. 1311 Mission St 94103 (415) 626-6793 SANTURCE, P. R. 1313 Fernandez Jnncos, .Stop 20 00909 (809) 723-0002 SEATTLE, Wash 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo.. .4581 Gravois Ave. 63116 (314) 752-6500 ENTRY DEPARTMENT 0 35 4 11 5 7 3 77 12 12 17 3 9 11 24 17 10 1 10 6 31 0 2 172 38 12 14 5 17 6 42 16 0 285 3 3 5 27 2 8 4 52 224 1,037 101 1,138 7 0 1 3 1 0 0 12 297 421 23 444 TAMPA, Fla..2610 W. Kennedy Blvd. 33609 (813) 870-1601 TOLEDO, Ohio 935 Summit St. 43604 (419)248-3691 WILMINGTON, Calif. 510 N. Broad St. 90744 (213)549-4000 YOKOHAMA, Japan P.O. Box 429 Yokohama Port P.O. 5-6 Nihon Ohdori — Naka-Ku 231-91 201-7935 Shipping at SlU ports dropped off a hit in the month o£ Febrnai^ compared to the previous month as movement of cargo on the Great Lakes remained at a standstill due to th# winter layup. However, at A&G pml^ shipping was fair to good for oinr Seniority full book members, and is sertibte future., . Seafarers L og �li New SlU Pensioners Andrew Danko, 55, joined the SIU in the port of New Orleans in 1959 sailing as a fireman-watertender. Brother Danko sailed 22 years and is an ex-fisherman. He is a veteran of the U.S. Army in World War II. Born in Toledo, Ohio, he is a resident of Chalmette, La. John W. DeVaux, 61, joined the SIU in the port of Baltimore in 1958 sailing as a fireman-watertender. Brother DeVaux sailed 31 years and attended a Piney Point Crews Con­ ference in 1970. He is a U.S. Air Force veteran of World War II. Born in Baltimore, he is a resident there. Mont McNabb, Jr., 52, joined the SIU in 1946 in the port of Baltimore sailing as an AB. Brother McNabb sailed 29 years and is a veteran of the U.S. Navy in World War II. He was born in North Carolina and is a resident of San Francisco. Lucio F. Ceperiano, 65, joined the SIU in the port of Baltimore in 1955 sailing as a chief steward. Brother Ceperiano sailed 46 years. He was born in the Philippines and is a resident of New Orleans. Garrett A. Wile, 72, joined the SIU in the port of New York in 1950 sailing as an AB and third mate. Brother Wile sailed 53 years. He was born in East Boston, Mass. and is a resident of Chelsea, Mass. Jack M. Syms, 53, joined the SIU in 1944 in the port of Savannah sailing as an AB. Brother Syms sailed 32 years. He was bora in New­ berry, S.C. and is a resident of Spar­ tanburg, S.C. John F. Latimer, 66, joined the SIU in the port of Lake Charles, La. in 1956 sailing as a fireman-watertender. Brother Latimer sailed 27 years and was a ship's delegate. He was born in Garrison, Tex. and is a resident there. William M. Jenkins, 66, joined the SIU in 1939 in the port of New York sailing as a chief steward. Brother Jenkins started sailing in 1927 and was a member of the International Seaman's Union. For the last 16 years when he stopped sailing, hewas the manager of the Headquarters cafeteria. Born in North Carolina, he is a resident of Brooklyn, N.Y. with his wife. Pearl. Wilson Torres, 53, joined the SIU in 1944 in the port of New York sailing'as a chief cook. Brother Torres sailed 32 years. He was bom in Puerto Rico and is a resident of f Brooklyn, N.Y. Virgil L. Swanson, 65, joined the SIU in 1942 in the port of New Orleans sailing as a chief steward. Brother Swanson sailed 46 years. He was born in Mississippi and is a resi­ dent of Port Arthur, Tex. Charles A. Carr, 69, joined the SIU in 1947 in the port of New York sailing as a chief steward. Brother Carr sailed 32 years and received a Union Personad Safety Award in 1960 for sailing aboard an accidentfree ship, the SS Steel Architect. He is a 1960 Piney Point upgrading grad and is a U.S. Army veteran of World War II. Born in Panama, he is a U.S. naturalized citizen. Sea­ farer Carr is a resident of the Bronx, N.Y. Thomas A. Pradat, 65, joined the SIU in 1938 in the port of New Or­ leans sailing as a bosun. Brother Pradat sailed 34 years. He was bora in Louisiana and is a resident of New Orleans. Norman A. Jefferson, 65, joined the SIU in 1943 in the port of New Orleans sailing as a second cook. Brother Jefferson sailed 33 years. He was born in New Orleans and is a resident there. Henry M. Connell, 66, joined the SIU in 1946 in the port of Tam.pa sailing as a cook and baker. Brother Connell sailed 29 years. He was born in Tampa and is a resident of Portridgeville. Mo. Antonio De Jesus, 61, joined the SIU in the port of New York in 1955 sailing in the steward department. Brother De Jesus sailed 28 years and was on the Seatrain shoregang in Hoboken, N.J. from 1970 to 1973 He was on the picket line in the 1961 Greater N. Y. Harbor strike, the RMR beef and the District Council 37 strike. Born in Carolina, P.R., he is a resident of the Bronx, N.Y. March, 1976 - •J-n Flavins A. "Flem" Clary, 62, joined the SIU in the port of Norfolk in 1967 sailing as a bosun. Brother Clary sailed 24 years. He was born in Lawrenceville, Va. and is a resi­ dent of Norfolk. L Amount YEAR TO DATE MONTH TO DATE ELIGIBLES Death In Hospital Daily @ $1.00 In Hospital Daily @ $3.00 Hospital & Hospital Extras Surgical Sickness & Accident @ $8.00 Special Equipment Optical Supplemental Medicare Premiums 21 377 129 19 3 6,367 2 139 69 26 1,907 662 22 4 11,240 3 258 88 $ 72,595.00 377.00 387.00 4,384.35 139.00 50,936.00 155.43 4,213.64 2,210.40 $ 93,759.55 1,907.00 1,986.00 4,489.34 389.00 89,920.00 547.63 7,755.03 3,916.40 DEPENDENTS OF ELIGIBLES Hospital & Hospital Extras Doctors' Visits In Hospital Surgical Maternity Blood Transfusions Optical 365 - 73 95 13 — 92 633 131 157 28 ^ 1 187 117,826.83 3,128.71 14,242.40 3,950.00 2,640.30 180,415.96 5,581.61 23,862.40 8,950.00 25.50 5,196.36 8 180 114 3 56 — ^ 14 318 196 14 106 — ^ 24,000.00 26,122.77 4,537.02 805.00 1,549.14 •45,000.00 54,413.70 7,520.08 1,572.00 2,530.67 797.97 797.97 1 2,062 1 2,100 350.00 14,625.40 350.00 16,124.00 11 19 3,693.65 6,372.77 10,204 2,444 1,557 14,205 18,120 2,472 3,075 23,667 353,667.01 601,085.00 749,652.92 $1,704,404.93 563,382.97 625,085.00 1,417,640.85 $2,606,108.82 PENSIONERS & DEPENDENTS Death • •• Hospital & Hospital Extras Doctors' Visits & Other Medical Expenses .. Surgical Optical Blood Transfusions Special Equipment ••• Dental Supplemental Medicare Premiums SCHOLARSHIP PROGRAM TOTALS Total Seafarers Welfare Plan Total Seafarers Pension Plan Total Seafarers v.. tionPlan Total Seafarers We.fare, Pension & Vacation •p •V- ?V *• i' Y. MONTH TO DATE • 't* Lawrence C. Melanson, 55, joined the SIU in 1944 in the port of Boston sailing as a chief steward. Brother Melanson sailed 28 years and up­ graded at Piney Point. A native of Yarmouth, Nova Scotia, Canada, he is a resident of Bradford, Mass. Number SEAF,\RERS WELFARE PLAN ey y!' t, • Leonardus Augustus Bebm, 65, , joined the SIU in the port of Savan­ nah in 1956 sailing as a chief stew­ ard. Brother Behm sailed 28 years. He was bora in Crandon, Wise, and is a resident of Savannah. Seafarers Welfare, Pension and Vacation Plans Cash Benefits Paid Jan. 22"Feb. 18, 1976 •ij! YEAR TO DATE Page 23 •m I J tl �as OVERSEAS ANCHORAGE Mari­ time Overseas), January 11—Chairman, Recertified Bosun E. La Soya; Secretary S. J. Davis; Educational Director L. Peppett; Deck Delegate R. H. Mullen. $26 in ship's fund. Some disputed OT in deck and engine department. Secre­ tary discussed the 47-day stay in Novorossik, Russia. The weather was on and off but the crew had transporta­ tion for touring the island of Novorossik. The staff members of the seaman's club brought the bus to the gangway of the ship for the crewmembers. A vote of thanks to the staff for their consideration. Chairman discussed the importance of donating to SPAD. TRANSINDIANA (Hudson Water­ ways), January 11—Chairman, Recertived Bosun H. B. Walters; Secretary W. J. Fitch; Steward Delegate William J. Jones. $76.60 in ship's funds. Some disputed OT in deck department. Chair­ man reported that a fact finding bulletin is to be posted on the bulletin board and if you take it down to read, please put it back up after you are through. Report to the Seafarers Log: "Thanks to the Log for responding to our questions in regard to our ship's minutes." Next port Gitmo. OGDEN YUKON (Ogden Marine), January 4—Chairman, Recertified Bostm Vernon Bryant; Secretary Mario Canalejo, Sr.; Educational Director Riley Mils. Some disputed OT in en­ gine department. Chairman gave a vote of thanks to the crew and delegates for the way everybody performed on board the ship. The Seafarers Log was read by the members. A suggestion was made about obtaining a library. A vote of thanks to the steward department for a good Christmas dinner. Observed one minute of silence in memory of our de­ parted brothers. Digest of SlU Ships' Meetings AGUADILLA (Puerto Rico Marine Operating), January 25 — Chairman, Recertified Bosun Victor Carbone; Sec­ retary W. Reid; Educational Director S. Wala. No disputed OT. The crew donated $30 and $10.50 from the ship's fund—officers donated $55 for a total of $95 to be given to the American Merchant Marine Library. Chairman" suggested that members donate to SPAD. Observed one minute of silence in memory of our departed brothers. Next port San Juan. SEA-LAND PRODUCER (Sea-Land Service), January 4—Chairman, Recer­ tified Bosun William Bushong; Secre­ tary Harvey M. Lee; Educational Direc­ tor Victor A. Cover; Deck Delegate Richard O. Spencer; Steward Delegate Herbert Allen. $130 in ship's fund and a thank you to the crew for their re­ sponse to the arrival pools. A vote of thanks to Brother Strand for the $10 donated to the movie fund. Also a vote of thanks to the steward department for a job well done. Observed one min­ ute of silence in memory of our de­ parted brothers. Next port Houston. SEA-LAND McLEAN (Sea-Land Service), Januaiy 4—Chairman, Re­ certified Bosun J. Richburg; Secretary R. Buie; Educational Director H. S. Martin; Deck Delegate M. J. LdVe; En­ gine Delegate D. Laughlin; Steward Delegate F. Rogers. No disputed OT. Chairman held a discussion on the new retirement and pension plan and on the importance of donating to SPAD. $11 in ship's fund. $70 in movie fund. No disputed OT. Next port Yokohama. GALVESTON (Sea-Land Service), January 18—Chairman, Recertified Bo­ sun Denis Manning; Secretary S. F. Schuyler; Educational Director William N. Slusser; Deck Delegate Jason S. Parker; Engine Delegate John A. Sulli­ van. $1 in ship's fund. No disputed OT. Chairman was advised that the color TV has been shipped or is on its way to Seattle so by the time we arrive back in Seattle the color TV should be there. Observed one minute of silence in mem­ ory of our departed brothers. Next port Seattle. BOSTON (Sea-Land Service), Janu­ ary 11—Chairman, Recertified Bosun L. E. Joseph; Secretary J. Keno; Deck Delegate Edgar Nelson; Engine Dele­ gate J. Diaz; Steward Delegate S. Bell. Chairman held a discussion on SPAD donations. No disputed OT. Report to the Seafarers Log: "The crew as a whole to go on record in giving a vote of thanks to Chief Steward James Keno and Chief Cook S. Bell and their entire staff for a wonderful and delicious Christmas and New Year dinner. And last but not least in wishing them all a Happy New Year." WALTER RICE (Reynolds Metal), January 25—Chairman, Recertified Bo­ sun Floyd Pence; Secretary C. M. Modellas; Educational Director B. Wilhelmesen; Engine Delegate David Stauter. No disputed OT. Chairman suggested that all crewmembers should read the Seafarers Log for a better knowledge of how our Union functions. A special discussion was held on the President's Report in the December 1975 Seafarers Log-, also on the 1974 ERISA. A vote of thanks to our officials in Washington for the job they are doing for us Seafarers. Next port, Longview. INGER (Reynolds Metal), January 8 —Chairman, Recertified Bosun John Bergeria; Secretary Duke Hall; Educa­ tional Director R. D. Holmes; Steward Delegate Richard J. Sherman. $83.03 in ship's fund. No disputed OT. Chair­ man asked all crewmembers to read the Seafarers Log carefully in ordei ^o know all the latest news about our Union and the maritime industry. Suggested that all members support SPAD. Observed one minute of silence in memory of our departed brothers. Next port, Rotter­ dam. OVERSEAS TRAVELER (Mari­ time Overseas), January 11—Chair­ man, Recertified Bosim Arne Hovde; Secretary S. Szeibert; Engine Delegate Robert Thomas; Steward Delegate Ro­ bert Rome. No disputed OT. Chairman reported on the Alcoholism Rehabilita­ tion Center that opened in Piney Point. Advised that anyone who has a serious drinking problem should sign up for the program to help himself. Next port Antwerp. SEA-LAND FINANCE (Sea-Land Service), January 18—Chairman, Re­ certified Bosun J. W. Pulliam; Educa­ tional Director D. SusbiUa. No disputed OT. Chairman suggested that all crew­ members read the December issue of the Seafarers Log as it covers thorough­ ly the Retirement Income Security Act. If you need further information see your port agent. Also discussed was the new program at Piney Point on the Alcohol Rehabilitation Center for anyone who has a serious drinking problem. Edu­ cational Director suggested that the ar­ ticle on the Coast Guard "Privacy Act Statement" should be read so that we can all determine how it affects us. A vote of thanks to the steward depart­ ment for a job well done. CAROLINA (Puerto Rico Marine Mgt.), January 19—Chairman, Recer­ tified Bosun Julio Delgado; Secretary S. Berger. $5,51 in ship's fund. Some disputed OT in deck department. The last Seafarers Log had stories about the new pension plan which is to be ex­ plained by the Baltimore patrolman. Also noted that upgrading courses are important for future jobs and that the alcoholic program for members has started. Advised members that SIU tankers are hauling grain to Russia which is creating many jobs. Suggested that donations to SPAD should be con­ tinued. Report to Seafarers Log: "We the crewmembers of the SS Carolina are more than grateful for the effort shown by our President Paul Hall and other officials involved in this important matter for our job security. We thank our President for a job well done." A vote of thanks to the entire deck depart­ ment for keeping the messroom and pantry clean. A vote of thanks to the steward department for a job well done. Next port, Baltimore. NEWARK (Sea-Land Service), Jan­ uary 16—Chairman, Recertified Bosun E. D. Christiansen; Secretary L. Crane; Educational Director A. J. Jaramillo; Deck Delegate G. C. Somerville; En­ gine Delegate A. L. Craig; Steward Del­ egate P. Paderes. Some disputed OT in deck department. Chairman reported that the communication on the Rus­ sian grain agreement was received and posted for all to read. The men were informed of the articles in the December issue of Seafarers Log and asked to read same. Next port Seattle. OGDEN CHAMPION (Ogden Ma­ rine), January 4—Chairman, Recerti­ fied Bosun George Finklea; Secretary F. Di Carlp; Educational Director J. Boyce; Engine Delegate Alfred Bertrand. Some disputed OT in deck and engine departments. A vote of thanks to Capt. W. S. Marrow for a very en­ joyable Christmas. LONG LINES (Transoceanic Cable Ship Co.), January 25—Chairman, Re­ certified Bosun H. Libby; Secretary Ira Brown; Educational Director Biss. $15.95 in ship's fund. Some disputed OT in deck department. Report to Sea­ farers Log: "The cableship Long Lines has finished a round the world voyage, beginning in San Diego, then Guam, Okinawa, Suez Canal, Augusta, Sicily, Southampton, England, Punta Delgado, Azores and Newark, New Jersey. Lay­ ing cable from California to Okinawa and loading cable in England for trans­ atlantic telephone cable number 6 to be finished in June of 1976." Chairman held a discussion on SPAD. Observed one minute of silence in memory of our departed brothers. ELIZABETHPORT (Sea-Land Serv­ ice), January 17—Chairman, Recerti­ fied Bosun V. T. Nielsen; Secretary George W. Gibbons; Educational Di­ rector David Able; Engine Delegate Michael Miller. $122 in ship's fund. No disputed OT. Chairman discussed donations to SPAD. Secretary noted that we will get nine extra movies for next trip. Keep up the good work for RAPHAEL SEMMES (Sea-Land the movie fund. A vote of thanks to the Service), January 25—Chairman, Re­ steward department for a job well done. certified Bosun Fred A. Olson; SecreNext port, Algeciras, Spain. taty Angeles Z. Deheza. $38.50 in ship's fund. Some disputed OT in en­ gine department. Chairman suggested i's rninutes were also received from the following vessels: SEA-LAND EXCHANGE EAMPA that the membership should take special SEA-LAND TRADE ^A-LAND GALLOWAY OGDm WILLAMETTE SUGAR ISLANDER interest in the December issue of the -SEA-LAND COMMSRGEi GOLDENDOLPHIEN O^RSEASULLA ;M0UNT^ WASHINGTON Seafarers Log. They should note the FITT^RGH J|toX:Slia«ENS\ • LOS ANGELES ROBERT E. LB® President and the Vice President's re­ NATHANEL GRlS^ OGDEN VANTAGE DEFENDER PORTMAR ports; the Ad Hoc Committee report; ST. LOUIS PHILADELPHIA PORTLAND LONGBEACBt the new Alcoholism Rehabilitation Cen­ > MASSACHUSETTS SAN FRANCISCO OVERSEAS' ALEIJTIAN •: DELTA SOD ter at Piney Point and the new Pension BRADFORD ISLAND OAKLAND GATEWAY^^CITY •• : • Plan digest. Chairman further noted JEFF DAVIS JOHN TYLER COLUMBIA:-::-^ • PANAMA that the Seafarers Log pension article SEA-LAND MARKET OVERSEAS ARCTICl POTOMAC OGDEN WABASH states the facts as pertaining to Seafarers OELTA PARAGUAY 1 DELTA MEXIiCO MOHAWK and to watch for future articles in the :|OSEPH HEWES • ' J^A-LAND ECONOMY ^ NOTRE-DAJpiVlCTtRr^ -OVERSEAS NATAUE .--i- ' Log on the full effect of the new pension SEA-LAND VENTURE . .DELTA KRASIL GEORGE WALTOS SEA-LAND-RPSOURCE: : law. A vote of thanks to the crew mess^"SEA-LAND CONSU^faR:c SAN PEDRO DELTAvMAR• ARECIBO 'man and a special vote of thanks to the PUERTO RICO .LEGIANCE: OVERSEAS JUNEAU MANHATTANoutgoing Master. Page 24 Seafarers Log �^;{ Seafarer Abel, 21, Earns High Sthool Diploma HLS English teacher Kathleen Brady helps Seafarer James Abel prepare for his GEO exam. Seafarer James Abel, 21-years old, portant aspect of the GED program at has been a member of the SIU for five the Lundeberg School is that "you work years. Brother Abel recently attended at your own pace. That is so much bet­ the Harry Lundeberg School and earned ter than the public education system." his high school diploma through the He added that, "the teachers are great, GED program. and they will give you all the personal­ Seafarer Abel dropped out of school ized attention you need." when he finished the eighth grade. He Brother Abel is now shipping out of first learned about the high school the port of New Orleans. He says that equivalency program at HLSS through he plans to go to college in the fall, now the Seafarers Log. that he's earned his high school Brother Abel said that the most im­ diploma. Moeney Is Appointed To P.R. Labor Post WASHINGTON — SIU Headquarters Representative Edward X. Mooney was nominated by AFL-CIO President George Meany to the U.S. Labor De­ partment for appointment as labor rep­ resentative to serve on the Puerto Rico Minimum Wage Industry Committee, No. 130. The committee convened Mar. 8 in San Juan, P.R. Representatives on the committee recommend what the minimum wage rates will be for the Island's workers in industry. Personals WUlie J. Kitchen Jim Kitchen requests that you con­ tact him as soon as possible at 2918 Hitchcock St., Houston, Tex. 77093, or call him at 695-8449, WffliunW.Killian Your brother John L. Killian asks that you contact him as so<m as possible c/o Bavarin, 140 Thames St., Newport, R.1.02840. Harry E. Jones, Jr. Mrs. Annie L. Jones asks that you contact her as soon as possible at 3729 Sylvan Dr., Baltimore, Md. 21207, or call her at (301) 944-6072. Jerry Cooper Harold Geise asks that you contact him as soon as possible at 9870 55th Way, North, Pinellas Park, Fla. 33565. Donald Pratt Lewis Frank Lewis requests that you con­ tact him as soon as possible at 155-20 41st Ave., Flushing, N.Y. 11354. Joseph Shima Your sister-in-law, Mrs. Mary Shima asks that you contact her as soon as possible at 24915 Little Mach, St. Clair Shores, Mich, 48080. Carl Wiihelm Frisk The Consulate General of Sweden requests that you contact them as soon as possible at 825 Third Ave., 39th Floor. New York, N.Y. 10022. Mdvin Libby Miss Leona Libby asks that you con­ tact her c/o Ralph Barr, 57 Haven Rd., Portsmouth, N.H. 03801. Drugs Found; Ship Seized A 24,000-foii foreign-fli^ freight­ er was seized by the United States recently after a routine inspection by U.S. Customs Agents revealed that 112 pounds of cocaine was bidden in her prow locker area. The United States Attorney for the Eastern District of New Yoik, David G. Trager, said he believed the seizure of tte Bahamian-flag Pyramid Veteran was the first such action by any United States Attorney. , i; "We're going to try to test the seizure statute so that companies wOl take more affirmative steps to guard against their carriers* trans­ porting narcotics into this country," Tri^er said. Wrapped in 224 plastic packages, the drugs have an estimated street value of $24 million. The ship was docked at a Brook­ lyn pier at the foot of Columbia Street. •f V/ I Drugs Mean Loss of Seaman's Papers . I i• If yem are CMricted of poawirioa of «iy IDcgai drmg—heroia, boiMtaratcs, qpced, LSD, or even Buuijaaaa—the U.S. Coast Gaard will leroke yoor seMMBi papers, wMMMrt appeal, FOREVER. That meuH that yea lose for the rest of year Hie the right to amke a Hvii^ by the sea. Howem, it doesal quite ead there erca if yoa recehe a •V :| '1^ You may lose yonr r%ht to vote, your right to hold pubUc ofRce or to owa agon. Yon also amy lose the oppoitonhy of ever becomfaig a doctor, dentist, certified public accountant, enginMr, lawyer, architect, realtor, pharmacist, school teacher, or stockbroker. You may jeopardise your rf^t to hold a job where you must be liceased or boaded aad you uiay aever be able to work for the city, the couaty, or the Federal government IFs a pretty tough rap, but that's exactfy how it is and you cant do any difaig abwt U. The convicted drug user leaves a Mack mark on his reputatlM for the rest of his life. However, drugs can not only destroy your rif^t to a good UveUhood, it can destroy your Ufe. Drug abuse presents a serious threat to both your physical aad heaMi, aad the personal safety of those around you. This is especially aboard ship where clear minds and quick reflexes are essential at all lor the sale t^eradoB of tte vessd. Dout let drugs destroy your natural rfght to a good, happy, life. Stay drug bree and steer a dear course. '• • ''i *I f1 •{ -'•ii I I. -•'-•-I 1 .> Edward Zebrowski Mrs. Estelle Goldman requests that you contact her as soon as possible at 1833 Alcoy Rd., Apt. 6, Cleveland, Ohio 44112. :|1 ,;r' * -j , 4' James McCray Please call the editor of the Seafarers Log as soon as possible at (212) 499-6600, ext. 242. Biagio DiMento Mrs. Purificacion M. DiMento re­ quests that you contact her as soon as possible at #39 Bam Bang St., Los Banos, Laguna, Philippines. George E. Pickles Mrs. Sarah M. Pickles requests that you contact her as soon as possible at 4131 N. Fairhill St., Philadelphia, Penn. 19140. Politics Is PprkchofDS DotTafe to SPAD^ March, 1976 Page 25 'i �m — ^1. . Jfinal Bejwrtwresi SIU pensioner Damon A. NewSIU pensioner Edward R. Gordon, Robert P. Burton, some, 53, died of re­ 75, passed away from 62, died on Jan. 22. spiratory arrest in the pneumonia in the Brother Burton join­ Galveston USPHS South Hills Health ed the SIU in 1939 Hospital on Dec. 16. System's St. Joseph in the port of New Brother Newsome Center, Pittsburgh on Orleans sailing as joined the SIU in Dec. 23. Brother both an AB and fire1944 in the port of Gordon joined the ^ man-watertender. He New York sailing as Union in 1944 in the port of New York an AB. Brother Newsome was bom in sailed 41 years and was awarded a sailing as a chief cook. He sailed 32 Marquez, Tex. and was a resident of World War II Mariners Medal for being years and was a veteran of the U.S. the lone survivor of the torpedoed SS Franklin, Tex. Burial was in the SealeArmy in World War II. Seafarer Round-Prarie Cemetery, Robertson Samuel Jordan Kirkwood on May 8, Gordon was born in Pittsburgh and was County, Tex. Surviving are his widow, 1943. Seafarer Burton was also a a resident there. Burial was in South Juanita and a son, James of Temple, torpedo victim several other times. Side Cemetery, Pittsburgh. Surviving is Bora in Gretna, La., he was a resident Tex. there. .Surviving are his sister, Mrs. his widow, Elizabeth. Dorothy Gorbert of New Orleans and James L. ''Jimmy** Edward J. GiUies, Nicholson, 53, died his godfather, Gretna Chief of Police 77, passed away on in Methodist Hospi­ Beauregard H. Miller, Sr. Feb. 2. Brother Gil­ tal, Brooklyn, N.Y. lies joined the SIU in Jose E. Rodriguez, on Jan. 4. Brother the port of New Or­ 20, died on Dec. 24, Nicholson joined the leans in 1955 sailing 1975. Brother Ro­ SIU in 1946 in the as an OS. He sailed driguez joined the port of New York 28 years and was a SIU in 1974 follow­ sailing as a bosun crew delegate. A na­ ing his graduation since 1949. He sailed 31 years, was a tive of New Orleans, he was a resident from the HLSS and Union dispatcher in 1954 and was there. Surviving are his sister, Mrs. Rose sailed in the steward bosun mate of the Waterman shoregang Verdin and a niece, Hilda Gillies, both department. He was and upgraded at Piney Point in 1973. of New Orleans. Bora in Tennessee, he was a resident bora in Santurce, P.R. and was a resi­ of Covington, Ky. Surviving are his dent there. Burial was in Puerto Rico. SIU pensioner widow, Bette Jean of San Francisco; Surviving are his mother, Eduarfla of Frank J. Galvin, 64, Santurce; his father, Jose of Bayamon, a sister, Mrs. Melvin B. (Trenna) died of a heart attack P.R.; his sister, Nidia of Santurce and Martin of Independence, Ky. in the Galveston an aunt, Maria E. Tirado of Puerto USPHS Hospital on George H. Hart- Rico. Jan. 14. Brother ^ field, 50, died of Galvin joined the Joseph R. Robiarteriosclerosis in the Union in 1947 in the chaud Jr., 24, died in South Baltimore Gen­ port of New York Rotterdam on Dec. eral Hospital on Aug. 12. Brother Robi- sailing as a fireman-watertender. He 28, 1975. Brother chaud was a crew- sailed 29 years and participated in an Hartfield joined the member of the bulk SIU pension study in 1969. Seafarer SIU in the port of Galvin was born in California and was carrier SS Merrimac Seattle in 1959 sail­ (Ogden Marine). a resident of Galveston. He gave his ing as an OS. He was a veteran of the He joined the SIU in remains for medical' research to the U.S. Navy in World War II. Seafarer Hartfield was also a graduate of the the port of New York in 1970, graduat­ State Anatomical Board. Surviving are Andrew Furuseth Training School, ing from Piney Point in 1972 and sailing his mother, Mary; a sister, Mrs. Mary Brooklyn, N.Y. A native of Pasadena, as a chief cook and baker. Seafarer Forslund and a niece, Barbara ForsTex., he v/as a resident of Baltimore. Robichaud was bora in Gardner, Mass. lund, both of Novato, Calif. Interment was in Western Cemetery, and was a resident there. Surviving are Baltimore. Surviving are his widow, his parents, Mr. and Mrs. Henry T. SIU pensioner Doris; his mother, Florence of Houston, Robichaud and his grandmother, Mrs, Jesus M. Granados, Lydia Foucher, all of Gardner. and his mother-in-law of Baltimore. 66, died of natural causes in the Tampa IBU pensioner Paul H. Clark, 52, General Hospital on Charles W. Adams died from cancer of Jan. 9. Brother Sr., 77, died from a the stomach in Nash­ Granados joined the cerebral hemorrhage ville Memorial Hos­ Union in the port of in the Portsmouth pital, Madison, Tenn. New York in 1951 (Va.) General Hospi­ on Jan. 8. Brother sailing as a cook. He sailed 28 years tal on Dec. 8. Broth­ Clark joined the SIU er Adams joined the and attended the HLSS. Seafarer Gran­ in the port of Jack­ SlU-affiliated union ados was born in Tampa and was a sonville in 1972 sail­ resident there. Interment was in Wooding as a fireman-watertender. He sailed in the port of Norfolk in 1960 sailing lawn Cemetery, Tampa. Surviving are seven years and was a U.S. Army vet­ as a barge captain for the Pennsylvania two sons, Donald of Tampa and Louis eran in World War II. Born in Rome, Railroad from 1922 to 1963. He was of Tierra Verde, Fla.; a daughter, Mrs, N.Y., he was a resident of Nashville, born in Norfolk and was a resident of Carmen Cash of Tarpon Springs, Fla. Tenn. Burial was in Forest Grove Portsmouth. Interment was in Green- and a sister, Mrs. Clara Sanchez of Cemetery, Joelton, Tenn. Surviving are lawn Memorial Gardens, Chesapeake, Tampa. Va. Surviving are two sons, Charles of two daughters, Louise and Ann. Portsmouth, and William. Bradley J. Allen, 31, died after a long illness on Dec. 4. Brother Allen joined the SIU in the port of Wilmington, Calif, in 1969 sailing as an OS. He sailed nine years. Born in San Diego, Calif., he was a resident there. Surviving are his mother, Mrs. Barbara Gorgone of San Diego and his father, J. W. Allen of El Toro, Calif. Page 26 Francis V. Huggins, 59, died on Jan. 18. Brother Huggins joined the SlU-affiliated IBU in the port of Norfolk in 1961 sailing as a mate for the Curtis Bay Tow­ ing Co. from 1951 to 1975. He was born in Waycross, Ga. and was a resident of Virginia Beach, Va. Surviving are his widow, Lela and his daughter, Estelle. SIU pensioner Henry Gibbs, 85, passed away on Jan. 22. Brother Gibbs joined the Union in the port of New York in 1951 sailing as a ship's carpenter. He sailed 48 years. Sea­ farer Gibbs was bora in Scotland and was a resident of Oxnard, Calif. Surviv­ ing are two sisters, Mrs. Anna S. Davis and Catherine, both of Santa Ana, Calif, and a nephew, Louis of Oxnard. m John S. Mitchell; 36, was dead on arrival at the Lake Corpus Christi Hos­ pital, San Antonio, Tex. on Nov. 16 when he apparently drowned after he fell in a river nearby. Brother Mitchell joined the SIU in the port of New York in 1969 sailing as a bosun. He sailed 12 years and grad­ uated from the Andrew Furuseth Train­ ing School in New Orleans in 1964 and the Piney Point Seniority Upgrading Program in 1969. Seafarer Mitchell was a veteran of the U.S. Navy in the postWorld War II period. Bora in Belton, Tex., he was a resident of San Antonio. Burial was in Fort Sam Houston (Tex.) National Cemetery. Surviving is his mother, Louise of San Antonio. Eugene T. McEihenny, 47, died on Jan. 18. Brother McElhenny joined the SIU in the port of Houston in 1962 sail­ ing as an oiler. He sailed 29 years and was a veteran of the post-World War II U.S. Army. A native of Morea, Pa., he was a resident of Houston. Surviving is his widow, Dixie Lee. Gregory Stitt, 22, died on Jan. 7 in Balboa, the Panama Canal Zone. Brother Stitt joined the SIU in 1974 in the port of Piney Point, the year of his gradu­ ation from the HLSS. He sailed as an OS. A native of San Francisco, he was a resident there. Sur­ viving are his father, Irving of San Francisco; two sisters, one of whom is Mrs. Joan Hamilton of San Francisco; three brothers and a cousin, seaman John L. Rhodes of San Francisco. SIU pensioner Paul S. Huseby, 59, expired in a coma in the St. Claude Gen­ eral Hospital, New Orleans on Nov. 19. Brother Huseby joined the Union in 1943 in the port of New York sailing as a chief cook. He sailed 34 years, was a SIU Headquarters Stone St. veteran and attended the Edu­ cational Conference at Piney Point in 1971. Born in Minnesota, he was a resi­ dent of New Orleans. Burial was in St. Bernard Memorial Gardens, Chalmette, La. Surviving are three brothers, Oscar of Lakewood, Calif.; Robert of Mil­ waukee, Wise, and Sydney of Vienna, Va. Robert W. Nelson, 51, died on Dec. 30. Brother Nelson join­ ed the SIU in the port of Seattle in 1956 sailing in the steward department. He was born in Montana and was a resident of Houston. Surviving are his parents, Mr. and Mrs, Carl Nelson of Portland, Ore. Seafarers Log �ass •^r'r-r -r - = Third Part of 1;. Socialby A.Security, Medicare, Medicaid Are for You A. Bernstein SIU Welfare Director Vftor A A D»e•••• f*WVT wr ijk This is the third part in a series of articles which the Seafarers Log will be running, over the next few months, concerning Social Security, Medicare and Medicaid and how these government programs affect you and your families. (This installment deals with Social Security) WHO IS COVERED? A disabled worker or self-employed person Eventually the series will be compiled into a booklet so that Seafarers can have all the information on these programs in one place. I hope this series will be an aid to you. Please let me know if you have any questions. Just write to me, care of Seafarers International Union, 675 Fourth Ave., Brooklyn, N.Y. 11232 ELIGIBLE FOR MONTHLY PAYMENTS IF: 1. Must be under 65. 2. Has a physical or mental condition which; Prevents him from doing any substantial gainful work and is expected to keep him or has kept him from such work for at least twelve months—or he has a condition expected to result in death. (Payments may be made to a person who is "temporarily" disabled if he is not ex­ pected to recover from his disability for a year or longer.) 3. He is fully insured under social security and meets the following additional requirements: A. 31 or older when disabled: If he becomes disabled before 1972, he needs credit for five years work out of the ten years preceding the date when he became disabled. The years need not be continuous or in units of full years. B. 24-30 when disabled: He needs credit for having worked half the time between 21 and the time he becarrie disabled. C. Before 24 when disabled: He needs credit for \V2 years of work in the three years period ending when his disability begins. Dependent husband of a disabled worker, etc. Same as for dependent husband of a retired worker, etc. (See January, \916 Seafarers Log) Same as for dependent husband of a retired worker, etc. Divorced widow of a deceased worker or self-employed person who was insured under social security 1. She has fulfilled the requirements foj a widow of a de­ ceased worker or self-employed person who was insured under social security (see January 1976 Seafarers Log) except that she must be unmarried. 2. If she does not^have the worker's child in her care (as previously described she must have been married to the worker for 20 years. See below for requirements of the worker's child to receive payments.) 1. A birth certificate or baptismal certificate made at or shortly after your birth. 2. Death certificate of spouse. 3. Divorce documents. 4. Medical evidence if applying as a divorced disabled widow. 5. Marriage certificate. Dependent widower of a deceased worker or selfemployed person wl^o was insured under social security I. He is age 60 or older 1. A birth certificate or baptismal certificate made at or shortly after your birth. 2. Death certificate. 3. Marriage certificate. 4. Proof of support from deceased wife. or Age 18 to 22 and a full-time student. or Age 18 or over and under disability. (Which must have begun before age 22.) 2. The child is not married. T 1. A birth certificate or baptismal certificate made at or shortly after birth. 2. Marriage certificate of parents if you are a step-child. 3. Adoption papers if child is adopted. 4. Student identification number if applying as student age 18-22. 5. Medical evidence if applying as an adult disabled child. Parent of a worker or self-employed person who died fully insured 1. Age 62 .or older. 2. Had been receiving at least Vz of his support from the worker. 3. Has not married since the worker's death. 1. A birth certificate or a baptismal certificate made at or shortly after your birth. 2. Worker's death certificate. 3. Documentation of at least one-half support from de­ ceased son or daughter. People 72 or older and not fully insured under social security 1. You reached 72 in 1968 and have % year work credit. 2. You are a resident of one of the 50 states or District of Columbia. 3. A U.S. citizen or an alien lawfully admitted for perma­ nent residence who has resided in U.S. for 5 years con­ tinually, immediately preceeding application. 4. The citizenship and residency requirements need not be met for certain male workers born 1 /1/92 or earlier and for certain female workers born 1/1/95 or earlier.. In these cases slightly more work is required than listed above. 1. A birth certificate or a baptismal certificate made at or shortly after your birth. 2. If foreign born— U.S. citizenship certificate or alien registration card. March, 1976 1 I I I Same as for wife of retired or self-employed person. 1. The child is under age 18 L:' 1. A birth certificate or a baptismal certificate made at or shortly after birth. 2. Medical evidence—your local social security district office will help you secure the proper medical report. You must provide: A. Names and addresses of doctors, hospitals or clinics from whom you received treatment. B. Dates of these services. C. Hospital or clinic cards or other identifying numbers. D. Workmen's compensation certificate of award (if applicable.) Same as for wife of a retired worker or self-employed person. (See January, 1976 Seafarers Log) or Between 50 and 60 years old and disabled. (Benefits are reduced if received before age 65.) 2. He was receiving at least one half support from his wife. • fr PROOFS NEEDED Wife of a disabled worker or selfemployed person Child of.a deceased worker or selfemployed person who was insured under social security •4' 4' • NOTE: In certain cases, other requirements and documents may be necessary. • I, 41 •J' ...1 Page 27 ^ ff �For a Better Job Today ° Deck Department ABLE SEAMAN The course of instruction is four weeks in length and leads to the Coast Guard en­ dorsement of Able Seaman—12 Months —Any Waters or Able Seaman—Unlim­ ited—^Any Waters. Course Requirements: Able Seaman 12 Months—Any Waters. You must: • Be 19 years of age • Have 12 months seatime as Ordi­ nary Seaman, OR Be a graduate of HLS at Piney Point and have eight months seatime as Ordinary Seaman • Be able to pass the prescribed physi­ cal, including eyesight requirements. Able Seaman Unlimited—Any Waters. You must: • Be 19 years of age • Have 36 months seatime as Ordinary Seaman or Able Seaman 12 Months • Be able to pass the prescribed physi­ cal, including eyesight requirements. Starting Dates: April 1, May 27, July 22. QUARTERMASTER The course of instruction leading to certification as Quartermaster consists of Basic Navigation instruction to include Radar; Loran; Fathometer; RDF; and The Harry Luncieher^ also includes a review of Basic Seaman­ ship; use of the Magnetic and Gyro Compass; Rules of the Road; Knots and Splices; Firefighting and Emergency Pro­ cedures. Course Requirements: Must hold en­ dorsement as Able Seaman (Unlimited— Any Waters). Starting Dates: March 4, April 29, June 24. LIFEBOATMAN The course of instruction is two weeks in length and leads to the Coast Guard en­ dorsement of Lifeboatman. Course Requirements: Must have 90 days seatime in any department. Starting Dates: March 4,18; April 1, J5, 29; May 13, 27; June 10, 24; July 8, 22; August 5. Engine Department QMED-Any Rating The course of instruction leading to cer­ tification as QMED—Any Rating is eight weeks in length and includes instruction leading to the Coast Guard endorsements which comprise this rating. Course Requirements: Yoii must show 3 Finish Lifeboat Class HLSS Deck Department Head Paul Allman (right) poses on the deck of the SS Zimmerman with his class of lifeboat grads of (I. to r.): John Loprete; Stephen Piatak, and Juan Toro. Did You Know... Last month 64 Seafarers up­ graded their skills, earning power and job security through the vocational courses at HLSS. The Lundeberg School has an upgrading course to meet your career needs, too! evidence of six months seatime in at least one engine department rating. Starting Dates: February 5; March 4; April 1, 29; May 27; June 24; July 22. FOWT The course is four weeks in length and leads to endorsement as Fireman, Watertender, and/or Oiler. Course Requirements: If you have a Wiper endorsement only, you must: • Be able to pass the prescribed physi­ cal, including eyesight requirements QMEDS Get Their Sheepskins Instructor In the Engine Department at Piney Point, Jack Parcel (center rear), poses for photo with six QMED graduates of his class of (I. to r.): Gene Morris: Leroy Williams; Eddie Washington; John Bishop; John McCabe, and Edwin Hagedorn. • Have six months seatime as Wiper, OR Be a graduate of HLS at Piney Point and have three months seatime as Wiper • If you have an engine department rat­ ing there are no requirements. Starting Dates: February 23, April 19, June 14, August 9 WELDING The course of instruction in basic welding consists of classroom and onthe-job training including practical train­ ing in electric arc welding and cutting; and oxy-acetylene brazing, welding and cutting. On completion of the course, an HLS Certificate of Graduation will be awarded. Course Requirements: • Engine department personnel must hold endorsement as QMED—Any Rating • Deck and steward department per­ sonnel must hold a rating in their department. Starting Dates: February 5, March 18, May 27, July 22. ADVANCED ELECTRICAL PROCEDURES The course of instruction in Advanced Electricity consist of classroom and prac­ tical on-the-job training. This includes an introduction to Electrical power sys­ tems, meters, D.C. and A.C. motors and generators as well as trouble shooting, preventive maintenance and emergency repair procedures. The practical training will include the building and testing of various D.C. and A.A. motors and their various D.C. and A.C. motors and their controllers together with the use of multi­ meters, clamp-on ammeters and the megger. Upon completion of the course a Harry Lundeberg School certificate of completion will be issued. Course Requirements: Must hold QMED-any rating. Starting Date: April 19. A College Career Is Available to YOUL One college and two post secondary trade/vocational school scholarships are awarded to Seafarers each year. These scholarships have been specially de­ signed to meet the educational needs of Seafarers. Application requirements are geared for the man who has been out of school several years, so you will only be com­ peting with other seamen with similar educational backgrounds. The awards are granted in April, but you should begin your application process now. These are the scholarships offered: 1. Four-year college degree scholar­ ship. This award is in the amount of $10,000. Page 28 2. Two-year community or junior col­ lege or post secondary trade/voca­ tional schools scholarships. These awards are in the amount of $5000. The trade/vocational awards offer var­ ious options if you wish to continue shipping. In such a program you may develop a trade or skill which would im­ prove your performance aboard ship as well as help you obtain a better paying job when you are ashore. Eligibility requirements are as follows: 1. Have not less than two years of actual employment on vessels of companies signatory to Seafarers Welfare Plan. 2. Have one day of employment on a vessel in the sixth-month period immediately preceding date of ap­ plication. 3. Have 90 days of employment on a vessel in the previous calendar year. Pick up a scholarship application now. They are available in the ports or you may write to the following address and request a copy of the Seafarers Applica­ tion: Seafarers Welfare Plan College Scholarships 275 20th Street Brooklyn, New York 11215 A College Education For Your Cliildren Four scholarships are awarded to de­ pendents of Seafarers. These four-year scholarships are for $10,000 each at any accredited college or university. If you have three years sea time, encourage your children to apply. They should request the Dependents Application from the above address. Seafarers Log �School Of Seamanship Steward Department Steward Department All Steward Department Courses Lead To Certification By HLSS. CHIEF STEWARD The course of instruction is six weeks long and covers all phases of Steward De­ partment management and operation. Course Requirements: All candidates must have seatime and/or training in com­ pliance with one of the following: • Three years seatime in a rating above 3rd cook or assistant cook OR • Six months seatime as 3rd cook or assistant cook, six months seatime as cook and baker, six months seatime as chief cook and hold HLS certifi­ cates of completion for each program OR • 12 months seatime as 3rd cook or assistant cook, six months seatime as cook and baker, six months sea­ time as chief cook and hold HLS cer­ tificates of completion for the cook and baker and chief cook programs OR • 12 months seatime as 3rd cook or assistant cook, 12 months seatime as cook and baker, and six months sea­ time as chief cook and hold an HLS certificate of completion for the chief cook program. Starting Dates: February 5, March 18, April 29, June 10, CHIEF COOK The course of instruction is six weeks in length and students specialize in the prep­ aration of soups, sauces, meats, seafoods, and gravies. Course Requirements: All candidates must have seatime and/or training in com­ pliance with one of the following: • 12 months seatime as cook and baker OR • Three years seatime in the steward department, with six months as 3rd cook or assistant cook and six months as cook and baker OR • Six months seatime as 3rd cook or assistant cook and six months as cook and baker OR • 12 months seatime as 3rd cook or assistant cook and six months sea­ time as cook and baker and hold a certificate of completion for the HLS cook and baker training program. Starting Dates: February 19, April 1, May 13, June 24, A ugust 5. <•) For Job Security Tomorrow COOK AND BAKER ASSISTANT COOK The course of instruction is six weeks in length and students specialize in the selection and preparation of breakfast foods, breads, desserts, and pastries. The course of instruction is sbc weeks in length and students specialize ia the selection and preparation of vegetables and salads. Course Requirements: All candidates must have twelve months seatime in the steward department, OR three months sea­ time in the steward department and be a graduate of the HLS entry rating program. Course Requirements: All candidates must have seatime and/or training in com­ pliance with one of the following: • 12 months seatime as a 3rd cook or assistant cook OR • 24 months in the steward department with six months as a 3rd cook or as­ sistant cook OR • Six months seatime as 3rd cook or assistant cook and hold a certificate of completion from the HLS assist­ ant cook training program. i> '*•1 i-. v.: t-b--; Starting Dates: March 4, April 15, May 27, July 8. These Courses Will Be Start­ ing Soon: •••1, V Fi, • Diesels • Operation of Reefers Starting Dates: January 22; February 5,19; March 4,18; April 1, 15, 29; May 13, 27; June 10, 24; July 8,22; August 5. I •k Watch the Seafarers Log for Starting Dates i; t' UPGRADING APPLICATION Name. >•«« . Date of Birth (Last) (First) (Middle) Mo./Day/Year Address (Street) . Telephone #_ Note: Courses and starting dates are subject to change at any time. Any change will he noted in the LOG. High School Program. Is Available to All Seafarers Do What Nearly 50 Of Your Fellow Seafarers Have Done ... (State) (City) (Zip Code) Book Number (Area Ck)de) Seniority Date Book Was Issued Port Presently .Registered In_ .Port Issued. Social Security #_ L" I . Endorsemer.t(s) Now Held. Piney Point Graduate: • Yes No • (if so, fill in below) Entry Program: From. .to. I I- Endorsement(s) Received. (Dates Attended) Upgrading Program: Endorsement(s) Received .to. From. (Dates Attended) "A high school diploma is something I've always wanted." Do you hold a letter of completion for Lifeboat: • Yes • No; Fire Fighting: • Yes • No Dates Available for Training I Am Interested In: Williain Lopez • • • • "For the first time now, when I read a book, I really notice the punctuation. I understand math and lan­ guage much better, too. In fact, I actually enjoy math." • LNG/LPG • Diesel • Welder Thomas Maher Get the reading, writing and math skills you need for job security and upgrading through the high school equivalency (GEO) program at the Harry Lundeberg School. It only takes four to eight weeks, and your Brothers can tell you that it's really worth it! Interested? Pick up a copy of the pre­ test kit in your port 6r write to this address: Margaret Nalen, Director Academic Education Department Harry Lundeherg School Piney Point, Maryland 20674 When you complete the test, return it to the Lundeberg School. HLS will tell you the results and give you an estimate of the length of time you'll need to com­ plete the GEO program. REMEMBER! This test is not to see February, 1976 DECK AB-12 Months AB Unlimited Quartermaster Lifeboatman who scores high or low. It helps HLS de­ sign a study program just for you—a pro­ gram that our teachers will help you, as an individual, to follow. So apply today. It's easy to qualify. Just make sure that you have: 1. One year of seatime. 2. Your initiation fees paid in full. 3. All outstanding monetary obliga­ tions, such as dues or loans, paid in full. Your classes will be small (usually just six to eight students). You'll get lots of individual help. And completing the GEO program opens the door to the other edu­ cational opportunities that the SIU has for you. A high school diploma is the first step towards qualifying for one of the three scholarships for Seafarers that are offered each year. ENGINE • QMED • FOWT • Dk.Mech. • • • • STEWARD Asst. Cook Cook & Baker Chief Cook Steward ADVANCED COURSES • Advanced Pumpman Procedures • Advanced Electrical Procedures • Refrigeration Container Mechanic RECORD OF SEATIME — (Show only amount needed to upgrade in rating checked above or attach letter of service, whichever is applicable.) SHIP RATING HELD DATE OF SHIPMENT DATE OF DISCHARGE I fL i- SIGNATURE DATE r RETURN COMPLETED APPLICATION TO: LUNDEBERG UPGRADING CENTER, PINEY POINT, MD. 20674 Page 29 f: �'•(PS mam. /wr • •*»••¥» Twelve Seafarers graduated from the 32nd class of the SIU Bosuns Recertification Program this month and they now resume shipping with a much bet­ ter knowledge of their Union and the entire maritime industry. It is their re­ sponsibility to rejoin their vessels and inform the rest of the membership about the role all Seafarers must play if there is to be a future for the American mer­ chant marine. The recertified bosuns who have completed this vray important twomonth program are asserting their lead­ ership aboard all our contracted vessels. It is for this very reason that the Bosuns Recertification Program was established. The SIU must adapt to a constantly-changing industry if we wish to play a part in it in the years to come. With the battles now being fought in the Halls of Congress rather than on the waterfront, and with radical changes in vessels and manning, our entire mem­ bership must he kept informed at all times in order to insure the job security of everyone in the years ahead. This then, is the main objective of the bosuns program: better communi­ cation. And, it is the job of every mem­ ber, not only the recertified bosun. The bosun is the leader of the crew, hut only if his crew actively participates and takes an avid interest in the affairs of our Union, by attending shipboard and membership meetings, by asking ques­ tions and reading all pertinent informa­ tion, will this objective be accomplished. And, with full membership cooperation, we will he a much stronger, secure Union for many years to come. Ben Mignano Seafarer Ben Mig­ nano, 47, has been a member of the SIU since 1944, and he began shipping out as bosun in 1957. A native of Brooklyn, N.Y., Brother Mignano now makes his home in San Pedro, Calif. He ships from the port of Wilmington. Tom Heggarty Seafarer Tom Heggarty, 48, has been a member of the SIU since 1947, and he began ship­ ping out as bosun in 1950. A native of Ireland, Brother Heggarty now makes his home in Minnesota with his wife, Grace. He ships from the port of New York. Neil Matthey Seafarer Neil "Blackie" Matthey, 46, has been sailing with the SIU since 1951, and started shipping out as bo­ sun 20 years ago. A native of San Fran­ cisco, Brother Mat­ they now makes his home in Hawaii with his wife Katsuyo. He ships from the port of Yokohama. Emilio Sierra Seafarer Emilio Sierra, 48, has been sailing with the SIU since 1944, and started shipping out as bosun in 1969. A native of Phila­ delphia, Brother Si­ erra now makes his home in Oakland, Calif, with his wife Jewel. He ships from the port of San Francisco. William Bobalek Seafarer William Bobalek, 50, has been a member of the SIU since 1944, and he began ship­ ping out as bosun in 1951. A native of Texas, he now makes his home in Dallas; Tex. Broth­ er Bobalek ships from the port of Houston. 32nd Bosuns' Class As the top unlicensed man on ship, and as the leading representative of the SIU at sea, it is the bosun's job to see that all voyages run as smoothly as pos­ sible, with of course full cooperation from the rest of the crew. The recertified bosun is also better qualified to handle the new techno­ logically-advanced equipment which is found on many of the modem ships being built today. Alejandro Ruiz James Cheshire Seafarer Alejan­ Seafarer James dro Ruiz, 47, has \ Cheshire, 52, has been a member of i been an SIU memthe SIU since 1949, I ber since 1949, and and he began ship­ \has been shipping ping out as bosun I out as a bosun since in 1956. A native of 1960. A native of San Juan, P.R., he ^Alabama, Brother ships from that port Cheshire now \and continues to makes his home in make his home there with his wife Rita. Youngstown, Fla. He ships from the port of Jacksonville. James Boland Herminio Pacheco Seafarer James Boland, 49, has Seafarer Herbeen sailing with the •minio Pacheco, 51, SIU since 1946, and has been shipping he started shipping with the SIU since out as bosun in 1947, and began 1951. A native of sailing as bosun in Philadelphia, 1970. A native of I Brother Boland now Puerto Rico, Broth­ makes his home in er Pacheco ships from the port of Fairfield, Calif, with his wife Judithann. He ships from the port of San Fran­ New York where he makes his home. cisco. Arthcr Harrington home. Gus Magoulas j" Seafarer Arthur ' Seafarer Gus Ma­ \Harrington, 47, has goulas, 61, has been \been a member of shipping with the j the SIU since 1947, SIU since 1956, and land he began shiphe began sailing as (ping out as a bosun bosun in 1968. A \in 1959. A native native of Greece, he of Massachusetts, now ships from the Brother Harrington port of New York ships from the port where he makes his of Boston where he makes his home with his wife, Mary. Harry Springfield Asa Moore Seafarer Asa Moore, 45, has been an SIU member since 1948, and be­ gan shipping out as bosun in 1965. A native of Macon, Ga., Brother Moore continues to make his home there. He ships from the port of New York Six Graduate With 'A' Book Seafarer Harry I Springfield has been [sailing in the stewI ard department I with the SIU for I seven years. A cook land baker. Brother .Springfield upgradI ed to that rating at Uhe Harry Lundeberg School before attending the 'A' Seniority Upgrading Program. Brother Springfield is a native of Bridgeton, N.J. and continues to reside in that town with his wife Betty Lou and their three children. He ships out of the port of New York. The SIU's 'A' Seniority Upgrading Program has six more graduates this month, bringing the total number of Seafarers who have completed this pro­ gram to 215. These men spent two weeks at the Harry Lundeberg School in Piney Point where they attended Union classes, reviewed the administrative procedures of the Lundeberg School and spoke to trainees during their engine, deck or steward training session. The six seniority upgraders then spent two weeks at Union Headquarters in New York. While in New York they visited all of the various departments that administer the Union's funds, keep employment records, publish the LOG and keep track of SlU-contracted ships. By going through this in-depth study of their Union's activities, both at the SIU's training facilities in Piney Point and at the administrative offices in New York, these Seafarers leave the 'A' Seniority Program with a better under* standing of their Union, its purpose, its membership, its role in the modem maritime industry and its problems. Klaus Wass Seafarer Klaus Wass first started I shipping with the I SIU in 1966. Bro­ ther Wass ships as I a chief cook, a rating he earned at the Harry Lundeberg School before at! tending the 'A' Sen­ iority Upgrading Program. A native of Finland, Brother Wa.ss now lives in New York City and ships out of that port. Daniel Taylor Seafarer Dan Taylor, an Army veteran, began sail­ ing with the SIU in 1971 after graduat­ ing from the Harry Lundeberg School. Brother Taylor re­ turned to the Piney Point school to get his third cook's endorsement, before starting the 'A' Seniority Upgrading Program. A native and resident of Cleveland, Ohio, Brother Taylor ships from the port of Houston. Oscar Johnson Seafarer Oscar Johnson began sail­ ing with the SIU in 1968 from the port of Mobile. A cook and baker. Brother Johnson studied for that rating at the Harry Lundeberg School before at­ tending the 'A' Seniority Upgrading Program. Brother Johnson, a native of Mobile, now ships from the port of New Orleans and lives in that port with his wife, Evelyn and their daughter. Page 30 Bobby Hooks Seafarer Bobby Hooks started sail­ ing in the steward department after graduating from the Harry Lundeberg School in 1970. Brother Hooks re­ turned to Piney Point to get his third cook's endorsement before begin­ ning the 'A' Seniority Program. A na­ tive of South Carolina, Brother Hooks now ships from the port of New York where he lives with his wife Barbara and their son. Gerald Farrell Seafarer Gerald j Farrell has been I sailing in the stew­ ard department with the SIU since his graduation from I the Harry Lunde­ berg School in 1973. Brother FarI rell returned to Piney Point to obtain his cook and baker endorsement before starting the Seniority Upgrading Program. A na­ tive and resident of Massapequa, N.Y., Brother Farrell ships out of the port of New York. Seafarers Log �8 Graduate in Lifeboat Course J- • r-4' • 'r HLSS Lifeboat Instructor Chuck Dwyer (standing right) poses with eight graduates of the Lifeboat Course of (rear row I. to r.): Joe Evans; George Coyer; Richard Lewis, and Nathan Sumrall. Kneeling (1. to r.) are: Max Hilgren; William Coyer; Harold Wallace, and Alex Rescendez. Quartermasters Complete Class 2 Get Their Lifeboat Tickets r I •1 Five more Seafarers who have completed the HLSS Quartermaster Class are (I. to r.): Romuald Los; Virgil Dowd; Morris Tripp; Howard Lindsey, and George Prasinos. Paul Allman teaches the course. AB Gets His Certificate AB Randolph O. Boiling (left) gives us a victory smile after he received his certificate from Instructor Chuck Dwyer (right). March, 1976 The Lundeberg School awarded lifeboat tickets to (center and right) John Dunn and Eugene Hebert recently when they finished the course taught by (left) Lifeboat Instructor Chuck Dwyer. Assistant Cook Gets Diploma Assistant Cook Luis Fuentes (right) gets handshake and diploma from Head Steward Laymon Tucker of the HLSS Steward Department after graduating from the Assistant Cooks Course. Page 31 4! ' I t\ �March, 1976 OHletal pnbUcatlMi •« tiM SBAFARBRS INTBIINATIONAL UNION • AttoaCle, OnU, LAHM and laland Water* Dlstriat- AVL-CIO 1976 Could Be the Turning Point for the U.S. Merchant Marlne-SPAD Could Make the Difference At a time when our entire economy is suffering from a com­ bination of staggering inflation and devastating recession, the American people will have both the oppx^rtunity and great responsibility of choosing the', government leaders who will guide this country into the next decade. It goes without saying that those of us in the labor movement have a great stake in the outcome of the 1976 national elec­ tions. Labor has traditionally played a large role in determining the results of past elections, and indeed without labor's support many candidates find it Very difficult, it not impossible, getting elected to office. This is also a irory crudal year for those of us in maritime; •Li. H uot be cm exaggeration to state that our industry is dt the "crossroads." The hmire of the entire U.S. mcnrchcmt marine dnd all those who earn their living in it, could very well be detendmed by what occurs politically this year. ^ The one sure way to make our voice heard this year, as well ds every year, is through the support of the Seafarers Political Activities Donation fund. In order for the SIU tp succ^eciwin achieving the many goals necessary for our security in the future, the Union must have the money which is mandatory to help elect politicians who believe in a viable and prosperous U.S. merchant marine. And, in order for SPAD to fully succeed, it must have the voluntary contributions of every SRJ member. There can be no doubt that SPAD has played a me^or role in the victories of the mmitime induary over the pssi few years. Because of our meml^rs' contributions to SPAD, die SIU was qble to obtain passage of the Merchcmt Marine Act of 1970; which has meant the construction of more ships and scores of more jobs for Seafarers. SPAD also enabled the Union to get Congressional approval of the Energy Transportation Security Act of 1974, which was eventually killed by pocket veto. What is also important to remember, however, is not only what SPAD has done in the past, but what it is doing today, and what it must do in the months and years ahead, Through SPAD, the SIU has beeri able to block repeated attemps to break the Jones Act, the strongest legislation we have to protect domes­ tic shipping. And, we have blocked the constant efforts of tlid Administration to close down the eight U.S. Public Health ServI ice Hospitals, the most vital health care facilities seamen have. There is more work to be done. A bill to curb the growings llriciiTsion of third-flag fleets whidh engage in notorious rate cutting practices which threaten to destroy the industry, anc| I legislation which would guarantee a fair share of U.S.-flag ships, s dre just two examples of what we must fight for in the future. ^ History has taught us that even once we hove obtained some4 thing beneficial to us, that does not stop our foes from trying to take it away. The best way to prevent this is by electing legist; lators who recognize the absolute necessity of protecting the{ American merchant marine and restoring it once again to the| top of the world's merchant fleets These are the many reasons why sbong support by everY| SIU member for SPAD is so important. By the end of this yeai| the entire political complexion of the government may be subl stantially changed. We must moke siire that any changes for the benefit, not the detriment, of the best way to insmo this is by t-MtL'"' J -f".!• . � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource March 1976 Description An account of the resource Headlines: MTD MAPS CHART FOR U.S. MARITIME REVITALIZATION AFL-CIO DISPUTES U.S. JOBLESS FIGURES SIU FIGHTS TO KEEP USPHS HOSPITALS OPEN AFL CIO CRITICIZES GOVERNMENT'S ECONOMIC POLICIES WILMINGTON LOOKS TO ALASKA PIPELINES TRUSTEES PREPARE TO MOVE SAILORS' SNUG HARBOR TOP COURT OKS GOVERNMENT CARGO SHIP SUBSIDY EDNEY STANDS OUT ON NLRB CONFAB WORKSHOP PANEL JACKSON NOTES NEED FOR U.S. SEAPOWER IMPROVEMENT UNION TALLYING COMMITTEE COMPLETES REPORT SEAFARERS GET HIGH SCHOOL DIPLOMAS THROUGH PINEY POINT GED PROGRAM FOR AN ALL-ALASKA GAS PIPELINE ROUTE THE ONLY WAY TO GO FOCUS IS ON MARITIME REVITALIZATION 9 POINT MARITIME PROGRAM ADOPTED RESOLUTIONS PASSED ON MARITIME PROBLEMS WITH 20% PUERTO RICANS JOBLESS, COLON HITS U.S. TRADE POLICY SCHULMAN SPEAKS ON NLRB EXTENSION, RIGHT-TO-WORK LAW HIGHLIGHTS FROM THE MID-WINTER MEETING HELD BY THE EXECUTIVE BOARD OF THE AFL-CIO MARITIME TRADES DEPARTMENT IN BAL HARBOUR, FLORIDA, FEBRUARY 12-13 GOLDFINGER: 1974 TRADE ACT FAILS TO HELP UNEMPLOYED BENNETT GIVES BENEFITS OF ALL-ALASKA GAS PIPELINE EXPANDING SOVIET FLEET POSES THREAT MTD UNHAPPY WITH GENEVA TRADE TALKS MTD URGES JONES ACT LOOPHOLE CLOSED REPORT GIVEN ON U.S. ENERGY RESOURCES NEW SIU SHIP, ST WORTH CREWS UP, SAILS MOONEY IS APPOINTED TO P.R. LABOR POST SOCIAL SECURITY, MEDICARE, MEDICAID ARE FOR YOU 1976 COULD BE THE TURNING POINT FOR THE U.S. MERCHANT MARINE-SPAD COULD MAKE THE DIFFERENCE Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 3/1/1976 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. XXXVIII, No. 3 1976 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/1847610fd04520f0e3f6d272fb040646.PDF bcdbf05f2a3b59f9f837840e15ba7d83 PDF Text Text -H , 7 ; f-'\. . • ii.s. r, ' •. 'i i-i i ?< • I']' • 't! 'B ?¥ • 'r m •fll . '•? . '3• J. • T'' tl •f f �Blackwell to Committee 005 Program Produces Many BeneHts He called the idea without merit, and Assistant Secretary of Commerce for Maritime Affairs Robert J. Blackwell told the House Merchant Marine Sub­ committee of the Merchant Marine and Fisheries Committee last month that the Maritime Administration's Operating Differential Subsidy (CDS) program "generates benefits in the areas-of trade, employment, and balance of payments." Blackwell, testifying at the subcom­ mittee's oversight hearings into all aspects of the U.S. maritime industry, defended MARAD's CDS program against recent criticism. He stated that "the primary basis for taxpayer support of ship operations is the need to assure a national capability to move military material and essential raw materials in wartime without heavy dependence on foreign flag vessels." The MARAD chief traced some of the changes in the CDS program, in­ cluding extension of subsidy money to bulk carriers. He said that the inclu­ sion of bulkers has made it possible to grant operating subsidies to American vessels transporting Soviet grain, and that these subsidies, he hopes, will in­ sure carriage by the U.S. of its negoti­ ated one-third Of the Soviet grain shipment. More Productive Blackwell stated that in his opinion the subsidized fleet has actually become "more modern and productive since 1970." And heestimated, that "the Gov­ ernment's contribution induces about $4 of private sector expenditure for every Government dollar. The overall impact of U.S. maritime operations on employment has been estimated at about 200,000 jobs, producing taxes of about $600 million." In his testimony, Blackwell responded to recommendations by earlier wit­ nesses that the restriction on CDS funds for American companies with foreignflag carriers as well as U.S.-flag ships be lifted. Among these recommendations on on the subsidy program was a modifica­ tion of the so-called "grandfather clause" of the Merchant Marine Act of 1970. This clause stipulates that any company with both U.S. and foreignflag carriers wishing to qualify for CDS funds must make a written commitment to divest themselves of the foreign ships within 20 years. It had been recommended that the clause be modified as it affects U.S.-flag bulk carriers so that large multinational bulk shipping companies could be im­ mediately enlarge their U.S. fleets and be eligible for subsidy. A further modi­ fication was also recommended by sug­ gesting a formula for the oil companies to be able to build U.S.-flag vessels with CDS and Construction Differential Sub­ sidy (CDS) funds as long as they gave U.S. independent tonnage an equal amount of work. the PRESIDENT'S REPORT: Paul Han Back Pro-Maritime Candidates You don't have to like their political philosophy, foreign policies or ideo­ logical beliefs, but you have to admire the Russians for at least one thing, and that is the way they treat their merchant marine. In the past decade, the Russians have succeeded in building a merchant fleet that not only serves as a working teammate to the expanding Soviet Navy, but has given the Russians an important economic leverage over non-Communist countries, especially with regard to the United States. -•) The fact that the Russian merchant marine, operating as a third-flag fleet along with other Communist and non-Communist fleets, has captureJl nearly half of all liner cargo moving between the U.S. West Coast and the Far East should have opened a lot of eyes in the U.S. Government to the real economic and political danger posed to our nation by the Russian mari­ time expansion. It is truly unfortunate, though, that very few eyes have been opened to this danger. And it is even more unfortunate that the same 'hear no evil, see no evil' attitude on the part of the U.S. Government that has allowed the U.S. merchant fleet to slip from first to seventh place in world rankings continues to prevail in Washington, D.C. today. The real problem with this 'see no evil' attitude'is that too many people in Government and the legislature have lost sight of the true meaning of "sea power," and the indispensable role that sea power plays in the nation's econ­ omy and our national security. While admitting that the law "does need some correcting" in this respect, Blackwell said that anyone urging an outright repeal of the provision was "very wrong." The MARAD chief was also critical of a suggestion made in testimony before the subcommittee in February that Government funds be put into up­ grading the National Defense Reserve Fund (NDRF) fleet for emergency use rather than into the existing construc­ tion and operating subsidy programs. claimed it would substitute an idle, unmanned fleet for an active, fully manned fleet, available for contingency operations in a small fraction of the time required for reserve fleet activation. Blackwell's testimony concluded the third phase of the subcommittee's oversight hearings which began last year. Hearings on the next topic scheduled for consideration, the ship construction loan and mortgage insurance program, arc slated to start this month. AFL-CIO Says U.S. Jobless Report isn't True' Picture The national unemployment rate dipped slightly last month to 7.5 percent from 7.6 percent in February, accord­ ing to a report released by the U.S. Labor Department, but the AFL-CIO, in its own statement on unemployment, says that the "true" jobless figure should be put at 10.3 percent. The Department's Bureau of Labor Statistics, in its monthly report, said that 109,000 persons less were unem­ ployed during March, lowering the total number of out of work Americans to 7,027,000. The Bureau said that the number of employed rose by 375,000 during the month to a record high of 86.7 million. However, the AFL-CIO issued its own statement interpretating unem­ ployment. Federation President George Meany said: "The only good thing that can be said about this report is that unemploy­ ment at this moment is not feeding on unemployment. For despite all .the po­ litically-inspired rhetoric and optimistic predictions, unemployment remains America's Number One economic prob­ lem. "True unemployment in America re­ mains in double figures—10.3 percent with 9.7 million jobless, based on the Continued on Page 6 U.S. sea power encompasses a whole lot more than a battleship or an aircraft carrier or a submarine, because the worth of a nation's sea power is not only gauged by its ability to fight a war at sea, but by a nation's ability to service these ships at sea in time of a national emergency; a nation's ship­ building capacity, and most importantly, a nation's ability to carry its own commerce. In other words, the different segments of the nation's maritime services— Navy, merchant marine and shipbuilding—are interdependent on one another. To have a strong Navy, a nation must have a strong, viable merchant fleet capable of carrying a large percentage of all the nation's cargoes, to support that Navy. And to have a strong merchant marine, the nation must have an operating shipbuilding capacity to both keep up with the new ship needs of the functioning merchant marine and keep one step ahead of tech­ nological changes in the industry. At the present time. United States sea power leaves much to be desired for the simple reason that the U.S. Government for years left the Navy and merchant marine on the bottom of the national security priority list. This has to change—and change soon if the U.S. expects to regain any of its lost position on the high seas. As usual, though, when it comes to maritime, not much is going to be done unless the SIU leads the way. It is the SIU's position that for this nation to regain the strength of a world maritime power, the U.S. must adopt a coordinated national maritime policy, built around a basis of cargo preference and bilateral shipping agree­ ments. Only by assuring U.S.-flag vessels a fair share of all cargoes moving from our shores, can the U.S. maintain a merchant fleet capable of meeting the nation's sea power requirements in both peacetime and in. time of national emergency. Let's face it! The Russians are happy to carry all the American cargo they can get their hands on in peacetime, and reap the economic benefits that go along with this carriage. But who is going to carry our cargo in a national emergency? The Russians? Not likely I As we move closer to the national elections in November, the SIU, backed by the SIU membership in particular and the American labor movement in general, is planning to support those legislators that show insigfit into the problems of the U.S. merchant marine, and the vision to know what steps must be taken to correct them. Getting the right candidates into office will not be an easy job, but it is a vitally important one to the strength of the U.S. maritime industry and the long-term job security of Seafarers. I am confident that with the continued support of the SIU membership for the SIU's political programs, we will do a good job this year. Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf, Lakes and inland Waters District. AFL-CIO 675 Fourth Ai/n Rmnkiun N Y 11232. Published monthly. Second Class postage paid at Brooklyn, N. Y. Vol. XXXVIil, No. 4, April 1976. ®' Page 2 Seafarers Log LM a .4 >*.i Jj r *> 't '%'n % .% /u U !'i * * �1 Only t Notion With No Maritime Policy' ij Ha// Urges Single^ Unified U.S. Maritime Agency SIU President Paul Hall, calling for "a single, unified U.S. maritime agency," was the opening-day luncheon speaker at the Second National Con­ ference on Domestic Shipping held in New Orleans on Mar. 9-11. Over 200 high-ranking labor, man­ agement, and Government representa­ tives fronj all segments of our nation's domestic shipping industry—deep sea, inland, and Great Lakes—attended the conference, which was sponsored by the Maritime Administration. In his introduction of Hall, Assistant Secretary of Commerce for Maritime Affairs Robert J. Blackwell called him "one of the most effective and articulate spokesman in the maritime industry." &cretary Blackwell went on to praise Hall for bringing the once fragmented segments of the maritime < industry together on the National Maritime Council. President Hall noted the importance of marine transportation to the history and welfare of our nation. The theme of the Conference was "Progress Through Productivity" and Hall observed that "the domestic shipping industry has made great strides toward improved productivity and the cost savings that are a result." This advance in produc­ tivity has been due just as much to the maritime worker as to technological ad­ vances, he stressed. Hall went on to discuss some of the problems that the domestic shipping industry faces and priorities for solving them. He addressed himself first to the fact that "We are the only major nation with no maritime policy." SIU President Paul Hall addresses the Second National Conference on Domestic Shipping held in Ne>w Orleans last month. Another important priority for strengthening the maritime industry, according to Hall, is the protection of the Jones Act. He noted that the indus­ try has met a number of heavy attacks on this important law. But meeting at­ tacks on the Jones Act is not enough, he said. "We should close the loophole in it, especially with regard to the Virgin Islands." Finally, Hall addressed himself to what he called "the greatest problem" which is "our inability to put our re­ sources together as human beings." Co­ operation and communication among labor, management, and Government are the solution to this problem, he as­ serted, and "We've only scratched the surface with the National Maritime Coupled with the absence of a na­ tional maritime policy, Hall observed, is the need for a single, unified U.S. agency to deal with maritime matters. "Today, the maritime industry is spliced, sliced, and cut more ways than a stick of salami in a New York deli. We are a little bit everywhere. As a result, we are not important to too many peo­ ple." He criticized the U.S. Department of Transportation for being oriented to­ ward land transportation and showing favoritism toward the railroads at the expense of water transportation. And he warned his audience that the DOT thus would not be the best agency for setting maritime policy. On Voyage, She Council." To illustrate the results which can be achieved through cooperation, he pointed to the passage by the Congress last year of the Energy Transportation Security Act, which was opposed by the huge oil lobby. Even though the Presi­ dent vetoed the bill. Hall said, "We won it where it counted, and we won it because we got together." Hal! then pointed out another im­ portant issue which will require the same kind of communication and co­ operation—the replacement of Locks and Dam No. 26 on the Mississippi River. "Time is running out," he warned. "We don't have to lose this fight, but we will if we sit back." The SIU president ended his speech on the theme of the importance of all segments of the maritime industry work-' ing together. "What we all need is a healthy American maritime industry. One segment of the industry must help another. For everything we can't agree on, there are two things we can agree on." His address was well received and many subsequent speakers referred to the speech and its major theme of co­ operation. Included in the Conference schedule were workshop sessions in which par­ ticipants broke up into small groups to discuss specific problems. SIU Vice President and IBU National Director Paul Drozak was chairman of the In­ land Waterways Training Workshop and HLSS President Hazel Brown chaired the Deep Sea Training Work­ shop. ' •KI " ,1- J .4 -/"'A I. Grain to Russia r Seafarers Man the New Tanker Zapata Patriot The SIU is continuing to expand its fleet of contracted vessels, as late last month Union Members crewed up the brand new Zapata Patriot, first of four 35,000-dwt tankers built for Zapata Bulk Transport Corp. The Zapata Patriofs sisterships, the Zapata Ranger, Zapata Rover, and Zapata Courier, are all scheduled for delivery to the com­ pany later this year. The 711-foot long vessel, which was constructed at Todd Shipyards. Corp, ern, technologically-advanced vessels in San Pedro, Calif, at a cost of approx­ which have been built over the past imately $16 million, was officially few years. launched'on Nov. 1, 1975. The ship Chief Steward Antonio Arellano will has a beam of 84 feet, a draft of 34 be in charge of one of the most modern, feet 5 inches, a brake hp of 14,000 and fully-automated galleys on any SIU a speed of 16.5 knots. ship. There will be cafeteria-style feed­ This latest SIU ship, which was ing. scheduled to load grain in Baltimore One other feature of the steward de­ and carry it to Russia on her maiden partment is the loading of stores which voyage, is another in a long line of mod- will be carried aboard ship by a mono­ rail system which will take them from the dock directly to the dry store rooms. All and all, the Zapata Patriot, and her three identical sisterships, represent the latest in technological advancement and modem comfort. Despite the pres­ ent recession, and problems in the maritime industry as well, the SIU is continuing to obtain more vessels for our members. And, with the coopera­ tion of the entire membership, the Union will he able to ensure the job security of all in the future. INDEX Legislative News Washington Activities Jones Act loophole . ...Page 9 ..Page 18 Union News President's Report Page 2 Joint survivor benefit Page 9 Piney Point meeting Page 4 Headquarter's Notes Page 7 SPAD honor roll ...... Back Page General News National unemployment .. .Page 2 Domestic shipping confab .Page 3 Sea pov\/er symposium ... Page 5 Blackwell on subsidy program Page 2 Downing on maritime Page 5 Court ruling on PRMMI ships .Page 7 Waterman subsidiy OKd .. Page 7 Zumwalt on cargo preference Page 8 Social security and you . .Page 19 Russell Stover boycott ... .Page 8 Sea Witch inquiry Page 10 April, 1976 Shipping Zapata Patriot crewed .... Page 3 Dispatchers Reports .. . . Page 22 Long Lines Pages 16-17 Falcon ships recrewed ... .Page 5 Ships' Committees Page 12 Ships' Digests Page 13 Training and Upgrading Seafarers receive GED diplomas Pages 14-15 GED requirements and application Page 29 Upgrading class schedule, . requirements and application Pages 28-29 Seafarers participate in Bosuns recertification and 'A' seniority upgrading ... Pages 26-27 Membership News Pensioner Al Oromaner . .Page 11 Determined Seafarer ... .Page 11 New SIU pensioners .Pages20-21 Final Departures Pages 24-25 •V Helping out during the crewing up of the Zapata Patriot were Wilmington Port Agent Mike Worley (left) and SIU Executive Vice President Frank Drozak (second left). Among the crewmembers who will sail this modern vessel are, from left; Recertified bosun Ralph Murray; Assistant Cook and Lundeberg School graduate David Johnson; QMED John Wade; QMED Ted Kulas, and Deck Engine Utility Robert Tollison who is a graduate of the Lundeberg School. Page 3 ^1 j fj • • '• .0; itli r' • Ph �Monthly Membership Meeting Held in Piney Point Mike Sacco, vice president of HLSS, served as the cnairman for the monthly membership meeting at Piney Point. Seafarer Luciano Aifeo told the membership that he tirst came to HLSS in 1973 to earn his QMED endorsement. He has upgraded three times since and recently completed the A Seniority program. > 7ach month a membership meet^ ing is held at the Harry Lundeberg School of Seamanship in Piney Point, Md. for members who are attending the School. During the March meeting the re­ sults of the SIU elections were read and the membership gave the winners a standing ovation. Piney Point Port Agent Gerry Brown presented the Headquarters Report and the Report from Vice President Frank Drozak, who stressed the necessity for Sea­ farers to upgrade at HLSS. Vice Pres­ ident Drozak's report discussed the seminar on alcoholism which the SIU sponsored recently, and he encour­ aged Seafarers in nee^ of help in overcoming this disease to take ad­ vantage of the Alcoholic Rehabilita­ tion Center in Piney Point. IBU National Director Paul Dro­ zak's report was also presented. He pointed out the need for qualified personnel at the top levels aboard the boats of the towing industry. He said the educational programs at HLSS, such as the newly-instituted Vessel Operator Management and Safety Program offered an excellent oppor­ tunity for Boatmen, and he urged all members to upgrade their skills and to encourage their friends to do so also. Seaforers who addressed the memibership during the meeting were Joe San Filippo of San Francisco, Jack Dalton of Houston, Donald Pool of New Orleans, Joseph Snider of Balti­ more, Floyd Fritz of Jacksonville, Luciano Alfeo of New York, and Ronnie Echeverio of Baltimore. Many of these members addressed their remarks to the trainees who at­ tended the meeting. Brother Dalton advised the students that, "Whatever job you get, try to do a good job and we will help you." Seafarer Pool de­ scribed the Lundeberg School as "a tremendous opportunity,"and Broth­ er Alfeo added, "the more you learn, the better man you become." Seafarers who spoke at the March membership meeting listen as Port Agent Gerry Brown reads the election results, The election news brought a standing ovation from the listeners. Brother Floyd Fritz told his fellow Seafarers that, "In 31 years in the SIU, I've never seen anything like this school . . . you could never doubt the sincerity of the teachers here." During his remarks to the membership. Brother Donald """"""" • ^ o ^ rocontly completod the Bosuns Recertification Trainees and upgraders at the Lundeberg School took an active inte'fest in the monthly meeting, Program, described the Lundeberg School as, "a treand many of them participated in the meeting as speakers. . frienclous opportunity" for seafarers. Page 4 Seafarers Log . fe'W.ryrV.vJ"-S ."I-'iV.'v �Hall Scores Navy on Use of Tankers, Non-Support Speaking before a symposium jointly sponsored by the Navy League and the National Maritime Council in Balti­ more last month, SIU President Paul Hall told over 400 maritime industry and Defense Department officials that "the maritime services are fragmented where they should be coordinated and working together toward common goals." In light of the Navy's tanker construction program, President Hall pointed out that the Navy's tanker re­ quirements could easily be met by using laid-up private tanker tonnage and said "we're tired of competing with the Navy." Directing his remarks to the military representatives, Hall continued, "You are taking our cargo away. You are taking our jobs away." "The Soviet merchant marine and the Soviet Navy operate together as daily routine—they are a team," he said. "The U.S. Navy and merchant marine," Hall added, "do not have a tradition of operating together or supporting one another." Calling sea power fundamental to U.S. security. Hall told the symposium that "U.S. sea power is in trouble and both the Navy and merchant marine have been weakened" because "there have been no efforts to recognize the merchant marine as an element neces­ sary to national security." "No great power in history was able to survive for long without a superior merchant marine and a superior combat navy," he added. To rebufld ffie strength of the U.S. merchant marine and thereby protect U.S. national security, Hall suggested *'a coordinated national maritime policy built around a basis of cargo preference and hilaterial shipping agreements, and a high level maritime representative on . -V- SIU President Paul Hall addresses Baltimore seminar on sea power, jointly sponsored by the U.S. Navy League and the National Maritime Council. Seated at the dais from the left are: Thomas J. Smith, chairman of the NMC and pres­ ident of Farrell Lines; Admiral Max K. Morris, and Edwin Hood, president of the Shipbuilders Council of America. the President's staff to administer this policy." Among the other speakers at the NMC and Navy League meeting were Robert J. Blackwell, assistant secretary of commerce for maritime affairs, and J. William Mittendorf, secretary of the Navy. Blackwell told the delegates that unless the Government moves to increase shipbuilding construction sub­ sidies, prospects for new ship construc­ tion in the U.S. are "bleak." If shipyards endangered by the pres­ ent slump in construction were allowed to close, Blackwell said that the remain­ ing shipyards "would not constitute an adequate mobilization base for national defense purposes." The House of Representatives has already approved a proposal to increase the construction subsidy rate and Blackwell reported, "if the measure is passed by the Senate and signed by the Presi­ dent, I am confident that new orders for American shipyards will be forth­ coming." Delivering the symposium's keynote speech, Mittendorf traced the Soviet Union's expansion of its sea power pro­ gram and the U.S. Government's plan to maintain its strength through a $34billion ship construction program. This program, Mittendorf said, calls for the construction of 111 Navy ships. Downing: Ford Lags on Maritime; Asks Cargo—Sharing Plan Rep. Thomas N. Downing (D-Va.) chairman of the House Merchant Ma­ rine Subcommittee, said that the Ford Administration has not responded ade­ quately to the problems facing the U.S. maritime industry, and called for "im­ mediate" implementation of "some kind of cargo-sharing program." He said that the form of cargo shar­ ing could differ as to bulk and liner cargoes, but affirmed that the need for such programs "is immediate and cru­ cial to the future of the privately owned U.S.-flag merchant marine." Making these remarks before a luncheon sponsored by the Propeller Club, Port of New York, last month. Rep. Downing also pointed out that the nation's present marine industrial base "would be only marginally adequate" in case of a national emergency. The long-time Virginia Congressman noted that U.S. foreign trade has been increasing "dramatically" in recent years while cargo carriage in U.S. bot­ toms is dropping, and he assessed that "the basic problem would appear to be that the United States is npt capturing bnough of this cargo to provide the shipbuilding and ship-operating base required by our national security." Rep; Downing also pointed out that as the U.S. falls behind in its maritime programs, it is not surprising that the leader in "the merchant marine race" today is the Soviet Union. He explained that the USSR now possesses 10.5 per­ cent of the aggregate world fleet with other Communist-bloc nations controll­ ing another 5 percent. Conversely, the United States controls only about 4 per­ cent of the world fleet, which Rep. Downing calls a "grave situation whose implications are very clear. The eco­ nomic sword of the Cossack is beating our brains out and something must be done." Downing reiterated that the toygh times being encountered by the U.S. maritime industry results from "one cause and one cause only—the lack of cargo for U.S.-flag vessels." He said that the U.S. merchant ma­ rine is "at a crossroads" and predicted that by the year 2000 the nation's mari­ time industry would be "either national­ ized or cargo sharing will prevail." But in the face of a recent poll which indi­ cates that most Americans would make personal sacrifices to preserve the free enterprise system. Rep. Downing said "I believe it will be cargo sharing." Rep. Downing, who has served in the U.S. Congress for nearly two decades and has been a long-time friend of the U.S. maritime industry, said he plans to S[x:uRiTY IN UNITY Page 5 retire at the end of this term. The Propeller Club is a nationwide organization established nearly 50 years ago "to promote, further and support a privately owned and operated Ameri­ can merchant marine, adequate to the economic welfare of the United States and to its national security." Seafarers Recrew Falcon Ships to be Operated by Mount Shipping Alter nearly two years of operation by the Military SeaUft Command, the four former Falcon tankers—Princess, Duchess, Lady and Countess—^will be recrewed by SIU members. Manned by the MSC since 1974, the ships had pre­ viously been operated by Iran Destiny for Fadcon Tankers. The new operating agent for the tankers will be Mount Shipping of New York City, which won a one-year con­ tract in competitive bidding with 60 other U.S. flag operators. Two of the. four 37,000-ton, fully automated tankers will be delivered to Mount Shipping and crewed by Sea­ farers this month, with the remaining two tankers to take on their SIU crews in May. After the MSC manned the ships two years ago, the vessels were renamed the USNS Columbia, Neches, Hudson and Susquehanna. Regufremeiffi Tht StVi Hoard at Tnniea Tiried lb 4^^ ind ii|e lor an fill nMiiilMHr for iiie Anniiai Cdn^ WM ctang^ ige icqnnwpetd i)«cd od^ Hro b ii«»w n Sbdl a SMfiner lud to bo The toholaidiiip fm'dcfNmdenls (hbi toan MSyem of or dnder and llbiOe yeab s^idm to be digibb dd and oBBiairied) ^ members yeab: evbt^.ieindnvthatttiiib' Seafarers Log f: •> : V " ' ' - �Drugs Mean Loss of Seaman's Papers If yoo are coayktcd of possessioa of any illegal dmg—heroin, baihitnratcs, ^eed, LSD, or even marijuana—die U^. Coast Guard wiD reyoke your seaman papers, without appeal, FOREVER. That means diat you lose for the rest of yonr life the i%ht to make a Hying by the sea. ^ Howeyer, it docsn*t quite end there eycn if you receiye a suqiendcd sentence. You may lose your right to yote, your right to hold public office or to own a gun. You also may lose the opportunity of eyer becoming a doctor, dentist, certified public accountant, engineer, lawyer, architect, realtor, pharmacist, school teacher, or stockbroker. You may jeopardize your right to bold a job where you must be licensed or bonded and you may neyer be able to work for the city, the county, or the Federal goyemment. It*s a pretty to^ rap, but thaPs exacdy how it is and yoo can*t do any­ thing about M. The conyicted dmg nser leaycs a black mark on his reputation for the rest of his life. Howeyer, drugs can not only destroy your r^t to a good liyelliood, it can destroy your Ufe. Drug abuse presents a serious threat to both your physical and mental health, and the personal safety of those around you. This is enpecially true aboard ship where clear minds and quick reflexes are essential at all times for the safe opmtkm of flie yesseL Don't let dn^ destroy your natural right to a good, hi^py, productfye Ufe. Stay dr^ free and steer a clear course. AFL-CIO Says U.S. Jobless Report isn't True' Picture Continued from Page 2 formula adopted by the AFL-CIO Ex­ ecutive Council last February, which includes those too discouraged to seek work and those forced to work parttime because full-time jobs are not available. "Tliis is a shocking waste of produc­ tive human resources that should and could be put to work building a healthy, balanced economy—an economy where recover)' is determined in human terms." Earlier this year the Federation an­ nounced it would begin issuing its own statement against the one released by the Labor Department because it said Personals the Department's report does not ac­ curately reflect the true jobless picture. The AFL-CIO cited as an example the Department's failure to compute statistics for those who say they have stopped looking for work because they are ^scouraged, and those who are em­ ployed part-time because they cannot flnd full time work. ' Although Labor Department officials hailed the slight drop in unemployment last month as the continuation of an important economic trend which has seen the unemployment rate decline for five consecutive months, they admitted that unemployment last month was "at a high level by historical standards." Herbert "Stud" HalfhiU WiHiam MacDonald Leona HalfhiU requests that you con­ Mrs. Edith Brooks requests that you tact her as soon as possible at Seattle contact her as soon as possible at 1406 address. Grant Ave., Woodlyn, Pa. 19094. William Downes Ms. Peggy McCarthy requests that Your mother Fela asks that you con­ tact her as soon as possible at 615 West you contact her as soon as possible at 2583 41 Ave., San Francisco, Calif. 183 St., New York, N.Y. 10033. 94116. Robert G. Marrero George "Rocky" Sbiflitt J. C. Shiflitt requests that you contact her as soon as possible at 1822 Walnut Ave., Dundalk, Md. 21222. Donald Pratt Lewis Frank Lewis requests that you con­ tact him as soon as possible at 155-20 41st Ave., Flushing, N.Y. 11354. 50 Seafarers Attended HLS Alcoholic Rehabilitation Center The SlU AlcohoUc Rehabilitation Program at the Harry Lundeberg School of Seamanship is drawing an increasing number of Seafarers as time passes. To date, more than 50 SlU members have gone through the sixweek program at the AlcohoUc Reha­ bilitation Center at Piney Point. The SIU Alcoholic Rehabilitation Program was established because the Union realized that some of our mem­ bers—like workers in every other in­ dustry—are alcoholics, and unless their disease is treated, it could be fatal. The Rehab Center, located on the HLS Valley Lee Farm, is manned by both experienced counselors who are trained in dealing with the problems of alcohoUsm—and Seafarer counselors, themselves recovered alcoholics, who are there to provide encouragement and understanding. A member who recently went through the program had these comments: "There are no locks on any doors down here. No one forces you to do anything you don't want to. The Page 6 surroundings are beautiful and the atmosphere relaxed. If you have a drinking problem, don't kid yourself anymore. Get into this program. It's SIU Alcoholic Rehabilitation Center I am interested in attending a six-week program at the SIU Alco­ holic Rehabilitation Center. I understand that this will be kept strictly confidential, and that no records or information about me will be kept anywhere except at The Center. Name Book No. Address (Street or RFD) (City) (State) Telephone No Mail to; THE CENTER Route Boxl53-A , Valley Lee, Md. 20692 or call, 24 hours-a-day,(301) 994-0010 (Zip) 1 doing wonders for me." One of the things the Brother said is very important to remember. The alco­ holic member must face up to his drink­ ing problem, must recognize it for what it is, and must then decide to seek help and get cured. No one will force him to recover, but at The SIU Center the counselors and the other alcoholics par­ ticipating in the program will help him recover. Any SIU member with a drinkipg problem who wishes to receive treat­ ment at the Rehab Center may call 24 hours a day at (301) 994-0010 for In­ formation, or can write to The Center by tilling in the application below. Also, a member can stop in at any Union Hall and talk to the Port Agent. He will be glad to help you apply for treatment. All records at the Center are kept strictly confidential. The goal of this program is to help the alcoholic Seafarer resume a normal life without alcohol, rebuild his mind and body, and lead a happy, produc­ tive life once again. Seafarers Log �I : STEWARDS RECERTIFICATION PROGRAM Headquarters Notes by SIU Executive Vice Presidenl Frank Drozak USE LOG AT SHIPBOARD MEETINGS Just about every day of the week, something occurs whether it be on the political, economic, industrial or educational fronts—that could have an impact on the livelihoods and job security of Seafarers. No matter what the particular issue might be, though, if it is going to affect maritime jobs or the maritime industry as a whole, it is vitally important that Seafarers know not only what the issue is all about, but what the SIU is doing about it. However, the fact that nearly 80 percent of the SIU membership is at sea all the time and for the most part out of touch with everyday maritime affairs creates a serious problem in communication between the Union and the membership. A shoreside worker can pick up the daily newspaper and find out what is going on in his industry. Unfortunately, there are no daily newspapers aboard ship to keep Seafarers informed about maritime or the issues that affect it. This is where the Seafarers Log, a maritime newspaper specifically for SIU members, comes in. Pick up any issue of the Log and read through it. You'll find that each page of the Log carries some story or item that has a direct effect on your job and job security. The Log carries up-to-date stories on political and legislative issues that affect Seafarers; important developments in the labor movement; shipping reports; outlines of the educational opportunities available to Sea­ farers, and a lot more. Most importantly, though, the Log informs the member­ ship as to what the SIU is doing about these issues. In other words, the Seafarers Log is the most effective means that the Union has to keep a widespread and very mobile membership up-to-date on just what's going on in our industry. Unfortunately, many Seafarers restrict their reading of the Log to three areas —the Pensioner's Page, to see who retired; the Obituary Page, to see who of our old shipmates have passed away; and the Digest of SIU Ship's Meetings, to see who is on what ship. Of course, these are very important features in the Log because they concern our friends and shipmates—men we have worked with and lived with aboard ship for months at a time. But if this is all you read, you're missing the full story by a long shot because the articles that are carried in the Log deal with issues that are too important to let pass by without reading or understanding them. I believe that the most effective way to deal with the Log when you get it aboard ship is at the weekly membership meeting on Sunday afternoon. After the ship's delegates carry out the routine Union business at the meeting, the bosun, as chairman, could designate one of the crew to read aloud one or more articles in the Log and then hold a discussion among the crew on what the issue is all about and how it affects the job security of Seafarers. We have long recognized the need for a Steward Department Recertification Program. One of the difficulties in commencing such a Program has been the limitations placed upon the facilities and staff of the Harry Lundeberg School of Seamanship by their use in the Bosuns Recertification and the Upgrading Programs. In order to properly implement a Steward Department Recertification Pro­ gram, the Bosuns Recertification Program will be temporarily suspended, effec­ tive upon the graduation of the class starting the program in May. With the help and cooperation of the Steward Department and the entire membership, we are sure that the Steward Department Recertification Program will be as successful as the Bosuns Recertification Program has been thus far. At the April membership meetings we asked, therefore, for membership ap­ proval and authority to work out the details of the Steward Department Recerti­ fication Program with the Harry Lundeberg School and to implement the Steward Program as soon as possible. Twelve more Seafarers graduated this month from the Bosuns Recertification program, which brings to 367 the number of SIU bosuns who have gone through the course. I am proud to say that the Bosuns Program has been one of the most success­ ful educational courses the SIU has ever conducted. This is evidenced by the important fact that our contracted ships are coming into port with a minimum of beefs, making for smoother and quicker payoffs and a lot more shoretime for Seafarers. As the new, technologically advanced ships are coming on to the modem maritime scene in increasing numbers, the skills and Coast Guard certificates that a Seafarer must have are also increasing. Firefighting is one of these needed skills. Seafarers can get their firefighting certificates by participating in a two-day course offered jointly at the Lundeberg School and at the MSC-MARAD Fire­ fighting School in Earle, N.J. If you haven't taken this course yet, do so as soon as possible. Contact the local Union hall for more information on how you can attend. April, 1976 I: •f-l \ i' LNG TRAINING T^ere are presently no U.S.-flag LNG vessels in our merchant fleet, but the day of the American-flag LNG carrier is coming, and coming soon. If you want a job on one of these sophisticated vessels when they come out, you will need the proper qualifications and Coast Guard certificates. A Seafarer can get the necessary training for LNG vessels through the Lundeberg School's excellent LNG/LPG Upgrading Program. I urge all Seafarers to take a good look at this program and participate in it when you can. Finance Committee Meets & ."iii iS- . ••i'- : 'f;- • K- ^ t: • r' Seafarers at the April New York membership meeting elected a seven-man Quarterly Financial Committee to review the Union's financial records for the last three months of 1975. Shown here signing their final report, they are, clockwise from the left: Chief Steward William Reid; Chief Electrician Jack Dixon: Chief Steward Bob Scarborough; AB Nick Damante; Chief Steward Oscar Smith; Chief Cook Jimmy Smith, and Chief Electrician Angelo Meglio. Court OKs SIU Crews for 3 PRMMI Ships Until NLRB Ruling man the ships, it does insure that the SIU will continue manning the vessels until the National Labor Relations Board makes a final ruling. The dispute began last October when the Puerto Rico Maritime Shipping Au­ thority (PRMSA) transferred manage­ ment of three roll on-roll off ships—the SS Eric Holzer, Ponce de Leon and Puerto Rico—from the NMU-contracted Trqnsamerican Trailer Trans­ port to PRMMI. '•I FIREFIGHTING 'A' SENIORITY UPGRADING PROGRAM The Boston U.S. Court of Appeals has reversed the San Juan U.S. District Court order which provided that NMU rather than SIU crews, should operate PRMMI ro-ro vessels even though PRMMI was an SIU operator. The Ap­ peals Court, however, aflBrmed the part of the District Court's injunction which restrained the NMU from picketing PRMMI's ships. Although this decision does not settie the question of which Union should T BOSUNS RECERTIFICATION PROGRAM If this was done just once a week, I believe that our membership would have a much clearer understanding of what our complicated industry is all about; the kinds of problems that the industry and we as workers in it are faced with; what the Union is trying to do to solve the problems, and what you as an individ­ ual can do to help solve them. To handle the Log in this way each week would take no more than 20 minutes of your time. I believe it will be time well spent. Our 'A' Seniority Upgrading Program is also moving along well as six more Seafarers this month received their full books after the month-long course. It is important that the SIU have a program like 'A' Seniority Upgrading, because each month several score of our. old line 'A' book men are retiring or passing on. The men who come through the program are both helping to fill this man­ power gap and insuring that the SIU will be able to continue supplying our contracted vessels with the qualified manpower. I urge all eligible 'B' book men, especially those in the Steward Department, to apply for this program as soon as possible. l-i PRMMI, which already operated eight SlU-manned ships, had a fleetwide contract with the SIU and eventually manned the three ships with Seafarers. The NMU then obtained a decision from the U.S. District Court in San Juan which ruled that SIU crews must get off the three ships and that the NMU should continue manning the vessels until the NLRB could settle the issue. The SIU appealed this ruling to Judge Coffin of the U.S. Court of Ap­ peals First Circuit in Boston who last October, after a series of hearings, or­ dered that the SIU should continue manning the three ships until the full three-man Boston U.S. Court of Ap­ peals could hear the appeal. It was this appeal which finally re­ versed the San Juan court's order this month and which will allow SIU crews to remain aboard the SS Eric K. Holzer, Ponce de Leon and Puerto Rico until the NLRB reaches a final decision. Page 7 �Zumwalt Backs Passage of U.5, Cargo Preference Law Retired Chief of U.S. Naval Opera­ In his remarks, Zumwalt spoke on terms of a loss of ships, the retired naval tions Adm. Elmo R. "Bud" Zumwalt the overall state of U.S. seapower— chief discussed the current problems of told a Newport News ( Va.) Propeller composed of the nation's Navy, mer­ the American merchant marine. Club meeting last month that the U.S. chant shipping, its shipbuilding; its Allowed to Decline "must have a cargo preference law flshing industry, and its knowledge in which guarantees employment for the "Our merchant marine has been al­ the field of marine science and engi­ U.S. merchant marine." lowed to decline precipitously," Zum­ neering. Adm. Zumwalt, who retired in 1975 "It is within this frame of reference walt said. "In the last 30 years it has as naval chief, the youngest man in U.S.- that the United States must face the dropped from first to eighth place naval history ever to be appointed to future if it is to remain the preeminent among the merchant fleets of the world. that position, told the audience that "to world power," Zumwalt said. "Seeing On the other hand, the stature of Soviet insure that our merchant shipping will that we have the national leadership to merchant shipping has improved dra­ represent a secure foundation upon marshal and direct the national will to matically, from 23rd to sixth place. It which to rebuild our Nation's seapower, meet this challenge is of uppermost has been able to mount a worldwide I believe we need a national policy re­ concern to me," he stated. offensive to the point where no one dis­ serving cargoes for American flag­ After describing what he said was putes the fact that the Soviets could ships." the deterioration of the U.S. Navy in block readily and effectively our Na­ tion's vital energy supplies originating in the Middle East," he continued. To rectify this situation, Zumwalt recommended that certain steps be taken, among them the passage of cargo preference legislation. He suggested that there should be a "coordination of our maritime efforts which could result in a more effective use of our merchant marine as an auxil­ iary to the Navy;" and "to bring about effective coor^nation between the Navy and our maritime industry, we need coordination at the highest levels of Government to pull together the cur­ rent diverse sub-cabinet activities in the maritime field." U.S. Buyers' Boycott, Picketing Is Launched by Candy Union unfair labor practices. The NLRB or­ A nationwide buyers' boycott and dered a new election and ruled that the picketing of thousands of retail and Against Russell Stoyer Outlets company should pay back wages plus franchise outlets selling Russell Stover Candies was launched late last month by the Bakery and Confectionary Workers International Union of Amer­ ica (BCWIUA). A month earlier, fhe AFL-CIO Executive Council, at their mid-winter meeting in Bal Harbour, Fla., endorsed this consumer boycott urging all imion members and the buying public with a sweet tooth not to purchase these prod­ ucts until the company ends a decade of "a consistent pattern of anti-union and illegal activity in resisting the legal right of its employes to become mem- bers of the BCWIUA." The union also asked the stores to buy their candy elsewhere. The boycott and the picketing, which began on Mar. 23, was launched, the AFL-CIO and Union said, because it was "a last resort effort to bring the Russell Stover management's labor re­ lations into the 20th Century" and because "of the company's delaying tactics in connection with good-faith bargaining at its Lincoln, Neb. plant, as well as the company's refusal to abide by decisions of the National Labor Relations Board (NLRB) at its Montrose, Colo, plant." The present rhubarb's roots go back to September 1974 when 643 eligible workers at the Lincoln plant voted 392 to 216 to join the union in an NLRB election which certified the union as bargaining agent. As we go to press, Russell Stover has failed to offer its workers an acceptable contract. In June of 1974, at the candy com­ pany's Montrose, Colo, plant, the union lost an organizing election by a vote of 101 to 133 after the firm committed 6 percent interest on increases promised by them and supported by the union. As of this date,Russell Stover has refused. Also, the company tried to force su­ pervisors there to plumb the union leanings of the workers and has shunned an NLRB order to reinstate a fired supervisor ^o refused to be intimidated by this pressure. It all began in 1966, when the union organized the Russell Stover plant in Kansas City, Mo. getting two subse­ quent contracts. In retaliation, the com­ pany closed down its operation there. 15 U.S. Multinational Oil Biggies Beat Uncle Sam on Taxes Fifteen of the largest U.S. multi­ national oil companies are avoiding their fair share of Federal taxes, ac­ cording to a recent report released by a U.S. congressman. The report shows that the 15 compa­ nies paid a startlingly low average of 7 percent of their 1974 income to the Federal Government. The average American taxpayer paid about 13.7 Waterman Gets OK For Subsidy $ WASHINGTON—An extension of the subsidy granted to the Waterman Steamship Corp. has been approved for six months on routes 12 and 22 of the Atlantic, Gulf and Far East runs by the Maritime Subsidy Board. The subsidy ran out on Nov. 7. At present, the line has appealed a ruling denying its application to MARAD for a 20-year (X)ntract for these two, eight-ship, trade routes. Waterman had also applied to the board for a construction subsidy for four new LASH ships for the Far East runs. This application depends upon the company receiving the 20-year contract for the above routes 12 and 22. Funds given in the new operating a liiiiiiber of concerning hospital care in a non- .fe too ill or badly in|ared to brave! to a Public Health Service facility,he authorization the enieigency care from the Di­ rector/Medical Officer In Charge the nearest ho^ital, t clinic or contracted subsidy for the six months will be deirasited in Waterman's capital construc­ tion fund for future ship replacement obligations. Also recently the company, in antici­ pation of finally getting an operating Subsidy for a new U.S. Atlantic Coast to Europe run, applied to the U.S. Mari­ time Subsidy Board for a 50 percent construction subsidy to build three Roll-On, Roll-Off vessels worth $60million each with an option to build a fourth. The 19,334 dwt ships would carry a crew of 37 and 1,200 containers each at 23 knots. They would replace four or five Mariners in the company's 19ship fleet. percent of his wages to the Govern­ ment. This average rate of 7 percent is ap­ proximately the same as that paid by a family with only $5,000 in taxable in­ come. The oil companies in question, on the other hand, amassed a total in­ come of $18.8-billion in 1974. The report was compiled by Rep. Charles A. Vanik (D-Ohio) from in­ formation he obtained from the U.S. Securities and Exchange Commission. The report states, among other facts, that: • Occidental Petroleum paid only 0.6 percent of its 1974 income of $785.8 million. • Mobil Oil, which made $3.7 bil­ lion in 1974, paid only 1.6 percent in taxes. • Texaco, with an income of $2.6 billion, paid taxes of 1.7 percent. Rep. Vanik, who is a member of the powerful House Ways and Means Com. mittee, in commenting on the statistics said, "Obviously, the U.S. is getting the short end of the stick from the giant oil companies. I estimate these oil compa­ nies should be paying an additional $5billion a year into the U.S. Treasury." Vanik said that two of the biggest companies, Exxon and Shell, were not included in the report because figures for them were too confusing to make accurate calculations possible. A Chip Off the Old Block thority fur the requested care and the USPHS wlU assume re^onslbUity for aU bills. Unless diis request lor author-leation is made within 48 hours of seeking treatment, the USPHS rehpse to pay for any of the the Sp coi^r niedical byrniei^i^-fi^l^^ does not Very much like his dad, Chief Steward John F. Castronover, Sr., is John F. Castronover Jr., 14, who is also "a great cook," according to his mother. Myrtle of Long Beach, Calif. She adds he's very talented playing first base and relief pitching for the local Cubs, as well as football, basketball and the alto sax for his school. Johnny's life dream is to become a fireman paramedic. Seafarers Log �.e. L Washington Activities Rep. Leonor Sullivan (D.-Mo.) announced recently that she will retire after this term. Mrs. Sullivan is chairman of the Merchant Marine and Fisheries Committee, which has jurisdiction over most of the bills affecting the maritime industry. The Chairman has served in Congress for 24 years; she took over as chair­ man just after the passage of the 1970 Merchant Marine Act. Mrs. Sullivan, in her early seventies, says she doesn't think she can keep going for 14 or 16 hour days for another term. A decision has not yet been made in the question of alternate routes for transporting natural gas from Alaska to the lower 48 states. The Interior Department is considering two proposals. One, by Arctic Gas (a consortium of 14 American and Canadian companies) would extend 6280 miles across the North Slope of Alaska to the McKenzie Delta, down through Canada and split near Calgary, with one line going through Idaho to the West Coast, the other through Montana to the Midwest. The other, proposed by El Paso Natural Gas, is an 809-mile line of 42" pipe from Prudhoe Bay to Gravina Point, south of Valdez—^paralleling the oil pipeline which is now under construction. The Federal Power Commission must certify one of the routes; following certification, the Department of Interior will grant right-of-way. The United States and Canada initialed a draft treaty in January as a step toward ratifying a jointly owned line for bringing Alaskan gas across the McKenzie Delta to market. Five bills are pending in committees—^four in the Senate and one in the House—to cover various aspects of the question. Two would require that the line be the trans-Canadian route, one requires the all-Alaska route, and two deal with a final date when a decision must be made. SIU has favored and supported the all-Alaska route because it gives the U.S. control of the line, and provides jobs for U.S. construction workers, ship­ builders and seamen. PHS Hospitals The Health, Education and Welfare Department held a hearing on Apr. 1 in Boston to permit interested parties to submit their views regarding closing the Boston hospital. SIU representatives joined with local citizens groups in presenting persuasive arguments to keep the hospitals open. In spite of strong language written by Congress to keep the hospitals open and to serve the needs of seamen, the Administration continues its efforts to close them. We believe that our support and support at the local level have overcome the Administration opposition, and we look forward to a program of repairing and enhancing the facilities at all eight locations. 200 MUe Limit Bfll The House and Senate have accepted the conference report on a bill to require foreign fishermen to get permits to fish within 200 miles of our shores. The bill was sent to the President and he is expected to sign. Provisions become eflfective Mar. 1, 1977. The issue has been debated for years. A United Nations Law of the Sea Conference in Geneva recommended that coastal states have sovereignty over a 12-mile zone and control over fishing and minerals in a 200-mile zone. Sen. Ted Stevens (R.-Alaska) said the unilateral declaration of a 200-mile fishery management and conservation zone is not intended to interfere with negotiations now underway in the Law of the Sea Conference. Job Security in the Fight for Favorable Legislation Seafarers are urged to contribute to SPAD. It is the way to have your voice heard and to keep your union effective in the fight for legislation to protect the security of every Seafarer and his family. in your (spouse) is If either of these ages is incorrect, please inforri the Plan iinJnediateiy as any error will effect the amount of your beneiK Please note that your (spouse) shall not receive any benefit unless yoi and (he/she) are married for at least one year immediately preceding th date of your death. In addition, you should be aware that if yOur (spouse dies while yOu are alive/ your mont|ily payments will not be increased. ; As of April 1, 1976 each married Seafarer who becomes eligible fc^ a pension will receive the following letter concerning his decision to accept or refect a Joint and Survivor Annuity BenefU. (This choice is required under the Employee Retirement income Security Act of 1974. For background informatiouy see the December 1975 Seafarers lAtg as weU as ike February md March 1976 Seafarers Log ) As you will notice, there are a number of blank spaces in the letter since MS;- eiKh Seafarer's case is different. The blahk spaces, of coursei will be filled in appropriately for each Seafm-et. • ^, 2. Strmi^t Life Anriuity If you complete the enclosed form and return it to us by ,yoi / vyill receive a Straight Life Annuity. This form of benefit WilTti^It m s monthly payment to you of $ per month uritil yoiir death. Yorii (spouse) will not receive any Pension benefit after your death. If yot complete the enctosed form you will have until to change yoriJ mind. However, if we do not receive notice of such a change by you will receive the Straight Life Annuity until your death and you w^j not be allowed to change the form of your benefit for any ieason; Because of the importance of this decision we urge you to take your time and consider your choice. Payment will begin immediateiy of your Pensior irii the formdf a Joint and Survivor Annuity. However, if you choose to receivi a Straight Life AririuiCy a retroactive adjustment will he mad so that you wF receive all the motiey due to you. If you have any qnestions -.fease feel fret •to'^contact, ' Page 9 April, 1976 "11^ ^11 To Protect Your The authorizing legislation for Fiscal Year 1977 passed the House on Mar. 11 by a vote of 315 to 42. The bill provides $403.7 million for operating differential subsidy and $4 million for state maritime schools. No action has been taken yet in the Senate Commerce Committee. 'J:' i ' Si Maritime Authorization ' 'i.,I' »•- Offshore DriHing At a recent meeting, representatives of the SIU and several other unions discussed the impact of offshore drilling legislation on their memberships along the East Coast. The original bill. The Outer Continental Shelf Lands Act of 1953, sets up rules for offshore drilling and bidding for offshore leases. Congress is reviewing the Act to bring it up to current needs, including environmental standards and jurisdiction. The oil companies argue that the bill, as it is now written, allows the Federal Government to explore extensively offshore and that the companies would riot receive adequate compensation if their leases are cancelled by the Government. Estimates are that 50,000 jobs will be involved in drilling off the East Coast. Many of those jobs would be available to our members. The amending legislation is pending before the House Ad Hoc Select Com­ mittee on Outer Continental Shelf. Alaska Gas Pipeline , .V 'i' T ' t Dear We are happy to inform you that your application has been approved and that you are entitled to receive a Pension effective Because you are married, you now have a choice as to the type of Pensiori benefit you will receive. 1. Joint and Survivor Armuity Unless you complete the enclosed form and return it to us by , you will receive a joint and Survivor Annuity. Tlus form of b^^ result in a riionthly pajment to you of $ i rintil your d^ your death,if your (spouse) survives you, (he/she);shallreceiye % per month until (his/her) death. These amounts are based oii records on ;file with the Plan f. Merchant Marine Oversight Hearings are continuing in the Merchant Marine Subcommittee on oversight of the maritime programs authorized by Congress. Secretary Blackwell, testifying before the Committee on Mar. 23 concerning operating differential subsidy, said that ODS is needed to assure a national capability to move military material and essential raw materials in wartime without heavy dependence on foreign-flag vessels. Chaiiman Sidlivan toRetire »' I Jones Act Leonor Sullivan, Chairman of the House Merchant Marine and Fisheries Committee, has introduced a bill to require public notice and comment prior to granting administrative waiver of the Jones Act. The bill, H.R. 12724, has been refered to the Merchant Marine and Fisheries Committee. This bill would make it more difficult for exemptions and waivers to slip by unnoticed. • Hft'. Ij-'-iiykLw.- ' 1 •' % s �Safety Board Completes Sea Witch Collision Inquiry The National Transportation Safety Board has issued a number of safety recommendations to the U.S. Coast Guard following the Board's lengthy investigation into the: collision between the SS Sea Witch and the Esso Brussels in New York Harbor in 1973. The accident occurred shortly after midnight on June 2, 1973 when the Sea Witch, an NMU-manned containership outbound in the Narrows area of New York Bay, struck the hull of the anchored foreign-flag tanker Brus­ sels. The collision and ensuing fire caused 16 deaths, one injury and exten­ sive property damage. The NTSB investigation found that the collision was caused by a mechan­ ical failure in the steering control sys­ tem of the Sea Witch. The Board found that the Coast Guard had approved the steering system of the vessel even though it was not fully in compliance with a Federal regulation requiring two separate and independent systems to guard against malfunction. The Board also found other con- IHE MRPEHTEIS' UNNH UBQ SERVES R DIVERSnED IRDUSTRY The United Brothwhooo Uf Carpenters and Joiners of America represent more than three-quarters of a million carpenters, cabinetmen, millwrights, and allied tradesmen in North America. As one of the oldest of the Building Trades, the United Brother­ hood learned early of the value of the union label as a consumer weapon. As far back as 1869. the Carpenter's Eight-Hour League of San Francisco issued a stamp to plamng mills working an eight-hour day. This stamp helped to identify work from such mills against competing ten-hour day mills. However, it was not until the turn of the Twentieth Century that the carpenters union officially adopt^ a stamp, emblem, or label vihich would be attached to products produced by its members. At the Carpenter's 11th General Convention, held in Scranton, Pa., in 1900, Cabinetmakers Local 309 of New York City presented a resolution, calling for the adoption of a standard union label for use throughout the Brotherhood. In the following year the union's General Executive Board adopted a design and directed the General Secretary to have it registered with the United States Patent Office in Washington. At that time, the Patent Office contended that the label could not be registered, and the Brotherhood then took action to have the label registered in each of the States and Provinces of North America. Today the label is officially recognized throughout the continent, and two years ago the Patent Office in Washington belatedly accepted the registration of the Brotherhood's label. In early days of the labor movement, the carpenters were directed by the AFL to lead the fight for an eight-hour work day. Pursuing this goal, the carpenters would allow no shop or mill to use the label unless its work day was eight-hours or less and unless the mill met minimum standards of pay. Today the Brotherhood issues periodically a small pocket size booklet, totaling approximately 132 pages, which is a "list of union shops and firms granted the use of the union label." This directory is updated each. year. The label can be found on furniture, in houses of worship, on desks, in the schools of America and the Halls of the Congress of the United States; even on the very rafters of the White House, as well as on all the manufactured items of the forest products industry. Buy Union tributing factors to the collision and resulting It cited the failure of properly manning the Sea Witches emergency steering station, a procedure normally not followed when vessels enter or leave a harbor; the failure to report numerous previous mechanical failures of the vessel's steering system because the Coast Guard does not require such reports when the repair costs are below $1,500; and, the lack of specific emergency procedures for the crew to follow in case steering control was lost. These factors, the Board said, plus unnecessary axial strength in the Sea Witch's bow which, although conven­ tional with other vessels, exceeds nor­ mal operating requirements, combined to cause the vessel to penetrate the tanker's hull. The Board found that elimination of any or some of these fac­ tors might have precluded the disaster. 10 Recommendations The Board then went on to make the following recommendations to the Coast Guard: • Revise its interpretation of 46CFR 58.25-55, which requires separate and independent steering controls, to pre­ vent the use of a single control path up to the steering power units as was done on the Sea Witchi • Establish a requirement for ocean­ going vessels in designated restricted , The union label of the United Brotherhood of Carpenters and Joiners of America is made available to manufacturers in four appli­ waters such as New York Harbor to cation forms. (1) a rubber stamp is used to place an impression of have the emergency steering station the label upon miHwork and manufactured matenal, (2) a brass die is available for sinking an impression of the label in boxes, flooring, manned. This also should apply to for­ eign vessels. etc., (3) a transfer label is made up in colors, and is generally used for finished products such as fixtures and furniture, and also musical • Require all steering failures aboard instruments, including pianos and other wood instruments, and (4) U.S. oceangoing vessels to be reported a special cellophane sticker label is made for metal trim, metal doors to the Coast Guard. Such failures and sash. aboard foreign vessels also should be The Carpenter's Label appears on the following products; reported if the failure occurs in U.S. Aluminum doors, sash and windows Mobile homes waters. Awings and metal products Musical instruments • Require that the emergency gen­ Boxes u' Metal Trim, doors, partitions, etc. erator on future U.S. vessels provide Barber and beauty shop furniture, etc. V Overhead doors u* Bowling alleys, pool tables, etc. Office Furniture power to the steering gear upon loss of Boats k^ Prefabricated garages a ship's normal electric power, Cabinet Work and Cabinets Prefabricated houses Caskets • Require all U.S. oceangoing ves­ Prefabricated Houses/Modules-TriConcrete forms Trades sels to establish written emergency pro­ Church furniture k^ Plastics cedures and alarms for loss of steering w Cooling towers Plywood and veneer Doors, reg., fireproof, etc. k^ Restaurant Furniture control. Emergency drills for loss of Displays k^ Refrigeration steering control should be required Furniture k< Specialty products and logged. Hardwood floors and Hardwood k^ Screens w Insulation k^ School furniture, etc. • Include, as part of its speed limit Laboratory furniture and equipment kk* Shingles stipulations for large vessels transiting k^ Lumber k^ Stair builders products Ladders and Scafolding New York Harbor a requirement that k^ Trusses V* Millwork Venetian blinds any vessel which loses steering control The firms listed as manufacturing general mill work are engaged shall immediately stop or slow, and in the manufacture of interior trim, exterior trim, sash, doors, etc., anchor as soon as it is safe to do so. and some manufacture cabinet work. Most of all in this group will • Initiate research to develop a tech­ manufacture any wood products on order. nical guide for the design of nonpene­ The firms listed as manufacturing cabinet work are engaged in trating ships' bows. The scope of the manufacture of bar, bank, store or office fixtures and furniture, etc. protection sought as to vessel types and The firms listed as manufacturing boxes are engaged in the manu­ collision speeds should be determined facture of beer, packing or cigar boxes. by risk analysis, but should not be less The firms listed as manufacturing special wood products are en­ gaged in the manufacture of wood products not coming under any than that which would protect typical modern tankers in collisions with simi­ of the other groups. lar vessels at a speed of six knots. • Require the installation of an automatic recording device to preserve the vital navigational information aboard oceangoing tankships and containerships. • Expedite implementation of the Safety Board's 1972 recommendation to prepare emergency contingency plans to respond to catastrophic acci­ dents involving hazardous materials for those waterways which carry large quantities of these materials. The con­ tingency plan for New York Harbor should be given priority. • Expedite implementation of the Safety Board's recommendations to re­ quire each life preserver to be equipped with a battery-powered light. Hardwood flooring produced by the E. L. Bruce Co. at its piant in Center, Texas, bears the Carpenters' labei. in the picture. Brotherhood members pack parquet floor squares along the Bruce assembly line. Visitors to the 1963 AFL-CIO Union Industries Show in St. Louis, Mo., were given this miniature folding-cardboard house as a reminder that un­ ion Carpenters and Mill-Cabinetmen shouid be used in home construction. Page 10 Seafarers Log jfc- h « *- > •» V V 0 v. �ti I •e- f• Mind Over Matter os He Ploys GoH i-,; * Won't Quit/ Amputee Says—He'sCoing Bacic to Sea Most guys in his place would say the hell with it and pack it in for a disability retirement, and for good reason. But there's something deep inside of Sea­ farer Romeo Joseph Ringuette that declares over and over again in a loud and determined voice: "1 won't quit." And if you listen to him tell it, you'd know he's not kidding. Several months ago, the 53-year-old able-seaman woke up at his Los Angeles home with severe pains in his right leg. He went to a hospital in Los Angeles for emergency tests, but the results weren't good. A blood clot had formed in his leg and he was informed that the leg would have to be amputated below the knee. He was transferred to the USPHS Hospital in San Fran­ cisco where successful surgery was performed. His recovery was almost miraculous. After only a few weeks of therapy at the USPHS Hospital, Brother Ringu­ ette was ready to be fitted for a wooden leg. At that time he was in top spirits. He told the Log that it would only he a matter of time before he was back sail­ ing as AB. "It's a simple question of mind over matter," he said. "I've seen other guys with the same kind of opera­ tion who made it back to sea. I'm going to make it back, too." Brother Ringuette got his wooden leg along with some more therapy and was released from the hospital. He went back home to Los Angeles. To get used to his new limb, while at the same time strengthening his body, he played golf. If everything went just right, he could ship out again soon. But it wasn't going to be that easy for him. His leg started bothering him again. He went back to the hospital, and after tests, he was given the crushing news that another blood clot had formed and he would need an operation. At the USPHS Hospital in San Fran­ cisco, the same leg was amputated, this time just above the knee. The opera­ tion was successful. But Brother Ringu­ ette is again on the road to recovery and will have to go through many long weeks of tough, painful therapy. £ Jr SIU Representative Pat Marinelli, who visits Brother Ringuette once or twice a week, says that "Romeo is truly a remarkable person. Most guys in his place would think it was the end of the world and just give up. But Romeo has an incredible desire and will to live a full and happy life. It makes me feel good inside when I visit him. He never complains. He always has a good word. And I believe his wonderful attitude helps other patients in the same boat as him to cope better with their burdens." i| . I?: I Despite his second and more serious operation. Brother Rihgiiette still re­ fuses to give up the idea of going back to sea as an able-seaman. "If I don't make it back to sea," says a determined Seafarer with a lot of fortitude, "It won't be because I didn't try." We believe he will. Good Luck! • 1 kSeafarer Romeo Ringuette, a guy with a lot of heart, gets the In-hospital cash benefit from SIU Representative Pat Marinelli at the San Francisco USPHS Hospital. 4. -•> Pensioner Is Chief 'Cop Karate' Expert If you were in any one of 14 Euro­ pean countries recently, you may have run across this remarkable 67-year-oId SIU pensioner, who some might say looks his age from the neck up, but everyone would agree doesn't look a day over 30 from the neck down. This pensioner is San Francisco Sea­ farer A1 Oromaner who manages to keep his body in such good shape by working as chief instructor of police karate at the San Franciscp Police Academy. Ex-Recertified Bosun Oromaner, who had sailed on U.S.-flag ships for nearly 45 years before retirement a few months back, first took up this unusual kind of karate in 1936. He studied in Japan, Korea and Okinawa and worked years to achieve a 5th degree Oriental black belt diploma—the highest degree to which a Westerner can aspire. Originally from New York, Brother Oromaner also taught his craft of police karate to the New York City Police De­ partment, holding classes in Rockefeller Center. He explains that police karate is a special kind of karate. "It's by no AI Oromaner means a sport. It is strictly for selfdefense." Even though karate has been a big part of his life (he will remain an in­ structor for the S.F.P.D.), sailing has always been number one with him. In his 30 years with the SIU, he has accumulated nearly 20 years' seatime on deck, much of it as bosun. He also sailed with the old ISU back in 1936. Brother Oromaner is a graduate of the seventh class of the Bosuns Recertification Program. And in 1971, he helped represent the port of San Francisco at the SIU Educational Conference. Seafarer Oromaner accepted his first pension check at a recent San Francisco membership meeting, at which he bade farewell to his shipmates from the Bay Area. After the meeting. Brother Oromaner stayed in San Francisco only long enough to pack and go to the airport where he caught a flight to Paris. He spent his first months of "retirement" on an extended tour of 14 European countries explaining that, "as many times as I've been" to Europe on ships, all I've seen have been some of the ports, but I've never been inland. But now I have the time and I'm taking ad­ vantage of it." The SIU wishes Brother Oromaner, one of its old-time members, a long and happy retirement life. The Bradford Island Pays Off, Signs On Crew In Baltimore 7i rV", i r I Recertified Bosun Herbert O. Leake (rear left), ship's chairman of the 12 SS Bradford Island (Steuart Tankers), heads a meeting of the Ship's Committee of (front left) AB Walker LaClair, deck delegate and (right clockwise): Steward Delegate Marvin E. Howell; Engine Delegate Joseph H. Decinque, and Chief Steward Richard Hufford, secretary-reporter. At (right) the crew attends a shipboard meeting in the messroom in the port of Baltimore on Feb. 27. Later, new crewmembers were signed on as the vessel loaded on grain for delivery to Russia. April, 1976 >• Page 11 i f r| �The Committee Page Overseas Anchorage Committee Pittsburgh Committee 11. • Paying off at the Royal Petroleum Docks In Seawarren, N.J. on Mar. 9 Is the tanker the ST Overseas Anchorage (Maritime Overseas) with her Ship's Com­ mittee of (1. to r.): Steward Delegate Bert Wlnfleld; Engine Delegate John Haller; Chief, Steward A. Bell, secretary-reporter; Recertified Bosun J. R. Thompson, ship's chairman; Educational Director Lester Peppett, and Deck Delegate Albert Saxon. The ship Is carrying grain to Russia. Overseas Joyce Committee At a payoff on Mar. 23 In the port of Baltimore aboard the ST Overseas Joyce (Maritime Overseas) are the Ship's Committee of (seated front I. to r.): AB John Murphy, deck delegate; Chief Steward Vasser SzymanskI, secretaryreporter and Recertified Bosun Ravaughn Johnson, ship's chairman. Standing (I. to r.) are: Educational Director L. Flores; Engine Delegate Otto Motley, and Chief Cook Ray Fletcher, steward delegate. The ship Is on the run to Europe. Areclbo Committee " ip- Boston Committee SID Representative George Ripol (seated extreme left) talks with the Ship's Committee of the containership SS Boston (Sea-Land) In Port Elizabeth, N.J. on Mar. 16. They are (seated I. to r.) in the vessel's messroom: Chief Steward James Keno, secretary-reporter; AB Ralph Moore, deck delegate, and Chief Electrician J. Rogers, educational director. Standing (I. to r.) are: Recertified Bosun Leyal Joseph, ship's chairman; SlU Patrolman Jack Caffey, and Chief Cook David Smith, steward delegate. The ship Is on the run to Puerto Rico. Williamsburgh Committee Recertified Bosun Nicholas Bechlivanis (left) ship's chairman of the cpntainershlp SS Arecibo (Puerto Rico Marine) gets together with the Ship's Com­ mittee of (I. to r.): Chief Steward J. Gollles, secretary-reporter; AB Manuel Sanchez, deck delegate; Steward Delegate E. Albarran, and Engine Delegate Tom Conway. The ship paid off in Port Elizabeth, N.J. on Mar. 10. She's on the run to the port of San Juan. Page 12 Recertified Bosun Donald Pressley (seated 2nd right), ship's chairman of the containership SS Pittsburgh (Sea-Land) waits for a payoff on Mar. 26 in Port Elizabeth, N.J. with the Ship's Committee of (I. to r.): Steward Delegate Earl Plpperis; Engine Delegate Thomas Toledo; Chief Steward Ivan Buckley, sec­ retary-reporter; Educational Director Peter Kavanos and Deck Delegate J. Carry. The vessel is on a 33-day run to the Med and back. Recertified Bosun Stephen Homka (seated right) ship's chairman of the supertanker-TT Williamsburgh (We.stchester Marine) awaits payoff in the port of Rotterdam on Jan. 25 with part of the Ship's Committee and some of the crew. They are (standing I. to r.): Cook T. Vanyi; OMED-Pumpman D. Crsini; CMED S. Mondone, engine delegate, and Steward Utility V. Acevedo, steward delegate. Seated (left) is Deck Delegate A. Sanger. The tanker, on the shuttle run from the Persian Gulf to here, laid up in Rotterdam. Seafarers Log �SEA-LAND VENTURE (Sea-Land Services), February 8—Chairman, Re­ certified Bosun W. M. Parker; Secretary Roy R. Thomas. No disputed OT. Chairman advised crewmembers to read the Seafarers Log to see what is going on in the Union. Also discussed the im­ portance of donating to SPAD. Next port. New Orleans. SAN JUAN (Puerto Rico Marine Operating), February 12—Chairman, Recertified Bosun Robert Gorbea; Sec­ retary F. Vega. No disputed OT. Funer­ al services were held at sea in memory of the Captain's brother who died of a heart attack a few days before. All the crew were present at the service. A vote of thanks to the steward department for a job well done. SEA-LAND FINANCE (Sea-Land Service), February 1—Chairman, Re­ certified Bosun J. W. Pulliam; Secre­ tary G. Nicholson; Educational Direc­ tor D. Susbilla; Deck Delegate J. Long; Engine Delegate Sam Rivers; Steward Delegate Charles Ratcliff. Chairman held a discussion on the pension and vacation plans and excerpts were read from the fact sheet and were discussed. The fact sheet was posted on the bul­ letin board. Donations to SPAD were also discussed. Next port, Yokohama. SEA-LAND MCLEAN (Sea-Land Service), February 1—Chairman, Re­ certified Bosun J. Richburg; Secretary R. Buie; Educational Director H. S. Martin; Deck Delegate M. J. Love; En­ gine Delegate D. Laughlin; Steward Delegate F. Rogers. $300 in movie fund. $14 in ship's fund. Ten more movies will be ordered for the next trip. No disputed OT. Chairman held a dis­ cussion on the new retirement and pen­ sion bill and also gave the crew and department delegates a vote of thanks. Next port, Oakland. MOUNT WASHINGTON (Victory Carriers), February 1—Chairman, Re­ certified Bosun Leo Paradise; Secretary A. De Champ; Deck Delegate C. N. Smith; Engine Delegate B. Heimer. No disputed OT. Chairman talked to crew about retirement and the pension plan. Observed one minute of silence in memory of our departed brothers. TRANSINDIANA (Hudson Water­ ways) February 15—Chairman, Recer­ tified Bosun H. B. Walters; Secretary W. J. Fitch. Some disputed OT in deck department. $76.35 in ship's fund. Crew gave an extended vote of thanks to the San Juan port agent Juan Reinosa for coming down to the ship whenever in port. Observed one minute of silence in memory of our departed brothers. Next port Norfolk. INGER (Reynolds Metals), February 23—Chairman, Recertified Bosun John Bergeria; Secretary Duke Hall; Educa­ tional Director R. D. Holmes; Steward Delegate Richard J. Sherman. $104.26 in ship's fund. No disputed OT. All communications were posted. Report to the Seafarers Log: "The highest praise to Captain Lawrence Dyer for the ex­ ceptional way that he laid out Brother Beavers in a private room for viewing complete with guest book and two at­ tendants. Also for the way he conducted his burial. A funeral home ashore could not have done a better job." Chairman talked to members about the importance of having a good health check-up while ashore. Observed one minute of silence in memory of our departed brothers. Next port Longview, Wash. April, 1976 PONCE DE LEON (Puerto Rico Marine Management), February 22— Chairman, Recertified Bosun R. Bur­ ton; Secretary C. Rice; Educational Director T. Rowe; Engine Delegate George Lindsay; Steward Delegate Rob­ ert Spencer. Some disputed OT in deck department. Motion made to have a proper gangway made for this ship be­ cause the use of ramps and hanging ladders is very unsafe. Also, provide proper lighting from gangway area to staircase to midship house. TRANSCOLORADO (Hudson Wa­ terways), February 13—Chairman, Re­ certified Bosun T. A. Tolentino; Swretary J. Pitetta; Educational Director J. Peterson; Deck Delegate James Cata­ nia; Engine Delegate Ramon Bracamonte. $7 in ship's fund. Some dis­ puted OT in deck, engine and steward departments. Received a telegram on grain deal and it was discussed and posted. Chairman read the latest re­ ports from the Seafarers Log about the oil bill. -Discussed the importance of donating to SPAD. A vote of thanks to the steward department. SEA-LAND EXCHANGE (SeaLand Service), February 29—Chair­ man, Recertified Bosun D. Calogeros; Secretary E. Heniken; Educational Di­ rector George Ranale; Deck Delegate Edward M. Ellis; Engine Delegate Irv­ ing Futterman; Steward Delegate Julian Primiro. Chairman reported on the Al­ coholic Rehabilitation Program at Piney Point and urged everyone to read the Seafarers Log so they can keep up with the programs of the Union. $250 was collected from arrival pools to buy movie films for the trip. Observed one minute of silence in memory of our departed brothers. Next port, Yoko­ hama. SEA-LAND COMMERCE (SeaLand Service), February 1—Chairman Lothar Reck; Secretary Gus Skendelas; Educational Director D. K. Kelly; Steward Delegate Walter Stewart. $160 in movie fund. No disputed OT. Chair­ man discussed the importance of donat­ ing to SPAD. Advised that the crew should study the new agreement in the Seafarers Log. A vote of thanks to the steward department for a job well done. Next Dort, Seattle. SHOSHONE (Hudson Waterways), February 15—Chairman, Recertified Bosun B. F. Gillain; Secretary M. Deloatch; Educational Director F. Jenkins; Deck Delegate S. Fulford; Engine Dele­ gate J. Snyeler; Steward Delegate Wil­ liam H. Hamby. Some disputed OT in deck department. A vote of thanks given to the two cooks for a very wonderful job that they did caring for the crew from St. Croix to Scotland. They were short handed because they did not have a steward. The crew gave very high praise to Brother Robert L. Scott, the baker, and Brother William H. Hamby. Next port in Texas. YELLOWSTONE (Ogden Marine), February 15—Chairman, Recertified Bosun Andrew N. Boney; Secretary Dario P. Martinez; Educational Direc­ tor Charles W. Garrison; Deck Delegate James C. Brooks; Steward Delegate Curtis L. Broduax. $36 in ship's fund. No disputed OT. $85 was collected to send flowers to Mrs. Logan. Her hus­ band passed away when he was home from the last voyage. He was the bosun aboard the SS Yellowstone on voyage #44. Observed one minute of silence in memory of our departed brothers. Next port, Karachi. Digest of SlU Ships' Meetings LOS ANGELES (Sea-Land Service), February 22—Chairman, Recertified Bosun A. Antoniou; Secretary L. Don­ nelly; Educational Director A. Dimitropoulos. $103.50 in ship's fund. Some disputed OT in engine department. The Seafarers Log was received and was given out to the delegates. Observed one minute of silence in memory of our de­ parted brothers. ELIZABETHPORT (Sea-Land Ser­ vice), February 24—Chairman, Recer­ tified Bosun V. T. Nielsen; Secretary George W. Gibbons; Educational Di­ rector David Able; Engine Delegate Stan Marshall; Steward Delegate Wong Kong. $122 in ship's fund. Some dis­ puted OT in engine department. $225 was collected for the movies and nine extra movies will be bought for the next trip. Chairman held a discussion on the importance of donating to SPAD. Next port in New Jersey. RAPHAEL SEMMES (Sea-Land Service), February 8—Chairman, Re­ certified Bosun Fred A. Olson; Secre­ tary Angeles Z. Deheza; Educational Director Robert A. Forslund. $38.50 in ship's fund. No disputed OT. Frank Boyne, port agent, is to meet the ship in Inchon. Chairman advised that crewmembers circulate all reading materials, books, magazines, etc., rather than throw them away. SEA-LAND PRODUCER (Sea-Land Service), February 29—Chairman, Re­ certified Bosun William Bushong; Sec­ retary Harvey M. Lee; Educational Di­ rector Victor A. Cover; Deck Delegate Richard O. Spencer; Steward Delegate Herbert Allen. $45 in ship's fund. $150 in movie fund. No disputed OT. Chair­ man reported: "A thanks to all the crew for a good trip. Everyone should remem­ ber the highly flammable cargo this ship carries every voyage and that there is to be no smoking at anytime on the main deck between the forward house and the after house due to leaking cargo tanks. For the safety of everyone smok­ ing must be strictly regulated. This is to insure the safety of the crew, ship and the cargo." Observed one minute of si­ lence in memory of our departed broth­ ers. Next port. Port Everglades. BALTIMORE (Sea-Land Service), February 15—Chairman, Recertified Bosun Robert F. Mackert; Secretary Wm. Datzko; Educational Director P. E. Fabie; Engine Delegate Edward S. Ladimer; Steward Delegate Albert Nash. No disputed OT. Posted on the bulletin board information concerning features in the Seafarers Log. Crew asked to keep messroom and pantry clean at nights. Next port Naples. DEL RIO (Delta Steamship), Febru­ ary 22—Chairman, Maurice Kramer; Secretary R. Maldonado; Educational Director Lyle Clevenger. $971 in movie fund and ship's fund. Some disputed OT in engine department. A vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed brothers. NEWARK (Sea-Land Service), Feb­ ruary 29—Chairman, Recertified Bo­ sun E. D. Christiansen; Secretary L. Crane; Educational Director A. Jaramillo; Deck Delegate G. C. Somerville; Engine Delegate L. Craig; Steward Delegate P. Pederes. No disputed OT. Chirman suggested that all crewmem­ bers read the February issue of the Seafarers Log so that they will be better informed on the new Pension Bill. A discussion was held on the importance of donating to SPAD. Next port Seattle. • Official minutes were BISO ii " •B i from the following vessels; JCWBBSf B. WATERMAN BANNER SEA-LAND GALLOWS ANCHORAGE SANJUAN QT fJUTK ^ C- -•'Xr • MONTICELLO VICTORY OGDENCHALLENGER'-'^^MOHAWK OVERSEAS ARCTIC PANAMA SEA-LAM> TRADE SEA-LAND CONSUMER SltK^wAlJ.. JACKSON X OVERSEA^ JOYCE OVERSl^S VIVIAN COUNCTLGROVE CAROLINA SEA-LAND ECONOMY OVERSEAS NATALIE DELTANORTE I SEA-LAND EXCHANl^ OGDEN CHAMPION HOUSTON OVERSEASWA S .V I® * .v.!; : i. i V. i i• V-OAELAND: • ; MOUNT EXPLORER TRANSCOLUMBIA COLUMBIA MANHATTAN MERRIMAC ROBERTTOOMBS OVERSEAS TRAVELER HUMACAO GATEWAYCTTY EORTHOSKINS LONG BEACH ^A-I^ND RESOUROE, •CANTIGNY: ' -DELTA SUD JOHNTYLER rOELSOL . • OVERSEAS VALDEZ CARTER BRAXTCMS GALVESTON AMERICAN TXPLORER BOSTOPI SANFRANCISCO POTOMAC ULTRAMAR CHARLESTON SAM HOUSTON ALLEGIANCE, . GUAYAMA BORINQUEN • SANPEDRO ®-.IS EAGLE TRAVELER I IBERVILLE , DELTA MEXICO Page 13 •j' �•^.--''^;,V-5'Si; ';i.:<C; :.;- AT SEA •'.'^ -tr^k-uVf, , : ;3e- -::: m: m •(. L ST Manhattan Recertified Bosun Peter D. Sheldrake, ship's chairman of the supertanker, the ST Manhattan (Hudson Waterways) describes for us a basketball game played recently between the Manhattan Maniacs vs. the Ilyichevsk (Russia) Poly Red Men in the Russian's home port: "Under the lights the game started at 8 p.m.... Cheers rose as the Manhattan Maniacs of Capt. Jt^n Linton, Second Mate Patrick M. Barnett, OS John McDow­ ell, Second Pumpman R. Hutchinson, Jr., Oiler H. Bergerson, Jr., Third Cook Edward Colling and Steward Utility Jerry Desolvo rushed onto the court ready to do battle with their Russian opponents. "It was a friendly game and some rules were changed to make it run smoothly. Which it did. And after the introductions of both teams, came the liftoff. The Maniacs rushed to the Russian end of the court and scored right away. Much applause, but for the rest of the first half our opponents controlled the game. The half ended with a 22 to 6 score for the Russians. "The second half started slowly . .. The Maniacs went into action with various dashing and dazzling plays, as our boys who lacked training and had never played as a team before closed the gap in the score. But Ivan and his squad were not to be denied victory. They put on the pressure and I am sorry our team lost 42 to 24. "It was a good, clean game and I believe everyone enjoyed it. The Russians after the game shook hands all around and presented the team with a Russian sport pennant. Also a book called "Liberation".... "Who knows, next time may be our turn to win "It's not win or lose, it's how you play the game " SS Jeff Davis Recently the C4 SS Jeff Davis (Waterman) sailed from a Gulf port with a cargo of 7,500 metric tons of bagged rice for the port of Chittagong, Bangladesh. SS Lyman Hall Also recently the C4 SS Lyman Hall (Waterman) carried 7,500 metric tons of rice for unloading at the port of Chalna, Pakistan. ST Ogden Challenger sriliUP mKm-: Seafarer.Tom Curtis receives his General Educational Development diploma from the Director of Academic Education Margaret Nalen. Seafarer Curtis Learns Much at Lundeberg School Seafarer Tom Curtis graudated from the Lundeberg School as a trainee in 1968. He recently returned to HLS and completed the GED program at the school and earned his high school diploma. Brother Curtis said that he wanted to get his diploma, "because when you get older, you understand the impor­ tance of a good education. That diploma was important to me, and as an example to my kids, too." In discussing the GED program at HLSS, Brother Curtis said, "The best part of the program is the teachers. You know they care, about your progress. They're willing to give you all the help you need—even on their own time. That way, you can learn at your own speed and retain more knowledge." Brother Curtis added that, "The study program I followed was completely individual­ ized for me." Seafarer Cartis, who ships out of New York, dropped oat of high school In the tenth grade. Through the Lunde­ berg School's complete educational programs for the SIU membership, he has earned not only his high school diploma, but also his QMED en­ dorsement and certification In LNG, Welding, and Refrigerated Container Maintenance. Enroute recently from the Black Sea main port of Constanza, Roumania was the ST Ogden Challenger (Ogden Marine) with 37,000-tons of crude. ST Overseas Anchorage From the port of Corpus Christi, Tex., the ST Overseas Anchorage (Maritime Overseas) recently moved 44,000-tons of heavy grain to a port on Russia's Black Sea. ST Transeastern The ST Transeastern (Transeastern) sailed with 45,000-tons of grain from the port of New Orleans to Russia recently. SS Inger The SIU crew of the bulk carrier SS Inger (Reynolds Metals) recently gave a vote of thanks and their "highest praise" for their skipper, Capt. Lawrence Dyer "for the exceptional way that he laid out Brother Emory Beavers (who died of a heart attack at sea off Lower California on Feb. 22) in a private room (aboard ship) for a beautiful viewing complete with guest book and two attendants." Also the crew praised the way the captain conducted the burial (service). "A funeral home ashore could not have done a better job," according to ship's chairman, Recertified Bosun John Bergeria and Chief Steward Duke Hall, secretary-reporter. The Seafarers held a meeting "in respect of the final departure" of the firemanwatertender. "A good shipmate." MARITII^^ Seveiity>one cents of every dollar spent in shipping on American-flag vessels remains in this country, mailing a very substantial contribution to the national balance of payments and to the nation's economy. Use U.S.-flag ships. It's good for the American maritime industry, the Ameri­ can shipper, and America. Page 14 Brothers Wilbur Adams (left) and Joe Diosco study for their GED exam at the Lundeberg School. Turo More Seafarers Earn High School Diplomas Two more Seafarers recently earned their high school diplomas through the Lundeberg School's GED program. Brother Wilbur Adams, who dropped out of school in the eighth grade, said that he learned of the high school equivalency program at HLSS through the Seafarers Log. "I checked into the program after I got to school," he said, "and I decided to enroll. The teachers at the school are extremely well-qualified, and they are able to tailor the program for each student. In fact, I'd say the best thing about the program Is its flexibility and the really fast pace at which you can learn." Seafarer Joe Diosco, who ships out of the port of New Orleans, also learned about the GED program through read­ ing the Seafarers Log. He said he decided to enroll "because of the chal­ lenge." He added that "education keeps people alive. I've disproved the saying that 'you can't teach an old dog new tricks.'" Brother Diosco said that he feels "the Lundeberg School motivates you to learn. The instructors and teachers are really nice—they give the opportunity for people from all ethnic and age groups to learn new skills." Now that he has earned his diploma, Seafarer Diosco says that he plans to attend college. The Lundeberg School's high school equivalency program is open to all Sea­ farers who have not completed their high school education. Seafarers Log �• .. Dropped Out of 6th Grade, Now Gets High School Diploma ASHORE •>: }• . S-7 , i- Cape Canaveral Fla. Seafarer Pat Durand gets some instructions from Social Studies Teacher Chris Morehouse at the Lundeberg School. Seafarer Pat Durand who is 24-yearsbetween the Lundeberg School and the old and has been a member of the SIU public school system. "The teachers since he was 16-years-old, dropped out have a way of building self motivation", of school in the sixth grade. He came he said. "They are really great people— to HLSS to earn his QMED endorse­ and very sincere about your learning ment and when he received this en­ and wanting to help you." dorsement, he enrolled in the school's Brother Durand added, "I'd recom­ GED program, and recently earned his mend the program to any Seafarer. If you want to get your diploma, at least high school diploma. "I felt a high school diploma was inquire about the GED program." After earning his high school necessary in my life", Seafarer Dnrand diploma. Brother Durand also received said. *'It (^ens up doors that would his lifeboat ticket at the Lundeberg otherwise be closed." According to Brother Durand, the School and is now enrolled in the LNG teachers make the big difference course. 3 Get Their QMED Diplomas MARISAT—the first commercial U.S. maritime communications satellite sys­ tem in the world—Was launched here recently. Now, instead of having to wait hours for a radio message held up by weather conditions in the ionosphere to get through from a ship, it will take seconds for the ships using it. For the first three years of the satellite's five-year life, the Ameri­ can merchant marine will have 25 percent use of the ultra high frequency system with the U.S. Navy using the rest. Imagine how this satellite will speed up rescues at sea, permit an electrocardio­ gram of a stricken Seafarer to be transmitted to a doctor on shore for diagnosis, and improve navigation. Ships in the Atlantic, Persian Gulf, the western part of the Indian Ocean, the Med, the North Sea and the Gulf will now be linked. A similar satellite for the Pacific will be launched late this month and go into operation in July. A third satellite to cover the Indian Ocean will be launched this fall. Each satellite terminal on a ship will cost $50,000. Shore stations will be in Southbury, Conn, and Santa Paula, Calif. Plans are now afoot by 40 nations for an international maritime satellite— INMARSAT—which will be ready in 1981 and replace MARISAT. It may have a first also, the Soviet Union as a user. It will cost around $200-million to build by private companies and governments. 'i i I Cleveland For the first time this year on the Lakes, utilizing data relayed via a satellite 23,000 miles out in space, vessels were able to safely ply the ice-choked waters during the winter season. The National Oceanic and Atmospheric Administration (NASA) satellite relayed from here detailed radar pictures of ice in the shipping lanes to vessels which mapped their courses around heavy ice or through thinner ice. It is estimated here that the NASA Lewis Research Center's "Project Icewarm" with 15 ships taking part, resulted in more than 15-million tons of additional cargo being moved on the Lakes this winter. The project used a special "side-looking" airborne radar on U.S. Coast Guard planes to discover the type, location and distribution of the ice cover on the Lakes. Flights were made over problem ice areas three or four times a week. Later the radar was coded and sent via satellite to here where it was made into a radar image. Finally, experts drew ice charts from the data and had them broadcast to facsimile recorders aboard the vessels over the MARAD VHF-FM radio network. -4. «r I' Detroit Shipments on the Lakes of grain and coal escalated last year to a total of 63,675,584 net tons compared with the 54,461,439 tons of grain and coal moved in 1974. Coal shipments for 1975 were 39,164,370 tons compared with 34,872,286 in 1974. Grain shipments were 24,511,214 tons hauled last year in contrast to the 19,589,153 tons carried the year before. Last December coal shipments amounted to 2,866,068 tons as compared with 1,190,640 tons transported for the same month in 1974. Grain shipments last December amounted to 2,924,106 tons and grain delivery in December 1974 was 2,436,446 tons. Dearborn, Mich. Displaying their QMED Certificates of Achievement are Piney, Point graduates (front I. to r.): James Sullivan and Robert Duron. At (right) is QMED grad William Mann; in the (rear) with the fedora is QMED Instructor Jack Parcel. Lifeboat Students Graduate MARAD, the U.S. Coast Guard, the U.S. Army Corps of Engineers and the St. Lawrence Seaway Development Corp. will sponsor a Great Lakes, Seaway Port and Shipper Conference here on Apr. 26-29. The confab will formulate ways and means to revitalize the Lakes and seaway port maritime and connected indus­ tries trade. Pago Pagoy American Samoa Following a two-year organizing drive by SlU-affiliated United Cannery and Industrial Workers of the Pacific, Los Angeles and Vicinity District of Wilming­ ton, Calif., the union succeeded in gaining a collective bargaining agreement with one of the two biggest canneries on this Pacific island of almost 20,000 people. The organizing campaign at the second cannery was not successful at this time. Alcoholism: A Af a/or Problem Today //I" "Mi Js'. ••••• • • HLSS Lifeboat Instructor Chuck Dwyer (center) poses for photo with two of his graduating class of (left) Robert Sinden and George Smith. April, 1976 • i ' f| Alcoholism is a major problem. One out of every 10 Americans who drink has a serious drinking problem. Alcoholism is a disease. It can he treated. Page 15 j: �i.: * L' ' 't- Ji f i' buLd'and^LTLwe^Nl>teX^gra-p'^ing®fSd u:^.^ stern on ® this trough-like apparatus. cable is I.,:J laid off » the ship's I Here's a front view of the Long Lines tied up at Port Elizjabeth. N.J. showing her protruding, caged bow and twn rifirk marker buovs on the Dort side. Newaifc, NJ.—At first sigfit, she looks udqae, md she is! "Hie worlds biggest cable idilp, the U-nuumed CS Long Lines (faftmtoB) ^IDfanost a lo^-aUke lor a white, ^ ^ oroise iin^, which we thoo^t pie antfl we took a second look. I "ITie wooden, Older doors; the thrMpied ctii;ed bow dieaves; her three red |und y<^ow side maikcar buoys on decl^ |upd fo^ and sit covered cable'laying insacMtteiy imtches^ gave h«p sledk lines lu nnosnal flair and atti^ distinction. ' At a jdx-monfli jpayidl by a nniiavnied parser here on a f^^^hronded 27 ntorning, we dbaobered 19 the Lines' gM^gway to meet an m'' 1 Jf fi: ifv\ '.1 A I didy, Watxildinider AB Bob Garda, I told ns tprt he mtpeided NJ. Gov^ kian Byrne and a party of ud^ kT btywigs and many ofiity viMtyis Seafarer Fisel Alshaif of the engine department rnakes a tele­ phone call from the vessel's unique public pay phone booth. of this remaikahle cable Ityer. l%e 5il4oot, i hist made^a^ id odl in JSitY, r In years after Jter ^ hofdr tuwe pi vpp she b^ in GmiD|pay for $19-niiUion. Since tten shO has laid more than 35,000 nantkal sobmacine td^hone cable in all ^eres at from 2 to 3 to 7 to 8 an honr. Her two steaia-electric plants propd her 8,500-hp twin and rudders at a craispg speed knots. I Only last October, the 17 Long Lines pdnted her prow out port of San Diego after leaving home port of Homdul# with her of 01 Seafarers to bcpn a r world v^fage to (pam; Vdkohanm; die Sues ifanal; Sicfiy; INnata De%ad^ the Azores for a 3,ti92maidical nme, $191 vkboiurd the sldp, ffirpenter terandpho 1 tour of his room, nautical itttm^cnnhold cable tanks pcnUeeaepfonr >:P«t hdd.lOO-iMintical' and hawsty hmk in ftie hrnd d^i^^" vrith Its terminos buoy is placril at the caUe end so foe can load additioiial caUe, return to ^lice and contlnne hiying imeratkms. Hm Long Lines wUI load on cabte at Soufoaai^ptOB and Calais, frimce during the next three months when needed. 9i1iai this job is finished, foe Long tAnes will lay qilde off the riiip*s stem lor the U.S. Navy finmi foe Caribbean to South America and then return to foe Pacific. In foe riiip's interior, a spedaBydestyned, 90-t6ncompiitmized machine cmitnds dm payout of die calde and 600-pouiMi anpUty rcperiers, w«wfo i| $90,000 eadh, whidi are positlimed mt' dw ocean floor tmd q^^d into foe Banwer cddc cvmy S.i aauftcaa .Briies. eOidd her traiisniHted at a time. Seathe rest jrf the Long Lines have a June deaiBine to cornlatest prmect. ly since Aiftmd, Ill-nautical buried adrfe were bdd <df tnd by the ftfeuch CS Vercors the lines from acddentp. fishing jsmadu. A dmifanr cable buried off St Riez. I•. ly, thisliB the sixfo Itiansible laid iP AT&T. Ifs bring :eqp pace with the vrinme id reen the U.S. and I^HN^ been incr^^ 30 ly in pKmit yvsn^** the says, also sdd diey ly offi ciMe now Transto bslfmce oof le we een Mm ibat rpft now bed Is inedcnhmsty maiiped oot^ a^ th( mmiftored Ity scannms hi dfo Long cost Unei' bofoim.pi^ a|^^ by satelli|h nnd sendh me^ ilndty, id we ftidk oUlrl^ e In St. Hilaire de - sages on tdet)^ foty, vre die J^mg ]Ui^ 'dedcS ''bdow when a gJassMhotlom^ Jechnicians-tc ! imbfo-fojftvahdertafcuift she .Jan. 29. J Amidship are the telephone cables and relay repeaters coming up out of the hold tanks on the Long Lines main deck. 1^. L •? •> i •r First-tripper Storekeeper Scott Kincaide of Dover, Del. lays in the groceries for the steward department. 1 56, didy 36 cdls .'.j i. f'.'. .i^ 1.1 • *. ••J •» •f. I. •ii' .i •I L S fc f-- 'i Reading the Seafarers LOG before a brilliant mosaic Chief .Steward Ira Brown (right) shows off the ganey of the ship is Chief Recertified Bosun Herb Libby in with Chief Cook Rafael Toro Jr^(iett)jvho is preparing t^he crew'sjounge. Tl^ round-the-clock cable layer An aerial shot has us looking down onto the deck of the Long Lines where we can see the fore and aft grappling the pot roast, and (center) third Cook Ahse King, has two other bosun mates. ard cable laying hatches of the vessel. Pageie ' Watchstander AB Bob Garcia of San Diego, Calif. the^^rpenter shop^^ ^ visitors to the ship. • ;| •" h• •y • welcome as he helped sign-m k- I- �•- • ' ' ' Congress: Close Virgin is. Loophole in Jones Act while admitting that using American ships would cost about $5.7 million more, testified that it would also add $61 million to the U.S. balance of payments. As for the two refineries, this exemption grants them unfair advantages which creates a great competitive inequity. Amerada Hess, with a production of 700,000 barrels of oil a day, and VIRCO's proposed 200,000 barrelsa-day plant can use foreign-flag ships to carry their products, avoid paying taxes on shipping, and receive tax and subsidy advantages from the Island government which domestic refineries do not get. Our heart does not bleed for them. The United States Senate is pres­ ently conducting hearings on one of the most important pieces of mari­ time legislation introduced in many years: a bill which would close the Virgin Islands "loophole" of the Jones Act. This "loophole" or exemption, has been used over the years by oil com­ panies to escape the provisions of the Jones Act, which prohibits foreignflag vessels from transporting cargo between U.S. domestic ports. When the Jones Act was originally adopted by Congress as part of the Merchant Marine Act of 1920, American shipping trade with the Islands was insuflicient to warrant the inclusion of that territory in the pro­ visions of the Act. Today, however, there is a substantial trade between the U.S. mainland and the Islands, and because of this exemption that trade is being conducted by Ameri­ can owned foreign-flag vessels. The SIU has long been advocating the closure of this "loophole" by Con­ gressional mandate, because although the 1920 Act provides for extension of the Act's jurisdiction to the Islands by Presidential proclamation, suc­ ceeding Presidents have failed to exer­ cise this option. Late last year. Sen. J. Bennett Johnston, Jr. (D.-La.) introduced a bill (S. 2422) which would extend the provisions of the Jones Act to the Virgin Islands with respect to the transportation of crude oil, residual fuel oil and refined petroleum prod­ ucts. Since approximately 200 mil­ lion barrels of these products are shipped yearly between the Islands and the U.S., it is obvious what enact­ ment of this legislation would mean to U.S.-flag tankers. For example, according to a study taken in September, 1975 by the Maritime Administration, ex­ tending the Jones Act's provisions to the Virgin Islands with respect to crude oil and refined petroleum prod­ ucts would result in the immediate employment of 26 U.S. tankers of the 30,000 dwt class. Each year the 26 vessels would provide employment for approximately 1,400 U.S. mer­ chant seamen. > Two months ago the Merchant Marine subcommittee of the Senate Commerce Committee began hear­ ings on Sen. Johnston's bill. Johnston Time to Sober Him Up! It is for all these reasons that the SIU fervently supports Sen. John­ ston's bill. And, we are not alone. Virtually every segment of the U.S. maritime industry is backing this leg­ islation, including: the American Maritime Association; Maritime Trades Department; Labor-Manage­ ment Maritime Committee; Trans­ portation Institute; American Insti­ tute of Merchant Shipping, and the Marine Engineers Beneficial Association. It is time to put an end to this exemption which is severely hurting the entire U.S. maritime industry. We strongly urge the Congress to adopt Sen. Johnston's bill and rectify this very unfair situation. himself was one of the first to testify on the Island and hurt both the huge on behalf of his own legislation. He Hess refinery and the proposed re­ told the subcommittee of some of the finery to be built by the Virgin many advantages of closing the loop- Islands Refining Corp. (VIRCO). hole and noted that it will provide A Commerce Department official. "needed jobs in our domestic tanker industry; it will improve our balance of payments account and will bring additional tax revenues into the United States Treasury; and it will encourage construction of increased domestic refining capacity which will provide new jobs to American ship­ builders and will improve the stra­ tegic strength of the U.S." While the Administration has taken no formal position on this legis­ lation, the Department of the Interior, which has general "promotional" re­ sponsibility for the Islands, opposes • In 1972, it was tny good fortune to be awarded an SIU college scholarship!* it because it would allegedly "raise x^day,J have received the final installtiient of that awaid^ letter isjih petroleum costs to American con­ attempt to express my gratitude. sumers and . . . injure the economic ,• During the four years of the award, each installment meant a new spring health and development of the Virgin Of fresh appreciation. As the years passed, my admiration for this prograni Islands." has grown in the face of the singular freedom provided by your scholarship As might be expected, two repre­ program. Along with the financial freedom, the award aUowed freedom frbntt sentatives from the Islands' govern­ the hassels of other prograjns. College scholarship programs such as your^ ment testified against the bill claiming represent the flower of American unionism. It demon.strates a sense of vision it would severely affect employment a faith in the future that is sorely needed in this country. - '£ On a more per.sona! note, the mpnuiry of my father is well-served by the April, 1976 Official Publication of the Seafarers International Union of Vol. 38, No. 4 nnion grant. I am sure that he would have been" proud that his union enal North America, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO jtpe to attain a dream too often out of reach—a college education. - • Executive Board f My years at the University of Maryland were good onc.s. For that !' „, Paul Hall a debt of thanks. The final installment has allowed me to continue gradt^P President wdrk at the University of North Carolina. In providing me with an opportunityi Frank Drozak Joe DiGiorgio Cal Tanner to attend school, you may be assured that the SIU has my undying,a Executive Vice President Secretary-T reastirer Vice-President "don and admiration and my heartfelt thanks. Earl Shepard Lindscy Williams Paul Drozak Vice-President TO THE EDITOR Wihnef Vice-President Vice-President •EABWEIIgl^WO Marietta Homayonpour 389 Editor-in-Chief James Gannon Managing Editor Ray Bourdius Jim Mele Assistant Editor Assistant Editor Tony Napoli Assistant Editor Frank Cianciotti Dennis Lundy Chief Photographer Associate Photographer ". Marie Kosciusko George J. Vana Administrative Assistant Production/Art Director Published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage paid at Brooklyn, N.Y. f' I would like to thank the crew and officers of the SS Fort Roskins for «.v« . kindness and consideration tdi me and ffiy children husband and father when he |rassed away suddenly, My thanks Jacksonville for being so good to us, and I thank his .shipmates that came to his funeral and all the other shipmates that would have been there had it been possible. Thank all of you again so much. '! Sincerely, jvfrs, James B. Oixon and FamlTy Lumlsle, Miss*. ' �•ourth Part of Series Social Security, Medicare, Medicaid Are for You by A. A. Bernstein SIU Welfare Director This is the fourth part in a series of articles which the Seafarers Log will e running, over the next few months, concerning Social Security, Medicare md Medicaid and how these Government programs affect you and your families. (This installment, as with the first three, deals with Social Security.) Kv A A CTYT A . Jf_. _• .ft i _ »t j _ „ f. _ ^ I.» _ _ .J. rr. _/ Eventually the series will be compiled into a booklet so that Seafarers can have all the information on these programs in one place. I hope this series will be an aid to you. Please let me know if you have any questions. Just write to me, care of Seafarers International Union, 675 Fourth Ave., Brooklyn, N.Y. 11232. fC i '• LUMP SUM DEATH PAYMENT What is lump sum death payment? How much is the payment? To whom is the lump sum paid? . A single cash payment by Social Security when an insured worker dies. The payment is $255. The lump sum is paid to the surviving widow or widower of the worker if the widow or widower was living in the same household with the worker when the worker died. If there is no widow or widower who was living in the same household with the worker when he or she died, the lump sum may be put toward burial expenses as follows; 1. It may be paid to a funeral home to the extent that the burial expenses incurred by or through a funeral home are unpaid. This payment may be authorized to the funeral home by the person who assumes responsibility for paying the burial expenses. 2. When all the burial expenses incurred by or through a funeral home have been paid, the lump sum or the remainder of it will be paid to the person who paid the worker's burial expenses. When must appli­ cation be made? In all cases the application for the lump sum death payment must be filed within two years after the worker's death. PROOFS NEEDED FOR LUMP SUM DEATH CERTIFICATE 1. Death certificate of worker. 2. Marriage certificate if you are filing as the widow or widower who was living with the worker. 3. Proof of your court appointment as executor or administrator if the decedent's estate paid the burial expenses. 4. The amount of the unpaid burial expenses if yon are authorizing payment to the funeral home. 5. Itemized receipted funeral bill if you are filing as the person who paid the funeral expenses. EXAMPLES OF MONTHLY CASH PAYMENTS * X- ^ I. Average yearly earnings since 1950 $923 or less $3,000 $3,500 $4,000 $5,000 $6,000 $7,000 $8,000 $9,000 $10,000 Benefits can be paid to You, the worker • Retired at 65 93.80 194.10 210.40 228.50 264.90 299.40 335.50 372.20 393.50 412.40 ^ Under 65 and disabled 93.80 194.10 210.40 228.50 264.90 299.40 335.50 372.20 393.50 41^.40 • Retired at 62 75.10 155.30 168.40 182.80 212.00 239.60 268.40 297.80 314.80 330.00 Your wife • At 65 46.90 97.10 105.20 114.30 132.50 149.70 167.80 186.10 196.80 206.20 • At 62, with no child 35.20 72.90 78.90 85.80 99.40 112.30 125.90 139.60 147.60 154.70 • Under 65 and one child in her care 47.00 102.70 130.90 162.00 224.00 249.90 262.40 279.20 295.20 309.40 Your Widow • At 65 (if worker never received reduced retirement benefits) 93.80 194.10 210.40 228.50 264.90 299.40 335.50 372.20 393.50 412.40 • At 60 (if sole survivor) 74.90 138.80 150.50 163.40 189.50 214.10 239.90 266.20 281.40 294.90 • At 50 and disabled (if sole survivor) 56.80 97.10 105.30 114.30 132.60 149.80 167.80 186.20 196.80 206.30 • Widowed mother and one child in her care 140.80 291.20 315.60 342.80 397.40 449.20 503.40 558.40, 590.40 618.60 Maximum family payment 140.80 296.80 341.30 390.50 488.90 549.30 597.90 651.40 688.70 721.80 *A Word of Explanation: Some people think that if they've always earned the maximum amount covered by Social Security they'll get the highest benefit shown on the chart. This isn't so. Although retirement benefits as high as $412.40 a month are shown, payments this high can't be paid to a worker retiring at 65 now. The maximum retirement benefit for a man who becomes 65 in 1974 is $304.90 a month, based on average covered yearly earnings of $6,132. For some other categories, however, it could be higher as of 1974. Also, it should be remembered that benefits will increase automatically in future years as the cost of living rises. NOTE; A worker who doesn't get any benefits before 65 and delays retirement past 65 will get a special credit that can mean a larger benefit. The credit adds to a worker's benefit 1 percent for each year (Via of 1 percent for each month) from age 65 to age 72 for which he did not get benefits because of work. Th( credit applies only with respect to months after December 1970. This increase also applies only to the" worker's check and not to those of dependents o survivors. April, 1976 Page 19 I f'. �r. New SIU Pensioners Edward F. Leasgang, 65, joined the SIU in 1943 in the port of New York sailing as a bosun. Brother Leasgang sailed 33 years and walked the picket line in the 1961 N.Y. Harbor strike. He is a veteran of the U.S. Army in World War II. Bom in Pennsylvania, he is a resident of the port of Seattle where he enjoys his hobby of playing music. Norris A. "Gus'' Bartlett, 57, joined the SIU in 1943 in the port of Baltimore sailing as a QMED, chief electrician and bosun. Brother Bartlett sailed 37 years and upgraded to quartermaster in 1975 at the HLSS. He was born in Washington, D.C. and is a resident of Kenner, La. Domenic Di Sei, 62, joined the SIU in 1945 in the port of New York sailing as a bosun. Brother Di Sei sailed 38 years and received a Union Personal Safety Award in I960 for sailing aboard an accident-free ship, the SS Frances. He was bom in Roseto. Pa. and is a resident there. William H. Parker, 65, joined the .SIU in 1939 in the port of Phila­ delphia sailing as a deck engineer. Brother Parker sailed 28 years, was a ship's delegate and got his engi­ neer's license in 1968 from the Dis­ trict 2-MEBA School of Engineering in Brooklyn, N.Y. Born in Florida, he is a resident of Cleveland, Tenn. David J. Barry, 62, joined the SIU in 1949 in the port of New York sailing as a bosun. Brother Barry sailed 41 years and during the Viet­ nam War. He also attended a Piney Point Crews Conference in 1971. Seafarer Barry is a veteran of the World War II U.S. Army. Born in Massachusetts, he is a resident of the port of Seattle. Nicholas J. Wuchina, 61, joined the SIU in 1943 in the port of New York sailing as a fireman-watertend­ er. Brother Wuchina was bom in Pennsylvania and is a resident of Ligonier, Pa. Robert E. Crofo, 49, joined the SIU in 1945 in the port of New Or­ leans sailing as a cook. Brother Croto sailed 31 years. He was born in Massachusetts and is a resident of Prairieville, La. Sung M. Hsu, 65, joined the SIU in 1948 in the port of New York sailing as a cook. Brother Hsu sailed 28 years and was a steward delegate. He was born in China and is a resi- dent of New York City. Leo A. Derstler, 58, joined the SIU in 1945 in the port of Mobile sailing as a bosun. Brother Derstler sailed 30 years. He was bom in Columbia, Pa. and is a resident there. Recertified Bosun Albert Oromaner, 67, joined the SIU in 1946 in the port of New York sailing as a bosun for 28 years. Brother Oromaner started sailing as a deck boy in 1928 on a Hog Islander for $25 a month and was a member of the ISU in 1935. He attended a 1972 Piney Point Educational Conference, was "never logged or missed a ship" and is a karate black belt champ. Bom in New York City, he is a San Fran­ cisco resident. Freddie Baptiste, 65, joined the SIU in 1941 in the port of New Orleans sailing as a chief steward. Brother Baptiste received a Union Personal Safety Award in 1960 for sailing aboard an accident-free ship, the M/V Del Campo. He is a veteran of the U.S. Army in World War II. Seafarer Baptiste was bom in Louisi­ ana and is a resident of New Orleans. Francis P. Corcoran, 65, joined the SIU in 1943 in the port of New York sailing in the steward depart­ ment. Brother Corcoran sailed 31 years. He was bom in Philadelphia and is a resident of Bryn Mawr, Pa. Miguel L. Medina, 62, joined the SIU in the port of Baltimore sailing as a fireman-watertender. Brother Medina sailed 42 years. He was bom in Puerto Rico and is a resident of Houston. Edwin L, Genfzler, 67, joined the SIU in the port of Baltimore in 1955 sailing as a wiper. Brother Gentzler sailed 25 years and is a veteran of the U.S. Navy in World War II. He was born in York, Pa. and is a resi­ dent there. Joseph B. Simmons, 70, joined the SIU in the port of New York in 1953 sailing as a fireman-watertender. Brother Simmons sailed 31 years. He was bom in Alabama and is a resi­ dent of Pensacola, Fla. Catalino R. Ramos, 67, joined the SIU in the port of New York in 1952 sailing as a chief steward. Brother Ramos sailed 31 years and was on the picket line in the N.Y. Harbor strike in 1961, the Robin Line beef in 1962 and a strike in 1963. He was born in Puerto Rico and is a resident of Carolina, P.R. Anacleto Delgado, 64, joined the SIU in 1946 in the port of New York sailing as a bosun. Brother Delgado sailed 32 years and walked the picket line in the 1960 Greater N.Y. Har­ bor strike. He was bom in Puerto Rico and is a resident of South Ozone Park, Queens, N.Y. • pv- AB Gets His One Gallon Pin SCHEDULE Port New York ... .. Philadelphia .. .. Baltimore .... .. Norfolk .. Jacksonville .. .. Detroit .. Houston New Orleans .... Mobile .. San Francisco . .. Wilmington .. .. Seattle .. Piney Point .. .. San Juan Columbus .... Chicago .. J*ort Arthur .. .. Buffalo .......,. St. Louis ,. Cleveland Jersey City . Page 20 Date May 3 May 4 May 5 May 6 May 6 May 10 May 10 Deep Sea ...i... 2:30 p.m. ... 2:30 p.m. ... 2:30 p.m. ... 9:30 a.m. ... 2:00 p.m. ... ... 2:30 p.m. . .. • • • ... 2:30 p.m. May 11 ... May 12 . , , 2:30 p.m. May 13 ... May 17 , , , May 21 ... ... 2:30 p.m. May 8 ... ...10:30a.m. • •' • UIW IBU ..... .. ... ..... .. ... .. .. • • ... ..... ... .. 5:00 p.m. 5:00 p.m. 5:00 p.m. 5:00 p.m. • • • ..,... ..,... ...... ...,.. 7:00 p.m. 7:00 p.m. 7:00 p.m. 7:00 p.m. • • 11 • • 1 • • 5.00 p.m. ...• • • 5:00 p.m. ... ,. 7:P0p.m. 5:00 p.m. ... 1 • • 1 • ' • .. .. ...10:30a.m. ... • * ... — 1:00 D.m. May 11 ... May 11 , May 12 ... May 13 ... May 10 ... •• 5*00 D m' •• •• .5:00p.m. ... • • •• One gallon blood donor AB William Davis (left), who ships out of the port of Baltimore, accepts achievement pin late last month from SIU Medical Director Dr. Joseph Logue at the Headquarters Clinic. Seafarers Log �\ • f. New SlU Pensioners Waller H. Harris, 68, joined the SIU in 1939 in the port of New Or­ leans sailing as a chief steward. Brother Harris sailed 46 years and received an SIU Personal Safety Award in 1960 for sailing aboard an accident-free ship, the M/V Del Campo (Delta Line). He was born in Louisiana and is a resident of New Orleans. Jacobus J. "Jack" Green, 65, joined the SIU in the port of Mobile in 1955 sailing as a-deck engineer. Brother Groen sailed 31 years. He was born in The Netherlands and is a U.S. naturalized citizen. Seafarer Groen is a resident of Mobile. Francis F. Gomez, 55, joined the SIU in the port of Mobile in 1953 sailing as a fireman-watertender. Brother Gomez sailed 33 years and was a ship delegate. He was born in the British West Indies and is a naturalized U.S. citizen. Seafarer Gomez is a resident of Mobile. Oscar E. Ferguson, 64, joined the SIU in the port of Mobile in 1957 sailing as a fireman-watertender. Brother Ferguson sailed during the Vietnam War. He was born in Ala­ bama and is a resident of Deer Park, Ala. Anthony J. Di Bartolomeo, 60, joined the SIU in 1943 in the port of Baltimore sailing as a chief stew­ ard. Brother Di Bartolomeo sailed 34 years. He is a native of Maryland and is a resident of Baltimore. Earl J. Davis, 62, joined the SIU in 1939 in the port of.Mobile sailing as a bosun. Brother Davis sailed 44 years. He was born in Mississippi and is a resident of Metairie, La. Dimas E. Cortez, 51, joined the SIU in the port of New York in 1955 sailing as a bosun. Brother Cortez is a U.S. Navy veteran of World War II. He was born in Puerto Rico and is a resident of the Bronx, N.Y. Joseph F. Barron, 65, joined the SIU in 1938 in the port of N^ew Or­ leans sailing as a chief steward. Brother Barron is a native of Ala­ bama and is a resident of Long Beach, Calif. Torsten J. Forsherg, 61, joined the SIU in 1945 in the port of New York sailing as an AB. Brother Forsberg sailed 44 years and is a veteran of the U.S. Army in World War II. Born in Finland, he is a naturalized U.S. citizen and is a resident of New Orleans. Emile A. Gerich, 61, joined the SIU in the port of New York in 1962 sailing as an AB and third mate. Brother Gerich sailed 28 years and is a veteran of the pre-World War II U.S. Navy. He was born in Canada and is a resident of St. Petersburg, Fla. April, 1976 -> /s:.. iv 1; !•. V'. »> Paul L. Berthiaume, 59, joined the SIU in 1941 in the port of New Or­ leans sailing as a bosun. Brother Berthiaume sailed 35 years. He was born in New Orleans and is a resi­ dent of Lacombe, La. Louis P. Brian!, Jr., 57, joined the SIU in 1944 in the port of New Or­ leans sailing as a reefer engineer. Brother Briant sailed 31 years. He was born in New Orleans and is a resident of Metaire, La. William T. Jones, 67, joined the SIU in the port of New York in 1955 sailing as a chief cook. Brother Jones sailed 29 years and got a 1960 SIU Personal Safety Award for sailing aboard an accident-free vessel, the containership 55 Wacosta (SeaLand). He is a native of Alabama and is a resident of Mobile. Major E. C. Reid, 62, joined the SIU in 1943 in the port of New York sailing as a chief steward. Brother Reid sailed 33 years and walked the picket line in the 1961 Greater N.Y. Harbor strike and the 1962 Robin Line beef. A native of Portsmouth, Va., he is a resident of Brooklyn, N.Y. Jose Martinez, 51, joined the SIU in the port of New York in 1958 sailing as an AB and fireman-water­ tender. Brother Martinez sailed 27 years. He was born in Spain and is a naturalized U.S. citizen. Seafarer Martinez is a resident of Baltimore. Frank H. Nestor, 66, joined the SIU in the port of New York in 1955 sailing as a chief electrician. Brother Nestor is a U.S. Navy vet­ eran of both World War II and after. Born in West Virginia, he is a resi­ dent of Baltimore. George A. Perdreauville, 60, joined the SIU in the port of New Orleans in 1954 sailing as a QMED. Brother Perdreauyille sailed 30 years, is a U.S. Navy veteran of World War II, attended the SIUMEBA Engineering School in Brook­ lyn, N.Y. in 1966 and upgraded at Piney Point in 1974. He was born in New Orleans and is a resident there. Stanley B. Wright, 63, joined the SIU in the port of New Orleans in 1957 sailing as a chief steward. Brother Wright sailed 25 years and was the editor for 18 months of the defunct ship newspaper, the 55 Del Norte Navigator (Delta Line). He was born in England and is a natural­ ized U.S. citizen. Seafarer Wright is a resident of New Orleans. 1£- M Seafarers Welfare, Pension and Vacation Plans Cash Benefits Paid Feb. 19-Mar. 24,1976 Number Amount MONTH TO DATE YEAR TO DATE MONTH TO DATE 9 722 164 17 2 4,626 1 137 10 35 2,629 826 39 6 15,866 4 395 98 $ 29,500.00 722.00 492.00 8,813.85 32.00 37,008.00 383.66 3,522.78 1,197.00 $123,259.55 2,629.00 2,478.00 13,303.19 421.00 126,928.00 931.29 11,277.81 5,113.40 DEPENDENTS OF ELIGIBLES Hospital & Hospital Extras Doctors' Visits In Hospital Surgical Maternity Blood Transfusions Optical 402 71 123 28 — 122 1,035 202 280 56 1 309 124,051.64 2,777.23 20,262.20 8,500.00 3,263.50 304,467.60 8,358.84 44,124.60 17,450.00 25.50 8,459.86 PENSIONERS & DEPENDENTS Death Hospital & Hospital Extras Doctors' Visits & Other Medical Expenses .. Surgical Optical Blood Transfusions Special Equipment 12 146 90 12 59 — 1 26 464 286 26 165 — 6 45,000.00 17,372.02 3,918.93 3,227.00 1,557.28 90,000.00 71,785.72 11,439.01 4,799.00 4,087.95 15.00 812.97 — 2,065 1 4,16^ 14,479.60 350.00 30,603.60 15 34 6,369.65 12,742.42 8,834 2,466 745 12,045 26,954 4,938 3,820 35.712 332,465.34 626,545.00 559,125.85 $1,518,136.19 895,848.31 1,251,630.00 1,976,766.70 $4,124,245.01 SEAFARERS WELFARE PLAN ELIGIBLES Death In Hospital Daily (g $1.00 In Hospital Daily @ $3.00 Hospital & Hospital Extras Surgical Sickness & Accident @ $8.00 Special Equipment Optical Supplemental Medicare Premiums Dental Supplemental Medicare Premiums SCHOLARSHIP PROGRAM TOTALS Total Seafarers Welfare Plan Total Seafarers Pension Plan Total Seafarers Vacation Plan Total Seafarers Welfare, Pension & Vacation YEAR TO DATE # I •t , - it Page 2i J Ii| fi �DISPATCHERS REPORT MAR. 1-31, 1976 TOTAL REGISTERED AH Groups Class A Class B Class C Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals Deep Sea , Great Lakes Alpena Buffalo Cleveland Detroit Duluth . Frankfort < Chicago Totals Great Lakes Totals Deep Sea & Great Lakes Mobile New Orleans Jacksonville San Francisco . Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals Deep Sea Great Lakes Alpena Buffalo Cleveland Detroit Duluth Frankfort Chicago Totals Great Lakes Totals Deep Sea & Great Lakes > 0 4 0 0 0 0 0 0. 0 0 0 0 0 0 0 0 4 DECK DEPARTMENT 0 4 4 0 80 19 0 10 3 0 31 13 0 19 5 10 0 5 10 3 0 76 0 14 25 5 0 5 0 0 0 0 4 16 2 0 8 2 0 66 5 0 0 6 0 0 4 0 368 84 0 9 176 20 49 15 10 43 129 54 67 25 77 18 159 0 4 839 2 16 2 4 7 1 7 11 2 5 5 7 0 16 0 1 86 0 5 0 0 0 0 0 0 0 0 1 0 0 0 0 0 6 25 1 4 22 7 6 18 83 528 4 4 1 4 0 0 2 15 57 0 0 0 1 0 0 2 3 7 20 1 1 38 3 9 24 96 464 0 0 0 0 0 0 0 0 0 17 2 5 22 8 3 11 68 907 1 4 2 4 0 0 0 11 97 0 1 0 2 0 0 1 4 10 4 70 10 31 8 5 16 50 19 29 11 19 10 49 0 1 332 3 21 1 5 3 2 4 12 2 5 5 11 1 10 0 2 87 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 ENGINE DEPARTMENT 3 2 0 56 18 0 8 0 1 19 3 0 11 0 0 7 1 0 16 0 0 57 18 0 20 6 0 9 1 0 6 2 0 13 1 0 3 2 0 43 9 0 0 7 0 3 0 0 273 72 0 4 119 17 56 17 3 24 100 40 72 21 50 20 109 0 0 652 2 45 3 12 7 3 10 20 5 11 8 20 1 24 0 3 174 0 1 0 0 0 0 0 0 1 0 7 0 1 6 0 0 1 15 102 0 0 0 2 1 0 0 3 • 4 0 0 0 0 0 0 0 0 0 6 5 5 . 27 7 ' 1 3 55 707 10 1 3 6 1 0 1 22 196 0 1 0 2 1 0 0 4 6 STEWARD DEPARTMENT 3 0 0 48 25 0 3 6 0 20 10 0 6 0 5 4 2 0 7 0 1 42 14 0 13 8 0 6 0 4 3 0 0 6 2 0 6 1 0 36 18 0 0 18 0 0 1 0 203 115 0 2 73 11 23 17 5 14 63 23 48 11 25 13 66 0 0 394 2 4 0 4 1 0 0 3 0 4 1 4 0 3 1 0 27 1 1 0 0 0 '0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 6 2 0 2 10 404 0 0 0 0 0 1 0 1 28 0 0 0 0 1 0 0 1 3 13 4 3 25 12 4 8 69 401 J1 [ ] ' Seattle ' V Puerto Rico Houston Piney Point Yokohama Totals Deep Sea Great Lakes Alpena Buffalo Cleveland Detroit Duluth Frankfort Chicago Totals Great Lakes Totals Deep Sea & Great Lakes Port Boston New York Philadelphia Baltimore Norfolk Tampa 2 3 0 1 0 0 0 0 0 2 0 2 0 1 6 0 17 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 4 1 0 8 2 0 3 18 218 0 0 0 0 0 1 0 1 18 0 0 0 0 1 0 0 1 2 3 54 8 17 5 4 15 15 43 32 24 9 Seattle Puerto Rico 13 11 20 7 33 0 0 249 49 25 3 345 8 7 3 63 21 3 6 15 Page 22 ,10 1 1 26 3 4 3 48 251 13 0 1 3 1 0 0 18 90 3 0 0 0 0 1 0 4 119 1 80 12 16 6 3 46 17 16 7 Frankfort Chicago Totals Great Lakes Totals Deep Sea & Great Lakes Totals All Depts. Deep Sea Totals All Depts. Great Lakes Totals All Depts. Deep Sea & Great Lakes . 17 0 2 39 9 4 14 85 358 8 0 2 11 0 2 6 29 113 ENTRY DEPARTMENT Mobile Duluth J 46 3 12 12 2 10 29 18 24 4 10 3 26 0 0 200 New Orleans Jacksonville San Francisco Wilmington Houston Piney Point Yokohama Totals Deep Sea. Great Lakes' Alpena Buffalo Cleveland Detroit All Groups Class A Class B Class C 2 8 1 3 4 1 4 2 2 1 2 3 0 7 0 2 42 Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington REGISTERED ON BEACH 9 93 15 23 8 9 29 59 33 22 12 33 11 85 0 4 445 Port Boston New York Philadelphia Baltimore Norfolk Tampa TOTAL SHIPPED All Groups Class A Class B Class C 11 1 8 10 110 359 1,126 280 1,506 4 2 52 397 491 83 574 844 229 1,073 271 51 322 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 PRESIDENT Paul Hall SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Frank Drozak VICE PRESIDENTS Earl Shepard Lindsey Williams Cal Tanner Paul Drozak HEADQUARTERS ALPENA, Mich 675 4 Ave., Bklyn. 11232 (212) HY 9-6600 800 N. 2 Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Mass 215 Essex St 02111 (617) 482-4716 BUFFALO, N.Y 290 FrankUn St. 14202 (716) TL 3-9259 CHICAGO, ni.. .9383 S. Ewing Ave. 60617 (312) SA1-0733 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) MA 1-5450 DETROIT, Mich. 10225 W. Jefferson Ave. 48218 (313) VI3-4741 DULUTH, Minn 2014 W. 3 St. 55806 (218) RA 2-4110 FRANKFORT, Mich P.O. Box D 415 Main St. 49635 (616)352-4441 HOUSTON, Tex 5804 Canal St. 77011 (713) WA 8-3207 JACKSONVILLE, Fia. 3315 Liberty St 32206 (904) 353-0987 JERSEY CITY, NJ. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala IS. Lavnrence St 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va 115 3 St 23510 (804) 622-1892 PADUCAH, Ky 2?5 S. 7 St 42001 (502)443-2493 PHILADELPHIA, Pa.. .2604 S. 4 St 19148 (215) DE 6-3818 PINEY POINT, Md. St Mary's County 20674 (301) 994-0010 PORT ARTHUR, Tex 534 9 Ave. 77640 (713)983-1679 SAN FRANCISCO, CaUf. 1311 Mission St 94103 (415)626-6793 SANTURCE, P. R. 1313 Fernandez Juncos, Stop 20 00909 (809) 723-0002 SEATTLE, Wash 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo.. .4581 Gravois Ave. 63116 (314) 752-6500 TAMPA, Fia. . 2610 W. Kennedy Blvd. 33609 (813) 870-1601 TOLEDO, Ohio 935 Summit St. 43604 (419)248-3691 WILMINGTON, Calif. 510 N. Broad St. 90744 (213) 549-4000 YOKOHAMA, Japan P.O. Box 429 Yokohama Port P.O. 5-6 Nihon Ohdori Naka-Ku 231-91 201-7935 <jtast montb, shipping picked lijji by lore than IGO jobs over the previous ^onth at deep-sea ports on the Atlan­ tic and Gulf. And with the opening ^ the Great Lakes Spring shippliig i^son, nearly 300 Seafarers got jobs in Great Lakes' portii. For the most |irL' shipping; i)t-^ remains: Seafarers Log �S s Ruben Somarriba, 43, died on Jan, 8. Brother Somarriba joined the SIU in the port of New York in 1968 sailing as an AB. He sailed nine years, A native of Nicaragua, he was a resident of New York City, Surviving is his son, Ernesto of New York City, SIU pensioner Vernon L. Stiebig, 70, passed away on Dec. 7, Brother Stie­ big joined the Union in 1947 in the port of New York sailing as an engineer.He sailed 43 years. Born in Ohio, he was a resident of New Orleans, Surviving are his brother, Louis of East Lake, Ohio and his sister, Evelyn of New York City, Gnstave V. Thobe, 70, passed away on Nov, 22, Brother Thobe joined . the SIU in 1944 in the port of New York sailing as a chief steward. He sailed 27 years and was at one time manager of Ae Union restaurant in Baltimore, A native of Germany, he was a resident of Tampa, Surviving is his widow, Elizabeth, Charles R. Wat­ son, 60, died on July 28, Brother Watson joined the SIU in 1942 in the port of New York sailing as a chief electrician. He sailed 28 years. Seafarer Watson was born in Vermont and was a resident of East Elmhurst, Queens, N,Y, Surviving are his widow, Frances; a son, and a daughter. Casimer Siuda, 62, died of a liver ail­ ment in the West Shore Hospital, Ma­ nistee, Mich, on Feb, 2, Brother Siuda joined the SIU in the port of Frankfort, Mich, in 1960 sailing as an oiler for the American Steamship Co, from 1965 to 1969 and in 1975. He sailed 26 years. Born in Mainstee, he was a resident there. Burial was in Mt. Carmel Cemetery. Surviving is his widow, Clara, Michael W. Oxmann, 21, died in Metairie, La, on Dec. 24, Brother Oxmann joined the SIU in the port of Piney Point in 1972 sailing as an DS when he gradu­ ated from the HLSS, He was bom in Metairie and was a resident there. Interment was in St, Louis Cemetery No. 3, New Orleans, Surviving are his parents, Mr. and Mrs. Ferdinand Oxmann of Metairie. Roy L. Privette, 50, died of liver fail­ ure in the San Fran­ cisco USPHS Hos­ pital on Jan. 11. Brother Privette joined the SIU in the port of Wilmington in 1968 sailing as an AB. He sailed 21 years, was an HLSS quartermaster upgrader in 1974, a deck and ship's delegate and was a gunner's mate and deep sea diver for the U.S. Navy in World War II and after. He was bom in Wheatland, Wyo. and was a resident of Clear Lake, Highlands, Calif. Cremation took place in Ever­ green Cemetery, Oakland, Calif, Burial was at sea. Surviving are his widow, Bilena; two daughters, Diane and Suz­ anne; his father, Walter of Texas and his mother. Vera of Missouri, Saeed M. Nasser, 27, died in Detroit on Feb. 20, 1975. Brother Nasser joined the SIU in the port of Detroit in 1971 sailing as a wiper for the Erie Sand Co. in 1970 and 1973, Kinsman Marine in 1971 and the American Steamship Co. in 1972, He wsa born in Yemen and was a resident of Dearborn, Mich. Burial was in Oak Grove Cemetery, Taylor, Mich. Sur­ viving are his Seafarer brother, Abdul of Dearborn and a cousin, Mohamed Ali Mohsin of Detroit. Raymond I. Didlake, Jr., 49, died on Feb, 10. Brother Didlake joined the I SlU-affiliated IBU in [the port of Norfolk in 1960 sailing as a deckhand for the Chesapeake & Ohio Railroad Marine Division from 1956 to 1976. He was a veteran of the postWorld War II U.S. Army serving as a chief cook aboard an Army vessel. Bom in Elizabeth City, N.C., he was a resident of Newport News, Va. Surviv­ ing are his widow, Isabel; three sons, William, James and Charles and a daughter, Claudia, Edwin F. Maki, 51, died on Nov, 6, Brother Maki joined the SlU-affiliated IBU in the port of Detroit in 1961 sail­ ing as an AB and tug fireman for the Great Lakes Tug and Dredge Co, from 1941 to 1953, Merritt, Chapman & Scott from 1953 to 1954 and for Dunbar and Sullivan from 1954 to 1975. He was a U.S. Navy veteran of World War II. A native of Sault Ste, Marie, Mich., he was a resident of Burt, Mich. Surviving is his mother, Mrs, Elaine A. McPherson, - lUchard J. Carl­ son, 51, died after a long illness on Feb, 15, Brother Carlson joined the SIU in the port of Detroit in 1960 sailing as a OMED for the American Steamship Co, He sailed 31 years and was a U,S, Navy veteran of World War II. Sea­ farer Carlson was born in Winter, Wise, and was a resident there. Surviving are his widow, Bertha of East Chicago, Ind,; a son, Fred; a daughter. Patsy; his mother, Essie of Winter, and a sis­ ter, Mrs, Lorraine Napierala of West Allis, Wise, James P. Gleeson, 58, died of heart dis­ ease in Mercy Hospi­ tal, Benton Harbor, 111, on Dec, 20, Brother Gleeson joined the SIU in the port of Chicago in 1974 sailing as a fireman-watertender for the Great Lakes Dredge Co. in 1965 and 1967, the Great Lakes Towing Co. in 1968,^ McKee Sons from .1973 to 1974 and the American Steamship Co, from 1974 to 1975, He was a veteran of the U.S. Army Air Force in World War II, Seafarer Gleeson was born in Illinois and was a resident of Thornton, 111. Burial was in Mt. Olivet Cemetery, Chicago. Surviving is a son, William of Alsip, 111. SIU pensioner Jose Saravia, 77, passed away on Feb. 14. Brother Savaria joined the Union in 1941 in the port of Baltimore sailing as a deck engineer. He sailed 44 years, A native of Chile, he was a resident of Baltimore, Seafarer Saravia was a U.S. naturalized citizen. t• i• EDITORIAL POLICY—SEAFARERS LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. FINANCIAL REPORTS. The constitution of ilje :!Ti Atlsntic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the memtership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Members of this committee may make dissenting reports, specific recom­ mendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreenients. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disburse­ ments of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS, Your shipping rights and seniority are protected exclusively by the contracts ^tween the Union and the shipowners. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the shipowners, notify the Seafarers Appeals Board by certified mail, return receipt requested. The proper address for this is: Frank Drozak, Chairman, Seafarers Ajppeais Board 275 - 20th Street, Brooklyn, N. Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS, Copies of all SIU contracts are available in all SIU halls. TheM contracts specify the wages and conditions under which you work and live aboard ship. Know you', contract rightSi as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circumstances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such pay.nent be made without supplying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to headquarters. CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its contents. Any time you feel any member or officer is attempting to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. EQUAL RIGHTS, All Seafarers are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no Seafarer may be discriminated against because of race, creed, color, sex and national or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify headquarters. SEAFARERS POLITICAL ACTIVITY DONATION—SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including but not limited to furthering the political, social and economic interests of Seafarer seamen, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contribution may be solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as a condition of member­ ship in the Union or of employment. If £ contiibution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD by certified mail within 30 days of i-e cont.:bution for investigation and appropriate action and refund, if involuntary. Support SPAD to protect and further your economic, political and social interests, American trade union concepts and Seafarer seamen. :• k: ! P If at any time a Seafarer feels that any of the above rights have been violated, or that be has been denied bis constitutional right of access to Union records or information, he should immediately notify SIU President Paul Hall at headquarters by certified mail, return receipt requested. Page 23 April, 1976 h • 'V •>'(»%«<» e* 1% H I 4" t. ft. k » k A i k V h ^ % �JtolBepartares; IBU pensioner Baijamin I. Under­ wood, 76, died of heart disease at home in Corpus Christi, Tex. on June 12. Brother Underwood joined the SlU-afiSliated union in the port of Houston in 1957 sailing as an oiler for the G & H Towing Co. from 1948 to 1964. He was bom in Ypsilanti, Mich. Interment was in Prarie View Cemetery, Aransas Pass, Tex. Surviving are his widow, Murl; two daughters, Mrs. Elaine Harris and Mrs. Shirley Leath and two grandchildren, Beverly and Ivan Winningham. I^ I :k P: (. Orval J. Hopkins, 73, passed way in the Detroit (Mich.) Gen­ eral Hospital on Dec. 31. Brother Hopkins joined the SIU in 1946 in the port of Detroit sailing as a cook for the G. A. Tomlinson Co., Reiss Steamship Co., American Steamship Co. and the BobLo Co. Brown Lines. Seafarer Hopkins was born in Rensselaer, Ind. and was a resident of River Rogue, Mich. Surviv­ ing is a nephew, Edward Hopkins of Goodrich, Mich. August V. Nesman, 66, was lost overboard from the SS J. T. Hutchins (American Steam­ ship) in Lake Michi­ gan 3V2 miles from 'Lansing Shoal Light 'on Aug. 11. Brother Nesman joined the SIU in the port of Detroit in 1960 sailing as a bosun for the company since 1974. He sailed 34 years. Born in Lanse, Pa., he was a resi­ dent there. Surviving is a sister, Mrs. Alvin (Mabel) Carlson of Lanse. The ship's crew, other ships and a U.S. Coast Guard cutter, plane and heli­ copter searched the area in vain for nine hours until darkness. SIU pensioner James M. Quinn, 68, died of arteriosclero­ sis at home in Nutter Fort, W. Va. on Dec. 27. Brother Quinn joined the Union in • the port of Houston 'in 1962 sailing as a cook and baker. He sailed 32 years. Seafarer Quinn was born in Meyersdale, Pa. Burial was in Brick Church Cemetery, Lost Creek, W. Va. Surviv­ ing are a brother, John of Nutter Fort and a sister, Mrs. Margaret Thomas of Lost Creek. IBU pensioner Edward J. Pohlmann, 64, died on Jan. 21. Brother Pohlmann joined the SlU-affiliated union in the port of New York in 1960 sailing as a deckhand I and mate for the Penn Central Railroad Marine Depart­ ment from 1944 to 1970. He was born in Brooklyn, N.Y. and was a resident of North Bergen, N.J. Surviving is his widow, Louise. Page 24 Philip J. Carolin, 59, died of a heart attack in the Oswego (N.Y.) Hospital on Oct. 1. Brother Caro­ lin joined the SlU-affiliated IBU in the port of Buffalo, N.Y. in 1956 sailing as a deckhand for the W. A. Towing Co. from 1951 to 1961 and for the Great Lakes Dredge & Dock Co. from 1956 to 1975. He was a veteran of the U.S. Army in World War II. Bom in Os­ wego, he was a resident there. Burial was in St. Peter's Cemetery, Oswego. Surviving are two sisters, Mrs. John F. (Therese) Bonner and Mrs. Catherine Hall, both of Oswego. Recertified Bosun John W. Logan, 51, died in his sleep at home in Mobile on Jan. 28. Brother Lo­ gan joined the SIU in the port of Mobile in 1955 sailing as an AB and as a bosun starting in 1964. He graduated from the Bosuns Recertification Program in Sep­ tember 1975, sailed for more than 24 years and was a veteran of the U.S. Navy in World War II. Bosun Logan was born in Deer Park, Ala. Surviving are his widow, Jeanette; two daughters, Elizabeth Ann and/ Hilda Faye and a grMddaughter, Jennifer Rae Reed. IBU pensioner Andrew Folasky, 74, passed away on June 22, 1974. Brother Polasky joined the SlU-affliated union in the port of New York in 1960 sailing as a bridgeman for the Penn Railroad in Philadelphia from 1943 to 1961 and for the line's New York Division from 1961 to 1965. He was born in Sharon, Pa. and was a resi­ dent of Asbury Park, N.J. Surviving are his widow, Mary and a sister, Mrs. Mary Wincz of Sewaren, N.J. IBU pensioner Joseph M. Saldonis, Sr., 63, died of heart disease in Under­ wood Hospital, Woodbury, N.J. on Dec. 25. Brother Sal­ donis joined the SIUaffiliat^d union in the port of Philadelphia in 1957 sailing as an assistant engineer for the Chester (Pa.) Ferries Co. from 1951 to 1974. He was a veteran of the pre-World War II U.S. Army. A native of Carbondale, Pa., he was a resident of Bridgeport, N.J. Burial was in the Bridgeport Meth­ odist Cemetery. Surviving are his widow, Emma and a son, Joseph. Eugene K. Iverson, 47, died on Feb. 6. Brother Iverson join­ ed the SIU in the port of New York in 1955 sailing as a bosun. He sailed 25 years. A native of Wiscon­ sin, he was a resident of Delevan, Wise. Surviving are his mother, Mae; and a niece. Sherry Klewin, both of Delevan. Dou^bs A. Domingne, 50, died of bronchitis outside of New Orleans on Jan. 14. Brother Domingue joined the SIU in 1947 in the poh of New Orleans sailing as a fireman-watertender. He~saiied 30 years and was a veteran of the post-World War II U.S. Army. A native of Louisiana, he was a resident of New Orleans. Interment was in St. Bernard Memorial Gardens, New Orleans. Surviving are his widow. Ruby and his mother, Mrs. F. Domingue of New Orleans. JoscfA J. Domino, 74, passed away on Feb. 6. Brother Domino joined the SIU in the port of New York in 1958 sailing as a chief ^ cook. He sailed 52 " years, walked the picket line in the 1961 Greater N.Y. Harbor strike, the 1962 Robin Line strike and the RMR beef and attended the Andrew Furuseth Training School in Brooklyn, N.Y. Bom in Sarsagan, Philippine Islands, he was a resident of Brooklyn, N.Y. Surviving are his wid­ ow, Helen; a son, Joseph; a stepdaugh­ ter, Gloria A. Sortino and a son-in-law of Long Island, N.Y. '. . w' Ivan Usera," 51, died on Jan. 15. Brother Usera joined the SIU in 1944 in the port of Norfolk sailing as an OS. He saUed 33 years until 1968 and walked the picket line in the I.Y. Harbor strike. Born in Puerto Rico, he was a resident of Brooklyn, N.Y. Surviving are his widow, Jenny; two sons, Ivan and Ron­ ald, who attended the HLSS in Brook­ lyn, and a daughter, Joan. Robert E. Marr, 60, died on Jan. 14. Brother Marr joined the SIU in the port of Houston in 1971 sailing as a firemanwatertender. He was born in Mississippi and was a resident of New Orleans. Surviving is a daughter, Ethel of Biloxi, Miss. Benford E. Harris, 44, died at home in Fort Worth, Tex. on Mar. 12, 1973. Brother Harris joined the SIU in the port of Houston in 1965 sailing as an oiler. He sailed nine years and during the Vietnam War. Seafarer Harris was born in Spring Hill, Ark. Interment was in Mt. Olivet Cemetery, Fort Worth. Surviving are his mother, Clara of Fort Worth and two sisters, Mrs. Elizabeth Gibbs and Mrs. Barbara Ward. SIU pensioner John C. Elliott, 65, succumbed to emphysema in the Parker Clinic, Choctaw General Hospital, Butler, Pa. on Dec. 5. Brother Elliott joined the Union in 1945 in the port of Mobile sailing as an AB. Seafarer Elliott sailed 28 years until 1972. He was born in Gilbertown, Ala. and was a resident of Toxey, Ala. Interment was in Womach Hill (Ala.) Cemetery. Sur­ viving are his widow, Lora Lee and a daughter, Retta Ann. Robert J. Fnrman, 55, died of a per­ forated ulcer on Jan. 6. Brother Furman joined the SlU-affiliatcd IBU in the port of Baltimore in 1956 sailing as a barge­ man for the Western Maryland Railway Co. from 1950 to 1975. Seafarer Furman was a veteran of the U.S. Army in World War II. He was bom in Mary­ land and was a resident of Baltimore. Interment was in Holy Cross Cemetery, Baltimore. Surviving is a sister, Mrs. Lillian M. Jupitz of Baltimore. SIU pensioner Aloisios A. Hartlaub, 66, died of a cerebral stroke in the American Nursing Home, Appleton, Wise, on Dec. 11. Brother Hartlaub joined the Union in the port of Frankifort, Mich, in 1960 sailing for the Penn Dixie Co. from 1964 to 1966 and for the Petoskey (Mich.) Cement Co. Bom in Manitowac, Wise., he was a resident of Appleton. Burial was in St. Michael's Chuch Cemetery, Whitelow, Wise. Sur­ viving is a sister, Mrs. Betty Gosz of Appleton and a nephew, Marvin Hart­ laub of Manitowac. Harvey D. Hedge, 51, succumbed to cancer in the Galveston USPHS Hospi­ tal on Dec. 7. Brother Hedge joined the SlU-affiliated IBU in the port of Houston in 1974 sailing as an engineer for the G «& H Towing Co. from 1971 to 1975. He was a veteran of the U.S. Navy. Born in Fort Worth, Tex., he was a resident of Ingleside, Tex. Sea­ farer Hedge donated his remains to the State Anatomical Board for medical research. Surviving are three sons, Larry of Ingleside, Russell and Alan, and two daughters, Debra and Patricia. SIU pensioner Jobn W. Malcolm, 70, passed away on Jan. 9. Brother Mal­ colm joined the Union in 1938 in the port of New York sailing as an oiler. He sailed 33 years and was a veteran of the pre- and World War II U.S. Navy. A native of Texas, he was a resident of Jefferson, Tex. Burial was in Jefferson. Surviving are two daughters, Mrs. Mary F. Tidwell of Texarkana, Tex. and Mrs. Billie H. Tidwell of DeKalb, Tex. IBU Pensioner Robert L. Murdoch, 73, died of natural causes in the Staten Island, N.Y. USPHS Hospital on July 31. Brother Murdoch joined the Union in the port of New York in 1960 sailing as floatman for the Standard Oil Co. from 1926 to 1928 and for the PennCentral Railroad Marine Division from 1928 to 1962. He was born in Hoboken, N.J. and was a resident of Jersey City, N.J. Cremation took place in the Garden State Crematory, North Bergen, N.J. Surviving are his widow, Jeanette; three daughters, Roberta Murdoch of New Jersey, Mrs. Ruth J. Smith of Pennsylvania and Mrs. Janet A. Kelley of Kansas; two brothers, and three sis­ ters. IBU pensioner Russell R. Delaune, 64, expired from a heart attack in the Galveston (Tex.) USPHS Hospital on Jan. 7. Brother Delaune joined the SIUafiiliated union in the port of St. Louis in 1964 sailing as a chief engineer for the Inland Tug Co. from 1964 to 1970 and for the Commercial Transport Co. from 1947 to 1964. He was born in Labadieville, Kitchrich, La. and was a resident of Pasadetla, Tex. Burial was in Grandview Cemetery, Pasadena. Sur­ viving are his widow, Ray Elizabeth and a son, Gary. Seafarers Log �I jTmal Beparturesi SIU pensioner Ray R. Austria, 79,' died of arteriosclero­ sis on Feb. 10 in Car­ son, Calif. Brother Austria joined the Union in the port of Wilmington in 1955 sailing as a chief steward. He sailed 49 years and was a veteran of the U.S. Navy from 1918 to 1945. Born in Manila, he was a resi­ dent of Carson. Burial was in Green Hills Memorial Park, Calif. Surviving are his widow, Mienko and a son, James. Joseph D. Sutero, 65, died on Feb. 21. Brother Sutero joined the SlU-affiliated IBU in the port of New York in 1960 sailing as a mate and tug dispatcher at Pier H, Jersey City, N.J. for the Penn-Central Railroad from 1929 to 1976. He was born in Italy and was a U.S. naturalized citizen. Seafarer Sutero was a resident of Metuchen, N.J. Surviving are two daughters, Mrs. Dorothy Shuster of Fords, N.J. and Mrs. Irene Klausmen. • SIU pensioner John Fancutt, 72, passed away on Feb. 4. Brother Fancutt joined the Union in 1942 in the port (rf New York sailing as a bosun. He sailed 29 years, was a preWorld War II veteran of the U.S. Coast Guard and walked the picket line in the Greater N.Y. Harbor strike in 1961 and the Robin Line strike in 1962. Born in Massachusetts, he was a resi­ dent of Fall River, Mass. Surviving is a sister, Mrs. Annie E. Hearle of Rutherford, N.J. Joseph V. John­ son, 73, died of can­ cer in the Galveston USPHS Hospital on Feb. 4. Brother John­ son joined the SIU in the port of Houston in 1969 sailing in both the engine and steward departments. He sailed 21 years and was a veteran of the U.S. Army in World War II. Born in Tupelo, Miss., he was a resident of Shepherd, Tex. Interment was in Cleveland City (Tex.) Cemetery. Surviving are his widow, Roberta, and his mother, Ethie of Okolona, Miss. IBU pensioner Anthony Paris, 74, died of heart failure on Feb. 6 in the Bergen Pines County Hospital, Paramus, N.J. Brother Paris joined the SlU-affiliated union in the port of New York in 1960 sailing as a floatman and dock supervisor for the PennCentral Railroad from 1929 to 1966. A native of Jersey City, N.J., he was a resident of Palisades Park, N.J. Burial was in Holy Name Cemetery, Jersey City. Surviving are two sisters, Mrs. Louis (Carrie) Filosa of Palisades Park and Anna of Jersey City. April, 1976 Lewis L. Henry, 45, died on Feb. 27. Brother Henry joined the SIU in the port of New York in 1950 sailing as both a cook and baker and an AB. He sailed 24 years and was a vet­ eran of the post-World War II U.S. Navy. A native of Amite, La., he was a resident there. Surviving are his widow. Lady; a son, Leslie, and his mother, Mary of Amite. James H. Bales, 49, died on Feb. 8. Brother Bales joined the SIU in 1943 in the port of Baltimore sailing as an AB. He sailed 33 years and was a ship's delegate. A native of Browntown, Ind., he was a resident of Owensboro, Ky. Surviving are his mother, Lillie and a sister, Mrs. Roberta Brown, both of Owensboro and a brother, Jo­ seph of New Orleans. Enrique M. Cas­ tro, 36, was electro­ cuted while at work in the Hafa Adai I Cinema, Tamuning, Guam on Jan. 12. He was dead on arrival at the Guam (Ta­ muning) Memorial Hospital. Brother Castro joined the SIU in the port of Yokohama in 1970 sail­ ing as a bosun. He was born in Agana, Guam, and was a resident of Nimitz Hill, Guam. Interment was in Taguag (Agana) Cemetery. Surviving are his widow, Rosita; four sons, Ricky, Charles, Reginald and John; two daugh­ ters, Suzanette and Clarina, and his parents, Mr. and Mrs. Francisco Castro. Recertified Bosun James B. Dixon, 49, died aboard the ST Cantigny (Cities Service) on Mar. 14. Brother Dixon joined the SIU in 1949 in the port of Mobile. He sailed 31 years and was a veteran of the U.S. Navy in World War II. A native of Mobile, he was a resident of Lucedale, Miss. Sur­ viving are his widow, Mary; two sons, Carl and James and a daughter, Linda. SIU pensioner Felix G. Quinonez, 64, passed away from natural causes on Feb. 13 in the Long Island (N.Y.) Col­ lege Hospital. Bother Quinonez joined the Union in 1943 in the port of New York sailing as a cook. He sailed 28 years and was a delegate to a Piney Point conference. A native of Manati, Puerto Rico, he was a resident of Brooklyn, N.Y. Burial was in Rosedale Cemetery, Linden, N.J. Surviving are his widow, Evelyn of Durban, South Africa; two sons, Felix and Tyrone; two brothers, Ramon and Pepe, both of Brooklyn; two sisters, Lydia and Mrs. Amparo Lopez, both also of Brooklyn, and two cousins, Angelo Cartagena of Brooklyn and Carmen Cartagena of Utuado, Puerto Rico. Emory A. Beav­ ers, 58, died of heart attack in his sleep while a crewmember aboard the bulkcarrier SS Inger (Rey­ nolds Metals) at sea off Longview, Wash, on Feb. 22. Brother Beavers joined the SIU in the port of Baltimore in 1967 sailing as a firemanwatertender. He sailed 26 years and during the Vietnam Conflict. Seafarer Beavers was a veteran of the pre-World War II U.S. Army. Born in Bandy, Va., he was a resident of the port of Norfolk. Burial was at sea. Surviving are his widow, Ina; his mother, Mrs. Rena Shepherd of Blacksburg, Va. and a brother, Thurman of Norfolk. SIU pensioner Herbert R. Krentz, 70, passed away in January in the port of Tampa. Brother Kreutz joined the Union in 1943 in the port of New York sailing as a deck engineer. He sailed 30 years and was a veteran of the pre-World War II U.S. Army. Bom in Marcus, Iowa, he was a resident of Tampa. Surviving are his widow, Georgia of New Orleans and a brother, Emanuel of Davenport, Iowa. ' SIU pensioner Joseph Isaac McCants, 74, died of -heart and lung failure |in the Twin Oaks I {Nursing Home, Mo•bile on Feb. 2, Brother McCants joined the Union in 1938 in the port of Mobile sailing as a chief steward. He sailed 36 years and was on the picket line in the 1962 Robin Line strike. A native of Ala­ bama, he was a resident of Mobile. Burial was in Catholic Cemetery, Mo­ bile. Surviving are a daughter, Mrs. Margaret McCray of Montclair, N.J. and two sisters, Mrs. Vivian Abramson of New York City and Mrs. Alice Thompson of Prichard, Ala. SIU pensioner Karl Karstens, 74, passed away on Feb. 11. Brother Karstens joined the Union in the port of New York in 1953 sailing as an AB. He sailed 45 " - years. Born in Ger­ many, he was a resident of Hoboken, N.J. Surviving are two sisters, Mrs. Victoria Sessler of Hoboken and Mrs. Christine Ermer of Brooklyn, N.Y., and a nephew, Joseph Ermer, Jr. of Bethpage, L.I., N.Y. IBU pensioner Harold G. Donahue, 74, died on Mar. 2. Brother Donahue joined the SlU-affiliated union in the port of New York in 1960 sailing as a flatbridge motorman and floatman for the Penn-Central Rail­ road from 1921 to 1966. He was born in New York City and was a resident of Jersey City, N.J. Surviving is a daughter, Charlotte of New York City. Joseph B. Thomassen, 55, died on Mar. 12. Brother Thomassen joined the SIU in 1943 in the port of Mobile sailing as a bosun. He sailed 35 years. A native of Missouri, he was a resident of Bay Minette, Ala. Surviving is his widow, Dell and a son, Joseph. U'. t SIU pensioner Maiden D. Hibbs, 65, died on Mar. 14. Brother Hibbs joined the Union in 1944 in the port of Tampa sailing as an AB. He sailed 24 years. Born in Childers, Tex., he resident of Elberta, Ala. Survivhis widow, Mary. IBU pensioner Fred Fritz, 81, passed away on Mar. 11. Brother Fritz joined the SlU-affiliated union in the port of Detroit in 1960 sailing as a tug captain for the Great Lakes Towing Co. from 1917 to 1937 and from 1962 to 1963 and for the Great Lakes Dredge & Dock Co. He was a veteran of the post-World War I and pre-World War II U.S. Navy. Sur­ viving is his widow, Elwyn and a daugh­ ter, Mrs. Beatrice Machan of Cicero, ni. PhUilpA.Knuckey, 18, died on the SS Puerto Rico (Puerto Rican Ma­ rine) on Dec. 7. Brother Knuckey was a 1974 gradu­ ate of the Harry Lundeberg School of Seamanship, Piney Point, Md. sail­ ing in the steward department. He was born in Baltimore and was a resident there. Surviving is his mother, Made­ line, of Baltimore; his father, William, and a brother. #. IBU pensioner Adolf Rybak passed away on Feb. 5. Brother Rybak joined the SlU-aflfiliated union in the port of Detroit in 1960. He was a U.S. natural­ ized citizen and was a resident of Belleview, Fla. when he died. Politics Is Forkehops Donate to SPAD Page 25 t; ^ �Anthony Barnes Seafarer Tony Barnes, 46, has been shipping with the SIU since 1954, and began sailing as bosun in 1962. A native of Ports­ mouth, Va., he con­ tinues to reside there. Brother Barnes ships from the port of Norfolk. Carl Francnm Seafarer Carl Francum, 48, has been sailing with the SIU since 1945, and he began shipping as bosUn in 1953. A native of North Carolina, he now ships from the port of Baltimore. The 33rd Class of Seafarers gradu­ ated from the Bosuns RecertUication Program this month, and 367 of our members have now had the opportunity to learn more about the Union and the entire maritime industry. The Bosuns Recertiflcation Program is now over two years old, and in that time the Seafarers who have spent the one month at the Harry Lundeberg School and one month at Union Head­ quarters have gained invaluahle knowl­ edge about the SIU, the problems it faces and the way it deals with them. The Bosun is the top unlicensed man on our SlU-contracted ships; he is the leader of the crew. The Seafarers who have participated in the Recertification Program are more qualified to lead their crews, are able to hold better shipboard meetings, and should he more able to answer questions by any crewmember. It is more important now than ever before that the SIU membership be an Informed membership. In order for that to happen, the members themselves must take an interest in all that affects them and their Union, from events on the waterfront to actions in the Halls of Congress. This objective was one of the main reasons for establishing this pro­ gram: to keep the SIU membership bet­ ter informed, to take the message right to the, ships, rather than only hearing it at the Union Halls. After more than two years of putting Seafarers through this program, with more and more Recertified Bosuns-lead­ ing our crews, that goal is being accom­ plished. But more work must be done. For only when that goal is completely realized, when the entire SIU member­ ship is more fully informed, will the job security of all be assured for the future. Gene Bousson Seafarer Gene Bousson, 52, began sailing with the SIU in 1964, and since then has shipped in various ratings in the deck depart­ ment. A native of New York, he ships from that port and continues to make his home there with his wife, Lillian. Frank Chameco Seafarer Frank Charneco, 47, has been an SIU mem­ ber since 1954, and he started shipping out as bosun in 1960. A native of I Puerto Rico, Broth­ er Charneco now \ ships from the port of New Orleans where he makes his home with his wife, Sara. Simon Johannsson Billy Scott Tom Foster Seafarer Simon Johannsson, 64, has been an SIU mem­ ber since 1944, and he began shipping out as bosun in 1945. A native of Iceland, Brother Johannsson now .Tiakes his home in Chesapeake, Va. with his wife, Geral­ dine. He ships from the port of Norfolk. Seafarer Billy Scott, 48, has been an SIU member since 1960, and he started shipping out as bosun in 1970. A native of Texas, Brother Scott now makes his home in Hawthorne, Calif, with his wife. Donna. He ships from the port of Wilmington. Seajarer Tom Foster, 54, has been shipping with the SIU since 1944, and he began sailing as bosun in 1947. A native of Baltimore, \He now makes his \home in Solomons, \Md. with his wife, Lillian. Brother Foster ships from the port of Norfolk. Luciano Alfeo Russell Caruthers John Stout Richard Kidd .Seafarer Richard Kidd, 37, has been shipping with the SIU since 1961, and he began sailing as bosun in 1974. A native of Virginia, Brother Kidd now ships from the port of Baltimore where he makes his home with his wife, Mar­ garet. Robert Meloy f, i r Seafarer Robert Meloy, 54, has been a member of the SW since 1946, and he began shipping out as bosun in1952. A native of Ohio, Brother Me­ loy now ships from the port of Seattle where he makes his home with his wife, Geraldine. c Albert Packert Seafarer Albert Packert, 54, has been an SIU mem­ ber since 1944, and began shipping as bosun in 1945. A native of New York, Brother Packert ships from that port and continues to re­ Lv ;v' f, side there. Seafarer John Stout, 33, has been an SIU member since 1962, and he began sailing as bosun in 1967. A native of Georgia, Brother Stout now ships from the port of New Orleans where he makes his home with his wife, Linda. WUIlam Jefferson Seafarer William Jefferson, 33, has been an SIU mem­ ber since 1963, and began shipping out as bosun in 1969. A native of Oklahoma, Brother Jefferson now makes his home in Texas. He ships from the port of Houston. 'A' Seniority Upgrading Program 6 New Book Members Achieving their full 'A' books this month through the SIU's 'A' Seniority Upgrading Program conducted at both Piney Point and Headquarters are six more Seafarers. They are Luciano Alfeo, Bernard Burge, Russ Caruthers, Ron Echeverio, Otis Eddings and Mo­ hammed Mohsin Hussein. This brings the total number of Seafarers who have completed the program to 221. The program was started to prepare our members for the innovations on the new vessels under construction and to maintain the Union's tradition of pro- viding well-trained, qualified Seafarers for all our contracted ships. Another purpose of the program is t6 give our membership a better 'under­ standing of SIU operations, as well as our problems and the best methods to deal with them. By upgrading themselves through the program, they are helping to insure the strength of this Union, a strength which rises out of a solid membership which understands their industry and their Union's role in that industry. I Seafarer Luciano Alfeo has been shipping in the en­ gine department with the SIU for six years. Before at­ tending the 'A' Sen­ iority Upgrading [Program Brother ^ Alfeo upgraded to QMED at Piney Point. Brother Alfeo is a native of Genoa, Italy and lives in New Jersey with his wife, Vera and their four children. He ships from the port of New York. Otis Eddings, Jr. Bernard Bui^ Ronald Echeverio Seafarer Bernard Burge has been sail­ ing with the SIU since 1968. A mem­ ber of the blackgang, Brother Burge received his QMED endorsement at the Harry Lundeberg School in 1974. Brother Burge is a native of Carriere, Miss, and now lives in Picayune, Miss, with his wife, Margaret. He ships from the port of New Orleans. Seafarer Ron Echeverio has been shipping with the SIU for four years. Sailing in the stew­ ard department as a Cook and Baker, Brother Echeverio obtained a third cook's endorsement at the Harry Lundeberg School in 1973. A native and resident of California, Md., Brother Echeverio ships from the port of New York. Page 26 12 More Bosuns Graduate Seafarer Otis Eddings, Jr. graduated from the Harry Lundeberg School' in 1970 and began sailing in the engine department. Before attending the 'A' Seniority Upgrading Program, Brother Eddings returned to Piney Point to earn his QMED endorsement. Brother Ed­ dings is a native and resident of Bloomfield, N.J. He ships from the port of New York. Seafarer Russell Caruthers has been sailing with the SIU since his graduation from the New York Andrew Furuseth Training School in 1968. A Navy vet­ eran, Brother Caru­ thers ships as an AB. Brother Caruthers, a native and resident of Middleport, Ohio, ships from the port of Seattle. Mohammed Mohsin Hussein Seafarer Moham­ med Mohsin Hus­ sein began sailing with the SIU in the steward department in 1970. Shipping as a third cook, Brother Hussein earned that en­ dorsement at the Harry Lundeberg School before attend­ ing the 'A' Seniority Upgrading Pro­ gram. Brother Hussein ships from the port of New York and lives in Dear­ born, Mich. He is a native of Dalih, Aden in P.D.R. of Yemen. Seafarers Log �Following are the names and home ports of the 367 Seafarers who have successfully completed the SIU Bosuns Recertification Program. These men have, gone aboard our contracted ships to lead the SIU unlicensed crews, and they have held informative meetings, settled beefs, answered questions and con­ tributed toward smoother voyages. Abulay, Edmund Philadelphia Adams, John, New Yorii Aguiar, JesefNew Yoih Alexander, A. 6., Houston Allen, Enos, San Francisco Allen, J. W., Seattle Altstatt, John, Houston Amat, Kasffloin, New York Anderson, Alfred, Norfolk Anderson, Chester New York Anderson, Edgar, New York Annls, George, New Orleans Antonlou, Angelo, New York Aponte, Felix, New York Arena, Louis, New Orleans Armada, Alfonso, Baltimore Atkinson, David, Seattle Backrak, Daniel, Wilmington Baker, Elmer, Houston Baker, William, Houston Bankston, Claude, New Orleans Barnes, Anthony, Norfolk Barnhill, Elmer, HoustSh Barrlal, Pablo, New Orleans Baudoln, James, Houston Beavers, Normani New Orleans Bechlivanis, Nicholas, New York Beck, Arthur, San Francisco Beeching, Marlon, Houston Berger, David, Norfolk Berepia, John, Philadelphia Bergeria, Steve, Philadelphia Beye, Jan, New York Bobaiek, William, Houston Bojko, Stanley, San Francisco Boland, James, San Francisco Bonefont, Eduardo, San Juan Boney, Andrew, Norfolk Bourgot, Albert, Mobile Bousson, Gene, New York Bowman, Jack, Seattle Boyle, Charles, New Orleans Braunstein, Herbert, Wilmington Brendle, Mack, Houston Broadus, Ray, Mobile Broadus, Robert Mobile Brooks, Tom, New York Browning, Ballard, Baltimore Bryan, Ernest, Houston Bryant, Vernon, Tampa Burch, George, New Orleans Burgos, Juan, New York Burke, George, New York Burnette, Perry, Tampa Burton, Ronald, New York Busalackl, Joseph, Jacksonville Bushong, William, Seattle Butterton, Walter, Norfolk Butts, Bobby, Mobile Butts, Hurmon, Houston Byrne, William, New York Cain, Hubert, Mobile Caldeira, Anthony, Houston Bosun s Honor Roll at 367 Calogeros, Demetrlos. Seattle Campbell, Arthur, New Orleans Carbone, Victor, San Juan Carey, John, New York Casanueva, Michael, New Orleans Castro, Gulllermo, San Juan Charneco, Frank, New Orleans Cheshire, James, Jacksonville Chestnut, Donald, Mobile Chlasson, Richard, New Orleans ChlllnskI, Tadeusz, Wilmington Chrlstenberry, Richard, San Francisco Chrlstensen, Christian, San Francisco Christiansen, Egon, San Francisco CIsleckl, John, San Francisco Clegg, William, New York Cofone, William, Wilmington Cole, Lonnle, Norfolk Colson, James, Seattle Compton, Walter, Norfolk Cooper, Fred, Mobile Cousins, Walter, Wilmington Craddock, Edwin, New Orleans Crawford, William, Jacksonville Cross, Malcolm, Wilmington Curlew, Jack, Yokohama Curry, Leon, Jacksonville Dakin, Eugene, Boston D'AmIco, CharJes, Houston Oammeyer, Dan, New York Darvllle, Richard, Houston Davles, John, New York Davis, James, Seattle Delgado, Julio, New York Dickinson, David, Mobile Dixon, James, Mobile Donovan, Joseph, Boston Doty, Albert, New Orleans Drake, Woodrow, Seattle Drewes, Peter, New York Duet, Maurice, Houston Dunn, Beverly, Mobile Eckert, Arne, Seattle Eddlns, John, Baltimore Edelmon, Bill, Houston Engelund, Clayton, New York Falrcloth, Charles, Mobile Farhl, Israel, Houston Fell, William, New York Ferrera, Raymond, New Drieans FInklea, George, Jacksonville Flowers, Eugene, New York Foster, Floron, New Drieans Foster, James, Mobile Foster, Tom, Norfolk FotI, Sebastian, Wilmington Francum, Carl, Baltimore Frey, Charles, Jacksonville Funk, William, New York Furr, John, Houston Gahagan, Kenneth, Houston Gallagher, John, Philadelphia Garner, James, New Orleans Garza, Peter, Houston Gavin, Joseph, Houston Glanglordano, Donato, Philadelphia Glannlotls, John, New York Glllaln, Robert, Jacksonville Gillikin, Leo, San Francisco Gomez, Jose, New York Gonzalez, Callxto, San Juan Gonzalez, Jose, New York Gorbea, Robert, New York Gorman, James, New York Gosse, Fred, San Francisco Green, John, Baltimore Greenwood, Perry, Seattle Grima, Vincent, New York Guadamud, Luis, New Orleans Gustavson, Walter, New York Hager, Bertll, New York Hale, William, New Orleans Hanback, Burt New York Hanstvedt, Alfred, New York Harrington, Arthur, Boston Harvey, Lee J., New Orleans Hawkins, Tom, Seattle Hazel, John, New Orleans Heggarty, Tom, New York Hellman, Karl, Seattle Hicks, Donald, New York Hllburn, Thomas, Mobile HIM, Charles, Houston HIrsh, Burton, Baltimore Hodges, Raymond, Mobile Hodges, Raymond W., Baltimore Hogge, Elbert, Baltimore Holt, Tom, New York Homka, Stephen, New York Hovde, Ame, Philadelphia HuntH.C., Houston Hunter, John, Mobile lp>3n, Oria, New York James, Calvain, New York Jandora, Stanley, New York Jansson, Sven, New York Japper, John, New York Jefferson, William Houston Johannsson, Simon, Norfolk Johnson, Fred, Mobile Johnson, Ravaughn, Houston Jordan, Clifton, New Orleans Joseph, Loyal, Philadelphia Joyner, William, Houston Justus, Joe, Jacksonville Kadzlola, Stefan, New York Karatzas, Tom, Baltimore Karlsson, Bo, New York Kelsey, Tom, San Francisco Kerageorglou, Antolne, New Orleans Kerngood, Morton, Baltimore Kldd, Richard, Baltimore KIngsley, Jack, San Francisco Klelmola, William, New York Knight, Bruce, Norfolk Knoles, Raymond, San Francisco Koen, John, Mobile Konis, Perry, New York Koza, Leo, Baltimore KrawczynskI, Stanley, Jacksonville La France, Dave, New York Lambert, Reldus, New Orleans Landron, Manuel, San Juan Lasnansky, Andrew, San Francisco La Soya, Ellgio, Houston Lasso, Robert, San Juan Latapie, Jean, New Orleans Lavolne, Raymond, Baltimore Lawton, Woodrow, Baltimore Leake, Herbert, Baltimore LeClaIr, Walter W., New York Lee, Hans,.Seattle Levin, Jacob, Baltimore Lewis, Jesse, Seattle LIbby, George, New Orleans LIbby, Herbert, New York LIneberry, Carl, Mobile Logan, John, Mobile Lolk, Peter, Baltimore Mackert, Robert, Baltimore Magoulas, Gus, New York Maldonado, Basllo, Baltlmoro Manning, Denis, Seattle Martlneau, Tom, Seattio Matthey, Nell, Yokohama Mattloll, Gaetano, New York McCaskey, Earl, New Drieans McCollom, John, Boston McCorvey, Durell, Jacksonville McDonald, John, New Drieans McGarry, Frank, Philadelphia McGlnnIs, Arthur, New Orleans McHale,J. J„ New York McKlnney, Melville, Philadelphia Mears, Ferlton, New York Meehan, William, Norfolk Meffert, Roy, Jacksonville Meloy, Robert, Seattle Mendoza, DImas, San Juan Merrill, Charles, Mobile MIcbael, Joseph, Baltimore MIgnano, Ben, Wilmington Miller, Clyde, Seattle Mitchell, William, Jacksonville MIze, Cyril, San Francisco Mladonlch, Ernest, New Orleans Moen, Irwin, Baltimore Monardo, Sylvester, New Orleans Moore, Asa, New York Moore, John, Houston Morales, Esteban, New York Morris, Edward Jr., Mobile Morris, William, Baltimore Morris, William, Jacksonville Moss, John, New Orleans Moyd, Ervin, Mobile Mollis, James, Mobile Murry, Ralph, San Francisco Myrex, Luther, Mobile Nash, Walter, New York Nelson, Jack, Jacksonville Nicholson, Eugene, Baltimore Nielsen, Vagn, New York Northcutt, James, San Francisco Nuckols, Billy, New York O'Brien, William, New York O'Connor, William, Seattle Ohannaslan, John, Jacksonville Olbrantz, Leonard, Jacksonville Olesen, Carl, San Francisco Olson, Fred, San Francisco Olson, Maurice, Boston Oromaner, Albert, San Francisco O'Rourke, Robert, Houston Owen, Burton, Houston Owens, Clarence, New Orleans Pacbeco, Hermlnio, New York Packert, Albert, New York Palino, Anthony, New York Palmer, Nick, San Francisco Paradise, Leo, New York Parker, James, Houston Parker, William, New Orleans Pate, Luther, New York Peavoy, Floyd, New Orleans Pedersen, Otto, New Orleans Pehler, Frederick, Mobile Pence, Floyd, Houston Perry, Wallace, Jr., San Francisco Pierce, Jobn, Phlladelpbia Polanco, Luis, New York Pollanen, VIekko, New Orleans Poulsen, Vemer, Seattle Pressly, Donald, New York Price, Blllle, Norfolk Pryor, Clarence, Mobile PuchalskI, Kaslmir, San Francisco Pugllsl, Joseph, New York Pulllam, James, San Francisco Radlcb, Anthony, New Drieans Rains, Horace, Houston Rallo, Salvador, New Orleans Reeves, William, Mobile RIchburg, Joseph, Mobile Rlhn, Ewing, New Orleans Riley, William, San Francisco RInguette, Albert, San Francisco Rivera, Alfonso, San Juan Robinson, William, Seattle Rodrlgues, Lancelot, San Juan Rodriguez, Frank, New York Rodriguez, Ovidio, New York Ruiz, Alejandro, San Juan Ruley, Edward, Baltimore Sanchez, Manuel, New York Sanford, Tommie, Houston Sawyer, Alfred, Norfolk Schwarz, Robert, Mobile Scott, Billy, Wilmington Self, Thomas, Baltimore Sellx, Floyd, San Francisco Sernyk, Peter, New York Sheets, James, Baltimore Sheldrake, Peter, Houston Shorten, James, San Francisco Showers, William, San Francisco Sierra, Emillo, San Francisco SIpsey, Robert San Francisco Smith, Lester, Norfolk Smith, Vertis, Tampa Sokol, Stanley, San Francisco Sorel, Johannes, Jacksonvlllo Spuron, John, San Francisco Stanford, Glen, New Orleans Stockmarr, Sven, New York Stout, John, New Orleans Suchockl, Leonard, San Francisco Swearlngen, Barney, Jacksonville SwIderskI, John, New York Tetl, Frank, New York Theiss, Roy, Mobile Tbomas, Lloyd, San Francisco Thompson, Carl, Houston Thompson, Cla^on, New Orleans Thompson, J. R., Houston Thrasher, Julius, New Orleans TIcer, Dan, San Francisco Tillman, William, San Francisco TIrelll, Enrico, New York Todd, Raymond, New Orleans Tolentino, Ted, San Francisco Troche, Gregory, Mobile Turner, Paul, New Orleans Uccl, Peter, San Francisco Velazquez, William, New York Walker, Fred, Baltimore Walker, Tom, Houston Wallace, Edward, New York Wallace, Ward, Jaeksonvnie Wallace, William, Mobile Walters, Herwood, New York Wardlaw, Richard, Houston Ware, Dick, Houston Waters, Aubrey, Seattle Weaver, Harold, Houston Welch, Macon, Houston Whitmer, Alan, New York WIngfleld, P. 6., Jacksonville Woods, Malcolm, San Francisco Workman, Homer, New Orleans Worley, John, San Francisco Wymbs, Luke, New York Zaragoza, Roberto, New York Zeloy, Joseph, New Orleans lii'i \"r. • 'A' Seniority Honor Roll Now Seafarers wiuf have completed the'A\Sei}i<Fi^ Mpgrv^ing Pt'ogratn ing them good, informed Union menders. These nim ate take theWegate^s fob aboard :JI|aiRI^|iliMN^:BMdl' Dflkarl, David, Deck Damithen. Francis, Engine CaimUters, Russell, Deck Da$tM^phen,Deck ftiimid,Bte,DMk Amos, Allan, Deck tMsflai«h^Jid»ea,Deek jtndmpmt P. Jo EafiRV Diarfc, Barrett, Deck JMtitoiDaniel; Colanieio, Joseph, Deck Cenife, Kevin, Engine Aiimid, Deck J^ Eng^ Doitill. Nul, Engine Cosentinej Dominic. Deck jlirtot Themss,Deck Ceyik> IW<^hj«l, EngM Sfbiter, AM, Engine Canningbam, Robert^ Beck fean,P.t..De6R Curran, John,Deck Beau^ Arthur, Engnt Daniel, WadsvMirth, Engne Be]iiapr/WiHliffl.$tim Otvls, WHllam, Deck s, WIHIam, Deck Day, John, Engino Derke, Michael, Englho JIackiok, Richard, Engbw Blasquez, Srsgoiy, EnMn. Deskins, William, Steward Bohanmn, Christnpher, Engine DIsIng, Maximo, Engine Doblouf, James, Engine Bolen, James. Deck Dukebart, David, Engiiie Bolen, Timothy, Deck Ecbeverlo, Ronald, Steward Boles, John, Engne Eddlngs, Oils, Jr., Engine Srackbill, Russell, Deck Edgell, Pat, Engine Brooke, George, Engine Egeiand, Ralph, Deck Bruschini, Mario, Steward Elliott, Byron, Engine Buiiie, Bernard, Engine Escudero, Tomas, Engine. Burke, Lee Roy, Engne Esposlto, Gennaro, Engine Burke, Timothy, Deck EwIng, Larry, Steward Burnette, Barney, Steward Farmer, William, Deck B«'tsh, Rlchaiiil, Engine Farragut, John, Deck ; Demmuso, Frank. Deck April, 1976 iMrett; Gerald, GteMrd flbii,Mrioii, Deck foinflHe, James, fogine iyk,DM,D««k FreMium, Michael, Beck Frhd, Peter, Engino Frost, Stephen, Deck Galka, Thomas, Ettgne GalbiherrPatrM, Beck GaWano, Marco, Oe^ Garay,Stephen, Beck ; GOicia, Robert, Deck Gnilam, Robert, Steward 6etay,Raul, Steward ^ Bower, David, Engine '•••V Graham, Patrick, Deck Grimes. M. Ro Deck Grisham, Steve, Deck Haipr,ken, Deck Hale, Earnest, Deck Halter, John, Engine Harris, Natiiantel, Engine Hanks, Fletcher, Engine Hart, Ray, Deck Hawker, Patrick, Deck Haynes, Blake, Engine Hoick, Carroll, Deck Heller, Douglas, Steward Hooks, Bobby, Steward Humason, Jon, Deck Hummarick, James, Jr., Steward Hussein, Mohammed, Steward HutcMnsbn, Richm'd, Jr., Eiwl lllson, James,Engne Jvey, D.E.,fifglne Joe, William, Engine Johnson, M., Deck Johnson, Oscar, Steward Jones, Loggette, Dojrit Jones, Nelson Cory, Steward Jentoi, Carson, Deck Xanavos, Panagirtis, EiqifaM Kognoy, Thomas, Englnor iiteite, Robert, Deck lloy, John, Deck !ly, John, Deck |Korney,Pahl, Engine iJtlrirsey, Charies, Engno ^lttteson,LB..Deck Knight, Donald, Engine Kenetes, Johnnie, Dock ' Kune. Lawrence, Deck Kundrat, Joseph, Steward Lamphere, Thomas, Engino Lancr, Ronnie, Engne Lang, Gary, Deck Lauibiin, Douglas, Engine LeClair, Lester, Steward^ Lehmann, Arthur, Deck Lentsch, Robert. Deck Lesko, Samuel, Deck Long, Alton, Engine Lundeman, Louis, Deck' Makarewicz, Richard, Engine MallDry.Artbnr, Dock itennliqf, Henry, SMumd MMsiad, MlMoif. SMinrd rfltooMM.AHlteok-v ••-:^•;: • £Mdtedrew, Alartin, fogno McCahe, John, Engine NMabe,T.J.,Eii^ MctMten^ J«m^ MillGl, Robert, Dock Minlx,R.G., Jr., Engine Mirantb, John,Engino tlMe^ Engino "A' : put this new knowledge to Stevens, Btiane,^BMi Jl«Mnw.Bott,BigiiM IteMim, tehn. MlM ltlptey,«Nlliam,Oock Rivors,Smn,&Bgteo RoB^ James, Deck Ret^ez, Charles, EMM RodrMbZ'Hvbter, Emjjne Rtecers. Gooifn, Engine Ri^SBiye,i«iM BiM^Baldwett, Jt^, Eteftee^ SMte]^ RobOil, Jr., EiigiW Sanders, Carry. Eiqjhp BiiiNieiv Alfred,Deck Meete,C.M.,OoGk Sha^ Moore, George, Deck Sisnr, Luclen, Deck Moore, James, EnMne Shaw, Ronald,Engine Meore, Peter, Engtee Mlfast, Geeife, Deck Moore, William, Deck SImonetti, Joseph, Steward Mortier, WIHIam. Dtek Simpson, Spnrgeen, Engine Mouton, Terry, Engine SIsk, Keith, Deck Nohla. Mickey, Deck Smith, D. 6., Stewed Nuotio, Ken, Deck Smith, Robert, Deck Dsteander, Duane, Deck Snyder, John, Engine Pointer, Philip, Engine . Spelt, Gary, Engino Paioumbis, Nikolaos. Engine Papageorgiou, Dimitrios, Engine Spell. Joseph, Deck Spencer, Craig, Engine Parker, Jason, Deck Spencer, H. 0., Engine Perkins, Cy, Deck . Springfield, Harry, Steward Petrick, L., Engine • Stanfleld, Pete, Deck Poletti, Pierangeio, Deck Stauter, David, Engine Prasinos. George, Deck . Mew», Ntek" SvMtea, Kvetoslav, EngM Sxeihert. RtewarB^ Tanner, Leroy, EMib Ttqte^Bwieii Stewed Teii, George, EnMne Thomas, RnhertEREiite Thomas, Timettj^ DoMtr^ Traiecr, Robert, Dc«k Trott, UewoRyn, Englno^p lltterhack.Urry.Deck s; Vain, 'Miomas, DeiA Vaiten, Sidn^, Engine t Vanyl, Thomas, Stewardji VaMMez, Jose, EM«e -I V«ios,G^,EnMne Venus, Steve, Steward > Vukmlf, George, Deck » Walker, Marvin, Engine Wambacb, Albert, Deck Wass, KSaus, Steward Waugaman, Jerry, Engino Wayman, Lee, Deck Wliheim, Mark, Engine Wilson, Richard, Steward Wilson, Robert, Engine Wolfe, John, Deck Woodcock, Wayne, Steward Woodhouse, Ashton, Engine Wright, Charlie. Engine Zukier, Hans, Engine , Page 27 • •' Fu J HI �For a Better Job Today I t ! I Deck Department ABLE SEAMAN The course of instruction is four weeks in length and leads to the Coast Guard en­ dorsement of Able Seaman—12 Months —Any Waters or Able Seaman—Unlim­ ited—Any Waters. Course Requirements: Able Seaman 12 Months—Any Waters. You must: • Be 19 years of age • Have 12 months seatime as Ordi­ nary Seaman, OR Be a graduate of HLS at Piney Point and have eight months seatime as Ordinary Seaman • Be able to pass the prescribed physi­ cal, including eyesight requirements. Able Seaman Unlimited—Any Waters. You must: • Be 19 years of age • Have 36 months seatime as Ordinary Seaman or Able Seamarr 12 Months • Be able to pass the prescribed physi­ cal, including eyesight requirements. Starting Dates: May 27, September 2. QUARTERMASTER The course of instruction certification as Quartermaster Basic Navigation instruction ..^adar; Loran; Fathometer; leading to consists of to include RDF; and The Harry Lixncieherg' also includes a review of Basic Seaman­ ship; use of the Magnetic and Gyro Compass; Rules of the Road; Knots and Splices; Firefighting and Emergency Pro­ cedures. Course Requirements: Must hold en­ dorsement as Able Seaman (Unlimited— Any Waters). Starting Dates: April 29, August 2. LIFEBOATMAN The course of instruction is two weeks in length and leads to the Coast Guard en­ dorsement of Lifeboatman. Course Requirements: Must have 90 days seatime in any department. Starting Dates: April 29; May 13, 27; June 10, 24; July 8, 22; August 5, 19; September 2, 16, 30; October 14, 28. Engine Department QMED-Any Rating The course of instruction leading to cer­ tification as QMED—Any Rating is eight weeks in length and includes instruction leading to the Coast Guard endorsements which comprise this rating. Course Requirements: You must show Graduates Get Lifeboat Ticket Instructor Chuck Dwyer (left) is here with his Lifeboat Course grads recently of (I. to r.)r Robert Benson; John Bishop; Nirgilo Rivera; Angel Ortiz, and Mohamed Hussein. Did You Know... Last month 38 Seafarers up­ graded their skills, earning power and job security through the vocational courses at HLSS. The Lundeherg School has an upgrading course to meet your career needs, too! evidence of-^six months seatime in at least one engine department rating. Starting Dates: April 29; May 27; June 24; July 22. FOWT The course is four weeks in length and leads to endorsement as Fireman, Watertender, and/or Oiler. Course Requirements: If you have a Wiper endorsement only, you must: • Be able to pass the prescribed physi­ cal, including eyesight requirements 6 ABs Get Their Sheepskins Piney Point Instructor Chuck Dwyer (extreme left) stand by on Dec. 23 with his AB graduates of (kneeling I. to r.): John Quirke and Tom Russell and (standing I. to r.): Tom Dreyling; Eddie Hendrix, and Wilbur "Doc" Adams. Not shown in the photo is Paul Brittingham. • Have six months seatime as Wiper, OR Be a graduate of HLS at Piney Point and have three months seatime as Wiper • If you have an engine department rat­ ing there are no requirements. Starting Dates: July 12. WELDING The course of instruction in basic welding consists of classroom and onthe-job training including practical train­ ing in electric arc welding and cutting; and oxy-acetylene brazing, welding and cutting. On completion of the course, an HLS Certificate of Graduation will be awarded. Course Requirements: • Engine department personnel must hold endorsement as QMED—Any Rating • Deck and steward department per­ sonnel must hold a rating in their department. Starting Dates: May 27, October !. ADVANCED ELECTRICAL PROCEDURES The course of instruction in Advanced Electricity consist of classroom and prac­ tical on-the-job training. This includes an introduction to Electrical power sys­ tems, meters, D.C. and A.C. motors and generators as well as trouble shooting, preventive maintenance and emergency repair procedures. The practical training will include the building and testing of various D.C. and A.A. motors and their various D.C. and A.C. motors and their controllers together with the use of multi­ meters, clamp-on ammeters and the megger. Upon completion of the course a Harry Lundeberg School certificate of completion will be issued. Course Requirements: Must hold QMED-any rating. Starting Date: May 3. A College Career Is Available to Yon One college and two post secondary trade/vocational school scholarships are awarded to Seafarers each year. These scholarships have been specially de­ signed to meet the educational needs of Seafarers. I ;• 2. Two-year community or junior col­ lege or post secondary trade/voca­ tional schools scholarships. These awards are in the amount of $5000. The trade/vocational awards offer var­ ious options if you wish to continue shipping. In such a program you may Application requirements are geared develop a trade or skill which would im­ for the man who has been out of school prove your performance aboard ship as several years, so you will only be com­ well as help you obtain a better paying peting with other seamen with similar job when you are ashore. educational backgrounds. The awards are Eligibility requirements are as follows: granted in April, but you should begin 1. Have not less than two years of your application process now. actual employment on vessels of These are the scholarships offered: companies signatory to Seafarers Welfare Plan. 1. Four-year college degree scholar-, 2. Have one day of employment on'a ship. This award is in the amount vessel in the sixth-month period of $10,000. Page 28 immediately preceding date of ap­ plication. 3. Have 90 days of employment on a vessel in the previous calendar year. Pick up a scholarship application now. They are available in the ports or you may write to the following address and request a copy of the Seafarers Applica­ tion: Seafarers Welfare Plan College Scholarships 275 20th Street Brooklyn, New York 11215 A College Ediicatloii For Your Cliilciren Four scholarships are awarded to de­ pendents of Seafarers. These four-year scholarships are for $10,000 each at any accredited college or university. If you have three years sea time, encourage your children to apply. They should request the Dependents Application from the above address. Seafarers Log �":x' For Job Security Tomorrow Scliool Of Steward Department Steward Department All Steward Department Courses Lead To Certification By HLSS. CHIEF STEWARD The course of instruction is six weeks long and covers ali phases of Steward De­ partment management and operation. Course Requirements: All candidates must have seatime and/or training in com­ pliance with one of the following: • Three years seatime in a rating above 3rd cook or assistant cook OR • Six months seatime as 3rd cook or assistant cook, six months seatime as cook and baker, six months seatime as chief cook and hold HLS certifi­ cates of completion for each program OR • 12 months seatime as 3rd cook or assistant cook, six months seatime as cook and baker, six months sea­ time as chief cook and hold HLS cer­ tificates of completion for the cook and baker and chief cook programs OR • 12 months seatime as 3rd cook or assistant cook, 12 months seatime as cook and baker, and six months sea­ time as chief cook and hold an HLS certificate of completion for the chief cook program. Starting Dates: April 29; June 10; July 22; September 2; October 14. CHIEF COOK The course of instruction is six weeks in length and students specialize in the prep­ aration of soups, sauces, meats, seafoods, and gravies. Course Requirements: All candidates must have seatime and/or training in com­ pliance with one of the following: • 12 months seatime as cook and baker OR • Three years seatime in the steward department, with six months as 3rd cook or assistant cook and six months as cook and baker OR • Six months seatime as 3rd cook or assistant cook and six months as cook and baker OR • 12 months seatime as 3rd cook or assistant cook and six months sea­ time as cook and baker and hold a certificate of completion for the HLS cook and baker training program. Starting Dates: Starting Dates: May 13; June 24; August 5; September 16; October 28. Note: Courses and starting dates are subject to change at any time. Any change will he noted in the LOG. High School Program Is Available to All Seafarers Do What Nearly 50 Of Your Fellow Seafarers Have Done ... COOK AND BAKER ASSISTANT COOK The course of instruction is six weeks in length and students specialize in the selection and preparation of breakfast foods, breads, desserts, and pastries. The course of instruction is six weeks in length and students specialize in the selection and preparation of vegetables and salads. Course Requirements: All candidates must have twelve months seatime in the steward department. OR three months sea­ time in the steward department and be a graduate of the HLS entry rating program. Course Requirements: All candidates must have seatime and/or training in com­ pliance with one of the following: • 12 months seatime as a 3rd cook or assistant cook OR • 24 months in the steward department with six months as a 3rd cook or as­ sistant cook OR • Six months seatime as 3rd cook or assistant cook and hold a certificate of completion from the HLS assist­ ant cook training program. e. X -- Starting Dates: May 27; July 8; August 19; September 30. These Courses Will Be Start­ ing Soon: • Diesels • Operation of Reefers Starting Dates: April 29; May 13, 27; June 10. 24; July 8, 22; August 5, 19; September 2, 16, 30; October 14, 28. Watch the Seafarers Log for Starting Dates UPGRADING APPLICATION Name. Date of Birth __ (Last) (Middle) (First) Mo./Day/Year Address (Street) . Telephone #_ (City) (Zip Code) (State) Book Number (Area Code) Seniority Date Book Was Issued Port Presently .Registered In_ .Port Issued. Endorsement(s) Now Held. Social Security #. .-^<1 Piney Point Graduate: • Yes No • (if so, fill in below) Entry Program: From. .to. 'I. i Endorsement(s) Received (Dates Attended) Upgrading Program: From. , Endorsement(s) Received .to. (Dates Attended) "A high school diploma is something I've always wanted." Do you hold a letter of completion for Lifeboat: • Yes • No; Fire Fighting: • Yes • No Dates Available for Training I Am Interested In: William Lopez • • • • "For the first time now, when I read a book, I really notice the punctuation. I understand math and lan­ guage much better, too. In fact, I actually enjoy math." • LNG/LPG • Diesel • Welder Thomas Maher Get the reading, writing and math skills you need for job security and upgrading through the high . school equivalency (GEO) program at the Harry Lundeberg School. It only takes four to eight weeks, and your Brothers can tell you that it's really worth it! Interested? Pick up a copy of the pre­ test kit in your port or write to this address: Margaret Nalen, Director Academic Education Department Harry Lundeherg School Piney Point, Maryland 20674 When you complete the test, return it to the Lundeberg School. HLS will tell you the results and give you an estimate of the length of time you'll need to com­ plete the GED program. REMEMBER! This test is not to see April, 1976 DECK AB-12 Months AB Unlimited Quartermaster Lifeboatman who scores high or low. It helps HLS de­ sign a study program just for you—a pro­ gram that our teachers will help you, as an individual, to follow. So apply today. It's easy to qualify. Just make sure that you have: 1. One year of seatime. 2. Your initiation fees paid in full. 3. All outstanding monetary obliga­ tions, such as dues or loans, paid in full. Your classes will be small (usually just six to eight students). You'll get lots of individual help. And completing the GED program opens the door to the other edu­ cational opportunities that the SIU has for you. A.high school diploma is the first step towards qualifying for one of the three scholarships for Seafarers that are offered each year. STEWARD • Asst. Cook • Cook & Baker • Chief Cook • Steward ENGINE • QMED • FOWT • Dk. Mech. ADVANCED COURSES • Advanced Pumpman Procedures • Advanced Electrical Procedures • Refrigeration Container Mechanic RECORD OF SEATIME — (Show only amount needed to upgrade in rating checked above or attach letter of service, whichever is applicable.) SHIP SIGNATURE RATING HELD DATE OF SHIPMENT DATE OF DISCHARGE DATE RETURN COMPLETED APPLICATION TO: LUNDEBERG UPGRADING CENTER, PINEY POINT, MD. 20674 • "-I'I I Page 29 �'='^. 'V) ^ f' I r . A. "A 8 FOWTs Finish Course Eight more of the fireman-watertenders who finished the Lundeberg School course recently pose with Instructor Greg Stabrylla (2nd left). They are (front I. to r.); Eugene Desnoyers; Leonard McArthy; William Sullivan, and Don Smith. In the background (I. to r.), on the deck of the training ship Sonny Simmons, are: Mike Derrange; Mike Patton; Robert Scotten, and Ray Sims. ABs Complete HLSS Class Head of the Piney Point Deck Department Paul Allman (left) proudly stands with his latest graduating class of ABs of (front I. to r.): Max Hilgren; Heine Morales, and Richard Lewis. In the back row (I. to r.) are: George Coyer; Daniel James; William Coyer; Nathan Sumrall, and Mark Davis. Lifeboaters Get Sheepskins ® Instructor Tom Doyle (front center) is glad to take a photo with his class of lifeboat graduates of (front I. to r.): Joe Kastner, and Ray Sims. Eugene Des­ noyers; Al Burns, Jr., and Joseph Shuler are in the rear of the picture. 6 Welders Piney Point Crads The six new welder graduates of the Harry Lundeberg School of Seamanship, Piney Point, Md. pose for a photo with Instructor Greg Stabrylla (rear 2nd left). They are (front I. to r.): Robert Benson; Charles Reis, and Peter Moore. Rear (I. to r.) are: Eric Sager; Juan Ration, and Bob Gajewski. Page 30 Congrafulates Cooks . .. . , ... ,, ......... • - "-Jt.' : . HLSS Vice President Mike Sacco (extreme right) extends a congratulatory handshake to Assistant Cook grad John Loprete recently. Other new assistant cooks who got the gladhand for completing the course are (I. to r.): Ahmed Alammari; Juan Toro; Joe Evans, and Carlos Arboledo. 5 Graduate As QMEDs In the front row (I. to r.) are QMED grads Lloyd Shaw; Willis E. Miller, and George Bermeo as they wound up their schooling at the Piney Point school. In the rear row (I. to r.) are: David McGarrity; Engine Department Instructor Jack Parcel, and John Algina. Seafarers Log �m 1 w Strong in Peace and War f Whv America! I IMeeds a Merchant Marine < ^ I f I i ' •1 f The U.S. merchant marine is essen­ tial to this country's security and eco­ nomic well-being and yet few Ameri­ cans outside of the industry realize the importance of maintaining a mod­ ern, viable American fleet. In fact, many Americans know little about our merchant marine beyond a few fuzzy misconceptions about tramp steamers calling on exotic ports, and some even believe that the merchant marine is actually another branch of the Armed Services. During World War II, and again during the Korean and Vietnam con­ flicts, Americans were given dramatic proof of the necessity of maintaining a fleet that is capable of meeting a national emergency. pose almost half of our total fleet the most efficient in the world. Not only does the American mer­ chant marine provide an energyefficient method of moving cargo, but it also has taken the initiative to protact our fragile marine environment by developing and using double bot­ toms on tankers, ballast separation systems, sophisticated navigation equipment end other pollution-abate­ ment devices. These devices are backed up by the American seaman who is uni­ versally acknowledged to be one of the best trained seafarers and who has helped the U.S. fleet maintain one of the world's best maritime safety records. There are also intangible, but nevertheless important, advantages that the U.S. would gain by com­ mitting itself to supporting a mer­ chant fleet comparable with our position as a major world power. The Soviet Union has already rec­ ognized the value of a large modern fleet in making its presence felt throughout the world and in enhanc­ ing its prestige as a great world power. Great Sacrifice In all three cases, only through great sacrifice and at great cost, could American shipbuilders meet the sudden demand for new cargo tonnage. And even then, manning these ships with enough experienced, trained sailors was impossible and many sailed with dangerously small or untrained crews. But just as the public and some Government officials forgot the les­ son of World War II and of the Korean War, the fact that 95 percent of the cargo moved across the oceans to Vietnam during the war years was carried by merchant ships, is being quickly forgotten. Some Americans believe that the U.S. merchant marine is too expen­ sive to maintain, and yet there is little oppdsitidn to funding large Army and National Guard reserves. Considered in this light, the Ameri­ can merchant marine is a real bar­ gain. It provides the U.S. with the flexibility to meet sudden national security emergencies just as the Na­ tional Guard and Army Reserve do, and yet pays it own way instead of being paid. Vital Economic Role reminded of the sharp increase in oil product prices that OPEC could de­ mand because of the world's depend­ ence on their oil. Yet how many realize that Amer­ ica, as the world's largest importer and exporter, depends on ships to carry 99 percent of its intercontinental foreign trade. The sharp, sudden increase in OPEC oil prices should serve as an example of what could happen if we do not maintain a healthy American merchant marine to assure that the freight rates for our exports and the delivered price of our imports are not solely determine by foreign carriers or foreign govenments and that we are never cut off from vital raw materials. Contributes to Growth But not only does our merchant marine protect our economy from ad­ verse foreign influences, it also makes many important contributions to the growth of that economy. Considered in terms of jobs, it em­ ploys 67,000 Americans in seafaring jobs and 88,000 in shipyard jobs, all generating Federal, state and local The American fleet also plays a vital, constructive role in protecting this country's economic well-being and security. Few Americans need be told of the disastrous effects of the Organization of Petroleum Exporting Countries' (OPEC) decision to raise oil prices. Every time they put gas in their car or pay their utility bill, Americans are taxes, and is also a major consumer of U.S. produced goods and services. Without a U.S.-flag fleet, the dollars paid for freight import and export would all be exported from the U.S., draining billions of dollars from our economy over the course of years and contributing significantly to a deficit in our balance of payments. Domestically, the U.S". merchant marine carries 27 percent of the na­ tion's total domestic commerce, pro­ viding the most economical and most energy efficient mode of transporting freight. Innovations in hull and power plant design are making this segment Of our fleets even more efficient, helping to keep consumer costs on the prodducts they carry down and further conserving our limited energy sup­ plies. Leads in Technology The U.S. deep sea fleet has also led the world in technological innovation, designing and constructing the first container and barge-carrying ships, as well as other new vessels and cargo handling concepts that have made the modern ships which com­ Plays Vital Role The U.S. merchant marine has played a vital part in the first 200 years of America's existence and, as Rep. Leonor K. Sullivan (D-Mo.) told Congress, "We are making a disas­ trous and tragic blunder if we allow our position on the sea lanes and port areas of the world to be further weak­ ened and eroded while the Red bloc naval and merchant fleets grow in numbers, might and pride." Whether the American i^ople know it or not, they need the U.S. merchant marine. They need it to fall back on in times of war and to train men in peacetime for the contingen­ cies of war. They need it to insure that U.S. business has unhampered access ta world markets and to pro­ tect our economy from foreign manip­ ulation. They need it to keep the cost of moving domestic goods down by conserving energy and to provide the best protection available for our marine environment. And they need a strong, healthy merchant marine to strengthen our position in the eyes of the rest of the world as a great global pov/er. 2 r 'V t' 'I Page 31 April, 1976 •: ? f| , ** li t, H aOi >> ,I. •« >, •« '• •» • . % t V < -J "k -i I, } 4 I. .|i I' * » « » �'•J • • .. }'• :. ;r-V^-> ^. • .• • - ,• . aa« laiaadWatars Diatrlat * APL-GIO uncial iMiliUaatiMi af tkaSBAPAMBmS IMTBKNATIONAL UNION*Atlaatia, Oalf, It I i The following Seafarers and other concerned fs8 ih m, have m in parfii^dHng m political and legislative activities which are vital to both our job security and pur social and economic welfare, by voluntarily donating $100 or more to the Seafarers Political Activities donation (SPAD) fund since the beginning of 1976, (The law prohibits the use of any union money, such as dues, initiation fees, etc,, for political activities. The m&^ effective way the trade unionist can take part in politicsU ihroughvoluntary political contribjudwns,) Seven fww important it is to the SlU's voice be hm the Halls of CPrigre0 have contributed $200, one has contributed $$00, md one $600, For the rest of the year the LOG wiU be ru^lng the^^D hono>r rotts because tha Unio^ in the upcoming because of the 1976 eleetipns^ur be protected. . SPAD Honor Roll ,V. A]^bia,X AUCHJ J. |Aiiial,K. AwoyOjS. Atk&i80D,D. A* 5 •- , •'«t 1.1, Belltoger,W# BergenasJ, BeiiisteiH, A. J^ornssoii, A. Blanton, M. r: i re,C. ;,7 ': KowHowitch, W. KottvardaSyJ. Laf^atcejBC ,|Lc^iL: FunkjW* Garay,^ Garda^ILE '.f B* J|^d|%IS8£,R. ^itin,T.X ft|avdoBe5& McGartoeyj G, McCIintoa,!*!. McElroy,E.L. Jftondo,C. Rny,B. Moj?iis,E.W. NasiljW. $1100 Honor Roll HoinkOfS. $300 Honor Roll Psdadhio^Fy Paradise, L« Pattoa,&M.' Payne, 0» 1 Pefali^,R.E. Peiez, J. Peth,C.L. PdlliyEK y^* Christenberry,R. A. $600 Honor Roll Pomerlane, R. S Conley, MMsgr. Aposfleship of the Sea myy-: $200 Honor Roll Kas^ia, A. f : Kt«e,B.W; .M . Book No.. State .Zip Code SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including, but not limited to furthering the political, social and economic interests of Seafarer seamen, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and the advancement of trade union ' concepts. In conhKtlon with such objects, SPAD supports and contributes to politlcial candidates for elective office. All contributions are voluntary. No contributiorr may be solicited or received because of force, job discrimination, financial reprisal, or P' .condition of rnembership in the Union (SlUNA AGLIWD) or of employ® contribution is made by reason of the above improper conduct, notify the Seafarers or SPAD at the above address, certified mail within thirty days of the contribution for Investigation and appropr ale action and refund, if Involuntary. Support SPAD to protect end further your economic, political and social interests, American trade union concepts and Seafarer seamen. (A copy of our report is filed with the Federal Election Commission and is available from the Federal Election Commission, Washington, O.C.) f T. h \0^ i 0 I• r, P '\ Signature of Solicitor No.: >• 1 1 >. [ •;. i,E.. VSlltel®. City V' Sholaf,E.?|^ Sigkr,Mi Siim'SXy SiichoiKK, Address \ Scsng^uh^B^ X ^^eda,}^. S.S. No.. Contributor's Name . 'V Se^rd,E,i Sdze%f; 'Rkhhorg^X- $7nodl •79 SEAFARERS POUTICAL ACTIVITY DONATION r FOMTH AVENUE BROOKLYN, N.T. 11232 Date. .Sapp,C..''; ',7..: ,; Skinwhiaiid^X Scott, e Sealnron,S. llidii»8a,J. Bergeria, S. Maher, T. Echevarria, R. McCullogh, L. HaU,P. Nieken,K. Terpc, K. ... Royal,F. SaceojM. Saiait^H^ .;SanGlH^M^'jE^ HaB^W. iHalUAiw Hall,Mlu HaU^L.; Hawaii,!!. iiassen,3. Heliert,T, HendrickyjRL|Q. ffiilafe,A.v^J^ immM ||rowii,I» yj*-' AL* MoIlafd,C* IIiiffiiia3t,R,,L. lovlao, L. (Bniairan>6« } llU»ade$,CX^ Roh»1^,T« 1976 •RrT $20^ � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource April 1976 Description An account of the resource Headlines: ODS PROGRAM PRODUCES MANY BENEFITS AFL-CIO SAYS U.S. JOBLESS REPORT ISN'T 'TRUE' PICTURE HALL URGES SINGLE, UNIFIED U.S. MARITIME AGENCY SEAFARERS MAN THE NEW TANKER ZAPATA PATRIOT MONTHLY MEMBERSHIP MEETING HELD IN PINEY POINT HALL SCORES NAVY ON USE OF TANKERS, NON-SUPPORT DOWNING: FORD LAGS ON MARITIME; ASKS CARGO-SHARING PLAN SEAFARERS RECREW FALCON SHIPS TO BE OPERATED BY MOUNT SHIPPING 50 SEAFARERS ATTENDED HLS ALCOHOLIC REHABILITATION CENTER COURT OKS SIU CREWS FOR 3 PRMMI SHIPS UNTIL NLRB ZUMWALT BACKS PASSAGE OF U.S. CARGO PREFERENCE LAW U.S. BUYERS' BOYCOTT, PICKETING IS LAUNCHED BY CANDY UNION AGAINST RUSSELL STOVER OUTLETS 15 U.S. MULTINATIONAL OIL BIGGIES BEAT UNCLE SAM ON TAXES WATERMAN GETS OK FOR SUBSIDY $ JOINT AND SURVIVOR ANNUITY BENEFIT OFFERED IN PENSION PLAN SAFETY BOARD COMPLETES SEA WITCH COLLISION INQUIRY THE CARPENTERS' UNION LABEL SERVES A DIVERSIFIED INDUSTRY 'WON'T QUIT,' AMPUTEE SAYS - HE'S GOING BACK TO SEA PENSIONER IS CHIEF 'COP KARATE' EXPERT SEAFARER CURTIS LEARNS MUCH AT LUNDEBERG SCHOOL TWO MORE SEAFARERS EARN HIGH SCHOOL DIPLOMAS DROPPED OUT OF 6TH GRADE, NOW GETS HIGH SCHOOL DIPLOMA LONG LINES LAYS CABLE TO LINK THE WORLD CONGRESS: CLOSE VIRGIN IS. LOOPHOLE IN JONES ACT TIME TO SOBER HIM UP! WHY AMERICA NEEDS A MERCHANT MARINE 188 HAVE DONATED $100 OR MORE TO SPAD SINCE BEGINNING OF 1976 Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 4/1/1976 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. XXXVIII, No. 4 1976 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/f2b388ed031853229cf7ceb18058b2e9.PDF c8a1e942b34250b481db6a8a46cf72c9 PDF Text Text J:i V f • T-"- ; '. U^, i' ' . -r';. 4v?? ..... ,..,. . '" v., -,r I t- , ..Jri.-'V' Lundeber^dhool • LNG "J 'f| 1 / V'.^:- \- •/• • • .., . i,. 5:^ j; rs>if-.r;,.'''-,i 'y^-:''-^f-'.< I :sc..;,,fe.!"-,....^ '.":i.\- , I;..-. ': ^.v/?.:..^r.'-i.:: . r -S ri;:-SK.'- I /"' •'•V ;:V3K 'V SM r?-5i't- .i ", " i /.•••>.-. I' m "fe- f , • J^ /• ' ' f. I I, KJ •1 .*.' :'w * j.i j-^ I'iyy.:' •-J ...Ai-' . - » -4 ' ,v;*i!T;>!fS -^tnrnmr, •' - '• . » J'....) .. • • 4 �^z~^.T:Txr With Communify Support Win Latest Fight to Keep USPHS Hospitals Open The fight to defeat the latest efforts by the Department of Health, Educa­ tion and Welfare to close the eight remaining USPHS hospitals has been won as a result of united and wide­ spread opposition to these plans by the SIU, members of Congress and the eight individual Comprehensive Health Planning Agencies monitoring all health programs for the communities in which the PHS hospitals are located. The victory marked the second time in three years that the SIU has spear­ headed opposition to HEW's attempts to close the hospitals. In 1973, the closure attempts were squashed when Congress passed into law the 1974 Military Procurement Authorization Act, which contained an SlU-backed amendment guaranteeing appropria­ tions of $98 million for operational expenses and $18 million for modern­ ization and upgrading. 1977 F'idget Lacking It became apparent several months ago that HEW was renewing its efforts to close the PHS hospitals when the Department released terms for its fiscal year 1977 budget. The budget called for funds to cover only contract care for PHS primary beneficiaries, which in­ clude merchant seamen. Coast Guard personnel. Public Health Service of­ ficers and ej»ploye ;s of the National Oceanic and Atmosphere Administra­ tion. However, the budget request for the PHS system was $25 million short of the funds needed to keep the eight hospitals open and operating. Local HPC's Oppose Action Following up on its "streamlined" budget request, HEW sent letters out to each of the eight local Health Plan­ ning Councils requesting the Councils' approval to either close or transfer the USPHS hospital under their jurisdiction to community control. The response to HEW's request was the same in eight out of eight cases— the USPHS hospital in their area was vital to the overall community health program, and consequently, no support would be given to the proposal to close the hospitals. This dealt a heavy blow to HEW's closure plans since HEW needed the approval of these local Health Plan­ ning Councils before it could go ahead the PRESIDENT'S REPORT: Paul Hail Yf orking Together For a Better Life The history of the American maritime labor movement is a bittersweet chronicle marked by some monumental victories for better wages and con­ ditions, yet marred by some heartbreaking setbacks of broken unions and goals not realized. From the formation of the very first union for merchant seamen before the turn of the century, right up until the present day, maritime unions have been faced with a literal horde of problems and obstacles. The early unions had to contend with very powerful, unyielding shipping companies and an industry-oriented Government that played ball with the companies. As a result, some of the early unions, although they made gains and were able to publicize the plight of American seamen, eventually fell by the wayside. Moving into the late 1930's, which saw the founding of the SIU, maritime unions made a tremendous comeback. We gradually won better wages; im­ proved working and living conditions; job security, and many important fringe benefits. Along with these gains, we made huge strides in organizing previously unorg^ized companies—a step which brought the protection of solid unionism to hundreds of American seamen in need of it. By 1950, U.S. maritime unions had entrenched themselves as an integral part of the American labor movement. However, 1950 was a long time ago, and since then, the U.S. maritime industry has undergone more changes than a sunbathed chameleon. For the past 10 years, our industry has been in the midst of revolutionary technological advancements in ship size, design and operation. The huge new ships of today can carry five times and more the cargo of their predecessors at two or three times the speed, which is resulting in a shrinking U.S. mer­ chant marine and a shrinking job market for American seiimen. In addition, today's U.S. maritime industry is faced with tremendous competition from foreign-flag and third-flag fleets whose rate cutting practices have stolen millions of cargo tons from U.S.-flag, U.S.-manned ships. This unfair com­ petitive edge held by rate-cutting foreigners over U.S. ships has hurt the with its scheme. USPHS will ask Congress to appro­ priate the extra $25 million to keep the hospitals open. At this time. Congress is expected to pass the appropriations. grams for Staten Island college students and others in such fields as nursing, medical technology, X-ray technology and paramedics. Public Hearings Held Osims Undcratiljzation For years HEW has based its request to close the hospitals on the claim that the hospitals are underutilized. Congressman John Murphy (DN.Y.), whose district houses the Staten Island PHS hospital, the largest of the eight facilities, refuted HEW's "underutilization" claim. Murphy noted that in addition to primary beneficiaries, the Staten Island PHS hospital serves military personnel. Federal employees and Medicare pa­ tients as well as residents of the borrough's Willowbrook Development Center. He further noted that the facility handles about 150,000 out­ patient cases each year, and that about 10 percent of the hospital's inpatient residents are referred from other hos­ pitals because of overcrowding. Murphy also noted that the closure of the Staten Island facility would mean the elimination of many training pro­ On Apr. 1, the proposed closure of the USPHS system was the subject of public hearings, sponsored by the local Health Planning Agency, in Boston, which houses one of the eight remain­ ing PHS hospitals. Among those testify­ ing against HEW's plans were commu­ nity residents, hospital employees, pa­ tients, veterans groups and active duty servicemen. Ed Riley, SIU port agent in Boston, testified on behalf of the SIU and presented the Union's position that, instead of closing the hospitals, a 5-10 year plan should be developed for maintaining and upgrading the hospi­ tals so that these facilities would not only serve their primary beneficiaries but would become even more involved in fulfilling community health needs. At similar hearings in Galveston, 11 persons including County Judge Ray Holbrook and Dr. Edward Brandt, dean of Medicine at the University of Continued on Page 28 U.S. maritime industry's ability to compete on a global basis, which in turn has squeezed the job market for American seamen even tighter. Some American maritime unions have been hit a lot harder by the squeeze than others. As a result, some of those unions are undergoing serious prob­ lems of an internal nature. The SIU is not one of these unions. As a matter of fact, the SIU is in good shape today in all areas, despite the troubles of the U.S. maritime industry as a whole. And we are in good shape in the most important category—employment opportunities for SIU members. We did not achieve security for ourselves and our Union by luck or cir­ cumstance. Nor did we achieve it by blaming others for problems of our own making. We are where we are today because the SIU membership, over the years, has not only confronted its problejns but has continued to display the same indispensable ingredient that made the SIU a success to begin with—and that is a high degree of internal unity. However, internal unity encompasses a whole lot more than simply standing blindly together on an issue. We are all individuals with individual viewpoints and individual likes and dislikes. But when an important Issue involving the future of the organization comes up, Seafarers have tradi­ tionally been able to shed personal likes or dislikes and work together intel­ ligently toward a goal that will benefit the largest amount of Seafarers for the longest period of time. A recent example of what internal unity can do for our organization was displayed just last yearwhen66 Seafarers from ports throughout the country met at the Harry Lundeberg School to discuss demands for our contract. These men made legitimate and realistic suggestions for improvements in the contract. As a result of this fine display of cooperation we wound up with one of the best contracts in our history. It was a gratifying victory for all of us. To find another, and probably the most important example of internal unity among Seafarers, just look at the back page of this month's Log, which carries the names of those Seafarers who have already voluntarily given $100 or more to SPAD in the first four months of this year alone. Year after year. Seafarers have come through for the good of our organ­ ization by supporting SPAD. And with SPAD, the SIU has been able to push for new maritime programs, such as the Merchant Marine Act of 1970 and others which are helping our industry make a comeback, while at the same time keeping our Union a strong and viable organization representing American seamen. The SIU's history is filled with examples of internal unity and hard work among our members. It had to be this way or we would never iiave gotten off first base as a union. And it has to continue to be this way if our Union is to remain a viable force in the U.S. maritime industry. I am confident that the Seafarer of today, and for that matter the Seafarer of tomorrow, will, continue the tradition of our oldtimers by settling our differences intelligently while at the same time working together for a better industry and a better life for all of us. Chanaa of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIG, 675 Fourth Ave., Brooklyn, N.Y. 11232. Published monthly."Second Class postage paid at Brooklyn, N. Y. Vol. XXXVIII, No. 5, May 1976. Seafarers Log Page 2 X �Five Percent Wage Hike Starts on June 16 Seafarers will get an average 5 per­ cent wage boost in their monthly basepay on June 16 under the terms of the three-year freightship and tanker con­ tracts negotiated and signed last year"'^ between the SIU and its contracted companies. There will also be a 5 percent in­ crease in premium, overtime, and pen­ alty pay rates this year. (See copies of the New Standard Freightship and Tanker Agreements for more details.) In the first year—June 16, 1975 to June 16, 1976—of the new contracts, Seafarers received an approximate llVi percent wage hike. With a 5 percent raise this year, starting on June 16 and with another 5 percent increase due on June 16, 1977, a total pay increase of almost 22V2 percent over the three years of the contract will be reached. Some average highlights of the new monthly base wage, premium and over­ time rate increases include: • In the deck department on con­ ventional freightships bosuns will get a base-pay rai.se to $950.86 a month, an $8.28 hourly premium rate and $5.29 hourly overtime rate. (SL-7, SL-180-1, Mariner and LASH bosuns, chief elec­ tricians and chief stewards will get slightly higher base and premium pay hikes.) ABs base pay goes up to $723.93, $6.31 in premium pay and a $4.06 overtime rate. Ordinary sea­ men will now get $565.87 base pay, $4.95 premium rate and $3.22 overtime rate. On tankers (over 25,000 dwt) bosuns will get $1,014.01 base pay, $9.33 premium rate and a $5.29 overtime rate. Chief stewards and bosuns on ships built since 1970 get more base and premium pay. ABs will get $732.43 base pay, $6.40 premium rate and $4.06 overtime rate. Ordinary seamen will get $580.79 base pay, $5.09 premi­ um rate and $3.22 for overtime. • In the engine department on con­ ventional freightships, base pay of chief electricians goes up to $1,118.61 with a premium rate of $9.72 and overtime of $5.29. OMEDs will get $1,075.08 base pay, $9.25 premium rate and $5.29 for overtime. Oilers will get $723.93 base pay, a $6.31 premium rate and $4.06 for overtime. Wipers will get $672.46 base pay, $5.88 premium rate and $3.22 for overtime. On tankers, QMEDs will get $1,118.61 base pay, $9.72 premium rate and $5.29 for overtime. Chief pumpmen will get $1,023.28 base pay, $8.91 premium rate and $5.29 for over­ time. Oilers will get $732.43 base pay, $6.40 premium rate and $4.06 for over­ time. Wipers will get $672.49 base pay, $5.88 premium rate and $3.22 for over­ time. • In the steward department on con­ ventional freightships, chief stewards will get $950.86 base pay, $8.28 pre­ mium rate and $5.29 for overtime. Cook and baker base pay goes to $823.78, premium rate to $7.19 and overtime to $5.29. Messmen will get $561.46 base pay, $4.93 premium rate and $3.22 for overtime. On tankers, chief stewards (on ships over 25,000 dwt) get $1,018.05 base pay, $8.87 premium rate and $5.29 for overtime. Chief cooks will get $879.70 base pay, $7.67 premium rate and $5.29 for overtime. Cook and bakers will get $858.95 base pay, $7.25 pre­ mium pay and $5.29 for overtime. Messmen will get $561.45 base pay, $4.93 premium rate and $3.22 for over­ time. At Tulane University Foram tr Hall toCongress: Probe Coast Guard in Oil Rig Loss SIU President Paul Hall has called for a Congressional investigation into the Coast Guard's enforcement, or lack of enforcement, of safety and manning standards in the offshore oil drilling in­ dustry. Last month, 13 men lost their lives as an oil rig under tow capsized and sank during a storm in the Gulf of Mexico. Making this announcement as he addressed a session of the week-long 27th Annual Institute on Foreign Trans­ portation and Port Operations, spon­ sored by the Tulane University Gradu­ ate School of Business Administration in New Orleans, President Hall said "we suspect a cozy arrangement be­ tween the Coast Guard and oil com­ panies whereby rules aren't being enforced." Hall pointed out that "a number of retired Coast Guard men secure posi­ tions in the oil industry's corporate structure. These men then represent the companies in appearances before Coast Guard tribunals." As a result, said Hall, "the oil companies are taking advantage of their relationship with the Coast Guard to get concessions they don't need." To support this charge, President Hall pointed out a recent Coast Guard ruling which eliminates all unlicensed black gang jobs on Stand­ ard Oil of California's new tankers. He also noted that the SIU wants an investigation into any differences be­ SIU President aul Hall, right, Is joined by Father David Boileau of Loyola University School of Human Relations, at the dais during wrap-up luncheon of the week-long Institute of Foreign Transportation and Port Relations, spon­ sored by Tulane University School of Business Administration this month. The luncheon was held at the SIU hall in New Orleans. INDEX Legislative News 200-mile fishing bill Page 10 Washington Activities ..... Page 9 Union News Wage increases .... .Page3 President's Report Page 2 Dues assessment clarified . Page 5 Headquarters Notes ......Page 7 Detroit membership meeting Page 4 May, 1976 SPAD honor roll Back page Alcoholic rehab program .Page 14 Genera/ News PHS hospital fight won Page 2 National unehnployment ... Page 5 Foreign Transportation confab Page 3 Cffshore oil rigs Page 20 Russell Stover boycott .. .Page 12 NMEBA affiliates with MTD . Page 5 TWU strike Page 10 Emergency hospital care .. Page 8 tween exams given for identical mari­ time ratings in different states. "We think the examination records will indi­ cate there is a difference and if and when it exists it is for the benefit of the oil companies." A Unified Agency In further remarks at the annual Tulane maritime confab. President Hall called for a major effort to get maritime affairs "under a single maritime agency with Cabinet level representation." Presently, maritime issues are handled by a number of unrelated Federal agencies. Hall also urged ship operators to quit associations like the American In­ stitute of Merchant Shipping and the Pacific Maritime Assn., charging that these associations have failed to take stands on issues vital to U.S.-flag oper­ ators, like cargo preference, because "the oil companies have tremendous influence in the associations." As an alternative. Hall suggested the establishment of a single assocaition for U.S. flag operators only. Tribute to Logan Before concluding his remarks, Presisident Hall delivered a moving tribute to the late Charles H. Logan, a longContinued on Page 28 SIU Vice President Lindsey Williams chats with Mrs. Charles H. Logan, widow of the late Charlie Logan, a long-time friend of the SIU, who passed away last December. At wrap-up luncheon of the Tulane University confab, SIU presi­ dent Paul Hall paid tribute to the late Mr. Logan and announced that the SIU would name its college scholarship fund after him. Lessening porpoise mortality Maritime day Gibson letter Page 8 Page 8 Page 8 Shipping Beaver State crews up ...Page 11 Fitting out on Great Lakes .Pages 24-25 Dispatchers Reports Page 23 Ships' Committees Page 6 Ships' Digests Page 19 Training and Upgrading LNG Classes at HLS..Pages 15-18 Upgrading class schedule, requirements & application Pages 30-31 Seafarers participate in Bosuns recertification and 'A' seniority upgrading .,,Page 29 GED requirements and application Page 31 Membership News New SIU pensioners Page 22 Final Departures ... .Pages26-27 Pages Ml �wmm Chairing the April membership meeting, Detroit Port Agent Jack Bluitt (center) reads his shipping report. Roy Boudreau (left) acted as the meeting's record­ ing secretary and Jack Allen (right) as reading clerk. Waiting for the Detroit meeting to begin are, (from I. to r.). Great Lakes Sea­ farers Mohammed Abdallah El-Janny, Mike Sheriff and Mohammed Sharin. April Meeting Full as Lakes Start Fit Out ITH the Great Lakes' fleet be­ ginning preparations for a new shipping season, Seafarers in the De­ troit area turned out in full force for their April membership meeting. During the course of the Union meeting, the 100 or so Seafarers present heard the minutes from the April membership meeting held at SlU Headquarters in New York which included information about new ships, upgrading programs at the Harry Lundebei^ School, the Sabine Tanker organizing drive and the election of a Quarterly Financial Committee. Of special interest to Detroit Sea­ farers was a report given during the meeting on construction of a new Union Hall on the St. Clair River in Algonac. Detroit Port Agent Jack Bluitt, serving as the meeting chairman, also gave a report on the spring fitting out and notified the members at the meeting that the vessels of the SHJcontracted Kinsman Marine, AmeriSeafarer Fred Wolf makes a point during Good and Welfare. Steamship Co. and Erie Sand En^"tli^eetog ' I %"• 1-J: >Mr.~ Lakes Seafarer H. Hassan throws in for an AB's job on the Shipping) at a job call after the meeting: As spring fit out gets under way on the Great Lakes, Detroit Seafarers turn out in full force for their April membership meeting. Page 4 Seafarers Log �II Joblessness Tops 6% in 130 Out of 150 Key Cities Sharp Unemployment(10.3^o) Hangs On in the U.S, WASHINGTON—Notwithstanding the U.S. Labor Department's claim that the national jobless rate in April re­ mained unchanged at a recession level of 7.5 percent with 7,040,000 unem­ ployed, "substantial joblessness" hung over most of the country as the agency reported that 130 out of 150 major cities—near 90 percent of job centers— had jobless rates anywhere from 6 per­ cent to a record-breaking 20.2 percent. The Labor Dept. also pointed out that there was a 707,000 April job rise. However, on learning of these figures early this month, AFL-CIO President George Meany declared, "Despite the pickup in employment, there is no solid foundation for the President's electionyear optimism about the American • economy." Meany argued that "America still has double-digit unemployment." The true jobless rate, according to Meany, is 10.3 percent or 9.7-million without work (19.9 percent teenagers) taking into account the 3.2-million persons working parttime involuntarily — of course listed by the Government as em­ ployed—and the 1.2-million in despair who have given up looking for work. Last month Des Moines, Iowa and Tulsa, Okla. were added to the 130 cities afflicted with persistent and "sub­ stantial" unemployment. Thirty-two smaller areas also made the list. The Labor Department said there are now 1,252 areas—130 main and 1,122 smaller job centers—listed as areas of substantial or persistent joblessness. The highest jobless rates are mostly in the industrial states. Ponce, Puerto Rico has a 20.2 percent rate, Kenosha, Wise. 17.7 percent, Atlantic City, N.J. 14.8 percent. New Bedford, Mass. 13.5 percent, Jersey City, N.J. 13.2 percent and Utica-Rome, N.Y. 12.2 percent. 'Working Dues' Assessment Clarified Since going into effect on Oct. 1, 1975 by order of a membership-passed constitutional amendment, the new working dues assessments and how a Seafarer pays these assessments have caused some confusion among the membership. Though the system has been working very smoothly it has been found that there are basically two misconceptions about the working dues assessments: (1) some members are confused as to how these assessments are computed; and (2) some members are under the impression that working dues are de­ ducted from the Seafarer's regular vaca­ tion pay check, which is not true. First of all, a Seafarer's working dues. —^which are paid in excess of the regu­ lar $200 annual membership dues— are computed solely according to the number of days the Seafarer works. However, no working dues are assessed until the Seafarer accumulates at least 90 days of employment on SIU ships. A Seafarer who has accumulated at least 90 days of seatime and is eligible; for vacation benefits, pays his working dues when he files for his vacation check. According to the SIU's latest threeyear contract, which went into effect June 16, 1975, a Seafarer's vacation pay, based on one year of seatime is: • $2,200 for Group I (an increase of $800 over the old contract). • $1,800 for Group II (an increase of $600 over the old contract). • $1,400 for Group III (an increase of $400 over the old contract). Dues Increase Was Needed was accepted by the membership, it was I for exactly 90 days. When he goes to felt that some sort of dues increase was pick up his vacation benefits, he is given needed for the Union to maintain top his normal vacation check of approxi­ facilities and services for the member­ mately $550 (minus taxes) which is ship throughout the country. As out­ based on the $2,200 yearly rate for lined in a subsequently passed constitu­ Group I as outlined in the contract. This Seafarer also receives a check tional amendment, the dues increase would take the form of a working dues amounting to approximately $25 which reflects the approximate differential assessment. To enable the membership to cover after the working dues and all taxes the working dues assessments without have been deducted. So under the program of assessing having to reach into their own pockets, the Union was able to obtain agree­ ment from the operators for an addi­ tional increase in vacation benefits amounting to $350 per man, per year When throwing in for work dur­ regardless of whether he sails in Group ing a job call at any SIU Hiring I, II or III. Hall, members must produce the The actual working dues assessments following: amount to $50 per 90 days of employ­ ment. So if a Seafarer accumulates one • membership certificate year of employment, based on 90 days per quarter, his dues assessments for • registration card that year amount to $200. • clinic card But since the Union was able to get the additional $350 in vacation pay • semnan's papers through the renegotiation, the member who works a full year is actually receiv­ In addition, when assigning a ing $150 (minus Federal, state and other job the dispatcher will comply taxes) over and above his normal vaca­ with die following Section 5, Sub-^ tion benefits as outlined in the contract. So now when a Seafarer picks up his vacation benefits, he is actually given two checks. One check, the larger of the two, covers the total amount of nor­ mal vacation benefits due the member as outlined in the contract. The second check, the smaller of the two, reflects the differential between the agreed upon additional vacation pay and your working dues assessments which will have already been deducted. For the second year in a row, the For example, a Seafarer sails Group However, shortly after the contract Seafarers Log has won the First Award in General Excellence in the Interna­ tional Labor Press Associations' Jour­ nalistic Awards Contest. This ILPA award is the highest the Seafarers Log can win in its category, which is international union publica­ tions of newspaper format with less than 100,000 circulation. The Seafarers Log also won an The National Marine Engineers Award of Merit in the ILPA's 1976 Beneficial Association has joined the Journalistic Contest for a Unique Per­ formance in the Best Feature Story SIUNA and 42 other AFL-CIO category. maritime related unions by affiliating Entered in the ILPA's contest for the itself with the AFL-CIO Maritime first time, the Harry Lundeberg School's Trades Department. The Skipfack was cited in three cate­ The largest licensed marine of­ gories—an Award of Merit for General ficers union to be affiliated with the Excellence in a Regional Publication, MTD, members of the NMEBA are an Award of Merit for Best Feature now among the nearly eight million Story, and an Award of Honor for Best workers represented by the depart­ Use of Graphics. ment. The MTD is headed by SIUNA The editor-in-chief of the Seafarers President Paul Hall. Log is Marietta Homayonpour and Jesse Calhoon, president of the managing editor is James Gannon. As­ sistant editors are Ray Bourdiiis and NMEBA, will serve as that union's Jim Mele. Frank Cianciotti is chief representative on the MTD's Execu­ photographer and Dennis Lundy is as­ Jesse Calhoon tive Board. sociate photographer. George J. Vana working dues, the Seafarer not only doesn't lose anything, he actually gains a few dollars. Many Seafarers have chosen to donate this extra money to the SIU's voluntary programs including the Log Fund and SPAD. If you have any questions at all about the assessment of working dues, con­ tact the local Union hall or write the SIU Vacation Plan at Headquarters, 675 Fourth Ave., Brooklyn, N.Y. 11232. Hoti€e lo Members On Shippmg Proiedere ^' section 7 of the SIU Shaping Rules: '^Within each class of seniority rating in every Department, prior­ ity for entry rating ^obs shall be given to all seamen who possess LIfeboatman endorsement by thei; United States Coast Guard. The| Seafiirers Appeals Board maj^waive the preceding sentence when, in the sole judgment of ther Board, undue hardship will result! or extenuating circumstwc^ rant such waiver." LOG Wins ILPA 1st Prize 2nd Year in Row; Takes a Feature Plaque Marine Engineers Union Affiliates With MTD May, 1976 Marietta Homayonpour is production/art director, Frank Evers, cartoonist and Marie Kosciusko, admin­ istrative assistant. In 1975 the Seafarers Log staff also included Bill Luddy, who served as chief photographer and Anthony Napoli, an assistant editor. The awards, which cover 1975 publi­ cations, will be presented at the ILPA's St. Louis Conference on June 5 and 6. I LABOR PRESS AFL-CIO CLC Page 5 �The Committee Page Heches Committee Overseas Vivian Comrhittee Back in the S!U fold after two years under the MSG, Is the MV Neches (Mount Shipping), formerly the Falcon Duchess. Ship's Chairman, Recertified Bosun Eugene Flowers (seated right) talks to the rest of the Ship's Committee of, (seated center) Chief Steward John C. Reed, secretary-reporter and (standing i to r.):AB S. Lesko, deck delegate; Chief Pumpman John Rose, educational director; Utility Joe R. Roberts, steward delegate, and QMED I. Solomons, engine delegate. SlU Patrolman Steve Papuchls (seated left) holds the report he Is making on the crewlng-up of the tanker in the port of Norfolk on Apr. 28. The Ship's Committee of the tanker ST Overseas Vivian (Maritime Overseas) posed for this photo following a run from the Far East late last month at a payoff at the Howard Oil Co. Dock in Bayonne, N.J. At the payoff on Apr. 26 are, (seated I. to r.): Bosun Pete Gorza, ship's chairman; Second Pumpman Tony Novak, engine delegate; Deck Maintenance Dick Mason, deck delegate; Chief Pumpman Clarence Crowder, educational director, and Chief Steward Orestes Vola, secretary reporter. The last member of the committee Is (stand­ ing right) Cook and Baker'Charles C. Williams, steward delegate. Also (standing I. to r.) are Crew Messman Don Dokulil and OS G. Ortiz. Sam Houston Committee Borinquen Committee I Recertified Bosun Irwin Moen (front center) ship's chairman of the LASH SS Sam Housion (Waterman) relaxes with a cup of java at a payoff late last month at Brooklyn's Pier 7 In the port of New York. With him Ship's Committee of (I. to r.): Steward Delegate Joseph Simpson; Engflie Delegate E. E. Douglas, and Deck Delegate Gordon L. Davis after the vessel returned from the voyage to the Mideast. Zapata Patriot Committee Here's part of a happy Ship's Committee of the new tanker ST Zapata Patriot (Zapata) of Recertified Bosun Ralph Murry (right). si..,, s chairman and (I. to r.): Steward Delegate Bob Hirsch; Chief Steward Tony Arrellano, secre­ tary-reporter, and Engine Delegate Gene Morris. The ship, carrying refined petroleum, paid off In the port of Baltimore on Apr. 26. Page 6 With most of her Ship's Committee sporting moustaches. Recertified Bosun Callxto Gonzalez (2nd right) ship's chairman of the contalnership SS Borin­ quen (Puerto RIcan Marine) waits for a payoff In the port of New York early last month after a run to the port of San Juan. Without the face adornment Is Educational Director Billy Waddell (left), and (I, to r.): Deck Delegate Erik Hemlla; Steward Delegate Jose Fernandez; Gonzalez, and Engine Delegate Leonard Dllllng. Anchorage Committee Recertified Bosun Esteban Morales (right), ship's chairman of the container ship SS Anchorage (Sea-Land) with part of the Ship's Committee of (I. to r.): Chief Steward C. L. White, secretary-reporter; Third Cook Fernando Salgado, steward delegate, and Deck Maintenance J. D. Poston, deck delegate. The ship paid off In the port of New York on Apr. 21. She's on the coastwise run. Seafarers Log �Headquarters Notes by SIU Executive Vice President Frank Drozak After an absence of nearly two years, SIU crews are again going aboard the former Falcon tankers Duchess, Princess, Lady and Countess, now renamed the USNS Columbia, Neches, Hudson and Susquehanna. Although one of our contracted operators, Mount Shipping, was the success­ ful bidder for the one-year Military Sealift Command contract to operate the four automated tankers, the MSG has reserved the right to inspect the vessels every six months and to review their operations. If after the first year the MSG is satisfied that the ships are being properly maintained and running smoothly it has the option to extend the contract for another 30 months. If, however, the MSG is not satisfied, the contract can be terminated at almost anytime. All of the 60 operators who originally entered bids are still eager to take over the operations of these vessels. This means that if we are to protect our jobs on the four tankers the SIU crews aboard them must cooperate with one another and work together to insure smooth sailing. I ask the men aboard these ships to remember that they are not just protect­ ing their own job—that AB's job aboard the Neches or QMED's job aboard the Columbia belongs to every man in this Union. And not only are these jobs generating each man's wages, but they are also contributing to the maintenance of the SIU's Welfare and Pension Plan. They are helping to make each SIU member's pension and welfare benefits secure. I am sure that the Seafarers aboard these tankers, realizing the importance of their work, will act responsibly and with the unity Seafarers always show when there is a difficult job to be done. The SIU crew aboard the first of the four MSG tankers to be manned, the USNS Neches, has already set an example of seafaring excellence by preparing their ship for loading in eight hours less time than her previous crews had been able to do. I congratulate these men and urge other SIU members who take jobs on the Neches, Columbia, Hudson or Susquehanna to also show the MSG that there is not a bette'r or more efficient sailor in the world than a Seafarer. In other areas, SIU members are also contributing to the welfare and job Is# Tripper^ an HL55 Crad First tripper Don Dokulil, crew messman on the ST Overseas Vivian (Maritime Overseas) at work late last month in the port of New York following his gradua­ tion from the HLSS in Piney Point, Md. early in March. The vessel is on the run to the Far East. May, 1976 security of the entire membership by upgrading and sharpening their profes­ sional skills. This month, 12 more bosuns have graduated from the Bosuns Recertification Program, bringing to 379 the number of Seafarers who have gone through this course. This Bosuns Program has been one of the most successful educational courses the SIU has ever conducted. The bosuns who have graduated are passing along what they have learned during their two months in Piney Point and New York, helping to create a better informed membership and keeping beefs which arise out of misunderstandings to a minimum aboard their ships. Our "A" Seniority Upgrading Program has also been moving along well as six more Seafarers received their full Union membership this month. This brings the total number of SIU members to get their "A" books through this program to 227. After two weeks in Piney Point and two weeks in Headquarters, the men who have passed through this course are ready to help fill the gap left by Seafarers who are getting their well-deserved pension or who have passed away. I urge all eligible "B" book men to apply for this program as soon as possible. A new upgrading program, the Steward Department Recertification Program, is now in the planning stages and as soon as the details are worked out with the Harry Lundeberg School, the membership will be notified. In order to properly implement the program, the Bosuns Recertification Program will be temporarily suspended after the graduation of the class begin­ ning the program this month. This Union is also involved in helping its members prepare for the future by upgrading specific professional skills. The two-day Firefighfing Course jointly offered at the Lundeberg School and at the MSG-MARAD Firefighting School in Earle, N.J. enables any SIU mem­ ber to get a firefighting certificate, a certificate which the Coast Guard will some day require all seamen to have. If you would like to attend the program and get your firefighting certificate, see your port agent. LNG tankers will soon be entering the American-flag merchant fleet and seamen taking jobs aboard these vessels will be required to have special train­ ing and Coast Guard certificates. Seafarers can prepare for these ships through the Lundeberg School's excel­ lent LNG/LPG Upgrading Program. For more information about this program see the special LNG supplement in this issue of the Seafarers Log. I urge interested members in all departments to contact the Lundeberg School and to arrange to attend the next LNG class which is scheduled to begin on Sept. 20. (See Lundeberg School application on Page 31) Engineer Praises QMEDs A testimonial comes with this watch as QMED Tony Garza and Third Asst. Engineer Forrest C. King check the control panel aboard the LASH Stonewall Jackson. Brother King, an ex- Seafarer who upgraded, took an opportunity during a recent payoff in Brooklyn to tell a Log reporter that "I'm very pleased with the quality and efficiency of the QMED's coming out of your school, and I speak for all the engineers on the Jackson." Page 7 �•*X' ' •X*' • U.S. Tuna Fishermen Greatly Reduce Porpoise Mortality American tuna fishermen have suc­ ceeded in drastically reducing incidents of porpoise mortality in their tuna catches as a result of major improve­ ments and modifications of equipment and techniques. According to the National Marine and Fisheries Service, which has been monitoring progress in the tuna indus­ try, the porpoise mortality rate has plunged more than 30 percent in the first four months of this year alone. And the NMFS said it expects even further improvements in the last two thirds of 1976. The tuna industry's most important breakthrough in combating inadvertent porpoise mortalities came with the de­ velopment of the medina panel net. The revolutionary medina panel features a much finer meshing than in the old nets. This fine meshing prevents the porpoise from getting his snout entangled in the mesh, which was the major cause of porpoise deaths in the old wider meshed nets. Today's improved tuna nets also in­ clude a bold contender system, which gently forces the porpoise, which always swims near the surface, over the cart line via a long finely meshed apron shute. As a further precaution against por­ poise mortality, two speed boats, manned with fishermen carrying por­ poise grabbers, carefully follow the nets as they are dragged toward the fishing vessel during back down. The porpoise grabbed, a long pole shaped like a shep- Below is a reprint of the Maritime Day Proclamation issued by^rasi^§e0BeraidR0ord last month. THE WHITE HOUSE NATIONAL MARITIME DAY, 1976 BY THE PRESIDEl^ OF THE UNITED STATES OF AMERICA A PROCLAMATION ' . Maritime enterprise is one of the keystones upon which America's ecbriomic strength has developed. The spirit and vitality of this great Nation has been linked with the sea for more ban 200 years. As we celebrate this Bicenv tennial year, all Americans shpidd be aware of our proud maritime heritage. A^r winning independence^ die Founding Fathers considered shipping and trade so-crucial to the survival of the new Nation that five of the initial acts passed by the first Congre^ were desired to foster American trade maritime development. Over the years, in war and peace, the American merchant marine ha^ served the Nation. Today, in its position of world leadership, the United Stat continues to rely on its maritime industries. Shipping, shipbuilding, and vast flow of trade through our ports contribute to the Nation's economic devel<^>ment and security. To promote public awareness of our marine heritage, the Congress, in 1933 (48 Stat. 73, 36 U.S.C, 145) designated the anniversary of the first transAtlantic voyage by a steamship, the SS SAVANNAH, on May 22, 1819, as National Maritime Day, and requested the President to issue a prociamation annually in observance of that day. NOW, THEREFORE, I, GERALD R. FORD^ President Of the Uhil^ States of America, do hereby urge the people of the United States to honor our American merchant marine on May 22, 1976, by displaying the flag of ,the United States at their homes and other suitable places, and I request t|i|t i all ships sailing under the American flag dress ship on that day. I:, IN WITNESS WHEREOF, I have hereunto set my hand this fourteenth day of April, in the year of our Lord nineteen hundred seventy-six, and of the hadepeodence of the United States of America the two hundredth, ' LOG Reader SPAD Giver or-: 'A'}./ ' - . LOG reader Ismael Wala, general utility aboard the containership SS Charles­ ton (Sea-Land) gets a $20 SPAD receipt from SlU Patrolman Teddy Babkowski in the middle of last month. The ship, on the coastwise run, paid off in the port of New York at Port Elizabeth, N.J. on Apr. 29. Pages herd's crook, is used to gently pull the surface swimming porpoise over the corks and to freedom. As the nets are drawn nearer the fish­ ing vessel, it is common for five or six men to jump in the water and help any remaining porpoises over the top of the net. This is often a dangerous process since the nets pull in a number of sharks along with the tuna catch. Jim Bozzo, secretary-treasurer of the SIUNA-affiliated Fishermen's Union of Atlantic, Pacific and Caribbean, said that "the men are working very hard to prevent as many porpoise mortalities as humanly possible." Bozzo pointed oqt that "the safety of porpoise schools is vital to the tuna in­ dustry because porpoise run with the tuna, and when the boats sight surface swimming porpoises they know tuna are below. So if there is no porpoise popula­ tion, there is no tuna fishing industry, either." He also noted that "the tuna industry has invested a lot of money into im­ provements and modifications to reduce porpoise mortalities. And the industry is now experimenting with other means of cutting the death rate." Bozzo concluded "our goal In the tuna Industry Is a zero porpoise mortal­ ity rate, and we have already done much to help achieve this goal.** Gibson Writes About Merchant Marine—Navy Cooperation The following letter appeared in the April 1976 edition of Sea Power maga­ zine, the official publication of the Navy League of the United States. Written by Andrew Gibson who was Assistant Sec­ retary of Commerce for Maritime Af­ fairs from 1970 to 1972, the letter deals with pertinent issues brought up in an interview held with SIU President Paul Hall and published in the February 1976 edition of Sea Power. small numbers to be indicative of the stature of either the military officers as a group or those in the merchant ma­ rine. To single out any given individual or incident and use that as a basis for future naval policy is not only ridiculous but harmful to the best interests of the nation. Your magazine could serve a great purpose in bringing this issue out in the open. Either the U.S. merchant marine can be counted on to serve as the "Fourth Arm of Defense" as it was characterized by President Eisenhower, or it can't. The country and the industry are entitled to know. In your recent excellent interview with Paul Hall you raised two questions which I continue to find most disturb­ ing. Both questions were presented in the form of factual statements, to which Very truly yours, you asked Mr. Hall's comment. The first was that, "many senior Navy of­ ficers though — those who served in Andrew E. Gibson World War II, particularly—recall that v^'" • V during the war a number of merchant Ax V mm marine captains just didn't want to co­ operate with the Navy." The other was the assertion that, "the Department of Defense sometimes says they can't count on United States flag ships being avail­ able at all times—they are referring to Inquiries have been made vea possibility of a strike." ccnd^ by a bl Seafarers Both statements are closely related conceiving hffispifai car^ si a iiottand they indicate a state of mind pe­ UJSPHS facility. If a Seaferer is culiar to many senior naval officers which I believe precludes any real co­ too ill or badiy.|ii|ured to travel to operation with the merchant marine. a Public Heirith Servlee facilli^ he In part it appears to stem from a deepor sonumne acting m his be^i^ seated distrust of any civilian-run es­ Wust anthoriaHSU^ tablishment. To address myself to the the emeigency cise front the Bisecond statement first, I have been as­ rector/Medical Officer in Charge sociated with the U.S. maritime industry of the nearest USjPHS hOKSFital, for more years than I care to remember I^U^tlent clinic or coOiiot^d and was directly involved in various pil^itiui. Ihls request nti^ be capacities in World War II, the Korean niade by telephone or War and the Vietnam War. I cannot When the Medical Officer in recall one single instance of a strike ever directly or indirectly affecting any Clharge is satisfled that the seaman vessel carrying Department of Defense eli|g^ble condttlon Is a cargoes. While I can recall some welleineig^cyv he wU publicized accounts of sabotage by iri^ for- thO'r^ care'hhd'; ship's crews on naval vessels during the ;^thc USPHS will assume responsi­ Vietnam War, I am aware of nothing bility for aU bills. similar happening on board a merchant Unless this request for authorship. In all fairness if the Navy has some ^Izatioii is made within 48 hours of basis for questioning the reliability of tseeking treatment, the USPHS union crews they should say so. I think may refuse to pay for any of the that it's time to "put up or shut up." medical services rendered. As to the cooperation of merchant jSeafarers should also note that ships' captains during World War II, I can only speak as oiie of those captains. SiU Welfare Plan does riot I never heard of an instance, although ir; in^uyicd they may well have occurred, when the by members eligible for USPHES military establishment received less . M the than full cooperation. I encountered merchant marine officers during the war who I considered less than compe­ tent, but I certainly had the same ex­ perience with those in the military. I have never regarded these relatively Seafarers Log �Third'Flag Bill Washington Activities By B. Rocker Also in the Merchant Marine Committee, this-bHT'<!iKBKc.s minimum rates for foreign-flag carriers and protects U.S.-flag ships from being cut out of the market. Water Pollution The Senate Subcommittee on Water Resources is scheduled to hold hearings on water pollution liability. The bill would reduce the liability on spillages from $5 million to $50,000 for the first accident, with a schedule of payment for further occurrences. Coast Guard Merchant Marine Oversight The Merchant Marine Subcommittee is continuing to hold hearings on Title XI guarantees to promote financing or refinancing of U.S.-flag ships built in U.S. shipyards with materials produced in the United States. The hearings have covered the entire maritime program and have taken almost a year. Since the Title XI program began in 1938, 1,235 vessels and 2,831 lighters have been financed under its provisions. There have been only 10 defaults. It is likely that Title XI has made it possible to build many ships which could not have been built if private funding had to be found. Ocean Mining Hearings are scheduled in the House Interior and Senate Commerce Com­ mittees this month to consider promotion and regulation of mining in the deepsea bed. At the present time, the United States is the only country with the necessary technology, and equipment is extremely costly. However, West German com­ panies are running a close second and France and Japan are next—neither of the last two is in a U.S. consortium. For the protection of our nation's interest in the future, we must begin now to formulate policy. 200 Mile Limit The President has signed into law a bill requiring foreign fishermen to get permits to fish within 200 miles of our shores. The bill is an attempt to protect our firshermen from raids by foreign ships, particularly those which come into U.S. coastal waters to catch and process large quantities of fish in their float­ ing factories. SIU has been watchful and alert to laws which cover our industry, and our representatives have monitored new maritime bills in Congress for many years. We read the bills and review progress of the bills as they move throu^ the legislative process. We help educate congressmen and their staff members to the effects specific pieces of legislation have on Seafarers. Now it has come to our attention that some of the gains we have made through the Merchant Marine Act of 1970 and other legislation are being eroded by action or inaction of the Coast Guard. For that reason, we have started to gather information and are meeting with Coast Guard representatives to discuss manning scales, enforcement of regu­ lations and other problem areas. We are particularly concerned about any changes in working conditions for our members which would affect safety standards, especially in the area of reduced manning. International Transport Federation SIU hosted delegates of the International Transport Federation this month at the Harry Lundeberg School, Piney Point, Md. ITF, the free-world labor federation, includes within its membership dele­ gates from Great Britain, Holland, Denmark, Sweden, Norway, Finland, India and the United States. SIU has advisory membership within ITF, with official recognition from the State Department. We keep up with all developments as they apply to the U.S. maritime in­ dustry and contribute our views or rally support for proposals which will im­ prove Seafarers' working conditions, as well as the working standards for all Americans. During the meeting at Piney Point, the group prepared a draft of a manning scale to be presented to the seafaring section of ITF. They also discussed standards of training and watch-standing. It's Family Day at the C/Znic To Protect Your Job Security in the Fight for Favorable Legislation Seafarers are urged to contribute to SFAD. It is the way to have your voice heard and to keep your union effective in the fight for legislation to protect the security of every Seafarer and his family. Larger Vessels Needed For New Great Lakes Era It was weekly Family Day at the Headquarters Medical Clinic early last month as pediatrician Dr. A. Koutras (center) listens with his stethoscope to the little ticker of Michael Adam (right) as his mother. Mrs. John (Julie) Adams lends her moral support. Daddy ships as deck maintenance. May, 1976 In a projected new era of Great Lakes shipping, new, larger vessels must be built to carry the millions of additional tons of iron ore and low sulphur West­ ern coal which will be required, says a shipping specialist. To take care of the increased move­ ment on the Lakes, new ships will have to be longer, wider and be able to carry enormous quantities of cargo. In 1974, the combined Great Lakes iron ore and coal fleets worked to full capacity. Now the American Iron and Steel Institute reports that by 1980 the U.S. steel industry will need another 25-million tons of steelmaking ability. This would mean that an additional 31million tons of iron ore a year plus coal would be needed by then. Both these factors would result in a considerable amount of new cargo for the Lakes. • Since 1970, the size of the average Great Lakes ship has gone up more than 2,000-tons to 17,868-tons. By 1995, the expert sees the U.S. dry bulk fleet on the Lakes having 10 selfimloaders of 861-feet to 1,000-feet long; 12 self-unloaders from 768-feet to 869feet long and 25 self-unloaders of 700 to 767-feet long. Today, the Great Lakes fleet has only two self-unloaders in the jumbo class, one self-unloader in the second category and 14 self-imloaders in the last class. For the year 2020, 315-million tons of cargo are expected to be shipped on the Lakes. For this, 29 jumbo ships, 40 self-unloaders in the medium class and 60 in the last category are projected. The vessels will be 1,300-feet by 140feet and capable of carrying a cargo of 125,000-gross tons. Page 9 �Bill Extends U.S. Fishing Rights to 200 Miles Offshore President Ford signed a bill into law last month which extends U.S:A/ffslBSfc control over fishing rights to 200 miles until an international agreement is adopted by the United Nation's Law of the Sea Conference. American fishing organizations, in­ cluding the SlU-affiliated New Bedford Fishermen's Union, called for the 200 mile limit because Soviet and other for­ eign fishing fleets are decimating fishing grounds off the U.S. coast with "floating factories" which take large catches and ignore good fishery conservation prac­ tices. After March 1,1977 the law requires permits for all fishing vessels operating within the 200 mile limit except for I LP A Urges Enactment of Postal Service Subsidy Bill The International Labor Press As­ sociation (ILPA) fearing that the con­ stitutional right of free speech and free expression of ideas will soon be priced out of the reach of many Americans, is urging the U.S. Senate to approve a bill which would provide a Federal subsidy for the U.S. Postal Service and to in­ clude an amendment in the bill which would set a percentage ceiling on postal rates for non-profit second class mail. Almost all union publications, in­ cluding the Seafarers Log, are distrib­ uted at the non-profit second class postage rate. Calling these non-profit second ciass* publications "an endangered species," ILPA Sec.-Treas. Allen Y. Zack warned, "if continued increases in postal rates force more publications to fold, freedom of expression will become a luxury for only those who can af­ ford it." Introduced by Sen. Gale McGee (DWyo.), the postal bill supported by the ILPA and AFL-CIO provides for a public service subsidy of approximately $3 billion ovei' the next three years for the U.S. Postal Service (USPS). It would also create a commission to sys­ tematically study the current problems of the USPS. The amendment proposed by the ILPA would require that the non-profit postage rate not exceed 50 percent of the commercial second class rate. The ILPA feels this amendment is vital to the continuation of a free labor press because non-profit users of second class mail have been hit with the largest increases in postal rates. Further increases in these rates, the ILPA says, would force many union papers to cease publication and greatly hinder the free expression of ideas guaranteed by the First Amendment. and aircraft patrols to cover the new re­ stricted fishing zone. Observation satel­ lites and electronic identity devices called transponders aboard ^1 foreign fishing vessels with permits will aug­ ment the Coast Guard patrols as the U.S. begins this program to conserve and manage this vital natural resource. A Dozen QMEDs Graduate Wearing fedora on a blustery day, QMED Instructor Jack Parcel (center rear) is with 12 of his graduating class of QMEDs of, (I. to r. front): Ruben Rodri­ guez; Oscar Bird; Orlando Guerrero; Kenneth Linah, and Joseph Diosco. In the middle (I. to r.) are: John Gammon; Felix Durand; Robert Benson; Gary Westerholm, and Eric Sager. Bringing up the rear are (I. to r.): William Kenney; Parcell, and Fletcher Hanks. Textile Workers Study Consumer Boycott Against J. P. Stevens A dnve to organize employees of J.P. Stevens & Co., the second largest textile manufacturer in the U.S. and the "worst" anti-union employer here. IS I Because of the Employee Retirement Income Security Act of 1974 (often referred to as the Pension Reform Act) it3is extremely 1^ that the latest correct address of each member be On fik. If the Seafar Plans have your latest address, you will be able to receive all the neces­ sary and vital rnaterial which is fequb^ to be sent to you under the It is also very important that the Plans be aware of your marital statud Therefore, you are strongly urged td0 in the form below and send it to: Claims Department, Seafarers Welfare and Pension Plmts^ if5 20tf St.,Broolclyn, N.Y. 11215. ^afarers WeUore and PensitniFlaas • 8IU fleets follov^ing highly migratory species such as tuna. American fishermen will be given preferred treatment in obtaining the permits which will be limited in order to protect U.S. spawning and fishing grounds. The Coast Guard will expand its ship shifting into high gear witii a possible nationwide consumer boycott, now un­ der study, of the company's products by the AFL-CIO and the Textile Work­ ers Union of America (TWUA). Triggering the mammoth drive is the company's disregard of a clear National Labor Relations Board (NLRB) elec­ tion victory won by the TWUA in August 1974 and its refusal to bargain collectively with the union for a con­ tract for 3;600 Stevens workers at a seven-textile mill complex in Roanoke Rapids, N.C. TWUA says Stevens has stalled 20 negotiating sessions in Roanoke City for almost two years by not agreeing to sign a contract. The union has filed unfair labor practices with the NLRB to break the deadlock. The company has been found guilty by the NLRB of unfair labor practices 13 times since 1963. Eleven of these decisions were upheld by the higher courts. Workers lUegaUy Fired Stevens had to pay $1.3-million in backpay and reinstate 289 workers illegally fired for union activities. The company had to pay TWUA $50,000 in 1973 for illegally tapping union organizers telephones during a drive at the Stevens mill of 500 employees in Wallace, S.C. The TWUA has filed other charges with the NLRB on the company's closing its Statesboro, Ga. mill instead of bargaining with the union as the labor board and the courts ordered. Stevens has 46,000 other employes at 89 other plants in the U.S. And there are 700,000 unorganized textile work­ ers in the South. Stevens had record-breaking profits of $93.4 million in 1974 on sales of $1.25 billion. SIC/ Official on T.V. piBU 'Name LastN^e Fmt First Name Number and Street J, Middle Initial ' City State •••S ZlipCode ! 1 Mu / Day / Year Year of Employmeni MS 9 j.^anie rlnt , Last Name , First Name " ^ Middle Initial Permanent Print Number and Street Year Page 10 City State Zip Code SIU Atlantic Coast Vice President Earl "Bull" Shepard (2nd left) appearing on TV Channel 13 "What's Next Baltimore" Show on May 1 listens to the show's moderator (right) Richard Shrer ask "What do you feel is Baltimore's future as a major port in the foreign market?" Other members of the panel were (I. to r.): Ray Halpin of the Maryland Port Administration; U.S. Lines' George Maier, and Atlantic Container Lines' Robert Hays. Seafarers Log �New Tanker Beaver State Crews Up, Sails continues to man new ships giving jobs to our membership with the crewing up on Apr. 13 of the new San Clemente B class tanker, the 91,849 J. ^t m Heaver Slate (Westchester Marine) as the refined petroleum carrier (25-minion gallons) sailed for Singapore (ETA Mav 5) from the port of San Diego. The 894-foot vessel—a sistership of the SlU-contracted ST Worth (WM)—was built in the National Steel and Shiphiiilding Co. Shipyard in San f delivered to the company in February. She does 17 knots, draws 49 feet and her beam is more than 105 — IFori/i, the Beaver State Joins three other tankers launched by the company during the past two years and manned by SlU crews, the ST Golden Monarch, Golden Dolphin and Golden Endeavor. On the left, PIney Point upgrader and Day/QMED Mark Wllhelm, educational director, looks over the ST Beaver State's cargo pump controls. Top, a close shot of the tanker's bulbous, smilin' prow. Below, looking aft from the foscle head. Note the ship's bell in the foreground and the San Diego Bay Bridge (rear). Right, Recertified Bosun Ben Miggnano, ship's chairman, secures the tension wire rope in the windlass on the fantail. EDITORIAL POLICY—SEAFARERS LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, I960, meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the Executive Board of the Union. The F.xecutive Board may delegate, from among its ranks, one individual to carry out this responsibility. FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances, llie constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Members of this committee may make dissenting reports, specific recom­ mendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic. Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disburse­ ments of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively by the contracts between the Union and the shipowners. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the shipowners, notify the Seafarers Appeals Board by certified mail, return receipt requested, "rhe proper address for this is: Frank Drozak, Cbalnnan, Seafarers Appeals Board 275 - 20tb Street, Brooklyn, N. Y. II215 Full copies of contracts as referred to are available to you at all limes, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are available iii all SIU halls. These contracts specify the wages and conditions under which you work and live aboard ship. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. May, 1976 PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given fur same. Under no circumstances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to headquarters. CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize thenrselves with its contents. Any time you feel any member or officer is attempting to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. EQUAL RIGHTS. All Seafarers are guaranteed equal rights in employment and as members of the SiU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no Seafarer may be discriminated against because of race, creed, color, sex and national or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify headquarters. SEAFARERS POLITICAL ACTIVITY DONATION— SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including but not limited to furthering the political, social and economic interests of ^afarer seamen, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contribution may be solicited or received because*bf force, job discrimination, financial reprisal, or threat of such conduct, or as a condition of member­ ship in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Support SPAD to protect and further your economic, political and social interests, American trade union concepts and Seafarer seamen. If at any time a Seafarer feels that any of the above rights have been violated, or that he been denied his constitutional right of access to Unktii records or information, he should immediately notify SIU President Paul Hall at headquarters by certified mail, return receipt requested. Page 11 �AT SEA Rusself Stover Boycotted Where to Buy Your Union-Made Candy 55 Boston Capt. A. Svensson and Chief Officer E. Powell of the containership SS Boston (Sea-Land) while at sea on Apr. 4 on a coastwise run wrote the following letter to the ship's chairman, Recertified Bosun Leyal E. Joseph on the heroic action of a Seafarer crewmember in saving the life of a shipmate: "In recognition of Samuel A. Sotomayor's intrepid actions on Apr. 2 in rescuing a fellow crewmember, please cause the following log entry to be read at your \next meeting and to be included in the minutes thereof as a permanent record. "Log entry, SS Boston, Apr. 2, 7 p.m. Houston, Tex. "3rd Cook Victor Silva fell into the water at vessel's berth. City Dock No. 16, this port. "The seaman was returning to the vessel from shore when he apparently caught his foot in a hole or recess on the dock, at the gangway approach, and fell (into the water) between the inner and outer stringpiece of the dock. "The incident was observed from the poop deck by several of the vessel's crewmembers. "Upon noticing the plight of Silva, Messman Samuel A. Sotomayor, with complete disregard for his own safety and wellbeing, dove into the water from the vessel's fantail and supported Silva until a ladder and rescue lines were brought by ship's crew and others. "Both men were helped from the water. An ambulance was summoned and Silva left the vessel at 7:50 p.m., this date, for medical attention. "Other details of this incident as per separate reports and witness' statements. "For the record, it is herewith entered that, in the opinion of all present, Samuel A. Sotomayor, through his unhesitating and unselfish acions, saved the life of Victor Silva." The ship docked in the port of New York on Apr. 8. ST Ogden Yukon ". , . Seafarer crew was a great help in fighting the blaze (which charred her stem) on the ship," telephoned a crewmember of the ST Ogden Yukon (Ogden Marine) to Headquarters late last month when the grain ship was threatened at night by an intense dockside fire fueled by gasoline and propane which com­ pletely destroyed a wholesale lumber complex warehouse alongside in the port of Rensselaer, near Albany, N.Y. The vessel had just passed through the port of New York after delivering grain to Russia and had sailed up the Hudson River to a payoff in the port of Albany berthing at the Rensselaer Dock on Apr. 19 to load on com for the U.S.S.R., when the two-hour blaze empted in the Shephard and Morse Lumber Co. Ware­ house off Riverside Avenue. The fire began about 8:30 p.m. in the warehouse's old dock igniting the company's main office building and nearby gasoline and propane gas fuel tanks shooting heavy smoke, searing heat and flames soaring hundreds of feet into the atmosphere to menace firefighters and the stern of the Ogden Yukon. Led by the ship's chairman. Recertified Bosun Donato Giangiordano, the deck gang snuffed out the flames on the smoking stern as the vessel was swiftly man­ euvered out to midstream before serious damage or injury resulted. 55 Great Land A story in the "Seattle Audubon Notes" by Dorothy Siewers of the city's Wild Bird Clinic mentions two unnamed Seafarers of the Ro-Ro SS Great Land (Inter Ocean) who came to the aid of one of our feathered friends recently on a mn from Alaska. The story read: "The most colorful patient we've had in a long time is 'Muffin the Puffin,' who came tumbling out of a stiff gale and onto the deck of the SS Great Land in the Strait of Juan de Fuca. Fortunately, the ship was inbound to Seattle, and—also fortunately—two seamen volunteed to take charge of the bird, who was dis­ abled by a wing injury. The young men notified the clinic (in the Joshua Green Building at 33rd South) of the emergency, and 'Muffin' was soon under our care. He is an agreeable convalescent and is now thriving on a diet of smelt and clams. Since he's the first puffin we've ever had, we do tend to fuss over him a little." its employes to become members of the Bakery and Confectionery Work­ ers' International Union of America. "As a last resort effort to bring the Russell Stover management's labor re­ lations into the 20th Century, the Bak­ ery and Confectionery Workers have called a nationwide boycott against Russell Stover Candies. "The AFL-CIO Executive Council endorses this product boycott and urges all union members and concerned con­ sumers to refuse to buy Russell Stover Candies until the company rejects its patently anti-labor policfes." The BCWIUA urges consumers to buy their candy at these union-made companies: Following up a continuing U.S. con­ sumers boycott campaign and na­ tionwide picketing of Russell Stover Candies stores, the Bakery and Confec­ tionery Workers International Union of America (BCWIUA) has, in a state­ ment, renewed its appeal to the buying public not to purchase the non-union products and issued a list of firms man­ ufacturing union-made candy. The actions came after Russell Sto­ ver refused to bargain collectively with» the union. The union's statement declared: "Russell Stover Candies, Inc. has followed a consistent pattern of anti­ union activity in resisting the right of Cable Car Candy Co. Barricini Candies, Inc. 22-19 41st Ave. Long Island City, N.Y. 11101 700 West Pacific Coast Highway Long Beach, Calif. 90806 Boyer Brothers, Inc. Box 1232 Altoona, Pa. 16601 Cardinet Candy Co., Inc. (West Coast only) P.O. Box 5277 Concord, Calif. 94520 PaulF. Belch Co. West Front Street Bloomington, 111. Hooper's Confections, Inc. 4632 Telegraph Ave. Oakland, Calif. 94609 Price Candy Co. 718 Arch St. Philadelphia, Pa. 19106 Standard Specialty Co. 1028 44th Ave. Oakland, Calif. 94601 Brown and Haley (Northwest only) 1940E. 11th St. Tacoma, Wash. 98401 Hershey Foods Corp. 19 E. Chocolate Aye. Hershey, Pa. 17033 Societe Candy Co. (Northwest only) 800 Western Ave. Seattle, Wash. 98104 Candy Cupboard Brand Candy New England Confectionery Co. 254 Massachusetts Ave. Cambridge, Mass. 02139 Barton's Candy Corp. 80 DeKalb Ave. Brooklyn, N.Y. 11201 Ghirardelli Chocolate Co. 1111 139th Ave. San Leandro, Calif. 94578 Whitman's Chocolates Division of Pet, Inc. P.O. Box 6070 Philadelphia, Pa. 11914 James P. Linette, Inc. Front and Washington Sts. Reading, Pa. 19601 Rogers Candy Co. (West Coast only) 315 West Mercer St. Seattle, Wash. 98119 529 Main St. Boston, Mass. 02129 Vemells' Fine Candies (Northwest only) 1825 Westlake North Seattle, Wash. 98109 Planters/Curtiss Confectionery Division of Standard Brands, Inc. 3638 North Broadway Chicago, 111. 60613 Bunte Candies, Inc. 129 E. California Oklahoma City, Okla. 73104 See's Candy Shops, Inc. 3423 South LaCienega Blvd. Los Angeles, Calif. 90016 Schrafft Candy Co. ! ccirtft weweiy doUiriqp^ vessels; in this country, making a very snbstanthil cimfrilNiflion to tihe national ktdaiRce of payments and to the nation's economy. ST Eagle Traveler Departing one or two Gulf ports on May 12 was the ST Eagle Traveler (Sea Transport) carrying 31,000-tons of bulk wheat to the port of Alexandria, Egypt or Port Said, Egypt. 55 George Walton From the Gulf on May 13, the C4 SS George Walton (Waterman) hauled 1,500-tons of bulk brown rice to the port of Pusan, Korea. . ^ J ST Mount Navigator ' .'.fi ."-rv-.* ;Ji. .. .--.i . Transporting 31,000-tons of heavy grains to a Russian Black Sea port on May 1 was the ST Mount Navigator (Cove Tankers). -it 57 Overseas Aleutian On May 1 the 57 Overseas Aleutian (Maritime Overseas) traveled to aU.S.S.R. Black Sea port with 33,000-tons of heavy grains. Page 12 '"SI UseU.S.. can shipper, and America. i , ' -w ....... yihe Amerfefl' Seafarers Log �Don'f Buy Lever Brothers Produefs, ICWU Asks as Apr. 10 Strike Continues The Lever Brothers Co. Council of the International Chemical Workers Union has issued an appeal to the American consumer not to buy any of the company's following products until the firm's 2,600-employees end their Apr. 10 strike against the soap-pro­ ducing giant. Heading the Don't Buy List are household-word products which are made in four plants in Edgewater, N.J., Baltimore, St. Louis and Los Angeles. The products are liquid deter­ gents and fabric softeners: Wisk, Swan, All, Lux, Dove and Final Touch. Pow­ dered detergents are: Breeze, All, Drive, Rinso, dishwasher All and Silver Dust. Bar soaps are: Lux, Lifebuoy, Dove, Phase III and Caress. Tooth­ pastes are: Aim, Close-Up and Peposodent. Edible products are: Imperial and Imperial Soft Blend, Good Luck, Prom­ ise and Autumn margarines; Spry Shortening and Mrs. Butterworth's Syrup. Early this month, the union said, there were no meetings scheduled with Lever Brothers representatives and the company appears to be preparing for limited production, using office and supervisory personnel. Job Security Paramount So the ICWU believes this may be a long strike. The main issue, job secur- ity, is critical for the entire labor move­ ment, the ICWU notes. The union is effectively picketing the company's plants and is extending picketing to public warehouses which have con­ tracted with T^ever Brothers to do the striking worker's jobs. The Lever Brothers workers voted to reject the company's final offer by a vast majority. They say the company has announced plans which would re­ sult in the loss of many jobs in the four plants and is unwilling to guarantee any type of job security or to work toward a settlement which would give the workers the right to transfer to the other plants or to ease the pain of worker dislocation from the company after years of employment. Instead, the chemical workers claim, the company wants a three-year con­ tract so they can make the many changes they want unimpeded by eco­ nomic pressure. The ICWU has never had a three-year agreement with Lever Brothers in 30 years of collective bar­ gaining with them and they assert this does not seem to be the opportune time for them to do so. Lever Brothers is a wholly-owned subsidiary of Unilever, a gigantic multi­ national corporation with over 500 sub­ sidiaries administered from London, England and Rotterdam, The Nether­ lands. For Seafarers and Kin Under 65 You Can Get Medicare Insurance for a Permanent Kidney Failure Condition Seafarers and their dependents under 65 with permanent kidney failure are eligible for Medicare health insurance which provides continuous, life-saving dialysis treatments or a kidney trans­ plant, according to the U.S. Department of Health Education and Welfare, Social Security Administration. The new provisions of the health law coverage resulted from changes incorporiited in the 1972 amendments. To­ day, about 23,000 persons in the U.S. with permanent kidney failure are re­ ceiving dialysis treatments paid for by Medicare. / You are eligible for this coverage if: • You have worked long enough to be insured under Social Security or the Railroad Retirement System. • You are already getting monthly Social Security or railroad retirement benefits. • You are the husband, wife or de­ pendent child of someone insured or getting benefits under Social Security or 5ie Railroad Retirement System. You can apply for Medicare at any Social Security office or if you can't visit the office, a representative can visit you to take your application. If you are eligible, you doni pay a monthly premium for Medicare hospital insurance. For the voluntary Medicare medical insurance, you now pay a basic monthly rate of $6.70 and on July 1, $7.20 a month. The medical insurance pays for the outpatient maintenance dialysis, doc­ tors' and surgeons' fees, self-dialysis training and home dialysis equipment and supplies. The hospital insurance pays for kidney transplant surgery and related inpatient hospital services. For Medicare payment of this treat­ ment, hospitals must meet special health, safety and professional stand­ ards. Your doctor or the hospital can tell you if they are approved. When you start dialysis, your Medi­ care payments begin the first day of the third month after starting. When you enter a hospital for transplant your Medicare coverage starts. This total coverage ends 12 months after the month you either no longer require dialysis or you receive a trans­ plant. Your coverage would continue if dialysis had to be started again or an­ other transplant was needed during the 12-month period following transplant surgery. The medical insurance cover­ age stops if you don't pay premiums or cancel. A Government pamphlet, "Medicare for People Under 65 With Permanent Kidney Failure" can be picked up at any Social Security office. If you have permanent kidney faUnre and find yon are not covered under Medicare or cannot meet the Medicare medical insurance payment, contact SIU Welfare Director A! Bernstein to find out about other coverage, including the SIU Welfare Plan. Broffier Bern­ stein Can be reached at Union Head­ quarters, 675 Fourth Ave., Brooklyn, N.Y. 11232. SECURITY IN May, 1976 Y ASHORE Staten Is. (N.Y.) USPHS Hospital A makeshift, several-thousand-mile communications network using ship-toshore radio-telephones, ham radio operator sets and the ordinary telephone, used by a Florida ham radio buff, helped to save the life of a heart attack victim stricken aboard the SS Tamara Guilden (Transport Commercial) last month. The victim, the bulk carrier's radio operator, Horten E. Whaley, 50, of Warington, Fla., was stricken as the freighter was 250 miles southeast of the port of Philadelphia early on the afternoon of Apr. 14 following a run to the Med. As none of the Seafarer crew knew how to operate the ship's radio-telephone on the normal emergency frequencies, Capt. James F, Caylor, master of the vessel, was able to raise an unknown ham operator in Fort Lauderdale, Fla. who in turn notified the U.S. Coast Guard Base at Floyd Bennett Field, Brooklyn, N.Y. via telephone of the crisis. Simultaneously, a New Jersey ham was monitoring the radio transmissions between the Florida ham and the ship. "They were in contact with the ship through their radios," reported the Coast Guard, "and we were able to pass messages to the ship via radio-telephone." A special, long-range Coast Guard medical evacuation helicopter was dis­ patched from Brooklyn at 2:30 p.m. and lifted Whaley from the Tamara Guilden at sea. Set down at Fort Wadsworth, Staten Island, N.Y., he was speeded by ambulance to the USPHS Hospital here in Clifton where he received medical treatment at 6 p.m. On May 3, the hospital said the stricken seaman had been released to go home. Morebead City, N.C. "They that go down to the sea in ships, that do business in great waters; "These see the works of the Lord, and his wonders in the deep. "For he commandeth, and raiseth the stormy wind, which lifteth up the waves thereof. "They mount up to the heaven, they go down again to the depths: their soul is melted because of trouble. "They reel to and fro, and stagger like a drunken man, and are at their wit's end. "Then they cry unto the Lord in their trouble, and he bringeth them out of their distresses. "He maketh the storm a calm, so that the waves thereof are still. "Then are they glad because they be quiet: so he bringeth them unto their desired haven." Psalms 107:23-30 Spreading the above good word of the Bible here is a 1966 SIU scholarship winner who also won an art prize in the 1960-1 Union's Safety Program poster contest. Shipboard chaplain, the Rev. Bernard A. "Bernie" Maret, 38, joined the SIU in 1958 in Florida sailing five years in both the deck and steward departments, serving in between two years in the U.S. Army before retiring his book in the ports of Mobile in 1961 and in New York in 1963. The Bellmore, L.I., N.Y.-bom minister wrote to the Log to tell us that he and his wife. Norma now serve the spiritual needs of the American merchant seaman and their families. "I have a burden on my heart for seamen. I know personally how they think and how they live," wrote Rev. Maret. "I feel there is today a great need on American ships concerning the spiritual aspect of the life of the seaman ... As I minister on the ships, I know the very heartbeat of these men, not as one looking from the outside, but as one who has been down the same road. In closing. Rev. Maret said, "The ministry covers a wide scope: Bible studies, preaching services, personally counseling the men concerning emotional, domestic, and spiritual problems and ministering to the needs of their families when possible. "I believe the answer to all the problems one has is through a right relationship with God. When this is established there is a change in one's values, outlook on life and attitudes toward those he works with." Gives $1100 to SPAD Recertified Bosun Richard A. "Chris" Christenberry shows the 50 $20 SPAD receipts, totaling $1,000, which he bought last month in the port of San Francisco. He had also contributed $100 to SPAD earlier this year. Brother Christenberr> declared "I know that we must remjin in the political arena and elect people who are friendly to the maritime industry. Purchasing $1,000 of SPAD is a type of 'insurance policy' to protect my job." Page 13 �SlU Alcoholic Rehab Center Seafarer Writes About His Experiences in Program X •|ly y ;-;l1 this program has meant to him. Brother Sullivan said he hopes that by publishing these articles, other Seafarers who have the same problem he had, will seek help and come to the Alcoholic Rehab Center. (The Log wishes to thank Brother Sullivan for submitting these well written articles for publication.) This Is the Place to Do Something About Solving Your Problem I' •:S ' 1 van had that desire and is now on the road to a new life. Carried on this page are two pieces written by Brother Sullivan. One, en­ titled "The Road Back," poetically describes the inner turmoil of a man trying to make the decision to take the step to seek help. The other piece vividly describes what goes on at the SlU Rehabilitation Center and what 'niiere is no shame attached to ^^mg through the SlU's Alcoholic cohoUsm.... The shame is not doing ^^^abilitation Program in Piney something about it." Point. These are the words of John A. The road to recovery from alcohol­ Sullivan, a long-time SlU member ism is not an easy one. It takes time, from Seattle. John was—like so many work, a lot of help from others, and millions of Americans are—an alco­ most importantly, desire—the desire holic. Unlike so many millions of to break from a lifestyle dominated Americans, though, John decided to by alcohol and return to the main­ do something about it. He is now stream of society. Brother John Sulli­ By John A. Sullivan and if you have been drinking as heavy as I was, you're going to have the shakes. Your nerves are going to seem to jump out of your skin. We have all had these symptoms if we have ever gotten sober at times. The first two or three days are the worst you will ever experience, believe me. But we all come out of it in time. It's rough I know. The movies you will see here on al­ coholism are very interesting and enr lightening. You will honestly be sur­ prised at what you will see. By this I mean the movies show what alcoholism is and what it can and will do to you. You also listen to tapes on alcohol­ ism. Some are terrific, some others not so good. But mostly you will find it very informative. At the rap session later on in the day, you are asked to relate what you hear and see to yourself, and invariably if you are honest with your­ self you will find yourself somewhere along the line. To those who don't know what the S IU alcoholic rehab program is all about I'd like to tell you. I'm going through it now, and I'm glad I am. For those of you who have an alcoholic problem and want to do something about it, then my friend this is the place to do it. First, there are no iron bars, there are no locked doors. There are no chains to hold you here once you come. You can leave anytime you want, if you want to. But if you put in a week or two, then you will put in the whole five weeks. You know there is no shame attached to alcoholism. Some people think there is, but I think the shame is not doing something about it. That's why the SIU has undertaken this program of alcohol rehabilitation. I'm here because some­ body, a friend, knew I had a problem with alcohol and thought I was worth saving. Each one of us is a potential alco­ holic, whether we start with beer, wine A.A. Meetings or an occasional cocktail. The danger is there and the danger is real. You will be asked to attend A.A. When you first come to the Center, meetings while you are here. You might The Rood Rotii "Xv'v It's like coming out of a dark tunnel and now it's liglit. ^ -f Idiere's a path that leads up a small hill. .?. ' • I can see a fence at the top of the hill, -1: ^ , It's pretty high, and something is telling me to go up and climb this fence, I'm afraid of what's up there. What will I find on the other side? I shake off my fear and climb the hill. Now I'm at the bottom of ^e fence. It's high. I look up. I see the sun. It's warm as it caresses my face, I start climbing up and up. The sun gets warmer, the day gets brighter. Now Tm at the top, I straddle the fence. ) I can look in both directions. What a view! I look down at the path I've just come up—rocky, gravel, bumpy—the grass on either side has died, Utter has been thrown all about. I see people a little way off, I hear tnem laugh. even like them, I know I do. The stories you hear at these meetings are true. We have nil lived through it. You might think that when you ask a question that it is stupid or silly or embarassing, but don't think that way, it isn't. The ques­ tion you ask just might save your life, just might help you stay on the sober side of life. The rap sessions are what I like the best. Each man gets to express his own thoughts, his own ideas, his own way of thinking. And we all listen until he is done. Then we all kick it around. We give our opinions on what you haVe said, and maybe somebody in the group comes up with the answer you have been looking for all along. It's really great. Like Boarding House Before I came here I was told I had to work on the farm, pick peas etc. Well don't believe it, it isn't so. This isn't a hospital or an institution, nor is it a jail. To me it's like a boarding house for men only. Oh yes, we all help to keep it clean the same way you do your focsle on board ship or the way you do at home. Hell, I can't cook, but I cook breakfast for everyone and they are getting fat. You end up having a very personal relationship with everyone here. It's what I like to call brotherhood. Your major concern here is to clear your mind and body of the poison you have been drinking, and alcohol is a poison and it kills. We have all known someone in our travels, a friend, a family member, or whatever who has died from alcohol­ ism. Thank God alcrdioiism today isn't a dirty word. It's recognized for what it is, a disease. It has to he treated just like any other iUness. You wouldn't let a broken leg go untreated would you? It's the same with alcoholism. It must and has to be treated by people who know how. Many of the counselors here are exalcoholics. They have lived through the same experience we have. They are not here to censure you, they are not here to cram any religion down your throat. They are only here to help you, and 1 mean you, to get over your alcoholic problem. And it works, it's been proven. They remind me of a doctor. They take the whole man, take him apart and put him back together again in what they hope will be a healthier frame of mind and body. I believe, there is only one major requirement you need before coming here—that is a desire to stop drinking. If you have this desire you will be able to reach the goals you set for yourself in life. And that's what this is all aboiit, my life, your life. Alcoholism Is a major problem. One ont of every 10 Americans who drink has a serious drinking problem. Alcoholism is a disease. It can be treated. in . Get off the fence, fef come down! I sit trying to make up my mind, then I look the other way. There's a path. It's long and straight apd it looks like a bridle path for horses,. but I don't see any. ' On each side the grass is soft and green. The smell of clover is in the air, the flowers are in full bloom. There's a house and people in the distance. They're waving at me tod. ^ Which way to go? That's what I must d^ide. I look back and die people are having fun. It looks like a great time. I look the other way.—it's peaceful and quiet. The people I see are waving for me to come that way. What to do? What to do? I decide. I climb down off the fence. Somebody is there to meet me. ' We shake hands, the grass, the clover and flowers smell so good, " He asked rad why tfielence and why didn't I come in the door. It { swings both ways, he said. I I can push the dipdr open anytime,I said. He takes myjarm and we slowly walk up the path. , The people are still waving at roe. ^ By John A. SI j I I SIU Alcoholic Rehabilitation Center I am interested in attending a six-week program at the SIU Alco- j holic Rehabilitation Center. I understand that this will be kept strictly I confidential, and that no records or Information about me will be kept j anywhere except at The Center. I I I Name Book No I I Address (Street or RFD) j I I I (City) (State) (Zip) j I Telephone No Mail to: THE CENTER Star Route Boxl53-A Valley Lee, Md. 20692 or call. 24 hours-a-day, (301) 994-0010 I j } \ Seafarers Log Page 14 ... �'I ^ OHldal pvbUeatiM t th« SBAFARBIIS 3NTBIINAT10NAL UNION• Atlaatte, Oolf, LakM mmA lalaaB Waters District* AFL-CIO HLS Looks to Secure Future With LNG Training For upgraders at the Harry Lundeberg School, training to man LNG tankers involves both classroom instruction and field trips. In photo to the left, Thomas Gaston (I.) and Ron Laner review LNG loading pro'cedures as they prepare for their final exam. Pictured right a firefighting class learns how to handle a fog nozzle at the MSC-MARAD Firefighting School in Earle, N.J. All Seafarers going through the LNG program are required to attend the firefighting school. Natural gas is an important energy source for the United States and is quickly becoming even more import­ ant because of its clean burning properties which contribute little pol­ lution to our air. Unfortunately, America's supply of this fuel is limited. Other countries, such as Algeria and Indonesia, have huge natural reserves of gas which they would like to export. .Until re­ cently, however, there has been no practical method of getting this much needed fuel to the U.S. Liquid natural gas, or LNG, is simply natural gas which has been turned into a liquid by cooling it to 260 degrees F. In this liquid state it occupies only 1/600 of the space needed to hold the same amount of product in its gaseous state, making it a practical way to transport vast amounts of natural gas. As the technology for transporting large quantities of natural gas by LNG carrier nears perfection, gas sup­ pliers and consumers, terminal op­ erators, shippers and the Coast Guard are all turning their attention towards the training and qualifica­ tions which crews aboard these highly sosphisticated vessels will need to insure their safe operation. Their concern is well founded as it is estimated that by 1980—in just four years—-the U.S. will need 30 to 35 LNG ships to meet its natural gas im­ port needs. national regulations. They will re­ quire crews trained from top to bot­ tom in operating the new and differ­ ent ships, and in handling their unusual cargo. When thp first U.S.-flag LNG tank­ ers start operations next year there will be Seafarers from all departments ready to man these carriers because the SIU has had the foresight to set up an LNG training program at the Harry Lundeberg School, a program which will assure that Seafarers will be among the best trained and most safety conscious sailors ready to board these energy carriers of the future. This program, begun in 1975, is designed to give members of the stew­ ard, deck and engine departments two weeks of general instruction and, for those men who will actually be responsible for the cargo, more de­ tailed instruction in all aspects of LNG movement. During the first two weeks. Sea­ farers learn the basics they will need to sail aboard an LNG tanker, even if they have nothing to do with the cargo. They become acquainted with the characteristics of LNG cargoes and handling procedures, both load­ ing and once underway. Special stress is placed on the Familiar With Construction NATURAL GAS TANKS 'ity of each tank is 72,500 barrels or the equivalent ^ 250of gas. Complex Ships These carriers are complex vessels which have been carefully designed to provide safe transportation of this important fuel and which will have to meet new Coast Guard and inter- May, 1976 unique safety features of these tank­ ers and their special firefighting sys­ tems during this introduction to liquid gas carriers. The men are also introduced to the metric system which will be used aboard LNG tankers and many other new ships now under constructi.on. After the first two weeks, steward department members have a good basic knowledge of LNG carriage by. tanker and as under most circum­ stances they will not be involved in cargo handling, are ready to take a job aboard one of these vessels. During the next week of the pro­ gram, deck and black gang members study in depth all aspects of LNG tanker operations. In its liquid form, energy consumers will be able to transport-and store huge amounts of natural gas in compact storage and cargo tanks. They become familiar with tank construction, as well as with the con­ struction of the many special cargo handling systems, including vapor compressors, gas heaters, vaporizers and boil-off systems. Cargo loading and discharging op­ erations are then covered in great de­ tail, as are loaded and unloaded voyage operations. The special safety and firefighting system, and emergency procedures introduced in the first two weeks are then reviewed in more detail as the Seafarers who will be responsible for th safety of the entire crew and ship leam how to operate COj and foam firefighting systems, gas detectors, re­ mote cargo consoles and nitrogen gas systems. Seafarers in the program then leam about LNG liquefaction plants where the gas is supercooled into a liquid Continued on Page 18 Page 15 �w JJisiS I -.-p-.-v/'J - A JL"'' £••- • -fc. ^ f, 'pi: ' Seafarer Eric Sager makes sure he's ready for his finai exam and for a job on an LNG tanker. I 'Pr-[ ^ : rtii' .'-=--5 V: v.! ;; i ^ 1-" < "''"•%' • y-V 'li-'j "tr. ^'1 : 'i MM : - H' '"-x- A large part of the LNG course at the Lundeberg School is spent in the classroom learning about LNG chemical properties, handling and movement. Shown here reviewing for their final exam are, from left to right above, Seafarers Bill Burke and Joseph Diosco, and from left to right beiow, Lloyd Shaw, Allen Hooper and John Algina. In this sequence of photos Seafarers in the LNG Program learn how to approach and extinguish an extremely hot oil fire at the MSC-MARAD Firefighting School in Earle, N.J. With one team using a nozzle extension to cool off the area around the tank, the other team is able to get close enough to direct a high pressure hose with a fog nozzle at the base of the fire and extinguish it. 4. I ? 't i P V ' » y •;- I SgSfe % »v i' ( .' • : ••1-5 11 i /'i % J 'i!|l m I' '} •' . a.;, . -I I t, -; ^ iP^ • j.fiC' i-fr ' i 'if: -v 1 ••-•m't;: " '1 IP • " If' % h )>• ,jf5l 'V- i; r 5:' •r •. • ' . y ^ A I , " "'A-y'-- m -•-J. ' 'lit ^ yiT f«;.... y'p<- :| ; r'"' •I • 1 ,. f y-7' t! <•1 ty-fniblOl «"!? "b! B U ¥ 1 , .jl', ••i-'t m-. ;.;V-. 4; xm. . . .•niw.i.BejOooihJbfis?? cbMkil )>M(lw<»«via9 ^ : INtt pM flfwlwii lop VMIfi . «M> Inick m ; ••'i. ' li. FIRE feOUIPMENT ^ " r;, ;• ; '"•y'f ... 'H? t M' : •P* -•. During the Lundeberg School's LNG Program the men take a field trip to a "peak shaving" LNG plant in Baltimore. To the left is a pre-treatment system which prepares natural gas for the supercooling process needed to convert it to its liquid form. Above is (bottom) an automatic chemical firdfiqhting system which will help protect the plant in the event of a gas fire and (top) the central station which monitors and controls the entire plant. Page 16 Thfi Iji«st field trio taken bv the LNG classes is a tour of the Cove Point LNG Terminal in Maryland where LNG tankers will off-load liquid gas from Algeria. The terminal is Sil under conduction and is expected to be in operation by August of 1977. Shown clockwise from top left is the offshore dockmg P'atform for the l^G vessels- a tSd where the LNG fs stored until it is ready to be regasified; Terminal Manager Jim Markham showing an LNG class a model of the LNG pipe tunnel^ich leads from under the docking platform to the LNG tanks, and workers laying glass insulation on the floor of one of the LNG storage tanks. Page 17 �HI SEAFARERS ^ mb - LOG Offlelal pnbUeatlMi mi thm SEAFARERS INTERNATIONAI. UNION • Aclaatic, OnU, LakM mmA talaad Waters DlstHat* APL-GIO HLS Looks to Secure Future With LNG Training Continued from Page15 for trctnsportation and LNG terminals where it is off-loaded and regasified, roimding out their knowledge of the product from wellhead to consumer. Speeded Engine Rooms Deck department members test out of the course after the third week and black gang members devote the final week of the program to studying the special engine room plants found aboard these vessels. Because liquid gas is continually retiiming to its gaseous state as the supercooled LNG heats up in its tanks, most LNG vessels are designed to use this "boil-off" for propulsion, and en­ gine department Seafarers participat­ ing in the LNG program must learn how to operate specialized plants which bum both natural gas and fuel oil. Take Field Trips The four-week program is not just limited to classroom instruction. Sea­ farers in the LNG course take field trips to the MSC-MARAD firefighting school, an operating LNG storage plant in Baltimore and an off-shore LNG terminal which will be in opera­ Through the facilities of the Harry Lundeberg School, Seafarers like those in the LNG Upgrading Program pictured above will be ready to take their places aboard the LNG tankers when these energy carriers of the future —looking like the artist's rendition tion by the summer of 1977. , At the firefighting school in Earle, below—slip down the ways next year. N.J., participants in the LNG program, along with all those who attend the firefighting school, learn how to con­ tain and extinguish ship fires by using foam, COj and water. This field trip is an important part of the program because it insures that all of the men will graduate with a firefighting endorsement which every crewmember aboard an LNG vessel will be required by the Coast Guard to have. Baltimore LNG Plant The Baltimore LNG facility visited by Lvindeberg classes is a "peak shaving plant." This means that the Baltimore utility company liquefies large amoimts of gas for compact storage and stock piling during the summer when gas consumption is low and regasifies the LNG during the peak consumption months of winter. A field trip to this facility gives the LNG upgraders their first actual con­ tact with the liquid gas and is han­ dling, as well as an opportunity to examine the special LNG storage tanks and a working liquefaction plant. Cove Point Facdlity ) The last field trip is to Maryland's Cove Point LNG Receiving Center which is being constmcted by the Columbia LNG Corp. as an off-load­ ing terminal for liquid gas carried from Algeria aboard El Paso LNG tankers. This plant, when completed, will handle 650 million cu. ft. of natural Page 18 gas each day. The LNG will be vm- special equipment and futuristic facili­ loaded from tankers at an off-shore ties where they will load and unload platform which can handle two ves­ their LNG cargo. sels and pumped into storage tanks The Lundeberg School's LNG tanker through an imderground pipeline. training program does not end with The LNG will then be returned to its four week course. When the first its gaseous state at this terminal and LNG tankers are ready to be manned, put directly into the area's naural gas crews will spend a few weeks aboard pipelines. the ships learning the specific opera­ A tour of the unique terminal, even tions of their vessel and reviewing the though it is tinder construction, gives solid, basic LNG education they re­ the upgraders a first hand look at the > ceived at Piney Point before taking on their first cargo of LNG. Ready for Future LNG tankers have been called the energy carriers of the future. That fu­ ture is almost here and Seafarers will be among the few professional sea­ men ready for it because they have a facility like Lundeberg School to help them keep their skills up-to-date and their jobs secure. Seafarers Log �' TRANSCOLORADO (Hudson Wa­ terways), March 14—Chairman, Re­ certified Bosun T. Tolentino; Secretary J. Pitetta; Educational Director J. Peter­ son; Engine Delegate Bruce D. Wright. Chairman advised the crew on filling out beneficiary cards and that the young men aboard should take advantage of Piney Point and upgrade themselves. A discussion was held on the importance of donating to SPAD. Everything run­ ning smoothly. SAN JUAN (Sea-Land), March 28Chairman, Recertified Bosun W. Mitch­ ell; Secretary Angel Maldonado; Edu­ cational Director Christopher Bobbe; Deck Delegate W. Hammock; Engine Delegate Joseph C. Cyr; Steward Dele­ gate Eddie Hernandez. $67.55 in ship's fund. Chairman reported that the chief engineer passed away a few hours after departing Algeciras, Spain. Ship was re­ turned to Algeciras and he was put ashore so his body could be flown home. All of the crew donated for flowers for the widow and a radiogram of sym­ pathy was sent. Observed one minute of silence in memory of our departed brothers. INGER (Reynolds Metal), March 21 —Chairman, Recertified Bosun John Bergeria; Secretary Duke Hall; Educa­ tional Director R. D. Holmes; Deck Delegate William Eckler; Steward Dele­ gate Richard J. Sherman. $84 in ship's fund. Twenty dollars worth of second­ hand books and magazines was pur­ chased in Longview. When anyone is finished with any book or magazine he is asked to please bring it back to the recreation room. Chairman held a dis­ cussion on the importance of donating to SPAD. A vote of thanks to the stew­ ard department for a job well done. JOSEPH HEWES (Waterman Steam­ ship), March 21—Chairman, Recerti­ fied Bosun R. Ferrera; Secretary Robert A. Clarke; Educational Director Charles A. Henley; Deck Delegate Raymond C. Steele; Engine Delegate Bernard D. Burns; Steward Delegate Sherman Phil­ lips. Some disputed OT in deck, engine and steward departments. Observed one minute of silence in memory of our de­ parted brothers. Next port, Yokohama. TAMARA GUILDEN (Transport Commercial), March 14—Chairman, Recertified Bosun P. Sernyk; Secretary N. Hatgimisios; Educational Director VANTAGE DEFENDER (National R. Neilson; Engine Delegate John H. Transport), March 14—Chairman, Re­ Nettles; Steward Delegate John Hoggie. certified Bosun C. Faircloth; Secretary $9.80 in ship's fund. No disputed OT. L. Santa Ana; Educational Director All communications received were read R. K. Breeden; Deck Delegate D. Hood; and posted. A vote of thanks to the Engine Delegate F. Rivera; Steward steward department for a job well done. Delegate H. Cross. Chairman thankedARECIBO (Puerto Rico Marine the whole crew for making this a very Mgt.), March 7—Chairman, Recertified pleasant trip. Discussed the importance Bosun N. Bechlivanis; Secretary J. G. of donating to SPAD and suggested Guilles; Engine Delegate Thomas P. members upgrade themselves at Piney Conway. $6 in ship's fund. Some dis­ Point. A vote of thanks to the whole puted OT in deck department. Chair­ crew for keeping the recreation room man reminded all crewmembers about and messhalls clean at all times and to the importance of donating to SPAD. the steward department for a job well Secretary thanked all crewmembers for done. Next port in the Gulf. their cooperation and a job well done JEFFERSON DAVIS (Waterman in all departments. Everything running Steamship), March 11—Chairman, Re­ smoothly. Bosun G. Annis; Secretary A. certified ELIZABETHPORT (Sea-Land Serv­ Rudnicki; Educational Director N. Palice), March 14—Chairman, Recertified oumbis; Deck Delegate Paul E. HolBosun V. T. Nielsen; Secretary George loway; Steward Delegate Francis B. W. Gibbons; Educational Director Howard. Chairman reported that the David Able; Deck Delegate Frank J. Seafarers Log was received in Karachi Balasia; Engine Delegate Stan Marshall; and Chittagong. Talked about benefits Steward Delegate Wong Kong. $122 in and retirement requirements and sug­ ship's fund. No disputed OT. Chairman gested all members read the Seafarers held a discussion on the importance of Log more fully. Posted on the bulletin donating to SPAD. Secretary requested the crew to donate to the movie fund so board suggestions on items of interest in the Log. Next port, Colombo. that new movies can be obtained for the DELTA BRASIL (Delta Steamship), SAM HOUSTON (Waterman Corp.), next trip. A vote of thanks to the stew­ March 7—Chairman, Recertified Bosun March 28 — Chairman, Recertified ard department for good food and serv­ E. A. Rihn; Secretary B. Guarino; Edu­ Bosun Billy G. Edelmon; Secretary ice. Next port, Leghorn, Italy. cational Director Hugh Wells, Jr.,; En­ SEA-LAND ECONOMY (Sea-Land Thomas Lyle; Educational Director gine Delegate Juan Cruz. $75 in ship's Gary Lee Fairall; Deck Delegate Gor­ Service), March 21—Chairman, Recer­ fund. Chairman thanked everyone for don Davis; Engine Delegate Alan T. tified Bosun F. H. Johnson; Secretary their cooperation in making a smooth Baxter; Steward Delegate Derrell G. L. Nicholas; Educational Director H. and easy trip. Discussed the importance Reynolds. $68 in movie fund. Some dis­ DuHadaway; Deck Delegate B. Jarrat; of donating to SPAD. Members want to puted OT in engine department. Chair­ Engine Delegate E. Kent; Steward Dele­ know if it is possible to have movies on man held a discussion on safety while gate S. Morris. No disputed OT. Chair­ the ships especially on the African run. operating the crane. A vote of thanks to man discussed the need for more safety A vote of thanks to the steward depart­ the steward department for a job well meetings and the importance of donat­ ment for a job well done and especially done. Observed one minute of silence ing to SPAD. A vote of thanks to the to the baker for the pizza served this steward department for continuous good in memory of our departed brothers. food and service. Next port. New trip. They were almost as good as Shakey's. Observed one minute of si­ MAYAGUEZ (Puerto Rico Marine Orleans. lence in memory of our departed Mgt.), March 14—Chairman, Recerti­ brothers. AQUADILLA (Puerto Rico Marine fied Bosun M. Landron; Secretary B. SEA-LAND VENTURE (Sea-Land McNally; Educational Director R. Han- Mgt.), March 8—Chairman, Recertified Service), March 7—Chairman, Recerti- . Victor Carbone; Secretary W. Bosun non. No disputed OT. Our next port is fied Bosun W. M. Parker; Secretary Roy Reid; Educational Director S. Wala; San Juan and chairman suggested that R. Thomas; Engine Delegate Milton A. Deck Delegate Earl R. Smith. Some dis­ all members should try to donate to SPAD on arrival. Everything running puted OT in deck and steward depart­ Haveris. Chairman discussed the im­ portance of donating to SPAD. No dis­ ments. Chairman asked Brother Stefan smoothly. Kadziola to give his appraisal of his puted OT. The chief steward thanked upgrading at Piney Point. Brother Kad­ the crew for a great trip. Next port. New ziola said "It was the only way to go Orleans. DELTA SUD (DeltsTj Steamship), for upgrading; it was worth the time to March 1-—Chairman, Recertified Bosun see what our Union is doing there. It is a wonderful place." Chairman also Homer O. Workman; Secretary R. M. advised all crewmembers to remember Boyd; Educational Director J. C. Dile; to register to vote and suggested they Deck Delegate Angelo Urti; Engine Delegate Richard Busby; Steward Dele­ support SPAD. gate Albert M. Blazio. No disputed OT. SEA-LAND FINANCE (Sea-Land) The Seafarers Log was received in Rio. Service), March 7—Chairman, Recerti­ Secretary suggested that all members fied Bosun J. W. Pulliam; Secretary O. read the Log and find out about the re­ Frezza; Educational Director D. Sus- tirement and how it affects each mem­ billa. No disputed OT. Joe Sacco, ber. Observed one minute of silence in patrolman in San Francisco advised memory of our departed brothers. OGDEN WILLIAMETTE (Ogden anyone who thinks he needs help with his drinking problem to see his port Marine), March 7—Chairman, Recer­ agent. All the literature that was left on tified Bosun E. K. Bryan; Secretary board by Joe Sacco is posted for all to R. M. Kennedy; Educational Director read. A discussion was held on the ar­ A. Escote; Deck Delegate Carlos Spina. ticle that appeared in the Seafarers Log Chairman held a discussion on alcohol­ on sea power. It was suggested that all ism and the Pension Plan. No disputed support SPAD and read the Log. Next OT. Observed one minute of silence in memory of our departed brothers. port, Yokohama. May, 1976 Digest of SlU Ships' Meetings SEA-LAND GALLOWAY (SeaLand Service), March 21—Chairman, Recertified Bosun K. Hellman; Secre­ tary Raymond P. Taylor; Educational Director L. V. Thompson. No disputed OT. Chairman discussed the articles that appeared in the Seafarers Log on: alcoholism; the Joint and Survivor An­ nuity Benefit; SPAD in 1976; the USPHS hospitals and the Headquarters report. A vote of thanks to the steward department for a job well done. Next port New York. Official ship's minutes were also received from the following vessels;] TBERVILLE SEA-LAND MAlteT ROBERT CONRAD jBRADFORD ISLAND ^ OGDEN CHALLEN^R . muTAmR BALTIMORE ROSTON ERICK.HOLZER OVERSEAS ANCHORAGE SEA-LAND RESOURCE OVERSEAS ALEUTIAN SEATTLE . ALLEGIANCE SEA-LAND MCLEAN ^ SUGAR ISLANDER , " NLWAKK OVERSEAS ULLA OAKLAND % GUAYAMA ~ DELTA ARGENTINA -L i ULTRASEA . , V]| SAN FRANCISCO CHARLESTON .POTOMAC SEA-LAND COMMERCE OVERSEAS TRAVELER EAGLE VOYAGER "' SEA-LAND CONSUhffiR ? JPCMFINI^NN BANNER CimUMBIA SEA-LAND TRADE HUMACAO 5 MC»mCELLd VI^KDrY GALVESTON ULTRAMAR YEILOWSV^^ SAN PEDRO IPGDENWABASH OGDEN YUKON OVERSEAS ARCTIC (Maritime Overseas), March 21—Chairman, Re­ certified Bosun W. Baker; Secretary C. Shirah; Educational Director C. Durden; Deck Delegate D. Dickinson; En­ gine Delegate E. Elloit; Steward Dele­ gate C. Kreiss. $6 in ship's fund. Some disputed OT in deck department. Chair­ man held a discussion on members going to Piney Point to upgrade and suggested that all members donate to SPAD. A suggestion was made that a better gang­ way be put on this ship and a section of handrails be fixed so that they can be removed for dumping garbage. Next port Jacksonville. Page 19 �m It Offshore Oil Rigs Must Be US. Built, U.S. Manned—and Safe The U.S. offshore oil driliing industry is on the verge of a tremendous expansion which will include the construction and operation of literally hundreds of floating oil rigs for drilling in the Atlantic, Gulf, Pacific and Gulf of Alaska. However, before this expansion takes place, two Dancing to His Tune May, 1976 Official Publication of the Seafarers International Union of North America, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO Vol. 38, No. 5 Executive Board Paul Hal! President Frank Drozak Joe DiGiorgio Cal Tanner Executive Vice President Secretary-Treasurer Vice-President Earl Shepard Lindsay Williams Paul Drozak Vice-President Vice-President Vice-President SEAFAHBBSi^IiOO Marietta Homayonpour Editor-in-Chief 389 James Gannon Managing Editor Ray Bourdius Jim Male Assistant Editor Assistant Editor Frank Cianciotti Dennis Lundy Chief Photographer Associate Photographer Marie Kosciusko George J. Vana Administrative Assistant Production/Art Director Published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage paid at Brooklyn, N.Y. John Meo Paul Francis Gordon Your son Robert Paul Gordon re­ quests that you contact him at 1080 68th St., Brooklyn, N.Y. 11219, or call him at (212) 238-4136. Lionel Lester Shaw, Jr. Please call the editor of the Seafarers Log as soon as possible at (212) 4996600, ext. 242. Robert Leyva Please call the editor of the Seafarers Log as soon as possible at (212) 4996600, ext. 242. Dnrward D. Storey ^ Your daughter Mrs. A1 Langsew requests that you contact her as soon as possible at 4748 Bloomington St., Minneapolis, Minn. 55407. Page 20 Please contact Red Campbell at Union Headquarters. James Lee Camp James B. Camp requests that you contact him as soon as possible at Route 3, Box 230, Gaffney, S.C. 29340. Steven Dawnes Ms. Peggy McCarthy requests that you contact her as soon as possible at 2583 41st Ave., San Francisco, Calif. 94116. John Patrick Hall Your father Cliff Hall asks that you contact him at 7 Parnell St., Elsternwick, Melbourne, Australia. Thurston Lewis Percy Klauber asks that you contact him at P.O. Box 30644, Lafayette Square, New Orleans, La. 70190. very important issues must be re­ solved. The first issue involves the question of who will build, assemble and man these rigs. At the present time, there are no restrictions on the nationality of the equipment or on the vast ma­ jority of the men who work the rigs on the U.S. Outer Continental Shelf beyond the three-mile limit. Under the existing structure, foreign-built rigs and platforms could be erected to handle the development of the At­ lantic Continental Shelf and could be manned by foreign workers. In fact, a Canadian rig is currently working off the coast of New England. An SlU-backed amendment to the Outer Continental Shelf Lands Act Amendments Bill, which will soon be acted on by the House, would change this situation. The amendment, which will be brought up during floor con­ sideration of the bill, would ensure that only American built, assembled and manned rigs, platforms and other devices are used on the nation's Outer Continental Shelf for oil and gas ex­ ploration. America's growing offshore oil in­ dustry has the potential to provide thousands of jobs for Americans in the construction of the rigs, and thou­ sands more in the manning and supplying of the rigs. It would he criminal negligence to allow foreign workers to grah these johs especially when over nine million Americans are on the unemployment lines. How­ ever, foreign workers will get these johs imless Congress acts favorably on the SlU-hacked amendment. We urge Congress to do so promptly. The second issue involving off­ shore drilling that must be resolved —and resolved soon—is the Coast Guard's lax and illogical attitude to­ ward the training and experience re­ quirements necessary to get a license for a marine job on a mobile rig. In a recent position paper covering the minimum service and experience required to qualify a man for licens­ ing on an offshore rig, the Coast Guard stated that to be licensed as master an applicant needed four years (two years for mate) service as • roustabout, helper roughneck, roust­ about pusher, derrickman, crane op­ erator, deck watchstander, or the equivalent of these positions in the drilling or deck marine crews of the industry. Incredibly, though, the Coast Guard stated that up to half of the service time required could have been spent in working a landbased oil rig. To top this, the Coast Guard noted that since the usual work day on an oil rig was 12 hours, a man working the rig would be credited with W2 days service time toward getting a license. This is totally contradictory to the Coast Guard's regulations for U.S.-flag vessels. Under present rules, no matter how long a seafarer works beyond eight hours in a day, he still gets credit for only one day seatime in accumulating time toward upgrad­ ing or licensing. We feel that the Coast Guard, which continues to play the oil in­ dustry's song in matters concerning offshore drilling, is way off base with these lax regulations. We cannot see how the Coast Guard can justify applying double standards to training qualifications for seamen. Working at sea, whether it is on a mobile rig or on a merchant vessel, can be a dangerous business. The tragic sinking last month of an oil rig under tow in the Gulf of Mex­ ico in which 13 men lost their lives attests to this fact. The key issue here is safety. And a high degree of safety can never he achieved on these offshore rigs by adherring to the Coast Guard's pres­ ent training requirements. In light of last month's tragic oil rig accident, we believe the Coast Guard must toughen, not ease up on qualifica­ tions for marine johs on mobile rigs. In the true interest of safety, we strongly urge the Coast Guard to abandon this double standard. Postal Service Changes Needed No one will deny that our postal service is a mess—it's expensive, in­ efficient and every day seems to bring another announcement of new cuts in service. The biggest problem is the Govern­ ment's insistence that the Postal Service be run as some type of selfsufficient business. The Big Business managers brought in to run this "business" have run it into the ground with expensive piecemeal solutions and hastily put together, untested programs. Sen. Gale McGee, chairman of the Senate Post Office and Civil Service Committee, has introduced a bill which would provide the Postal Service with a three-year subsidy. We support this bill. The subsidy would prevent any further cut backs in this vital service and would give the USPS a chance to systematically reorganize its operations. The one change we would like to see in this bill would be the inclusion of an amendment proposed by the International Labor Press Associ­ ation to place a ceiling on second class postage rates for non-profit publications, publications that in­ clude almost all trade union papers. These rates have climbed higher than any others in the past few years and they are threatening to price ourconstitutional rights of freedom of speech and expression out of the reach of many unions. We urge the Senate to act quickly on Sen. McGee's bill and the ILPA's amendment. They offer a chance to find real solutions to the problems which are pulling our Postal Service apart and threatening our rights to freedom of speech, press, and ex­ pression. Seafarers Log �CHABLtS W MORGAN usKc iiiL HISTORIC PRESERVATION LETTERS TO THE EDITOR Thanks Union for Award ,This June I will be graduating from the Polytechnic Institute of New York. I would like to thank the Seafarers International Union for making it possible. Through my 1972 SlU Scholarship Award, I will earn a B.S. degree in Electrical Engineering. In conjunction with other scholarship awards, I have been able to set aside funds to use in the future when I plan to attend graduate school. Without this award, it would have been financially unfeasible. With this award, I was assured of a good education, as well as a future means of support. It served as a means of securing me in a position where I could concentrate on my studies without financial worries. The award has given me an opportunity to have a happy and secure life for which I shall always be indebted to the Seafarers International Union. I cannot tell you how grateful I am to the SlU. I hope that many more Seafarers and their dependents make use of this extremely generous benefit that the SIU has to offer and go on to rewarding careers. Sincerely yours, Steven Kong Wong Brooklyn, N.Y. 'A Word' to His Brothers A word or two to tell all my Union Brothers what a wonderful spring we are having in New Hampshire. Is this newsworthy in itself? I think so, especially since I am recovering from open-heart surgery and I could perhaps have missed all of this. To whom do I owe this new option on seasons? There are, of course, the 'PHS hospitals of Boston and Baltimore. And there is the National Institute of Health in Bethesda, Md. with special kudos going to Drs. Watson, Newman, Kastl "and Dixson for their excellent skill and care. I am also grateful to the entire riursing staff which is second to none in the quality of services rendered. I also wish to thank Mr. T. P. Grannis, the claims adjuster for Sea-Land for the expediency with which he processed my claims while awaiting for the final disposition of my case. The total impression is one of pride at having been a Union member for 31 years and of being able to enjoy such benefits. Fraternally, WUfredJ.Moore Somersworth, N.H. A record 16.5 tons of raw opium, which translates into®® 550,000,000 heroin "fixes" of undetermined street vdue, was seized last year in mountainous Afghanistan, a major producer of illegal opium. The raw opium would have been illegally carried overland out of Afghanistan, which is landlocked by Pakistan, Iran and Russia, and then smuggled by air or merchant vessel to various destinations for processing into heroin or morphine. Much of it would probably have wound up in the United States. . The huge opium haul was carried out by a special squad of the Afghan Police Force, which is funded by the United Nations Fund for Drug Abuse Control. This special United Nations agency, which was set up in 1971, has helped in the arrest and prosecution of over 100 narcotic cases in the last year alone. Sentences have been heavy. This U.N. agency is just one of many world-wide agencies and organizations that have been established in recent years to crack down on the trafficking of illegal drugs. The increasing amounts of drug smuggling arrests at airports and at marine port facilities overseas and in the U.S. indicates that these new law enforcement agencies are doing a better job at stopping the illegal drug traffic. Warning to Seafarers Young and Old: Drug Possession Means Loss of Seaman's Papers 'Best Bet Is Still in Washington' I believe there is a movement in the U.S. to defeat the organized labor move­ ment in our country. The Readers Digest gleefully reports of the breaking of a union affiliated with the West Coast Longshoremen. There seems to be a set pattern and here's how it works. Firs; a labor dispute occurs. The company fails to bargain in good faith which forces strike action. Then the company tries to scab the jobs. An ultimatum is given the workers and scabs are hired from other areas and under police escort replace the union workers. I think this depression we are going through is a planned thing. If it wasn't, why is nothing being done to end it? People out of work with huge payments to meet are easy prey to these scoundrels. As I write this we are tied up at the Panama Canal due to strike action. On the Armed Forces TV, the governor gave the military side of the beef and the inevitable ultimatum. Now 700 people left their jobs and no one does this without a good reason. No one representing the workers got a chance to air their side of the disagreement. We know they were threatened with a wage cut and loss of fringe benefits and the only way they could get any action was to lose their daily wage and perhaps their jobs as well [through a strike]. The military has always been anti-labor. You never see them cut their own pay. We must know that there are plenty of people in Congress who are anti-labor and are doing all they can to destroy our Union. The best gains Seafarers ever made was by Andrew Furseth in Washington. One man in one little room and I believe our best bet is still in Washington. The National Assn. of Manufac­ turers and all other powerful groups in the U.S. know this too. I believe in SPAD. Some of the money may be wasted. However, some of it is effective and we need all the help we can get. Many young people don't know what it is to be without a union and I hope they never find out. Finally, be aware who the enemies of labor are and who our friends are. We should give our friends all the help we can. Sincerely, H.McAleer,M477 May, 1976 If yoD aic convicted of possession of any illegal dn^—heroin, baifoitnlates, speed, LSD, or even marijuana—the U.S. Coast Guard will revoke your seaman papers, wMraut appeal, FOREVER. That means that you lose for the rest of yonr life the right to make a living by die sea. However, it doesn't quite end there even if you receive a suqiended sentence. You may lose your right to vote, your right to hold puhlk office or to own a gun. You also may lose the opportunity of ever becoming a doctor, dentist, certified public accountant, engineer, lawyer, architect, realtor, pharmacist, school teacher, or stockbroker. You may jeopardize your right to hold a job where you must be licensed or bonded and you may never he able to work for the city, the county, or the Federal government. Ifs a pretty tough rap, but that*s exacdy how it is and you cant do any­ thing about it. The convicted drug user leaves a black mark on his reputation for die rest of his life. However, drugs can not only destroy your right to a good livelihood, it can destroy your life. Drug abuse presents a serious threat to both your physical and mental health, and the personal safety of those around you. This is especially true aboard ship where clear mfaids and quick refiexes are essential at aD times for the safe operation of the vessel. D(m*t let drugs destroy your natural right to a good, happy, productive life. Stay drug free and steer a clear course. Page 21 t'- �New SIU Pensioners Jesus B. Fernandez, 65, joined the SIU in the port of New York in 1955 sailing as a chief cook. Brother Fer­ nandez sailed 32 years and walked the picket line in the 1962 Robin Line strike. He is a native of the Philippines and is a U.S. citizen. Sea­ farer Fernandez is a resident of Daly City, Calif. Theodore J. "Ted" Hansen, 67, joined the SIU in the port of Buffalo in 1962 sailing as a second cook for Kinsman Marine and Boland and Cornelius Steamship Companies. Brother Hansen was born in Ger­ many and is a resident of Toledo, Ohio. John Kroski, 64, joined the SIU in the port of Detroit in 1960 sailing as a fireman-watertender. Brother Kro­ ski sailed 43 years. He was born in Weaver, Pa. and is a resident of Lo­ rain, Ohio. Felix Muniz, 64, joined the SIU in 1943 in the port of New York sailing last as a bosun. Brother Muniz sailed 32 years and walked the picket lines in the 1961 Greater N.Y. Harbor strike and the District Council 37 beef. He was born in Rincoh, Puerto Rico and is a resident of the Bronx, N.Y. Bernard M. "Whitey" Moye, 65, joined the SIU in 1947 in the port of Mobile sailing last as bosun. Brother Moye sailed 48 years. He was born in Canada and is a resident of Marrero, La. Cleophas "Butch" Wright, 51, joined the SIU in 1947 in the port of New York sailing last as a bosun. Brother Wright sailed 34 years and received a SIU Personal Safety Award in 1960 for sailing aboard an accident-free-ship, the SS Del Alba. He was born in Mississippi and is a resident of Drew, Miss. Lewis T. Fitton, 66, joined the SIU in the port of Seattle in 1951 sailing as a bosun. Brother Fitton sailed 31 years. He was born in Wales and is a resident of Seattle where he will practice his hobby as a musician. /• Harold J. Grady, 65, joined the SIU in the port of New York in 1961 sailing as a fireman-watertender. Brother Grady sailed 40 years and during World War II. He had a sec­ ond assistant engineer's license and is a pre-World War II veteran of the U.S. Marine Corps. Born in Butte, Mont., he is a resident of Seattle. y/t • l' I i i' Ho Joeng Yjoe, 67, joined the SIU in the port of New York in 1959 sailing 19 years in the steward de­ partment. Brother Yjoe walked the picket line in the Greater N.Y. Har­ bor strike in 1961 and in the 1965 District Council 37 beef. He was bom in China and is a resident of New York City. i r# • n Page 22 Kenneth G. Huller, 64, joined the SIU in 1938 in the port of Mobile sailing in the engine department for 41 years. Brother Huller was born in Decatur, Ala. and is a resident of New Orleans. Russell N. Boyette, 55, joined the SIU in 1944 in the port of New Or­ leans sailing as an AB. Brother Boyett sailed 38 years. He was born in Dallas, Tex. and is a resident of Loranger, La. Recertified Bosun Stanley "Stash" Bojko, 55, joined the SIU in 1938 in the port of Philadelphia sailing last as a bosun. He was with the Sea-Land shoregang in 1969. Brother Bojko is i; a veteran of the U.S. Marine Corps in World War II. He was born in Philadelphia and is a resident of Hay. ward, Calif. Otha Bryars, 56, joined the SIU in 1942 in the port of Mobile sailing as a fireman-watertender. Brother Bry­ ars sailed 32 years. He was born in Alabama and is a resident of Perdido, Ala. Leoncio Calderon, 62, joined the SIU in 1939 in the port of New York . f last sailing as a chief steward. He •^1 was born in Fajardo, Puerto Rico and is a resident of Carolina, Puerto Rico. Recertified Bosun William A. "BUI" Wallace, 66, joined the SIU in 1949 in the port of Mobile sailing last as a bosun. Brother Wallace graduated from the Bosuns Recertification Program in July 1974. He is a veteran of the pre-World War II U.S. Navy. Born in Gasden, Ala., he is a resident of Mobile. Deposit in the SIU Blood Bank- Roy Boyd, 60, joined the SIU in the port of Baltimore in''l954 sailing last as a third cook. Brother Boyd sailed 27 years and is a wounded veteran of the U.S. Army in World War II. He was bora in Georgia and is a resident of Silsbee, Tex. It's Your Life Seafarers Welfare, Pension and Vacation Flans Cash Benefits Paid Mar. 25-Apr. 21,1976 CPACADCDC WCTCADTJ m AM SEAFARERS WELFARE PLAN ELIGIBLES Death In Hospital Daily @ $1.00 In Hospital Daily @ $3.00 Hospital & Hospital Extras Surgical Sickness & Accident @ $8.00 Special Equipment Optical Supplemental Medicare Premiums Number MONTH TO DATE Amount YEAR TO DATE MONTH TO DATE YEAR TO DATE 5 442 Ill 14 1 • 5j835 1 136 4 40 3,071 937 5? 7 21,701 5 531 102 $ 25,000.00 442.00 333.00 1,280.90 60.00 46,680.00 426.00 4,196.42 434.70 $148,259.55 3,071.00 2,811.00 14,584.09 481.00 173,608.00 1,357.29 15,474.23 5,548.10 DEPENDENTS OF ELIGIBLES Hospital & Hospital Extras Doctors' Visits In Hospital Surgical Maternity Blood Transfusions Optical 445 86 107 17 — 121 1,480 288 387 73 1 430 107,564.42 3,809.15 14,708.43 6,000.00 — 3,575.88 412,032.02 12,167.99 58,833.03 23,450.00 25.50 12,035.74 PENSIONERS & DEPENDENTS Death Hospital & Hospital Extras Doctors'Visits & Other Medical Expenses .. Surgical Optical Blood Transfusions Special Equipment 12 165 100 16 58 1 2 38 629 386 42 223 1 8 44,493.30 21,793.68 4,877.53 4,052.00 1,649.00 258.00 313.32 134,493.30 93,579>40 16,316.54 8,851.00 5,736.95 258.00 1,126.29 3 2,063 4 6,228 546.00 14,656.00 896.00 45,259.60 13 47 7,012.75 19,755.17 9,758 2,492 900 13,150 36,712 7,430 4,720 48,862 314,162.48 627,728.21 489,515.87 $1,431,406.56 1,210,010.79 1,879,358.21 2,466,282.57 $5,555,651.57 Dental Supplemental Medicare Premiums SCHOLARSHIP PROGRAM TOTALS Total Seafarers Welfare Plan Total Seafarers Pension Plan Total Seafarers Vacation Plan Total Seafarers Welfare, Pension & Vacation Seafarers Log �DISPATCHERS REPORT APR. 1-30,1976 Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals Deep Sea Great Lakes Alpena Buffalo Cleveland Detroit Duluth Frankfort Chicago Totals Great Lakes Totals Deep Sea & Great Lakes Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston ; Piney Point Yokohama Totals Deep Sea Great Lakes Alpena Buffalo Cleveland Detroit Duluth ; Frankfort Chicago Totals Great Lakes Totals Deep Sea & Great Lakes Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals Deep Sea Great Lakes Alpena Buffalo Cleveland Detroit Duluth Frankfort • Chicago Totals Great Lakes Totals Deep Sea & Great Lakes Port Boston •' New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals Deep Sea Great Lakes Alpena Buffalo Cleveland Detroit Duluth Frankfort • Chicago Totals Great Lakes Totals Deep Sea & Great Lakes Totals All Depts. Deep Sea Totals All Depts. Great Lakes ••• Totals All Depts. Deep Sea & Great Lakes May, 1976 TOTAL REGISTERED All Groups Class A Class B Class C TOTAL SHIPPED All Groups Class A Class B Class C REGISTERED ON BEACH All Groups Class A Class B Class C >nunen » Union IfUand Bofttmea's yj, ' DECK DEPARTMENT 5 83 7 26 19 4 15 66 42 21 15 29 8 57 0 4 401 3 8 2 5 6 0 1 11 5 3 1 3 1 8 0 1 58 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 73 5 11 7 1 12 77 31 19 19 33 5 57 0 3 358 3 42 3 4 10 0 0 25 8 2 0 6 0 18 5 0 126 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10 163 23 55 23 9 44 114 60 58 16 61 19 136 0 5 796 4 5 3 6 8 1 6 10 4 7 4 4 1 13 0 2 78 0 5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 19 4 34 32 31 12 23 155 556 1 0 8 5 1 1 3 19 77 0 0 0 0 1 0 2 3 3 25 15 34 80 41 22 31 248 606 14 6 19 15 6 7 8 75 201 0 0 1 1 3 0 0 5 5 11 0 10 8 3 0 9 41 837 0 1 7 1 0 1 1 11 89 0 0 0 2 1 0 3 6 11 ENGINE DEPARTMENT 0 1 2 0 61 25 0 5 2 0 11 4 0 3 7 0 2 2 0 2 4 0 21 51 0 8 19 0 1 24 0 10 1 0 6 28 0 1 7 0 18 48 0 0 7 0 1 1 0 106 277 4 115 19 5022 4 31 95 37 55 17 38 18 100 0 1 606 4 43 4 14 7 2 7 14 6 12 7 19 2 26 0 3 170 0 1 0 0 0 0 0 0 1 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 5 1 4 17 3 1 3 34 640 • 7 1 2 2 2 3 1 18 198 0 2 0 3 3 0 0 8 10 STEWARD DEPARTMENT 0 2 2 0 28 51 0 4 4 0 8 7 0 8 11 0 0 1 0 0 2 0 21 48 1 11 12 0 1 15 2 1 8 9 0 26 0 2 4 28 2 35 0 11 0 0 0 0 137 224 4 1 63 7 18 17 7 20 55 33 44 10 19 12 60 0 0 366 1 3 0 3 2 0 0 2 1 3 1 3 0 2 0 1 22 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 4 0 0 0 6 2 0 1 9 375 1 0 0 0 0 0 0 1 23 0 0 0 0 1 0 0 1 2 6 149 16 33 19 4 29 78 36 43 18 52 18 84 0 4 589 6 23 0 3 1 1 0 0 1 0 2 1 1 0 0 0 39 19 4 7 10 1 2 0 43 632 859 73 932 9 13 3 48 13 2 13 101 140 45 116 161 3 76 6 22 18 2 13 52 23 19 12 21 10 52 0 2 331 3 17 3 6 2 0 2 10 3 4 3 7 1 13 0 0 74 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 5 3 16 26 11 3 12 76 407 3 1 2 1 3 4 0 14 88 0 1 0 1 2 0 0 4 5 0 33 2 10 7 3 9 25 20 17 5 14 6 27 0 0 178 0 1 0 1 5 0 0 0 1 1 1 1 0 1 2 1 15 2 0 5 4 3 0 4 18 196 1 0 0 0 0 0 0 1 16 0 0 0 0 0 0 0 0 0 0 0 0 o 0 0 0 0 0 0 0 0 0 0 0 0 0 3 6 25 35 15 3 18 105 382 3 2 10 20 8 4 11 58 282 7 1 4 9 2 2 0 25 131 0 0 0 2 3 3 0 8 145 ENTRY DEPARTMENT 2 25 5 21 3 6 8 31 11 15 2 12 6 19 0 2 168 18 14 3 8 53 25 14 8 30 8 40 21 2 336 1 11 0 1 0 0 0 0 1 0 2 1 1 1 0 0 19 3 10 18 36 9 13 18 107 275 1,078 356 1,434 18 5 17 10 9 9 6 74 410 483 108 S91 6 8 3 14 9 1 11 52 71 ~ 20 59 79 8 75 P 859 411 1,270 369 108 477 4 5 9 PRESIDENT Paul Hall SECRETARY-TREASURER Joe DlGiorgio EXECUTIVE VICE PRESIDENT Frank Drozak VICE PRESIDENTS Earl Shepard Lindsay Williams Cal Tanner Paul Drozak HEADQUARTERS ALPENA, Mich 675 4 Ave., Bklyn. 11232 (212) HY 9-6600 800 N. 2 Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216E.Baltimore St. 21202 (301) EA 7-4900 BOSTON, Mass 215 Essex St. 02111 (617) 482-4716 BUFFALO, N.Y 290 Franklin St. 14202 (716) TL 3-9259 CHICAGO, III.. .9383 S. Ewing Ave. 60617 (312) SA 1-0733 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) MA 1-5450 DETROIT, Mich. 10225 W. Jefferson Ave. 48218 (313) VI3-4741 DULUTH, Minn 2014 W. 3 St. 55806 (218) RA 2-4110 FRANKFORT, Mich P.O. Box D 415 Main St. 49635 (616) 352-4441 HOUSTON, Tex 5804 Canal St. 77011 (713) WA 8-3207 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, NJ. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala IS. Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va 115 3 St. 23510 (804) 622-1892 PADUCAH, Ky 225 S. 7 St. 42001 (502) 443-2493 PHILADELPHIA, Pa.. .2604 S. 4 St. 19148 (215) DE 6-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 PORT ARTHUR, Tex 534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif. 1311 Mission St. 94103 (415)626-6793 SANTURCE, P. R. 1313 Fernandez Juncos, Stop 20 00909 (809) 723-0002 SEATTLE, Wash 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo.. .4581 Gravois Ave. 63116 (314) 752-6500 TAMPA, Fla..2610 W. Kennedy Blvd. 33609 (813) 870-1601 TOLEDO, Ohio 935 Summit St. 43604 (419) 248-3691 WILMINGTON, Calif. 510 N. Broad St. 90744 (213) 549-4000 YOKOHAMA, Japan P.O. Box 429 Yokohama Port P.O. 5-6 Nihon Ohdori _ Naka-Ku 231-91 201-7935 The spring shipping srason on tie Great Lakes got kto fail swing last month as more than 500 Seafarers shipped from SIU halls on the Lakes. At the deep sea ports, shipping pick^ up by more than 100 jobs over fte previous month for the second month In a row. In all, 1,756 Seafarers on the deep sea and Oreat Lakes shipped last month, of which 1,270 were fidl book men. . ^ Page 23 �' ' - • . • « •: • . '-'i- l' •'","-w " SfniiJK^ Seafarer Ali Ataifa, sailing as wiper, sweeps up metal shavings and other small debris which have accumulated during fit out of the SS John T. Hutchinson engine room in Toledo, Ohio. The ice is gone and steam whistles are blowing again all over the Great Lakes, calling Seafarers back to their ships for the annual spring fitting out and It's dusk in Toledo, Ohio and the long decks and towering deckhouse of the SlU-manned self unloader Abam E.Cornelius seem to dwarf the distant eerie span of the Anthony Wayne Memorial Bridge. ^ shipping sea- son. In Duluth, Milwaukee and Alpena, in Detroit, Toledo and Buffalo, in Chicago, Cleveland and Bay City the ships that laid quietly in their ice-bound ports all winter are now belching smoke from-their stacks as the boilers are fired for the first time in months and burners are ad­ justed. Their hulls and decks are ring­ ing as men chip and scrape the winter-old rust away and the air is crackling with sound of arc welders as cargo holds are read- t « •/ Seated comfortably over the side between deck and water level with paint brush in hand, Ordinary Seamen Richard Roussin (top) and Charlie Richard­ son apply fresh coat of paint to name of their ship, the Adam E. Cornelius. On the SS Seorge Gobel, operated by Kinsman Marine, Seafarers Yahia Saeed (left) and Ali Nasser raise ladder to reach stack which is due for a paint job. Page24 Seafarers Log .* .• .• ' * 7 ) f f \ r ? ; • • �.v--r .V Seajane/is k ^hetfi Shifii Belching water, the SlU-manned John T. Hutchinson is ready to leave Toledo Ohio on her first voyage of the 1976 shipping season. M/:: 'ij-- • . -• . t .> A' i.,.. • Rustling up some grub for breakfast on the John T. Hutchinson is Seafarer Harry Petersen, sailing as second cook. ied for the concrete, ore, coal and other products they'll carry until the next winter's freeze. In the galleys, pantries that lay hare all winter are filling up with the staples that will help keep the crews well fed and happy as grill, ovens and boxes are scrubbed down in prepara­ tion for a long shipping season. People along the Lakes shore are happy to see these straightdeckers and self-unloaders manned by Seafarers moving out of their winter berths. Not only • is it as sure a sign of spring as the arrival of the first robin, but it also means that after the win­ ter's inactivity, the bulk cargoes so vital to the area's agriculture and industry will again be mov­ ing on the efficient and econom- Seafarer Francis Buttas stamps out flange on damper that was stripped and needed a new thread. Buttas sails as fireical ships of the Great Lakes fleet, man aboard the John T. Hutchinson. Fittino^oLrt each busy time for Seafarers on the Great Lakes as they ready ships, which have laid idle for the winter, for a long shipping season. In aboye Xtos SeSr Hizan Alzankari, (left) removes latches on cargo hold covers on the SS John A. Kting; (center) Jack'M.kolajczyk, ordinary, is ready for a day of plintin^^^^ the Adam E. Cornelius, and (photo right), Al Wobser, conveyor engineer, splices a new conveyor belt with an impact wrench aboard XheSSJohnA.KIing. May, 1976 Page 25 ' �1 Jfinal departures! Leslie I. Jennings, 68, died on Feb. 1. Brother Jennings joined the SIU in the port of New York in 1968 sailing as an AB. He sailed 30 years and was a veteran of the preWorld War II U.S. Navy and the postWorld War II U.S. Air Force. Seafarer Jennings was born in Oglethrope, Ga., and was a resident of Tampa. Surviving is a brother, John of Tampa. WUbert A. Hardin, 30, died on Dec. 29. Brother Hardin join­ ed the SlU-affiliated IBU in the port of Toledo in 1972 sail­ ing as an oiler for the Huron Cement Co., Alpena, Mich. He was a U.S. Navy veteran of World War II. Born in Toledo, he was a resident there. Surviving are three sons, Donald of Toledo, Dale and William, and a daughter, Diane. SIU pensioner Joao De Madeiros, 71, died of natural causes in the Wil­ liamsburg General Hospital, Brooklyn, N.Y. on Jan. 7. Brother De Madeiros joined the Union in 1944 in the port of Norfolk sailing as an oiler. He sailed 41 years and was on the picket line in the Robin Line strike of 1962. Seafarer De Madeiros was bom in Portugal and was a resident of Brooklyn. Interment was in Cypress Hills Cemetery, Brooklyn. Robert G. Farrar Sr., 44, died in the port of San Francisco Lawrence A. Horon Mar. 29. Brother ton, 46, died of an Farrar joined the SIU apparent heart attack in the port of New aboard the SS Erna Orleans in 1960 sail­ Elizabeth (Hudson ing as an AB. He sailWaterways) off St. . ed 20 years and was Croix, Virgin Islands a post-World War II Army veteran. Sea­ on Mar. 21. Seafarer farer Farrar was born in Dallas, Tex. Horton joined the and was a resident of Auburn, Me. In­ terment was in Mississippi. Surviving SIU in the port of Mobile in 1969 sail­ ing as a fireman-watertender. He was are his widow, Lourdes; a son, Robert, a veteran of the post-World War II U.S. and grandmother, b6th of Picayune, Army. Brother Horton was scheduled Charles A. Jones, Jr., 32, died in Miss.; a daughter, Mrs. Carla Fawn to upgrade to QMED at Piney Point Mayfield, Ky., on Mar. 31. Brother Ash; his father, Leo of Oxford, Me., in July. He was a native of Alabama Jones joined the SlU-affiliated IBU in and a sister, Mrs. Ruth Donkus of and was a resident of Mobile. Surviving the port of Paducah, Ky. in 1975 sailing- Auburn. are his widow, Delores, and three sons, as a deckhand for the Inland Tug Co., Lawrence, Steven and Victor. Orgulf Transportation Co. and for the WUIiam Willis, 52, American Barge Line Co. of Jeffersondied in San Francisco ville, Ind. Born in Cairo, 111., he was a on Feb. 21. Brother resident there. Interment was in the Willis joined the SIU SIU pensioner Wickliffe, Ky. Cemetery. Surviving are in the port of San Salomon M. Rosa, his mother, Margaret of Cairo and his Francisco in 1962 69, passed away at father, Amuel. sailing as an AB. He home on Jan. 14. sailed 18 years and Brother Rosa joined Robert J. Nehl, Sr., 37, died on Apr. was a veteran of the U.S. Navy in World the Union in the port 7. Brother Nehl joined the SIU-aflBliWar II. A native of Kentucky, he was of New York in 1959 ated IBU in the port of St. Louis sailing a resident of San Francisccvat his death. sailing as a wiper. He for the American Barge Co. and for Burial was in Ashland, Ky. Surviving sailed 24 years and Eagle Marine Industries. He was a resi­ are three sons, Larry Lee of Miamis- was a veteran of the U.S. Armed Forces dent of Belleville, 111. Surviving are his burg, Ohio, and Michael and Timothy; in World War II. Born in Puerto Rico, widow, Sharon; three sons, Robert, a brother, Carl of Fairborn, Ohio, and he was a resident of Aguadilla, P.R. Daniel and Shane, and a daughter, a sister, Mrs. Thelma Walden of Bur­ Burial was in Puerto Rico. Surviving is Elene. lington, Wash. his widow, Margarita. IBU pensioner Ellen E. Gaines, 68, passed away on Mar. 9. Sister Gaines join­ ed the union in the port of Frankfort, Mich, in 1953 sailing in the steward depart­ ment. She was born in Munising, Mich, and was a resident of Elberta, Mich. Surviving are her mother, R. June of Elberta and a broth­ er, Floyd of Prudenville, Mich. SIU pensioner WUIiam V. H. Suslkarl, 80, died of diabetes in Suomi, Finland on Feb. 8. Brother Susikari joined the Union in the port of New York in 1955 sailing as an AB. He sailed 52 years and was on the picket line in the 1962 Robin Line beef. Bora in Kuru, Finland, whe was a resi­ dent of Suomi. Surviving are his widow, Martta Katrina, and three daughters, Mimi, Tuovi and Mitra, all of Helsinici, Finland. IBU pensioner Eric Yorke Scott, 68, died in the Tampa V.A. Hospital of a central nervous sys­ tem ailment on Feb. 5. Brother Scott joined the Union in the port of Mobile in 1953 sailing as a captain for the Pilot Service Co., Mobile. He sailed 42 years and was a veteran of the U.S. Coast Guard from 1931 to 1952. Seafarer Scott was born in Cayman Brae, the Cayman Islands, B.W.I, and was a resi­ dent there. Burial was in West End Cemetery, Cayman Brae. Surviving is his widow, Cynthia. IBU pensioner Neil Stewart, 82, passed away on Mar. .19. Brother Stewart joined the Union in the port of Detroit in 1962 sailing as a line­ man for the Great Lakes Towing Co. and the Great Lakes Tug & Dredge Co. in 1964. He was born in Scotland and was a resident of Toledo, Ohio. Seafarer Stewart was a U.S. naturalized citizen. Surviving is his widow, Mintie Marie. Lifeboaters Complete Class Port New York ... .. Philadelphia .. .. Baltimore .. Norfolk .. Jacksonville .. .. Detroit Houston .. New Orleans .... Mobile .. San Francisco . .. Wilmington .. .. Seattle .. Piney Point ... . San Juan .. Columbus .. Chicago .. Port Arthur ... . . Buffalo . St Louis' . Cleveland Jersey City .... . Page 26 Date June June June June June 7 8 9 10 10 Deep Sea -., ...I... ... ....... ... 2:30 p.m. 2:30 p.m. 2:30 p.m. 9:30 a.m. 2:00 p.m. June 14 ... • « * June 14 ... 2:30 p.m. June 15 ... ... 2:30 p.m. June 16 ... June 17 ...'... 2:30 p.m. June 21 ... June 25 ... June 12 ... .. .I0:30a.m. June 10 ... ... 2:30 p.m. June 19 ... June 15 ... June 19 ... June 16 ... , , June 17 ... June 17 ... June 14 ... IBU .. ... ..... ..... ..... .. • • • • 5:00 p.m. . • • • • 5:00 p.m. 5:00 p.m. 5:00 p.m. •. * •. UIW 7.00 p.m. 7:00 p.m. 7:00 p.m. 7:00 p.m. ... •• « • ... 5:00 p.m. • • • •. ..... 5:00 p.m. 7:00 p.m. .. ... 5:00 p.m. . • • • • ... 5:00 p.m. • • • • • — .. • • • • 99 "• — ...10:30 a.m. • • • • . .• •• • • ••• . •• •• • ... 5:00 p.m. • • • • • " ... 5:00 p.m. »• • ScOO p.m* • • • • • . e. 5:00 p.m. • • • • • Displaying their graduation diplomas with Lifeboat Instructor Paul Allman (right) are four more successful lifeboat candidates. From left are: Jorge Bermeo; Enriqueo Gonzales; Leslie Bryant, and Luis Almodovar. Seafarers Log �John M.Beyer, 38, died on Apr. 15. Brother Beyer joined the SIU in the port of Chicago in 1970 sail­ ing as an AB and deck maintenance for Kinsman Marine and American Steamship Cos. He sailed 18 years and was a vet­ eran of the post-World War II U.S. Army. Seafarer Beyer was born in Chi­ cago, 111. and was a resident there. Surviving are his mother, Mildred of Chicago and his father, Michael. IBU pensioner Mayo Brasseaux, 74, died of a heart attack in Nederland, Tex. on Feb. 25. Brother Brasseaux joined the SlU-affiliated Union in Port Arthur in 1963 sailing as a cook for the Sabine Towing and Trans­ portation Co. from 1948 to 1964. He attended a Piney Point Pensioners Con­ ference in 1970. Seafarer Brasseaux was born in Carencro, Tex. and was a resi­ dent of Nederland. Interment was in Greenlawn Memorial Park Cemetery, Port Arthur. Surviving are his widow, Marie, and a sister, Mrs. Albert Faulk of Port Arthur. Edward F. Farrell Jr., 48, died on Apr. 13. Brother Farrell joined the SlU-affiliated IBU in the port of New York in 1963 sailing last as a mate for the Erie-Lacka­ wanna Railroad from 1946 to 1976. He was a veteran of the post-World War II U.S. Army. Born in Bayonne, N.J., he was a resident' of Cliffwood Beach, N.J. Surviving are his widow, Doris; t\vo sons, Edward and Albert, and six daughters, Beverly, Linda, Ethel, Alberta, Mary and Audrey. Eugene E. Gore, 49, died in Bellevue Hospital, New York City, on Apr. 18. Brother Gore joined the SIU in the port of San Francisco in 1962 sailing last as a QMED. He sailed 28 years, was a member of the Sailors Union of the Pacific from 1953 to 1962 and upgraded at the Harry Lundeberg School of Seamanship, Piney Point, Md., in 1972. Seafarer Gore was born ia Bremerton, Wash, and was a resi­ dent of the port of Norfolk. Surviving are his mother, Mrs. John S. Dennis of Norfolk and a niece, Nancy Patterson of Buflfalo, N.Y. SIU pensioner Millard B. ElUotf, 59, died on Jan. 14. Brother Elliott joined Union in 1946 in the port of Mobile sail­ ing as a chief stew­ ard. He sailed 30 ' • years. Born in Knoxville, Tenn., he was a resident of Mobile. Surviving are his widow, Mary and four daughters, Deborah, Frankie Mae, Linda and Patricia. May, 1976 Harold E. "Ace" g Aiiinghaus, 47, died of a heart attack ^ aboard the SS James (Ogden Marine) off Guam on Aug. 7. Brother Arlinghaus was dead on arrival at the Giiam Memo­ rial Hospital. He joined the SIU in 1944 in the port of Baltimore last sailing as a bosun. Seafarer Arlinghaus sailed 31 years and during the Vietnam War. Born in Cincinnati, Ohio, he was a resi­ dent of Wilmington, Calif. Burial was at sea. Surviving are his widow, Mozelle; a daughter, Mrs. Shirley L. Gray of Wil­ mington; his father, Edward; his mother, Mrs. Arthur Weiss of Cincinnati; a brother, Edward of Cincinnati; a sister, Larain of Columbus, Ohio, and a niece, Toni Gale Arlinghaus of Cincinnati. Robert M. Kirkwood, 60, died of multiple injuries after being struck by a car in the port of Phila­ delphia on Feb. 24. Brother Kirkwood joined the SIU in the port of New York in 1953 sailing as an AB. He attended a Piney Point Crews Conference in 1970 and was a veteran of the U.S. Army in World War II. Seafarer Kirkwood was born in Glasgow, Scotland and was a resident of Philadelphia. He was a nat­ uralized U.S. citizen. Surviving are his mother, Mrs. Sarah Coles; a brother, William, and a sister, Mrs. Elizabeth Kelly, all of Philadelphia. SIU pensioner Ethan M. Mercer, 66, died on Apr. 15. Brother Mercer joined the Union in the port of Mobile in ^ 1952 sailing last as a •• chief electrician. He HA ^^BH sailed 27 years. Born in Oklahoma City, Okla., he was a resi­ dent of Mobile. Surviving are his widow, Bessie and a son, Richard. Sherman E. Miller, 62, passed away on Apr. 13. Brother Miller joined the SIU in 1945 in Port Ar­ thur sailing last as a chief electrican. He ^ sailed 30 years and : was a wounded vet­ eran of the U.S. Air Forces in World War 11. A native of Nacodogoces, Tex., he was a resident of the port of Hous­ ton. Surviving are his widow, Camille; a brother, Frank of Houston; a sister, Mrs. W. P. Mitchell of Shreveport, La., and a nephew, Jackie I. Miller. Lawrence Parker, 53, died on Mar. 23. Brother Parker joined the SIU in the port of Seattle in 1969 sail­ ing as an AB. He sail­ ed almost eight years, upgraded at Piney Point in July 1974 and was a U.S. Navy veteran of World War II and after. Born in Los Angeles, he was a resident of Gold Beach, Ore. Surviving are his widow, Lois, and a son, Lawrence Jr. Fiavio C. Perez, 50, died of a heart at­ tack in River Ridge, La. on Dec. 5. Broth­ er Perez joined the SIU in the port of New Orleans in 1964 sailing as an AB. He sailed 14 years and was in the Colombia Navy from 1941 to 1949. Born in Tunja, Colombia, he was a resident of Harahan, La. Seafarer Perez was a naturalized American citi­ zen. Burial was in the Garden of Mem­ ories Cemetery, Metairie, La. Surviving is his mother, Silvia of Bogota, Colom­ bia. IBU pensioner Marcus D. Gaskins, 59, died on Mar. 13. Brother Gaskins joined the SlU-affili­ ated union in the port of Norfolk in 1971 sailing as a captain for 14 years and for the Allied Towing Co. from 1956 to 1974. He was born in New Bern, N.C. and was a resident there. Surviving is a daughter, Mrs. Polly Griffin of New Bern. Andreas P. Papadimafis, 61, passed away in Greece on Mar. 12. Brother Papadimatis joined the SIU in the port of ^ New York in 1968 sailing as a chief stewHlk 7 B^H ^rd. He was bom in Greece and was a U.S. naturalized citi­ zen. Seafarer Papadimatis was a resident of the Bronx, N.Y. and a veteran of the U.S. Navy in World War 11. Sur­ viving is his widow, Kyriaki of Piraeus, Greece. SIU pensioner Daniel I. Butts, 67, died on Mar. 29 in California. Brother Butts joined the Union in 1938 in the port of New York sailing as a bosun. He sailed 46 years, was Puerto Rico port agent for five years and was an AB and lifeboat Jnstructor at Piney Point from 1961 to 1971. Born in Staten Island, N.Y., he was a resident of Colma, Calif. Burial was in New York. Surviving are his widow, Maria of Brentwood, L.I., N.Y.; a son, Daniel; a daughter, Anna; his mother, Lena, and a son-in-law, Ed­ mund J. Rodriguez, both of Brentwood. SIU pensioner Morris Riechelson, 77, passed away on Mar. 9. Brother Rie­ chelson joined the Union in 1940 in the port of New York sailing as a bosun. He sailed -34 years, walked the picket line in the Greater N.Y. Harbor strike in 1961 and was a wounded veteran of the U.S. Army in World War 1. Seafarer Riechelson was born in Lithuania and was a resident of North Miami Beach, Fla. He was a naturalized U.S. citizen. Surviving are his widow, Ella; three sons, Sidney, Eugene and Benjamin and his mother, Anna of Camden, N.J. Robert E. McNatt, 51, was taken off the SS Lyman Hall (Wa­ terman) to a hospital in Djibouti, French Somaliland, East Af­ rica, where he died , .on Mar. 31. Brother McNatt joined the SIU in in the port of Mobile sailing as a fireman-watcrtender. He sailed 30 years. Seafarer McNatt was born in Moulton, Iowa and was a res­ ident of Florence, Miss. Surviving is his mother. Pearl of Florence. Charles R. Ran­ som, 43, was found dead aboard the SS Transeastern (Hud­ son Waterways) on Feb. 19 on the way to the port of Odessa, Russia. Brother Ransom joined the SIU in the port of New Orleans in 1968 sailing as a cook. He sailed nine years and was a veteran of the U.S. Coast Guard and the U.S. Army from 1949 to 1955. Seafarer Ransom was born in New Orleans and was a resident there. Burial was in the U.S.A. Surviving are his widow, Anna, and his mother, Sarah of New Orleans. James A. Reid, 22, died on Apr. 3. Brother Reid joined the SIU in the port of Duluth in 1974 sail­ ing as a wiper. He was born in Mc­ Gregor, Minn, and was a resident there. Surviving is his mother, Wilma of Mc­ Gregor. SIU pensioner Joseph M. Cash, 71, died of pneumonia in Albemarle Hospital, Elizabeth City, N.C. on Mar. 3. Brother Cash joined the Union in the port of Baltimore in 1953 sailing 43 years. He was born in Pulas­ ki, Va. and was a resident of South Mills, N.C. Cremation took place in the Princess Ann Memorial Park Ceme­ tery, Virginia.Beach, Va. Surviving arc his widow, Olgaritte; a stepson, Harry Shaw, and two daughters, Elaine and Audrey. Charles L. Fishel, 42, died aboard the SS Arthur Middleton (Waterman) on Mar. 29 between the ports of Bremerhaven, West Germany and Murmansk, Russia. Brother Fishel joined the SIU in the port of New York in 1953 sailing as a chief steward. He was on the picket line in the 1963 Puerto Rico Lighterage beef, attended the Piney Point Crews Conference No. 9, and the 1965 Stewards Recertification Program. He was a veteran of the postWorld War II U.S. Army. Seafarer Fishel was born in Ohio and was a resident of Youngstpwn, Ohio. Surviv­ ing arc his'mother, Mrs. Charlotte Davis and a brother, A. H. Coles, both of Youngstown. Page 27 w% �Hall to Congress: Probe Coast Guard in Oil Rig Loss Continued from Page 3 time friend of the SIU, who served as consultant to the SIU's Plan's Board of Trustees and was instrumental in build­ ing up the SIU Scholarship Fund and Welfare Programs. Hall renewed his personal and the SIU's sincere regret at the passing of the genial 75-year-old New Orleans resident last December, and said that the Union would name its Scholarship Fund after Logan. Other Speakers In addition to President Hall, other top maritime leaders participating at the Tulane meeting were: Robert J. Blackwell, assistant secretary of com­ merce for maritime affairs; Rear Adm. Sam H. Moore, commander of the Military Sealift Command; Capt. J. W. Clark, president of Delta Steamship Co., and Anthony Scotto, president of New York Local 1814 of the Interna­ tional Longshoremen's Assn. Robert Blackwell announced that the latest sale of grain to the Soviet Union, amounting to two ^nillion tons, will mean an additional five sailings per month for U.S.-flag ships until Septem­ ber. Presently, American ships number 10 sailings per month to the Soviet Union. Blackwell predicted the slump in the world tanker market would continue through 1980 when the present world tanker surplus will be worked off. How­ ever, Blackwell looked optimistically to the growth of a U.S. fleet of liquified natural gas carriers "if the Federal Power Commission approves an El Paso Gas Co. application to construct an Alaskan Gas Pipeline." Transport Policy Rear Adm. Sam H. Moore stated that the U.S. needs a strong and viable merchant marine and Navy to meet Keep Hospitals Open Continued from Page 2 Texas, vehemently opposed the pro­ posed closings. The hearings In Boston and Galves­ ton reflect the general feelings of all the communities where PHS hospitals are located. Community residents rec­ ognize the value and potential of the hospitals and want them to remain open. In all ports where PHS hospitals are located, SIU officials participated in hearings or in contacting the heads of local Health Planning Agencies to present the SIU's position on the PHS controversy. economic and defense requirements, and he called for "an overall transporta­ tion policy" to accomplish this goal. "We need more than a policy," said the MSC chief, "we need a cooperative, stronger day-to-day working relation­ ship." Moore pointed out that the Soviet Union now operates a merchant fleet that exceeds ours in numbers. "Profit is not their motivation. Penetration of world trade markets and the position of political influence they can gain are more important." 'Skimming the Cream' Capt. J. W. Clark, also keying his talk on Soviet merchant shipping, said that the Russians are "skimming the cream" of the cargo and reducing rates in every direction." Clark charged that "East-West trade is nothing but quicksand—the fiction of detente." He stated that the best approach to fight "the menace of Soviet shipping is the bilateral agreement, which commits most of the cargo on a trade route to ships of one of the two trading partners." Clark charged "otherwise, we're go­ ing to be on the outside and are going to be deluged by foreign ships we can't rely upon in times of national need." Attacks Mlnibridge Anthony Scotto said that the ILA is fighting the joint rail-water rate known as minibridge, which is moving cargo out of New York by rail to the West Coast for sea shipment. Scotto said that minibridge was con­ tributing to the fact that "work in the port of New York has fallen from 40 million man-hours to 21 million manhours per year." Scotto called minibridge false intermodalism with the steamship operators subsidizing the railroads and "the land portion not paying its own way." Piney Pointers Give to SPAD In another area concerning the PHS hospitals, the SIU is fighting to get the Galveston PHS facility moved from its present site into the modern Space Cen­ ter Memorial Hospital in Nassau Bay. This facility, which • is owned by the Federal Government, is presently closed. The proposed move, which has re­ ceived widespread support in Texas, makes economic sense because it would cost the Government less to move the hospital than to refurbish the present facility. Transcolumbia and Ea^|es .,1 ^... 7 Two recent graduates of the Lundeberg School In PIney Point, (I. to r.) John Martin and Don Dokulll, are handed their $20 SPAD receipts from SIU Patrol­ man Teddy BabkowskI at a payoff aboard the ST Overseas Vivian (Maritime Overseas) late last month at the Howard ON Co. Dock In Bayonne, N.J. Change of Address Or New Subscriber Editor, SEAFARERS LOG. 675 Fourth Ave., Brooklyn, N.Y. 11232 I would like to receive the SEAFARERS LOG—please put my name on your mailing list. (Print information) NAME ADDRESS CITY With snow on the ground, Seafarers of the 04 SS Transcolumbia (Hudson Waterways) feed scraps by hand (rear left) to 35 American bald eagles from the Adak, Alaska Game Preserve on the dock of the U.S. Naval Station. Chief Steward Tom Ullsse, who took the photo, says they were "lined up like sea­ gulls waiting to be fed" aboard the ship and on the dock. He said they had "rough seas and smooth spirits" on their four-month voyage with a deck cargo of a gasoline truck, helicopters, landing craft, and bulldozers for delivery to Honolulu, Wake Is., Subic Ba\{, P.I., Sattahip, Thailand, Pusan, S. Korea, Adak, U.S., the West Coast, Gulf, and finally, the port of Beaumont, Tex. Early this year the Transcolumbia sailed to the Mideast and In May was on a run to the Far East again. Page 28 STATE ZIP. .^. SIU-IBU members please give: Soc. Sec. # Bk# -/• TO AVOID DUPLICATION: If you are an old suhscriher and have a change of address, please give your former address below or send mailing label from last issne received. ADDR]^ CITY STATE. ZIP. Seafarers Log �Stephen CanSeafarer Stephen Carr, 53, has been a member of the SIU since 1941 and he began shipping out as a bosun in 1946. A native of Cambridge, Mass., Brother Carr makes -- — his home in Staten Island, N.Y. He ships out of the port of New York. Sal Sbriglio Seafarer Sal Sbriglio, 47, has been a member of the SIU since 1952 and he began ship­ ping out as a bosun in 1959. A native of Boston, Mass., Brother Sbriglio makes his home in the port of Wilmington with his wife, Dorothea. He ships out of that port. Jack M. Dalton Seafarer Jack M. Dalton, 50, has been a member of the SW since 1944 and he began ship­ ping out as a bosun in 1956. A native of Washington, Pa., Brother Dalton makes his home in Galena Park, Tex. He ships out of the port of Houston. 12 More Bosuns Graduate Another group of Seafarers gradu­ ated from the SIU's Bosuns Recertification Program this month and have rejoined their ships with a greater knowledge of their Union and its history, and the state of the entire mari­ time industry. In the nearly three years since it was instituted, the Bosuns Recertihcation Program has made great strides in educating the many Seafarers who have participated in it. These men, the lead­ ers of the unlicensed crews on SIUcontracted ships, have spent two months learning about the SIU, its past, where it stands today and where it will go in the future, and the present state and future of the U.S. maritime industry. The first four weeks of the program are spent at the Harry Lundeberg School of Seamanship. Here the men partake in classes on Union education and Union history, and also study the SIU contract, constitution, and benefit plans. They learn about the maritime industry and the new ships being con­ structed; they take firefighting and first aid courses, and also get a taste of politics with visits to Washington. The second month of the program is spent at Union Headquarters in New York. It is here that the bosuns see the operation of their Union in action. They visit all the departments, includ­ ing records, claims, data center, the control room and the LOG. The men also assist in paying off vessels coming into New York; in registering men for shipping, and paying visits to the USPHS hospital in the area. After completing both phases of this program the Recertified Bosun is much better qualified in all the aspects of his job. He is more familiar with the tech­ nological advances of the new vessels which have been built, he can hold more informative shipboard meetings and is better able to answer questions and settle beefs. The main goal and objective of this program has been better communi­ cation. Though programs such as this one and the 'A* Seniority Upgrading Program, that goal is being accom­ plished. Donald Pool Joseph Snyder Seafarer Donald Pool, 49, has been a member of the SIU since 1944 and he began shipping out as a bosun in 1956. A native of Frankfort, III., Brother Pool makes his home there. He ships out of the port of New Orleans. Seafarer Joseph "Andy" Snyder, 64, has been shipping with the SIU since 1946, and he started sailing as bosun the same year. A native , of Altoona, Pa., he now lives in Mary' land and ships from the port of Baltimore. Carrol Quinnt Floyd Fritz Joseph San FHippo Seafarer Joseph M San FHippo, 49, has ^ been a member of • the SIU since 1950 and he began ship­ ping out as a bosun in 1960. A native of Boston, Mass., Brother San FHippo ships out of the port of San Francisco where he makes his home with his wife, Marjorie. A' Book Program With the successful completion by six more members this month, the 'A' Seniority Upgrading Program has now graduated 227 Seafarers with full 'A' book status. The six graduates this month are Luis Fuentes, Archie Bligen, Jose Perez, William Stark, Jose Calo and Edward Wilisch. The purpose of this program is to give new full book members a chance to sharpen their seafaring skills and at the same time gain a better understand­ ing of our Union's operations, functions and goals.' Not only does the 'A* Seniority Pro­ gram benefit the new full book member who will have greater shipping oppor­ tunities with his *A' book, but it also benefits tbe entire membership. The brothers who graduate from this pro­ gram are valuable additions to our Union's membership because they are well prepared to take on the responsi­ bilities and obligations of a full 'A' book member, thereby increasing the SIU's strength and unity. May, 1976 Anthony Hanna Seafarer Anthony Hanna, 55, has been a member of the SIU since 1947 and he began shipping out as a bosun in 1960. A native of nearby Scranion. Pa., Brother Hanna makes his home in the port of Baltimore from which he ships out. Charles Dawson Seafarer Charles Dawson, 48, has been a member of the SIU since 1951, • and he began shipI ping out as bosun in 1956. A native of Brooklyn, N.Y., he now makes his home in Lynnwood, Wash, with his wife Maxine. Brother Dawson ships from the port of Seattle. John Frazier Seafarer John Frazier, 49, has been a member of the SIU since 1965, and he began ship­ ping out as bosun in 1969. A native of Louisiana, Brother Frazier now ships • from the port of Houston where he makes his home. James Corder Seafarer Carrol Quinnt, 55, has been a member of the SIU since 1940 and he began ship­ ping out as a bosun in 1942. A native of Baltimore, Brother Quinnt makes his home in Portland, Ore. He ships out of the port of Seattle, home. Luis Fuentes Seafarer Luis Fu­ entes has been sail­ ing with the SIU in the steward depart­ ment since 1968. Before starting the 'A' Seniority Up­ grading Program, Brother Fuentes upSsP graded to assistant cook at the Harry Lundeberg School. A native of Puerto Rico, Brother Fu­ entes now lives in New York City and ships from that port. William Stark Seafarer William Stark started sailing with the SIU after his graduation from the Lundeberg School in 1972. Brother Stark re­ turned to Piney Point to study for his AB's ticket be­ fore attending the 'A' Seniority Upgrad­ ing Program. A native and resident of New York City, Brother Stark ships out of that port. Archie Bligen Seafarer Archie Bligen has been sail­ ing with the SIU since his graduation from the Harry Lundeberg School trainee program in 1973. Shipping as a QMED, Brother I Bligen earned that rating at Piney Point before attending the 'A' Seniority Upgrading Program. Brother Bligen is a native and resident of Charleston, S.C. He ships from the port of New York. Seafarer Floyd Fritz, 50, has been shipping with the SIU since 1945, and he began sailing as a bosun in 1952. A native of Ohio, he now ships from the port of Jacksonville where he makes his Jose Perez Seafarer Jose Pe­ rez has been sailing with the SIU since 1966. A member of the black gang. Brother Perez earned his FOWT endrosement at the \ New York Andrew Furuseth Training School. Brother Perez, a native of Puerto Rico, ships from the port of New York and lives in Jersey City, N.J. with his wife Aida and their three children. Seafarer James Corder, 50, has been a member of the SIU since 1951 and he began ship­ ping out as a bosun in 1964. A native of South Carolina, Brother Corder makes his home there with his wife, Bonita. He ships out of the port of Jacksonville. Jose Calo Seafarer Jose Calo began sailing with the SIU in 1967 after graduat­ ing from the New York A ndrew Furu­ seth Training School. Before start­ ing the 'A' Seniority Program, Brother Calo obtained his QMED endorsement at the Harry Lundeberg School. A na­ tive of Spain, Brother Calo now lives in Harrison, N.J. with his wife Helen and their three children. He ships from the port of New York. Edward Wilisch Seafarer Edward Wilisch has been sailing with the SIU since his graduation from the Harry Lundeberg School in 1973. Brother Wilisch returned to Piney Point to study for his AB ticket be­ fore attending the 'A' Seniority Upgrad­ ing Program. Living in Rockville, Md., Brother Wilisch is a native of New York City and ships from that port. Page 29 �For a Better Job Today Deck Department ABLE SEAMAN The course of instruction is four weeks in length and leads to the Coast Guard en­ dorsement of Abie Seaman—12 Months —Any Waters or Able Seaman—Unlim, ited—Any Waters. Course Requirements: Able Seaman 12 Months—Any Waters. You must: • Be 19 years of age • Have 12 months seatime as Ordi­ nary Seaman, OR Be a graduate of HLS at Piney Point and have eight months seafime as Ordinary Seaman • Be able to pass the prescribed physi­ cal, including eyesight requirements. Able Seaman Unlimited—Any Waters. You must: • Be 19 years of age • Have 36 months seatime as Ordinary Seaman or Able Seaman 12 Months • Be able to pass the prescribed physi­ cal, including eyesight requirements. Starting Dates: May 27, September 2. QUARTERMASTER The course of instruction leading to certification as Quartermaster consists of Basic Navigation instruction to include Radar; Loran; Fathometer; RDF; and Tlie Harry LrmdlelDerg' also includes a review of Basic Seaman­ ship; use of the Magnetic and Gyro Compass; Rules of the Road; Knots and. Splices; Firefighting and Emergency Pro­ cedures. Course Requirements: Must hold en­ dorsement as Able Seaman (Unlimited— Any Waters). Starting Dates: April 29, August 2. LIFEBOATMAN The course of instruction is two weeks in length and leads to the Coast Guard en­ dorsement of Lifeboatman. Course Requirements: Must have 90 days seatime in any department. Starting Dates: April 29; May 13, 27; June 10, 24; July 8, 22; August 5, 19; September 2, 16, 30; October 14, 28. Engine Department QMED-Any Hating The course of instruction leading to cer­ tification as QMED—Any Rating is eight weeks in length and includes instruction leading to the Coast Guard endorsements which comprise this rating. Course Requirements: You must show QMED Hopeful Graduates On a bright day, QMED Instructor Jack Parcel (right) poses on the deck of the training ship SS Zimmerman with one of his latest course graduates, Joseph Vain holding diploma at the HLSS, Piney Point, Md. Did You Know... Last month 64 Seafarers up­ graded their skills, earning power and job security through the vocational courses at HLSS. The Lundeberg School has an upgrading course to meet your career needs, too! evidence of six months seatime in at least one engine department rating. Starting Dates: April 29; May 27; June 24; July 22. FOWT The course is four weeks in length and leads to endorsement as Fireman, Watertender, and/or Oiler. Course Requirements: If you have a Wiper endorsement only, you must: • Be able to pass the prescribed physi­ cal, including eyesight requirements Five FOWTs Get Diplomas On a dark day, FOWT Instructor Greg Stabryiia ( 2nd left) stands still for a graduation day class photo of (I. to r.): Mike Martin; Herbert Brandt; Aian Garoner; Greg Winquist, and Alan Cooper. • Have six months seatime as Wiper, OR Be a graduate of HLS at Piney Point and have three months seatime as Wiper • If you have an engine department rat­ ing there are no requirements. Starting Dates: July 12. WELDING The course of instruction in basic welding consists of classroom and onthe-job training including practical train­ ing in electric arc welding and cutting; and oxy-acetylene brazing, welding and cutting. On completion of the course, an HLS Certificate of Graduation will be awarded. Course Requirements: • Engine department personnel must hold endorsement as QMED—Any Rating • Deck and steward department per­ sonnel must hold a rating in their department. Starting Dates: May 27, October 1. OPERATION AND MAINTENANCE OF REFRIGERATED CONTAINERS '1 he course of instruction leading to cer­ tification as Refrigerated Container Me­ chanic consists of both classroom and on-the-job training that includes the fol­ lowing: instruction covering all units on refrigeration, electrical and engine tune-up on gasoline and diesel units, operation, maintenance and trouble shooting on all refrigeration units, instruction of funda­ mentals of operation and servicing and diagnostic procedures used with electrical circuitry. Course Requirements: Applicants must hold Coast Guard endorsements as Elec­ trician and Refrigerating Engineer or QMED-Any Rating. Length of Course: The normal length of the course is four (4) weeks. Starting Date: June 14. A College Career Is Availalble to You One college and two post secondary trade/vocational school scholarships are awarded to Seafarers each year. These scholarships have been specially de­ signed to meet the educational needs of Seafarers. Application requirements are geared for the man who has been out of school several years, so you will only be com­ peting with other seamen with similar educational backgrounds. The awards are granted in April, but you should begin your application process now. These are the scholarships offered: 1. Four-year college degree scholar­ ship. This award is in the amount of $10,000. Page 30 2. Two-year community or junior col­ lege or post secondary trade/voca­ tional schools scholarships. These awards are in the amount of $5000. The trade/vocational awards offer var­ ious options if you wish to continue shipping. In such a program you may develop a trade or skill which would im­ prove your performance aboard ship as well as help you obtain a better paying job when you are ashore. Eligibility requirements are as follows: 1. Have not less than two years of actual employment on vessels of companies signatory to ,Seafarers Welfare Plan. 2. Have one day of employiqent on a vessel in the sixth-month ' period immediately preceding date of ap­ plication. 3. Have 90 days of employment on a vessel in the previous calendar year. Pick up a scholarship application now. They are available in the ports or you may write to the following address and request a copy of the Seafarers Applica­ tion: Seafarers Welfare Plan College Scholarships 275 20th Street Brooklyn, New York 11215 A College Education For Your Children Four scholarships are awarded to de­ pendents of Seafarers. These four-year scholarships are for $10,000 each at any accredited college or university. If you have three years sea time, encourage your children to apply. They should request the Dependents Application from the above address. Seafarers Log �For Job Security Tomorrow Scliool Of Seamanstiip • Steward Department Steward Department All Steward Department Courses bead To Certification By HLSS. CHIEF STEWARD The course of instruction is six weeks long and covers all phases of Steward De­ partment management and operation. Course Requirements: All candidates must have seatime and/or training in com­ pliance with one of the following; • Three years seatime in a rating above 3rd cook or assistant cook OR • Six months seatime as 3rd cook or assistant cook, six months seatime as cook and baker, six months seatime as chief cook and hold HLS certifi­ cates of completion for each program OR • 12 months seatime as 3rd cook or assistant cook, six months seatime as cook and baker, six months sea­ time as chief cook and hold HLS cer­ tificates of completion for the cook and baker and chief cook programs OR • 12 months seatime as 3rd cook or assistant cook, 12 months seatime as cook and baker, and six months sea­ time as chief cook and hold an HLS certificate of completion for the chief cook program. Starting Dates: April 29; June 10; July 22; September 2; October 14. CHIEF COOK The course of instruction is six weeks in length and students specialize in the prep­ aration of soups, sauces, meats, seafoods, and gravies. Course Requirements: All candidates must have seatime and/or training in com­ pliance with one of the following: • 12 months seatime as cook and baker OR • Three years seatime in the steward department, with six months as 3rd cook or assistant cook and six months as cook and baker OR • Six months seatime as 3rd cook or assistant cook and six months as cook and baker OR • 12 months seatime as 3rd cook or assistant cook and six months sea­ time as cook and baker and hold a certificate of completion for the HLS cook and baker training program. Starting Dates: Starting Dates: May 13; June 24; August 5; September 16; October 28. Note: Courses and starting dates are subject to change at any time. Any change will he noted in the LOG. High School Program Is Available to All Seafarers Do What Over 50 Of Your Fellow Seafarers Have Done.,. COOK AND BAKER ASSISTANT COOK The course of instruction is six weeks in length and students specialize in the selection and preparation of breakfast foods, breads, desserts, and pastries. The course of instruction is sbt weeks in length and students specialize in the selection and preparation of vegetables and salads. Course Requirements: All candidates must have twelve months seatime in the steward department, OR three months sea­ time in the steward department and be a graduate of the HLS entry rating program. Course Requirements: All candidates must have seatime and/or training in com­ pliance with one of the following: • 12 months seatime as a 3rd cook or assistant cook OR • 24 months in the steward department with six months as a 3rd cook or as­ sistant cook OR • Six months seatime as 3rd cook or assistant cook and hold a certificate of completion from the HLS assist­ ant cook training program. Starting Dates: May 27; July 8; August 19; September 30. These Courses Will Be Start­ ing Soon: • Diesels • LNG/LPG Starting Dates: April 29; May 13, 27; June 10, 24; July 8, 22; August 5, 19; September 2, 16, 30; October 14, 28. Watch the Seafarers Log for Starting Dates UPGRADING APPLICATION Name. Date of Birth . (Last) (First) (Middle) Mo./Day/Year Address (Street) , Telephone #_ (City) (State) (Zip Code) Book Number (Area Code) Seniority Date Book Was Issued Port Presently Registered In_ .Port Issued. Social Security #. . Endorsement(s) Now Held _ Piney Point Graduate: • Yes Entry Program: From, No • (if so, fill in below) to Endorsement(s) Received. (Dates Attended) Upgrading Program: From. "In most cases, a solid vocational and academic education will mean the difference between just any job and a good job." , Endorsement(s) Received • to. (Dates Attended) Do you hold a letter of completion for Lifeboat: • Yes • No; Fire Fighting: Dates Available for Training • Yes • No • I Am Interested In: Wayne Champine • • • • "I wanted to better myself as a person and one sure way to do that, was to better my education." DECK AB-12 Months AB Unlimited Quartermaster Lifeboatman • LNG/LPG • Diesel • Welder Exequiel Liwag Get the reading, writing and math skills you need for job security and upgrading through the high school equivalency (GED) program at the Harry Lundeberg School. It only takes four to eight weeks, and your Brothers can tell you that it's really worth it! Interested? Pick up a copy of the pre­ test kit in your port or write to this address: Margaret Nalen, Director Academic Ediication Department Harry Lundeberg School Piney Point, Maryland 20674 When you complete the test, return it to the Lundeberg School. HLS will tell you the results and give you an estimate of the length of time you'll need to com-' plete the GED program. REMEMBER! This test is not to see May, 1976 who scores high or low. It helps HLS de­ sign a study program just for you—a pro­ gram that our teachers will help you, as an individual, to follow. So apply today. It's easy to qualify. Just make sure that you have: 1. One year of seatime. 2. Your initiation fees paid in full. 3. All outstanding monetary obliga­ tions, such as dues or loans, paid in full. Your classes will be small (usually just six to eight students). You'll get lots of individual help. And completing the GED program opens the door to the other edu­ cational- opportunities that the SIU has for you. A high school diploma is the first step towards qualifying for one of the three scholarships for Seafarers that are offered each year. ENGINE • QMED • FOWT • Dk.Mech. • • • • STEWARD Asst. Cook Cook & Baker Chief Cook Steward ADVANCED COURSES • Advanced Pumpman Procedures • Advanced Electrical Procedures • Refrigeration Container Mechanic RECORD OF SEATIME — (Show only amount needed to upgrade in rating checked above or attach letter of service, whichever is applicable.) SHIP SIGNATURE RATING HELD DATE OF SHIPMENT DATE OF DISCHARGE DATE RETURN COMPLETED APPLICATION TO: LUNDEBERG UPGRADING CENTER, PINEY POINT, MD. 20674 Page 31 �f •^ ^ . P • fSIU; • \ Ofn«iat paMteattoa at tiM SBAFAABRS mTBRMAnONAL tINlON• Attoatte, Mff, l4ikM mmk latoiiB W«t«ra Dtatrtet- ATL-OIO Bled $14N BeffiiHiii The following Seafare legislative activities whi^ the Seafarers Political Actn dues, initiation fees, etc., for contributi^k) Ten who have r^ one has ^mtjjf^ed $300, one $60l feels that itrtfl^in^ming months—^ Seafarers are td^^fotMCted. AcevedOyV. Loml r,A. FarnenJp^ Malens Faosf,y3^ ]Vfarciis,M.^ Martin, T. J. Fay, J. Ferrara, A. tson, J. rdone, S. Foster, J. ink Jr., S. ,G. |tes,II. McC||IH,J.L McElr#^^^ McKay, Mears,F. J. Mellndez, A. brd, H. Wi |[n all, have demonstrated an aJ •)ur social and economic welfa beginning of 1976. (The law way the trade unionist can tak he SIU's voice be heard in th the year the LOG will be runn elections—our political roU r,v/. p,R. Sapp,C. Schawbland, J. Scott, C. Seabron, S. Seagord, E. Seizor, S. Seizor, R. Sengelaab,B. J. Sand Sanger,: Titical and more to mey, such as intary political ^ntributed $200, because the Union the livelihoods of rw. r,H.c. ice,B.R. i,E.S. plegel, H. $1,100 Honor Roll Christenberry, R. A. ,C. Steams, B. Stephens, C. StoTons, W. Stabblefield, P. Soiiiyan, W. J. Siinrick,R. Tanner, C. Taylor, G. Telegadas, Q TireUI,E. Troy, S.^ Tnrac Unc Vj rc. Bellinger, W. Bergeria, J. Bernstein, A. Bjorasson, A. Blanton, M. J. Blnitt,J. Bobalch,W. J. Bbnser,L. Bondreau, R. J. Bonsson, E. HaU,M. Hall,M.K. Hall,L. HaU,W. Harris, J. Hassan, H. Hassen,B. Hebert, T. Hendrick,R.G. Morrison, J. Mnrray, R. Nash,W. Newberry, J. Nielsen, V. Northcatt,J. 1 Okrogly,H.A. Olesen, C. Olson, F. HidmVA.A lex, F. '^rez, J. Peth,C.L. Polk,E. Prentice, R.^ Prevas^ Conhi >,A. ios, J. ckey,W. riorgio, J. Dolgen,D. Dmgazis, A. DrozakyFj Drozak,: DiiBoIs,N. Dwyer, J. Eddiiis,J. fj.R. I, A. [endrick, D. Piver, E. Kerr,R. A. ^<fi^ee,A. Kingsley, J. ^^iOninnonez, R. Kitchens, Qninter,J. ^ Kizzire; Reck,L. Klei|LA Reinosa. KWn|witcb,W. Relile, s,J. Rei ice,M. ,K. Lelonek, L. Leo, A. Lescovkh, Lokas, mm $600 Honor Roll $300 Honor Roll Ponierlane,R. Conley, M., Msgr. Apostleship of the Sea $200 Honor Roll Bergeria, S. Echeyarria, R. Ilan,P. ai Foster, W. Lesnansky,A. Maher, T. McCnllogh, L. Nielsen, K. Richonx,!. Teipe, K. INinON y. 11232 •78 FOURTH AVENUE IS. NoJ Dat« 'uflMaVocei limiteino in •trine tntpolmctl, toclil Ind furthering oSthe American Merchant Marlm •the advancemeA of trade union concepts. Irlbutes to polltlllaf candidates for elective o< I be solicited or \ceived because of force, duct, or as a cdklitlon of membership In butlon It made bgJuson of the above Improj Ibove address, cerMMull within thirty days and refund, ^•nivolunltDL Support SP/ kl Interests, AnRPan trade ilmiAMMMMi'l'IB' S< Jsport Is filed with the Federal Ion, Washington, D.C.) Commlsl Signature of solicitor No w lade Your SRAD |^agner,M. Walters, H. ite,F. ^umjR. !,L. ims, L. >n, C.W. lingfield, P. G. ^Worl Wilson, Wright, A. Yarmola, J. � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource May 1976 Description An account of the resource Headlines: WIN LATEST FIGHT TO KEEP USPHS HOSPITALS OPEN WORKING TOGETHER FOR A BETTER LIFE FIVE PERCENT WAGE HIKE STARTS ON JUNE 16 HALL TO CONGRESS: PROBE COAST GUARD IN OIL RIG LOSS APRIL MEETING FULL AS LAKES START FIT OUT SHARP UNEMPLOYMENT HANGS ON IN THE U.S. 'WORKING DUES' ASSESSMENT CLARIFIED U.S. TUNA FISHERMEN GREATLY REDUCE PORPOISE MORTALITY GIBSON WWRITES ABOUT MERCHANT MARINE - NAVY COOPERATION LARGER VESSELS NEEDED FOR NEW GREAT LAKES ERA BILL EXTENDS U.S. FISHING RIGHTS TO 200 MILES OFFSHORE ILPA URGES ENACTMENT OF POSTAL SERVICE SUBSIDY BILL TEXTILE WORKERS STUDY CONSUMER BOYCOTT AGAINST J.P. STEVENS NEW TANKER BEAVER STATE CREWS UP, SAILS WHERE TO BUY YOUR UNION-MADE CANDY DON'T BUY LEVER BROTHERS PRODUCTS, ICWU ASKS AS APR. 10 STRIKE CONTINUES YOU CAN GET MEDICARE INSURANCE FOR A PERMANENT KIDNEY FAILURE CONDITION THIS IS THE PLACE TO DO SOMETHING ABOUT SOLVING YOUR PROBLEM HLS LOOKS TO SECURE FUTURE WITH LNG TRAINING LNG CLASSROOM FIREFIGHTING BALTIMORE COVE POINT MUST BE U.S. BUILT, U.S. MANNED - AND SAFE POSTAL SERVICE CHANGES NEEDED 16.5 TONS OF OPIUM SEIZED 12 MORE BOSUNS GRADUATE Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 5/1/1976 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. XXXVIII, No. 5 1976 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/6042159aa54c66ae92ae5113b39e15ec.PDF 379ed37e798072abad001a720f9bd869 PDF Text Text , V-' fl"™ • ' .- " .' •* I ' .r 1 '^.•.•^V:.^.;/-rf:'' ;4''"|^ i , ' •••' -. -•-: •iSt^ ifcl ^ J • 1 ;V" .-•-v.'-f.-.hA Iltf-/ Uk"k,l:----' Ir:''-' --• .-irfcss#'-? • -.'- v.- Se^er Page 3 , gfe r. •ij','-;- V;.-,"-:'.;;. • .^VVv:yiS'^ 'i-,^1-/ •k. .J^^:l>-' •; :-^v;p:;.;^,.';.. In the Port o§ San Juan SM PagM 15-17 IF"-'' J 1 i 4 •• •" 17 :.;#^S-il .¥1 Democratic Platform Committee Adopts Maritime Plank SeePogeS See Page 5 'vS;,.;;' '• • V. Li • L. :-x y •.it-n , J' H. 'i •',->•:•> .:'•, Carter Makes Maritime Pledge , '-•••r '•,-.^"i"• •^ ,i''-i. v; • . • -,,, ti :, <'• '- '-" '7< :•• ".f-,- •-•• V " .4 ,' �Af June Membership Meetings Resolution to Merge SIU;iBU Is Introduced At the general membership meeting in New York held Jupe 7, 1976, SIU Secretary-Treasurer Joe DiGiorgio in­ troduced a resolution on behalf of the Executive Board to merge the Inland Boatmen's Union into the Atlantic and Gulf District. Talks of merger had been going on for some time between the Executive Boards ofboth unions. The merger was recommended for' many reasons. Most important was the fact ^at joining together into one tinit would result in a stronger trade union that would be better able not only to protect the rights of both memberships, but would have greater ability to pro­ vide all of the membership services that are required. The merger would also eliminate duplication and bring about a decrease in rapidly rising costs of administration. These economies would make it possi­ ble for the new unit to- vigorously engage in activities to promote the best interest of all of its members. The merger Resolution and Consti­ tutional Amendments were imaniniously accepted at the New York membership meeting and they were referred for memebership action at the monthly meetings in other ports. ' rights of the membership of the IBU, as well as the A&G, would be guar­ anteed. The seniority and Shipping Rules of both unions would also be maintained. ' According to the Agreement, the members of both unions would have equal voting rights on virtually all is­ sues, but when contracts are voted upon, only those members who aire^ affected by (he contract would be per­ mitted to vote. JSince the proposed Resolution has been approved at the membership iheetings of the A&G District around the country by h vote of 1,355^ to 4 (1,359 members were present), the next step,, as provided in the SIU Con­ stitution, is the election of a Consti­ tutional Committee at a special meeting to be held at Headquarters .on June 21, 1976. • This Committee will consider the proposed amendments and will present their recommendations at the July, 1976 A&G membership meetings. If the Committee recommends the adoption of the amendments and their report is accepted by the membership of the A&G District at the July meet­ ings, the members of both unions will then vote on the merger by secret ballot. Job Rights Guaranteed Voting Starts Aug. 16 If the merger j^ari is accepted by the membership, the long established job The vote will begin on Aug. 16,1976 and will end on Sept. 15, 1976. The the PRESiOEHT'S REPORT: Paul Hall SiU-IRU Merger for MoreClout Right now the SIU apd our affiliated Inland Boatmen's Union are just about as closely linked in essence as two organizations can be without actually being one. We are linked from the grassroots of our organizations-^ur menibers who sail oh the seas and rivers—right up through our structures, organiza­ tional operations, and political and philosophical beliefs. But most importantly, the SIU and IBU, two unions representing workers in the Ahierican merchant marine, share the same Jong-term goals for our members—a secure future for them and their families in a secure and viable U.S. maritime industry. However, long-term security for ourselves and our industry is not some­ thing that will be handed to us on a silver platter. Security must be achieved and then protected on a day-to-day basis. Just talk to any one of the eightmillion Americans walking the unemployment lines and he or she will prob­ ably tell you the same thing—that a few years ago they felt secure in their jobs and didn't have a worry in the world. It's unfortunate, but times change quickly, economies change arid industries change. And the ones that are usually hurt most by these unforeseen changes are those Mo can least afford it—the workers. ' ' Right now the SIU is the strongest trade union for unlicensed deep-sea sailors in the U.S. Md our affiliated IBU is the strongest American trade^ union representing inland boatmen. For many years the SIU and lBU have worked closely together oh many issues involving maritime, which in turn has benefited both organizations and both memberships. Today, as a result of these close relations, both the SIU and IBU memberships enjoy good shipping; share the same Union hallS; secret ballot vote will be conducted by mail and all ballots must be postmarked no later than Sept. 15, 1976. In order that all members may have an opportunity to rfeview the terms of the merger, copies of the proposed Merger Agreement and the amend­ ments to the A&G Constitution will be available at A&G and IBU. Head­ quarters, as well as in all ports, no later than Aug. 6,1976. Also, th& tog will continue to pub­ lish coraI)lete details concerning the merger. The members of both unions must vote in favor of the merger and the proposed Constitutional Amendments for the plan to be put in effect. ' Naflohal JobleHs Rate of Over 10 Percen# Proves Slump WASHINGTON—AFL-CIO Presi­ dent Gedrge Meany has again declared that the "ttue" national unemployment rate is still above 10.1 percent as con­ trasted with the Administration's claims of an economic recovery upturn and the Government's report of the U.S. jobless figures falling two-tenths of 1 percent last month to 7.3 percent. "While the unemployment rate re­ ported by the Government has im­ proved somewhat from the dismal levels of .a year ago, it still remains higher than at any time from 1958 to 1975," the labor leader pointed out. The AFL-CIO estimates that there are 9.6 million persons without jobs today figured on a formula which counts as unemployed those who have des­ paired of looking for work because of disappointing searches for positions and those who have to work p^rt-time be­ cause they can't get full time jobs. "Despite the Administration's official optimism, the nation must not be misled into believing that the economy is in good shape," Meany admonished. The U,S.,l!abor Department's Bureau of Statistics also reported that again l30 out of 150 key working areas in this country that it checks out monthly still had "substantial" unemployment last month meaning a jobless rate of six percent or more that is projected to last for at least two more months. The Bureau also reported that 23 non-major work areas were added to the substantial joblessness category in May, bringing, a total of such smaller areas to 1,275. The AFL-CIO also said that con­ struction jobs still were at 700,000 un­ der the pre-recession peak while mahuContinued on Page 27 benefit from the same Pension and Welfare Plans, and,shai:e the same facili­ ties for training and upgrading at the Lundeberg School in Piney Point. However, the .StU and IBU, as separate organizations, still do not share total urtityr—and it is only a high degree of unity on a continuous basis that will enable us to achieve our goal of long-term security for all our members. That is why I believe that the time has come for the SIU and,IBU to become totally united through a merger. The propokl for such a merger has already been introduced tO the deep sea member, at the general June membership meetings in each port. The reaction to such a merger so far has been overwhelmingly in favor. But, of course, no merger wijl take place unless a majority of both the SIU. and IBU membership vote for it in a .secret ballot. Merger W strength and unity is nothing new to the SIU. In 1972, the membership voted to merge the Great Lakes district into the A&G. This merger did not change the Union's job structure. ,Great Lakes Seafarers still maintained their own jobs and seniority system, as did A&G members. However, the Great Lakes merger made the SIU a much stronger Union by placing it in a stronger position with respect to politics, collective bar­ gaining and organizing. A merger of the SlU and IBU would create much the same effect. IBU members would maintain their own job structure and seniority system as w^uld SlU members. But a unified SIU^—a merged SlU^would enable the Union to work from a position of increased strength on the kinds of maritinie programs pertaining to both deep sea and inland waters, that will enable us to achieve our goals of long-term job and financial security for oiir members. Looking at it from a historical point of view, a merger between the SIU and IBU is a replay of one of the most basic concepts of the American labor movement:—strength through unification. The early unions found it difficult to maintain a base of strength against the powerful companies. As a fesujt, they merged into a federation, the old AFL. Another group of unions found strength by merging into a different federation, the oTd CIO. And in 1955, the AFL and CIO merged into one huge federation, the AFL-CIO, which today represents over 13-million American workers. The concept of merger in the labor movement is not hew, but it has proven effective. .^ We must face the fact that there are many problems confronting our industry, both in the deep-sea area and the inland waters. And we must face the fact that it is the SIU—a unified SIU—that must face the challenge these problems create. A merger will not guarantee that we will win all our fights for a better life and a better industry. But a merger will make us a stronger organiza­ tion better able to cope with the problems of a,changing, complex industry. . Changa of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Cuff, Lakes and Inland waters District, AFL-CIO, 678 Fourth Ave., Brooklyn, N,.Y. 11232. Published monthly. Second Class postage paid at Brooklyn, N. ¥. Vol. XXXVIII, No, D| JUn§ 1976» , N Seafarers Log ii �A 1st, 2 SlU Members Get $5G Grants Dependents^ Seafarers Win Scholarships The SIU's Annual Scholarship Pro­ more of the winners are unable to ac­ gram has this year awarded five $10,000 cept. grants, four to dependents of eligible First Two-Year Awards members and one to an active Seafarer, and, for the first time, two additional The two-year scholarships were $5,000 two-year scholarships to two awarded for the first time this year. active Seafarers. The award, limited to active Seafarers This brings to 117 the number of who wish to pursue two-year programs four-year scholarships awarded by the of advanced technical or academic SIU's program since its inception in training, was set up in 1975 but there 1953, with 29 received by Seafarers and were no applicants in its first year. This year's winners are 22-year-old 88 by dependents of Seafarers. Current­ Seafarer Michael Derive who submitted ly 34 Seafarers and dependents are re­ ceiving money from the scholarship separate applications for both scholar­ ship awards, and 34-year-old Seafarer program. Pierangelo Poletti who received his This year's winners of the four-year high school diploma through the Lunde­ scholarships are: Seafarer William Lo­ berg School's OED Program. pez, 23, of Mehlville, Mo. and a gradu­ Seafarers Derke and Poletti will re­ ate of the Lundeberg School's GEO Program; Sean Carlin, 17, son of Sea­ ceive their $5,000 grants over two years farer Michael Carlin of Surf City, N.J.; and can use the money to study at any Nicholas Livanos, 18, son of Seafarer accredited junior college, community John Livanos of Brooklyn, N.Y.; Pat college, or post-secondary trade or vo­ Monardo, 18, son of Seafarer Sylvester cational training school. The five winners of the four-year Monardo of New Orleans, La., and Sheila Sidnner, 18, daughter of Seafarer Russell Skinner of Pasadena, Tex. Three alternates for the $10,000 award—Maren Dwyer, 18, daughter of Inland Boatman Robert Dwyer of Homewood, 111.; Elizabeth Harrington, 17, daughter of Seafarer Recertified Bosun Arthur Harrington of Charlestown, Mass., and Seafarer Michael Derke, winner of a two-year scholar­ ship—were also chosen and will receive Sea&rer Seafarer the four-year scholarships if one or John Livanos RnsseU Skinner awards will receive their $10,000 grants over four years and can use the money to participate in any course of study at any accredited college or university in the United States or its territories. Chosen by Committee The winners of all seyen grants were, as in the past, chosen by the SIU Schol­ arship Selection Committee, an impar­ tial panel of reputable educators. This year the committee met at the Transportation Institute in Washington, D.C. and, as specified in the guidelines for the awards, based their selections on the individual's scholastic ability as shown by high school grades and Col­ lege Boards or American College Test scores, and the individual's character as reflected by letters of recommenda­ tion and participation in extracurricu­ lar activities. This year's Selection Committee members were: Dr. Charles Lyons, re­ tired dean of admissions at Favetteville Seafarer Sylvester Monardo Seafarer Michael Carlin State University, Fayetteville, S.C.; Miss Edna Newby, retired officer of Douglass College, New Brunswick, N.J.; Charles D. O'Donnell, director of admissions at the University of Chicago, Chicago, 111.; Dr. Bernard Ireland, a retired official of the College Boards; Dr. Elwood Kastner, dean of registration at New York University, N.Y., N.Y.; Professor R. M. Keefe, Lewis and Clark Community College, Godfrey, 111., and Professor Donald Maley, University of Maryland, College Park, Md. Seafarer Lopez Seafarer William Lopez, winner of a $10,000 scholarship, graduated from the Hairy Lundeberg School's General Educational Development Program last November, achieving exceptionally high scores on the high school equivalency tests. He dropped out of school in 1^68 "because family needs were pressing," and within months had begun sailing with the SIU. Now, after spending seven years sailing. Brother Lopez says that during this time he has "learned about the world, people and their customs, seafaring and much about myself." Feeling that through the SIU he has "evolved from an irresponsible adoles­ cent to a purposeful adult," Brother Lopez will use his scholarship to study political science with an eye towards Continued on Page 22 Win Case AgainstMobil's Anti-UnionTactic A monumental five-year case involv­ ing the application of controversial right-to-work laws ended this month when the U.S. Supreme Court over­ turned the decisions of two lower courts which would have allowed a transporta­ tion division of Mobil Oil to bust a labor agreement it held with a Texasbased local union. The Maritime Trades Department and the AFL-CIO, both of which came into the case at the Supreme Court level, played significant roles in helping to win the court fight. The events surrounding the case date back to 1969 when Mobil and Local 8-801 of the Oil Chemical and Atomic Workers International Union, repre­ senting 289 unlicensed seamen on eight Mobil tankers running between Texas INDEX Legislative News Washington Activities Page 9 Union News Proposed A&G, IBU merger Page 2 President's Report Page 2 SIU scholarship winners ..Page 3 Union hall's responsibilities Page 6 Headquarters Notes Page 7 Port of San Juan Pages 15-17 SPAD honor roll Back page General News National unemployment ... Page 2 Win Mobile case Page 3 Carter's maritime support. .Page5 Democratic maritime plank.Page 5 Mobile oil rigs Page 11 Rubber Workers strike .. .Page 12 ERISA clarifications Page 8 Maritime Day Pages 20-21 and the Atlantic Coast, entered into a collective bargaining agreement con­ taining an "agency shop" clause.. This kind of clause, common to many collective bargaining agreements in right-to-work law states, provides that all workers in a union-protected shop pay the equivalent of union dues to the union whether they belong to the imion or not. This clause protects dues paying union members in the shop, and the union itself, from being ripped-off by workers taking a "free-ride," or ben­ efiting from union-gained wages and benefits without paying union dues. The collective bargaining agreement between Mobil and Local 8-801 stood for two years. But in 1971, Mobil filed charges in the U.S. District Court for the Eastern District of Texas claiming Shipping 33 Maryland Page 5 Dispatchers Reports Page 25 Ships' Committees Page 4 Ships' Digests Page 26 Training and Upgrading Upgrading class schedule, requirements & application ...... Page 31 Seafarers participate in Bosuns recertification and 'A' seniority upgrading Pages 28-29 GED requirements and application Page 31 Membership News Seafarer Harry Dengate . . Page 13 New SIU pensioners Page 23 Final Departures ....... Page 24 Special Features Overweight, obesity Page 14 What Is the MID ...... .Page 10 Sailors labor history Page 18 that the "agency shop" clause was il­ laws to a given employment relation­ legal under Texas' right-to-work laws, ship, the disposition of this case is clear. which provide that "no one can be Because most of the employees' work denied employment because of failure is done on the high seas, outside the to pay any fee, assessment or sum of territorial bounds of the State of Texas, money whatsoever" to a union. Texas' right-to-work laws cannot gov­ Mobil argued that since its transpor­ ern the validity of the 'agency shop' tation division was located in Beau­ provision at issue here. It is immaterial mont, Tex., the majority of the seamen that Texas may have more contacts lived in Texas, and the paychecks were than any other State with the employ­ sent from Beaumont, that Texas' right- ment relationship in this case, since to-work laws should apply and the there is no reason to conclude under "agency shop" clause be nullified. 14(b) that in every employment situa­ Union's Position tion some State or Territory's law, with The Union's position, on the other respect to union security agreements, hand, was that since the vast majority must be applicable. Federal policy fa­ of the seamen's work time was spent at vors permitting such agreements unless sea and not in Texas, the state's right- a State or Territory with a sufficient in­ to-work laws should not apply. In fact, terest in the reationship expresses a it was determined by the court that "no contrary policy via right-to-work laws. more than 10 to 20 percent of the sea­ It is therefore fully consistent with na­ men's work time is spent within the tional labor policy to conclude, if the territorial bounds of Texas." predominant job situs is outside the The Eastern District Court, however, boundary of any State, that no State has ruled in favor of Mobil and stated that a sufficient interest in the employment "the agency shop provision is therefore relationship and that no State's rightvoid and unenforceable." to-work laws can apply." The Union appealed the decision, The Supreme Court's decision in this and in a dramatic reversal, a threemember division of the U.S. Court of matter was a critical one since it seems Appeals for the Fifth District overruled that Mobil's true purpose for filing the the decision, ruling in favor of the suit was to break the Union outright, Union. However, the full Court of Ap­ because whether or not a woricer pays peals by an 8-6 vote vacated the divi­ dues to a union could not possibly idsion opinion and reaffirmed the judge­ fect the company. Mobil apparently felt that breaking the "agency shop" ment of the District Court. clause would eventually cut the Union's The Union then took the case to the revenues along with Its abflity to repre­ U.S. Supreme Court which overturned sent the workers from a position of the decision of both lower courts. With strength. The Supreme Court decision, then, only two members dissenting, the Su­ preme Court ruled: "Having concluded is an important one not only for Local that predominant job situs is the con­ 8-801 and its members, but for all mari­ trolling factor in determining whether, time unions holding collective bargain­ under Section 14(b), (Taft-Hartley ing agreements with companies in rightAct), a State can apply its right to work to-work law states. Pages June, 1976 m r..L i -T'y: f% " t .1 w ¥ J �The Committee Page Transindiana Committee Arecibo Committee • •{•''/'. ... .,-1.» '1 / 1 v.. Late last month at a payoff In Port Elizabeth, N.J. are veteran SlU Patrolman Teddy Babkowski (seated right) checking a Seafarers book and the Ship's Committee of the SS Arecibo (Puerto Rico Marine) of (seated left) Deck Dele­ gate M. Sanchez signing the Patrolman's Report and (standing I. to r.): Cook and Baker Jose Colls; Engine Delegate Raoul M. Aguilar; Steward Delegate E. Albarran, and Recertified Bosun Herminio Pacheco, ship's chairman. In the port of Weehawken, N.J., Recertified Bosun Herwood B. Walters (2nd right), ship's chairman of the SS Transindiana (Seatrain), poses with the Ship's Committee as they collect their mail. On the committee at a payoff last month are (I. to r.): Deck Delegate Jose Cortez; Engine Delegate Jose Rivera; Chief Electrician Joey Shuler, educational director; Chief Steward W. J. Fitch, secretary-reporter; Walters, and Steward Delegate Jose Cubano. John Penn Committee Eric K. Holzer Committee Recertified Bosun Sylvester Monardo (seated left rear), ship's chairman of the SS John Penn (Waterman), leads a happy Ship's Committee at a payoff last month at Pier 7 in Brooklyn, N.Y. The committee consists of (seated I. to r.); Baker Charles Ussin, steward delegate; Monardo; Engine Delegate W. York, and Chief Electrician Victor Brunell, educational director. Standing (I. to r.) are in the snazzy chapeau. Chief Steward R. P. Marion, secretaryreporter, and Pantryman William Gonzalez. Recertified Bosun Dimas Mendoza (left) poses for photo last month with members of the Ship's Committee of the SS Eric K. Hoizer (Puerto Rico Marine) of (standing I. to r.): Chief Steward Harold Strauss, secretaryreporter; Educational Director Stanley Gondzar; Deck Delegate Frank Buhl, and Steward Delegate John Niennera. Seated (I. to r.) at the payoff of the roll-on roll-off vessel in Puerto Rico are SlU San Juan Port Agent Juan Reinosa and Engine Delegate Joe Vasquez. Mayaguez Committee Boston Committee At a payoff in the port of Baltimore recently is the Ship's Committee of the SS Mayaguez (Puerto Rico Marine) of (seated I. to r.): Recertified Bosun Manuel Landron, ship's chairman; Steward Delegate S. A. Simsuangco, and Engine Delegate Luis Santiago Medina. Standing (I. to r.) are: Chief Elec­ trician Richard Hannon, educational director; Chief Steward B. J. McNally, secretary-reporter, and Deck Delegate N. Bryant. (Sea-Land) last month are (I. to mon^ HW S lif George Ripoll making out his report and SlU Patrolt^emln ® 0"® 'h® Ship's Committhe Shm'^rnm^ • D . e? ^'ewatd delegate. The rest of <«Lnrd lim N.J. are (standing I. to r.): Chief iSart Z' ®®"®'®'y-™POrter; smilin' Deck. Maintenance Man Rich Everhart dec^ delegate; Crew Messman Steve Cracco in the dark olasses and last but not least, Rectified Bosun Leyal Joseph. ® Page4 . / i • / • I / i ). i r' i i I Seafarers Log �f ,s J :WHM *"'•;•,•• '-C Carter Pledges Shipping Aid Democratic Platform Committee Jimmy Carter, who is likely to be by Congress and approved by the Presi­ the Democratic candidate for Presi­ dent remain unspent." Adopts Maritime Plank dent, has come out in favor of a revitalized U.S. merchant marine and has also called for a fair deal for American ships carrying international cargo. Carter's position was outlined in a letter to Jesse M. Calhcon, president of the National Marine Engineers' Beneficial Association which has en­ dorsed the candidate. In the letter dated May 25, the former governor of Georgia expressed concern over America's loss of seapower status since the end of World Warn. "Our merchant marine declined from first to eighth place since the end of World War II," Carter noted. "During this same period, the Soviet merchant marine has risen from 23rd to sixth place. The Soviets have made clear their expectation to become the number one merchant marine by 1980." Despite this trend, Carter pointed out that funds slotted for ship construc­ tion are sitting idle. "In 1970, the U.S. Congress enacted a 10-year program to construct for U.S. flag operation a total of 300 merchant ships," he said. "I regret to note that now, just six years later, only 58 ships have been contracted for construction. For the first time in recent history, the present Administration has not requested any funds for merchant ship construction, and funds which have been approved 4-Point Program He outlined his approach for re­ building the U.S. merchant fleet. • Assure continuing presidential at­ tention to the objective of having our nation achieve and maintain the desired U.S.-flag merchant marine. • Dedicate ourselves to a program which would result in a U.S.-flag merchant marine with ships that are competitive with foreign-flag ships in original cost, operating cost and productivity. • Enact and develop a national cargo policy which would assure our U.S.-flag merchant marine a fair share of all types of cargo. • Continue to enforce our American cabotage laws, such as the Jones Act, which require that U.S.-flag ships trade between our U.S. domestic ports. "... This program to achieve and maintain an adequate U.S.-flag mer­ chant marine would provide a great number of productive jobs, increase our economic base which would return ' many tax benefits, to all levels of gov­ ernment, result in stimulating private capital investment and improve our nation's balance of payments," Carter noted. "We must attain the seapower status we need in order to meet our commitments to domestic and interna­ tional security." Politics Is Porkchops Donate to SPAD The Democratic Party has incorpo­ rated a three-point plank calling for a national maritime policy in its 1976 presidential election platform. This plank, committing the Democrats to building a strong and competitive U.S. merchant fleet, was developed and proposed by the Committee for a New Marifime Program, a unified industry organization composed of over sixty maritime unions, companies and as­ sociations. The joint Committee's three-point proposal was presented to the Demo­ cratic Platform Committee on May 20 by SIU President Paul Hall and James R. Barker, chairman and chief ex­ ecutive officer of Moore-McCormack Resources. The plank proposals called for: 1. A commitment to higher level coordination of the diverse sub-cabinet activities involved in maritime policy through appointment of a Maritime Affairs Advisor to the President. 2. Continued commitment to the program set forth by the Merchant Marine Acts of 1936 and 1970 and to their objectives. 3. A commitment to develop a na­ tional cargo policy to assure the American-flag fleet access to a fair share of all types of cargo in the Ameri­ can trades. maritime plank, the Democratic Party's 153-member Platform Committee re­ leased their entire platform on June 14. The unanimously approved mari­ time plank, which was included in the international relations segment of the Democratic Platform, reads: "The Democratic Party is committed to a strong and competitive merchant fleet, built in the United States and manned by American seameh, as an instrument of international relations and national security. In order to re­ vitalize our merchant fleet, the party pledges itself to a higher level of co­ ordination of maritime policy, reaffir­ mation of the objectives of the Merchant Marine Acts of 1936 and 1970, and the development of a national cargo policy which assures the U.S. fleet a fair par­ ticipation in all U.S. trade." tr: u..;; 1 ' •- 'i'i I'' Democratic Convention Over 3,000 Democratic Convention delegates from around the country will meet in New York City from July 12 to 15 to nominate the party's presiden­ tial and vice-presidential candidates. Several hundred of these delegates are affiliated with organized labor, in­ cluding SIU Special Counsel Carolyn Gentile, who also served on the Demo­ cratic Platform Committee; Ralph Quinnonez, Atlantic Coast Area Direc­ As we go to press, the same platform tor of the SlU-affiliated United Indus­ proposals are being submitted by Hall trial Workers; SIU Philadelphia Port and Barker to the Republican Party's Agent John Fay, and Dave Dolgen, Platform Committee. executive director of the Maritime Trades Department's Port Council of New York. Incorporates Each Point Forty-three of organized labor's delegates to the Convention were elec­ Incorporating each of the New Mari­ ted through the Labor Committee for time Program Committee's three care­ fully developed proposals in their Political Action in New York. •X More Jobs for Seafarers The 5S Maryland Is Set to Be Launched in July Another new SlU-contracted VLCC, the 265,000 dwt SS Maryland (Inter­ national Ocean Transport) which is a sistership of the SlU-manned SS Mas­ sachusetts and the SS New York, is now under construction at Bethlehem Steel's Shipyard in Sparrow's Point, Md. and is tentatively scheduled to be launched around July 30. The 2-million barrel modern super­ tanker—which, with her sisterships, are the largest tankers built in the Western Hemisphere—will be crewed by Seafarers giving the rank and file more jobs and job security. She will be 1,100-feet long, have a 178-foot beam, 35,000 hp, single turbine-screw, and a speed of 1514 knots. She will also have 19 cargo tanks and two clean ballast tanks. The Maryland will have a sophisti­ cated system of preventing oil and other pollutant spillage into the seas. A load-on-top principle halts oil from spilling. And cargo ballast tanks to be discharged in or near a cargo loading port are cleaned' first of all oil via the high-pressure, high-velocity sea water jets from fixed tank cleaning machines. June, 1976 tI Page 5 V.' V n V ^ i S . .V-. • �The Responsibility of Union Hails to SlU Members It's a nice place to go to meet old shipmates and shoot the breeze. It's the right place to go if you need help in any area involving the SIU. And it's the only place to go for a Seafarer to secure employment on SIU—con­ tracted ships. The "place" is any one of the SIU's Union halls within the Union's network of hiring hall facilities lo­ cated in major port-cities on the East, Gulf and West Coasts, the Great Lakes, Puerto Rico and Yokohama. Through these Union halls and the SIU port agents and Union represen­ tatives who man them, Seafarers are provided with a wide range of im­ portant services from help in filing welfare claims to getting a job or set­ tling shipboard beefs. The main function of the local Union hall is to see that jobs are dis­ patched promptly and fairly to SIU members registered on the beach in that port. To insure the most democratic means of filling jobs, it is the duty of the port agent, or whoever is dis­ patching Jobs, to see that the SIU's Shipping Rules are strictly enforced. To help the agent in this area, a Seafarer, when registering, should be sure to have on hand his Union book or membership certificate, clinic card, and seaman's papers. A Sea­ farer cannot be registered without these documents. Similarly, when throwing in for a job, a Seafarer must produce these same documents along with his regis­ tration card. Seafarers should also be aware of the following provisions, as quoted in the Shipping Rules, for preferential shipping: • "Within each class of seniority rating in every department, priority for Entry Rating jobs shall be given to all seamen who possess Lifeboatman endorsement by the United States Coast Guard...." o "Within each class of seniority rating in the Deck Department, priority for the job of bosun shall be given to those seamen .possessing a certificate of recertification as bosun from the Deck Department Recerti­ fication Program " • "Within each class of,seniority rating in the Deck Department, priority for the job of quartermaster shall be given to those seamen posses­ sing a certificate of satisfactory com­ pletion of the advanced course of training by the Lundeberg School for the rating of quartennaster " • "Within each class of seniority rating in the Engine Department, priority for the job of QMED shall be given to those'seamen possessing a certificate of satisfactory comple­ tion of the advanced course of train­ ing by the Lundeberg School for the rating of.QMED " Union Services In addition to the job aspect of the Union hall, SIU representatives use the facility as a base of operation for providing many other Union services for the membership. Union officials are present at virtually every payoff of an SIU ship, whqre any and all beefs, no matter Page 6 you should give proper notice, espe­ cially on a weekend, of your inten­ tions to quit so that the SIU agent can arrange for your replacement and the ship will not sail short. In the Union hall itself. Union of­ ficials are available to help members fill out welfare, vacation or dependent claims. The member himself should request this help so that his claim is not delayed at the Plans' offices in New York because of lack of infor­ mation. The assisting Union official will see that all pertinent information and documents, such as a member's Social Security number, and doctor's and hospital bills are included in your correspondence. This will ensure prompt payment of all claims. V J ^ U SIU members can get help in filling out claim forms from SIU representatives. Above, Baitimore Patrolman Ed Smith helps Seafarer Frank Allen fill out vacation application. what the issue, can be discussed. To assist the SIU patrolman in making payoffs a quick procedure, delegates are asked to submit any disputed overtime on separate sheets along with the crewmember's name, rating and whether or not he is a watchstander. Local SIU officials are also sent to a ship, whether it is a payoff or not, if the ship's chairman wires ahead to the port office that there is a problem, such as a contested firing. In a case like this, the chairman is requested to wire ahead that a man is contesting the firing so that a replacement is not sent out until the beef is settled. In addition, if you are quitting. In the port, of Seattle, Port Agent Harvey Mesford, right, registers Seafarer John Skogiund for shipping. Handling shipboard beefs is another of the SIU official's duties. Here, aboard the Great Lakes vessel, Paul Townsend, SIU Patrolman John McClinton of Alpena, talks it over with crewmembers Gene Nokland, Joe Baker, and Ed Kihn. Many Functions Union officials routinely visit Sea­ farers confined in the marine hospi­ tals, first to deliver by hand the member's in-patient benefits, and secondly just to check if the member is receiving proper and courteous care. Union officials also get involved in local organizing campaigns to bring the benefits of the SIU to work­ ers with unorganized companies. SIU officials prepare the agenda for, and conduct a monthly member­ ship meeting at which Seafarers are brought up-to-date on the Union's activities on both a national and local level. An SIU representative will also spend a good deal of time talking on a one-to-one basis with various mem­ bers to encourage them to take advantage of the upgrading oppor­ tunities at the Lundeberg School. In addition to servicing the mem­ bership on ships, in the Union hall and at the hospital, SIU officials in the ports are intimately involved in the port's political activities. They work with the Maritime Trades Department's local Port Maritime Council. They also work with the AFL-CIO state and county federa­ tions in their area. And they work to convince local congressmen and their state's senators of the value of a strong merchant marine to the econ­ omy and security of the United States. Often times, an SIU official's poli­ tical activities has made the differ­ ence between a legislator voting for or against an important piece of maritime legislation. Many SIU officials are also in­ volved in community action groups and services for" the general better­ ment of the communities surrounding the Union hall. The SIU's network of port Union halls is the basis of the SIU's strength as an international Union representing seamen. The strategic positioning of halls enables all mem­ bers to easily and conveniently take advantage of all services provided by the Union. And through these halls, the membership is kept aware of all the Union's activities on their behalf. In other words, the local Union hall is a vital and indispensable link in communication between the Union and its membership. Seafarers Log �a«BiB&'agiim"3aa^g3rga!1SSIS»a>iaii^^ \ Headquarters Notes by SIU Executive Vice President Frank Drozak If you are ready to ship out, need help applying for benefits, are interested in attending a membership meeting or just want to meet old shipmt^tes, you'll head for your local Union hall. These halls, maintained in major ports throughout-the country, are essential to the excellent job security and services SIU members enjoy. They are the key to the SIU's rotary shipping system which gives the SIU control over its own jobs and is one of the most democratic methods of filling jobs, making allowances for how long a man has been on the beach, his training and his standing as a Union member. Local halls and rotary shipping also help guarantee that all jobs aboard SlU-contracted vessels belong to all Seafarers, and it is every member and official's responsibility to protect each of these jobs. This means that a Seafarer quitting without giving the local Union hall sufficient notice and causing a ship to sail" short is not just depriving one man of that job. He is jeopardizing a shipboard position that, belongs to and benefits every Seafarer. Many welfare or vacation claims are delayed because of incorrectly filed applications which lack either supporting documents or important information, causing unnecessary hardships for some members. At your local hdl. Union officials are always available to explain the proper procedures for filing a claim and to make sure you've included all the necessary documents and information needed to insure prompt payment. • Union halls are also a place to get information about training and upgrading at the Harry Lundeberg School, as well as about the activities of your Union in national, local and internal affairs. And they are a pleasant place to play a friendly game of cards or dominos, talk with old friends, or just sit and read a paper while waiting for a job call. The SIU Union hall system was established for the benefit of all Seafarers. Take advantage of the important services offered you at your local hall and ".i do your part by informing the hall when you want to leave a ship, by bringing the proper documents when you want to register or throw in for a job, and by attending your port's monthly membership meeting. (For more details, see Page 6.) 'i 7 Seafarers are also participating in other important SIU programs and ac­ tivities that contribute to the welfare and job security of the entire membership. The 34th class of the Bosuns Recertification Program graduated this month, bringing to 391 the number of Seafarers who have completed this important course. The .35th class which will graduate at the July membership meeting in N.Y., represents the final class in this phase of the Bosuns Recertification Program. This program has helped greatly to reduce shipboard beefs which arise due to misunderstanding and to improve communication between members aboard our ships and Headquarters. The Lundeberg School is ^till working on establishing a curriculum for the Steward Department Recertification Program which will begin later this year. The 'A' Seniority Upgrading Program has also been progressing well, with six more Seafarers receiving their full Union books through the program this month. The 233 Seafarers who have earned their full books through this program are helping to fill the m^power gap left by the many members either going out on pension or passing on every month. If you are eligibTe for the program and have not already applied, I urge you to do so immediately. Firefighting training is becoming more and more important in today's mari­ time industry. And sooner or later, the Coast Guard will require that all seamen possess a firefighting certificate as a prerequisite to employment on U.S. flag ships. Seafaters can get their certificate by attending the Firefighting Course offered at the Lundeberg School and at the MSC-MARAD Firefighting School in Earle, N.J. If you would like to attend the Firefighting Course, see your port agent. LNG/LPG tankers will soon be an important part of the U.S.-flag merchant fleet. To get a job on one of these ships, a Seafarer will be required to have special training. A Seafarer can get this training through the Lundeberg School's LNG/LPG Upgrading Program. I urge interested members in all departments to contact the Lundeberg School and to arrange to attend the next LNG class on Sept. 20. (See Lundeberg School application on page 31.) ,1. f. -< NLRB Judge Rules for SIU in Manning of All PRMMI Ships An administrative law judge for the National Labor Relations Board ruled last month that the SIU represents the unlicensed crews aboard all Puerto paydi«^ aboard the wdric pei^ he^ tlnldh Rico Marine Management, Inc. (PRMMI) ships including their three Ro-Ro ships, the SS Eric Holier, Ponce de Leon and Puerto Rico. The judge found the NMU guilty of conducting a recognitional strike in their picketing of PRMMI terminals last year, that is, trying to force an employer to recognize the NMU as a bargaining agent when the employer already has a valid contract with another union, in this case the SIU. It is expected that the NMU will appeal the judge's decision to the NLRB in Washington, D.C. History of Dispute '.213 The dispute began last October when the Puerto Rico Maritime Shipping Authority (PRMSA) transferred man­ agement of the three Ro-Ro vessels frorti the NMU-contracted Transamerican Trailer Transport to PRMMI. PRMMI, which already operated eight SlU-manned ships, had a fleetwide contract with the SIU and manned the three ships with Seafarers. When the NMU struck PRMMI and PRMSA, the NLRB in San Juan moved for and obtained an injunction against the NMU's picketing from the U.S. District Court in San Juan which also ordered SIU crews off the three ships and NMU crews aboard the vessels, until the NLRB could settle the issue. From the U.S. Court of Appeals First Circuit in Boston, the SIU applied for a stay of the judge's ruling ordering the SIU off the vessels until a full threeman Court of Appeals could hear an appeal on the issue. Chief Circuit Judge Coffin granted the stay pending the full appeal. In April the United States Court of Appeals First Circuit affirmed the Dis­ trict Court's injunction against the NMU but it reversed the San Juan U.S. District Court's ruling ordering SIU crews off the ships, thereby effectively leaving SIU members aboard the ships until final disposition of this matter. Financial Committee Meets Ross Named Chief Off N.Y. Labor Unit • v;' Philip Ross has been appointed by Gov. Hugh L. Carey of New York as state industrial commissioner and head of the State Labor Department. Ross succeeds Louis L. Levine who resigned to join the Group Health In­ surance Co. of New York City. He had been state industrial commissioner since 1971. Levine is now chairman of a U.S. Mediation and Conciliation Service board of inquiry panel set up May 31 in New York City to assist in the con­ tract negotiation impasses between the League of Voluntary Hospitals and Homes and District 1199, National Union of Hospital and Health Care Employes, which has a membership of 40,000 hospital workers. Their contract expires the end of this month. Commissioner Ross was recently pro­ fessor of industrial relations at Cornell University, Ithaca, N.Y. and was re- June, 1976 • i H • Philip Roiss gional director and international repre­ sentative for the United Hatters, Cap and Millinery Workers International Union, AFL-CIO from 1955 to 1958. SIU Quarterly Finance Committee Chairman Frank Teti, recertified bosun, (4th right) explains a point on how to check out the Union's records and bills to a member of the elected committee, Oscar B. Smith (standing) of the steward department. Other members of the committee which met this month at Headquarters are (I. to r.): Carroll Dwyer, engine department; Recertified Bosun John Hale; Recertified Bosun Frank Rodriguez; and John Sweeney, deck department, watching Warren Cassidy of the steward department doing some figuring. Page! �Coast Guard May Have Outlived Its Usefulness With the vast changes in maritime technology and with the changing atti­ tudes toward the human factor in work situations, the U.S. Coast Guard may have outlived its usefulness. This issue has come into sharp focus over the past year because of the Occu­ pational Safety and Health Act which has given the U.S. Department of Labor jurisdiction over safety in maritime matters including safety aboard ship. The Coast Guard is contesting this situation and is seeking to retain its jurisdiction over maritime safety. There are some who support the Coast Guard and feel that their traditional role should be maintained. There are others, both among labor and management, who feel that OSHA could do a better job. Long Time Problem The Coast Guard problem has been cumulative. Its roots go back 20 years or more during which time the Guard has failed to upgrade its organi­ zation or adapt properly to the human factors. Fundamentally a police organization, the Coast Guard has not taken an ap­ propriate sociological view to the work­ ers over which it has jurisdiction. Its police force thinking can be seen in a mid-195Qs Coast Guard proposal which became known as the "profile" system. The purpose of the system was to draw a "profile" on each seaman as a means of eliminating those who the Coast Guard felt shouldn't go to sea. Among the areas to be examined were: home upbringing; speech or smell defects; attitudes toward sex; religious and ethical attitudes; work history, in­ cluding any record as a "beefer" or "complainer" aboard ship; lack of edu­ cational advantages. Many people felt that it was ex­ tremely dangerous for a police enforce­ ment agency to have control over the employment of a seaman. The SIU was among those who vigor­ ously opposed this extension of the Coast Guard's authority and the "pro­ file" plan was eventually scuttled. Not Properly Equipped The problem is that the Coast Guard is not equipped, in terms of personnel or experience, to deal with the many complex social and psychological prob­ lems resulting from the impact on the individual worker of faster and larger ships, increased overtime, loss of ade­ quate port time, and the resulting feel­ ing of isolation and alienation that grow from these new experiences. The Coast Guard has not become aware that while the development of sophisticated electronic tools provide the seafarer with more control over , his shipboard environment, they sometimes leave him feeling powerless over his own life. In other areas, the Coast Guard is rooted in the past. Today a merchant seaman can be permanently deprived of his right to a livelihood for various drug violations which have been sub­ stantially modified in our society. Again, the Coast Guard's approach is that of a policing agency, out of touch with changing social and legal concepts, enforcing its own out-dated rules on workers whose rights are already se­ verely restricted. Register but there is no effort on the part of the Guard to maintain a con­ tinuous dialogue with those who are affected by those rules. In promulgating these directives— which directly affect the safety of crewmembers—the Coast Guard will, at times, consult only with management without seeking the advice and guid­ ance of maritime unions which repre­ sent the workers involved. Two recent examples illustrate this point. In setting manning scales for Chevron tankers on the West Coast, the Coast Guard has decided that un­ licensed qrewmembers are not needed in the engine rooms of these vessels despite"exprience which has shown that continued maintenance is necessary to the safe operation of this type of ship. Another example is the Coast Guard's proposal to eliminate the use of tankermen aboard barges on the in­ land waterways. Again, this proposal files in the face of experience which has demonstrated the ne«l for riding tank­ ermen to promote the safety of the vessels and their crews. This brings up another problem— the workers' situation cannot be en­ hanced by the fact that many Coast Guard oflicers go into industry when they retire from the Guard. In attempting to assess why the Coast Guard cannot cope with the many com­ plex problems of today's rapidly ex­ panding industry, we can infer that one reason is its military-oriented structure and another is that the Guard is an ex­ tension of the Department of Transpor­ tation which has shown a consistent hostility to the maritime industry. Whatever the reasons, however, the fact is that the Coast Guard has demon­ strated an unwillingness to deal with these problems realistically. New standards have to be set which take into account the real problems of the health, safety and welfare of mari­ time workers. There is a widespread feeling that OSHA can play an effective role in this area. Certainly, the prob­ lems cannot be left to the unilateral decision-making of the Coast Guard which has a lack of experience and facilities to deal with them. prodncetbe iQir lor iii ' wlio' pOiieip: UWitcd Another critical argument on the part of both management and labor is that the Coast Guard does not consult with those in the maritime industry. The Guard's proposed rules and reg­ ulations are printed in the Federal • Appeals;'' Pension Reform Act of 1974 Some Points Clarified on ERISA Requirements On May 26, the Seafarers' Pensicm Plan, Welfare Plan, Vacation Plan and Harry Lundeberg School of Seaman­ ship, as well as the UIW Welfare Plan and Pension Plan, and the Great Lakes Tug and Dredge Pension Plan notified all participants that, under the &nployee Retirement Income Security Act of 1974, the various plans' documents would be available for examination and, in some cases, for sale to their par­ ticipants. Plan participants include active em­ ployees, pensicHiers and any person who has vesting credit of 10 years service without a break. Unfortunately these letters have caused some misunderstandings among members. In order to clear up these misunderstandings and to update the information contained in those letters, the Seafarers Log will present and answer some of the most frequently asked questions about the notices. • Win those already on pen^n be affected by tills law? No—pensioners will continue receiv­ ing the same benefits. If you are already on pension, the law will not decrease or change your benefits in ary way. All pensioners were sent notices because under ERISA they are considered par­ ticipants and must be notified about changes in the Plans. Once again, pensioners already re­ ceiving benefits need not worry about changes in their retirement benefits. • What Plan documents are avalldile to participants and what will tiiey Pages cost? All participants will automatically be mailed, free of charge, a summary description of each Plan and a summary of each Plan's financial report. The Plan descriptions will be ready by the summer of 1977 and the finan­ cial reports by early 1977. There will be a charge of approximately $.10 per page for additional copies of either summary. The following documents will be available for inspection at every Unicm hall and for saJe from Union Head­ quarters for approximately $.10 per page: 1. Each Plan's ESB-1 form. This is an oflScial form which each Plan mu^t file with the Department of Labor de­ scribing the Plan. It runs about 15 pages and will be available sometime this summer. 2. The full annual report for each Plan. This is the entire financial report which each participant will receive in sununary form free of charge. The full report wUl run about 20 pages and will be available at the end of each year. 3. Collective bargaining agreements under which each Plan is established. These agreements, or contracts, include the provisions for funding the Plans. Since these documents are usually quite long and since the contract provisions regulating wages and working condi­ tions are already available, participants will be able to purchase the one or two pages which specifically deal with the Plans. These pages are available now. 4. Trust documents and regulations for each Plan. A Trust Document de­ scribes how a Plan is administered. They will be available by the end of July, 1976 and will run approximately 25 pages. Trust regulations list all the rules concerning eligibility for, and the amounts of, benefits under a Plan and contain the information which each participant receives in a shorter form in his summary Plan description. The trust regulations are about 50 pages long and will be available by the end of July, 1976. You may inspect any of these above documents at a Union hall. You will not be able to photocopy documents at the Union hall. To purchase any of the documents, contact the Welfare Plan office, 275 20th St., Brooklyn, N.Y. 11215 and you will be told exactly how much the desired documents will cost. Upon re­ ceipt of your payment, you will be sent the requested document. When request­ ing a document please include your So­ cial Security number and your present or latest employer, • Is seatime accumalated before ERISA went into effect counted towards vesting? The best way to answer this question is to review the new vesting and breakin-service provisions. Remember these provisions only ap­ ply to the normal pension. For every year you work 125 days or more, you receive one year of vesting credit. When you have accumulated 10 years of credit you are vested, that is you have a legal right to receive the portion of the normal pension you have earned when you turn 65 and can no longer have a break-in-service in regard to your pension. If you work less than 125 days in any year but more than 62V4 days, you do not get credit for a year's service but you do not have a break-in-service. If you work less than 62Vi days in a year, you have a break-in-service. If you have a number of consecutive breaks that equal the total number of years of credit you have earned, you lose all of that credit. The 125-day requirement only ap­ plies to earning vesting credit for a normal pension. Each and every day worked for a company signatory to our Plan will count towards the total number of days needed to qualify for a pension even if they were accumulated in a year for which you did not receive vesting credit. (Hd Break Roles Seatime compiled before Dec. 31, 1975 can be counted towards vesting credit. You will receive one year's vest­ ing credit for each year you worked 125 days or more provided you did not have a break-in-service under the old break rules. Under the old break rules, you lost credit for all previous seatime if you sailed less than 90 days in each of three consecutive years. Seafarers Log V . �i»e^;jB#sMife'ii<ri''*'»<a#»F/jrj,'^i^^n^feSS This is another important area that we have to keep our eyes on if we are going to protect these jobs for Americans. Congressman John Murphy (DN.Y.), who is chairman of the select House Committee on the Outer Conti­ nental Shelf, has introduced legislation which would require that all rigs and vessels used in exploration and mining on the shelf off U.S. coastlines be American built—and that all rigs and vessels be manned by American crews. We have already held meetings with all unions involved in this industry, and we have come up with an agreement that would protect this industry for American workers. Meanwhile, our Washington office sent a staff representa­ tive to San Francisco to attend the National Offshore Advisory Committee meeting there which was held by the Coast Guard. And we are also inviting oil companies and other industry representatives to a meeting in Washington later this month to get them to approve the agreement we have worked out with labor organizations. Washington Activities BjrSRockcr ALASKA NATURAL GAS PIPELINE Hearings on proposals to transport Alaskan natural gas to the lower 48 states are continuing in Washington. The House Interstate and Foreign Com­ merce Committee heard testimony earlier this month from the Federal Power Commission's environmental task force. This group singled out two proposals which they say would have less impact on the environment than other pro­ posed routes. One proposal is to pipe the gas through Canada to northwestern Minnesota. The other-developed by El Paso—would string a pipeline through Alaska, paralleling the oil pipeline, to an LNG terminal at Starichof. The gas would then be carried by American-flag LNG vessels to Oxnard, Calif. We have a real stake in the final selection of this pipeline, and our staff in Washington is putting a lot of effort into convincing Congress and the Federal Power Commission that the all-Alaska route—with the use of U.S.-flag LNG tankers—^is the soundest proposal in terms of natural defense, economy and preservation of the environment. WAR RISK INSURANCE The Senate Commerce Committee will hold further hearings on War Risk Insurance. Transportation Institute, a Washington-based research and edu­ cational organization, has prepared background materials for our staff at the AFL-CIO Maritime Trades Department to oppose insurance protection for foreign-flag vessels which are owned or under charter to American operators. OUTER CONTINENTAL SHELF Our representatives at the Maritime Trades Department met with legislative representatives from the AFL-CIO and a number of national and international labor organizations this month to get their support for our position on pro­ tecting the job rights of American workers on the rigs and supply vessels work­ ing the outer continental shelf. PUBLIC HEALTH SERVICE HOSPITALS The House Committee on Merchant Marine and Fisheries has begun hearings on the status of Public Health Service Hospitals. The SIU and the Maritime Trades Department will attend the hearings to present testimony in support of adequate funding for the maintenance of existing hospitals and for improving the quality of care at these hospitals. Our Washington representatives have been working with the U.S. Maritime Administration—which supports our position on the hospitals—and with Rep. Leonor Sullivan (D-Mo.), chair­ woman of the House Committee on Merchant Marine who is a strong supporter of the Public Health Service Hospitals. OTOER HEARINGS In addition to hearings on War Risk Insurance, Public Health Hospitals and the Outer Continental Shelf, Congress will also be holding hearings in a num­ ber of other areas important to us—^including law of the sea; common carriers; water resources developments; pension plans; oil spills; and ocean mining. The staff at Transportation Institute and our representatives at the Maritime Trades Department are working with our friends in Congress in all of these areas to make sure that the jobs and job security of this membership are pro­ tected. It is important that we continue a maximum effort in Washington to protect our jobs. We not only have to fight the powerful oil lobby, but we also have to fight the Administration in Washington—and that means the State Department, Treasury, the Department of Transportation, and—not least of all —^the Coast Guard. It's a big job, and we have to be on our toes every single day. Our Washington staff has to know what is going on—not only in Con­ gress—^but also what is developing in all of the many Federal agencies that affect our industry. It's a never-ending job but one that is essential to vour continued job security. '4 '''"t ,H Is, '# i t • » 41 To Protect Your Becatf^Sff the Employee Retirement Income SecuHiy Act of U (often referred to as the Pension Reform Act) it is extremely imf that the latetA correct address of each member be on file. // the Se Plans have ypUr latest address, you wUt he able to receive all the sary a,id vital material which is required to be sent to you under , new taw. ' It is qbo very important thai the Plans be aware of your marital Thej^ore, you are strongly urged to 01In the form below md send fifj to: Claims department, Seafarers Welfare and Pension PUms, 27S St„ Brooklyn, N.Y. U215, . .m, smt Job Security in the Fight for Favorable Legislation Seafarers are urged to conMbute to SPAD. it is the way to have your voice heard and to keep your union effective in the fight for legislation to protect the security of every Seafarer and his family. Top Lakes Pension Check n JBtil't.SM--- . I ^ After logging over 10,000 days of seatime, 64-year-old ex-Oiler John Kroski (left) gets congratulatory handshake from SIU Cleveland Port Agent George Telegadas last month for receiving the biggest pension check benefit— $395 a month—ever paid on the Great Lakes to date. Seafarer Kroski's last ship was the M/V Diamond Alkali (American Steamship). He sailed 43 years. Page 9 June, 1976 •••• • • •• i'..!;j-'-y' ' • ,• • ^ It..: �The Maritime Trades Department How MTD Membership Affects You^ the Seafarer The MTD holds biennial conventions to map out two-year programs of action, in above photo, Paul Hail, MTD president, addresses the 1975 Biennial Convention held last September in San Francisco. Passage of the Merchant Marine Act of 1970 marked one of the most important legislative vic­ tories ever won for the U.S. maritime industry hecause it formed the base of a long-term program for the revitalization of the U.S. merchant marine. The AFL-CIO Maritime Trades Department was instrumental in achieving this victory. In December 1974, the U.S. Senate gave final Congressional approval to the Energy Transporta­ tion Security Act, which brought to a successful close one of the most ambitious legislative fights in the history of the American labor moverrient. Again, it was the AFL-CIO Maritime Trades De­ partment which proved to be one of the major forces in fostering this victory. The fights tor the 1970 Merchant Marine Act and the 1974 Oil Cargo Preference Bill (later vetoed) are just two instances in a long line of legislative struggles in which the AFL-CIO Mari­ time Trades Department has demonstrated its indispensable value to Seafarers and the maritime industry as a whole. Much of the MTD's effectiveness as a Constir tutional Department of the AFL-CIO can be attributed to a nurhber of important factors, such as its size and working structure; thediversity of the member unions it represents, and the way in which its policies are carried out on both the national and local levels. The main function of the MTD, founded 30 years ago and in the establishment of which the SIU played a primary leadership role, has always been to give maritime labor a greater .say in Washington on issues that would have an impact on the U.S. maritime and related industries, and the men and women that work in them. Presently, the MTD is comprised of 43 national and. international AFL-CIO unions, including the SIUNA, representing nearly eight million Amer­ ican workers. Not allof the'MTD's affiliated unions are of a maritime^ture nor are they all located in major port-cities. But the affiliation of these diverse unions gives the MTD political strength in all" re­ gional areas df he U.S. . MTD Executive Boaid The policies and programs of the MTD are formulated by the organization's executive board, which includes a top ranking representative from each of the'MTD's 43 affiliated unions. The three top officers of the MTD are, Paul Hall, who serves as MTD president; Jack McDonald, , vice presi­ dent, and O. William Moody, administrator. The MTD executive board meets regularly to discuss contemporary issues affecting the maritime industry and the steps that must be taken to deal properly and swiftly with them. Every two years, the Department holds a con- Page 10 . J t I > r t ^ vention immediately preceding the AFL-CIO con­ vention, at which time the affiliates review the progress of the maritime industry in.the previous two years and map out a chart of action for the next two years. At the MTD's 1975 Biennial Convention, held last September, the Department resolved to work, among many others things, for; • A bill that would close the loophole in the z conventions, depends heavily on the actions of the MiD's network of 27 Port Maritime Councils. These Councils," located in strategic port-cities throughout the U.S., in Canada and Puerto Rico, work politically on the local levels, and have been instrumental in enabling the MTD to achieve its national goals. An example of the Port Cduncil's effectiveness can be seen in the 1974 fight for the Energy Trans­ portation Security Act. Members of the Councils worked tirelessly to convince Congressmen and Senators from their districts and states to vote for the bill. The result was an overwhelming vote for the bill in the House of Representatives, and a closer—but still—a majority vote in the Senate. In addition to their work on the political front, the MTD's Port Maritime Councils have also been instrumental in increasing the awareness of citi­ zens throughout the country to the importance of a strong U.S. merchant marine to the general wel-. fare of the nation. On the national level, MTD headquarters, which , is located in the AFL-CIO building in Washing­ ton, D.C., works closely with the national AFLCIO and its affiliates to gain further support for its programs. The national office of the MTD also works closely with representatives of AFL-CIO state federations and local central bodies of the AFL-CIO; In brief, then, the AFL-CIO Maritime Trades Department has been and will continue to be an effective organization for its member unions, es­ pecially with regard to the SIU and Seaforers. In future issues of the.Log we will continue to outline other organizations with which the SIU is connected and describe how tjhese groups affect Seafarers' welfare and livelihoods. 43 MTD Affiliates / Below is a list of < the 43 affiliates of the Maritim&Trades Departrhent. /, 1. The Journeymen Barbers, Hairdressers and Cosmetolo^ts' International Union of America , 2. International Brotherhood of Boflermakers, Iron Ship Bnilders, Blacksmiths, Forgers and Helpers 3. Boot and %oe Workers' Union 4. International Union of Bricklayers arid Allied Craftsmen ' 5. United Brofheriiood of Carpenters and Joiners of America Jones Act which exempts the Virgin Islands from 6. United Cement, Line and Gypsum Workers the provisions of the law. This bill will be marked International Union up in the Senate this month. 7* Communications Workers of America • A bill to extend U.S. control of fishing rights 8. Distillery, Rectifying, Wine and AlUed Workers' to 200 miles offshore. (This bill was passed in International Union of America both Houses of Congress and signed into law in 9. International Union of Dolls, Toys, Playthings, April of this yeir. The law becomes effective Mar. Noveltim and Allied Products of the Unlt^ 1, 1977.) States and Canada, AFL-CIO • A bill to curb and then cut back the incursion : 10. Intematfonal Brotiieriiood of EJectrical Workers of third-flag fleets into the U.S. foreign trades. The 11. International Union "of Elevator Constnmtors call for this bill was prompted by the fact that the 12. International Unhm of Operating Engineers Russian fleet, operating as a third-flag carrier, along with other third-flag fleets, how control more 13. Iiitemational Association of Fire Fighters than half of the c'^age of all waterborne trade 14. Imemational Brotherhood of Firemen and Offers 15. Glass Bottle Blowmrs' Association of die tJnited between the U.S. West Coast and the Far East, States and Canada (This bill is now under consideration by the House 15. Anierican Federation of Grain Millers Merchant Marine and Fisheries Committee.) 17. Graphioi Arts International Union • A program first to end the U;S. Government's wasteful policy of running in competition with the 18,Hotel and Restaurant Employees' and Bar­ tenders'International Unioii private shipping industry and then return the U.S. 19. International Ai»ociation of Bridge, Structural merchant marine to its proper role as an auxiliary and Ornamental iron Workers of the U.S. Navy. 20, LahornS' Intematiorral Union of Nordi America In addition to iffiese and odier maritime Issues, Laundry and Dry Cleaning Inhanathe 1975 MTD Convention also vowed to fight for 21.. AFL-CIO tioqal Union, bills and programs for all American woihers, su^h 22. International Leather Goods, Plastics and Nov­ as: an Increased minimum wage; organlring unelty Workers Unimi olganized worio^rs; Import quotas; a national en­ 23. hrtemadonal Association of ergy policy; unemployment insurance extensions, Aerospace Workers and trade refonn. • 24. Industrial IJnion of Marine and ShlpbrrUding Success of the MTD's policies and programs, • Workers of America established by the executive board tind at MTD . Continued ori Page 11 CIO Seafarers Log ' �SSBsassse®- ,1 ilj- :r——-'a i-.'i.Ti"- .^. \ 25. National Marine Engineen* Beneficial Associatkm 26. Amalgamated Meat Ciitters and Botcher Work­ men of North America 27. OflSce and Professional Employees International Union 28. Oil, Chemical and Atomic Workers International Union 29. International Brotheihood of Painters and Allied Trades 30. United Papenvoikers International Unhm 31. Operative Plasterers' and Cement Masons' International Association of the United States and Canada 32. United Association of Journeymen and Appren­ tices of the Plnmbing and Pipe Fitting Industry of the United States and Canada 33. International Brotherhood of Pottery and Allied Workers 34. Brotherhood of Railway, Aiiiine and Steamship Clerks, Freight Handlers, Express and Station Employees 35. Retail Clerks International Aswciation 36. Retail, Wholesale and Department Store Union 37. United Rubber, Cork, Linoleum and Plastic Workers of America 38. Seafarers International Union of North America 39. Sheet Metal Workers International Association 40. American Federation of State, County and Mimicipal Employees 41. United Telegraph Workers 42. United Textile Workers of America 43. American Guild of Variety Artists Marine Skills Needed on Mobile Oil Rigs for Safety Safety on the mobile drill rigs, which pointed out that even the contractors operate offshore ."exploring for oil and involved in exploring for offshore re­ natural gas, is a prime concern of the sources defined the rigs as ships. He SIU. The Union is urging the Coast quoted John Drewry, counsel to the Guard to adopt stricter regulations over National Ocean Industries Association, these units which navigate in our har­ who has stated, "these rigs are not, as bors and coastal waters. many people think, fixed structures On May 25, at a hearing in San Fran­ built offshore in the form of an oil der­ cisco held by the National Offshore rick. But rather, they are indeed vessels Operations Industry Advisory Commit­ and are recognized as such and docu­ tee, Lindsey Williams, SlU-vice-presi- mented under the laws of the United dent in charge of the Gulf: Coast, out­ States..." lined the Union's views on mobile drill However, Williams objected, "the unit licensing regulations. majority of mobile rigs are currently While speaking before the gathered not regulated, or their crews licensed to industry and Coast Guard representa­ the same full standards as U.S. ocean­ tives, he stressed the need for marine going ships and their crews. The Seaskills aboard the mobile rigs which "are Jarers Union is convinced this is neither vessels that must operate in a hazardous a safe nor an acceptable standard for industry and environment." the U.S. rigs to be allowed to maintain. He then sharply criticized the off­ During his testimony, Williams shore exploration industry's draft pro­ posals for new Coast Guard regulations that were being discussed at the hearing. "We strongjly disagree with the con­ cept inherent in the draft proposal that industrial employees can perform ma­ rine skills without the proper experience and education required of ocean going seamen," the SIU vice-president de­ clared. "Such shortcuts to creating sea­ men in the longrun jeopardize the safety of everyone involved in rig operations." He continued, "Based on our obser­ vations of offshore activities, it appears to us that the offshore industry is intent upon obtaining for itself a special set of operating and safety rules that would not be acceptable in other U.S. marine industries." After carefully studying the situation, the SIU developed its own proposed regulations that would cover those members of the mobile rig crew work­ ing on marine related tasks. At the hearing, Williams outlined the Union's major points, while noting "our standards would not apply to the indus­ trial skills aboard the rig, primarily the drilling crew, because these matters should be decided by the contractor." First, he stated, "A minimum man­ ning level must be set for each type of U.S. drilling rig that will assure the safe operation of the rig in all conditions and which will provide an adequate ma­ rine crew to maintain the rig in a safe and sanitary condition. While the minimum crew standard would take into account the size of the rig and its equipment, it would estab- •%. Continued on Page 27 f Foreign Countries Mean Business In Dealing With • Canada—^Possession of narcotics (including marijuana) up to 7 years in jail at the discretion of the court. Up to life imprisonment, but not less than 7 Persons arrested on drug charges are years for importation of drugs into the country. not eligible for bail. • France — Possession, sentences vary, but are less than for trafficking. Minimum of 3 to 4 months pre-trail confinement. Trafficking, 1 to 5 years. Drug Violators Drug laws in the U.S. can be tough for sale or trafficking of large amounts of drugs, but for simple possession and use they're not so hard. Some states' laws for possession and use could even be considered lenient. However, this is by no means the case in foreign countries. It is important that a seaman, who would be visiting a lot of foreign coun­ tries, at least be aware of what these drug laws are, because if you get caught "over there" for possession or sale of even small amounts of drugs, you could be staying "over there" for quite awhile. As a matter of fact, there are ap­ proximately 700 Americans in foreign jails right now for various drug offenses, and there's really very little anyone stateside can do for them but wait pa­ tiently for their return. Below are some of the drug laws in various countries that a Seafarer might visit: • Mexico—Possession, 2 to 9 years in jail plus fine. Trafficking, 3 to 10 years plus fine. Illegal import or export of drugs, 6 to 15 years plus fine. Per­ sons arrested oil drug charge can expect a minimum of 6 to 12 months pre-trial confinement. • Greece—Possession, minimum of 2 years in jail. TraflScking, 5 to 20 years plus fine. • England—^Possessions of heroin or LSD, 7 years or a fine of $1,000 or both.' Possession of codein or cannabis, 5 years in jail. • Germany — Possession, 3 years. Germany is expected to change this law making jail terms stiffer. • Japan—Sentences are based on the amount of drugs found. A recent case involved 600 grams of hashish and the person was sentencad to 2 years in jail. • Italy — Possession or attemptedsale, 3 years. Trafficking, 3 to 8 years. June, 1976 • Turkey—^possession, 3 to 15 years. Trafficking, 10 years to life. It's no fun being stock In a jafl cell, but even less fun If tbat jail cell is In a foreign country. Be smart! Don't use dmgs. Warning to Seafarers Young and Old: Drug Possession Means Loss of Seaman's Papers If yon are convicted of possessimi of any illegal dmg—heroin, barbitnrates, speed, LSD, or even marijuana—the U.S. Coast Guard will revoke your seaman papers, widmut appeal, FOREVER. Tbat means ttat yon lose for die rest of your life die r^t to make a living by the sea. However, it doesnT quite end there even if you receive a suspended soitence. You may lose your r^bt to vote, your right to bold public office or to own a gun. You also may lose the opportunity of ever becoming a doctor, dmitist, certified public accountant, engineer, lawyer, architect, realtor, pharmacist, school teacher, or stockbroker. You may jeopardize your r^ht to hold a job wbereyou must be licensed or bonded and you may never be able to woric for the cHy, the county, or the Federal government It*8 a pretty tough rap, but duFs cxacdy how it is and yon cant do anydiing about it The ctmvkted drug user leaves a black marie on his rqiutatkm lor die rest (rf his life. However, drugs can not only destroy your r^t to a good livelfliood, it can destroy your life. Dmg idinse presents a serkms threat to both your physical and mental healdi, and die personal safety of those around you. This is especially true aboard diip uime clear mfaids and qiuck reflexes are essential at all times for the safe (qperathm of die vessel. Dont let dn^ destroy your natural r%ht to a gOod, luqppy, prodnctive Ufe. Stay dmg free and steer a clear course. Page 11 I i I t M �8 Finish Welding Course 1 AT SEA SS Cove Communicator The operators of the SlU-manned SS Cove Communicator (Cove Tankers) early last month applied to the U.S. Maritime Subsidy Board in Washington, D.C. for an operating subsidy to run the 31,900-dwt tanker on the Russian grain run. SS Translndiana Shipboard services Nvere conducted aboard this SlU-contracted ship for our departed brother. Seafarer Herbert M. "Frenchy" De Boissiere, 46, who died in the USPHS Hospital in Staten Island, N.Y. on Apr. 2. He had sailed 30 years. Ship Chairman, Recertified Bosun Herwood B. Walters and Chief Steward W. J. Fitch, secretary-reporter paid high tribute in turn to the departed seaman: "As Herbert De Boissiere, better known as 'Frenchy', was a personal friend of mine, it was his desire to sail with me abord this ship. Although 'Frenchy' did not make it, in his physical being, his wish and desire were fulfilled, for I shall always remember, 'He did make his last voyage with me.' " "I have sailed with Brother Herbert De Boissiere many times. His happy ways and outlook on life will be missed by all who knew him." The bosun and the rest of the crew said: "We wish to give an overextended vote of thanks to Capt. Gene Laski (master of the Transindiana) for the most proficient and descriptive eulogy he gave, so befitting to our departed Brother Herbert De Boissiere." Capt. Laski's ceremonial eulogy at the services included these hallowed words: "We are gathered here this day, the 17th of May 1976, on the deck of the SS Transindiana, to pay our respects to our departed brother, Herbert Michael De Boissiere, who passed away on the 2nd day of April 1976 ... He was 46 years of age. "At a time when it seemed that Herbert was conquering his illness, he was making plans to return to sea on this vessel... This was not to be, and when he realized that he would not be standing any more watches, he requested that his final journey be made with us "In making this request, Herbert is reminding us of the unique and special family relationship that we share with one another.... We are many races and we are many religions—^yet we are brothers-and-the sea is our home-and-the sea is our blood.... "Herbert, thank you for the message.... We understand it In your mem­ ory, I now recite a poem that reflects the ideology of men who follow the sea...: INVICTUS " 'Out of the night that covers me. Black as the Pit from pole to pole, I thank whatever gods may be For my unconquerable soul. In the fell clutch of circumstance I have not winced nor cried aloud. Under the bludgeonings of chance My head is bloody, but unbowed. Beyond this place of w/ath and tears Looms but the horror of the shade, ^ And yet the menace of the years, Finds, and shall find me unafraid. It matters not how strait the gate How charged with punishments the scroll, I am the Master of my fate I am the captain of my soul.' ' "There is one among us who knew Herbert better than I... It is only fitting that Herwood Walters, our bosun, stand by my side and assist me in seeing Herbert on his final and everlasting journey ... "Brother Herbert Michael De Boissiere—you have returned home—at 10:40 a.m. this 17th of May 1976—in the latitude of 27 degrees and 24 minutes North and longitude 74 degrees and 34 minutes West... you are now and forever returned to the sea—you cannot be forgotten for you shall forever be with us.... We pay our respects to you, each in his own manner, with our thoughts and prayers and with the vessel's engines stopped and with a moment of silence." Instructor Bill Eglinton of Piney Point's Welding Course (2nd left rear) is in a happy mood with his latest class of graduates, proudly displaying their diplomas, of (I. to r. front): Robert Wilson Albert Schwartz: William Joslin, and David Daily. In the rear (I. to r.) are: LeRoy Cope; Eglinton; James Darden; Robert Zientak, and Robert Smith. Rubber Workers Boycott Firestone Tire A nationwide consumers boycott and letter writing campaign aimed at Fire­ stone tires has been called for by the 70,000 United Rubber, Cork, Linoleum and Plastic Workers of America Union (URW), an AFL-CIO Maritime Trades Department affiliate which has been on strike since Apr. 21 at 47 plants of the Big Four tire makers, Firestone, Goodyear, Goodrich and Uniroyal. The boycott has the support of both the SIU and the AFL-CIO. URW President Peter Bommarito has asked the public and union mem­ bers not to buy the following 37 brandname tires: Firestone, Atlas, Caravelle, CBI, Coast-to-Coast, Cordovan, Fal­ con, Fruehauf, Getty, Lancer, MultiMile, O.K. Tires, Shell, Triumph, Union 76, J.C. Penney and Mont­ gomery Ward. Other Firestone subsidiary-made tires consumers are asked not to pur­ chase are these by Seiberling: Award, Holiday, Buck Monroe, Portage, Roger Ward, Sterling and Zenith. And those made by Dayton: Argyle, Carnegie, Co-op, Cornell, Dean, Duralon, Road King, Schenuit, Super Traction (trucks) Western Auto and White. Bommarito also called for a letterwriting campaign by union members and the general public directed to Fire­ stone's president, Richard D. Riley, 1200 Firestone Pky., Akron, Ohio 44301 asking for a reasonable approach at the bargaining table with the United Rubber Workers negotiators. To implement the boycott, a "Don't Buy Firestone" campaign via picketing and handbilling at high volume Fire­ SS Robert E. Lee On July 4, the SS Robert E. Lee (Waterman) will sail from the Gulf to Karachi, Pakistan with 6,340-metric tons of bagged phosphate for overland transshipment to Afghanistan. ^ Model for Others The union is seeking a contract with Firestone that could serve as a model for an agreement with the other three of the Big Four. At issue is a strong cost-of-living allowance asked for by the union. Since Firestone tire prices have soared to 35 percent more in just two years, the union asked the company for a first-year catch-up wage hike of $1.65 an hour, substantial pension improvements and a cost-of-living allowance (COLA) that would add a penny to wages for every 0.3 point increase in the Con­ sumer Price Index (CPI) projected to rise 7 percent a year. Firestone offered $1.10 an hour over three years—5 cents less than its previ­ ous offer—a three-year pension boost of $1.50 for future service, and a costof-living formula geared to the CPI but offset in part by wage increases in the second and third years of the contract. Bommarito rejected the offer because he said the company's COLA Program would net the worker only 25 cents in three years at projected rates of inflation while the URW's formula would net 95 cents. This is the union's key issue. t cents of every dottar spent in shipping on . remains in this country, making a very substantial contribution to the' balance of paymenh; and to the nation's economy. SS Mohawk The SlU-contracted SS Mohawk (Ogden Marine) which went aground off the coast of California on the morning of May 20, was refloated the next day with tug assistance. The ship went on with her cargo of 9,500-tons of rice to an unloading in Stockton. stone retail outlets and independent stores is contemplated. In the middle of this month, URW and Firestone negotiators resumed their contract talks in Cleveland after two days of federally-mediated discussions with the head of the U.S. Mediation and Conciliation Service James F. Scearce in Washington failed to make any headway in their dispute. ^ -T , ^ ' V'.' .: "m SS Potomac On July 15, the SS Potomac (Hudson Waterways) will sail from the Gulf of Indonesia with 21,SCO-tons of wheat. Page 12 ^ J . . , ^ • •.? t ' • » I * •# V y > t •) i I •* f.« / 1 ?- / { > . • i t • \ ' V. 7t--.ILJ Use U.S.-llag ships. R's good for the American maritime ittdiiKstry, tlm AiRieii> Seafarers Log �5il^_ "t ••J New of Life ASHORE Seafarer Tells How He Dealt With Alcoholism Problem For the best part of his adult life, his shipmates called him "old heave-a-head Harry," because Harry Dengate, a 56year-old Seafarer from Charleston, S.C., could drink with the best of them, and then some, Harry Dengate is not afraid or ashamed to admit that he was an alco­ holic for many years—and he shouldn't be—because this remarkable Seafarer did what so many millions of people in this country can't do, and that is kick the alcohol habit completely. But what's more remarkable is the way he kicked the habit. You might say he wheeled himself back to the mainstream of so­ ciety because he did it with a bicycle. Brother Dengate had his first drink when he was 17-years-old after finishing basic training in the Navy. He continued to drink steadily throughout his fouryear hitch in the Navy, which ended in 1941. He entered the merchant marine the next year shipping in the black gang. He recalls with amusement that back then the motto in some of the ports he visited was, "dogs and sailors keep off the grass." Seafarer Dengate's drinking prob­ lems continued throughout the early 40's, and in 1943 he spent time drying out at the U.S. Seamen's Service Center in Bayridge, Md. He tried Alcoholics Anonymous in 1950 but he kept right on drinking "simply because I didn't want to stop." Brother Dengate lived and shipped out of Yokohama for 16 years. He met a girl there and married, but after 12 years his wife divorced him because of his drinking. About the divorce, Harry said: "I guess I don't really blame her." During his years of sailing and drink­ ing E>engate recalls the terrible days when he secluded himself in the en­ gine room shaft alley so his shipmates wouldn't see him doubled over from stomach cramps and a sickness that prompted him to say in retrospect, "I really felt like dying." For many years Seafarer Dengate pcetty much followed the same pat­ tern. Outside of shoreside expenses he worked and spent what he made on al­ cohol. He recalls being on the Persian Gulf run for eight years "and never saving a penny." Turnabout Came Suddenly The turnabout in his life came sud­ denly three years ago this month. He got off a ship in San Francisco and went on a four-day binge, waking up sick in a hotel in Atlanta, Ga. From there he went back to his hometown of Charles­ ton, S.C., for the first time in 32 years. It hit him like a ton pf bricks when he realized that for him nothing had changed in all that time. He was drink­ ing heavy when he left, and he was still drinking. He decided it was time to quit. The next day he found an apartment, and recalling the advice of an old ship­ mate of his, he bought a 10-speed bike and started riding. "I was a bit shakey at first, but it felt good. 1 found that the more I rode, the less I thought about alcohol. Every day, I would get up early and bike out to the suburbs. I believe the physical strain and freedom of June, 1976 Harry Dengate movement I felt cleared my mind and I began seeing things, beautiful things, like trees, grass, flowers, kids playing and so many of the simple things in life, really for the first time. As I cleared my mind, I also cleared my body and I felt like a new man. I'll never be rich as far as money is concerned because I never saved anything when I was drinking. But I feel very rich in another way—rich in a new appreciation for life and Uving." After several months in Charleston, he went back to the West Coast and stayed with his brother in Pasadena for a while. There he continued his bicycle trips traveling as much as 30 miles a day. His body became stronger, and the grip the alcohol once had on him was gone. He had won. Today, Seafarer Dengate usually ships seven months a year and when he is on the beach, he bikes at least 20 miles a day. He has hiked in the Far East and in New Zealand and Austra­ lia. Now he is looking to catch a ship for the Med so he can do some biking in Europe. "Biking is a beautiful way to see a country," he says. His shipmates have long since stopped calling him "heave-a-head," but Dengate notes with a laugh: "You know how seamen are. They have a nickname for everything. Now they call me TO-speed Harry' and I don't mind a bit." Brother Dengate went to Piney Point last year and Is very proud of the QMED endorsement he received there. He didn't get a chance to see the SIU's Alcohol Rehabilitation Center since it was only in the planning stages at that time. But he believes "the Alcohol Center down there is truly a wonderful thing. There has never been such a pro­ gram for i^eamen before, and believe me, it was needed. I think the program will be a great help to a lot of guys, because there are a lot of guys out there with drinking problems like I used to have." Seafarer Dengate said he hoped his story would encourage others to seek help to kick the alcohol habit. He says, "I hesitated at first to have the story printed, but T believe that if only one guy who reads it, seeks and gets help, then I will have accomplished some­ thing important." . * -SJ t:|: Washington, D.C. Out of the 17 U.S. high school students who won voyages on American ships and cash in the Propeller Club's 1976 Harold Harding Memorial National Mari­ time Essay Contest, three winners received their prizes from SlU-contracted companies on Maritime Day, May 22. Grand national winner in the 40-year-old contest,, Taimi Louise Heikken of Bogalusa, La. received a $100 cash prize from the Maritime Overseas Corp. at the New Orleans Propeller Club. She also won a cruise to the Med and back from another company. National winner Lisa Morrison of Le Grand, Calif, was awarded a voyage by Sea-Land Service from Seattle to Oakland at The Golden Gate Propeller Club in California. And national winner Glenn Wright of Miami, Fla. won a trip from the Gulf to a north Brazil port and a return trip from Delta Line at the Miami club. The contest is sponsored by the club's 14,000 members in 60 U.S. ports, 15 foreign ports and at 15 colleges to broaden the education of teenagers and to stress the need for a strong American merchant marine for national security and eco­ nomic prosperity. It is named for Harold J. Harding, national secretary-treasurer of the club from 1931 to 1952. The club's U.S. president, Capt. C. Ray North said, "The many companies that have made these prize voyages available are to be commended for their public spirited generosity as are the Propeller Clubs that worked so hard to sponsor the contest locally, the many teachers who supervised the preparation of essays and the students who participated." •life 1• Saugerfies,N.Y. A widow, Mrs. Edith C. Anderson, of an old sea captain here, who "passed the bar" writes: "I am sorry to inform you that my husband reticed Capt. Hilimar G. Anderson died in St. Peter's Hospital, Albany, N.Y. the 21st of April and was buried in Woodstock Cemetery the 23rd of April. "My husband always enjoyed reading the Seafarers LOG and read about the men and ships he had known in his many years on the sea." .5- «|i: ' •-M:.' J- Old Bridge, N.J. Ever hear of someone making ships models out of bones? Chief Steward Jacinto G. Guiles, 53, who last shipped out on the containership SS Arecibo (Puerto Rican Marine) in March does. He has no bone of contention with his hobby of carving model schooners out of bones of turkeys, ducks and chickens. Seafarer Guiles, who was bom in Manila and makes his home in Old Bridge, joined the SIU in 1956. He explains that it takes him two or three months aboard ship in his offtime hours on the run from Port Elizabeth, N.J. to the port of San Juan to carve a scale model of a clipper ship, with penknife and glue, using backbones, breast­ bones and wing bones of the roasted birds. Brother Guilles follows no set plan. His latest creation, a model of a threemasted schooner which he first saw on a matchbook cover, was made as a wedding anniversary gift for his wife, Lillian. It all started^—carving bones into ships models—in 1963 in the port of Long Beach wlien a brother aboard ship with the chief steward told him that he knew of someone who carved turkey bones into ship models. It was a challenge, GmUes said, he couldn't ignore. 1 SIU Alcoholic Rehabilitation Center I am interested in attending a six-week program at the SIU Alco­ V holic Rehabilitation Center. I understand that this will be kept strictly confidential, and that no records or information about me will be kept anywhere except at The Center. Name Book No. I I Address (Street or RED) (City) (State) Telephone No (Zip) I I r Mail to: THE CENTER Star Route Box 153-A Valley Lee, Md. 20692 or call, 24 hours-a-day, (301) 994-0010 I '1' Page 13 II .V �At Sea, Ashore: Watch Your Diet \ ' Overweight, Obesity Can Mean a Shorter Life tables, fresh milk and other dairy products, and a By Dr. Joseph P. Logue variety of better quality meats and poultry as stand­ SIU Medical Director ard on SIU contracted ships. By improving your diet, you and your shipmates Duane S. ships with the SIU. Every year he must no longer need suffer scurvy, beriberi and other have a physical before he is issued a shipping card from the medical department. Two years ago, after vitamin deficiencies; and Duane S. and many of an eight-year steady climb of 10 to 15 pounds a your other shipmates would not be alive today. The year he took. heed. That physical showed that his diabetic complication, and the hypertension would blood pressure was 190 systolic, 110 diastolic; he have taken their lives on such a poor diet as re­ had a four-plus rating on sugar in his urine, an counted above. Unfortunately obesity is usually not the only indication of diabetes; and he weighed 268. problem to worry about. More often than not, fol­ At 47-years-of-age, supposedly in the prime of lowing the obesity are diabetes, hypertension, vari­ life, he felt dreadful. Going up and down stairs, or any exertion, left him out of breath. For his 5 feet, ous cardiac conditions, varicosities and many other 9 inches, he was quite overweight. His normal major and minor maladies that can be avoided. Duane S. did nicely on his diet. Some weeks he weight for age, height and structure was approxi­ lost a pound, other weeks VA or Vz a pound. mately 175 pounds. Last year's full physical showed Duane down 46 Following is a selection he chose from a ship's pounds. The other day when Duane came to the menu. Anyone can see he did not starve; he learned clinic for his annual physical he had lost an addi­ to watch what he ate. Breakfast tional 40 pounds. Due to his 86 pound loss, his orange juice other physical findings were really good. Blood assorted dry cereal with milk pressure readings revealed 150 systolic, 80 dias­ combeef hash tolic; his diabetes had been controlled by diet alone coffee —no need for injections or pills; and he stated he had not felt so great in years. Lunch . If Duane had shipped in the bygone, so-called vegetable soup romantic age of tall sailing ships, there would have pot roast been no union clinic or ship company that cared boiled potato about his health and well-being. Instead of learning string beans about a diet, and being medically directed, he small roll or slice of bread with butter would have had the allowed quota according to tea or coffee "The Rules for the Regulation of the Navy of the cling peaches United Colonies". Dinner There shall be allowed to each man serving on grilled pork chop board the ships in the service of the thirteen United steamed rice Colonies, a daily proportion of provisions, accord­ carrots • • ing as is expressed in the following table, viz. cauliflower Sunday, 1 lb. bread, 1 lb. beef, 1 lb. potatoes or slice of bread with butter turnips. applesauce Monday, 1 lb. bread, 1 lb. beef, 1 lb. potatoes or iced tea turnips, arid pudding. Nighttime snack Tuesday, 1 lb. bread, 1 lb. beef, 1 lb. potatoes or apple turnips, and pudding. glass of milk Wednesday, 1 lb. bread, two oz. butter, four oz. cheese, and 1/2 pint of rice. In a 1976 medical survey of several hundred Thursday, 1 lb. bread, I lb. pork, and 1/2 pint of men, overweight and/or obesity was the most prev­ peas. alent single health problem in the SIU membership. Friday, 1 lb. bread, 1 lb. beef, 1 lb. potatoes or Overweight (exceeding one's normal weight by 10 turnips, and pudding. percent to 15 percent) or obesity (exceeding one's Saturday, 1 lb. bread,""/ lb. pork, 1/2 pint peas normal weight by more than 15 percent) can pose and four oz. cheese. serious complications and impairments on an in­ Half a pint of rum per man per day, and dis­ dividual. cretionary allowance on extra duty and in time of Of those surveyed, all cases of obesity were engagement. exogenous in nature. Exogenous obesity is caused A pint and a half of vinegar for six men per by excessive food intake. Endogenous obesity, or week. overweight is caused by some abnormality within the body, such as an endocrine imbalance, a faulty Better-Food Today salt and water metabolism or such things as a cen­ However, due to the efforts of your Union, great tral nervous lesion. achievements were made back in the 1950s to Exogenous obesity is our prime concern. Fad • • place items such as fresh fruit, fresh frozen vege­ and crash diets fill books and volumes pf maga­ Port Date New York July 6 Philadelphia .... July 6 Baltimore July. 7 Norfolk July 8 Jacksonville .... July 8 Detroit July 9 July 12 Houston July 12.. New Orleans — . July 13 Page 14 Deep Sea 2:30 p.m. 2:30 p.m. 2:30 p.m. 9:30 a.m. 2:00 p.m. 2:30 p.m. — 2:30p.m. 2:30 p.m. IBU 5:00 p.m. 5:00 p.m. 5:00 p.m. 5:00 p.m. 5:00 p.m. 5:00 p.m. 5:00 p.m. UIW 7:00 p.m. 7:00 p.m. 7:00 p.m. 7:00 p.m. 7:00 p.m. Port Mobile San Francisco . .. Wilmington . . .. Seattle .. Piney Point .. .. San Juan .. Columbus .... .. Chicago .. Port Arthur .. .. Buffalo .. St. Louis .. Cleveland .. Jersey City ... .. zines. They are not the answer; neither are pills. They only provide for a quick weight loss, which is almost never a permanent weight loss. Education about the four basic food groups is imperative. The four basic food groups are; a) milk and milk products b) meat, fish and poultry c) fruits and vegetables d) breads and cereals Selection from these food groups and adjusting the total food intake to the number of calories to reduce weight is the only sane way to diet. In addi­ tion to dieting, some form of exercise must also be instituted, the kind and amount dependent on your physical condition. If you have a problem with overweight or obesity your SIU Clinic or the U.S. Public Health Service can give you a diet you can live with, and the" kind of exercise regime you can safely employ, depend­ ent on your present physical condition. Ultimately you will feel better physically than you have in a long time, and you will be prolonging your life. Statistically it has been proven that the greater the weight excess your heart and other organs must carry around, the greater the death rate proportion is. In summary, the greater the obesity, the higher the death rate. Pick up something as heavy as you are over­ weight. This is the added burden your heart, an organ the size of your clenched fist, has to deal with 24 hours everyday. If you hope to live a long productive life, you can help yourself. Only you can do it, no one can do it for you. Medically you can be helped, but only if and when you decide you want to live and enjoy life can you do something positive. "There are no pockets in a shroud, but you can take it with you, and at an earlier date if you are overweight." Let's Face If, Qui^ey, Ya Gotta Lose Weight! Date Deep Sea 2:30 p.m. luly 15 ........ 2:30 p.m, July 19 , . , , 2:30 p.m. July-23..-.. 2:30 p.m. July 10 ...10:30a.m. July 8 .... 2:30 p.m. July 17 July 13 .... July 13 .... July 14 July 15 .... July 15 .... July 12 .... I •*• • • mu UIW ..... 5:00 p.m. .. • • • .. • • • .. .. .. .10:30 a.m. .. 1:00 p.m. ... 5:00 p.m. ... .. . ... ... 5:00p.m. 5:00 p.m. 5:00 p.rn. 5:00 p.m. Seafarers Log �. J. Seafarers Meef in Puerto Rico Union Hall ITH the island of Puerto Rico move much of the containerized operate most of the harbor's docking dependent on waterborne trans­ cargo brought into San Juan and boats. portation for much of hs cargo car­ : , - /s:. I riage, ^farers play an important part in the commonwealth's econ­ r' J. omy. Sailing aboard more than a dozen Sea-Land and Puerto Rican Marine ships like tiie Eric K. Hoher, Mayaque»f Ponce de Leon, Humacao, Tampa and JackaonviUe, SlU mem­ bers carry containerized general cargo from Charleston, Baltimore, New York and other East Coast ports to San Juan. (See photos on following two pages). From San Juan, with its efficient, modem cargo-handling facilities, the catgo is tracked to its yarious desti­ nations or put aboard feeder ships v piltg the SlU-manned Panama or Oak-< land and shipped to the Virgin Is­ San Juan Port Agent Juan Reinosa (center) chairs the May membership lands or Dominican Republic. meeting in that port while Seafarer Bill Doak (I.) serves as reading clerk and •Seafarer Alphonso Rivera acts as recording secretary. SlU-affiliated IBU members also W Although the SIU ships usually pay-off in their East Coast ports, the SIU maintains a hall in Santurce, near San Juan. From this hall, Puerto Rico. Port Agent Juan Reinosa regularly visits all of the ships calling on -San Juan, settling beefs, holding shipboard meetings and generally seeing that Seafarers get the Union services to which fliey are entitled. Seafarers who live in Puerto Rico can also register in Santurce and, as in all other Union halls, they hold membership or informational meet­ ings every month, as shown in the photos on this page. With IBU activity rapidly e^anding in Puerto Rico, the Santurce Hall also provides the same services for area Boatmen aboard Caribe of Puerto Rico boats operating in San Juan and aboard ffie seven Caribe tugs regularly delivering tows from the U.S. Gulf Coast. i» 'iS ''I }.. > i' '- . »>! V .. < - it,;'. ; • "4 i)Z-'•V- i'm'- SIU Representative Ed Morris talks to Santurce SIU members about the extension of the Jones Act to cover the Virgin Islands. Seafarers A. Santiago (I.) and Diego Hatch get in a quick game of eight ball in the San Juan hall before She membership meeting begins. J- i v' Seafarer Pablo Pacheco, an AS, waits for a job call after the San Juan meeting. At the May meeting, San Juan area Seafarers heard reports frorh SIU Headquarters, acted on Union business and expressed their views on Union activities. June, 1976 Page 15 �^ , r, .»• • e „ h.on'e Harhnr Formerlv owned by The SS Mayaquez (Puerto Rican Marine) unloads containerized cargo from Baltimore in San Juan s Harbor. For y Hudson Waterways, she was obtained by PRM last year, From left to right in the /Wavfln/<pzengine room are Second Engineer Pictured left is Piney Point graduate Alvin Robinson who is making his first trip as assistant cook aboard the Mayaquez. On the right is ^ j^a^non and SlU member JacK the Mayagt/ez's chief steward, B. J. McNally. a leer Micndiu _ ^ . t' i'-'- f-A v ' V w'-f . )'i' li -A • '• f f- A.m • 1]'. ;^ i: ] 'If ! ii? !v V I'f -, 11 , ^ '"J- :• \' •s,-. • '•* h, l> I)' cr%ew.r^,o,d.S.rauss,,., watches COOK and BaKer Addu Ases prepare dinner A^.Ta^^s'^an^r for hungry tr/c Ho/zer crew. u « / Page 17 Page 16 ;• -t.. , . ,v ' ' • •. • ' ; « I » i , t • < I ./ \ • i ' f •< i. i. i l.i.. , .• i;'. •' :'f" •••'•v.c / ••• ' : . A<, ,," ^1 , �Pages from the History of the American Seamen^s Labor Movement the hardest-worked, poorest paid, most-abused class of men on the face of the earth, the grandest achieve- . ment that has ever been attempted for the elevation of the seamen, hop­ ing yet to see the day when, in co-. . operation with other unions of a like . nature, they will be able to raise themselves to such a standing as to receive that respect due them, which they are not permitted to receive at present. "They were looked upon by others as tools in the hands of a master to do his bidding at once under such arbitrary rulings as their, dictators may suggest. He hoped that some of these bloodhounds in hu­ man shape would soon be compelled to listen to the demands of the seamen, and respect them the more for their bold stand in defense of their rights, which every other working man will hail with delight, and wel- , come them with brotherly greeting to the front ranks, as they have al-. ways been the leaders in the march of civilization throughout the Chris­ tian world, more especially of the Western hemisphere, now known as America. Loud and hearty applause followed these remarks. The Seafarers Historical Research Department is compiling a history of the American seamen's labor move­ ment from files of newspapers, maga­ zines, libraries and other sources all over the country, the first such at­ tempt made to gather a complete his­ tory of the maritime unions. This is the first of a series in the Seafarers Log in which will be chron­ icled the story of the seamen's move­ ment in articles contemporary loith the sectman's struggle for better wages, better living conditions and, strange as it may seem today, for basic human rights. This article reviews the early mar­ itime labor movement, pioneered by a number of unions lohich had very brief histories: Probably the first of any real impact xuas the Lake Seamens Union, founded in 187,S. The "Alta California", a daily newspaper published in San Fran­ cisco, tells about another • seamens union in its issue of Feb. 1,1878. SEAMENS PROTECTIVE UNION "Pursuant to a call made by J. F. Harrison, a large number of seamen assembled at Number 13^2 Steuart Street for the purpose of organizing a Protective Union for the better protection of the. seamen of this Coast. The meeting was called to order by J. F. Harrison, who stated briefly the objects and introduced Col. Heath as the first speaker, who made a stirring appeal to the audi­ ence on the necessity of thorough or­ ganization with a determination to work for the common good of all members. The frequent applause during the speaking indicated that the hearts of the audience were a unit to carry out the design of the meeting. Short addresses were also made by Mr. Harrison, J. J. Merritt and others, after which the roll was presented for signatures, which was signed by oyer 90 names. The Union then proceeded to elect temporary officers, as follows: George Ball, Pres­ ident; O.Svenkeson, Secretary. After some promiscuous speaking for the good pf the Order, the meeting ad­ journed to meet next Monday night at the same place at half-past seven o'clock. A vote of thanks to the pro­ prietors of the hall for its use free was responded to by three rousing cheers, and after three more for the future success of the Union, the crowd dispersed." The shipping news in the "Alta California" for Feb. 1 of 1878 showed the American ship Western Shore, and the French bark Nemeris all loaded and waiting for a tug to tow them out to sea "if weather permits." The full-rigged ships Amana and Continental were topping off loads of grain for England, along with the ships Agenor, Argomenon, CentaUr, Woosungznd Pilgrim. Perhaps half a hundred other ves­ sels, ranging from full rigged ships, barks and schooners to coastwise steamers and trans-Pacific liners, were loadingor unloading on coastal and foreign voyages. Life Adiwe The gin mills, the cribs and the "parlor houses' of the Barbary Coast were busy raking in every dollar, penny and pound that they could from sailors just ashore from in­ bound ships and eager to quench their thirst knd to romance the girls after months of cramped-up, monot­ onous and dangerous life aboard a windjammer. If they had any monejf left after a night on the Barbery Coast, it would soon be siphoned/off by the boarding house runners and the crimps who preyed on sailors looking for a ship. To get a job in those days, the sailor almost always had to apply through a boarding house keeper, who was in no big hurry to ship him out because the longer he stayed ashore and the more he ate and drank the bigger advance the board­ ing house could demand, by law, against the seaman's pay when he was finally dumped aboard an out­ ward-bounder. Deposit in the SIU Page 18 In addition to fleecing the sailor for board, room and drink, the boarding house otvner and his run­ ners also demanded so much a head (often $50 or more) from the ship captain for each body they furnished to a vessel needing a crew. The cap­ tain who didn't cooperate didn't get a cre^v, or at best would get only the dregs of the tvaterfront, shanghaied off the streets and out of the dives. And so it was with these and other problems in mind that the Seamens Protective Union held its second meeting on Feb. 8,1878. The "Alta California", recorded the meeting in this historic account: "A meeting of the Seamens Pro­ tective Union was held at the West­ ern House on Steuart Street, Thurs­ day evening. The meeting was called to order by the President, George Ball, Avho delivered an address and in conclusion stated that he hoped to see the Union one of the most suc­ cessful of the kind ever organized. "J. F. Harrison addressed the meeting at length upon the advis­ ability of every member of the Union exerting himself to his ut­ most in trying to make this longlooked-for movenaent, composed of "The Committee appointed at a previous meeting to wait on board­ ing house keepers, and request their attendance, was given until the next meeting to bring in a report. "The Committee on Constitution and bylaws reported the same, which were adopted after a few amend­ ments. "Fred Clarke submitted an antiChinese resolution,setting forth that no seamen ship on a vessel where such a vessel had a Chinese cook or steward. The gentleman followed with a few remarks, stating that he had men, stopping in his house who were good cooks, and he could not , get them a change on account of the pestilential horde who by degrees were eating us out of house and home. "Prolonged applause followed, but as the gentleman was hot a mem­ ber, the matter was laid over until the next meeting. "The President then appointed a , committee of three on halls; also a committee of three on printing, both to report at the next meeting. "The Chair then asked all those here to attend the next meeting as the election of permanent officers would take place and business of great importance to the welfare of this body would have to be done. "The meeting then adjourned, amid three cheers to meet at the same next Thursday evening at 8 p.m. More stories detailing the origin, and, development of the sailors movement, as chronicled in nexuspaper articles of the.time, xuill folloxv in future issues. * t9 Bank — It's Your Life Seafarers Log �Unified Stand Sets '76 Political Wheels in Motion As part of its platform for the 1976 presidential elections, the Democratic Party has adopted a plank calling for a national maritime policy which would revitalize the U.S. merchant marine. In the near future, the same plank will be presented to the Republican plat­ form committee. Calling for a higher level of coordi­ nation of maritime policy, reatlirmation of the objectives of the Merchant Marine Acts of 1936 and 1970, and development of a national cargo policy, this plank is a solid, positive step to­ wards realizing the SIU's goajs of unity and renewed strength for the U.S. mari­ time industry. (Sec story on Page 5.) It means that the objectives the SIU has long held to be the keys to revitaliz­ ing our merchant fleet will now become the objectives of at least one of Ameri­ ca's major political parties. And, if adopted by the Republicans, it will mean that both major political parties have renewed their interest in our industry and' are again beginning to realize the importance of the U.S. merchant marine to our national secu­ rity, our national unemployment prob­ lems and our international trade. But perhaps the most important thing about the proposals contained in this plank is that they were Jointly developed by over 60 maritime unions, companies and associations, and pre­ June 1976 ' sented as a unified maritime industry proposal. Official Publication of the Seafarers International Union of North America, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO Executive Board Vo| 33 No 6 ' For the first time all segments of the maritime industry have worked together to prepare a solution to the problems. The result is a comprehensive merchant marine program which has broad-based industry support and which has now become part of the Democratic Party's plans for this country's future. The separate segments of the indus­ try, which so often have been at odds with one another, have finally realized the importance of putting personal and historical differences aside in order to work together to combat the problems which threaten us all in the maritime industry—both worker and manage­ ment, shipper and manufacturer, mer­ chant and consumer. Now that the Democratic Party has adopted this maritime plank, we must not lose sight of the fact that a platform is a campaign promise and that without our continued support, these programs stand little chance of implementation. The maritime industry has learned a valuable lesson in the past few months by participating in the joint maritime committee that helped produce this plank. Let us hope that every member of the entire maritime industry has continued to heed this lesson and that the issues of personality are finally behind us. If they are, we will be free to fight for the revitalization of our industry and, in our unified stance, will stand an excellent chance of seeing our joint maritime proposals implemented. President Frank Drozak Joe DiGiorgio Cal Tanner Secretary-Treosurer Vice-President Earl Shepard Lindsey Williams Paul Drozak Vice-President Vice-President Vice-President . .. a•AFAeees^^HLOO <!BWIg«*Klgg> Marietta Homayonpour James Gannon Managing Editor Ray Bourdius Jim Mele Ruth Sherefl Assistant Editor Assistant Editor Assistant Editor Frank Cianciotti Dennis Lundy Chief Photographer Associate Photographer Marie Kosciusko George J. Vana Administrative Assistant Production/Art Director Published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District. AFL-CiO. 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage paid at Brooklyn, N.Y. William Andersson Jack Otte asks that you contact him as soon as possible at 4700 Ocean Beach Blvd., Cocoa Beach, Fla. 32931, or call him at (305) 784-2648. , ^ y '' v'-s-.K.v. • ;Thomas Thlu Your son David P. Thlu asks that you contact him as soon as possible at 937 Louisa St., New Orleans, La. 70117. Calvin "Hut" Raulerson John Wagnitz asks that you contact him as soon as possible at P.O. Box 1268, Sonoma, Calif. 95476, or call him collect at <707) 996-8458. June, 1976 HISTORIC PRESERVATION Sam £. Richardson James W. Richardson asks that you contact him as soon as possible at 515 A Street S.E., Washington, D.C. 20003. Richard Daly Hope Daly asks that you call her as soon as possible at (713) 926-5792. Douglas Heller Mary Heller asks that you contact her as soon as possible at 13942 Mont­ rose, Detroit, Mich. 48227. WUIiam Knuckey Bud Knuckey asks that you contact him as soon as possible at Knuckey Road, Brooksville, Fla. 33512, Elbert Williams Mrs. Mack Williams asks that you Call her as soon as possible at (615) 623-5830. ' V •; . i .V LETTERS TO THE EDITOR 389 Editor-in-Chief • -• #• THE CHARLZSW MORGAN Paul Hall Executive Vice President 3 Thanks SIU Plans No words can ever express my gratitude to the Seafarers Welfare and Pension Plans for their help in the 13 years since my retirement. I am grateful not only for my pension benefits, but for the Plans' payments of all my excess medical bills. The SIU's Plans have made my retirement years a pleasant period of my life. Fraternally, William Minkler Edgewater, N J. Gratitude to SS Columbia Crew I wish to express my thanks to everyone on the SS Columbia. Our youngest son passed away recently, and Captain Scott made all the arrangements for my husband to get back home for the funeral. I also wish to thank the crewinembers for their kind donations. • Respectfully, Alida Backrack Arlington, Calif. Scholarship Winner Doing Well Our son, Danny McDonald, just completed his junior year at the University of Iowa. It was his first year at Iowa and his first year under the SIU scholarship program. Last month, we attended an Honors Convocation at the college where Danny was one of those honored. It was a happy day for his dad and myself. We are very grateful to the SIU for selecting Danny for the Scholarship. Dan's greatest desire is to continue his education and to obtain a law degree. Without your help it would be almost impossible. I hope you will accept a very simple thank you as words can never express our gratitude. Sincerely, Mrs. Dale McDonald Page 19 i I . �U.S. Celebrates SlU Executive Vice President Frank Drozak (left) with NMU SecretaryTreasurer Mel Barisic (center) and ILA President Teddy Gleason prepare to cast a memorial floral wreath honoring U.S. maritime dead onto the waters of N.Y. Harbor on National Maritime Day off the Coast Guard vessel Saw/c. As President Gerald R. Ford pro­ claimed National Maritime Day to be marked on May 22, noting that . . Americans should he aware of our proud maritime heritage..memorial service ceremonies to honor those thou­ sands of U.S. mariners who lost their lives at sea during the last 200 years were held hy the SIU, other maritime unions, shipping companies and Gov­ ernment agencies on Governor's Is., JV.Y., In Washington, D.C. and In the ports of Boston, Chicago, San Fran­ cisco, and many others around the na­ tion. In a tribute to the American mer­ chant marine, Congress In 1933 com­ memorated the first transatlantic cross­ ing hy a U.S. steamship, the Savannah on May 22, 1819 with the anniversary designated National Maritime Day. On May 19 in our nation's capl^ on the west side the Capitol steps at a noontime merchant marine memorial service, SIU Executive Vice President Frank Drozak In a speech to an audi­ ence of politicians, businessmen, mili­ tary and the latest class of the Union's recertified bosuns declared: "On behalf of the Seafarers Interna­ tional Union and all of Its members, 1 want to express our appreciation to die National Maritime CouncM and the Maritime Administration for conduct­ ing this memorial to the men who have lost their lives at sea. "This Is the first time that recognition of this kind has been given to the men who crew American-flag ships in war and in peace. Nothing can be said that could he more impressive than the actual event that Is taking place here today. This tribute from people whh responsibility for the American mer­ chant marine Is heartwarming. "Perhaps the best way to keep faith with those who have given their lives at sea, is to make sure that we preserve their memory hy keeping America's flag on the high seas. Today is a good day to recommit ourselves to that goal." Other tributes to the American mer­ chant marine on Maritime Day there were given hy Sen. Warren G. Magnuson (D-Wash.) of the Commerce Com- Rep. Mario Biaggi (D-NY) speaks at Maritime Day ceremonies (left) at Coast Guard Headquarters on Governor's Is., N.Y. At center, the U.S. Merchant Marine Academy, Kings Point, L.I., N.Y., cadet color guard in the Bicentennial year 1976 leads a full-dress parade, and the regimental band on the island's parade ground. And at right. Coast Guard bugler blows taps as three memorial wreaths are cast onto the harbor's waters. FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Members of this committee may make dissenting reports, specific recom­ mendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disburse­ ments of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SIliPPING RIGHTS. Your shipping rights and seniority are protected exclusively by the contracts between the Union and the shipowners. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the shipowners, notify the Seafarers Appeals Board by certified mail, return receipt requested. The proper address for this is: Frank Drozak^ Chairman, Seafarers Appeals Board 275 » 20tb Street, Brooklyn, N. Y. 1I2I5 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts arc available in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard ship. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. Page 20 EDITORIAL POLICY—SEAFARERS LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circumstances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to headquarters. CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its contents. Any time you feel any member or officer is attempting to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc,, as well as all other details, then the member so affected should immediately notify headquarters. EQUAL RIGHTS. All Seafarers are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no Seafarer may be discriminated against because of race, creed, color, sex and national or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify headquarters. SEAFARERS POLITICAL ACTIVITY DONATION— SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including but not limited to furthering the political, social and economic interests of Seafarer seamen, the preservation and furthering of the American Merchant Marine with improved employment opportutfities for seamen and the advancement of trade' union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contribution may be solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as a condition of member­ ship in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Support SPAD to protect and further your economic, political and social interests, American traide union concepts and Seafarer seamen. If at any time a Seafarer feels that any of the above rights have been violated, or that be has been denied bis constitutional rigbt of access to Union records or Information, he should immediately notify SIU President Paul Hall at headquarters by certified mail, return receipt requested. Seafarers Log �National Maritime D mittee; Assistant Secretary of Com­ merce for Maritime Affairs Robert J. Blackwell; Rep. Leonor K. Sullivan (DMo.), chairwoman of the Merchant Ma­ rine and Fisheries Committee, and Rep. PhUip E. Ruppe (R-Mich.) of the same committee. Also participating in the ceremonies were NMEBA President JesseCalhoon and NMU VP Peter Bocker. NMC Executive Committee Chairman James Barker and hoard chairman of MooreMcCormack Resources, Inc. gave the introduction. On May 21 before rites at the Coast Guard's 3rd District Atlantic Area Headquarters on Governor's Is. in N.Y. Harbor, Drozak, NMU Secretary-Treas­ urer Mel Barisic, ILA's President Teddy Gleason, James P. McAllister, chairman of McAllister Bros, tugs, the Coast Guard's iocal commander, Vice Adm. William F. Rea HI, U.S. Merchant Ma­ rine Academy head, Adm. William Engel, and U.S. Navy chaplain Cmdr. Eli Takesian aboard the Coast Guard tug Sauk cast three floral wreaths onto harbor waters in memory of the dead seamen as taps blew. Following an ecumenicalchurch serv­ ice, Rep. Mario Biaggi (D-NY) of the Merchant Marine and Fisheries Com­ mittee in a main speech in ceremonies on the island's parade ground warned that .. failure to reach agreement in the next two negotiating sessions (of the International Law of the Sea Confer­ ence on undersea resources develop­ ment) could mean that the oceans—the woiid's last frontier—will he the new battleground of national sovereignty." A high point of the ceremonies was a full-dress Bicentennial parade of the Kings Point Merchant Marine Academy midshipmen and regimental hand de­ picting maritime history for the past 250 years. Again on May 19 in the port of San Francisco, a morning memorial service was held aboard the schooner C. A. Thayer berthed at the foot of Hyde St. in Maritime State Paric as SIU Port Agent Steve Troy cast a floral wreath onto the hay for departed seafarers. Federal Maritime Commission head Karl Bakke was principal speaker there on Maritime Day. ;^ , I V SIU Executive Vice-President Frank Drozak at the speaker's rostrum on the steps of the Capitol in Washington, D.C. on National Maritime Day. '4. VSpeaking out in favor of a strong maritime industry is Sen. Warren G. Magnuson (D-Wash.) at the cerernonies in the nation's capital. ;. .J! Kings Point cadets of the Merchant Marine Academy march off while dignataries, Piney Point upgraders and entry trainees and the latest class of Recertified Bosuns look on. San Francisco Port Agent Steve Troy (left) with the floral wreath he ^ast i^nto the bay for Center is the sohooner C./1. Thayer on whioh the memorial.services were held. On the right is the day's principal speaker. Federal Maritime Commissioner Karl Bakke. June, 1976 Page 21 I . �Dependents^ Seafarers Win Scholarships Continued from Page 3 obtaining a degree in law "so that I may contribute to the welfare of Sea­ farers and the Chicano community." This scholarship, Seafarer Lopez says, will "provide the financial base I need to achieve these educational and personal goals." Seafarer Derire Seafarer Michael Derke, a graduate ofthe SIU's training program at Piney Point, plans to use his two-year scholar­ ship to begin studying at Lawrence Col­ lege in Appleton, Wise, where he hopes to eventually major in economics or business administration. Graduating from the Lundeberg School in 1972, Brother Derke said he found himself "with both an immediate job skill and an agreeable outlook for future vocational advancement." Find­ ing seafaring much to his liking, he re­ peatedly returned to the school to up­ grade until he held a QMED rating and full 'A' Seniority in the SIU. Given great satisfaction and a sense of accomplishment by this new career and rapid advancement. Brother Derke said he developed the ability "to stretch towards realization of potentials within myself, to demand of myself concrete achievement, and was provided with the stimulus to consider continuing his for­ mal education." Seafarer Poletti Seafarer Pierangelo Poletti, who is planning to use his two-year scholarship to study industrial electronics at Delgado Junior College in New Orleans, is another graduate of the Lundeberg School's GED Program. He had dropped out of school at the age of 13 in his native Italy to begin sailing, and in 1967 began shipping out with the SIU. After attending a quartermasters course and the 'A' Seniority Upgrading Program at the Lundeberg School, Bfother Poletti received the encourage­ ment he needed to return and enroll in the GED Program. Scoring exceptionally high marks on his GED tests, he then began consider­ ing junior college and advanced techni­ cal training in electronics, a long-time interest. Now, through the SIU's new two-year scholarship Program, Seafarer Poletti will be able to continue his education and his vocational training. Sean Carlin Four-year scholarship winner Sean Carlin is the son of a former SIU schol­ arship winner. Seafarer Michael Carlin. Sean is graduating from Regis High School in New York this month and plans to attend the Wharton School of Business of the University of Pennsyl­ vania where he will major in business administration. Ranked in the top 20 percent of his graduating class and in the top 1 percent of all students taking the College En­ trance Examination Boards tests, Sean was also praised by his teachers for his extracurricular activities which included volunteer work at Bellevue Hospital, New York City. Sean's father Michael Carlin, sailing with the SIU since 1949, also won the scholarship award in 1958 and used the money to earn a B.A. cum lande from New York University and to attend NYU*;? Graduate School where he stud­ ied economics. Brother Carlin has also sailed with the IBU aboard Interstate Oil Transport boats. Nicholas Livanos Nicholas Livanos, who will graduate from Fort Hamilton High School this month, is ranked 13th out of a class of 867 and has been praised by his school's National Honor Society director as "one of the best scholars in our school." Nicholas' brother Vassilios won an SIU scholarship in 1973, and like his brother, Nicholas will use the $10,000 award to study engineering at either Columbia University or the Polytechnic Institute of Brooklyn in New York. Active as news editor of his school's paper and an officer of the National Honor Society, Nicholas also found time to participate in the Greek Orthodox Youth of America. Nicholas' father. Seafarer John Liv­ anos, was born in Greece and began sailing in 1930. He has been shipping with the SIU in the deck department since 1947. Pat Monardo Although he chose an accelerated program of studies at Jesuit High School in New Orleans, scholarship winner Pat Monardo is a straight 'A' student and achieved excellent scores on the College Boards tests. "Having a strong interest in applied mathematics, calculus and physics," Pat said he wants to eventually earn a doctorate and will use the $10,000 to study at Tulane University, New Or­ leans. The senior counselor at Pat's high school said "all of Pat's time is not spent on his academics however. During his five years at Jesuit ... he has been a member of the Chess Club, the Christian Life Community, the Math League, the On-Sets Team and Mu Alpha Theata." Pat's father, 51-year-old Sylvester Monardo, has been a member of the SIU since 1943, sailing in the deck de­ partment. He has recently completed the Bosun's Recertification Program. Sheila Skinner Ranked first in her class of 586 at Milby Senior High School in Houston, Sheila Skinner will use her $10,000 award to study psychology at Texas A & M University, College Station. Sheila says she wants to study psy­ chology because, "I want to accept its challenge. I want to explore the depths and dimensions of the human mind." A member of the National Honor So­ ciety, the Spanish Honor Society, Mu Alpha Theata and the Student Council, Sheila was highly commended by her principal who said, "Not only has Sheila proved capable in her leadership quali­ ties, but she has maintained a high de­ gree of academic excellence with a straight 'A' average." Russell Skinner, Sheila's father, joined the SIU in the port of New York in 1944 and sails in the deck depart­ ment. Seafarer Skinner was born in South America 53 years ago. The SIU Scholarship Program has been called one of the best "no strings attached" programs in the country. Al­ ways recognizing the importance of edu­ cation, the SIU was the first maritime union to begin a scholarship program and it has reaffirmed that commitment by setting up the new two-year awards for active members. The SIU extends congratulations from all its members to the 1976 scholarship winners and their families, and hopes that they will be successful in pursuing their educational goals. He Sailed Thirfy Years Former SIU Scholarship Winner is to Practice Law After 30 years on the sea, SIU mem­ ber Edward Skorupski passed the Cali­ fornia Bar exam and wUl settle down to practice law starting June 24. The 47-year-old former wiper, electrician, third assistant engineer and chief engi­ neer, who studied at the Hastings School of Law in San Francisco, Calif., has accepted the offer of a full partnership with the firm of Smith and Kurlander, also in San Francisco. When Skorupski first shipped out, he did not even have a high school di­ ploma. He advanced his education through the years with help and en­ couragement from the SIU leadership. In 1957, he won the SIU four-year scholarship which enabled him to attend New York University while shipping out in the summer and working at Union Headquarters part-time. In June 1976 he wrote SIU President Hall to thank him for his help and en­ closed a $100 contribution to SPAD. "The SIU under your leadership, has been a front runner in furthering Amer­ ican trade union concepts, and in help­ ing the American seaman, collectively and individually," he noted. Today, Seafarers have even more ed-. acationd opportunities than when Brother Skorupski first sailed. In the 1950s there was no Lundeberg School High School Equivalency Program and he had to plan his shipping schedule Page 22 U J IM I I J ' ' Uif J - i i i il.i j ill! M I *!:i 1111; i - r r IJ •• Edward Skorupski around the exam given once a year in Connecticut, where he lived. "I asked the editor of the Log whether an equivalency diploma was good enough to apply for the SIU scholarship," Seafarer Skorupski re­ membered. "He told me it was. I didn't win in '56 when I first applied, but I, did win in '57." "It would not be impossible for a Seafarer to go through college on his own, but it would be highly improbable. You need someone to help you put things together. The SIU and the sea have been good to me." After graduating NYU, Skorupski shipped out again, and gradually up­ graded to chief engineer. Using his sav­ ings from seatime, he went to NYU Graduate School and later to law school. He shipped out as late as 1975 on the Transoneida while waiting for the results of his bar exam. Brother Skorupski, who visited all the major ports of the world except those in Australia, intends to maintain his SIU membership. "I probably won't ship out again, but I wouldn't rule it out. I will always consider myself an SIU member," he said. "You get nos­ talgic for the men you sailed with as much as for the sea." When the Log asked him about changes in shipping he had seen during thp past 30 years, he noted, "I guess in the old days you got to know the guys better. Now the guys have their own separate rooms and you don't have all the bull sessions anymore." Eventually, he hopes to get into labor law, which Is not surprising. "My first ship wasn't unionized and conditions were terrible," he remembered. There­ fore, in 1947 he participated in an SIU organizing drive. He also belonged to MEBA District 2 and worked briefly for Local 1814 of the International Longshoremen's Association. "I don't know how to say this," the soft-spoken Seafarer explained to the Log. "Law is a challenge, but I also chose to study law because I hoped I would partially be able to repay all the people who have helped me." Right now, however, he thinks learning the ropes around the California courts and beginning his actual practice of law will take most of his time. Commenting that it is highly unusual for a new member of the Bar to be offered a full partnership in a law firm, Skorupski's partner, Robert E. Mann told the Log that "Ed will bring to our firm an in-depth knowledge of the whole maritime industry . . . His sincere and strong desire to help the members of his brotherhood by providing them with competent and reasonably priced legal services creates a great deal of admira­ tion for this man. He clearly has not let success go to his head . .." Seafarers Log �-i_s juiiiSidSi'&^'lSEaaSiltiJSsa^, -jiss(|,- - '• - New SIU Pensioners William G. Dyal, 58, joined the SIU in 1942 in the port of Mobile sailing as a fireman-watertender. Brother Dydl attended an SIUMEBA District 2 Engineer Upgrad­ ing Program in Brooklyn, N.Y. in 1967. He was bom in Lottie, Ala. and is a resident of Mobile. Charles B. Brady, 68, joined the SIU in the port of Cleveland in 1966 sailing as a cook for 21 years. Brother Brady is a veteran of both the U.S. Army and the U.S. NaVy in World War II. He was born in Statesboro, Pa. and is a /resident of Ormond Beach, Fla. WiUiam Gonzalez, 55, joiped the SIU in 1942 in the port of New York sailing as a fireman-watertender. Brother Gonz lez sailed 36 years and was on the p: ket line in the 1965 District Council 37 beef. He was born in Puerto Rico and is a resident' of Camden, N.J. James M. Byers, Sr., 54, joined the SIU in 1947 in the port of Mobile sailing as a chief electrician. Brother Byers sailed 31 years and for the U.S. Navy in World War II. He was born in Philadelphia and is a resident of Seattle. James P. Balderston, 83, joined the SIU in 1946 in Port Arthur sail­ ing 35 years as a cook, chief steward and the last 13 years as a baker. Brother BrJderston's life was profiled ^ in the Ldg in March 1973 in a story headlined, "Eighty Years Young and Still Sailing." One of the oldest Sea­ farers sailing today, he was "never logged or fired," attended the Union's Chief Steward Certification Program, sailed during the Vietnam War and . was > a ship's delegate. Seafarer Balderston quit Princeton University • where he was an English major in 1917 at the start of World War I to join the U.S. Navy's Camouflage Squad "Circus Poster Boys" at the Philadelphia Navy Yard and became an ensign. At the start of World War II and at age 48, he joined the U.S. Military Sea Transport Service com­ ing under Nazi U-Boat torpedo at-. tack in 1943. He was born in Bucks County, Pa. and is a resident of San Francisco. Beside being an author, floral decorator (1920-40), and art designer, he's been an African big game hunter, saw Zulu encampments in the Valley of a Thousand Hills, played rbulette at Monte Carlo, had tea in 1954 at Okinawa's Teahouse of the August Moon, dropped the anchor in Japan more than a hundred times and was bn top of Table Moun­ tain, Cape Town, South Africa when the first snowfall in 40 years fell there. Anthony R. Brania, 67, joined the SIU in the port of New ^ York in 1962 sailing as a pumpman. Brother Brania sailed 30 years, walked the picket line in the 1962 Robin Line beef and served in the U.S. Army during World War II. He was born in Chicago and is a resident of New York City. William G. Heater, 49, joined the SIU in 1945 in the port of Charles­ ton, S.C. sailing last as a QMBD. Brother Heater sailed 32 years in all departments and was a HLSS upgrader in7972. He walked the picket lines in both the 1963 Rotobroil and 1965 District Council 37 strikes. Bora in Oklahoma City, Okla., he is a resident of Miami, Fla. August Charous, 74, joined the SlU in the port of New York in 1957 sailing as a pumpman and machinist. Brother Charous sailed 34 years, was on the bricks in the 1961 Greater N.Y. Harbor and 1962 Robin Line .strikes and in 1964 attended a Mari­ time Advancement Program. He is a veteran of the U.S. Navy in World War II. Bora in the U.S.A., he is a resident of Brooklyn, N.Y. Protasio Herrera, 68, joined the SIU in the port of Philadelphia in 1961 sailing last as a chief cook. Brother Herrera sailed 40 years and served in the U.S. Navy from 1927 to 1947. He was born in Cavite, y^ i Philippine Islands and is a natural­ ized U.S. citizen. Seafarer Herrera is a resident of Philadelphia. John F. Hester, 65, joined the SIU in the port of Baltimore in 1955 sail­ ing as a cook. Brother Hester sailed 29 years and attended the Piney Point Crews Conference No. 9 iI>^ 1970. He is a veteran of the U.S. Army in World War II. Born in Scranton, Pa., he is a resident of Baltimore. V Seafarers Welfare, Pension and Vacation Plans Cash Benefits Paid . • •v -•% •. \ Apr. 22 - May 26,1976 SEAFARERS WELFARE PLAN Antonio Ibarra, 65, joined the SIU in 1944 in the port erf New Orleans sailing in the engine department for '32 years. Brother Ibarra hit the bricks in the 1961 N.Y. Harbor, 1962 Robin Line and the 1965 Dis­ trict Council 37 beefs. He was bora in Puerto Rico and is a resident of New York City. ELIGIBLES Death In Hospital Daily @ $1.00 In Hospital Daily @ $3.00 • Hospital & Hospital Extras Surgical Sickness & Accident @ $8.00 Special Equipment ..; V Optical «....< Supplemental Medicare Premiums ........ Gerald L. Kersey, 65, joined the SIU in 1944 in the port of Tampa sailing la^t as a bosun. Brother Ker­ sey sailed 44 years. He was born in Florida and is a resident of Orlando, Fla. DEPENDENTS OF ELIGIBLES Hospital & Hospital Extras Doctors' Visits In Hospital Surgical Maternity Blood Transfusions Optical Wong Kong joined the SIU in the port of New York sailing last as a chief steward. Brother Kong attended a Piney Point Educational,Confer­ ence in 1971. His son, Steven, was a 1972 Union Scholarship Program winner who graduated with a B.S. degree in ^ectrical Engineering from the Brooklyn (N.Y.) Polytechnic In­ stitute this June. PENSIONERS A DEPENDENTS Death ............................... Hospital & Hospital Extras .............. Doctors* Visits & Other Medical Expenses .. , Surgical Optical Blood Transfusions ...4................ Special EqUipmetit Dental' .....**. Supplemental Medicare Premiums ........ Stephen B. Kutzer, 56, joined the SIU in 1948 in the port of New York sailing as an AB. Brother Kutzer sailed 33 years and was awarded a 1960 Personal Safety prize by the Union for sailing aboard an accidentfree vessel, the SS Wacoita, He WM bora in Excelsior, Pa. and is a resi­ dent of Shamokin, Pa. SCHOLARSHIP PROGRAM TOTALS Total Seafarers Wdfare Plan Total Seafarers Pension Plan ....;..;.... Total Seafarer^ Vacation Plan Total Seafaren Welfare, Pension & Vacation Number Amount MONTH TO DATE YEAR TO DATE MONTH TO DATE 19 231 450 14 4 4,903. — 109 59 59 3,302 1,387 67 11 26,604 ^ 640 J 61 $ 57,500.00 231.00 1,350.00 624.25 .279.00 39,224.00 — 3,416.32 1,731.70 $205,759.55 3,302.00 4,161.00 15,208.34 760.00 212,832.00 . 1,357.29 18,890.55 7,279.80 479 103 123 19 5 121 1,959 391 510 92 6 551 141,419.79 3,890.61 21,574.98 8,600.00 346.50 3,538.70 553,451.81 16,058.60 80,408.01 32,050.00 372.00 15,574.44 50 796 498 61 279 1 • 8 46,000.00 35,834.39 . 4,694.27 3,992.00 1,558.27 180,493.30 129,413.79 21,010.81 12,843.00 7,295.22 258.00 1,126.29 12 167 112 19 56 —-• — ' YEAR TO DATE ; 5/ 8,283 260.00 14,193.50 1,156.00 59,453.10 16 63 3,245.56 23,000.73 9,077 2,509 1,618 13,204 45,789 9,939 6,338 62,066 393,504.84 631,430.38 ; 740,666.91 $1,765,602.13 1,603,515.63 2,510,788.59 3,206,949.48 $7,321,253.70 1 2,055 Page 23 June, 1976 . v '• • i Jjf �JosefStrecock, 64, died of head in­ juries in a fall on Jan. 13. Brother Strecock joined the SIU in the port of Toledo in 1965 sailing as a firemanwatertender. When he passed away Brother Strecock had been sailing 30 years. He sailed on the SS John A. Klin from 1969 to 1975, the SS Reiss from 1965 to 1966 and on the SS Gartland from 1966 to 1969. Born in Milwaukee, he was a resident of Rockford, 111. Interment was in Cherry Valley Cemetery, Cherry Valley, 111. Surviving is a daughter, Mrs. Anna Jean McKinney of Cherry Valley. McAndrew Tbomas, 46, was found dead in his bunk on the super­ tanker SS Massa­ chusetts on Apr. 30. Brother Thomas joined the SIU in the port of Balti­ more in 1953 sailing as a QMED. He was a 1974 HLSS upgrader and was a veteran of the post-World War II U.S. Army. A native of Kentucky, he was a resident of Baltimore. Surviving are his son, McAndrew and his mother, Mrs. Elizabeth Chadwick both of Baltimore. Robert J. ''Red'* Morgan, 51, was killed in a fall on the SS Panama, in Balboa, Canal Zone on Apr. 28. Brother Morgan joined the SIU in 1943 in the port of Boston sail­ ing as a bosun. He sailed 34 years. Bom in New York, he was a resident of Largo, Fla. Surviving is his mother, Mrs. Beatrice Suthard of Largol Thomas Williams Jr., 32 was lost overboard off the SS Delta Sud (Delta Line) while at sea on May 1. Brother Williams joined the SIU in the port of New Orleans in 1972 sailing as an OS and in the stew­ ard department. He was a veteran of the U.S. Army from 1963 to 1965. A native of New Orleans, he was a resident Gretna, La. Surviving are his widow, Vera; a son, Tom; a daughter, Dana and an aunt, Mrs. Earline Johnson of Gretna. SIU pensioner Norman La Flaunt, 60, passed away on May 16. Brother La Flaunt joined the SIU in the port of Detroit in 1960 sailing as firemanwatertender^ for the Erie Sand and Gravel Co. He sailed 19 years and was a veteran of the U.S. Army in World War II. Born in Detour, Mich., he was a resident of Cheboygan, Mich. Surviving are his brother, Fred, and a sister, Mrs. Dorothy Carlson of Detroit. Jonh R. Lessnau, 60, drowned acci­ '• """a dentally in Lake ' 1 Michigan's Little Bay de Noc off h• , Gladstone, Mich, on Apr. 18. Brother Lessnau joined the SlU-affiliated IBU in the port of Detroit in 1961 sailing as a dCckhand-lineman for th6 Hannah In­ land Towing Co. from 1974-5 and for the Dunbar and Sullivan Dredging Co. from 1961 to 1976. A native of Detroit, he was a resident there. Burial was in Holy Cross Cemetery, Detroit. Surviv­ ing are his widow, Eleanor; three sons, Edward, Daniel and James and four daughters, Lois, Mary Jo, Nora and Ellen. Luttrell W. Feniler, 56, died from chest injuries fol­ lowing a fall off a ladder onto a ship dock in Green Bay, Wise, on Apr. 9. Brother Fender joined the SIU in the port of Frankfort, Mich, in 1963 sailing as a deckhand and in the stew­ ard department for the Huron Cement Co. He sailed 24 years. Born in Arkan­ sas, he was a resident of Rogers City, Mich. Burial was in Memorial Park Cemetery, Rogers City. Surviving are his widow, Irma; a daughter, Deborah, and his father, Vernon of Rogers City. IBU pensioner Elmer P. Cleveland, 75, died of cancer at St. Mary's Hos­ pital, Port Arthur, Tex. on Apr. 6. Brother Cleveland joined the SlU-affiliated union in Port Arthur in 1963 sailing as a captain for the Sabine Towing and Transportation Co. from 1928 to 1968. He was a vet­ eran of the U.S. Navy in World War II. Born in Rockport, Tex., he was a resi­ dent of Port Arthur. Burial was in Greenlawn Memorial Park Cemetery, Port Arthur. Surviving are his widow, Louise Gussie; a son, Sidney and a brother, S. P. Cleveland. SIU pensioner James Francisco, 60, died on May 17. Brother Fran­ cisco joined the Union in 1946 in the port of Boston sailing in the stew­ ard department. He sailed 28 years. A native of Massachu­ setts, he was a resident of Canton, Mass. Surviving are two sons, James and Vin­ cent and his mother, Mrs. Catherine Parker of Canton. Orville G. C<dlins, 60, passed away on Apr. 21. Brother Collins joined the SIU in the port of New York in 1962 sail­ ing as a bosiin. He sailed 39 years.Sea­ farer Collins was born in West Virginia and was a resident of Houston. Surviv­ ing are his widow, Margie and a son, Charles. 1 SIU pensioner Leonard F. "Whlley" Lewis, 67, died of heart failure in Merritt Hospital, Oakland, Calif, on Apr. 6. Brother Lewis joined the Union in 1938 in the port of New York sailing as a chief electrician. He sailed 42 years. Born in New York City, he was a resident of San Francisco. Cremation took place in the Skyview Crematory, Vallejo, Calif. Surviving are his widow, Adla and a daughter, Mrs. Shirley J. McAllister of Sequim, Wash. IBU pensioner Clarence A. Lott Sr., 84, passed away on May 15. Brother Lott joined the union in the port of Mobile in 1956 sailing as a chief steward. He sailed 32 years and was on the Alcoa Shoregang in Mobile from 1945 to 1960. A native of Mobile, he was a resident there. Surviving are his widow, Corrine; a son, Clarence of Prichard, Ala. and a dau^ter, Mrs. Lolette Rus­ sell of Mobile. IBU pensioner Daniel McCoUick, Francis D. Hil75, died of a heart Ifard, 59, died on attack in Philadel­ May 17. Brother phia on Mar. 14. Hilliard joined the Brother McCollick SlU-affiliated IBU joined the union in in the port of the port of Philadel­ Frankfort, Mich, in phia in 1961 sailing 1955 sailing as . an as a captain for the Atlantic Reef Co. OS. He sailed 22 from 1920 to 1927 and for the P. F. Martin Co. as a mate from 1927 to years and from 1964 to 1975 for the 1972. He was born in New Jersey and Ann Arbor (Mich.) Railroad Car Ferry was a resident of Philadelphia. Burial Co. Seafarer Hilliard was born in Mich­ was in Cedar Hill Cemetery, Philadel­ igan and was a resident of Brethren, phia. Surviving are two sons, Augustus Mich. Surviving is his mother,. Mrs. Hattie Larsen of Brethren. and Albert of Philadelphia. SIU pensioner John K. Glass Sr., 61, died of pneu­ monia on Apr. 23. Brother Glass join­ ed the Union in 1938 in the port of New York sailing as a deck engineer and pumpman. He sailed 33 years and was a veteran of the U.S. Army in the pre-World War II period. Born in Uniontown, Pa., he was a resident of Dunbar, Pa. Surviving are his widow, Helen; four sons, John, George, Gary and Brian and a daughter, Denise. SIU pensioner WailamJ.Blakdey, 63, succumbed to pneumonia in the Boston USPHS Hospital on Jan. 29. Brother Blakeley . «, joined the Union in \ :/ . 1939 in the port of New York sailing as a hrem^-watertender. He sailed 26 years and walked the picket line in the 1965 District Council 37 beef. Seafarer Blakeley was born in Boston and was a resident of Allston, Mass. Burial was in Evergreen Cemetery, Boston. Surviving is his widow, Mary. SIU pensioner Arthor Brleiho, 53, died of a heart at­ tack on Feb. 13. Brother Botelho joined the Union in 1943 in the port of Boston sailing as an OS. He attended the 1970 Piney Point Crews Conference No. 9. Born in Fall River, Mass., he was a resident of Boston. Internment was in St. Patrick's Cemetery, Fall River. Surviving are his parents, Mr. and Mrs. Manuel Botelho; a brother, Armand and two sisters, Mrs. Mary Pestana and Helen, all of Fall River. Herbert M. "Frenchy" De Boissiere, 46, died of natural causes in the Staten Island (N.Y.) USPHS Hos­ pital on Apr. 2. Brother De Bois­ siere joined the SIU in the port of Wilmington in 1967 sail­ ing as deck maintenance. He sailed 30 years and during both the Korean and Vietnam Wars. Seafarer De Boissiere walked the picket line in the 1946 Baltimore strike and was a deck dele­ gate. Born in New York City, he was a resident of Brooklyn, N.Y. His ashes were buried at sea. Surviving are his four brothers, Robert of Staten Island, N.Y, Charles of Florida, Falvain of Yonkers, N.Y. and his twin, SIU Chief Steward Rudy P. 'Tony" De Boissiere of Brooklyn. SIU pensioner Domlnick Dl Gio­ vanni, 71, suc­ cumbed due to a collapsed lung in the New Orleans USPHS Hospital on Feb. 22. Brother Di Giovanni joined the Union in the port of New Orleans in 1955 as a chief steward. He was born in Diaball, Tex. and was a resident of, Westwego, La. Internment was in Restlawn Cemetery, Avondale, La. Surviv­ ing is his widow, Katie. Arnold J. Evard, 59, died on Dec. 19, 1975. Brother Evard joined the SlU-affiliated IBU in the port of Chi­ cago in 1961 sail­ ing as a firemanwatertender. He was a veteran of the U.S. Navy in preWorld War 11. A native of Brooklyn, N.Y., he was a resident of Manitowoc, Wise. Surviving arc. his widow, Angeline and a daughter, Mary Ann. Seafafers Log Page 24 1 • �MAY 1-31,1976 Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals Deep Sea Great Lakes Alpena Buffalo Cleveland Detroit Duluth Frankfort Chicago Totals Great Lakes Totals Deep Sea A Great Lakes DISPATCHERS REPORTTOTAL REGISTERED Ail Groups Class A Class B Class C ] i] Detroit Duluth Frankfort Chicago Totals Great Lakes Totals Deep Sea A Great Lakes Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals Deep-Sea Great Lakes Alpena BuffaloCleveland Detroit Duluth Frankfort Chicago Totals Great Lakes Totals Deep Sea A Great Lakes 6 82 14 35 15 8 21 66 40 30 6 28 9 76 0 2 438 3 9 7 3 4 0 5 6 5 1 0 1 0 8 0 2 54 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 279 12 41 14 10 10 46 26 25 8 24 8 29 0 5 339 1 23 7 15 9 1 6 17 5 12 1 4 2 5 4 3 115 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 14 155 24 50 24 6 48 115 66 60 11 60 19 165 0 4 821 5 5 3 3 9 1 6 9 4 3 2 5 0 15 0 1 71 0 7 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7 2 0 3 11 6 5 1 28 466 3 0 1 3 1 1 0 9 63 0 0 0 1 1 0 0 2 5 13 3 8 29 4 10 3 70 409 12 2 4 14 1 .7 1 42 157 0 0 0 0 0 3 0 3 3 7 0 8 7 7 0 7 36 857 1 1 7 2 0 1 1 13 84 0 0 0 2 2 0 3 7 14 2 69 11 18 16 4 13 39 26 23 6 21 6 47 0 5 306 2 16 2 5 4 0 4 14 3 7 0 7 0 15 0 2 81 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 ENGINE DEPARTMENT 0 2 1 0 27 54 0 5 11 0 10 42 0 8 9 0 0 3 0 7 7 0 19 48 0 8 21 0 3 17 0 0 1 0 5 12 0 3 5 0 17 7 0 0 2 0 1 1 0 107 249 5 124 15 31 28 7 32 75 35 61 18 36 13 110 0 5 587 4 29 3 9 5 2 7 20 6 13 6 20 0 28 0 3 155 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 3 0 2 6 2 3 3 19 325 7 0 1 2 1 1 0 12 93 0 1 0 1 1 0 2 5 7 3 14 2 1 3 26 613 8 0 1 2 3 2 1 17 172 0 2 0 3 4 0 2 11 14 STEWARD DEPARTMENT 0 0 0 50 0 14 6 0 4 25 6 0 10 0 8 0 7 2 6 0 5 35 0 11 14 0 11 18 5 0 1 0 2 6 5 0 12 0 4 18 9 0 0 9 0 0 1 2 210 96 1 3 55 9 21 17 4 23 50 28 43 6 18 10 74 0 1 362 2 3 1 2 2 1 0 2 1 3 4 2 1 4 0 1 29 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 1 0 0 0 4 2 0 1 7 369 0 0 0 0 0 0 0 0 29 0 0 0 0 1 0 0 1 2 0 8 34 6 16 2 15 6 21 0 1 178 2 45 16 26 21 5 7 47 29 13 2 18 9 45 14 4 303 I 1 1 60 11 21 1 11 1 2 1 23 1 58 1 1"! 1 29 t 7 1 22 1 15 1 33 1 0 1 1 1 308 8 131 24 32 21 7 19 82 41 29 16 48 17 95 0 5 575 3 26 0 4 0 1 0 0 1 0 2 0 1 0 0 0 38 4 2 1 19 4 8 4 42 220 1.120 96 1,216 11 2 3 13 1 6 2 38 341 453 50 503 1 2 10 5 5 7 2 1 1 31 606 830 61 891 8 18 3 50 18 1 5 115 153 49 134 183 2 31 10 20 10 4 8 28 12 18 3 7 5 36 0 1 198 1 0 1 0 2 1 0 3 0 0 3 0 0 2 1 0 15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 1 3 0 1 0 7 205 0 0 0 0 0 1 0 1 16 0 0 0 0 0 0 0 3 0 Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston .......................... Piney Point Yokohama Totals Deep Sea Great Lakes Alpena ••• Buffalo Cleveland Frankfort Chicago Totals Great Lakes Totals Deep Sea A Great Lakes Totals All Depts. Deep Sea Totals All De^s. Great Lakes Totals All Depts. Deep Sea A Great Lakes June, 1976 REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals Deep Sea Great Lakes Alpena Buffalo Cleveland Detroit Duluth TOTAL SHIPPED All Groups Class A Class 0 Class C 4 0 6 10 4 4 2 30 279 5 0 1 17 0 1 1 25 235 7 0 2 4 0 1 0 14 121 9 0 1 2 0 2 0 14 110 0. 0 0 1 0 0 0 1 1 u 2 ENTRY DEPARTMENT 0 37 8 16 a 1 1 1 E 1 1 5 3 24 5 5 9 1 55 798 125 923 318 70 388 1 4 5 363 2,078 124 2,202 PRESIDENT Paul Hall V SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Frank Drozak VICE PRESIDENTS Earl Shepard Lindsey Williams Cal Tanner Paul Drozak HEADQUARTERS ALPENA, Mich 675 4 Aye., Bklyn. 11232 (212) HY 9-6600 800 N. 2 Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 B(»TON, Mass. 215 Essex St 02111 (617) 482-4716 BUFFALO, N.Y.... .290 Franklin St. 14202 (716) TL 3-9259 CHICAGO, m.. .9383 S. Ewing Are. 60617 (312) SA1-0733 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) MA 1-5450 DETROIT, Mich. 10225 W. Jefferson Are. 48218 (313) VI3-4741 DULUTH, Minn. 2014 W. 3 St. 55806 (218) RA 2-4110 FRANKFORT, Mich. P.O. Box D 415 Main St. 49635 (616) 352-4441 HOUSTON, Tex 5804 Canal St 77011 (713) WA 8-3207 JACKSONVILLE, Fla. 3315 Liberty St 32206 (904) 353-0987 JERSEY CITY, NJ. 99 Montgomery St 07302 (201) HE 5-9424 MOBILE, Ala IS. Lawrence St 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va. 115 3 St 23510 (804) 622-1892 PADUCAH, Ky 225 S. 7 St 42001 (502) 443-2493 PHILADELPHIA, Pa.. .2604 S. 4 St. 19148 (215) DE 6-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 PORT ARTHUR, Tex.... .534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif. 1311 Mission St 94103 (415) 626-6793 I SANTURCE, P. R. 1313 Fernandez Juncos, Stop 20 00909 (809) 723-0002 SEATTLE, Wash 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo.. .4581 Gravois Ave. 63116 (314) 752-6500 TAMPA, Fla.. 2610 W. Kennedy Blvd. 33609 (813)870-1601 TOLEDO, Ohio 935 Smnmit St 43604 (419) 248-3691 WILMINGTON, CaHf. 510 N.Broad St 90744 (213)549-4000 YOKOHAMA, Japan. . Yokohama Port P.O. ... P.O. Box 429 5-6 Nihon Ohdori Naka-Ku 231-91 201-7935 at most Iwt noBfli as more dun 1,300 jAipped from StU UBjoHi The exact %iires that 1,117 djipiNd from deqpi-fiea ports 199 shipped on the Great Neaiiy 4HM of the jolM to *8* smiiority mea^ is peeled to r^iuitt staMe £e f« mm • / Page 25 ih sw / �NEWARK (Sea-Land Services), April TRANSlNDIANA (Hudson Water­ LOS ANGELES (Sea-Land Service), 18—Chairman, Recertified Bosun E. D. April 18—Chairman, Recertified Bosun ways), April 25—Chairman, Recertified Christiansen; Secretary L. Crane; Edu­ A. Antoniou; Secretary R. Donnelly; Bosun H. B. Walters; Secretary Walter cational Director R. P. Coleman; Deck Educational Director P. Shaughnessy. J. Fitch; Deck Delegate J. Carter; Stew­ Delegate E. F. Klopp; Engine Delegate $103.^0 in ship's fund. Some disputed ard Delegate G. Rios. $74.45 in ship's L. Craig; Steward Delegate P. Pederes. OT in deck and engine department. The fund. Some disputed OT in engine de­ $28.11 in ship's fund. This money will Seafarers Log was received and passed partment. Report to the Seafarers Log: be used to buy extra pots for coffee ma­ around for all to read. Chairman to "A commendation to the Log staff for chines. Chairman held a discussion on see about getting some new books for doing such a good job in keeping us the importance of donating to SPAD the ship. A vote of thanks to the stew­ posted in all maritime news." Observed ^d to keep better informed on what is ard department for a job well done. one minute of silence in memory of our going on by reading the Seafarers Log. departed brothers. Next port, Seattle. DELTA ARGENTINA (Delta RAPHAEL SEMMES (Sea-Land Steamship), April 11—Chairman, Re­ SEA-LAND PRODUCER (Sea-Land certified Bosun Arthur McGinnis; Sec­ Service), April 18—Chairman, Recerti; fied Bosun Enos E. Allen; Secretary Service), April 25—Chairman, Recerti­ retary John H. Ratliff; Educational A. Deheza; Educational Director Rob­ Director U. H. Sanders Jr.; Engine fied Bosun William Bushong; Secretary ert A. Forslund; Engine Delegate R. Hmvey M. Lee; Educational Director Delegate Paul Thomas Jr.; Steward Basa; Steward Delegate R. Singleton. Victor A. Cover; Deck Delegate Ralph Ddegate J. E. Bill. Chairman discussed H. Dougherty. $45 in ship's fund. $50 the benefit of supporting SPAD. Movies $18.50 in ship's fund. No disputed OT. in movie fund. A vote of thanks was are being shown every trip thanks to Educational director distributed litera-. ture on alcoholism which will be re­ extended to the delegates and the whole donations from the crew and officers. viewed and circulated among the crew­ Next port, Abidjan, Ivory Coast, West crew. A vote of thanks to the steward members. Last month's Seafarers Log department for a job well done. Ob­ Africa. was received and read. served one minute of silence in memory OVERSEAS ALASKA (Maritime of our departed brothers. Next port. Overseas), April 25—Chairman, Re­ SHOSHONE (Hudson Waterways), Port Everglades, Fla. certified Bosun J. Colson; Secretary April 18—Chairman, Recertified Bosun Thomas Bolton; Educational Director Joe 1. Justus; Secretary M. Deloatch; FLOR (Altair Steamship), April 25 J. Rounds. No disputed OT. All com- Educational Director F. Jenkins; Stew­ —Chairman, Recertified Bosun Dick munic^ions received were read and ard Delegate Robert L. Scott. No dis­ Ware; Secretary D. E. Edwards; Edu­ then posted on the bulletin board. As puted OT. Chairman held a discussion cational Director William Bilger; Deck reported on repair list, winch used for on the importance of donating to SPAD. Delegate Gerald Edwards; Steward handling cargo lines and gangway is not A vote of thanks from all to the master Delegate Joe Clark. $21 in ship's fund. for handling these loads. This winch will for running a smooth ship. Next port in Some disputed OT in deck department. not shut off at times, also the brake does Texas. Educational director .suggested that not hold at times, therefore resulting in DELTA BRASIL (Delta Steamship), everyone should be careful and leave a man running the winch and the man April 4—Chairman, Recertified Bosun no doors swinging. Use caution in going Official ship's minutes were also ^| heaving on the runner on three differ­ Luis Guadamud; Secretary B. Guarino; up and down ladders and men working , received from the following Vessels? ent occasions. The gangway has been Educational Director Hugh Wells Jr.; on open deck should be furnished hard GEORGE WALTON dropped when the winch failed to hold Deck Delegate D. Ramirez; Engine hats. A vote of thanks to the steward TRANSCOLORADO this weight. When this gangway is taken Delegate Juan Cniz. $95 in ship's fund. department for a job well done. V v-S^i NECHES • from rack men are around and under $383.66 in movie fund. No disputed • sr. LOUIS gangway. If the winch fails it could OT. Chairman advised everyone to take TAMARA GUILDEN (Transport SEATTLE ^ cause an accident. This situation was advantage of the upgrading school in Commercial), April 11—Chairman, GATEWAY CITY reported in the Seattle and Philadelphia Piney Point and to try and get the fire- Recertified Bosim Peter Sernyk; Secre­ POTOMAC fighting endorsement as soon as possible. tary N. Hatgimisios; Educational Direc-, Union Hall. A vote of thanks to the MAYAGUEZ ; ' steward department for good food and A vote of thanks to the steward depart­ tor R. Neilsen; Deck Delegate Romolo BOSTON service. Next port, Jacksonville. ment for a job well done. Observed one DeVirgileo; Engine Delegate Johnny MOBILE ^ minute of silence in memory of our Nettles; Steward Delegate John HogOVERSEAS ULLiir BORINQUEN (Puerto Rico Marine departed brothers. gie. $9.80 in ship's fund. Some disputed SUGAR ISLANDER Mgt.), April 4—Chairman, Recertified OT in engine department. A vote of WORTH Bosun Calixo Gonzalez; Secretary J. A, OVERSEAS TRAVELER (Mari­ thanks to the steward department for a lACKSONYILLE Fernandez; Educational Director B. time Overseas), April 18—Chairman job well done. HUMACAO Waddell. No disputed OT. Chairman Recertified Bosun Ame Hovde; Secre­ -TRANSCOLUMBIA reported the following: "Held a discus­ tary S. Szeibert; Educational Director ROBERT E. LEE SEA.LAND FINANCE (Sea-Land sion on the importance of donating to J. Sheaffer; Deck Delegate W. Gregory; Service), April 10—Chairman, Recerti­ SEA-LAND TRADE Engine Delegate C. M. King. Some dis­ fied Bosun J. Pulliam; Secretary O. SPAD. Also, members should read the OAKLAND puted OT in engine department. Chair­ Frezza; Educational Director D. Sus- Seafarers Log for a better knowldege of FUtSBURGH man suggested that all crewmembers billa. No disputed OT. Fact sheet that our Union functions. We thank our >OGD£N YUKON-;^;|^ should read the Seafarers Log. He was left by patrolman was read and dis­ President Paul Hall and other officials ^ERIC;K.HOtZERSp pointed out one article about the cussed. Weather doors on all levels aft on the job well done concerning the BALTIMORE USPHS report. The HEW Department are not watertight and in any weather public health facilities to keep these hos­ STONEWALL lACKSON'^., is trying again to close all USPHS Hos­ at all they leak water and it is doing pitals open for our needs. Also, there MONMCELLO VICTIMIY pitals down and all seamen should write damage to the inside passageways, decks has been cooperation among the mem­ ^A-LAND ECONOM^;^r;M to their congressmen and urge them to and bulkheads. With this water all over bers of the crew to maintain a happy BRADFORD ISLAND veto the HEW Department's new at­ the passageways and stairways it is caus­ crew and a good name ship.'' Chief NOTRE DAME VICTOR^l Sfel^ tempts. A vote of thanks to the steward ing a safety hazard to all. Next port, steward thanked the whole, crew for AREcmo UM their cooperation and in return the crew department for a job well done. Next Yokohama. • '"> SEA-LAND McLEAN gave a vote of thanks to the steward port, Philadelphia. SEA-LAND. COMMERCE:: department for a job well done. Next ft; PORTMAR WALTER RICE (Reynolds Metals), port. Port Elizabeth, N.J. ^:":!:v.^AGUADILLA ELIZABETHPORT (Sea-Land Ser­ April 4—Chairman, Recertified Bosun SEA-LAND GALLOWAl vice), April 10—Chairman, Recertified F. Pence; Secretary C. M. Modellas; INGER (Reynolds Metal), April 11 , CHARLESTON Bosun V. T. Nielsen; Secretary George Educational Director B. Welhelmesen. — Chairman, Recertified Bosun C. OGDEN CHAMPION till W. Gibbons; Educational Director No disputed OT. Chairman held a dis­ D'Amico, Jr.; Secretary Duke Hall; SEA-LAND RESOURCE David Able; Steward Delegate Wong cussion on the Jones Act, Public Health Educational Director R. D. Holmes; GUAYAMA Kong. Ship's fund has $117.00. $260 Hospitals and on various issues that Steward Delegate Richard J. Sherman; MlNTYl^B in movie fund. Chairman discussed the appeared in the Seafarers Log. Observed Deck Delegate William Eckles. $59.11 TAMPA importance of donating to SPAD. Some one minute of silence in memory of our in ship's fund. Purchased a new basket­ K \ \ CHARLESTON disputed OT in engine department. departed brothers. Next port. Corpus ball, net and playing cards. No disputed MERRIMAC Next port, Algeciras. Christi. OT. Chairman urged all crewmembers TEX to read the Seafarers Log and the pam­ ALLEGIANCE phlets left on board by the previous JEFF DAVIS BosUn from Piney Point recertification JOHN PENN •i /v class as they contain matter that we all T. EAGLE VOYAGER should know and understand. Discussed Alcoholisiii is a major problem. JOHN B. WATERMAN the importance of donating to SPAD. CAROLINA.,- ' Vf One out of every 10 Americans who drink has a serious A vote of thanks to the steward depart­ DELTA PARAGUAY: ^ ment for a job well done. Observed one IWH:,, DELTANCmTE drinking problem. V minute of silence in memory of our de­ FORTHOSKINS t Alcoholism is a disease. It can be treated. parted brothers. Next port, Longview,. • tv' DELSOL.-tii:i^:-::i|1 Wash. :iii m' ® Page 26 Seafarers Log •t..i- :\ �Computerized Simulator Shows Direction of Future A $12 million computerized mari­ time simulator designed "to conduct navigational experiments to enhance the safety, productivity and competitiveness of the American merchant marine," was unveiled last month by the U.S. Mari­ time Administration. Robert J. Blackwell, assistant secretary of commerce for maritime affairs, dedicated the im­ pressive facility, known as the Compu­ ter Aided Operations Research Facility (CAORF), located on the grounds of the U.S. Merchant Marine Academy in Kings Point, N.Y. The CAORF simulator, which is con­ sidered the most sophisticated of its kind in the world, will be utilized pri­ marily for research projects to improve vessel operation safety on the high seas and in port situations. Presently, the simulator is being pro­ grammed for a study of collision avoid­ ance at sea. The facility also plans to conduct a study of port operations in Valdez, Alaska with the intention of developing a better traffic control sys­ tem to handle the projected increase in vessel traffic for the port once the Alaska pipeline is finished. At the request of the Japane.se Gov­ ernment, CAORF may also conduct a study of the navigational problems in, the Malacca Straits, which has been the site of several terrible tanker col­ lisions in recent years, resulting in loss of life and heavy pollution. As a result of these collisions, the Malaysian Gov­ ernment has placed restrictions on the movement of Japanese tankers through the straits. Simulate Traffic Situations The CAORF simulator operates with a full scale bridge mock-up and a com­ puter set-up that can simulate, through sight and sound, a wide range of navi­ gational and vessel traffic situations; environmental conditions such as fog, wind, currents and water depth, and local landmarks such as the Verrazano Bridge or the downtown skyline in the port of New York. The computers can also simulate the ship handling charac­ teristics of any type or size of vessel used in the U.S. merchant marine from small harbor craft to VLCC's, LASH ships or huge containerships. At a demonstration during the dedi­ cation ceremonies, CAORF was pro-, grammed to simulate bridge conditions inside an 80,000-ton tanker entering the port of New. York from Ambrose Light to the Verrazano Bridge. The tanker's bridge was manned by a Port of New York licensed pilot, a Coast Guard captain and a helmsman. The simulated conditions of the harbor, complete with landmarks and simulated ship move­ ments, could be seen in color in a very realistic 240 degree radius. The condi­ tions were so realistic that a simulated collision occurred between the CAORF tanker and a containership which was programmed to lose its steering. - \ I Play Accident Back The accident was only a demonstra­ tion to show the realism that could be achieved by the CAORF simulator. But according to Tom Mara, project manager for CAORF, if an accident occurs during actual research maneu­ vers, the computers could play the ac­ cident back on tape over and over again until a board of inquiry could determine the cause of the accident, whether it be due to natural causes or human error. Mara pointed out that nearly 85 percent of all marine accidents are due to hu­ man error. Scholarship Committee Meets SlU Vice-President Lindsey Williams empfiasizes the need for stricter safety regulations over mobile drill rigs. He presented the Union's position at a meet­ ing of the National Offshore Operations Industry Advisory Committee in San Francisco, May 25. V i-' - i Skills on Mobile Oil Rigs Continued from Page 11 temporarily stationary does not reduce lish a floor on manpower requirements the need for a marine crew to maintain beyond which an operator could not stability, perform maintenance on ma­ go." A minimum of 43 crewmembers, rine gear, to stand watch and to be avail­ including the master, mates, licensed able for emergencies." engineers and unlicensed seamen was recommended. Lax on Safety Second, "That except for the purely In addition, Williams criticized lax industrial functions aboard the rig as­ sociated with drilling operations, the safety standards on board the rigs and remainder of the crCw, including the mentioned the Union's proposal that all marine support and operating crew, members of the steward department should be experienced marine personnel should have lifeboatinan and firefighting licensed or certified by the Coast Guard certificates. Referring to the recent tragic acci­ to the same standards as are crews on dent in the Gulf of Mexico, when 13 U.S.-flag ocean ships." men lost their lives as an oil rig under Third, "A drilling rig should carry a tow capsized and sank during a storm, full marine crew whenever it is in oper­ ation, whether anchored or underway, Williams noted that seamen on U.S. to ensure the safety of the crew, the rig merchant marine ships are certified in and of navigation in the area adjacent safety skills needed to "escape a ship to the rig. The fact that a mobile rig is or prevent a disaster. The SlU Scholarship Selecfion Committee, seated around the table, meet at the Transportation Institute in Washington, D.C, to go over applications for the $10,000 and $5,000 awards. They are, from the left: Professor R. M. Keefe; Dr. Elwood Kastner; Miss Edna Newby; Professor Donald Maley: Dr. Bernard Ireland, and' Dr. Charles Lyons. Not shown is the seventh member of the committee, Charles D. O'Connell. Standing behind the committee is, from the left: Margaret Nalen, director of academic education at the Lundeberg School; Jack Sheehan, assistant SlU claims director; Al Jenson, assistant deputy administrator of the Union Plans, and Herb Brand, president of the Transporta­ tion Institute. (See story on Page 3) Change of Address Or New Subscriber Editor, SEAFARERS LOG 675 Fourth Ave., BrooUyn, N.Y. 11232 I would like to receive the SEAFARERS LOG—please put my name on your mailing list. (Prim /n/ormallon.) NAME National Jobless Rate of Over 10 Percent Proves Slump Continued from Page 2 facturing jobs were some 1.5 million below earlier levels. Students Graduating "Moreover," Meany added, "four million students are now graduating from high school and college. The econ­ omy must provide job opportunities for young people entering the labor force. June, 1976 as well as for the nearly 10 million al­ ready unemployed." BLS noted that teenagers and blacks had the hardest time in locating jobs. The rate for teenagers without work last month was 18.5 percent; for blacks it was 12.2 percent. Joblessness for adult men rose from 5.4 percent to 5.6 percent last month. For married men, it went from 3.9 per­ cent to 4 percent in May. 1 ADDRESS CITY .STATE. ZIP. SIU-IBU members please give: Bk# Soc. Sec. # ./. TO AVOID DUPLICATION: If you are an old subscriber and have a change of address, please give your former address below or send mailing label from last issue received. ill m �Following are the names and home pbrts of the 391 Seafarers who have successfully completed the SIU Bosuns Recertification Program. These men have gone aboard our contracted ships to lead the SIU unlicensed crews, and they have held informative meetings, settled beefs, answered questions and con­ tributed toward smoother voyages. f •• •• ^ ^ Adans, John, New York Aeular, Jose, New York Alexander, A. 6., Houston Allen, Enes, San Francisco Allen, J. W., Seattle Altstatt, John, Houston Amat, Kasmoln, New York Anderson, Alfred, Norfolk Anderson, Chester New York Anderson, Edgar, New York Annis, George, New Orleans Antonlou, Angelo, New York Aponte, Felbc, New York Arena, Louis, New Orleans Armada, Alfonso, Baltimore Atkinson, David, Seattle Backrak, Daniel, Wilmington Baker, Elmer, Houston Baker, William, Houston Bankston, Claude, New Orleans Barnes, Anthony, Norfolk Barnhlll, Elmer, Houston Barrial, Pablo, New Orleans Baudoln, James, Houston Beavers, Norman, New Orleans Bechllvanis, Nicholas, New York Beck, Arthur, San Francisco Beeching, Marlon, Houston Barger, David, Norfolk Beregria, John, Philadelphia Bergeria, Steve, Philadelphia Beye, Jan, New York Bobaiek, William, Houston Bojko, Stanley, San Francisco Boland, James, San Francisco Bonefont, Eduardo, San Juan Boney, Andrew, Norfolk Bourgeois, Joseph L., New York Bourgot, Albert, Mobile Bousson, Gene, New York Bowman, Jack, Seattle Boyle, Charles, New Orleans Braunstein, Herbert, Wilmington Brendle, Mack, Houston Broadus, Ray, Mobile Broadus, Robert, Mobile Brooks, Tom, New York Browning, Ballard, Baltimore Bryan, Ernest, Houston Bryant, Vernon, Tampa Burch, George, New Orleans Burgos, Juan, New York Burke, George, New York Burnette, Periy, Tampa Burton, Ronald, New York Busalacki, Joseph, Jacksonville Bushong, William, Seattle Butterton, Walter, Norfolk Butts, Bobby, Mobile Butts, Hurmon, Houston Byrne, WlUlam, New York Cain, Hubert, Mobile Caldeira, Anthony, Houston Calogeros, Demetrlos, Seattle Campbell, Arthur, New Orleans Bosun s Honor Roll at 391 Carr, Stephen, New York Gallagher, John, Philadelphia Casanueva, Michael, New Orleans Gamer, James, New Orleans Castro, Gulllermo, San Juan Garza, Peter, Houston Charneco, Frank, New Orleans Gavin, Joseph, Houston Cheshire, James, Jacksonville Glanglordano, Donate, Philadelphia Chestnut, Donald, Mobile Glannlotis, John, New York Chlasson, Richard, New Orleans Gillain, Robert, Jacksonville ChlllnskI, Tadeusz, Wilmington Gilllkin, Leo, San Francisco Chrlstenberry, Richard, San Francisco Gomez, Jose, New York Chrlstensen, Christian, San Francisco Gonzalez, Callxto, San Juan Christiansen, Egon, San Francisco Gonzalez, Jose, NewYork Clsieckl, John, San Francisco Gorbea, Robert, New York Clegg, William, NewYork Gorman, James, New York Gosse, Fred, San Francisco Cofone, William, Wilmington Cole, Lonnie, Norfolk Granger, Eual, Houston Colson, James, Seattle Green, John, Baltimore Compton, Walter, Norfolk Greenwood, Perry, Seattle Cooper, Fred, Mobile Grima, Vincent, New York Corder, James, Jacksonville Guadamud, Luis, New Orleans Cousins, Waiter, Wilmington Gustavson, Walter, New York Hager,Bertil, New York Craddock, Edwin, New Orleans Crawford, William, Jacksonville Hale, William, New Orleans * Cross, Malcolm, Wilmington Hanhack, Buii New.York Curlew, Jack, Yokohama Hanna, Anthony, Baltimore Hanstvedt, Alfred, New York Curry, Leon, Jacksonville Dakin, Eugene, Boston Harrington, Arthur, Boston Dalton, Jack M., Houston Harvey, Lee J., New Orleans D'Amico, Charles, Houston Hawkins, Tom, Seattle Dammeyer, Dan, New York Hazel, John, New Orleans Darville, Richard, Houston Heggarty, Tom, New York Davies, John, New York Hellman, Karl, Seattle Davis, James, Seattle Hicks, Donald, New York Dawson, Charles, Seattle Hilburn, Thomas, Mobile Delgado, Julio, New York Hill, Charles, Houston Dickinson, David, Mobile HIrsh, Burton, Baltimore Dixon, James, Mobile Hodges, Raymond, Mohile Donovan, Joseph, Boston Hodges, Raymond W., Baitimoro Doty, Albert, New Orleans Hogge, Elbert, Baltimore DrMrn, Woodrow, Seattle Holt, Tom, New York Drewes, Peter, New York Homka, Stephen, New York Duet, Maurice, Houston Hovde, Arne, Philadelphia Dunn, Beverly, Mobile Hunt, H. C., Houston Eckert, Arne, Seattle Hunter, John, Mohile Eddins, John, Baltimore Ipsen, Oria, New York Edelmon, Bill, Houston James, Calvain, New York Engelund, Clayton, New York Jandora, Stanley, New York Falrcloth, Charles, Mobile Jansson, Sven, New York Farhl, Israel, Houston Japper, John, New York Fell, William, New York Jefferson, William Houston Ferrera, Raymond, New Orleans Johannsson, Simon, Norfolk Finklea, George, Jacksonville Johnson, Fred, Mohile Fleming, Don, Jacksonville Johnson, Ravaughn, Houston Flowers, Eugene, New York Jordan, Clifton, New Orleans Foster, Floron, New Orleans Joseph, Leyal, Philadelphia Foster, James, Mobile Joyner, William, Houston Foster, Tom, Norfolk Justus, Joe, Jacksonville FotI, Sebastian, Wilmington Kadziola, Stefan, NewYork Francum, Carl, Baltimore Karatzas, Tom, Baltimore Frazier, John, Houston Karlsson, Bo, New York Frey, Charles, Jacksonville Kelsey, Tom, San Francisco Fritz, Floyd, Jacksonville Kerageorgiou, Antoine, New Orleans Funk, William, New York Keragood, Morton, Baltimore Furr, John, Houston KIdd, Richard, Baltimore Gahagan, Kenneth, Houston King, George, Seattle KIngsley, Jack, San Francisco Kleimola, William, New York Knight, Bruce, Norfolk Knoles, Raymond, San Francisco Koen, John, Mohile Konis, Perry, NewYork Koza, Leo, Baltimore KrawczynskI, Stanley, Jacksonville Kuhl, Vincent, Norfolk La France, Dave, New York Lambert, Reldus, New Orleans Landron, Manuel, San Juan Lasnansky, Andrew, San Francisco La Soya, Eligio, Houston Lasso, Robert, San Juan Latapie, Jean, New Orleans Lavolne, Raymond, Baltimore Lawton, Woodrow, Baltimore Leake, Herbert, Baltimore LeClair, Walter W., New Yerk Lee, Hans, Seattle Levin, Jacob, Baltimore Lewis, Jesse, Seattle Libby, George, New Orleans Libby, Herbert, New Yerk Lineberry, Carl, Mobile Logan, Jobn, Mobile Lolk, Peter, Baltimore Mackert, Robert, Baltimore Magoulas, Gus, New York Maldonado, Basllo, Baltimore Manning, Denis, Seattle Martlneau, Tom, Seattle Matthey, Neil, Yokohama Mattieli,Gaetano, New York McCaskey, Earl, New Drieans McCollom. John, Boston MeCorvey, Durell, Jacksenvllle McDonald, John, New Orleans McGarry, Frank, Philadelphia McGinnis, Arthur, New Orleans McHale,J. J. NewYork McKlnney, Melville, Philadelphia Mears, Ferlton, New York Meehan, William, Norfolk Meffert, Roy, Jacksonville Meloy, Robert, Seattle Mendoza, Dimas, San Juan Merrill, Charles, Mobile Michael, Joseph, Baltimore MIgnano, Ben, Wilmington Miller, Clyde, Seattle Mitchell, William, Jacksonville Mize, Cyril, San Franclsce Mladonlch, Ernest, New Orleans Moen, Irwin, Baltimore Monardo, Sylvester, New Orleans Moore, Asa, New York Moore, John, Houston . Morales, Esteban, New York Morris. Edward Jr., Mobile Morris, William, Baltimore Morris, William, Jacksonville Moss, John, New Orleans Moyd,Ervin, Mobile Mollis, James, Mobile Muriy, Ralph, San Francisco Myrex, Luther, Mobile Nash, Walter, New York Nelson, Jack, Jacksonville Nicholson, Eugene, Baltimore Nielsen, Vagn, New York Northcutt, James, San Francisco Nuckols, Billy, New York O'Brien, William, NewYork O'Connor, William, Seattle Ohannaslan, John, Jacksonville Olbrantz, Leonard, Jacksonville Olesen, Carl, San Francisco Olsen, Fred, San Francisco Olson, Maurice, Boston Oromaner, Albert, San Francisco O'Rourke, Robert, Houston Owen, Burton, Houston Owens, Clarence, New Orleans Pacheco, Hermlnio, New York Packert, Albert, NewYork Peline, Anthony, New Yerk Palmer, Nick, San Francisco Paradise, Leo, NewYork Parker, James, Houston Parker, William, New Orleans Pate, Luther, NewYork Peavoy, Floyd, New Orleans Pedersen, Otto, New Orleans Pehler, Frederick, Mohile Pence, Floyd, Houston Perry, Wallace, Jr., San Francisco Pickle, Claude, Houston Pierce, John, Philadelphia Polanco, Luis, NewYork Pollanen, VIekko, New Orleans Pool, Donald, New Orleans Poulsen, Vomer, Seattle Pressly, Donald, NewYork Price, Billie, Norfolk Piyor, Clarence, Mobile PuchalskI, Kaslmir, San Francisco Pugllsl, Joseph, NewYork Pulllam, James, San Francisco Quinnt, Carrol, Seattle Radich, Anthony, New Orleans Rains, Horace, Houston Rallo, Salvador, New Orleans Reck, Lothar, Seattle Reeves, William, Mobile RIchburg, Joseph, Mobile Rlhn, Ewing, New Orleans Riley, William, San Francisco RInguette, Albert, San Francisco Rivera, Alfonso, San Juan Robinson, William, Seattle Rodrlgues, Lancelot, San Juan Rodriguez, Frank, New York Rodriguez, Ovidio, New York Rood, Donald, New York Ruiz, Alejandro, San Juan Ruley, Edward, Baltimore Sanchez, Manuel, New York San Flllppo, Joseph, San Franclsce Sanford, Tommie, Houston Sawyer, Alfred, Norfolk SbrlgHo, Sal, Wilmington Schwarz, Robert, Mobile Scott, Billy, Wilmington Self, Thomas, Baltimore Sellx, Floyd, San Francisco Sernyk, Peter, New York Sheets, James, Baltimore Sheldrake, Peter, Houston Shorten, James, Sdh Francisco Showers, William, San Francisco Sierra, Emillo, San Francisco SIpsey, Robert, San Francisco Smith, Lester, Norfolk Smith, Vertis, Tampa Snyder, Joseph, Baltimore Sokol, Stanley, San Francisco Sorel, Johannes, Jacksonville Spuron, John, San Francisco Stanford, Glen, New Orleans Stockmarr, Sven, New Yerk Stout, John, New Orleans Sucheckl, Leonard, San Franclsce Swearlngen, Barney, Jacksonville SwIderskI, John, New York Tamiln, George, New York Tetl, Frank, New York Theiss, Roy, Mohile Thomas, Lloyd, San Francisco Thompson, Carl, Houston Thompson, Clayton, New Orleans Thompson, J. R., Houston Thrasher, Julius, New Orleans TIcer, Dan, San Franclseo Tillman, William, San Franclscr Tirelll, Enrico, New York Todd, Raymond, New Orleans Telentino, Ted, San Francisco Troche, Gregory, Mobile Tumor, Paul, New Orleans UccI, Peter, San Francisco Vega, Juan, New York Velazquez, William, New York Walker, Fred, Baltimore Walker, Tom, Houston Wallace, Edward, New York Wallace, Ward, Jacksonville Wallace, William, Mobile Walters, Herwood, New York Wardlaw, Richard, Houston Ware, Dick, Houston Waters, Aubrey, Seattle Weaver, Eugene A., Jacksonville Weaver, Harold,4louston Welch, Macon, Houston Whitmer, Alan, NewYork WIngfield, P. G., Jacksonville Woods, Malcolm, San Francisco Workman, Homer, New Orleans Worley, Jobn, San Francisco Wymbs, Luke, New York Zaragoza, Roberto, New York Zeloy, Joseph, New Orleans ^A' Seniority Honor Roll Now Numbers 233 Seafarers who have completed the 'A' Seniority Upgrading Program have had the opportunity to learn about their Union and its activities, mak­ ing them well, informed Union members. These men are encouraged to take the delegate's job aboard ship and put this new knowledge to work. Following are the names and departments of the 233 Seafarers who have completed the 'A' Seniority Upgrading Program. Adams, Francis, Deck Alfeo, Luciano, Engine Allen, Lawrence, Engine Allison, Murphy, Engine Ahmad, Bin, Deck Ames, Allan, Deck Andrepont, P. J., Engine ArmK^ead, Daniel, Engine Arnold, Mott, Deck Barnett, Jay, Engine Bartol, Thomas, Deck Baxter, Alan, Engine Bean, P. L., Deck Beauverd, Arthur, Engine Bellinger, William, Steward Berulls, William, Deck Biletz, John, Engine Blacklok, Richard, Engine Blasquez, Gregory, Engine Bligen, Archie, Engine Bohannon, Christopher, Engine Bolen, James, Deck Bolen, Timothy, Deck Boles, John, Engine Brackbill, Russell, Deck Brooke, George, Engine BruschinI, Mario, Steward Surge, Bernard, Engine Burke, Lee Roy, Engine Burke, Timothy, Deck burnette, Barney, Steward Butch, Richard, Engine Calo, Jose, Engine Cammuso, Frank, Deck Page 28 Gaiihart, David, Deck Caiyuthers, Francis, Engine Caruthers, Russell, Deck Castle, Stephen, Deck Cavanaugh,Jackson, Deck Clark, Garrett, Deck Colangelo, Joseph, Deck Conkiln, Kevin, Engine Correll, Paul, Engine Cosentino, Dominic, Deck Coyle, Michael, Engine Cunningham. Robert, Deck Curran, John, Deck Daniel, Wadsworth, Engine Davis, William, Deck Day, John, Engine Derke, Michael, Engine Desklns, William, Steward DIsing, Maximo, Engine Dobloug, James, Engine Douroudous, Emanuel, Steward Dukehart, David, Engine Echeverlo, Ronald, Steward Eddlngs, Otis, Jr., Engine Edgell, Pat, Engine Egeland, Ralph, Deck Elliott, Byron, Engine Escudero, Tomas, Engine Esposlto, Gennaro, Engine EwIng, Larry, Steward Farmer, William, Deck Farragut, John, Deck Farrell, Gerald, Steward Flla, Marlon, Deck Fonville, James, Engine Frak, Stan, Deck Freeburn, Michael, Deck Fried, Peter, Engine Frost Stephen, Deck Fuentes, Luis, Steward Galka, Thomas, Engine Gallagjier, Patrick, Deck Galliano, Marco, Deck Garay, Stephen, Deck Garcia, Robert, Deck Gilliam, Robert, Steward Gotay, Raul, Steward Gower, David, Engine Graham, Patrick, Deck Grimes, M. R., Deck Grisham, Steve, Deck Hapr, Ken, Deck Hale, Earnest, Deck Haller, John, Engino Harris, Nathaniel, Engine Hanks, Fletcher, Engine Hart, Ray, Deck Hawker, Patrick, Deck Haynes, Blake, Engine Heick, Carroll, Deck Heller, Douglas, Steward Hooks, Bobby, Steward Humason, Jon, Deck Hummerick, James, Jr., Steward Hussein, Mohammed, Steward Hutchinson, Richard, Jr., Engine lllson, James, Engine Ivey, D. E., Engine Joe, William, Engine Johnson, M., Deck Johnson, Oscar, Steward Jones, Leggette, Deck Jones, Nelson Cory, Steward Jordan, Carson, Deck Kanavos, Pana^rtls, Engine Kegney, Thomas, Engine Keith, Rohert, Deck Kelley, John, Deck Kelly, John, Deck Keraey, Paul, Engine Kirksey, Charles, Engine Kittleson, L. Q., Deck Knight, Donald, Engine Knoles, Donald, Steward Konetes, Johnnie, Deck Kunc, Lawrence, Deck Kundrat, Joseph, Steward Lamphere, Thomas, Engine Laner, Ronnie, Engine Lang, Gary, Dtck Laughlln, Douglas, Engine LeClaIr, Lester, Steward Lehmann, Arthur, Deck Lentsch, Robert, Deck Lesko, Samuel, Deck Long, Alton, Engine Lundeman, Louis, Deck Mahaffey, J.C., Steward Makarewicz, Richard, Engine Mallory, Arthur, Deck Manning, Henry, Steward Maurstad, Mitchell, Steward Ripley, William, Deck Mamu, M. A., Deck McAudrew, Martin, Engine Rivers, Sam, Engine McCabe, John, Engine Roback, James, Deck McCabe, T. J., Engine Redriguez, Charles, Engine McCauley, Roy, Engine Rodriguez, Hector, Engine McMullin, Clarence, Steward Rodriguez, Robert, Engine McPariand, James, Engine Rogers, George, Engine Milici, Robert, Deck Ruiz, Steve, Engine Minix, R. G., Jr., Engine Sabb, Caldwell, Jr., Engine Miranda, John, Engine Salley, Robert, Jr., Engine Moneymaker, Ernest, Engine Sanders, Darry, Engine Moore, C. M., Deck Sanger, Alfred, Deck Moore, George, Deck Shaw, Lex, Deck Moore, James, Engine Shaw, Luclen, Deck Moore, Peter, Engine Shaw, Ronald, Engine Moore, William, Deck Silfast, Georp, Deck Simonetti, Joseph, Steward Mortler, William, Deck Mouton, Terry, Engine Simpson, Spurgeon, Engine Noble, Mickey, Deck Sisk, Keith, Deck Nuotio, Ken, Deck Smith, D. B., Steward Ostrander, Duane, Deck Smith, Rohert, Deck Painter, Philip, Engine Snyder, John, Engine Paloumbis, NIkolaos, Engine Spell, Gary, Engine Papageorglou, Dimltrlos, Engine spell, Joseph, Deck Parker, Jason, Deck Spencer, Craig, Engine Parr, Steven, Deck Spencer, H. D., Engine Perez, Jose, Engine Springfield, Harry, Steward Perkins, Cy, Deck Stanfleld, Pete, Deck Petrick, L., Engine Stark, William, Deck PIckford, Albert, Deck Stauter, David, Engine PolettI, Plerangelo, Deck Stevens, Duane, Deck Praslnos, George, Deck Strauss, Gregory, Engine Reamey, Bert, Engine Svoboda, Kvetoslav, Engine Restaino, John, Engine Szelbert, Stephen, Steward Tanner, Leroy, Engine Taylor, Daniel, Steward Tell, George, Engine Thomas, Robert, Engine Thomas, Timothy, Deck Trainer, Robert, Deck Trott, Llewellyn, Engine Utterback, Larry, Deck Vain, Thomas, Deck Vaiton, Sidney, Engine Vanyi, Thomas, Steward Vazpez, Jose, Engine Venus, Guy, Engine Venus, Steve, Steward Vukmir, George, DeOk Walker, Marvin, Engine Wambach, Albert, Deck Wass, Klaus, Steward Waupman, Jerry, Engine Wayman, Lee, Deck Wllhelm, Mark, Engine Wllisch, Edward, Deck Wilson, Richard, Steward Wilson, Robert, Engine Wolfe, John, Deck Woodcock, Wayne, Steward Woodhouse, Ashton, Engine Wright, Charlie, Engine Zukler, Hans, Engine Seafarers Log X- �IT George King Seafarer George King, 58, has been a member of the SIU since 1943 and he began shipping out as a bosun in 1944. A native of Memphis, Tenn., Brother King ships out of the port of Seattle, He makes his home in Portland, Ore. with his wife, Florence. Vincent Kuhl Seafarer Vincent Kuhl, 50, has been a member of the SIU since 1945 and he began shipping out as a bosun in 1948. A native of Norfolk, Brother Kuhl ships out of the port of Norfolk. He makes his home in Norfolk with his wife, Margaret. 3Sth Bosuns' Class Seafarers who graduated from the 35th class of the SIU Bosuns Recertifiication Program this month have now resumed shipping with a much better knowledge of their Union and the entire maritime industry. It is their responsi­ bility to rejoin their vessels and inform the rest of the membership about the role al! Seafarers must play if there is to be a future for the American mer­ chant marine. The recertified bosuns who have completed this very important twomonth program are asserting their lead­ ership aboard all our contracted vessels. As the top licensed man on ship, and as the leading representative of the SIU at sea, it is the bosun's Job to see that all voyages run as smoothly as pos­ sible, with of course full cooperation from the rest of the crew. The recertified hosun is also better qualified to handle the new techno­ logically-advanced equipment which is found on many of the modem ships heing built today. It is for this very reason that the Bosuns Recertification Program was established. The SIU must adapt to a constantly-changing industry if we wish to play a part in it in the years to come. With the battles now being fought in the Halls of Congress rather than on Gene A. Weaver Seafarer Gene A. Weaver, 46, has been a member of the SIU since 1965 and he began ship­ ping out as a bosun in 1968. A native of Georgia, Brother Weaver ships out of ci the port of Jackson­ Joseph L. Bourgeois ville. He makes his home in Jackson­ Seafarer Joseph ville. L. Bourgeois, 52, Claude Pickle has been a member Seafarer Claude of the SIU since Pickle, 49, has been 1942 and he began a member of the shipping out as a SIU since 1945 and bosun in 1948. A native of Salem, he began shipping Mass., Brother out as a bosun in Bourgeois ships out 1955. A native of I northeast Mississip- of the port of New York. He makes his ' pi. Brother Pickle home in Acton, Me. with his daughter, ships out of the port Michelle. of Houston. He ma^es his home in Houston with his wife, Annal Marie. the waterfront, and with radical changes in vessels and manning, our entire mem­ bership must he kept informed at all times in order to insure the job security of everyone in the years ahead. This then, is the main objective of the bosuns program: better communi­ cation. And, it is the job of every mem­ ber, not only the recertified bosun. The bosun is the leader of the crew, but only if his crew actively participates and takes an avid interest in the affairs of our Union, by attending shipboard and membership meetings, by asking ques­ tions and reading all pertinent informa­ tion, will this objective be accomplished. And, with full membership cooperation, we will be a much stronger, secure Union for many years to come. Donald Fleming Seafarer Donald Fleming, 51, has been a member of the SIU since 1967 and he began ship­ ping out as a bosun in 1970, A native of Nebraska, Brother Fleming ships out of the port of Jackson­ ville. He makes his home in New Smyrna Beach, Fla. with his wife, Margie. Eual Granger Seafarer Eual Granger, 61, has been a member of the SIU since 1953 and he began ship­ ping out as a bosun in 1966. A native of Lake Charles, La., Brother Granger ships out of the port of Houston. He makes his home in Lake Charles with his wife, Sadie and he has 10 grandchildren. Lothar Reck Seafarer Lothar Reck, 39, has been a member of the SIU since 1966 and he began shipping out as a bosun in 1972. A native of Germany, Brother Reck ships out of the port of Seattle. He makes his home in Seattle. Juan Vega Seafarer Juan Vega, 50, has been a member of the SIU since 1946 and he began shipping out as a bosun in 1950. A native of Puerto Rico, Broth­ er Vega ships out of the port of New York. He makes nis home in Brooklyn, N.Y. with his wife, Sol Angel. 'i i * "t Donald Rood Seafarer Donald Rood, 56, has been a member of the SIU since 1945 and he began shipping out as a bosun in 1947. A native of Omaha, Neb.," ^ \ t \ j Brother Rood ships * '\ out of the port of New York. He makeS his home in Elysburg, Pa. with his wife, June and his two children. George Tamlin Seafarer George Tamlin, 40, has been a member of the SIU since 1961 and he began ship­ ping out as a bosun in 1971. A native of Middleport, N.Y., Brother Tamlin ships out of the port of New York. He makes his home in Middleport. 'A Seniority Upgrading Program Steven Parr Seafarer Steven Parr has been sail­ ing with the SIU since his graduation from the Harry Lundeberg School in November of 1972. Shipping in the engine depart­ ment, Brother Parr earned his QMED endorsement atPiney Point before attending the 'A' Seniority Upgrading Program. A native and resident of Carlinville, III., Brother Parr ships out of Houston. Donald J^oles Seafarer Don Knoles started sail­ ing with the SIU after his graduation from the Harry Lundeberg School in 1973. Before starting the 'A' Se­ niority Program, Brother Knoles up­ graded to third cook at Piney Point. Brother Knoles lives in Inglewood, Calif, and ships from the port of Wilmington. Six New 'A' Book Members This month six more Seafarers joined the ranks of the SIU full *A' book mem­ bers by participating in and graduating from the 'A' Seniority Upgrading Pro­ gram. This brings the number of Sea­ farers who have earned their 'A' books through this program to 233. Before graduating from the program, these new 'A' book members were given the opportunity to sharpen their sea­ faring skills by learning about the latest innovations in the maritime industry. The *A' Seniority Program also pro­ vided these Seafarers with a thorough working knowledge of the SIU's history, functions, operations and goals. This two-pronged approach used to upgrade these Seafarers into full 'A' book status insures that the SIU will always have a solid membership that can participate in Union activities with an understanding of the modem mari­ time industry and their Union's role in that industry. Roy McCauley Albert Pickford Seafarer Roy Mc­ Cauley has been sailing with the SIU in the engine de­ partment for sixV ik and-a-half years. Before attending Seniority Upgrading Pro»V gram. Brother Mc­ Cauley earned his high school diploma at the Lundeberg School as well as his QMED endorsement. Brother McCauley lives in Selma, Ala. and ships out of the port of Baltimore. Seafarer Al Pickford began sailing with the SIU eight years ago. Brother Pickford, who sails in the deck depart­ ment, studied for his AB's ticket at the Harry Lunde­ berg School in New U.S. Navy veteran. York in 1971. A Brother Pickford ships from the port of New York and lives in Patchogue, N.Y. with his wife Joyce and their four children. Emanuel Douroudous Seafarer Emanu­ el Douroudous be­ gan sailing with the SIU in the steward department in 1970. Shipping as a cook and baker, Brother Douroudous ob­ tained that rating at the Lundeberg School before attending the 'A' Senior­ ity Upgrading Program. Brother Dou­ roudous lives in New York and ships from that port. He is a native of Greece. J.C. Mahaifey Seafarer J.C. Mahaffey has been sailing with the SIU since 1970. A mem­ ber of the steward department. Broth­ er Mahaffey com­ pleted the Third Cook's Program at the Lundeberg School before attending the 'A' Senior­ ity Upgrading Program. A native of Chesnee, €.C., Brother Mahaffey now lives in Seattle and ships from that port. "•'I June,1976 Page 29 " . I �For a Better Job Today -I Deck Department ABLE SEAMAN The course of instruction is four weeks in length and leads to the Coast Guard en­ dorsement of Able Seaman—12 Months —^Any Waters or Able Seaman—Unlim­ ited—^Any Waters. Course Requirements: Able Seaman 12 Months—^Any Waters. You must: • Be 19 years of age • Have 12 months seatime as Ordi­ nary Seaman, OR Be a graduate of HLS at Piney Point and have eight months seatime as Ordinary Seaman • Be able to pass the prescribed physi­ cal, including eyesight requirements. Able Seaman Unlimited—Any Waters. You must: • Be 19 years of age • Have 36 months seatime as Ordinary Seaman or Able Seaman 12 Months • Be able to pass the prescribed physi­ cal, including eyesight requirements. Starting Dates; May 27, September 2. QUARTERMASTER The course of instruction leading to certification as Quartermaster consists of Basic Navigation instruction to include Radar; Loran; Fathometer; RDF; and Tlxe Harry Luncietierg also includes a review of Basic Seaman­ ship; use of the Magnetic and Gyro Compass; Rules of the Road; Knots and Splices; Firefighting and Emergency Pro­ cedures. Course Requiremeuls: Must hold en­ dorsement as Able Seaman (Unlimited— Any Waters). Starting Dates: April 29, August 2. LIFEBOATMAN The course of instruction is two weeks in length and leads to the Coast Guard en­ dorsement of Lifeboatman. Course Requirements: Must have 90 days seatime in any department. Starting Dates: April 29; May 13, 27; June 10, 24; July 8, 22; August 5, 19; September 2, 16, 30; October 14, 28. Engine QMED Hopeful Graduates Piney Point QMED Instructor Charles Nalen (left) presents Certificate of Achievement and Coast Guard endorsement card to recent graduate Edward Jordan. Department These Courses Will Be Start­ ing Soon: QMED-Any Rating • Advanced Pumpman Procedures • LNG/LPG Watch the Seafarers Log for Starting Dates The course of instruction leading to cer­ tification as QMED—Any Rating is eight weeks in length and includes instruction leading to the Coast Guard endorsements which comprise this rating. Course Requirements: You must show evidence of six months seatime in at least one engine department rating. Starting Dates: April 29; May 27; June 24; July 22. WELDING The course of instruction in basic welding consists of classroom and onthe-job training including practical train­ ing in electric arc welding and cutting; and oxy-acetylene brazing, welding and cutting. On completion of the course, an HLS Certificate of Graduation will be awarded. Course Requirements: • Engine department personnel must hold endorsement as QMED—Any Rating • Deck and steward department per­ sonnel must hold a rating in their department. Starting Dates: May 27, October 1. FOWT The cour^ is four weeks in length and leads to endorsement as Fireman, Watertender, and/or Oiler. Course Requirements: If you have a Wiper endorsement only, you must: • Be able to pass the prescribed physi­ cal, including eyesight requirements 7 Complete Liteboaf Class Here's seven new graduates of the HLSS Lifeboat Course with their diplomas and Instructor Tom Doyle (left). The grads are (I. to r.): Frederick Vogler; John Wolkoski; Jose Ferreira; Joseph Diosco; Benigno Santos; Elbert Polk, and Isidore Ostroff. • Have six months seatime as Wiper, OR Be a graduate of HLS at Piney Point and have three months seatime as Wiper • If you have an engine department rat­ ing there are no requirements. Starting Dates: July 12. DIESELS The four-week course covers: types, designs, construction and characteristics of various diesel engines; nomenclature and principal design features of all parts of diesel engines; formulas and hydraulic principles; introduction to fuel, air, lubri­ cation and exhaust systems; use of vari­ ous gauges, meters and instruments used on diesel engines; care, operations main­ tenance and recording of diesel engine performance; signals used between bridge and engine room; fundamentals of elec­ tricity, and refrigeration; basic fire fight-: ing, first aid and safety. Course Requirements: No require­ ments for those who are not, interested in receiving the Coast Guard license. r Starting date: August 9. \ A College Career Is Available to You One college and two post secondary trade/vocational school scholarships are awarded to Seafarers each year. These scholarships have been specially de­ signed to meet the educational needs of Seafarers. Application requirements are geared for the map who has been out of school several years, so you will only be com­ peting with other seamen with similar educational backgrounds. The awards are granted in April, but you should begin your application process now. These are the scholarships offered: 1, Four-year college degree scholar­ ship. This award is in the amount of $10,000. Page 30 2, Two-year community or junior col­ lege or post secondary trade/voca­ tional schools scholarships. These awards are in the amount of $5000. The trade/vocational awards offer var­ ious options if you wish to continue shipping. In such a program you may develop a trade or skill which would im­ prove your performance aboard ship as well as help you obtain a better paying job when you are ashore. Eligibility requirements are as follows: 1. Have not less than two years of actual employment on vessels of companies signatory to Seafarers Welfare Plan. 2. Have one day of employment on a vessel in the sixth-month period immediately preceding date of ap­ plication. 3. Have 90 days of employment on a vessel in the previous calendar year. Pick up a scholarship application now. They are available in the ports or you may write to the following address and request a copy of the Seafarers Applica­ tion: Seafarers Welfare Plan College Scholarships " 275 20th Street Brooklyn, New York 11215 A College Educatloii For Your Clilld.ren Four scholarships are awarded to de- - have three years sea time, encourage your pendents of Seafarers. These four-year children to apply. They should request scholarships are.for $10,000 each at any the Dependents Application from the accredited college or university. If you above address. Seafarers Log �For ,70b Security Tombrrow Scliool Of Seamansliip Steward Department Steward Department All Steward Department Courses Lead To Certification By HLSS. CraEP' STEWARD The course of instruction is six weeks long and covers all phases of Steward De­ partment management and operation. Course Requirements: All candidates must have seatime and/or training in com­ pliance with one of the following: • Three years seatinie in a rating above 3rd cook or assistant cook OR • Six months seatime as 3rd cook or assistant cook, six months seatime as cook- and baker, sbc months seatime as chief cook and hold HLS certifi­ cates of completion for each program OR • 12 months seatirne as 3rd cook or assistant cook, six months seatime as cook and baker, six months sea­ time as chief cook and hold HLS cer­ tificates of completion for the cook • and baker and chief cook programs OR • 12 months seatime as 3fd cook or assistant cook, 12 months seatime as cook and baker, and six months sea­ time as chief cook and hold an HLS i ,V certificate of completion for the chief cook program. Starting Dates: • April 29; June 10; July 22; September 2; October 14. pHIEP COOK f . Starting Dales: Starting Dates: May 13; June 24; August 5; September 16; October 28. Do What Over 750 Of Your Fellow Seafarers Have Done... The course of instruction is six weeks in length and students specialize in the selection and preparation of breakfast foods, breads, desserts, and pastries. The course of instruction is six weeks in length and students specialize in the selection and preparation of vegetables and salads. , Course Requirements: Ail candidates must have twelve months seatime in the steward department, OR three months sea­ time in the steward department and be a graduate of the HLS entry rating program. Starting Dates: May 27; July 8; August 19; September 30. I I I I I . • (Last) (First) 1-- r: Last month 38 Seafarers up­ graded their skills^ earning power and job security through the vocational courses at HLI^. The Lundeberg School has an upgrading course to meet your career needs, too! I I I I UPGRADING APPLICATION % , Name •_ 3-:. I] . • Did You Know... Starting Dates: April 29; May 13. 27; June 10. 24; July 8. 22; August 5. 19; September 2. 16, 30; October 14, 28. Date of Birth _ (Middle) Mo./Day/Year Address (Street) | I I . Telephone #_ (State) (City) Note: Courses and starting dates are subject to change at any time. Any change will he noted In the LOG. High School Program Is Available to All Seafarers ASSISTANT COOK Course Requirements:' All candidates must have seatime and/or training in com­ pliance with one of-the following: • 12 months, seatime as a 3rd cook or assistant cook OR • 24 months in the steward department with six months as a 3rd cook or as­ sistant cook OR • Six months seatime as 3rd cook or assistant cook and hold a certificate of completion from the HLS assist­ ant cook training program. ^ The course of instruction is six weeks in length and students specialize in the prep­ aration of soups, sauces, meats, seafoods, and gravies. Course Requirements: All candidates must have seatime and/or training in com­ pliance with one of the following: • 12 months seatime as cook and baker OR • Three years seatime in the steward department, with six months as 3rd cook or assistant cook and"six months as cook and baker OR . . • Six months seatime as 3rd cook or assistant cook and six months as cook and baker OR , • 12 months seatime as 3rd cook or assistant cook and six months sea­ time as cook and baker and hold a certificate of completion for the HLS cook and baker training program. COOK AND BAKER (Zip Code) (Area C^ode) Seniority Book Number. Date Book Was Issued Port Presently Registered In_ . Endorsement(s) Now Held _ .Port Issued.: Social Security #_ .i A j Piney Point Graduate: • Yes No • (if so, fill in below) Endorsement(s) Received. Entry Program: Frorn. .to. (Dates Attended) M • Upgrading Program: "It's a very ^ood program. I'm glad I went through it. The teachers give plenty of individual instruction, and they answer all questions you may have." .to. From. . Endorsement(s) Received. (Dates AttenO^d) Do you hold a letter of completion for Lifeboat: • Yes ,• No; Fire Fighting: • Y^s • No Dates Available for Training - . ^ I Am Interested In: John Ruiz • • • • , "I felt limited without it [a high school diploma]. Among other things, it's a prerequisite for all col­ lege courses." ' " DECK AB-12 Months AB Unlimited Quartermaster Lifeboafman • LNG/LPG • Diesel • Welder Horace Jones Get the reading, writing and math skills you need for job security and upgradingthrough the high school equivalency (GEp) program at the Harrji Lundeberg School. It only takes four to eight weeks, and your Brothers can tell you that it's really worth it! Intereated? Pick up a copy of the pre­ test kit in your port or write to this address: ^ Margaret Naicn, Director Academic Education Department Harry Lundeberg Schdol Piney Point, Maryland 20674 When you complete the test, return it to the Lundeberg School. HLS will tell you the results and giv.e you an estimate, of the length of time you'll need to com­ plete tha GEO program. June, 1976. REMEMBER! This test is not to see Who scores high or low. It helps HLS de­ sign a study program just for you—a pro­ gram that our teachers will help you, as an individual, to follow. So apply today. It's easy to qualify, lust make sure that you'have: , 1. One.year of seatime. 2. Are a member of the Union in . good standing. Your classes will be small (usually just sik to eight students). You'll get lots of individual help. And completing the GED program opens the door to the other edu­ cational opportunities that the SIU has for yoii. A high school diploma is the first step towards qualifying for one of the three scholarships for Seafarers that are offered each year. STEWARD . • Asst. Cook • • Cook & Baker • Chief Cook • Steward , ENGINE • QMED • FOWT • Dk.Mech. ADVANCED COURSES • Advanced Pumpman Procedures • Advanced Electrical Procedures • Refrigeration Container Mechanic RECORD OF SEATIME — (Show only amount needed to upgrade in rating checked above or attach letter of service, whichever is applicable.) SHIP SIGNATURE RATING HELD DATE OF SHIPMENT DATE OF DISCHARGE DATE RETURN COMPLETED APPLICATION TO: LUNDEBERG UPGRADING CENTER, PINEY POlDVT, MD. 20674 •Page 31 V •• �s7nm »9nwniini«i[ sannns POUIKU mam DOIUIION r$' inoMtt™, «.». iim S.S.I Datt. Contributor's Nam*. Addrass A® A® kZfP City ar^^ilM^urthar Is obJacU and pntposM Its? .... ponniti. abciahdndlettwbic Intaiifahjfeiaafarar saanian. ilta SPAD is a saparata sai including, but not limited to ^ tha pras'ervation and furthering ^the"S|erican Merchant Marina with Improved fwopiiit nPPhrtMKlM for seamen and tha advancement of Bade union concepts. In connection JIth such objects, SPAD supports and contributes to politlclal c%dldatas for elective office. All contrprtlons are voluntary. No contribution may be solicited or receit^ because of force. Job discrlmliMon, financial reprisal, or threat of such conduct, or as a conditlMkof membership in the Union QWA AttlWO) or or employ­ ment. If a contribution Is made by reasc^ of the above improper condmp notify tha Saafarars Union or SPAD at tha above address, certified mM%ithin thirty dajn of tha cgMhutlon for Investigation and appropriate action and refund, if invqtuiPPsJtapport SPAD to prjIdQjilpd further your economic, political and social Interests, American uniorr«^[ps and r (A copy of our report is filed with the Federal Election Emission and is l^ailable from tha Federal Election Commission, Washington, D.C.) K ToflT Signature of Sotlcltor No. ^ Seti^ concerned iye acidities wh^ vitaTf/i h/Hh Wifrs PciUtieid Act^ in xeidlintv and o tiM ^ginning of 1976. (l^^knvpi 0 Eleven Lfdeas^F* Lomas, Aa Lombardo, I. bkdendEy, G, jMniunir^- J. H. BrOvni,|« Brown, li Byrne, E. Bryant,B. Blantdny^. J. Illllliia $1,100 Honor Roll Christenberry, R. A. $600 Honor Roll Pomerlane, R. •W. JF* orm^ ^ in^il^fstfmbughvbh \alls the^AB hormr rolls h the rest pf upcoming tH&nths-^-^pecUtlfy because of the 1^76 to be protected. \ I Bloitt,!. Camp1idVA.G. Ar«»iik»,A. |:i|ceved4 W Bobakh,W.J. Capeliii,t.X giiflar, ilL,% Arroyo, S. ClarabaDOyR. iife-IL Adc&iiMm,D.. BonserjL. Bpn^keaii,, R. J. Chesire, J. Bdiiii«m,E. Cirigiii^,L. €oiiip<«m,W ^j^deison, 11# fAndei%o]i,£.C. Anderson, H. Aniiis,G. AnticiyM. BjoriiiMi,A. *2(© iu:',.^4#SS;fva Atyrtin,'j* 'MMttPfin, T» jr»; ])leChanip,A.; D^%nian,F. BeraetrfOs, J. DickeyjW. B^ooXyA. (,A.A. , Es McCarta^Gf ' McGBnton,|.E 'McKay, B. Brenfice,k.{ FreTSis, k Prott, T. L. Polrer, E. ; f PD]^yee,A. the ,w. ,, fdestfh , A. ,B.R. ' � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource June 1976 Description An account of the resource Headlines: RESOLUTION TO MERGE SIU, IBU IS INTRODUCED NATIONAL JOBLESS RATE OF OVER 10 PERCENT PROVES SLUMP DEPENDENTS, SEAFARERS WIN SCHOLARSHIPS WIN CASE AGAINST MOBIL'S ANTI-UNION TACTIC CARTER PLEDGES SHIPPING AID DEMOCRATIC PLATFORM COMMITTEE ADOPTS MARITIME PLANK THE SS MARYLAND IS SET TO BE LAUNCHED IN JULY THE RESPONSIBILITY OF UNION HALLS TO SIU MEMBERS NLRB JUDGE RULES FOR SIU IN MANNING ALL PRMMI SHIPS ROSS NAMED CHIEF OF N.Y. LABOR UNIT COAST GUARD MAY HAVE OUTLIVED ITS USEFULNESS SOME POINTS CLARIFIED ON ERISA REQUIREMENTS HOW MTD MEMBERSHIP AFFECTS YOU, THE SEAFARER 43 MTD AFFILIATES MARINE SKILLS NEEDED ON MOBILE OIL RIGS FOR SAFETY FOREIGN COUNTRIES MEAN BUSINESS IN DEALING WITH DRUG VIOLATORS RUBBER WORKERS BOYCOTT FIRESTONE TIRE SEAFARER TELLS HOW HE DEALT WITH ALCOHOLISM OVERWEIGHT, OBESITY CAN MEAN A SHORTER LIFE SEAFARERS MEET IN PUERTO RICO UNION HALL MODERN SAN JUAN HARBOR - A MAJOR PORT FOR SEAFARERS AND INLAND BOATMEN AS THEY PLAY IMPORTANT ROLE IN PUERTO RICO ECONOMY PAGES FROM THE HISTORY OF THE AMERICAN SEAMEN'S LABOR MOVEMENT UNITED STAND SETS '76 POLITICAL WHEELS IN MOTION U.S. CELEBRATES NATIONAL MARITIME DAY FORMER SIU SCHOLARSHIP WINNER IS TO PRACTICE LAW COMPUTERIZED SIMULATOR SHOWS DIRECTION OF FUTURE Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 6/1/1976 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. XXXVIII, No. 6 1976 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/0d9e1a44394a0cd6dbd621dac9193182.PDF 571d7b992dbfaa4238a574f855b54d5a PDF Text Text — r^>nv3gf*vy.%^4»-'.-r-- I "SM,,.. ".ti" -, " - rf. , 5^/ lA. i-'... '.s'- !' t a- , • '1 'j.. 'C ' • nr' '''T' 'I: ," rt >-" •,V; •' V » --'Vi ' ••, , ^ 1» V r ^ *w. It*?,•«.»»- •, \, t A �Ji Result of Ti Study Bill Introduced for Maritime Affairs Coordinator in the study entitled "Analysis of the A long sought-after bill that would create an office of Maritime Affairs Co­ ordinator at the White Houte assistant level was introduced last month by Senator Robert Taft, Jr. (R-Ohio), who affirmed, "In the face of the growing Soviet threat at sea, we should take better advantage of all our maritime resources." According to the Taft bill, the Mari­ time Affairs Coordinator would be ap­ pointed by the President and would serve as liaison between the executive level and all Departments, federal agencies and Congressional committees having anything to do with developing U.S. maritime policy. Ideally, the Maritime Affairs Coordi­ nator would have the responsibility of establishing and developing specific leg­ islation for a national maritime strategy; coordinating U.S. maritime research programs; designing and coordinating an overall naval-merchant shipbuilding program, and ensuring adherence to the provisions of the various existing laws relating to domestic and foreign trade and to increasing the U.S. merchant fleet's support of national defense ob­ jectives. The study also criticized the fact that since 1947, when the Secretary of the Navy was removed from the cabinet level, there has been no effective liaison between the White House and executive level departments and agencies dealing with maritime such as the Defense De­ partment. the State Department, the Commerce Department and the Coast Guard. Herbert Brand, president of the Transportation Institute, praised Sena­ tor Taft's bill calling it "a critical first step in developing a realistic maritime policy for the U.S." Brand affirmed, "By means of this legislation, every sector of U.S. mari­ time activity would for the first time be cordinated in a manner that would bring economic benefits and enhance national security as well." Result of TI Study Senator Taft's bill, which the SIU fully endorses, was drawn up as a result of recommendations made in a study commissioned by the Transportation Institute, a Washington, D.C. based maritime research organization funded by 140 U.S.-flag deep sea. Great Lakes and inland waters operators. The study criticized the fact that the U.S. possesses "no organizational mechanism through which maritime re­ lated efforts to accomplish political, eco­ nomic, and military goals are coordi­ nated." The study pointed out that this is in "stark contrast" to the' Soviet Union, "which has a highly integrated 9 Point Program maritime policy... openly employed to further national political as well as eco­ The call for an office of Maritime nomic goals while providing direct sup­ Affairs Coordinator was actually one port for Soviet military activities." part of a nine-point program outlined Direct Impact of the Merchant marine on National Security." The study also focused on such other vital maritime issues as: • Performing peacetime Navy auxil­ iary functions with the merchant ma­ rine. • Employing container concepts for specialized military support in peace and war. • Modifying merchant ships for mili­ tary sealift during wartime. • Converting merchant ships for combat roles. • Employing merchant ships to en­ hance American political presence. • Coordinating national maritime research activities. • Comparing National policies af­ fecting sea and air transportation and their impact on national defense. • Maintaining a shipbuilding-indus­ trial base adequate for national defense. Unemployment Rises in June;Medny Says it's 10.2% According to the U.S. Bureau of Labor Statistics, unemployment in June climbed back up to 1:5 percent, wiping out the minor gains made during the past few months. The Government figure of 7.5 percent tops the official jobless rates for the rest of the indus­ trialized world, a BLS survey further revealed. Japan, Britain, France, Canada, Ger­ many, Italy and Sweden all had better employment outlooks back in April when the BLS survey was done and when the U.S. government estimated unemployment, as in June, at 7.5 per­ .'I cent. In April, the rate was 4.8 percent in France, 3.8 percent in Germany, and 5.8 percent in the United Kingdom. Latest figures available for Japan put that country's unemployment rate at 2.1 percent in February, while that month Sweden's unemployment rate remained low at 1.6 percent. In January, Italy's rate was 3.6 percent. Only Canada's 7.4 percent April rate came close to match­ ing that of the United States, These figures took account of the dif­ ferent methods the various governments have for collecting data. However, if the Bureau of Labor Statistics tech­ the PRESIDENT'S ramifaa REPORT: Turn Promises Into Action f :. - . % IE The process of electing a new President and many federal legislators is gathering momentum as we near the culmination of a major political year and we in the SIU must now move to make the most of the political groundwork we have laid so carefully in the past few years. The Democratic Party has already adopted a martime plank embodymg all of the proposals worked out by a joint committee which included the SIU and over 60 other maritime organizations. And the Republican Party is con­ sidering a similar plank proposed by the same committee. The maritime plank's inclusion is, of course, a major step forward for our industry but we must realize that a platform is only a policy statement made, before an election. In order to have that statement translated from promise to action, we will have to take on the difficult task of helping to elect those who will be in a position to keep the promise. TWs means not only working for the election of a pro-maritime President, but also getting involved with the election or reelection of representatives and niques are an example, world-wide unemployment in the industrial coun­ tries is probably higher than the figures reveal. The AFL-CIO has disputed the BLS June jobless figure as being too low. "The true unemployment rate is 10.2 percent,^ AFL-CIO President George Meany chargedj "with 9.7 million still jobless.** Workers who are employed part-time because they can't find full time jobs aren't counted in the BLS un­ employment tally. Neither are people who have given up the job hunt because they consider it futile. While discussing this new set-back in the economy's recovery, Meany noted that Chairman Arthur Burns of the Federal Reserve System continues to stress what he calls "the meance of inflation." Since Burns and the Federal Reserve directors control the nation's money supply, and indirectly the econ­ omy's rate of growth, they can use the threat of inflation as an excuse for keep­ ing the economy in low gear. "Isn't it about time Bums and the President paid some attention to the Continued on Page 12 senators who have proven themselves to be friends of the U.S. merchant marine. Although the President wields great control over our federally regulated industry through his appointment of various officials and his veto power. Congress is responsible for initiating new legislation, such as, cargo prefetence for U.S.-flag ships, and third-flag regulation. Tn November the entire House of Representatives and one-third of the Senate are up for reelection. Api'png those in close races to retain their seats will be 90 representatives and l6 senators, many of whom have in the past supported maritime legislation. A three percent shift in the vote will mean victory or defeat for these friends of maritime. The voting record of these legislators proves that they support a strong U.S. merchant marine and it is important that we return that support now when they are most in need of it. Reelected, these representatives and senators will be in a position to assure that the legislation needed to foster the continued growth of our industry is introduced. Combined with the election of a president who has pledged his support to maritijme, the chances are good that the maritime legislation we need will eventually become law. Right now the SIU is enjoyingjgood shipping as a direct result of our fight for a fair shake for the U;S. mendhant fleet. But this good shipping doe^npt mean we can sit back and rest. We have worked too long and hard to rebuild this industry—to foster a sense of co­ operation for the mutual benefit of all segments, to create a stable industry capable of taking advantage of new opportunities and to build an effective legislative program—to jeoporadize it now by succumbing to a sense of false security. Those who supported our programs in the past and those who pledge their future support are watching the SIU. We must, as we have done in the past, pitch in with all the aid and support we can muster because only through our own efforts can we protect what we have already won. And more importantly, only ^y proving ourselves capable of supporting our allies in the upcoming elections will the SIU eventually realize the goal we have struggled so long to achieve-^a strong, healthy and vital U.S. merchant marine. Change of address cards on Form 3579 should be sent to Seafarers International Union. Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 41232- Published monthly. Second P|ass postage^aid at Brooklyn, N. Y. Vol. XXWIli, No. 7, July 1976. Page 2 -• Seafarers log . �V Pottery Workers Affiliate With SlUNA The International Brotherhood of Pottery and Allied Workers, a 20,000member union founded in 1889, became an affiliate of the Seafarers International Union of North America last month. SIUNA Vice-President Frank Drozak presented the affiliation charter to Pottery Workers' President Lester Null, highlighting a week-long business and educational convention sponsored by the Potters union in Denver, Colo. Affiliation of the Pottery Workers, which immediately makes the SIUNA a larger and stronger union, puts the SIUNA's total membership over the 100,000 mark. Under terms of the affiliation, the Pottery Workers, whose headquarters is-located .m East Liverpool, Ohio, will retain their identity, autonomy and cqnstituticMial structure. In addition. Pot­ ter's President Lester Null becomes a vice president and executive bo£rd member qf the SIUNA. He has been president o|'the Pottery Workers since 1969 and has served his union in ^the past as vice president, internation^ rep­ resentative and Local 220 president in in New Orleans. Null said that affiliation with the SIUNA was "essential to the survival of the Pottery Workers Union. In recent years, we have lost no less Ijian 33 manufacturing plants due to the glut of foreign products flooding the American market." Null further stated that "alone, the Pottery Workers Union Is too sniall to wield the kind of dout necessary to push for the programs and-legislation necessary to help the U.S. pottery in- Drozak affirmed that by their affilia­ tion, the Pottery Workers "will inherit the total strength and resources of SIUaffiliated unions throughout the U.S., Canada, Puerto Rico and the Virgin Islands, while the Seafarers Interna­ tional will acquire a strong, progressive, militant trade union, led by some of the most able labor officials in our move­ ment today." SIUNA Vice-President Frank Drozak, center, presents charter of affili­ ation with the SIUNA to Lester Null, president of the International Brotherhood of Pottery and Allied Workers at a business convention in Denver last month. The affiliation of the Potters Union with the SIUNA gives the Seafarers Inter­ national a total membership of over 100,000 workers. George Barbarfee, left, secretary-treasurer of the Potters, looks on. dustiy. However, we believe that affili­ ation with the SIU, which we feel is one of the greatest labor oi^anizations in the AFL-CIO, will give us the help and strength necessary to make our Union grow.** Null continued; "We had already been affiliated with the AFL-CIO Mari­ time Trades Department which gave us a chance to work with (SIUNA President) Paul Hall and a number of other SIU people on many occasions. Paul and the SIU always proved very effective in helping us to achieve otugoals." In presenting the affiliation charter, Vice-President Drozak called the Pot­ tery Workers Union "a fine organiza­ tion with a long history of dedication to the principles of organized labor." SIUNA President Paul Hall, al­ though unable to attend the charter presentation because of his appearance before the Republican national plat­ form committee, said that "the Seafarers International is happy to welcome the Pottery Workers into our fold. I believe that this affiliation will be of mutual benefit to both the International and the Pottery Workers union. On one hand, the International can turn its resources loose to help the Pottery Workers in their struggles, while at the same time, the Pottery Workers will lend strength to the International in working toward our overall goals for the betterment of all SIUNA members and all American workers in general. This affiliation is definitely an asset for all concerned." Affiliation was first proposed at the Pottery Worker's 82nd annual conven­ tion last year when an overwhelming majority of the delegates voted for a resolution to affiliate with the Seafarers International. A similar resolution was unanimously passed by the delegates to the SIUNA's 17thBiennial Convention in Sept. 1975, which set the wheels in motion to finalize the affiliation. Sailors Snug Harbor Moves Many Old Mariners Co Very Reluctantly The mariners of the 143-year old Sailors Snug Harbor In Staten Island say good-bye to the staff, friends and relatives as they wait for ambulances which will take them to the airport. From the airport, the old sailors were flown to North Carolina and the new Snug Harbor In rural Sea Level which is 40 miles from the nearest town. When questioned about the Isolated location of the new facility, Wilbur E. Dow, Jr., former president of the board of trustees of the Harbor said, "Seamen rarely have families and they have very few friends, very few visitors." (Left photo by Anthony Pujol) Sailors Snug Harbor, the 143-year old Staten Island home for aged and destitute sailors, closed its gates on June 26 as the last of its old mariners, many leaving in ambulances, were sent down to Sea Level, N.C. The Harbor has built new facilities Legislative News Washington Activities ....Page 9 Maritime coordinator Page 2 Coast Guard committee .. Page 10 USPHS fight fage 23 Union News Merger election Pages 25-36 President's Report Page 2 Headquarters Notes Page 7 Potters affiliate ... .Page 3 Port of Baltimore Page 4 SPAD honor roll Back page July, 1976 for aged seamen in Sea Level, but un­ like the old Staten Island Harbor which had housed up to 350 "snuggies", the new Snug Harbor has only 80 private rooms and 40 infirmary beds. Sailor's Snug Harbor was established in 1801 by Capt. Robert Randall, a Tuna fishermen INDEX Dispatchers Reports Page 8 General News Snug Harbor Page 3 National unemployment ...Page 2 Carter & U.S. fleet Page 5 Maritime plank Page 5 Sabine organizing Page 8 Operation Sail Pages 20-21 Shipping Rose City wealthy sailor. Specifying in his will that a home be built "for the purpose of maintaining and supporting aged . . . and worn out sailors," Capt. Randall left a 10 square block area in lower Manhattan to provide income for the home and set up a board of trustees to Page 5 Ships' Committees Ships' Digests Page 13 Page 6 Page 22 Training and Upgrading Upgrading class schedule, requirements & application Pages 38-39 Seafarers participate in bosuhs recertlflcatlon and .'A' seniority upgrading Page 37 run the Harbor. These trustees obtained permission to move Snug Harbor in 1972 from the N.Y. Surrogate Court over the objec­ tions of many Harbor residents, the Continued on Page 12 GED requirements and application Page 39 Membership News Former scholarship winner Page 19 New SIU pensioners.. Pages 14-15 Final Departures Pages 16-17 Special Feature What Is SIUNA .Page 11 Pages •7 �Recretified Bosun Alfonso A. Armada registers before the meeting with SlU Patrolman Tony Kastina {r.y. . •: FOWT F. Clarke (r.) gets his registration card stamped Baltimore Meeting: Discuss SiUJBlMAwgw 'Vt •P' * « ' 5. m.- • • ;fx ' - ^ / he port of Baltimore monthly membership meeting on June 9 heard Port Agent Ben Wilson discuss the proposed Atlantic and Gulf District constitutional reso­ lution for the merger between the Seafarers International Union and and the Inland Boatmen's Union. Later, SIU Atlantic Coast Vice President Earl "Bull" Shepard ex­ plained to the assembled members the pro and cons of the proposed merger. He also stressed the need to make sure that a quorum is main­ tained at the monthly membership meetings, which he said are very important in the day-to-day opera­ tion of the Union. After Seafarers at the meeting had discussed the proposed merg­ er of the SIU and IBU, Brother Wilson reported that shipping is T KJI U-' r ;* • ? \ " Z'i^k 'A ti !>.y • :-};'V>ry0f- — mm • . Bull' s?«a»5»'BWw^ sr-"-—— 8»»aassA patrolman. ..... . K.- ',/--/V • ft rr Although she is not planning to ship out, Shirlee Dubbs, medical secretary at , the Baltimore clinic, decides to get her blood pressure checked. Dr. Etheire Counting up for a quorum, full book members lean back, make themselves • • Carter takes the reading while nurse Margaret Evans looks on. comfortable, and wait for the Baltimore meeting to begin. Seafarers Log Page 4 �Af Maritime Reception Carter Backs Strong American Merchant Marine Jimmy Carter, land-slide first bal­ lot convention victor for the Demo­ cratic presidential nomination, came out strongly for a U.S. merchant marine capable of hauling "a major portion of our own forei^ cargo," at a jointly sponsored maritime union-industry fund raising reception for him held June 30 in Washington, D.C. At the reception, whose chairman and master of ceremonies was National Marine Engineers Beneficial Associa­ tion President Jesse Calhoon, the for­ mer Georgia Governor noted that "the status of our merchant marine has de­ clined drastically, and 1 believe, danger­ ously." He pointed out that the U.S. has to import substantia amounts of oil, baux­ ite, iron ore and a lot of other products "that are crucial to our peace-time or war-time economy." He affirmed, "I want to be sure that this cargo can be carried in a time of peace or in a time of crisis . . .If we should ever have war, which I hope we won't and pray we won't, it may come because of weakness in this country. And if we should have that kind of challenge to our nation's security, the absence of an adequate U.S. merchant marine could be a major contributing factor to a disaster." Carter recalled the commitment to a strong U.S. merchant marine as embod­ ied in the Merchant Marine Act of 1936, and he noted that the 1970 Mer­ chant Marine Act marked '^a recommit­ ment to build a fairly large number of American merchant ships." However, he noted "we've not meas­ ured up to the 1970 commitment-of Congress," and he said that as Presi­ dent, he would "want to see a return to that 1936 commitment that was realized in the early years, and the 1970 com­ mitment that hasn't yet been realized." Can Help Economy Charging that the present adminis­ tration has ignored the need for a strong U.S. merchant marine, Carter also af­ firmed that a viable, functioning U.S.flag fleet "can contribute not only to better economic prosperity, better em­ ployment for our people, better preven­ tion of war, better strength in time of crisis, but it can also have additional benefits in building up our fisheries which again have been unnecessarily challenged by foreign encroachment." Rounding out his talk, Carter said that under his leadership, "American ships, built in American yards, designed hy American engineers, built by Amer­ ican craftsmen and manned hy Ameri­ can seamen, can once again be the envy of the maritime worid." He continued, "I believe that once again our nation can be a maritime na­ tion, a seagoing nation that can com­ pete for and win a right to haul a major portion of our own foreign cargo. I want to be sure that, as president, the American flag is returned to the seas again." Reception Sponsors In addition to Jesse Calhoon, recep­ tion chairman, the Carter fund raiser was co-sponsored by 12 other union and industry officials, including: SIU President Paul Hall; William Anderson, Carter for President Committee; James R. Barker of Moore-McCormack Re­ sources; Leo Berger of Avon Steamship; Morris Feder, Maritime Overseas Corp.; Richard W. Kurrus, American Export Lines; Captain Robert Murray, Puerto Rico Management; Joseph Penot, Radio Officers Union; Paul Richardson of Sea-Land; Anthony Scottd, president. Local 1814 of the ILA; William Stein­ berg of the American Radio Associa­ tion, AFL-CIO, and J. C. Turner, of the International Union of Operating Engineers. . Basically, Jimmy Carter's speech at the maritime reception was a reiteration of his pledge to a strong U.S. merchant marine as outlined in a May 25th letter to Jesse Calhoon. The letter contained the Democratic presidential nominee's four-point pro­ gram for rebuilding the U.S. merchant marine, as follows: • Assure continuing presidential at­ tention to the objective of having our nation achieve and maintain the desired U.S.-flag merchant marine. • .Dedicate ourselves to a program which would result in a U.S.-flag mer­ chant marine with ships that are competitive with foreign-flag ships in original cost, operating cost and pro­ ductivity. • Enact and develop a national cargo policy which would assure our U.S.-flag merchant marine a fair share of ail types of cargo. • Continue to enforce our American cabotage laws, such as the Jones Act, which requires that U.S.-flag ships trade between our U.S. domestic ports. Dem's Maritime Plank Carter's pledge to a strong U.S. mer­ chant fleet is backed up by the Demo­ cratic Party's decision to incorporate a maritime plank into its 1976 Demo­ cratic Platform. This plank, which commits the Dem­ ocratic Party "to a strong and com­ petitive merchant fleet, built in the United States and manned by Ameri­ can seamen," was presented to the Plat­ form Committee, on behalf of 60 major American maritime unions and opera­ tors, by SIU President Paul Hall and James R. Barker, chairman and chief executive officer of Moore-McCormack Resources. The Democratic Platform was offi­ cially adopted at the Party's Conven­ tion held from July 12 to 15 in New York City. Labor Delegates Several hundred of the 3,000 Con­ vention delegates from around the coun­ try were affiliated with organized labor, including: SIU Special Counsel Carolyn Gentile who aliso served on the Demo­ cratic Platform Committee; Ralph Quinnonez, Atlantic Coast Area Direc­ tor of the SlU-affiliated United Indus­ trial Workers; SIU Philadelphia Port Agent John Fay; Steve Edney, SIUNA vice president and president of the United Cannery & Industrial Workers of the Pacific, Los Angeles & Vicinity District, and Dave Dolgen, representa­ tive of the UIW-SIU and executive di­ rector of the Maritime Trades Depart­ ment's Port Council of New York. Overwhelmingly endorsed by the Con­ vention delegates for the vice-presiden­ tial spot on the Democratic ticket was Senator Walter F. Mondale of Minne­ sota, Carter's choice as a running mate. Mondale was unanimously recom­ mended as acceptable to organized labor. AFL-CIO Endorses Carter As the Seafarer* Log goes to press, it was announced hy AFL-CIO President George Meany that the 35member Executive CouncU had unanimously endorsed Jimmy Curter for President and Walter F. Man­ date for vice-president. The Council had originally planned to make a recommendation on Augl 31 when the 152-member AFL-CIO general hoard met but President Meany said there was no need to wait until after the Repub­ lican Convention next month since "We know who the candidates are, and IPs Ford and Carter. I cannot find anyone in the American labor movement who is for Gerald Ford." Meany continued, "I'm very happy with Carter. I think he's going to make an intelligent candidate, a wide-awake candidate." Hall. Barker Present Maritime Plank to Republicans Hall and James R. Barker, chairman and chief executive officer of MooreMcCormack Resources, last month jointly presented a wide-ranging mari­ time plank for consideration by the Republican National Platform Com­ mittee. the Log goes to The proposals contained in the plank SIU is prilling to erew iip were drawn up and endorsed by the 90,000 dwt San Clemente class Committee for a New Maritime Pro­ flipker, the ST Ro$e Cily, which win gram, which is comprised of 60 major operated by Westdiester Marine, | maritime unions, companies and asso­ Ithe operator of the Rose City's I ciations. loPer SlU-contracted sisterdiips, ST | Hall and Barker had appe^ed before iRtoeer Sldfe, Worthy Golden Mon-1 the Democrati!Kj^l%t|Q|:m Committee on iiirch. Golden Dolphin and Golden| May 20 to present the same maritime iCnd^lVOr. • V:':| program. It was subsequently made The 894-fOot Rose City was biiili| at the National Steel and Shipbuild* 1 part of the Democrats' maritime plank. big Co. yard in San Diego, Calif. J However, as the Log goes to press, the Capalille of carrying 3.7 miHion ^ Republicans have taken no action on cubic feet of oi|, the Rose City wiD ' the maritime proposals. be loading crude oil in Indonesia and President Hall and Barker, in their deUvering it to a West Coast port on presentation to the Republican Plat­ her maiden voyage. form Committee, noted that "until the Drawing 49 feet when fuUy loade^ Republican initiative enacting the Mer­ her beam Is 105 feet and she wiU be chant Marine Act of 1970, the Ameri­ able to sustain a sea speed of 16 can maritime industry was in the dol­ Iqnots for 15,000 nautical ntiles. drums," ! The Rose City is the sixth tanker However, Hall and Barker affirmed iaunched by Westchester Marine and that the U.S. maritime industry had : erewed by the SIU in the past two "suffered from neglect of such severity .>years. that the passhgd of but one Act, how­ Calling for a reaffirmation of the goals and objectives of the Merchant Marine Act of 1970, SIU President Paul ever praiseworthy in intent and drjiftsmanship, cannot overcome the indus­ try's problems." "Rather, there must he an effective follow-up with the vigorous implemen­ tation of a unified national maritime program to meet the rapidly changing world conditions confronting our nation today." Hall and Barker reminded the Plat­ form Committee "that the Republicansponsored Merch^t Marine Act of 1970, while giving birth to new hope. has not lived up to expectations. Our industry is floundering. It is beset by a tumultuous sea of problems, not of its own doings, but rather of international origin, requiring a strong and steady hand at the helm." ' To remedy this situation. President Hall and Barker outlined a four-point program for adoption by the Republi­ can party. It calls for: • High level coordination of the diContinued on Page 10 lifoflce to Members Oo Skippkig Proiodore ¥inhm throwing in lor work dur­ ing a fob cat! at any SIU Hiring Hall, members must produce the following: • membership certificate • regi^iion mud • clinic card • swaman's papers In addition, when assigning a job the dispatcher will comply wifh the foUowittg Section S, Sufei- section 7 of die SIU Shipi^g Rufcs: "Within each class of seniority rating in every Department, prior­ ity for entry rating jobs shall be given to all seamen who po^ess Lifeboatman endorsement by the United States Coast Guard. The Seatorers. Appeals Board may waive the preceding sentence when, in the sole judgment of the Board, undue hardship will result or extenuating circumstances vrarrant such waiver." Pages July, 1976 ••-.- A,- " V » V V n \ �The Committee Page Sea-Land Callo¥fay Commiltee Jacksonyille Commiltee I At center rear in the,dark glasses is Recertified Bosun George Burke, ship's chairman of the S-L 7 SS Sea-Land Galloway at a payoff on June 14 in Port Elizabeth, N.J. with the Ship's Committee of (I. to r.); Chief Steward Raymond P. Taylor, secretary-reporter; Steward Delegate B. O. Sierra; QMED John W. Penns, engine delegate, and Chief Electrician Charley Callahan, educational director. Recertified Bosun Luther Pate (2d right), ship's-chairman of the SS Jackson­ ville (Sea-Land), with the Ship's Committee of (i. to r.): Steward Delegate William Jones; Engine Delegate Luis Serrano; and AB Joseph Korchak, deck delegate at a payoff in Port Elizabeth, N.J. on June 17 after a coastwise run.' Humacao Committee St. Louis Committee After the intercoastal run from the port of Houston to the port of New York the Ship's Committee of the SS St. Louis (Sea-Land) attends a payoff on June 17 in.Port Elizabeth, N.J. Recertified Bosun Carl Olesen (2nd right), ship's chair­ man with (I. to r.): AB Paul McMahon, deck delegate; Educational Qirector Mike Noll; Engine Delegate Edward Matos; Steward Delegate Julius Kotan; and Chief Steward Paul Franco, secretary-reporter. After this trip the ship headed for foreign ports in the Med. Stonewall Jackson Committee Recertified Bosun Johannes Sorel (right) ship's chairman of the SS Humacao (PRMMI) poses on deck with the Ship's Committee recently at a payoff in the port of San Juan, Puerto Rico of (I. to r.): Steward Delegate Harold Gilder; Educational Director Pat Rogers; AB Charles Fox, deck delegate, and Engine Delegate Rafael Ramos. Robert E. Lee Committee SlU Headquarters Representative Leon Hall (seated left) discusses overtime beef with Stpward Delegate Frank Pastrano (left) and Chief Steward Henry • Donnelly, secretary-reporter of the SS Stonewall Jackson (Waterman) at a payoff and sign-on on June 17 at Pier 7 in the port of Brooklyn, N-Y. Looking on are the rest of the Ship's Committee of; (standing right) SlU Recer­ tified Bosun Carl Lineberry, .ship's chairman, and (seated r. to I.), Engine Delegate Anthony Garza enjoying his cigar' dhd AB W. T. Roche, deck deia-'' gate. The vessel sailed on a run to the Persian Gulf and the-Far East. , . I t '' ' Page 6 Early this month. Recertified Bosun Alfred Hanstvedt (center) ship's chair­ man of the LASH SS Robert E. Lee (Waterman) is at a Pier 7 payoff in the port of Brooklyn, N.Y. with the Ship's Committee of (I. to r.): Chief Electrician Pelix Diaz, educational director; Steward Delegate Ray Simms; Hanstvedt; Engine Delegate John McNellage, and Deck Delegate Elmer Clark, Jr. • . . • • Seafarers Log �Headquarters Notes by SIU Executive Vice President Frank Drozak Each month more and more of our old line Seafarers, men who for many years have filled key unlicensed positions aboard the SIU's contracted ships, are taking their well earned pensions and leaving the industry. We regret their departure because these men, our long-time friends and ship­ mates, fought for and made the SIU what it is today, the strongest maritime union in the nation. At the same time, though, their departure presents all active Seafarers with a great challenge as well as great opportunities for advancement. The challenge is an important one—to fill the manpower gap left by the growing ranks of men who retire from sailing each month. And for Seafarers, the only way to meet this challenge is througlvthe training and upgrading programs at the Lundeburg School. The SIU has provided courses at the Lundeburg School covering all shipboard ratings. However, it is still up to the individual Seafarer to take the time out to come to Piney Point to take advantage of these oppor­ tunities. Presently, there are many Seafarers who meet the requirements to upgrade in their department but as yet have not done so. I strongly urge these men to delay no longer because by upgrading yourself to a higher rating, not only do you increase your wages and your grip on job security, but you are helping to fill the Union's manpower gap, which in turn guarantees our contractual commitments to the operators. If you meet the necessary requirements for upgrading make it a point to get to the Lundeburg School as soon as possible for your own good and for the good of the Union. In other areas involving upgrading, the 36th class of the Bosuns Recertifica- tion Program graduated this month bringing to an end this phase of what has proven to be one of the most successful programs the SIU has ever conducted. In all, 402 SIU hoi^uns went through the program and many of these men are now out on the ships sailing bosun and serving the crew as ship's chairman. The Bosuns Prdgram has meant a lot to both the Union and the membership. Our Recertified Bosuns ^ve greatly reduced minor beefs aboard the ships by handling them on-trie spot instead of waiting for a union official in port. This prevents little beefs from becoming big ones and makes for smoother voyages and quicker payoffs. In addition, these bosuns, who have seen all phases of the Union's operations first hand are serving as a vital link in communications between the Union and its members. This is a critical factor because a Union cannot be effective for its members unless the' membership knows what the Union's problems are and what is being done a1)out them. Next month the Log will run a special eight-page feature on a wrapup of the three-year long Bosuns Recertification Program. The Seafarers Appeal Board, this month, okayed an increase in the number of Seafarers who m&y take the 'A' Seniority Upgrading Program from six to twelve each month'. However, even with this increase, we are not able to keep up with the growing numbers of 'A' book men who are retiring or passing on. I urge all those who are eligible for this course, but have not applied, to do so immediately because an 'A' book in the SIU means a lifetime ofjob security. Work on establishing a curriculum for the Steward Department Recretification Program is coming along well, and the SIU should be ready to accept its first class within the next few months. Also in regard to upgrading, I want to again emphasize the importance of taking the SIU's Firefighting course because the day is coming when the Coast Guard will require that all seamen have this endorsement as a prerequisite to getting a job aboard a U.S.-flag ship. In addition, I suggest Seafarers arrange to take the LNG-LPG course offered periodically at the Lundeberg School because this definitely will be a require­ ment for getting a job aboard one of these highly complicated vessels. The first U.S.-flag LNG carrier should be out sometime next year. I would also like to remind all Seafarers that if you plan to quit 9 ship give the proper 24-hour notice so that arrangements can be made for your replacement. I emphasize this because every ship that sails short a man is a threat to our Job structure and job security. Proper Documents Needed for Care at U5PHS Facilities We have been informed that a num­ ber of Seafarers have been applying for. care at USPHS facilities without the proper documents. To be eligible for care at any PHS facility you must show one of the following: A Masters Certificate of Service or A Continuous Discharge Book or A Certificate of Discharge The following sea service require­ ments must have been fulfilled: (1) A seaman must have completed at least 60 days of sea service aboard a vessel. This service may consist of short periods provided that no break in serv­ ice exceeds 60 days, unless a seaman is taken sick or is injured while actually employed on board a vessel. He is then eligible for treatment for the illness or injury without regard to length of sea service.., (2) The 60 days of service may also include time spent as . . . (a) An active duty enrollee in the U.S. Maritime Service .. . (b) a member of the Merchant Ma- A SPAD Donation \ rine Cadet Corps or . . . (c) a cadet on a State training ship . . . (d) A seaman-trainee in a maritime training program . . . (3) Application for medical care must be made within 90 days following the last day of sea service unless: (a) a seaman can show that he has been unable to ship out because of economic conditions affecting the ship­ ping industry and he has not changed his occupation. (b) a seaman can show that he has not changed his occupation and has been under medical care since his last sea service. For further information contact your port agent or write to SIU Headquar­ ters, 675 Fourth Ave., Brooklyn, N.Y. 11232. You can also receive information by writing or calling the Admitting Office, USPHS Outpatient Clinic, 245 West Houston St., New York, N.Y. 10014, telephone (212) 620-3224. Emergency Admission To A Private Hospital It is absolutely imperative when a seaman has an emer­ gency admission to a private hospital that a telegram he sent to the nearest U.S. Public Health Service facility within 48 hours advising of the admission. If this is not done, the member is liable for all expenses incurred. Seafarer Gets High School DiplomaThrough CED Program SIU Patrolman Teddy Babkowski (left) gives a SPAD receipt to first-tripper Seafarer Reece LaFollette, a HLSS grad, in the black gang of the SS Transindiana (Seatrain) at a payoff recently in Weekhawken, N.J., July, 1976 Seafarer Alan Kohajda, who ships from the Port of Houston, recently re­ ceived his high school diploma through the General Educational Development Program at the HLSS. Kohajda who dropped out of junior high school, became a Seafarer in 1975 after graduating from HLSS as a trainee. Brother Kohajda decided to come to the School to receive his di­ ploma because he felt his education was important in life. He stated that the teachers at the Lundeberg School helped him a great deal. "You get more individualized at­ tention. The teachers have more time to sit down and explain things in depth." Seafarer Kohajda said that the indi­ vidualized help was very important to his success in the program. Brother Kohajda, who ships in the steward department as assistant cook, plans to come back to HLS for voca- Alan Kohajda tional upgrading in the future. He said that he would certainly recommend the School's high school equivalency pro­ gram. "I have already recommende'd the school to my brother who is now plan­ ning to attend," he added. Page? I �11 NLRB Hands Down Decision New Election Ordered for Sabine Seamen 1 :i 'i. The SIU, which has been attempt­ ing' to organize the unlicensed seamen aboard Sabine tankers, recently won round two against the company in the fight to insure the men a fair, legal, and free union certification election. On June 16 the National Labor Re­ lations Board handed down a decision that found the Texas-based company guilty of unfair labor practices during the tanker division organizing cam­ paign. The results of the February 1974 election, in which the SIU lost by only nine votes, was overturned and a new election ordered. This victory tops off two years of hearings in Houston, petitions and court suits during which the SIU sought a judgment against Sabine. • Sabine racked up a long list of out­ rageous offenses during the last cam­ paign. When SIU organizers met the unlicensed crews aboard Sabine ships in NLRB-sanctioned gatherings, com­ pany officials, guards and licensed of- ficers often decided to attend, creating uneasiness among the men. The cap­ tain of the Sabine Pecos had posted a warning notice threatening to fire em­ ployees who participated in union or­ ganizing activities. The SIU also ac­ cused Sabine of holding back the crew's mail that contained SIU literature. Two Fired, Reinstated Two unlicensed Sabine seamen, SIU supporters, were fired. As a result of the SIU suit, they were reinstated with back pay. To correct these past abuses, in ad­ dition to ordering a new election and reinstating the men, the NLRB ordered Sabine to post notices of the decision in its Port Arthur, Tex. offices, on all its vessels, and to mail copies of the notice to all the eligible employees. This notice declares the rights of the men to organize freely and binds the company to refrain from interfering in the SIU organizing effort. Whether the company will abide by the ruling is another matter. The Febru­ ary 1974 election was actually the sec­ ond union certification election at Sabine and had been ordered by the NLRB in 1973 because Sabine had en­ gaged in similar unfair labor practices during a prior SIU drive. When the SIU first attempted to organize Sabine tank­ ers, the company illegally kept SIU men off their ships. Now the SIU is gearing up for the third round. Two of the main issues are the lack of job security aboard Sabine tankers and the lack of uniform, fair and equal job advancement opportunity. At present, the unlicensed crew members are represented by the Sabine Independ­ ent Seamen's Association, a small com­ pany-controlled union that has neither the clout nor the desire to confront Sabine with beefs about these issues. On the ballot in the new election, as before, a choice of three unions will be listed; The Seafarers International Union, the National Maritime Union, and the Sabine Independent Seamen's Association. In the last election the tally was 91 for the company dominated SISA, 82 for the SIU, and no votes for the NMU. The final count revealed that between the first and second election, the SIU doubled its support. The SIU organized the men working in Sabine's towing and barge division in 1963, defeating the company union at that time. Those jobs are under the jurisdiction-of the SlU-affiliated Inland Boatmen's Union. Because men aboard Sabine tankers remain enthusiastic about the SIU, the Union will continue its effort to get them SIU representation. SIU brothers are encouraged to speak to Sabine men when they meet them on shore and ex­ plain to them the benefits of belonging to a powerful union that actively pro­ tects and advances the interests of all its members. On Controversial Ruling Tuna Fishermen Aw ait U,S, Appeals Court Dedsion American tuna fishermen are anx­ iously awaiting a U.S. Court of Appeals decision on whether or not to overturn a controversial ruling handed down by District Court Judge Charles R. Richey ordering tuna fishermen to halt the "purse-seine" method of locating tuna. Environmentalists claim that the "purse-seine" method which uses sur­ face-swimming porpoises to locate schools of tuna running below, is en­ dangering the survival of porpoise pol­ lutions. The environmental groups, which will accept nothing less than a" zero porpoise mortality rate, say that too many porpoises are being killed inci­ dentally when fishermen lower their nets for a tuna catch. Jim Bozzo, secretary-treasurer of the SIUNA-affiliated Fishermen's Union of • the Atlantic, Pacific and Caribbean, dis­ putes the environmentalists' claim, not­ ing that "incidents of porpoise mortality have been reduced by 60 percent over last year as a result of major improve­ ments and modifications of equipment and techniques." Bozzo says that a good deal of the credit in the reduced porpoise death rate must go to the conscientious work of the tuna fishermen themselves. He says "it is common for five or six men to jump into the water as the nets are drawn close to the boat to help .any trapped surface-swimming porpoises over the top of the nets to freedom. And the men do this despite the fact that a number of sharks are also dragged in with the catch." Secretary Bozzo also pointed out that a healthy porpoise population is essen­ tia! to a healthy tuna fishing industry "because we depend on porpoise to ' locate the tuna. We are doing all that is humanly possible to achieve a zero tative Robert Leggett (D-Calif.), chair­ mortality rate for the porpoise because man of the Subcommittee on Fisheries if there is no porpoise there is no tuna -and Wildlife Conservation, has intro­ industry." duced a bill that would amend the Bozzo suggests that actions on the Marine Mammal Protection Act of porpoise controversy be suspended at 1972 with respect to the incidental least until the end of the tuna season in deaths of mammals during commercial late November. Then, he explains, "we fishing operations. can sit down and work out an equitable The bill provides that prior to Jan. 1, solution for all concerned, taking into 1977, marine mammals may be taken consideration the needs of the workers, incidental to the course of commercial the industry and the environment." fishing, but that after that date, marine If Judge Richey's ruling is allowed to mammals can only be taken pursuant to stand it could put nearly 1,500 tuna such terms and conditions as prescribed fishermen out of work as well as idling by the Secretary of Commerce. The hundreds more cannery workers who legislation also prohibits the importa­ depend on the tuna fishing industry. tion of commercial fish or fish products There is also a possibility that some which have been caught with com­ of the fishing companies could go for­ mercial fishing technology resulting in' eign-flag to get around Judge Richey's the incidental kill or serious injury of ruling. ocean mammals in excess of U.S. stand­ As a result of this ruling, Represen­ ards. HLS Pres. Hails Labor Contributions to Maritime {. f 4 % "The most significant contribution of the American maritime unions was to gain the seafarer the status of an em­ ployee rather than a slave," Hazel , Brown, "president of the Harry Lundeberg School told an audience at Penn­ sylvania's Villanova University, June 21Opening her speech with a descrip­ tion of the diseases and terrible food aboard the pre-Union day ships and the cruel punishment that sailors suffered for jumping ship, Miss Brown then out­ lined contributions of the maritime unions to the development of the Amer­ ican nation. High school teachers from all over the east were gathered at Villanova for a week-long intensive seminar on Amer­ ica's maritime heritage. Scrimshaw carvings and other art forms aboard ship, naval research and a day in the life of the Port of Philadelphia were among the other topics discussed. "After the unions organized and be; came strong, seamen obtained working conditions simijar to those of laborers in shoreside unions," Miss Brown con­ tinued. She emphasized the importance of federal legislation in this victory. Page 8 "We are criticized for lobbying in Congress, but people should realize that political action has been a part of the maritime unions' program since the 1800's. The early use of political actioo_ was a major contribution of the mari­ time unions to labor development." Seamen's Act of 19*15 Back around the turn of the century, she explained, Andrew Furuseth, presi­ dent of the Seamen's Union, lobbied for a federal bill to protect the sailors' rights. The Seamen's Act of 1915, spon­ sored by Senator Robert LaFollette of Wisconsin, was the result. Maritime unions have for a long time played a leadership role in the Amer­ ican shipping industry, which is unique when compared to the world's maritime structure, she told the audience. "In Britain, Greece and elsewhere, manage­ ment leads the industry. Think of Greece and you think of Onassis. Think of the U.S. and the only person well known in the maritiqie trades is Paul Hall." "The unions pushed for the Merchant Marine Act of 1936 and the Merchant Marine Act of 1970, which helped pre­ serve and rejuvenate the American ship­ ping industry. The unions set up training centers which allowed shipowners to automate and helped the men upgrade to advance on their jobs as well. In other industries, management- runs the training schools. But in our. industry, the workers control the schools trhough their labor unions. Key Is Labor Unions "The key to the survival of the indus­ try is that the labor unions have been responsible and recognized the prob­ lems of the industry," she said. "The SIU, for example, has not made unrea­ sonable demands. They have accepted automation and realistic manning scales. The response of the workers has been terrific supporting the U.S. mer- . chant marine and recognizing the role they play in its survival." Since most of the audience knew very little about the maritime trades, they had many questions after the speech. Miss Brown was asked to stay and speak again at the end of the day about cargo preference laws and other legislation. - "The opportunity to speak to these teachers, and to get a forum like that, was significant," she told the Log. "It is difficult for union people to get a chance to speak at academic gatherings. •I guess most university people think we're illiterate." - CS Long Lines Unclaimed Wages The following named ex-crewmembers of the Cable Ship Long Lines should contact Red Camp­ bell at Headquarters, 275 20th Street, Brooklyn, New York, 11215 relative to unclaimed wages. All requests should be in writing, specifying name, book number, and social security number. Manuel S. Netto, Jr. Richard Rodriguez John Hoffman Saif S. Ahmed Anthony Jones Mohamed A. Shaie William Revels Abdul R. Saleh Tan Ah Joon Mohamed A. Mozeb Albert Ahin Seafarers Log �Washington Activities B]rB.lloclur CONGRESS Congressional committees have been holding hearings this month on some of the bills which effect the SIU and our members, but none were getting to the floor of either house. Both the House and Senate were pushing appropriations bills, to provide money for programs already committed, before leaving Washington for recess. The first recess, for the bicentennial celebration and the Democratic Con­ vention, was between July 2 and 19. Congress will reconvene for three weeks and recess Aug. 12 through Aug. 23 for the Republican Convention. • • » The Outer Continental Shelf bill has been postponed several times. Most recently, scheduled to come to the floor on June 29, it was again postponed in favor of appropriations. The Murphy amendment, which we support, provides that all rigs and equipment for exploring and mining off U.S. coastlines be built in the United States and that rigs and supply vessels be manned by U.S. crews. Rep. John Murphy (D-N.Y.) announced in the Congressional Record that the Speaker has scheduled a full and complete debate for Tuesday, July 20. * * * * On July 1, the Merchant Marine and Fisheries Committee was scheduled to hold hearings on the Third-Flag bill, to provide for minimum rates for nonnational flag carriers in foreign commerce of the United States. Hearings were cancalled. A companion bill has been reported out of the Senate Commerce Committee, but there has not been a vote on the Senate floor. * « « The Maritime Authorization hfll (which includes operating differential sub­ sidy, construction differential subsidy and Title XI) is being referred to a con­ ference committee of House and Senate members. The problem to be discussed is an increase in subsistence for students at maritime academies from $600 to $900 per year, a provision in the Senate bill which failed in the House. The Conference Committee is expected to meet after July 21, when members return. * * * Rep. Paul McCloskey (R-Calif.) introduced a bill on June 18, 1976, to extend coastwise laws of the United States (the Jones Act) to the Virgin Islands. FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Members of this committee may make dissenting reports, specific recom­ mendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf. Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disburse­ ments of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively by the contracts between the Union and the shipowners. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there h.is been any violation of your shipping or seniority rights as contained in the contracts between the Union and the shirowners, notify the Seafarers Appeals Board by certified mail, return receipt requested. Tnej)roper address for this is: Frank Drozak, Chalimaii, Seafarers Apfwals Board 275 • loth Street, BrooklyD, N. Y. II2I5 Full copies of contracts as referred to are available to you at all limes, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU,contracts are available in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard ship. Know your contract rights, as well as your obligations, such as filing for OT on the proper shbets and in the proper manner. If, at any lime, any SIU patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. July, 1976 CARTER ON MARITIME PROGRAM Jimmy Carter, in a May 25 letter to Jesse Calhoon, President of MEBA, [see June 1976 Seafarers Log, page 5] has pledged to work for four maritime objectives: 1) achieving and maintaining a strong U.S.-flag merchant marine; 2) a fleet competitive with foreign-flag ships in operating cost, building cost and productivity; 3) a national policy to assure U.S.-flag merchant ships a fair • share of all cargo, and 4) continued enforcement of cabotage laws such as the Jones Act. SIU has long sought a national policy which would guarantee our U.S.-flag fleet a fair share of our country's cargo. ill i g NATIONAL PARTY PLATFORMS President,Hall has appeared with James Barker, Moore McCormack Chief Executive Officer, before both the Democratic and Republican National Com­ mittee Platform Subcommittees to propose a maritime program which has been developed by a joint labor-management group representing the U.S. maritime industry. Three major points were included: 1) a strong and competitive merchant fleet, built in the United States and manned by American seamen; 2) coordi­ nation of maritime policy within the government, and reaffirmation of objectives of the Merchant Marine Acts of 1936 and 1970; and 3) a national cargo policy which assures fair participation in all U.S. trade. [See story on page 5 of June 1976 Seafarares Log.] I * . * Senator Robert Taft (R-Ohio) has introduced S. 3581, a bill to establish the office of a National Maritime Affairs Coordinator. In introducing the bill, the senator cited a recent study by maritime specialists which recommend that government policy be aimed at more efficient building programs and use of the merchant fleet to supplement our nation's Navy. He said, "I believe it is vital that, in the face of the growing Soviet threat at sea, we take better advantage of all of our national maritime resources." This has been one of the chief goals of the SIU legislative efforts. • COAST GUARD SIU representatives have met several times recently with Coast Guard staff to discuss the welfare of Seafarers and specific cases of regulations which have been ignored or applied unevenly. We believe that the health and safety of seamen must be protected. We are asking the Coast Guard to take action immediately to carry out the laws passed by Congress to portect our industry and our members. * The Merchant Marine and Fisheries Committee is continuing oversight hearings on maritime programs. Congress established the function of oversight in the Reorganization Act of 1946, to follow up or police its laws and be sure they are carried out. SIU President Paul Hall is scheduled to testify on July 28 before the Committee. * The bill will require that all bulk shipments of crude oil, unfinished oils, residual fuel and finished products between the Virgin Islands and the U.S. be carried in U.S.-flag ships and crewed by U.S. citizens. A similar bill, S. 2422, was introduced in the Senate by Senator J. Bennett Johnston (D-La.) in September. Rep. McCloskey stated that this bill will create employment for approxi­ mately 25 U.S.-flag tankers and 1,400 jobs for U.S. citizens. To Protect Your Job Security in the Fight for Favorable Legislation Seafarers are urged to contribute to SPAD. It Is the way to have your voice heard and to keep your union effective in the fight for legislation to protect the security of every Seafarer and his family. EDITORIAL POLICY—SEAFARERS LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circumstances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to headquarters. CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its contents. Any time you feel any member or officer is attempting to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. EQUAL RIGHTS. All Seafarers are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no Seafarer may be discriminated against because of race, creed, color, sex and national or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify headquarters. SEAFARERS POLITICAL ACTIVITY DONATION— SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including but not limited to furthering the political, social and economic interests of Seafarer seamen, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contribution may be solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as a condition of member­ ship in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Support SPAD to protect and further your economic, political and social interests, American trade union concepts and Seafarer seamen. If at any time a Seafarer feels that any of the above rights have been violated, or that he has been denied his constitutional right of access to Union records or information, he should immediately notify SIU President Paul Hall at headquarters by certified mail, return receipt requested. Page 9 �r V'- To House SlU Presents Views Criticizing Coast Guard Actions In July 1975, a Chevron tanker hit a bridge on a trial run when a faulty bearing sensor signalled the main en­ gine to shut down, leaving the ship with no propulsion. Prior to the accident, the Coast Guard had eliminated the unli­ censed engine ratings for Chevron as well as other tankers. Automated equipment was replacing watchkeeping engineering personnel, although the Coast Guard, had not con­ ducted any study to see how many men would be needed on board. "The crew was unable to correct the situation im­ mediately, because the Coast Guard did not require that a ship be able to op­ erate manually in the event of a control failure," SIU President Paul Hall wrote in a letter to Rep. Mario Biaggi, Chair­ man of the U.S. House of Representa­ tives' Subcommittee on the Coast Guard. In a hearing on June 30 SIU Execu­ tive Vice President Frank Drozak also expresed the Union's position to Biaggi and the other members of the subcom­ mittee.The unmanned engine rooms were permitted by the Coast Guard without consulting the unions, without consid­ ering the need for constant maintenance for a ship to run safely, and without re­ gard to the Coast Guard's own rules on manning standards, the SIU explained. The letter contained an itemized list of complaints about the Coast Guard's inefficient and haphazard method of dealing with vessel manning, personal and environmental safety, and other shipboard conditions. In a book of supporting documents that accompanied the letter, many sim­ ilar accidents were cited. Furthermore, the Union showed how it has constantly tried to work with the Coast Guard to c<Mne up with meaningful manning standards and to resolve other issues of cmnmon concern. But in offering to work with the Coast Guard, the SIU has met with no success. Therefore, the Union decided to ask Rep. Biaggi and his subcommittee of the Merchant Marine and Fisheries Committee to hold an investigation and public hearing on the Coast Guard and that corrective legislation be enacted. "Acted Aibitrarfly** The SIU request for CtHigressional hearings stated, "Instead of regularly consulting, informing and working with all parties affected by its policies and procedures, the Coast Guard has acted arbitrarily with respect to the following: (1) vessel manning (2) manning of off­ shore drilling rigs and platforms-(3) the need to accommodme national labor watchstanding (4) tankermen (5) train­ policy,** the SIU pointed ont. "By rewrit­ ing and certification of able seamen and ing and eliminating ratii^ the Coast apprentice mates (6) riding crews and Gurd nei^tes FcderaBy sanctioned col­ lective bargaining agreements.** (7) occupational stifety and health. Equally dangerous, undermanning Copies <rf the letter were sent to other and excessive overtime violate the Oc­ maritime unions and their aid in pro­ cupational Safety and Health Act, the viding the conunittee with more supletter pointed out. The resulting over­ pitting evidence was requested. "The area in which the most serious exposure to harmful shipboard condi­ problems have arisen is that of vessel tions causes worker fatigue and more manning," the SIU told Rep. Biaggi. accidents, loss of hearing in black gang Manning standards are not imiform, members, and other ailments. The use of riding crews, the lack of rather they are decided on a vessel by able seamen aboard drilling rigs, and vessel basis with each port. For ex­ ample, LASH vessels on the East Coast the lax and haphazard certification re­ carry eight less crewmembers than those quirements for certain Great Lakes sea­ men and apprentice-mate ratings, fur­ cm the West Coast. On other tankers, the Coast Guard ther show how the Coast Guard ignores created a position of deck engine me­ the need for safety, the Union empha­ chanic, whose duties span both depart­ sized. "We strongly urge that the Coast ments, a violation of the law which Guard establish specific, objective and leaves the seafarer with no clear credit definitive procedures to be followed by for upgrading. In the attempts to lower all Coast Guard personnel and to be ap­ the manning scales aboard ship, the Coast Guard has not been enforcing the plied uniformally to all vessels in ^1 three-watch system and has moved to ports," the letter concluded. "We reqpectfnUy urge your Subcom­ eliminate the position of tankermen. "The Coast Guard's unilateral deci­ mittee to examine the issues we have sions to eliminate certain job ratings raised and to legislate an end to the and reduce the number of men required Coast Guard polki^ and practices to operate and maintain merchant ves­ which threaten the health and safety of sels evidences a complete disregard for American merchant seamen.** Hail. Barker Present Maritime Plank to Republicans Continued from Page5 solve to attain the goals and objectiveis verse subcabinet maritime activities, of the Merchant Marine Act of 1970. which might include a maritime affairs • Development of a fair national advisor to the President who could cargo policy, assuring the U.S.-fla^ mer­ serve on the National Security Council, chant marine access to ks share of our coordinating for maximum cost-effec­ nation's waterbome commerce, espe­ tiveness the ship construction programs cially bulk cargoes such as petroleum of the Navy and of a U.S.-flag merchant and other energy products. marine truly capable of serving as a • Reafl^pnation of the declared na­ naval and i^itary auxiliary in time of tional policy of the Marine Resources war or national emergency. and Engii^ering Development Act of • Reaffirmation of the Party's re­ 1966 "to develop, encourage, and main­ tain a coordinated, comprehensive pro­ gram in marine science for the benefit of mankind to assist in protection of health and property, enhancement of commerce, transportation, and national security, rehabilitation of our commer­ cial fisheries, and increased utilization of these and other res()urces." President Hall and Barker pointed out that by adopting such programs for maritime revitalization the U.S. mari­ time industry would contribute signifi­ cantly to America's national defense, economic well-being aqd international political independence. They concluded that "pursuit of these objectives will preserve productive jobs; stimulate minority employment oppor­ tunities; improve our balance of pay­ ments; increase tax revenues for federal, state and local governments; provide an incentive for private capital investment, and maintain the American-flag as a strong force worldwide." Chief Engineer Writes About SlU's Alcoholir Program Alcoholism is a serious disease that literally affects millions of Americans in all walks of life. Alcoholics are doc­ tors, lawyers, construction workers, edi­ tors, teachers and truck drivers. There are no social or ethnic barriers either when it comes to alcoholism. Alcohol­ ics are rich and poor, black and white, men and women. It is truly unfortunate, though, that alcoholism in this country has not been treated by the medical profession or in­ dustry as a disease. There are hundreds of cancer research centers, kidney, heart and lung disease centers; but there are very few institutions dealing with the problem of alcoholism. And the ones that do exist are usually funded in large part by voluntary contributions, like Alcoholics Anonymous, or by in­ dividual companies for their employees. But attitudes toward alcoholism and the alcoholic are changing. People are becoming more open today about their drinking problems, and increasing numbers of Americans are seeking help •a ' I am intemsted m attendiflg a six-week program at die SIU Alcd* diis will ^ kept stilcdy and that no records or infonnaticmriabout me adll be kept iywhere except a» The Center. pame *: ,*-• " ; • *;-• .••'.•J#'..*a;,*; .("Street or RFD) ^to; THE OINmR: (City) (State) (Zip) • Box 153-A Telephone No. .; ,jp«ey.Le€,JVId.^^2^^^ ; / or call, 24 hours-a-day, (301) 994-0010 ^ .... through such organii^tibns as AA. For SIU members with drinking problems, the Union now has a pro­ gram for alcohol rehabilitation in Piney Point. This program has already helped nearly 70 Seafarers and several more Seafarers are at The Cdnter now going through the program. The SIU's Rehab Center has created a good deal of interest, not only from SIU members, but froi^ just about any­ one who reads the Log or comes into contact in any way with the Union or the Lundeberg School. Below is a letter written by a chief engineer who is himself a member of Alcoholics Anonymous. The letter ex­ presses his feelings toward alcoholism and the SIU's Rehabilitation Center. The Log appreciates this letter, and we encourage SIU members to send us similar letters expressing their own feel­ ings or experiences involving alcohol­ ism or the SIU's program.^ / have been reading the exciting news of the Alcohol Rehabilitation Center at Piney Point. I think it is just great, and I am glad the SIU is a pioneer in the maritime labor movement for starting a program to help the suffering alcoholic—a program where these men can be helped instead of punished for their illness. / had a pumpman on one of my ships that we had to let go after he made quite a few goof ups because of alcohol­ ism. I told him about the center at Piney Point and the help available there. And I hear he went. This man is a good pumpman except for drinking, and if he gets help there he will be a better pumpman. I had another pumpman on a ship that as soon as he came aboard he promptly went on a bender. I went to his focsle actually to let him go but when I walked in I spotted the Big Book of AA. I asked him if he had been to Piney Point and he said he had. So old softy me kept him on and took him to an A A meeting in Philadelphia where we met some ex-seamen. It was a lucky find because they helped this pumpman to get to meetings six nights in a row. He is now sober again and will be making the trip with us to Russia which will take about 90 days. Seamen have special problems when it comes to alcohol because out on the ships there is no place for follow up treatment. That's why I hope that men who have gone through Piney Point or are members of A A will help others who may have drinking problems on the ships. I would also enjoy visiting the Rehab Center in Piney Point just to see how it goes. This center has been needed for a long time. Seafarers Log. �M Mr. \/ Seafarers Infernafional Union of North America a How SIUNA Membership Affects You, the Seafarer This is the second in a series of articles which the Seafarers Log is publishing to explain how various organizations affect the jobs and job se­ curity of Seafarers. The Seafarers International Union of North America is the solid platform from which deep sea, inland waters and Great Lakes Seafarers can effectively launch programs which affect their jobs and their welfare. Representing more than 100,000 workers throughout the United States, Canada, Puerto Rico and the Virgin Islands, the SIUNA is a fed­ eration of 33 autonomous unions which include seamen, inland boatmen, railroad marine and har­ bor tugmen, dredgemen, shipyard workers, fisher­ men, marine staff officers, fish cannery workers, and allied transportation and industry workers. -It is the unity and size of the International that SIUNA General Counsel Howard Schulman (back to photo) swears in elected officials of the SIUNA s provides each of its affiliates with the muscle and strength necessary to win at the bargaining table, Executive Board at the International's 17th convention last year, ganization and mutual assistance, the Interna- the inland waterways systein. on the picket line, in organizing drives and in Con­ The kind of support and strength provided by tional has grown to its present strength of more gress and the state legislatures. the SIUNA is vitally important to the deep sea than 100,000 workers represented by 33 labor Each individual union affiliated with the Inter­ member, the inland boatman and the Great Lakes organizations. national governs itself. But, each individual union Seafarer. The SIUNA provides a well-organized Paul Hall is president of the SIUNA which has also adheres to the pr inciples of theSIUNA's con­ its headquarters in Brooklyn, N.Y. Joe DiGiorgio international base from which we can pursue our stitution—and is committed to protect the interest is the International's secretary-treasurer, and 22 goals of providing better job security, better work­ and further the welfare of its brother affiliates. In ing conditions, and better security for our families. officials from SIUNA affiliates serve as vice presi­ this way, all International affiliates retain their dents on the Executive Board. As a part of the International, Seafarers are autonomy and gain the strength and support of Supports Maritime Laws many thousands of other workers who share their able to magnify their strength when the need The SIUNA holds conventions regularly where arises, and to offer aid to brother trade unions so goals as members of the SIUNA. affiliates shape the programs and policies of the that we can all, as the SIUNA Constitution pro­ Can Call on 14 Million International. In recent conventions, the SIUNA claims, "secure the recognition of rights to which The SIUNA—through its affiliation with the has lent its support to our successful struggle to we are justly entitled." AFL-CIO and the AFL-CIO Maritime Trades win passage of the Merchant Marine Act of 1970 Department—has a voice in shaping the policies and to block the closing of USPHS hospitals, as of the American Labor Movement, and can call "Recognizing that strong organization on an well as our present battle to get a national cargo on the united strength of the more than 14 million international scale is the only means by which sea­ policy and a federal commitment to expansion of organized workers and the 109 international men, fishermen, fish cannery workers, workers in unions which make up the strongest and most allied maritime trades, industrial trades and all democratic labor federation in the world. other trades on all waters and lands adjacent The SIUNA is also affiliated with worldwide thereto can hope for relief from the many evils labor and maritime organizations to provide attending our calling, and for the purpose of fur­ American Seafarers with the opportunity to pre­ thering organizations, strengthening it where it sent their views in such areas as international already exists and bringing into closer relation the standards for manning scales, safety and social component parts of our calling and permanently conditions. The International actively participates uniting us to secure the recognition of rights to in conferences held by the International Labor which we are justly united, (and) further recogniz­ Organization (ILO), International Transport ing that such purpose can best be achieved and workers Federation (ITF) and the International maintained through autonomous affiliated organ­ Maritime Consultive Organization (IMCO). izations . . . we, the delegates here assembled, (This series will cover these organizations in fu­ representing the workers in our industries hereby ture issues of the Log.) establish the Constitution for the Seafarers Inter­ When the SIUNA was founded in 1938 by national Union of North America." Harry Lundeberg, it included only the Sailors From the preamble of the SIUNA Constitution. Union of the Pacific, and the Atlantic and Gulf Districts of the SIU. Since that time, through or- -v-r 13 SIUNA Affiliates 11.) INTERNATIONAL BRDTHERHOOD OF Below is a list of the 33 affiliates of the SWNAf hu ALASKA FISH CANNERY W^KEBS UNION OF THE 2.) ALASKA FISHERMEPPSllf^ 3.) ATLANTIC FISHERMEN'S t(N«M« 4.) CANADIAN MARINE OFFICERS UNM»< 5.) C^N^UFFEURS & INDUStTMAL WORKERSLOCAL5 ; 6.) CHINOOK CANN^Y WORKERS 7.) IlEMOCRATIC UNION CMIGANIZINO , COMMrnEE, LOCAL 777 8.) FISHERMEN'S UNMN OF A|II»ICjA, PACIFIC RCARlBilEAN ft) HAWAH TRANSFORtAT^ R ALLIED WORKED ift) INLAND BOATMEN'S UNKRf OF 24.) oprANADA P0ri«RYRAIXDE»W li) iNTiRNATM^ & INDUSTRIAL WORR^ 13^ MARINE COOKS & STEWARDS UNION 14.) MARINE FIREMEN^ UNION ^ LANAWA . 25.) SIU OF FURRTO RICO, R ^ LATIN^fl^CA; 2ft) STAFF OFFICERS ASSOCIATION OF m MBO'iWYSBAniANSrWTUNHW M.) raANs^^N4Atuia»waMtEBS 2ft) SAILORS'UNION OF THE PACinC 21.) SEAFARERSINTERNAWONALU^^ OFNA-AGLWWOTWCT 22.) INLAND BOATMEN'S UNION OF Sills,siui>iLfi^ CALIFORNIAPRACTieALNURSES ASSOCIATION i' -f OFNJk..-MIDHpp Page ri •:.L V'j wi.l 4^' V il I 4 I �Sailors Snug Harbor Moves Many Old Mariners Co Very Reluctantly Continued from Page 3 ings until the trustees make satisfactory SIU and the N.Y. State Attorney Gen­ arrangement for them. eral's office. The trustees have served eviction no­ The main reason given for approving tices on the two steadfast snuggies and the move was that the landmark build­ are Continuing eviction procedures al­ ing housing the men did not meet exist­ though Pujol and Bugel have met with ing codes for nursing homes and that their representatives and worked out a the cost of renovating the building verbal agreement. would be too great. The Sea Level facility, located on the Sold Valuable Property backwaters of North Carolina's coast Since the move to North Carolina, it forty miles from the nearest sizable has come to light that the trustees have town, cost $6.5 million to construct. As part of a compromise reached be­ tween the trustees and the N.Y. State attorney general's office, the trustees agreed to arrange for accommodations and to supplement the income of men not wishing tp move to North Carolina. Althougli at least 22 men had signed a letter stating that they would not mov^ to Sea Level, the trustees waited until two weeks before the move to begin ar­ ranging for other accommodations. sold substantial portions of the valuable New York City property set aside by Capt. Randall's will to provide a source of income for the Harbor. One piece of property was sold by the trustees last August for $750,000 and is now up for resale by its new owners for $1.5 million. "We bought the buildings," the new owners said, "to sell them." When the trustees first received per­ mission to move, they sold 15 acres of Seafarer Gets Checkup In the haSte and uncertainty of the last minute arrangements all but 9 of these men felt they had no choice but to move to Sea Level even though they had pointed out in their letter, "there is absolutely no party in North Carolina who will be able to assist the old and handicapped sailormen. We will be miles away from a city and will be minus the 24-hour transportation. We will have to forget our Union Hall, the Social Security office, appointments to the marine hospital, private medicare physicians, close friends, families, supermarkets, etc. In fact we will have to enter a new life entirely." Two Snug Harbor residents—^An­ thony Pujol and Johan Bugel—have stayed on at the deserted Staten Island home, refusing to leave the empty build­ Seafarer Isaac Walker (left) of the engine department signs medical papers for technologist Richard Brigham recently in the SIU Headquarters Clinic. Warning to Seafarers Young and Old: Drug Possession Means Loss of Seaman's Papers If yoa are convicted pmsesslon off any HIegal drag—lieroin, barbitnratcs, speed, LSD, or even marQnami—tbe U.S. Coast Gnard will revokO your seaman papers, withoat anxad, FOREVER. That means that yon lose for the rest off your life the right to iwW a Bring by the sea. iBowever, it doesnt qnite end there even iff yon receive a snspended sentence. Yon may lose year right to vote, yonr right to hold pnblk office or to own a gnn. Yon also may lose die o^Mirtonity off ever becoming a doctor, dentist, certified pnblk acconntant, engineer, lawyer, architect, realtor, pharmacist, school teacher, or stockbroker. Yon may Jeopardize your right to hold a Job where yon must be Ikensed or bonded and yon may never be abk to work for the city, the county, or the Federal government y If8 a pretty tough rap, but thafs exactly how it is and yon can't do any­ thing about it The convkted drug user leaves a black mark on his reputation fm die rest off Ms life. However, drugs can not only destroy yonr right to a good UveUhood, it cmi destnty yonr life. Drug abuse presents a serious threat to both yonr physical and mental health, and the personal safety off those around yon. This is especfadly true Mioard shty sriiere clear minds and qnkk reflexes are essential at aD times for the safe operation off the vessel; Dont kt drags destroy yonr nateral right to a good, happy, productive Hffe. Stay dn^1^and steer a clear conrse. Page 12 the 85-acre Staten Island Snug Harbor site to the City of New York and the rest to a land developer for $6.2 million. However, local residents protested the developer's plans to build an apart­ ment complex and New York purchased the land from the developer for $7.8 million. Correction in Pension Story There was an error in the story on the Pension Reform Act of 1974 which ran in the June 1976 Seafarers Log on page 8. The last paragraph of the article read: ''Under the old break rules, you lost credit for all previous seatime if you sailed less than 90 days in each of three consecutive years." It should have read: "Under the old break rules, you lost credit for all previous seatime if you sailed less than 90 days in any one of three consecutive years." We are sorry for the mistake. Meany Says It's 10.2% Continued from Page 2 horrors of unemploynient?'* Meany sug­ gested. Meany noted that several sectors are especially hard hit. The official jobless rate for black teenagers jumped last months to 40.3 percent. The rate for construction workers rose from 14.1 to 17 percent over the month, while Viet­ nam veterans had an unemployment rate of 19.6 percent. "Especially troublesome is the sharp rise in the duration of unemployment," Meany said. "The average is nearly 17 weeks—up sharply from May." According to the BLS, the number of jobless workers increased by 280,000 in June to 7.1 million, seasonally adjusted. Construction workers and blue-collar craft workers suffered the highest jobless rate increase, the survey noted. Cocaine Seized In Florida In the largest' cocaine seizure ever made by U.S. Customs Agents, $39 million worth of the drug was confis­ cated after it had been smuggled into Tampa, Fla. on a banana boat last month. The cocaine, which weighed 170 pounds, had been stuffed into seven plastic garbage bags. The drug was seized after it had been unloaded through a port hole of the ship which had come from Colombia. Seafarers Log �\/ ; DISPATCHERS REPORT JUNE 1-30, 1976 TOTAL REGISTERED All Groups Class A Class B Class C Port Boston New York !!!!!!." Philadelphia !!!!!!! Baltimore Norfolk !!!!!! Tampa Mobile New Orleans !!!!!!!!.!!!!! Jacksonville !.!!!! San Francisco !.'!!!!!! Wilmington i Seattle Puerto Rico Houston '..... Piney Point !,..! Yokohama | Totals Deep Sea Great Lakes Alpena Buffalo iI Cleveland [ Detroit ]| Duluth ] Frankfort '. i Chicago Totals Great Lakes Totals Deep Sea & Great Lakes Port Boston . New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals Deep Sea Great Lakes ———————— Alpena Buffalo Cleveland Detroit Duluth Frankfort Chicago .. .Totals Great Lakes Totals Deep Sea & Great Lakes Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals Deep Sea Great Lakes — Alpena Buffalo Cleveland Detroit Duluth Frankfort Chicago Totals Great Lakes Totals Deep Sea & Great Lakes • ••. ••• Port Boston •• New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville ••• San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals Deep Sea Great Lakes • —— Alpena Buffalo Cleveland Detroit ipuluth Frankfort Chicago Totals Great Lakes Totals Deep Sea & Great Lakes Totals All Depts. Deep Sea Totals All Depts. Great Lakes Totals All Depts. Deep Sea A Great Lakes Seafarers Log TOTAL SHIPPED All Groups Class A Class B Class C REGISTERED ON BEACH All Groups Class A Class B Class C 9 107 15 30 21 5 24 78 25 32 18 43 10 73 0 4 494 1 11 1 6 5 0 5 11 2 3 4 2 0 3 0 1 55 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 DECK DEPARTMENT 4 0 1 71 0 29 15 0 10 20 6 3 26 21 0 1 1 0 6 1 0 24 0 67 25 5 0 9 21 0 13 3 0 20 9 0 6 0 5 62 0 11 0 0 9 3 2 0 359 14^ 3 15 163 23 55 21 10 54 126 61 59 19 75 17 157 0 4 859 5 5 3 7 5 0 6 14 5 2 4 4 0 13 0 1 74 0 3 0 0 0 0 0 0 0 0 0 • 0 0 0 0 0 3 7 0 2 11 4 8 9 41 535 2 1 3 0 0 0 1 7 62 0 0 1 0 0 0 0 1 1 22 4 6 24 13 13 10 92 451 0 0 0 1 1 6 0 8 11 6 0 5 7 3 2 5 28 887 1 0 8 1 0 0 1 11 85 0 0 1 1 2 0 2 6 9 1 81 4 34 23 2 16 69 11 31 12 36 6 52 0 0 378 1 29 5 7 3 2 1 14 3 4 9 6 3 10 0 0 97 0 1 0 0 1 0 0 0 0 0 0 ENGINE DEPARTMENT 1 0 1 61 1 42 0 6 9 1 23 8 20 8 1 0 0 2 0 . 4 1 0 45 18 0 11 4 0 23 8 0 10 2 0 22 7 5 0 6 0 2 41 0 0 3 0 0 2 276 119 4 4 126 12 46 31 4 35 93 ^ 34 48 16 44 11 107 0 4 615 4 28 4 8 4 2 5 23 4 9 8 16 '1 29 0 2 147 0 3 0 0 1 0 0 0 0 0 0 0 0 0 0 0 4 0 0 0 0 0 0 0 0 4 5 0 1 9 1 1 4 21 636 3 0 2 1 1 2 0 9 156 0 2 0 4 5 0 2 13 17 STEWARD DEPARTMENT 1 0 0 30 22 0 2 0 4 3 19 7 19 8 3 0 0 1 0 1 1 0 40 25 0 7 7 9 0 21 0 5 4 0 9 12 0 5 4 0 35 7 0 0 15 0 0 0 .6 124 196 5 48 9 29 13 4 27 64 22 42 9 21 13 70 0 0 375 1 2 0 2 1 1 0 2 1 3 1 1 1 4 0 1 21 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 1 1 1 6 381 0 0 0 0 .0 0 0 0 21 0 0 0 1 0 0 0 1 1 2 68 10 117 25 36 19 6 21 96 37 31 10 51 14 99 0 5 577 3 42 0 4 0 0 0 0 0 0 I 0 1 0 0 0 51 ^7 2 6 1 1 3 0 20 597 819 40 .859 8 14 6 33 17 2 13 93 154 58 113 171 5— 0 1 5 3 4 3 21 399 2 0 2 3 0 2 0 9 106 0 0 0 0 0 2 13 0 3 8 4 4 0 32 308 0 0 0 2 2 0 0 4 6 3 29 2 20 15 1 12 39 8 25 7 11 6 31 0 0 209 0 1 1 1 1 0 0 2 0 2 0 1 0 1 2 0 12 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 6 1 4 1 14 223 ' 1 0 0 0 0 0 0 1 13 0 0 0 1 0 0 0 1 1 24 1 8 5 3 11 3 55 201 19 1 5 6 4 1 0 36 155 10 0 1 0 4 0 0 15 139 9 1 1 11 3 7 0 32 228 0 0 0 0 0 0 0 0 6 ENTRY DEPARTMENT 1 46 6 23 14 1 21 47 16 23 6 21 12 33 0 1 271 2 72 19 21 ' 21 3 11 69 17 26 7 27 10 42 24 1 372 8 3 1 17 3 11 0 43 314 1,352 119 1,471 20 1 9 3 3 14 1 51 423 536 68 604 3 ii?; 17 0 8 4 iv#? 0 0 0 §0 0 m-a 0 MM 0 mm 0 sp 11 27 sli; 12 • ''v.vyy;y. ;V.**: •Vvl*':-i:•'AV;**.V 0 PS.••••v'vV* 0 0 11 mm 8 7 5;;viS: 0 ^ 33 65 34 39 73 .. . W 25 19 37 0 sp 32 in 2 Pis 1 4 m'ti*.*'*.•* f;;:::;:: 1 S# 31 67 y#; 19 34 6 W=- 0 PS 2 ISII^ 5 2 iip 3 '•5{;r 18 3 S*SCvvS*.'.*:.'.v •0m 6 .'.•.V.V.V.'.V.V.'.i.'.v 831 156 987 389 106 495 13 8 21 3 40 «w>:401 2,210 95 2,305 fl SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Frank Drozak VICE PRESIDENTS Earl Shepard Lindsey Williams Cal Tanner Paul Drozak .1 r HEADQUARTERS ALPENA, Mich I :• 675 4 Ave., Bklyn. 11232 (212) HY 9-6600 800 N. 2 Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. BalHmore St. 21202 (301) EA 7-4900 BOSTON, Mass 215 Essex St. 02111 (617) 482-4716 BUFFALO, N.Y 290 Franklin St. 14202 (716) TL 3-9259 CHICAGO, III.. .9383 S. Ewing Ave. 60617 (312) SA 1-0733 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) MA 1-5450 DETROIT, Mich. 10225 W. Jefferson Ave. 48218 (313) VI3-4741 DULUTH, Minn 2014 W. 3 St. 55806 (218) R A 2-4110 FRANKFORT, Mich P.O. Box D 415 Main St. 49635 (616)352-4441 HOUSTON, Tex 5804 Canal St. 77011 (713) WA 8-3207 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, NJ. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala IS. Lawrence SL 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va 115 3 St. 23510 (804) 622-1892 PADUCAH, Ky 225 S. 7 St. 42001 (502)443-2493 PHILADELPHIA, Pa.. .2604 S. 4 St. 19148 (215) DE 6-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 PORT ARTHUR, Tex 534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif. 1311 Mission St. 94103 (415) 626-6793 SANTURCE, P. R. 1313 Fernandez Juncos, Stop 20 00909 (809) 723-0002 SEATTLE, Wash 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo.. .4581 Gravois Ave. 63116 (314) 752-6500 TAMPA, Fla. . 2610 W. Kennedy Blvd. 33609 (813) 870-1601 TOLEDO, Ohio 935 Summit St. 43604 (419) 248-3691 WILMINGTON, Calif. 510 N. Broad St. 90744 (213) 549-4000 YOKOHAMA, Japan .P.O. Box 429 Yokohama Port P.O. 5-6 Nihon Ohdori Naka-Ku 231-91 201-7935 Shipping was very good at most ports last month as more than 1,500 Seafar­ ers foimd jo^s through the SIU's union halls. This is nearly 200 more jobs shipped than in the previous month. Shipping was especially good in the deck department, and several port dis­ patchers had to call nearby ports for AB's in a few instances. Shipping is expected to remain good. Page 13 f II' e t li �/ New SIU Pensioners Candido V. Reyes, 68, joined the. SIU in the port of New York in 1955 sailing as a second cook. Brother Reyes sailed 57 years and walked the picket line in the 1965 District Coun­ cil 37 strike. He is a veteran of the U.S. Coast Guard. Seafarer Reyes was bom in the Philippines and is a resident of San Francisco. He is a naturalized U.S. citizen. Thaddeus J. Laboda, 64, joined the SIU in the pert of New York in 1953 sailing as an oiler. Brother Laboda graduated as a third assist­ ant engineer in 1969 from the SIUDistrict 2 MEBA Engineering School in Brooklyn, N.Y. Seafarer Laboda was on the picket line in the 1962 Robin Line beef. He is a veteran of the U.S. Army in World War II. A native of Philadelphia, he is a resi­ dent of Pleasantville, N.J. Edison R. Brown, 65, joined the SIU in 1948 in the port of New York sailing as an OS for 30 years and during the Vietnam War in 1964. Brother Brown was born in Lumberton, N.C. and is a resident of Reisterstown, Md. Reino J. Pelaso, 59, joined the SIU in 1947 in the port of New York sailing as a fireman-watertender. Brother Pelaso sailed 32 years. He was born in Finland and is a resident of Vallejo, Calif. Arthur Opsal, 65, joined the SIU in the port of Mobile in 1955 sailing as an AB. Brother Opsal sailed 26 years and attended the 1970 Piney Point Crews Conference No. 9. He was born in New Jersey and is a resi­ dent of Mobile. Nonnan H. Peppier, 52, joined the SIU in 1947 in the port of Nor­ folk sailing as an AB. Brother Pep­ pier was bom in Pennsylvania and is a resident of Wachapreague, Va. Abe Rosen, 66, joined the SIU in the port of Baltimore in 1955 sailing as a cook. Brother Rosen is a U.S. Army veteran of World War II. He was born in Baltimore and is a resi­ dent of Los Angeles. Walter Sedej, 66, joined the SIU in the port of San Francisco in 1961 sailing as a pumpman. Brother Sedej sailed 33 years, part of that time for the SUP. He was born in Trieste, Italy and is a resident of Roseland, N.J. Seafarers Welfare, Pension and Vacation Plans Cash Benefits Paid Number May 27 - June 23,1976 MONTH TO DATE SEAFARERS WELFARE PLAN ELIGIBLES Death In Hospital Daily @ $1.00 In Hospital Daily @ $3.00 Hospital & Hospital Extras Surgical Sickness & Accident @ $8.00 Amount YEAR TO DATE MONTH TO DATE YEAR TO DATE Optical : Supplemental Medicare Premiums 14 312 157 7 2 4,776 3 109 9 73 3,614 1,544 74 13 31,380 8 749 170 $ 40,898.31 312.00 471.00 206.00 206.00 38,208.00 928.00 3,307.60 998.60 $246,657.86 3,614.00 4,632.00 15,414.34 966.00 251,040.00 2,285.29 22,198.15 8,278.40 DEPENDENTS OF ELIGIBLES Hospital & Hospital Extras ...: Doctors' Visits In Hospital Surgical Maternity i Blood Transfusions Optical 346 91 103 13 — 106 2,305 482 613 105 6 657 89,998.19 3,409.02 16,511.91 4,350.00 — 3,126.90 643,450.00 19,467.62 96,919.92 36,400.00 372.00 18,701.34 .. PENSIONERS & DEPENDENTS Death : Hospital & Hospital Extras Doctors' Visits & Other Medical Expenses .. Surgical Optical Blood Transfusions Special Equipment Dental Supplemental Medicare Premiums SCHOLARSHIP PROGRAM TOTALS Total Seafarers Welfare Plan Total Seafarers Pension Plan Total Seafarers Vacation Plan Total Seafarers Welfare, Pension & Vacation 15 177 114 11 64 — 7 — 2,072 65 973 612 72 343 1 15 5 10,355 — 63 8,508 2,525 1,453 12,486 54,297 12,464 7,791 74,552 59,000.00 35,063.71 4,953.24 1,065.00 1,882.87 1,210.03 — 14,709.30 239,493.30 164,477.50 25,964.05 13,980.00 9,178.09 258.00 2,336.32 1,156.00 74,162.40 23,000.73 320,815.68 638,630.96 656,135.84 $1,615,582.48 1,924,331.31 3,149,419.55 3,863,085.32 $8,936,836.18 Paul T. Boudreaux, 55, joined the SIU in 1942 in the port of New Or­ leans sailing as a bosun. Brother Boudreaux sailed 38 years and was on the Delta Line shoregang from 1952 to 1975. He was born in New Orleans and is a resident of Harahan, La. Konrad M. Frovag, 65, joined the SIU in 1949 in the port of Detroit sailing as an AB for Browning Lines. Brother Frovag was also a deck dele­ gate. He was bom in Norway and is a resident of Brooklyn, N.Y. George E. Hair, Jr., 58, joined the SIU in the port of New York in 1958 sailing as a chief steward. Brother Hair sailed 35 years. He is a veteran of the U.S. Army in World War II. Born in Salt Lake City, Utah, he is a resident of Lynwood, Wash. Frank L. Lamberti, 69, joined the SIU in 1949 in the port of New York last sailing as a bosun and chief mate. Brother Lamberti had sailed 53 years. He is a veteran of the preWorld War II U.S. Navy. A native of New York City, he is a resident of Long Beach, Calif. Pablo La Torre, 59, joined the SIU in 1943 in the port of New York last sailing as a chief cook. Brother La Torre sailed 36 years. He was on the picket line in the 1971 maritime strike. Born in Puerto Rico, he is a resident of Staten Island, N.Y. where he plans to do some deep sea fishing in his retirement time. William L. McRae, 78, joined the SIU in the port of Tampa in 1955 sailing as a cook. Brother McRae sailed 25 years. He was born in Phil­ adelphia and is a resident of San Francisco where he'll resume his hobby as a musician. Franklin F. Reid, Jr., 63, joined the SIU in 1943 in the port of Tampa sailing as a fireman-watertender and second assistant engineer. Brother Reid sailed 33 years and was a ship delegate. He was also a member of the old International Sailors Union and of District 2 Marine Engineers Beneficial Association. Bom in Jack­ sonville, he is a resident of Tampa. James Terry, 57, joined the SIU in 1944 in the port of Mobile sailing as a cook. Brother Terry sailed 33 years and was on the Seatrain shoregang in Weehawken, N.J. in 1971. . He was also on the picket line in the 1961 Greater N.Y. Harbor strike and in the District Council 37 beef in 1965. Seafarer Terry was born in Honduras and is a resident of New York City. Frank A. Leonard, 64, joined the SIU in the port of New Orleans in 1954 sailing as an AB. Brother Leonard sailed 27 years and was a ship's delegate. He is a veteran of the U.S. Army infantry. Born in Thibodaux, La., he is a resident of Slaughter, La. Deposit in the SIU Blood Bank— It's Your Life Page 14 Seafarers Log �\/ ;^ New SlU Pensioners George W. McAlpine, 65, joined the SlU in 1943 in the norr of New York sailing astosun and last sailing as a, chief electrician. Brother Mc­ Alpine sailed 33 years, walked the picket line in the 1962 Robin Line beef and attended a Piney Point Crews Conference. He was born in London, Ontario, Canada and is a resident of Andover, N.J. Recertified Bosun Francis J. McGarry, 49, joined the SIU in 1946 in the port of Philadelphia sailing as a bosun since 1959. Brother McGarry graduated from the Bosuns Recertification Program in December 1975. He was on the picket line in the 1961 N.Y. Harbor and the 1965 District Council 37 strikes. Born in Pennsyl­ vania, he is a resident of Charleston, S.C. with his wife, Adele. Claire F. Otis, 65, joined the SIU in the port of Duluth in 1951 sailing in the steward department. Brother Otis is a veteran of the U.S. Army in World War II. He was born in Minne­ sota and is a resident of Minneapolis, Minn. Marion N. Parker, 49, joined the SIU in the port of Norfolk in 1950 sailing as an AB. Brother Parker sailed 28 years and got a 1960 Per­ sonal Safety Award from the Union for sailing aboard an accident-free ship, the SS Alcoa Polaris. He also got a 1955 crew commendation while riding the SS F.C. Collin. Seafarer Parker was a deck and ship's dele­ gate, walked the picket line in the 1946 General Strike, 1947 Isthmian Line beef, Norfolk coal miners strike, and Puerto Rican cannery workers dispute. He also did organizing at the Atlantic Line in Philadelphia and at the South Trading Co., attended the Sheepshead Bay Training School in Brooklyn, N.Y. in 1945, and was a member of the Sailors Union of the Pacific from 1945 to 1950. Born in Raleigh, N.C., he is a resident of Williamsburg, Va. Robert E. Porter, Jr., 56, joined the SIU in 1943 in the port of New York sailing as a cook. Brother Porter sailed 29 years and during the Vietnam .War. He is a U.S. Navy veteran of World War II. A native of Spokane, Wash., he is a resident of San Francisco. Reginald A. Preston, 72, joined the SIU in the port of Detroit in 1961 sailing in the steward department, Brother Preston sailed 46 years. He was born in Hanover, Mich., and is a resident of Ossineke, Mich. Oscar A. Rosenfelt, 75, joined the SIU in the port of Lake Charles, La. in 1953 sailing as a fireman-watertender. Brother Rosenfelt was born in Voleqe, Russia and is a naturalized American citizen. He is a resident of Long Beach, Calif. Chester G. Spaeth, 65, joined the SIU in the port of Frankfort, Mich, in 1953 sailing as an OS. Brother Spaeth sailed 47 years and is a World War II veteran of the U.S. Army. He was born ih Manitowoc, Wise, and is a resident there. Petros A. Lazaropoulos, 60, joined the SIU in the port of New York in 1959 sailing as a cook. Brother La­ zaropoulos sailed 29 years and did picket duty in the 1962 Robin Line strike. He attended a 1964 Seafarers Upgrading Program and is also a veteran of the Greek Army. Bom ki Patras, Greece, he is a resident there. George M. Craggs, 57, joined the SIU in 1947 in the port of New York sailing as a junior deck engineer, chief pumpman and chief steward. Brother Craggs sailed 33 years. He received a 1961 USPHS Certificate of Sanitation for "high standards of food service" while riding on the SS Laffite (Waterman). Seafarer Craggs is also a veteran of the preWorld War n U.S. Navy and sailed for a while with the SlU-afliliated Inland Boatmen's Union. A native o* Illinois, he is a resident of West Frankfort, 111. James Jordan, 64, joined the SIU in 1944 in the port of Norfolk sailing as a chief steward, brother Jordan sailed 33 years. He was born in Mo­ bile and is a resident there. Malcolm J. Stevens, 54, joined the SIU in the port of San Francisco in 1960 sailing as a cook. Brother Stevens sailed 26 years and walked the picket line in the 1961 N.Y. Har­ bor strike. He is a World War II veteran of the U.S. Coast Guard. Born in Galveston, he is a resident there. James H. Whitaker, 60, joined the SIU in the port of New York in 1963 sailing as a deckhand for the ErieLackawanna Railroad from 1945 to 1976. Brother Whitaker was born in Jersey City, N.J. and is a resident of Bayonne, N.J. Neut Williams, 65, joined the SIU in the port of New York in 1958 and last sailed as a chief steward. Brother Williams sailed 39 years and is a veteran of the U.S. Army. He was born in Laurel, Miss, and is a resi­ dent of New Orleans. Ching S. You, 64, joined the SIU in the port of New York in 1961 and last sailed as a chief steward. Brother You sailed 20 years and was on the picket line in the 1961 N.Y. Harbor strike. He was born in Shanghai, China and is a U.S. naturalized citi­ zen. Seafarer You is a residetit of New York City. Eddy B. Pascua, 72, joined the SIU in the port of Seattle in 1960 sailing as a chief cook. Brother Pas­ cua sailed 34 years. He was born in Santa Isur, P.I. and is a resident of San Francisco. Jewel Bennett, 55, joined the SIU in the port of San Francisco in 1964 sailing as a cook for 20 years. Brother Bennett is a veteran of the U.S. Army in World War II. He was bom in Marshall, Tex. and is a' resident of San Jose, Calif. Francisco Cornier, 65, joined the SIU in 1942 in the port of Mobile sailing as a bosun. Brother Comier sailed 44 years. He was born in Guyanilla, Puerto Rico and is a resident of Santurce, P.R. Benjamin R. Le Blanc, 64, joined the SIU in 1943 in the port of Bos­ ton sailing as deck maintenance. Brother Le Blanc sailed 39 years. He was born in Massachusetts and is a resident of Seattle. Ellis B. Gaines, 61, joined the SIU in 1943 in the port of New York sail­ ing as a chief steward. Brother Gaines sailed 34 years. He was bom in Ala-bama and is a resident of Mobile. Calvin McGahagin, 67, joined the SIU in the port of New Orleans in 1959 sailing as an AB. Brother Mc­ Gahagin sailed 32 years. He was born in Ocala, Fla. and is a resident of Tampa. Mark B. Hairelson, 65, joined the SIU in the port of Baltimore in 1957 sailing as an AB. Brother Hairelson sailed 35 years and is a pre-World War II veteran of the U.S. Navy. Hewas bom in Opp, Ala. and is a resi­ dent of Warrenton, Fla. Harold J. Grady, 65, joined the SIU in the port of New Yofk in 1961 sailing as a fireman-wktertender. Brother Grady sailed 40 years and during World War II. He had a sec­ ond assistant engineer's license and is a pre-World War II veteran of the U.S. Marine Corps. Born in Butte, Mont., he is a resident of Seattle. i x •f i. Elmer Kent, 50, joined the SIU in 1948 in the port of Baltimore sailing last as a third cook. Brother Kent sailed 30 years and walked the picket line in the 1961 Greater N.Y. Harbor strike. He was born in Baltimore and is a resident of Nyack, N.Y. Clyde H. Jernigan, 65, joined the SIU in the port of Savannah in 1951 ; i sailing as an AB. Brother Jernigan I sailed 27 years and is a veteran of ' the U.S. Army Infantry Corps from /1 1935 to .1938. He was born in Wayli cross, Ga. and is a resident of Oceanway, Fla. Jurel L. Powell, 64, joined the SIU in 1947 in the port of Detroit sailing as an AB. Brother Powell sailed for the Wyandotte Steamship Co. from 1952 to 1967 and for the Bob-Lo Steamship Co. from 1967 to 1976. He was born in Meyers, Ark. and is a resident of Miami. Charles B. Young, Jr., 64, joined the SIU in 1944 in the port of New York sailing in the steward department. Brother Young was born in Massachu­ setts and is a resident of Galveston. Page 15 July,1976 i- J �SIU pensioner Albert E. Wasstrom, 68, died in Haugesund, Norway on May 1. Brother Wasstrom joined the Union in 1944 in the port of New York sailing as a bosun. He sailed 49 years. Seafarer Wasstrom was born in Norway and was a natural­ ized C.S. citizen. He was a resident of Haugesund. Surviving are his father, Hugo, and a daughter, Mrs. Klara Torbjorsen, both of Haugesund. SIU pensioner Recertified Bosun, P WIIliam A. <<Uncle I I BUT Wallace, 63, died after open heart surgery in the Uni­ versity of Alabama Medical Center, Mo­ bile,on May 17. Bro­ ther Wallace joined the Union in 1949 in the port of Mobile. He sailed 39 years and was a graduate of the SIU Bosuns Recertication Program in Sept­ ember 1974. Seafarer Wallace was a veteran of the pre-World War II U.S. Navy. Bom in Gadsden, Ala., he was a resident of Mobile. Burial was in Pine Crest Cemetery, Mobile. Surviving are his widow, Rita and his son, William, Jr. SIU pensioner Andreas Vacontios, 72, passed away in Greece on May 1. Brother Vacontios joined the Union in the port of Houston in 1961 sailing as a fireman - watertender. He sailed 59 years and was a veteran of the U. S. Army in World War II. A native of Greece, he was a resident of Eort Lee, N. J. Seafarer Vacontios was a naturalized American citizen and was also a machinist. Surviving is a son, Antonios of Syros, Greece. i I .ft' k Richard S. Vanlandlngham, 50, died ^ of kidney infection in St. Luke's Hospital, Richmond, Va. on May 6. Brother Vanlandingham joined the SIU in the port of Baltimore in 1967 sailing as a chief engineer for the Steuart Transportation Co., Piney Point, Md. from 1964 to 1976. He was bom in Virginia and was a resident of Reedville, Va. Burial was in Roseland Cemetary, Reedville. Surviving are his widow, Mary; a son, Fred; a daughter, Jenifer; his parents, Mr. and Mrs. Alva C. Vanlandingham, and a grandson, Fred Woodie. SIU pensioner ? Ernest C. Vitow, 65, • succumbed to pneu­ monia in the Apollo Nursing Home, Mo­ bile on Apr. 21. Bro1 ^ ther Vitow joined the - f Union in 1939 in MoMbile sailing as a fireman-watertender for 30 years. He was born in Glassboro, N.C. and was a resi­ dent of Mobile. Bunal was in Pine Crest Cemetery, Mobile. Surviving is his widow, Elizabeth. :- Page 16 Ik IBU pensioner Ralph W. Bocco, 75, passed away in the Oswego (N.Y.) Hos­ pital on May 27. Brother Bocco joined the Union in the port of Detroit in 1960 sailing in the steward department and as an AB for the American Steamship Co. from 1961 to 1963. He sailed 47 years. A native of Oswego, he was a resident there. Sur­ viving are his widow, Mary, and a daughter, Mrs. Margaret Meglinao of Oswego. IBU pensioner Ralph A. Butts, 75, passed away in Grace Salvation Army Hos­ pital, Windsor, On­ tario, Canada on May 29. Brother Butts joined the Un­ ion in 1943 in the port of Detroit sailing as a firemanwatertender forthe Great Lakes Dredge Co. from 1957 to 1967 and for Dunbar & Sullivan in 1967. He was born in Canada and was a resident of River Rouge, Mich. Surviving are his sister, Mrs; Hilda Lahft of Sault Sainte Marie, Mich.; a nephew, Ross Butts of Tor­ onto, Canada; a niece, Mrs. Evelin Abby also of Toronto and a cousin, Mildred Gladies of Howard Lake, Ind. SIU pensioner Claud E* Denny, 68, succumbed to a heart attack in the Sharpstown General Hospi­ tal, Houston on Apr. 25. Brother Denny joined the Union in the port of Baltimore in 1955 sailing as an AB. He sailed 20 years. A native of Bluefield, W. Va., he was a resident of Houston. Burial was in Forest Park West Cemetery, Hous­ ton. Surviving are his widow, Beatrice; a son, Hershel, and his mother. Rose of Bluefield. Aaron B. Steven­ son, 60, died of em­ physema in the Re­ search Medical Cen­ ter, Kansas City, Mo. on Mar. 30. Brother Stevenson joined the SIU in the port of Wilmington in 1968 sailing as an oiler for 14 years. He was born in Versailles, Mo. and was a resi­ dent of Osawatomie, Kans. Burial was in Osawatomie Cemetery. Surviving are his widow, Georgia Leola and a son, Patrick. David C. Rich, 63, died on May 21. Bro­ ther Rich joined the SIU in the port of New York in 1968 sailing as a cook. He sailed 36 years and was a veteran of the U.S. Army in World War II. Born in Seattle, he was z resi­ dent of New York City. Surviving are his widow, Maud of Norfolk; his mother, Anna, and two sisters, Mrs. Neale Connolly of Newark, N.J. and Mrs. Lee Dioda of Mt. LakeTen, Wash. Thomas Williams, Jr. Ill, 31, drowned accidentally when he fell into the Missis­ sippi River near Destrehan, La. of! the SS Delta Sud (Delta Line) while working on May 1. Brother Williams joined the SIU in the port of New Orleans in 1975 sailing as an OS. He sailed four years. He was a veteran of the U.S. Army from 1963 to 1965. A native of New Orleans, he was a res­ ident of Gretna, La. Interment was in McDonoghville Cemetery, Gretna. Sur­ viving are his widow Vera; a son, Thomas; a daughter, Dana; his parents, Mr. and Mrs. Thomas Williams, Sr.; a brother, Issac, and an aunt, Earline Johnson of Gretna. Gordon G. Price, 48, succumbed to a respiratory obstruc­ tion in the Baltimore USPHS Hospital on Apr. 28. Brother Price joined the SIU in the port of Balti­ more in 1970 sailing as a fireman-watertender. He.sailed 20 years and was a veteran of the U.S. Navy in World War II. A native of Mt. Olive, N.C., he was a resident of Baltimore. Burial was in Evergreen Memorial Gar­ dens Cemetery, Finkburg, Md. Surviv­ ing are his widow, Edith; his parents, Mr. and Mrs. Norwood Price of Ra­ leigh, N.C. and a brother, Dempsey of Owingsmills, Md. SIU pensioner Eugene E. Engelhardt, 68, died of heart failure in Slidell. La. on May 7. Brother Engelhardt joined the Union in 1944 in the port of Philadelphia sailing as a deck engineer and in the steward department for 32 years. He was born in New Orleans and was a resident-of Slidell. Burial was in Evergreen Ceme­ tery, Gulfport, Miss. Surviving are his sister and brother-in-law, Mr. and Mrs. Carl L. (Esther) Wallace of Gulfport. SIU pensioner Anthony B. Womwoll, 73, passed away on June 21. Brother Womwall joined the Union in the port of Buffalo in 1956 sailing' as a fireman - watertend­ er. He sailed 50 years. A native of Eng­ land, he was a naturlized U. S. citizen and was a resident of River Rouge, Mich. Leo A. Wolf, Jr., 52, died from a fall on the SS Del Sol (Delta Line) on June 5. Brother Wolf joined the SIU in the port of Mobile in 1956 sailing as a cook. He was born in Norfolk and was a resident of Mobile. Seafarer Wolf was a veteran of the U.S. Navy in World War II. Surviving is his vi-idpw, Flynn; a daughter, Lee Ann, and his mother, Mrs. Katherine McGoon of Norfolk. George A. Kiehm, 57, died on Apr. 27. Brother Riehm join­ ed the SIU in 1948 in the port of New York sailing as a chief steward. He sailed W 30 years. Seafarer T . Riehm was a veteran of the U. S. Army in World War II. A native of New Orieans, he was a resi­ dent there. Surviving are his widow, Grace and his mother, Mary, both of New Orleans. Sulev Pors, 50, died of a heart attack on Apr. 25. Brother Pors joined the SIU in the port of New York in 1969 sailing as a bosun. He sailed 14 years. Seafarer Pors was a graduate of the Piney Point Lifeboat Course. Born in Estonia, he was a resident of Yonkers, N.Y. Cremation was in Fresh Pond Crematory, Middle Village, N. Y. Surviving are his brother, Evald of the Bronx, N. Y. and a nephew, Leroy E. Pors of Yonkers. William Lennox, 62, died on May 30. Brother Lennox join­ ed the SIU in the port of New Orleans in 1 959 sailing as a saloon bartender. He walked the picket line in the Robin Line strike of 1962 and in the 1961 Greater N.Y. Harbor beef. Seafarer Lennox was a veteran of the U.S. Army in World War II. Born in Providence, R.I., he was a resident of San Francisco. Surviv­ ing is his Father James of Providence. SIU pensioner Ahmed Ali Ahmed, 75, died of natural causes in Al Musalla, Yemen on May 29. Brother Ahmed join­ ed the Union in 1944 in the port of New Orleans sailing as a fireman-watertender. Seafarer Ahmed sailed 45 years. He was born in Al Ashsha, Yemen and was a resident of Sanaa, South Yemen. Surviving are his widow, Sakia Haila; three sons, Alawi Ahmed Adaher Ali of Sanaa, Ali Sad Yacen and Mohamhed Ahmed Kalaz, both of Brooklyn, N.Y., and two brothers, M. Nagi Elassrie of Brooklyn and Saad Saleh Mokbel of Maalla, Aden.Leo J. Kulakawski, 57, died aboard the SS Thomas Jeff­ erson (Waterman) on June 21. Brother Kulakawski joined joined the SIU in the port of New York'in 1951 sailing as a reefer engineer. He sailed 36years. Born in Jacksonville, Ohio, he was a resi­ dent of Trimble, Ohio. Surviving are his mother, Susana of Gloucester, Ohio and a brother, Joe Paul of Trimble. Jesse B. Trynor died on May 26. brother Trynor joined the SlU-affUiated IBU in 1973-in the portpf Norfolk sailing as a wiper for the Allied Towing Co. He was a resident of Chesapeake, Va. Seafarers Log �\/ John S. Metcalfe, Jr., 57, died of lung cancer in the Maritnez, (Calif.) Veter­ ans Administration Hospital on May 2. Brother Metcalfe, joined the SIU in the port of San Fran­ cisco in 1965 sailing as a chief electri­ cian. He sailed 40 years and for the Military Sealift Command in the Far East. Seafarer Metcalfe was a preworld War II and World War II vet­ eran of the U.S. Navy. He also attended the HLSS in Piney Point, Md. Bom in Denver, Colo., he was a resident of Walnut Creek, Calif. Internment was in Queen of Heavens Cemetery, Lafay­ ette, Calif. Surviving is his widow, Reba; his parents, Mr. and Mrs. John S. Metcalfe, Sr. of Kansas, and a brother, Richard of Denver. James H. "John" Merk, 70, died on Jan. 11. Brother Merk joined the SIU in the port of New Orleans in 1963 sail­ ing in the steward de­ partment. He sailed 21 years. Seaferer Mefk was born in Whitesburg, Ga. and was a resident of New Orleans. Surviving is his widow, Adel of Chat­ tanooga, Tenn. SIU pensioner Eugene L. Staric, 51, died on June 16. Brother Stark joined the Union in the port of New Orleans in 1955 sailing as a chief cook. He sailed 25 years, part of that time with the Sailors Union of the Paci­ fic (SUP). Seafarer Stark was also a veteran of the U. S. Army in World War II. A native of New Orleans, he was a resident of the port of Seattle. Surviving are his daughter, Barbara of New Orleans and his mother, Mrs. Esther S. Williams of Baker, Mont. Charles H. Ogeron, Sr., 49, died of Ar­ teriosclerosis on. Apr. 14. Brother Ogeron joined the IBU in Port Arthur in 1961 sailing as a deckhand for the D. M. Picton Towing Co., Sabine Towing Co., the G&H Towing Co., and the Grand Towing Co. He was a HLSS grad from fort Arthur. A native of Berwick, La., he • was a resident of Houston. Burial was in Berwick Memorial Cemetery. Sur­ viving are his widow, Wanda; a son, Charles of Houston, and his parents, Mr. and Mrs. Edward Ogeron. Ruben S. Somarriba, 43, died in Costa Rica on Jan. 30. Brother Somar­ riba joined the SIU in the port of New York in 1968 sailing as an AB. He sail­ ed 11 years. Seafarer Somarriba was an upgrader at Piney Point in 1969. Born in Nicaragua, he was a resident of New York City. Burial was in General Cemetery, San Jose, Costa Rica. Sur­ viving are his widow, Gertrudis; two sons, Ernesto and Francisco, all of New York City, and a brother, Brisa of San Jose. , , July, 1976 IBU pensioner David W. Rudolph, 68, succumbed to heart failure in the Baltimore USPHS Hospital on Apr. 30. Brother Rudolph joined the imion in the port of Baltimore in 1960 sailing as a bargeman and deck­ hand for the Baltimore & Ohio Rail­ road from 1936 to 1964. He was born in Cumberland, Md. and was a resident of Baltimore. Burial was in Woodlawn Cemetery, Baltimore. Surviving are his widow, Nellie; two sons, David and John, and two daughters, Elaine and Jacqueline. ! SIU pensioner Eugene C. Hoff­ mann, 60, died of a heart attack in the New Orleans USPHS Hospital on May 8. Brother Hoffmann joined the Union in the port of New York in 1955 sailing as a fireman-watertender. He sailed 35 years. Born in New Orleans, he was a resident of Meraux, La. Burial was in St. Joseph Cemetery No. 2, New Orleans. Surviving are his widow, Amelia; three sons, Manuel, John and Glenn; a stepson, Silvay; a step-daughter, Carol L. Diaz, and an uncle, Charles Welson of New Orleans. Henry J. Boron, 53, died on board the SS Columbia (Ogden Marine) on May 8. Brother Boron joined the SIU in 1945 in the port of New Orleans sailing as an electrician. He sailed 34 years and during the Vietnam War. Born in Pennsylvania, he was a resident of Avondale, La. Surviving are his widow, Grace and a sister, Cecelia of New Castle, Pa. SIU pensioner Matthew Bruno, 65, died on June 5. Bro­ ther Bruno joined the Union in 1941 in the port of Baltmore sailing as a bosun. He sailed 20 years. A native of Paterson, N.J. he was a resident there when he passed away. Surviving are two sisters, Mrs. Betty Certaro and Mrs. William Jones, both of Paterson. Noble H. Garriott, Sr., 49, died of a heart attack in the Houston Veterans Administration Hospital on May 24. Brother Garriott joined the SIU in Port Arthur in 1967 sailing as a deckhand, tankerman, captain and pilot for the Caribe Corp. and Slade Inc. in 1967, Interstate Oil Co. in 1972-1973,1975-6 and for the Sabine Towing Co. in 1974. He attended the Lundberg School in Piney Point, Md. in 1974 and was a veteran of the U. S. Army in World War II. Born in San Augustine County, Texas, he was a resident of Beaumont, Texas. Internment was in Forest Lawn Memorial Park Cemetery, Beaumont. Surviving are his widow^ Clytie; two sons. Noble, Jr. and Pascal Dewayne; three daughters, Corbelia, Shirley and Cynthia, and his parents, Mr. and Mrs4 William Garriott. IBU pensioner James H. Perry, 69, died on May 31. Brother Perry joined the Union in the port of Sault Saint Marie, • Mich, in 1961 sailing as a dredgeman •JHIi^^flHfor the Great Lakes Dredge Co. from 1929 to 1972. He was bom in Barbeau, Mich, and was a resident of Sault Sainte Marie. Surviv­ ing are his widow, Helen; a brother. Nelson and a nephew, James of Lans­ ing, Mich. Vemon F. Baum, Sr., 55, died of a heart attack in the Norfolk USPHS Hospital on May 24. Brother Baum joined the iSIU-affiliated IBU in the port of Norfolk I in 1959 sailing as a deckhand for the Chesapeake and Ohio Railroad Co. from 1947 to 1976. He was a veteran of the U.S. Army in World War II. Born in Portsmouth, Vs., he was a resident of Hampton, Va. Bur­ ial was in Greenlawn Cemetery, New­ port News, Va. Surviving are his widow, Louise; his mother, Sadie; his uncle, James R. Idle of Detroit, and his step­ father, B. W. Baum. Edward "Eddie" Sandherg, 55, died on Jan. 7. Brother Sandberg joined the SIU pensioner Charles F. Achoy, SlU-affiliated IBU in the port of Duluth in 80, died of lung dis­ ease in Mount Ver­ 1959 sailing as an OS for 16 years. Bom in non (N. Y.) Hospital Minnesota, he was a on May 29. Brother resident of Alexandria, Minn. Interment Achoy joined the Union in 1943 in the was in Christian Union Cemetery, Holmes City, Minn. Surviving is a sister, I port of New York Mrs. Melvin (Ann) Nicholas of Alex^^ sailing as a chief steward. He sailed 17 years and received an SIU Personal andria. Safety Award in 1960 for sailing aboard Alfred J. O'Con- an accident-free ship, the SS Chickasaw. nell, 46, died on Apr. Seafarer Achoy was also an accountant. 21. Brother O'Con- A native of Trinidad, the British West nell joined the SIU in Indies, he was a resident of Mount Ver­ the port of New York non. Internment was in Ferncliff Ceme­ in 1958 sailing as an tery, Mount Vernon. Surviving are his AB. He sailed 24 widow, Rita and his son, Christopher years. Seafarer O'- of the Bronx, N.Y. Connell was a U.S. IBU pensioner Anthony J. NowatArmy infantry veteran of post-World skl, 79, died of a heart ailment in the War II. Born in Boston, he was a resi­ De Barry (Fla.) Manor Hospital on dent there. Surviving is his widow, Shir­ Apr. 5. Brother Nowatski joined the ley, and his mother, Mary of Boston. union in the port of Philadelphia in 1960 sailing as a cook for the Curtis Bay Towing Co. from 1950 to 1966. SIU pensioner Edward A. Lane, 70, He sailed 19 years. A native of Atlan­ passed away on May 2. Brother Lane tic County, N. J., he was a resident of joined the Union in 1938 in the port of Deltona, Fla. Burial was in De Land Boston sailing as a fireman-water(Fla.) Memorial Gardens Cemetery. tender. He sailed 31 years. Born in Surviving are a brother, Joe of Keyser, Massachusetts, he was a resident of W. Va.; a sister, Mrs. Thomas MaronLakewood, Calif. Interpment was in ski, and a nephew, Tom, both of Phila­ Luyben Faraily Mortuary, Long Beach, delphia, and a niece, Florence Pedroni, Calif. Surviving is his widow, Mary. also of Philadelphia. SGHQUE Port New York .. Philadelphia ... Baltimore ...... Norfolk Jacksonville .... Detroit Houston New Orleans .... Mobile San Francisco ... Wilmington .... Seattle Piney Point San Juan Columbus Chicago Port Arthur .... Buffalo St. Louis Cleveland Jersey City Date Deep Sea IBU 5:00 p.m. Aug. 2 2:30 p.m. 5:00 p.m. Aug. 3 2:30 p.m. 5:00 p.m. Aug. 4 2:30p.m. 5:00 p.m. Aug. 5 9:30 a.m. Aug. 5 2:00 p.m. Aug. 6 2:30 p.m. 5:00 p.m. Aug. 9 — 5:00 p.m. Aug. 9 2:30 p.m. 5:00 p.m. Aug. 10 2:30 p.m. 5:00 p.m. Aug. 11 2:30 p.m. Aug. 12 2:30 p.m. Aug. 16 2:30p.m. Aug. 20 2:30 p.m. Aug. 14 10:30 a.m. ,... 10:30 a.m Aug. 5 2:30 p.m. Aug. 21 — 5:00 p.m. Aug. 10 — 5:00 p.m. Aug. 10 — 5:00 p.m. Aug. 11 — 5:00 p.m. Aug. 12 — 5:00 p.m. Aug. 12 — Aug. 9 ....... — 5:00 p.m. UIW ».». 7:00 p.m. >. •. 7:00 p.m. ,... 7:00 p.m. 7:00 p.m. . 7:00 p.m. — 1:00 p.m. Page 17 ' -4' -.4 \ If 1 r ! i: �AT SEA Both Won SIU Scholarships Brother and Sister Find Rewarding Careers SS Delta Bros// The master of the SS Delta Brasil (Delta Line), Capt. James L. Cox, was met at the Medford, Ore. airport by the entire fourth grade class of the Grace Christian School last month. He is the pen pal of the adopted class writing to them for sev­ eral months under the "Adopt-a-Ship-Plan" sponsored by the Propellor Club of the United States. Capt. Cox decided to make the side trip to Medford on his way home to Seattle •on leave. At the airport he spent the afternoon answering the youngsters' innumer­ able questions about his travels on the high seas. SS Del Sol A lifeboat radio demonstration was held aboard the SS Del Sol (Delta Line) recently off the port of Libreville, Gabon. It was part of a routine fire and boat drill conducted by the ship s master, Capt. R. A. McDonald who showed the use of the lifeboat radio. Looking on were the following SIU members: Abs R. A. Christensen; J. T. Wolff; C. H. Ward; J. Sanders; S. Whitfield; H. Colar, and F. Kittchener; Recertified Bosun Reinus Lambert; OS D. Reeves; S. Wyre, and S. Rowe; Engine Utility W. Yudovishes; Messmen E. Lane; R. Sanderson; M. Armstead, and J. Robinson; Third Cook A. Alexander; Chief Steward A. R. Booth; Galley Utility R. Adams; Steward Utility C. Jones; Wipier A. Rehm; FOWT J. Tramontanic; Chief Electrician V. Brunell; Second Electrician R. Villagran, and Oiler L. Wright. SS Massachusetts Late last month the 265,000 dwt supertanker SS Massachusetts (International Ocean Transport) sailed from the port of.Dubai, Oman after temporary repairs were made to machinery damage from flooding in her engine room. SS John Penn On or about Aug. 1, the SS John Penn (Penn Tanker) will sail from a Gulf port with a 1,000-metric tons of wheat flour bound for a port in Sri Lanka. SS Ogden Champion Early this month, the tanker SS Ogden Champion (Ogden Marine) carried 35,000-tons of flour from the Gulf to a Russian port in the Black Sea. With the help of the SIU Scholarship Program, former tugboat deckhand and IBU member Arthur J. Schwarmann was able to send two of his children to fine colleges and see them launched on professional careers. Brother Schwarmann was a member of the former Railway Marine Division of the SlU-afliliated Inland Boatmen's Union. He worked for the Penn Central Raihoad from 1940 to 1974. His daughter, Linda Samuels, won the four-year award in 1965 and grad­ uated magna cum laude from Fairleigh Dickinson University in New Jersey in 1969. Upon graduation, she went to work for the New Jersey Bell Telephone Company as a service adviser, teaching customers to use their office switch­ board systems. "This first job was in the lower steps of management," Mrs. Samuels told the Log. "I would not have been hired with­ out a college degree. The SIU scholar­ ship set the pattern for my whole life. Also, the excellent public school system in Leonia, N.J., where we grew up, pre­ pared us for college careers." "At the time 1 was hired, the climate was building for giving women a chance," Mrs. Samuels explained. She was promoted up the line and today is a traffic manager at New Jersey Bell in charge of personnel and administration for 425 operators. "It's quite a chal­ lenge and I love it," she added. Mrs. Samuels also is active in the scouting movement. Attended Cornell SS Zapata Patriot Another tanker, the new SS Zapata Patriot (Zapata Bulk) in the middle of this month traveled with 32,000-tons of heavy grain to a Soviet Black Sea port from the Gulf. SS Mount Navigator Also in the middle of this month, the tanker SS Mount Navigator (Mount Ship­ ping) will sail from a U.S. North Pacific port to Pusan, Korea with'30,000-metric tons of bulk wheat. He's a Night Engineer Brother Schwarmann's son, won the SIU four-year scholarship in 1969. He attended Cornell University in Ithaca, N.Y., and graduated in 1973 as a po­ litical science major. Summer jobs as a housepainter, loans, and an additional Cornell scholarship helped him com­ plete his college course. Upon graduation he took time off to travel around the country and com­ pleted a semester of graduate school at Fairleigh Dickinson University. The job market was tight, but he managed to find work in a warehouse and as a rail­ road yard clerk. Roy Schwarmann In the fall of 1974 he took the Fed­ eral Service Entrance Examination for civil service jobs. After waiting a year, he was interviewed and hired by the Internal Revenue Service as a revenue officer. "Now I have something to look for­ ward to," declared Schwarmann, who is now married. "In the IRS, you can work your way up and it is interesting work as well. With so many other ap­ plicants, I doubt I would have gotten the interview without the excellent edu­ cation the SIU helped finance." One of his major duties is tracking down em­ ployers who don't turn over withhold­ ing tax funds to the Government. "It's really the employee's money, Schwar­ mann explained, "but you would be amazed how many employers do this." Commenting on the SIU scholarship fund, Brother Arthur Schwarmann said, "I can only speak highly of the whole deal considering the position I'm in. With two children in the family winning, it was a real burden off my back." "The Schwarmann's have three other sons. Two won scholarships to attend Rutgers University and now serve in the U.S. Air Force. The third, who is graduating high school this month, won a scholarship from Princeton Univer­ sity. Atcoholism is a major problem. One out of every 10 Americans who drink has a serious drinking problem. Alcoholism is a disease. It can he treated. .A 1967 HLSS grad, Night Engineer Sandy Seabrook of the SS Transindiana (Seatrain) pulls out a burner while watching the engine gauge on the ship in Weehawken, N.J. recently. Page 18 Seventy-one cents of every dollar spent in shipping on American-flag vessels remains in this country, making a very substantial contribution to the national balance of payments and to the nation's economy. Use U.S.-flag ships. It's good for the American maritime industry, the Ameri­ can shipper, and America. Seafarers Log m �jr Seafarer, 45, Receives HS Diploma at Lundeberg School Seafarer Heine Morales, from New York recently received his high school diploma through the General Educa­ tional Development (GED) program at the Lundeberg School in Piney Point, Md. Seafarer Morales, originally from Puerto Rico, dropped out of school in 1946 when he was 15 years old. He be­ came a Seafarer in 1970. Brother Morales learned of the School's GED program through the Seafarer Log. This was his first visit to the Lundeberg School and when asked why he decided to come to HLS to get his diploma, he said, "A diploma is very important in life and an opportunity is given here to obtain it." Very impressed with the school's GED program. Seafarer Morales noted, "the program has wonderful teachers. They have more patience and under­ standing and take more interest in the students' learning." Morales, who sails in the deck de­ partment, plans to come back to the Heine IVrorales Lundeberg School to upgrade his job skills because he says he is "still learn­ ing". Brother Morales added he would recommend the GED program at HLS to anyone who wants to further his edu­ cation. All SIU members are strongly urged to fill out the revised bene­ ficiary card yvhich went into effect in January of 1975. Hie beneficiary card contains important information which helps insure that you and your dependents receive aU the bene­ fits to which you are entitled. If you have not filled oht the revised beneficiary cards, please do so as soon as possible. Just ask the agent in your port for a card or write for one to: Sea­ farers Welfare and Pension Plan,^ 275 20th St., Brooklyn, N.Y. 11215. f^farers Plans Must Hate Member^ Latest Address Became of the Employee Retirement Income Security Act of 1974 (often referred to as the Pension Reform Act) it is extremely important that the latest correct address of each member be on file. If the Seafarers Plans have your latest address, you will be able to receive all the neces­ sary and vital material which is required to be sent to you under the new Law. It is also very important that the Plans be aware of your marital status. Therefore, you are strongly urged to fill in the form below and send it to: Claims Department, Seafarers Welfare and Pension Plans, 275 20th St., Brooklyn, N.Y. 11215,^ Seafarers Wdfaie and Fciudoii Flans -Fermanent Address Print ASHORE Last Name Ex-Seafarer Ralph G. Wilson, U.S. Navy (1943-63) retired machinist mate firstclass, writes about receiving the Seafarers LOG: ". . I immediately sat down and commenced reading the LOG as always is my custom. "In the center fold of the. April edition . ,. were pictures and an article about the Cable Ship Long Lines. Looking at the pictures and reading the article brought back to mind the two different times I was a crewmember of the Long Lines when we laid cables, the first from Florida to the Virgin Islands and the second from New Jersey to France. "I am a member of the Universal Ship Cancellation Society and collect (stamp) covers in reference to events pertaining to the Navy, Coast Guard and merchant marine. Events such as the laying of the keel, launching, commissioning, etc. I would like to correspond with: "1. AT&T to obtain a tentative schedule of the completion of the present cable lay and schedule of future cable lays. "2.1 would like to correspond with the master or the person who would apply the appropriate cachet to envelopes when the cable lay is completed ..." Pari of Duluth, Minn. Recent SIU retiree Elaine F. Otis says to the membership: "I'm very happy to receive my pension but on the other hand a little unhappy on leaving the active life of a seaman. "There are many thing I'm going to miss and particularly my fellow members of the SIU." New Orleans Delta Line is considering building a feeder fleet for several of its LASH opera­ tions due to the rapidly changing cargo trends out of the Gulf. The company is also considering the construction of new ships for heavy lift or out-size cargoes. The line's head, Capt. J. W. Clark, cites a diversification trend from argicuJture to manufacturing in the region which the company serves, the Mississippi Valley. He credits the manufacturers who located near the river for its low export cost and Delta's LASH door-to-door service to the world for the region's prosperity. Outbound the line's ships carry autos and parts, telescopes, telephone equip­ ment, citronella oil, flaked gum lac, road building machinery, gingerale, petro­ latum, bulgur wheat, musical instruments and believe it or not, wastepaper. Inbound they carried high tensile reverse twist barbed wire, industrial gloves, pressurizer for a steam generator of a nuclear plant, canned meat, lumber, Argen­ tine honey, lactic casein, Paraguayan white sugar, brake linings and soluable coffee. First Name Puerto Rico has long been known as one of the U.S.'s best export customers, and last year the island republic bought $3-billion worth of America's goods. The SlU-contracted Puerto Rico Marine Management, Inc. (PRMMI) which is the private operator of the 20-month-old government's cargo line, Navieras de Puerto Rico (Puerto Rico Maritime Shipping Authority), sees clear sailing ahead in long range plans it has to buy new ships for their fleet. The line hopes to be able to start spending around $500-million in the next 10-15 years in order to refurbish. In the last six months the line, which has 10 weekly southbound sailings from six East Coast and Gulf ports, saved $200,000 in fuel costs. Between February and April 1976,90 percent of their cargo moved from the docks here to Mayaguez and Ponce on the first day of unloading, nine percent moved on the second day and only one percent on the third day. By next October, the line expects to save $42.5-million because of increased efficiency. Middle Initial Date of Birdi • . »> •• • • •«• • Mo 7-Day / Year''r:- Fermanent Address .. Print . Last Name ^ • Number and Street Middle Initial'' First Name iCity State Zip Code ant.*. Mo' / Day. - / . Year; ., July, 1976 •.V-v i V' f ^»... «...... fi^rst Year of SIU, IBU Employment ........,.. Spouse's Name Print Tiif San Juan vNumber and Streej I San Juan Committee Soc. Sec. #. • SIU • IBU check one Print " Long Key, Fla. Fill Out Revised Beneficiary Cards - -.wf* , SIU Patrolman Teddy Babkowski (seated left) looks over dues book of Chief Steward Angel Maldonado, secretary-reporter of the SS San Juan (standing left) as SIU Representative George Ripol (seated right) unsnarls a problem at a payoff at Port Elizabeth, N.J. on June 14. Other members of the Ship's Committee and crew are; (r. to I.) Recertified Bosun William "Billy" Mitchell, ship's chairman; AB Doug Hammock, deck delegate; OS Hector Rosado; Chief Electrician L. Petrick, educational director, and Engine Delegate Tom Galka. Page 19 �fr N/ \ s Draw 6 mtUibn Ir#'-'. 1'; Fill t . •1,- . .;i-':•?• .•5|:. .<i.fr:f||i.. _ =•51 tw? -V'-- •• • . •'. •••'•-• - '-••• MM • ,'i • • ' •;.-• •^*''.<^vf!^,^;;..>„ii!. 1 Jif'r i ;• ;,;S;. -r:XX- a;g??4 >„, 1 9«;s| as^ 'W r"'/ •:\#; gftJ if" #4: ''¥P" sSKS 'fc :S •S:: %y pm Wi i I Pi : 4 -fe »a; The three-masted Portugese bark Sagres II carries the Maltese Cross on her main and foresails. Over 290 feet long, the 38-year old ship carries a crew of 10 officers and 143 seamen. Dressing ship fore and aft, Russian naval cadets sail the four-masted bark Kruzenshtem—the largest ship in the Fourth of July flotilla—up the Hudson River. The 378-foot Soviet ship was built in 1921 and served as a Cape Homer until 1939. Xi'v i• Cti f! I '/ 4' 'iP.^P'PfPpP'p ^ r f* / , • ii . C V PP •'•'Jl , if ' r fv; ?;• ym- '".r:' ;t:! i ^ »^v.-> fe 3^2 a,^c.- •./1 With a figurehead of the mustachioed Romanian naval hero Prince Mircea on her iiui bow, LF^W| the IIlo three-masted 1111 wC7*iiiddicvj bark L/dif\ Mircea fV7//oc#ci carries 107 naval cadets plus officers and crew. J' - . . • •—^ „ V - ,1, 4.f. „ „ ' < -- , - J.. . jf.J t Sight-seers crowd the gangway of the N/ppon Maru as they try to board the 319-foot four-masted luui"iiidbitjci Ud^dridSd Japanese bark. Udrix* Hundreds riunur6ub ui of iriuuSdnQS thousands OT of people p6opid turned iurn"u out oui to xo view the ui" the moored tall ships after Operation Sail, backing up traffic and standing in line for The Tovarisch, a three-masted bark, was built in Hamburg in 1933, sunk in World War II and then salvaged by the hours waiting to board the impressive sailing ships. USSR. The Soviet training ship is 243 feet long and carries 280 sailors. •vr.i .-I t i^ * n'f U' 'i.i . Gp fn^ Cariee^ Hook to Coerities Slip, and from Whitehall, noHkw^d. Wheu do you see?—Posted like silent setttlnels aliaroimd the town, stand thpusatids upon thousands of mortal mm pted in ocean reveries. Some leamng against the spiles; some seated upon the pier-heads; some looking over the pdwarks Of . . , here come more crowds, pacing straight for the rvoet^fand seemingly bomd for a dive. Strange! No will content them but the extremest limit of the land; loitering under the shady lee of yonder ware^mes will not sitffice. No, They must gel just as nigh the water as they ppssihiy can without falling in. And there they simd---mdies of them^eagues p^ xT^ll me, does the magnetic virtue of thpneedles of the cph^ ihme ships attract them?... There is thasgo inM. Let tl^^t^ of men be plunged in ihis deepest revefieS'T^and that man on his legs, set his 1eaa-goms,andhewmintalUbiyl,adym^^ ' : IJ Si 'i, It | | ! I | wUh llgHily LST§ oioier Vlrs, fen^ and excar^n llst^ Staplefon Anchorage launch loaded with reporters, rowboats hugging the shoreUiie, jficeboafs^^ adding to the exdtenient with red, whiU! and hlna ymter into die —— : air from thefr nozzles, > and whid, add eyee <n|® Walse. of watertiorne craft Anny hdicopters bimed Imck and forth at low altitmics widiir iiiurti prfrnte plaaeS^^^s^^ in widi irimfofganhers r?^ - ... « . '•y \y • ,«- . ' ' •f- * k-lif g!:.^ •'Si!- f'lP 4:\ ^ ||frw«s true wte MelviUe wrote "^hy Oick^ In the 1850*s and ifs still 'tone today—the ocean and her sh^ have always kindled a sense of magic : «. WHKVW «W.«. IM•' F ri' ^ RI MXBU 110^^4 t ladcen and the Wert Side,came to the water to ccdefoiafe our America's 206di year of mde|^deimi^--%e one that fir^ so many dreams '^dOth'hirtiiday,; . and aroused the host insdncts of jpeoplo-^rtitered aronhd die watrt' dnd die Along snme 20 miles of New Yoilc Hathor and die mouth of the Hudson . ai, part Stt the coimtrys rise j\ y;•••" Pp\ Vhuti^J^ ^sunSnrt'on;tiKfr ,5^ •ii>dIO!iiii^.j^'Yi:;nthm':;tedshi^ i' • l^'f; ii< ; Sois l-f'-h^- »» its Shores were The beautiful Argentinian frigate LIbertad is one of the largest and fastest sailing ships in the world, holding the trans-Atlantic crossing record for a tall ship. Over 300 feet long, the fuli-rigged three-masted frigate carries armaments which are used for gunnery practice by her 392-man crew. ««»•«« iJTum cnimncK^monp^ in a. 2©-mlte:c«^^^ from the't^rmA%,-throi!gA Hndwn Kiv^ fri the Gcortie- Washington- BridaCKSII*i^^ i l^te As Ihe sfe mll^^ In-ths'joyArtdesdfement pf a vefy specM bicen^ Jiindon id ou» heritap aad our nniquc lAiads' wrt« joined together ^ ;• The lure of the tall ships attracted young and old as people turned out by the hundreds of thousands to greet the ships of this unusual fleet at their berths on Manhattan's West Side. Page 20 Page 21 i^ri 1^ i • -V 1' L.' >'.-J . .f .- p.rvWr'^»W®®?=0^*" rbpjf :.. i m �EUZABETHPORT (Sea-Land Serv­ ice), May 16—:Chairman, Recertified Bosun V. T. Nielsen; Secretary George W. Gibbons; Educational Director David Able. $117 in ship's fund. $20 in movie fund. No disputed OT. A fire and boat drill with the Coast Guard will take place in the port of Elizabeth, N.J. Chairman discussed the importance of donating to SPAD. Next port, Algeciras. ROBERT TOOMBS (Waterman Steamship), May 30—Chairman, Re­ certified Bosun Carl Thompson; Secre­ tary J. D. Reyes; Educational Director Theodo Nacmal; Deck Delegate Jack Gomez; Engine Delegate C. E. Bethard; Steward Delegate Peter V. Hammel. No disputed OT. Brother John Dunn died at 0100 on May 18,1976 and was buried at sea on May 20, 1976 at 1500 hours. HOUSTON (Sea-Land Service), May 2—Chairman, Recertified Bostm C. James; Secretary A. Seda. $4.62 in ship's fund. Some disputed OT in en­ gine department. Some conmiimications were received and given to the crewmembers to read. Chairman dis­ cussed the importance of donating to SPAD. If any repairs are needed they should be reported to each department delegate. Observed one minute of silence in memory of our departed brothers. Next port, Houston. TRANSCOLORADO (Hudson Wa­ terways), May 23—Chairman, Recerti­ fied Bosun T. A. Tolentino; Secretary J. Pitetta; Educational Director J. S. Peterson; Deck Delegate Wm. F. Doran; Steward Delegate John Shaw. $7 in ship's fund. Some disputed OT in engine department. Chairman discussed with the crew articles of interest from the Seafarers Log. Also discussed the importance of donating to SPAD. A letter was received from the Mer­ chant Marine library for contributions amounting to.$101. Observed one minunte of silence in memory of our de­ parted toothers. DEL ORO (Delta Steamship Lines), May 23—Chairman, Recertified Bosun C. Jordan; Secretary Paul L. Hunt; Ed­ ucational Director Reuben Villagran. $215.15 in ship's fund. No disputed OT. A vote of thanks to the steward department for a job well done. Report to Seafarers Log: "First time back to Brazil for a long time for some of us. There was a delay in Belem so a very good time was had by all. (Just like old times.)" Next port. New Orleans. LYMAN HALL (Waterman Steam­ ship), May 30—Chairman, Recertified SEA-LAND MARKET (Sea-Land Bosun John W. Altstatt; Secretary J. D. Wilson; Educational Director Stephen Service), May 9—Chairman, Recerti­ Divane. $10 in ship's fund. No disputed fied Bosun W. Byrnes; Secretary T. Wil­ OT. Chairman held a discussion on the liams. No disputed OT. Chairman held importance of donating to 2:*AD. Next a discussion on the galley vent system as this is a very dangerous condition. port, Chittagong. Also noted that skid pads should be BORINQUEN (Puerto Rico Marine put in tunnel and on decks. A vote of Mgt.), May 2—Chairman, Recertified thanks to the steward department for Bosun Calixto L. Gonzales; Secretary a job well done. Observed one minute J. A. Fernandez; Educational Director of silence in memory of our departed B. Waddell; Engine Delegate John brothers. O'Neill. No disputed OT. Chairman re­ ported on the Alcoholic Rehabilitation JACKSONVILLE (Sea-Land Serv­ progress at Piney Point and urged every­ ice), May 16—Chairman, Recertified one to read the Seafarers Log to be Bosun L. J. Pate; Secretary Bob L. more informed about retirement and Scarborough; Educational Director pension plans and other Union pro­ James E. Roberts; Deck Delegate grams. Discussed the importance of do­ Charles Wysacki; Engine Delegate J. nating to SPAD. A vote of thanks to the Roberts. Some disputed OT in steward steward department for a job well done department. Chairman requests that and the steward department gave a vote whoever is taking life jackets out of of thanks to the engine and deck de­ the box should leave them where they partments for their cooperation. The belong. Also discussed was the gang­ bosun's cooperation with the crew and way on this ship which is not safe and the master have been great. Next port, the matter should be taken up at the Elizabeth. next safety meeting. TRANSINDIANA (Hudson Water­ ways), May 30—Chairman, Recertified Bosun H. B. Walters; Secretary W. J. Fitch; Educational Director J. Shuler. $25.17 in ship's fund. No disputed OT. The digests on surgical benefits, pen­ sions, etc. have been received and a copy will be given to each delegate. Chairman gave a vote of thanks to the Seafarers Log for keeping all members posted on all Union matters. Next port, San Juan. Page 22 SEATTLE (Sea-Land Service), May 2—Chairman, Recertified Bosun F. Teti; Secretary S. Piatak; Educational Director A. Quinn; Steward Delegate A. Romero. Some disputed OT in deck department. A discussion was held on the importance of donating to SPAD and on the safety practices aboard ship. A vote of thanks to the steward depart­ ment for a job well done. Observed one minute of silence in memory of our de­ parted brothers. JAMES (Ogden Marine), May 9— BEAVER STATE (Westchester Ma­ rine), May 2—Chairman, Recertified Chairman, Recertified Bosun Durell Bosun B. Mignano; Secretary W. Bat­ McCorvey; Secretary Mario Canalejo, tle; Educational Director M. Wilhelm; Sr.; Educational Director H. W. Hall; Deck Delegate B. R. Scott; Engine Deck Delegate Frank White; En^ne Delegate R. C. Salley; Steward Delegate Delegate H. Smith. No disputed OT. A J. W. Murphy. No disputed OT. Chair­ few repairs have to be made on the crew man welcomed aboard the Piney Point quarters which will be taken care of graduates and the crew on the newest when we arrive in San Francisco. Ob­ SIU ship. Requested the crew to co­ served one minute of silence in memory operate in helping the new members in of our departed brothers. jobs. Bosun reminded the crew that OGDEN WILLAMETTE (Ogden when mailing Union forms their Social Marine), May 30—Chairman, Recerti­ Security number must be correct. Also, fied Bosun R. D. Schwarz; Secretary that the men should get lifeboat and R. M. Kennedy; Educational Director firefighting tickets. A vote of thanks to T. Jones; Deck Delegate Carlos Spina; the steward department for a job well Steward Delegate John A. Denais. No done. disputed OT. Chairman held a discus­ sion on Joint & Survivor benefits, the SEA-LAND TRADE (Sea-Land Jones Act and the closing of the Virgin Services), May 23—Chairman, Recerti­ Islands Loophole. Suggested that all fied Bosun Verner Poulsen; Secretary should read the Seafarers Log to keep C. E. Bell; Educational Director Robert up on these matters. Bensen; Deck Delegate Carl Hargroves; INGER (Reynolds Metals), May 3 Engine Delegate D. L. Coy. $150 in movie fund. No disputed OT. The en­ — Chairman, Recertified Bosun C. tire steward department wishes to thank D'Amico, Jr.; Secretary Duke Hall; the members of the deck department Educational Director R. D. Holmes; who are leaving in Seattle for the co­ Steward Delegate Richart^ J. Sherman. operation they have received for the $69.11 in ship's fund. No disputed OT. past eleven months. Report to the Sea­ Chairman suggested that all crewmem­ farers Log: "Bosun Verner Poulsen and bers read the Seafarers Log to k^p up several members of the deck gang will on Union news. Held a discussion on leave the S/L 7 Sea-Land Trade for a the importance of donating to SPAD. well deserved vacation and I can hon­ Observed one minute of silence in mem­ estly say it has been a pleasure sailing ory of our departed brothers. with men of this calib«r." Next port Seattle. Official ship's minutes were also received from the following vessels: VANTAGE DEFENDER (National CANTIGI^Y Transport), May 16—Chairman, Re­ MONTICELLO VICTORY certified Bosun K. Amat; Secretary VANTAGE HORIZON L. Santa Ana; Educational Director MOBILE N. Trahan; Deck Delegate C. Bramble; ER1CK.HOLZER Engine Delegate F. Rivera; Steward NECHES i Delegate M. Smith. No disputed OT. SEA-LAND MAR^ A Chairman suggested that everyone MOHAWK should read the Seafarers Log to be SAN JUAN' aware of what is going on in our Union SEA-LAIW GALLOWAY t V and that alL members should take ad­ POTOMAC vantage of the opportunity to upgrade OVERSEAS TRAVELER : themselves at Piney Point. Discussed BALTIMORE the importance of donating to SPAD. \ SEA-LAND VENTURE • A vote of thanks was given to the whole TRANSCOLUMBIA crew for the cooperation they gave to TAMAHA GUILPEN . all three departments. A vote of thanks : BOSTON \ to the steward department for a job CCIBO^ well done.. Observed one minute of PC^RO silence in memory of our departed OVERSEAS NATALIE r : ^ brothers. ARTHUR MIDDLETON GALVESTON % SEA-LAND PRODUCER (Sea. PANAMA • . • Land Service), May 23—Chairman, A MAyAGUEZ 1 Recertified Bosun M. B. Woods; Secr&> DELTA ARGENTINA tary Harvey M. Lee; Educational Di-, lEAiLAND ECONOMY ? A rector V. A. Cover; Deck Delegate V , " r CHARLESTON - • R. Dougherty; Engine Delegate J. Ruiz. • COLUMBIA •. $45 in ship's fund. $30 in movie fund. ALLEGIANCE No disputed OT. Under good and wel­ EAGLE VOYAGER ? \ fare it was noted: "Everyone should LONG BEACH > v remember the highly flammable cargo SEA-LAND COMMERCE " this ship carries every voyage and there OVERSEAS JOYCE is to be no smoking on d^ck. at any­ SEA-LAfjiD RESOURCE ^ time due to leakage of tafiks." A vote LQS ANGELES i of thanks to the steward department for StONEWALL JACKSON a job well done. Observed one minute UAROLINA V. of silence in memory of our departed . BALTIMORE brothers. Next port. Port Everglades. MOHAWK • . TRANSEASTERN DELTA BRASIL (Delta Steanaship), PORTMAR May 30—Chairman, Recertified Bosun GUAYAMA Louis Guadamud; Secretary B. GuarST. LOUIS . ino; Educational Director Hugh Wells; SEA-LAND MCLEAN Engine Delegate Juan Cruz, i $95 in THOMAS JEFFERSON ship's fund. $1,038 in movie fund. Some MERRIMAC disputed OT in the engine and steward EAGLE TRAVELER ' departments. Chairman would like to SEA-LAND EXCHANGE "ii thank everyone for the cooperation that SEA-LAND CONSUMER was extended during this trip. A vote of DELTA BRASIL , thanks to the steward department for a ^•PANAMA':. • job well done. Observed one minute of NATHANIEL THREENE Sfilence in memory of our departed ULTRASEA brothers. --.I? Seafarers Log �Battle Goes On to Keep U5PH5 Hospitals Open You would think the Department I of Health, Education and Welfare could keep itself busy during this re1 cession dealing constructively with the massive cuts in health, education and welfare benefits across the natioii Instead, these bureaucrats waste their own time and the time of Congress, the SIU, and other unions with a series of schemes for closing down the U.S. Public Health Service Hospitals. No sooner does the SIU, and others who are concerned with the health and safety of merchant seamen, win one battle to keep the hospitals open, then HEW opens the attack on an­ other front. The Administration's latest tactic is to cut out funds for the hospitals. HEW, in its latest budget request for Fiscal Year 1977, asked for only $90 million to cover health care for PHS primary beneficiaries only, which includes merchant seamen. Coast Guard personnel, retired military personnel, and a few other categories of government employees. Under HEW's plan, the $90 million would be paid to private hospitals or Vet­ eran's Hospitals in port cities, to pro­ vide "contract care" to merchant seamen and other USPHS benefici­ aries. The USPHS hospital system itself would be phased out. The SIU opposes the concept of "contract care". First of all, anyone who has waited several weeks for a clinic appointment in a private or VA hospital, can imagine what this would mean to a seafarer who has only a few days shore leave and needs to be in top condition before he ships out. Long waiting lists for surgery in non-USPHS hospitals will mean extra weeks and months of lost work days for the men. In contrast, the USPHS hospitals and their dedicated staffs are geared to the needs of seafarers. On the whole, the men are pleased with the speed and quality of care they receive there. One complaint is that there are long waits for dental care, which is a direct result of the cut-backs HEW has already managed to put through. Second, during a time of escalating medical costs, health care treatment in the PHS hospital system costs up­ ward of a third less than the same care would cost on a contract basis with local health care facilities. Thus, the HEW plan would actually waste money. Third, the SIU estimates that $129 million would keep the eight fine hos­ pitals and 26 clinics operating at the January 1973 level. Since the hos­ pitals perform needed research, provide emergency care for local communities and serve as a training ground for students of all medical occupations, nothing is saved by closing them down. This past spring, in its effort to eliminate the hospitals, HEW at­ tempted to enlist the support of com­ munities where the facilities are lo­ cated. This effort, which was opposed by the SIU, failed dismally. In every case, local health planning agencies decided that the federal government should continue the PHS hospital program. Yet the Administration re­ fused to accept defeat and tried to write the hospitals out of the 1977 budget. However, the hospitals cannot be closed without a mandate from Con­ gress. To date, it seems that Congress is more sensitive to the needs of mer­ chant seamen than the Administra­ tion. In June, Rep. John Murphy (D-NY), of the House Merchant Marine and Fisheries Committee held hearings on the status of the PHS hospitals. These hearings demon­ strated to the Administration that Congress has no intention of lessen­ ing its commitment to the Public Health Service System. Appropria­ tions committees in both houses are discussing restoring the budget for the hospitals to a full operating level. Public hospitals for merchant sea­ men date back to colonial times, when the government recognized what a vital service a merchant marine performed. In fact, the early American federal hospitals for sea­ faring men, established in 1798, where the forerunners of today's pub­ lic health service system. We applaud the efforts of these legislators who are honoring a tradi­ tion that dates back more than 200 years. And we will continue to oppose all efforts to close down the system of "safe harbor" hospitals. C»ARLCS W UORGATt LETTERS TO THE EDITOR HISTORIC PRESERVATION % As a retiree with a continuing health problem and sustaining interest in the SIU's progress, I would like to stress the urgency for full support of SPAD, the Union's outlet for political activity that is supported by the voluntary contribu­ tions of the membership. We are all aware of the legislative gains made through SPAD since its incep­ tion, and of the necessity for a continuing effort to combat the big money interests that would reduce the American merchant marine to an ineffective non-competitive industry. The actions of these groups affects each and every one of us personally. I am reminded of this by the latest threats to close the USPHS hospitals, along with the first-hand experience of a recent emergency case in a local hospital under medicare. I needed treatment calling for special therapy which the hospital could not provide. But since I had maintained my eligibility for USPHS care, I was transferred to the Staten Island USPHS hospital where the physio-therapy set-up is the finest in the country. After a few weeks of this care, I was back on my feet and able to return home. If closed, the USPHS system would be sorely missed by all seamen. It was through the efforts of SPAD they have remained open. We must continue to^ support SPAD because it would be a sad commentary to note that if they are * closed down, it was through lack of support by American seamen. Official Publication of the Seafarers International Union of North America, Atlantic, Gulf, Lakes and .Inland Waters District, AFL-CIO Ii: I. Pensioner Ups SP AD Jo'y. 1976 A I ii'. i K Fraternally, Art Lomas Bronxville, N.Y. 10708 Vol. 38, No. 7 Executive Board Paul Hall President Frank Drozak Joe DiGiorgio Cal Tanner Executive Vice President Secretary-T reasurer Vice-President Earl Shepard Lindsey Williams Paul Drozak Vice-President Vice-President Vice-President SEAFAHBIBI^IAW Marietta Homayonpour 389 Editor-in-Chief James Gannon Managing Editor Ruth Shereff Ray Bourdius Jim Mele Assistant Editor Assistant Editor Assistant Editor Frank Cianciotti Dennis Lundy Chief Photographer Associate Photographer Marie Kosciusko George J. Vana Administrative Assistant Production/Art Director Published monthly by .>eafarers International Union. Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage paid at Brooklyn, N.Y. Kind Expression of Sympathy On behalf of the family of Seafarer George Mike's recently deceased brother, Edward, we wish to sincerly thank the officers and crew of the S.S. Monticello Victory for their kind expression of sympathy. The beautiful wreath of flowers as well as their generous contribution to Edward's memorial at St. George's Church of Albany, N.Y., were greatly appreciated. Their thoughtfulness will long be remembered by all the Mike ' ,• : p ' ^ t.; Gralefully, Mrs. Zina M. Mike Delmar, N.Y. f SECURITY'IN Page 23 July, 1976 ^ : -.1 �• 4» Unclaimed Delta Wages ''I Below is a list of unclaimed wages due unlicensed seamen from Delta Steamship Lines as of May 29, 1976. Wages may be claimed in person at Detla Lines, Napoleon Ave. Office, Monday through Friday from 8 a.m. to 4 p.m. or by letter addressed to Port Purser, Delta Stemship Lines, Inc. P.O. Box 50250, New Orleans, La. 70150. According to Delta Lines, no un­ claimed wages will be paid unless the social security number is furnished with the request. AMOUNT SEAMAN NAME Adaire, James Adams, J. J Amat, Ralph C Armstrong, Paul C Aumiller, Robert J Ayers, CecU F Bacon, William Bagley, Edgar S Baker, Robert T. Ballard, Herbert BalU, Albert R Barkins, Charles M Barton, Marlow Clinton 6.00 12.75 4.00 16.00 4.00 3.74 29.66 16.00 1.60 15.00 1.00 1.00 146.00 Bell, James E Bendeck, Roberto 1 Benedict, Anthony Bennett, John P Bettineui, Louis R Billot, Joseph F., Jr. Bivens, Edgar Blair, James P Blair, Kenneth Blair, Kenneth E. Boles, Richard J BoUing, WiUiam O. BolUng, WilUam 0 Bonner, Thomas, Jr. Brock, Roy R Brown, Robert D Bryant, George H., Jr. Buggs, James Burch, George A. Burmeister, David B Bums, Chesley E. Campbell, Arthur Cardona, Reinaldo Cepeda, Cayo C Chavers, Frank W Cherry, John T. Christensen, Robert A Christian, Calvin R Clevenger, Lyie Collins, David Cook, Tommie Cook, Tommie 3.71 2.00 12.00 18.00 40 25.00 5.00 20.00 7.00 47.00 5.00 16.00 90.00 7.00 8.00 6.00 11.30 3.71 7.00 8.00 10.54 8.00 4.00 . 2.00 26.00 14.00 24.00 5.00 15.00 4.00 4.00 9.89 2 Get Galley Endorsements Seafarers Joe Nathan, left, and Leonard M. Leioner, right, display steward department endorsements they received through the Lundeberg School's up­ grading program for that department. Nathan got his cook and baker endorse­ ment while Leioner upgraded to chief cook. Center Is Laymen Tucker, course instructor. Personals William Andersson Paul Francis Gordon Jack Otte asks that you contact him at 4700 Ocean Beach Blvd., Fla, 32931, or call him at (305) 784-2648. Your son Robert Paul Gordon re­ quests that you contact him at 1080 68th St., Brooklyn, N.Y. 11219, or call him at (212) 238-4136. Carroll Bennet "Mike" Morris Your daughter Elizabeth asks that you call her at (609) 848-9511. Lewis Walker, Jr. Jimmy Berracossi S. Mohssin asks that you contact him at P.O. Box 1319, Modesto, Calif. 95353. Ron Smith asks that you contact him at 4815 Osgood St., Bronx, N.Y. A. H. Schwartz Patrick O'Neal Please contact the editor of the Sea­ farers Log at (212) 499-6600, Ext. 242. Carroll Wilson requests that you con­ tact him as soon as possible at 11417 Bowles Ave., Garden Grove, Calif., or call him at (714) 539-4481. Politics Is Porkchops Donate to SPAD Craig, WllUam H 2.00 Crawford, Donald A 34.00 Crosco, Gulesppe V 8.00 Croto, Robert E. ...» 1*00 Crow, Paul R 33.00 Czerwinski, Josef A 166.10 Czerwlnskl, Josef A 34.44 Da Silva, Pedro 8.00 Davis, George W. 5.00 Deal, Wilson H. 2.00 Deangelo, Earl J 7.00 Dedomenkls, Francesco 23.00 Dial, James C. 9.00 Diggs, Michael H 16.00 Dowd, Oren H 7.00 Dufore, Jimniie J 6.00 Dunn, Walter 14.00 Durham, Garth G 24.72 Ellis, Perry D 10.00 Essberg, Gilbert 8.00 Esteve, George L 5.00 Fabre, Alfred J., Jr 9.00 Fisher, Eddie 2.00 Flanagan, Eugene F 8.00 Fredericlu, Ronald A 19.00 Fmge, Wilhert 3.71 Gallant, Joseph R 58.00 Gallier, Melvin 7.00 Garcia, Nathaniel R 7.00 Geisler, Charles 29.66 Geiyais, Jack E. 3.00 Gervais, Jack E. 78 Gierczic, George C 9.89 Gomez, Raymundo, Jr. 7.00 Gonzalez, Carlos J 9.89 Gonzalez, James 5.00 Gonzalez, Orlando 32.75 Gonzalez, William 4.00 Grantham, Eugene T. 5.00 Gray, Alan B. 9.89 Gray, Earl H 3.71 Gribbon, Lamar 4.00 Gross, Joseph S 12.66 Guerrero, Gustavo P. 4.69 Hancock, Clarence A 15.00 Havens, Milton 6.00 Hayden, Eugene V 8.00 Hehert, Charles W. 143.00 Hermansen, Karl 3.00 Herrmnnn, M 4.00 Higgius, James 19.77 Hildahrant, Walter J 3.00 Holbrook, WendeU 7.00 HoUings, Claude, Jr.' 7.41 Hontiveros, Felepe A 2.00 Huhhell, Brian D 3.00 Johnsen, Charles 30.00 Johnson,, Christi N 12.79 Johnson, Herbert 7.00 Johiijson, Robert W. 3.00 Johnston, Vernon M 12.00 Jones, Willie J. 4.00 Jordan, Russell H 33.00 Kaiser, William P 38.00 Keasley, Clarence, Jr. 9.00 Kelley, R. B. 31.00 Kirkwood, Robert M. ..... . 13.00 Kittchener, Frankie R . 25.00 Kittchner, Frankie R 5.00 Knotts, B. C., Jr. 58.00 Korneliusen, Kristian 5.00 La Soya, Eligio 8.00 Laileur, George 21.00 Laguaite, Russell F 20.52 Landry, Kirk 13.00 Latorre, Francisco P 20.00 Lee, Archie B. ^4.00 Lewis, Earl G 2.00 Lewis, J. D 12.75 Ligon, Edwood 9.89 Lipscomb, Thomas B 12.75 Lizano, George 15.40 Lizano, George 9.00 Lyons, Robert J 9.00 MacGregor, William A 33.00 Madurei, Jose 91.38 Maher, John 13.00 Maldonado, Rafael R. 7.00 Mallini, Michael 1 2.00 Mallini, Michael I. 7.00 Marion, Robert P. 3.00 Martin, Edwin D., Jr. '.... 29.66 Martinez, Guillermo 21.00 Marzett, Grant 23.00 Mata, Jose .- 13.00 Mayheld, Dennis J. 28.00 McDonald, John C 15.00 .McGahagin, Calvin 9.00 McGinnis, Arthur J. 36.23 McNatt, Robert E. 17.00 Mesen, Fernando T. 17.85 Michaels, Donald D., Jr. 8.00 Miranda, Hilario /. 16.42 • Page 24 Missimer, Delmar B Missimer, Delmar B Missimer, Delmar B Mouton, Joseph Murrell, William T. Nelson, Kenneth D O'Neal, Donald Osorio, Joseph A Parsons, Robert Patterson, Harris, Jr. Peavoy, Fioyd H Peavoy, Floyd H Pennino, Anthony Perdi, Esper Perdi, Esper Pickle, Cloudle Pierce, Grafton J Placey, Victor F Pollamen, Veikko Pradat, Tliomas A Pursell, James K Rankin, Aubrey A. Rankin, Aubrey A Reynolds, James H Rivera, Juan V Roberts, Oliver A Roche, William Rowe, Stanley I Saenz, Jesse Samuels, John E. Sanders, Union Bl Sanderson, Richard B Schielder, Edward J Schrade, Melvin Schrado, Melvin Scott, John M Shaw, Lucien Simoneaux, M. H., Jr. Singletaiy, Murphy Sinush, Edward P Slaughter, GUbert Smith, Clyde C Smith, Gregory M Soinet, Edmund Soinet, Edmund Soto, Angel L Spears, Claihorn, Jr. Stanlield, Pete W. Stauter, David W Stewart, Doughland 0 Stewart, Max L Stewart, Rusty R Stivers, Harold Stout, David P Stout, John E Sullivan, Clofus Z., Jr. Sumpter, James W Sweeney, Charles J Swing, Philip Synan, Edward D. Teel, David Thomas, Lany Thomas, William N. Thomas, Willie E Thompson, Malcolm Todd, James E. Umholt,FredE Umholt, Fred E. Van Severn, Augustin Van Severn, Augustin A Vasquez, Pete Vazquez, Telesfaro Ventiy, Michael Vieira, John Vigo, Jose Villagran, Ruben Villagran, Ruben Vonholden, Joachim R Walker, Floyd Waller, David L Ward, Clinton H Wardlaw, Richard Wartield, Joseph H Weems, Uiysses S Welch, Bany R Wheeler, Orien White, John F White, Wayne Whittington, WUIiam D. Wilkerson, James A Wiiliams, Alexander Williams, Thomas Williams, Thomas, Jr. Williamson, Heniy E Wilson, Richard C. Wilson, Waldo, Jr. Wolff, Justin T. .: Woods, M. B Wright, L. p. )Vright, Stanley B Yeager, Donald S Young, Earl H Zepeda, John M 2.00 10.00 7.00 28.00 20.00 28.00 10.00 2.00 5.00 33.00 9.89 15.00 4.00 24.00 36.00 29.66 8.00 3.00 36.19 4.00 36.00 3.71 8.00 9.89 4.00 14.00 20.00 20.00 11.00 9.89 39.42 18.00 15.00 3.00 17.00 4.00 5.00 18.00 7.00 4.00 5.00 9.89 58.00 29.66 26.22 7.00 9.89 .134.00 10.00 6.00 157.04 7.00 6.00 9.89 5.00 64.00 3.71 10.21 4.00 17.00 8.00 16.00 2.00 68.00 13.00 9.89 8.00 5.10 6.00 20.52 30.76 16.00 71.00 14.66 13.00 34.00 10.00 185.00 42.00 8.00 19.00 10.00 28.00 12.00 19;00 10.00 5.00 11.09 !... 9.89 11.00 19.77 99.00 9.89 5.00 5.00 2.00 ' 25.00 9.89 12.75 7.41 10.00 7.00 3.00 J Seafarers Log �NOnCE OF BFOTION1 SU-llll MBKflt In the following pages you will find important information about the upcoming election—Aug. 16 to Sept. 15--to decide whether Or to merge the Inland Boatmen's Union into the SW. 1 The material contained in this section consists of the following, 1) 2) 3) 4) Dates, time and location of voting. Agreement of Merger, as amended. vg. Report of the Constitutional Committee. . ; . ' ' • The proposed Constitution fpr the merged Unidh with shadmg over those areas which have been changed because of the proposed merger. / ' ' ^ X . . " t' "»,>r 7,-.* Here's Where to Get Ballots Balloting shall commence on August 16,1976 and continue through September 15,1976. For the purpose of securing ballots, the Ports shall be open from 9:00 AM to 12 Noon, Monday through Saturdays, exclud­ ing holidays. This will be a mail referendum. You will pick up your ballot, mark it, place it in the inner (BALLOT) envelope, and then place it in an outer envelope which is stamped and addressed to the bank depository. ALPENA—800 North Second Avenue, Alpena, Michigan BALTIMORE—1216 East Baltimore Street, Balti­ more, Maryland BOSTON—215 Essex Street, Boston, Massachusetts BUFFALO—290 Franklin Street, Buffalo, New York CHICAGO—9383, South Ewing Avenue, Chicago Illinois CLEVELAND—1290 Old River Road, Cleveland, Ohio DETROIT—10225 West Jefferson Avenue, River Rouge, Michigan DULUTH—2014 West Third Street, Duluth, Min­ nesota FRANKFORT—417 Main Street, Frankfort, Mich­ igan 49635 HOUSTON—5804 Canal Street, Houston, Texas JACKSONVILLE—3315 Liberty Street, Jackson­ ville, Florida JERSEY CITY—99 Montgomery Street, Jersey City, New Jersey MOBILE—1 South Lawrence Street, Mobile, Ala­ bama NEW ORLEANS—630 Jackson Avenue, New Or­ leans, Louisiana NEW YORK—675 Fourth Avenue, Brooklyn, New York NORFOLK—115 Third Street, Norfolk, Virginia FADUCAH—225 South Seventh Street, Paducah, Kentucky PHILADELPHIA—2604 South Fourth Street, Phila­ delphia, Pennsylvania PINEY POINT—Harry Lundeburg School of Sea­ manship, Piney Point, Maryland PORT ARTHUR—534 Ninth Avenue, Port Arthur, Texas SAN FRANCISCO—1311 Mission Street, San Fran­ cisco, California SEATTLE—2505 First Avenue, Seattle, Washington ST, LOUIS—4581 Gravois Avenue, St. Louis, Mis­ souri TAMPA—2610 West Kennedy Blvd., Tampa, Florida TOLEDO—935 Summit Street, Toledo, Ohio WILMINGTON—510 North Broad Avenue, Wil­ mington. California PUERTO RICO—1313 Fernandez Juncos, Stop 20, Santurce, Puerto Rico YOKOHAMA—Room 801, Nohkyo Kyosai Build­ ing, 1-2 Kaigan-Dori, Naka-Ku, Yokohama, Japan AGREEMENT OF MERGER A .'• f '-fV (As Amended) tory and background and would result in a reduction of WHEREAS, SEAFARERS INTERNATIONAL operating expenses and afford greater continued strength UNION OF NORTH AMERICA-ATLANTIC, GULF, and resources to the membership as one organization, LAKES AND INLAND WATERS DISTRICT (A & G), particularly in the area of organizing; and is a labor organization chartered by the SEAFARERS INTERNATIONAL UNION OF NORTH AMERICA WHEREAS, it is recognized that by reason of different (SIUNA) representing unlicensed seamen employed type of sailing, offshore contrasted to inland, coastal or aboard American flag merchant vessels upon the oceans, harbor waters, that with respect to any such merger, long lakes and inland waters, and other maritime and allied established job rights of the respective membership with workers; and separate and distinct employers, should be protected, con­ WHEREAS, A & G pursuant to its Constitution here­ sistent with past practices; and WHEREAS, the elected representatives of each organtofore issued a charter to the INLAND BOATMEN'S UNION of the SEAFARERS INTERNATIONAL - ization have tot some time past, in accordance with con­ stitutional authority, discussed terms, provisions and UNION OF NORTH AMERICA-ATLANTIC, GULF, advantages of merger and have now come to an agree­ LAKES AND INLAND WATERS DISTRICT (IBU), ment thereon as hereafter proposed. a labor organization whose membership constitute sea­ NOW, THEREFORE, the parties hereto mutually men, maritime and allied workers in and upon the coastal, .harbors and inland waters and lakes of the agree as follows: 1. IBU shall merge into and become an integral part United States and its possessions; and WHEREAS, both of such labor organizations repre­ , of the A & G". 2. The terms and provisions of such merger, except as senting maritime and allied workers, have since the specifically elaborated upon in subparagraphs of this A & G's issuance of a charter to the IBU and to date, Paragraph "2", and other paragraphs hereof, shall be as worked constantly with each other upon common and is set forth by the provisions of the proposed amended related problems affecting their membership and as A & G Constitution contained in Paragraph "13" hereof, such,.their respective membership is most familiar with and which shall be the Constitution of the organization the operation of each organization, their respective mem­ as merged and shall be voted upon by referendum vote of bers economic and social problems, their employing the membership of each organization as hereafter pro­ industries and the isisues as they relate to their organiza­ vided. ' • tional and economic structure and have constantly (a) Th« job rights of A G Deep Sea and Great Lakes rendered ffnahcial and trade union aid and assistance to members as presently contained in the A & G separate each other; and shipping rules for its Deep Sea and Great Lakes shipping WHEREAS, both of such labor organizations are each rules with contracted' employers shall, subject to the pro­ parties to common union-management trusts to provide visions of such rules, continue in full force and effect. for their respective membership, fringe benefits includ­ Similarly, the job or seniority rights of IBU members ing welfare, pension, training, etc., and as such, each (inland, lakes and coastal) are presently contained in the . organization has worked intimately with each other and IBU collective bargaining agreements and/or shipping their respective contracted employers with respect to mat­ rules with contracted employers shall, subject to the pro­ ters arising under and in the administration of such trusts visions of such collective bargaining agreements and/or for their respective membership; and rules, continue in full force and effect. WHEREAS, it is strongly felt and believed that the (b) All members shall have indicated upon their evi­ merger of the IBU with the A & G on the terms and con­ dence of membership whether, in accord with the pro­ ditions hereafter provided and subject to the approval visions of the aforesaid respective shipping rules and/or , of their respective membership in the manner hereafter collective bargaining agreements, they have job rights in provided, .would be in the best interest of both unions deep "sea, great lakes and/or inland, lakes and coastal and their membership by reason of their respective his- employment (hereafter referred to as "units") or two or three such units. All members of the merged organization shall have equal rights in voting except that only mem­ bers having evidence of job rights in the particular unit or units or part thereof involved shall be eligible to vote for acceptance of contracts with employers or seniority rules in collective bargaining agreements. 3. All IBU elected regular officers, to wit, National Director, Area and Assistant Area Directors and Sec­ retary-Treasurer, except those who may already be em­ ployed as A & G officers or job holders, shall continue to be employed by A & G in such capacity as A & G may determine, for the balance of their present term of office, which expires in November, 1977. 4. (a) A & G is fully familiar with IBU's assets and fixed liabilities, including its accounts receivable and payable by reason of A & G's present performance of IBU's administrative bookkeeping and records admini­ stration. In the event of approval of this merger as here­ after provided, the parties hereto agree that such approval will constitute an assignment to A & G of all of IBU's r'ght, title and interest in and to all assets, including but not limited to accounts receivable and union monetary obligations due from members, and A &.G shall assume all IBU fixed obligations as of the date of such approval and the parties agree to execute such instruments as may be necessary to effectuate the foregoing. IBU agrees that, pending the vote on this merger as hereafter provided, it will incur no liabilities and make no expenditures without A & G's consent, except for necessary routine, ordinary expenses in connection with its functions during the period of the vote upon the merger agreement as here­ after provided for. (b) For the purpose of executing any and all docu­ ments on behalf of IBU which may be required by any person, firm, association, corporation or governmental agency, subsequent to the effectuation of the within merger, for acts or matters of IBU prior to such merger, PAUL DROZAK or JOSEPH DiGIORGIO, IBU's pres­ ent officers, shall be and both are so authorized. 5. Upon respective membership approval of the within merger as hereafter provided. IBU shall surrender its charter to A & G, the o.iginal issuing organization, and . Continued on Page 26 Pago 25 July,1976 •V-:. I i c I if- ¥ fl' •> �'J '-Jj.. V:' 1 •' ll Continued from Page 25 the same shall be retired. Simultaneously, the A & G shall notify the SIUNA of the foregoing as provided by SlUNA's Constitution and By-Laws. *6. All IBU members in good standing, possessing such status pursuant to the IBU Constitution in effect prior to this merger shall be "full book members" under the terms of the A & G Constitution as amended and which Constitution shall be as hereafter set forth, except that such IBU members who possess less than 360 days seatime, (as such term "seatime" is defined in the above A & G Constitution), within 24 consecutive months, shall be A & G probationary members and upon completion of said 360 days seatime within 24 consecutive months shall be A & G "full book members". A suspended IBU member as so defined in the present IBU Constitution, shall not possess membership status in the A & G, unless within 90 days after the effective date of this merger, he has paid to the A & G all of his IBU union monetary obligations past due. *Amended to read: "6. All IBU members in good standing, possessing such status pursuant to the IBU Constitution in effect prior to the merger, shall be 'full book members' under the terms of the A & G Constitution as amended and such Constitu­ tion shall be as hereafter set. forth. A sus­ pended IBU member as so defined in the present IBU Constitution, shall not possess membership status in the A & G unless within 90 days after the effective date of this merger, he has paid to the A & G all his IBU union monetary obligations past due." 7. Upon approval of the merger in the manner here­ after provided, dues and initiation obligations of former IBU members to the A & G shall accrue and be payable for the fourth calendar quarter of 1976 (October-De­ cember). The foregoing shall be in addition to any other union monetary obligation that such union member had to the IBU for the period prior to October 1, 1976, and which pursuant to Paragraph "4" of this agreement is assigned to A & G upon approval of this merger. 8. In connection with Article XII, Sections 1(a) and (c) of the A & G Constitution hereafter set forth, and which sets forth qualifications for elective office or job, the term "union, its subsidiaries and its affiliates", as used therein shall, in addition to being applicable to the A & G, be equally applicable to the IBU, prior to this merger. 9. For all purposes of the A & G Constitution here­ after set forth, the terms "good standing or continuous good standing in the union", shall include such status of members in the IBU prior to this merger. 10. The parties hereto agree that upon the approval of this merger as herein provided, with respect to all agree­ ments and beneficial trusts to which IBU is a party, the»^BU shall assign all rights, title and interest of IBU to the A & G, which shall be the successor to the IBU, and A & G shall be deemed the union party thereto, in place of IBU. 11. IBU members' monetary obligations to the IBU shall be deemed, if unpaid, monetary obligations owed the A & G after approval of the within merger as pro­ vided in Paragraph 4(a) above, and moneys paid by such members shall be applied as provided in Article XX, Section 4 of the A «& G Constitution hereafter set forth, 12. (a) As set forth in Paragraph-"2" above, except as otherwise provided for in this agreement, the terms and provisions of this merger shall be reflected and set forth in the amended Constitution to be voted upon and ap­ proved by the respective membership in the manner here­ after provided and upon its approval, shall constitute the Constitution of the A & G which shall .be binding upon all its members including those formerly members of IBU. (b) A & G has advised that with respect to Article V, Section 1(b) of its amended Constitution, to date, the membership has determined that its provisions be appli­ cable solely where vacation benefits are negotiated effec­ tive on or after September 15, 1975, and provided 'such negotiated vacation benefit be increased by not less than '%350.00 per year for a full year's employment, over that in effect on September 15, 1975. 13. (Except for the changes indicated in this paragraph, the A & G Constitution will not be modified and will remain in full force and effect.) Article III, Section 1 which reads: Section 1. There shall be two classes of membership, to wit, full book members and probationary members. Candidates for membership shall be admitted to member­ ship in accordance with such rules as may be adopted from time to time, by a majority vote of the membership and which rules shall not be inconsistent with the pro­ visions of this Constitution. All candidates with 360 days or more seatime in a consecutive 24 calendar month period commencing from January 1, .1968, in an unli­ censed capacity, aboard an American-flag merchant vessel or vessels, covered by contracts with this Union, shall be eligible for full membership. All persons with less than the foregoing seatime but at least thirty (30) days of such seatime, shall be eligible for probationary membership. Only full book members shall be entitled to vote and to hold any office or elective Job, except as otherwise speci­ 'age 26 fied heri^. All probationary members shall have a voice in Union proceedings and shall be entitled to vote on union contracts. Amended to read: Section 1. There shall be two classes of membership, to wit full book members and probationary members. Can­ didates for membership shall be admitted to membership in accordance with such rules as may be adopted from time to time, by a majority vote of the membership and which rules shall not be inconsistent with the provisions of this Constitution. All candidates with 250 days or more seatime in a consecutive 24 calendar month period com­ mencing from January 1, 1968, in an unlicensed capac­ ity, aboard an American-flag merchant vessel or vessels, covered by coiitract with this Union, shall be eligible for full membership. All persons with less than the foregoing seatime but at least thirty (30) days of such seatime, shall be eligible for probationary membelrship. Only full book members shall be entitled to vote and to hold any office or elective job, except as otherwise specified herein. All probationary members shall have a voice in Union pro­ ceedings and shall be entitled to vote on Union contracts. Article III, Section 3(e) which reads: (e) While a member has no opportunity to pay dues, because of employment aboard an American-flag mer­ chant vessel. The provision of this subsection (e) shall be inapplicable when such merchant vessel is operating upon the Great Lakes. Amended to read as follows: (e) While a member has no opportunity to pay dues, because of employment aboard an American-flag mer­ chant vessel. The provision of this subsection (e) shall be inapplicable when such merchant vessel is operating upon the Great Lakes or upon the harbors, rivers or territorial waters of the United States. Article V, Section 2 which reads: Section 2. No candidate for full book membership shall be admitted into such membership without having paid an initiation fee of Six Hundred ($600.00) Dollars except as otherwise provided in this Constitution. In addition,, the candidate shall pay a Ten ($10.00) Dollar "service fee" for the issuance of his full book. Each candidate for probationary membership and each probationary member shall, with the payment of each of his first quarterly dues, as required by Section 1, pay at each such time the sum of One Hundred and Fifty ($150.00) Dollars as partial initiation fee. The total of such initiation monies so paid shall be credited to his above required initiation fee for a full book member upon con^letion of the required seatime as provided for in Article III, Section 1. Monies paid to the Union by any non-full book member prior to the effective date of this amended Constitution, on account of initiation fee and assessments, not exceeding Two Hundred and Fifty ($250.00) Dollars, shall be credited to such member's payment of his initiation fee as required by this section. Paragraph 2 amended to read as follows: Each candidate for probationary membership and each probationary member shall, with the payment of each of his first quarterly dues, as required by Section 1, pay at each such time the sum of One Hundred and Fifty ($150.00) Dollars as partial initiation fee. The total of such initiation monies so paid shall be credited to his above required initiation fee for a full book member upon completion of the required seatime as provided for in Article III, Section 1. Article VI, Section 4 which reads: Section 4. A member in retirement may be restored to membership after a two-year period of retirement con­ sisting of eight full quarters only by majority vote of the membership. Amended to read as follows: Section 4. A member in retirement may be restored to membership after a one-year period of retirement con­ sisting of four full quarters only by majority vote of the . membership. Article VII, Section 2 Vhich reads: Section 2. The headquarters of the Union-shall be lo­ cated in New York and the headquarters officers shall consist of a President, an Executive Vice-President, one Vice-President in Charge of Contracts and Contract En­ forcement, a Secretary-Treasurer, one Vice-President in Charge of the Atlantic Coast, one Vice-President in Charge of the Gulf Coast, and one Vice-President in Charge of the Lakes and Inland Waters. Amended to read: Section 2. The headquarters of the Union shall be lo­ cated in New York or at such place as the Executive Board may determine from time to time. The head­ quarters officers shall consist of a President, an Executive Vice-President, one Vice-President in Charge of Con­ tracts and Contract Enforcement, a Secretary-Treasurer, one Vice-President in Charge of the Atlantic Coast, one . Vice-President in Charge of the Gulf Coast, and one Vice-President in Charge of the Lakes and Inland Waters. Article VII, Section 4 which reads: Section 4. Every member of the Union shall be reg­ istered in one of three departments; namely, deck, engine and stewards department. The definition of these depart­ ments shall be in accordance with custom and usage. This definition may be modified by a majority vote of the membership. No member may transfer from one depart­ ment to another except by approval as evidenced by, a majority vote of the membership. Amended to read: Section 4. Where applicable, every member of the Union shall be registered in one of three departments; namely, deck, engine and stewards department. The definition of these departments shall be in accordance with custom and iisage. This definition may be modified by a majority vote of the membership. No member may transfer from one department to another except by ap­ proval as evidenced by a majority vote of the member­ ship. Article X, Section 1(e), Paragraph 1 which reads: (e) Subject to approval by a majority vote of the mem­ bership, the President shall designate the number and location of ports the jurisdiction, status and activities thereof, and may close or open such ports,-and may re­ assign Vice-Presidents and the Secretary-Treasurer, with­ out reduction of wages. He may also re-assign Head­ quarters Representatives, Port Agents, and Patrolmen, to other duties, without reduction in wages. The Ports of New York, Philadelphia, Baltimore, Mobile, New Orleans, Houston, Detroit and San Francisco may not be closed except by Constitutional amendment. Amended to read as follows: (e) Subject to approval by a majority vote bf the mem­ bership, the President shall designate the number and location of ports, the jurisdiction, status and activities thereof, and may close or open such ports, and may re­ assign Vice-Presidents and the Secretary-Treasurer, with­ out reduction of wages. He may also re-assign Head­ quarters Representatives, Port Agents, and Patrolmen, to other duties, without reduction in wages. The Ports of New York, Philadelphia, Baltimore, Mobile, New Orleans, Houston, Detroit, San Francisco and St. Louis, may not be closed except by Constitutional amendment. Article XI, Section 1 which reads: Article XI Wages and Terms of Office of Officers and Other Elective Job Holders, Union Employees, and Others Section 1. The following elected officers and jobs shall be held for a term «of four years: President Vice-Presidents Secretary-Treasurer Headquarters Representatives I Port Agents Patrolmen The term of four years set forth here is expressly sub­ ject to the provisions for assumption of office as contained in Article XIII, Section 6(b) of this Constitution. , The first nomination and election of officers and jobs under this amended Constitution as provided for in this Article XI and Articles XII and XIII, sh'all be held in the year 1975. Amended to read as follows: Section 1. The following elected officers and jobs shall be held for a term of four years, except the term of of­ ficers and jobs, elected in balloting conducted in 1975, shall be for five years: President Vice-Presidents Secretary-Treasurer Headquarters Representatives Port Agents Patrolmen The term of years set forth here is expressly subject to the provisions for assumption of office as contained in Article XIII, Section 6(b) of this Constitution. Article XII, Section 1 which reads: Article Xn • Qualifications for Officers, Headquarters Representatives, Port Agents, Patrolmen and Other Elective Jobs Section 1. Any member of the Union is eligible to be a candidate for, and hold, any office or the job of Head­ quarters Representative, Port Agent or Patrolman pro­ vided: (a) He has at least three (3) years of seatime in an unlicensed capacity aboard an American-flag merchant vessel or vessels. In computing time, time spent in the employ of the Union, its subsidiaries and its affiliates, or in any employment at the Union's direction, shall count the same as seatime. Union records. Welfare Plan records and/or company records can be used to determine eligi­ bility; and Xb) He has been a full book member in continuous good standing in the Union for at least three (3) years immedi­ ately prior to his nomination; and (c) He has at least one hundred (100) days of seatime, in an unlicensed capacity, aboard an American-flag mer­ chant vessel or vessels covered by contract with this Union, or one hundred (100) days of employment with, or in any office or job of, the Union, its subsidiaries and its affiliates, or in any employment at the Union's direc­ tion, or a combination of these, between January Isf and the time of nomination in the electfon year, except if such seatime is wholly aboard such merchant vessels operating Continued on Page 27 Seafarers Log �"is: ^. f \/ return, in normal course, to the port from which, they Continued from Page 26 were elected. solely upon the Great Lakes, in which event he shall have The Union Tallying Committee shall elect a chairman at least sixty-five (65) days of such seatime instead of the from among themselves and, subject to the express terms foregoing one hundred (100) days; and of this Constitution, adopt its own procedures. All de­ (d) He is a citizen of the United States of America; and cisions of such Committee and the contents of their report (e) He is not disqualified by law. He is not receiving a shall be valid if made by a majority vote, provided there pension from this Union's Pension Fund, if any, or from be a quorum in attendance, which quorum is hereby fixed a Union-Management Fund to which Fund this Union is at nine (9). The Committee, but not less than a quorum a party or from a company under contract with this thereof, shall have the sole right and duty to obtain all Union. mailed ballots and the other mailed election material from Amended as follows: the depository and to insure their safe custody during the (c) He has at least one hundred (100) days of seatime, course of the Committee's proceedings. The proceedings in an unlicensed capacity, aboard an American-flag vessel' of the Committee except for their organizational meeting or vessels covered by contract with this Union or one and their actual preparation of the closing report and hundred (100) days of employment with, or in any office dissents therefrom, if any, shall be open to any members, or job of, the Union, its subsidiaries and its affiliates, or provided he observes decorum. Any candidate may act as in any employment at the Union's direction or a com­ an observer and/or designate another member to act as bination of these, between January 1 and the time of his observer at the counting of the ballots. In no event nomination in the election year, except if such seatime is shall issuance of the above referred to closing report of wholly aboard such merchant vessels operating solely the Committee be delayed beyond January 31st immedi­ upon the Great Lakes or, if such seatime is wholly aboard ately subsequent to the close of the election year. In the tugboats, towboats or dredges and contractual employ­ discharge of its duties, the Committee may call upon ment thereon is for fixed days with equal amount of days and utilize the services of clerical employees of the off, he shall have at least sixty-five (65) days of such sea­ Union. The Committee shall be discharged upon the time instead of the foreging one hundred (100) days; completion of the issuance and dispatch of its report as and by addition of subsection (0 which reads as follows: required in this Artjcle. In the event a recheck and re­ (f) He has not sailed in a licensed capacity aboard an count is ordered pursuant to this Article, the Committee American-flag merchant vessel or vessels within -24 con­ shall be reconstituted, except that if any member thereof secutive months immediately prior to the opening of is not available, a substitute therefore shall be elected nominations. from the appropriate port at a special meeting held for Article XIII, Section 1. Nominations. Subsection (g) that purpose as soon as possible. which reads: Amended so that the second sentence of Paragraph 2 (g) In the event the member is on a ship he shall nofjfy reads as follows: the Credentials Committee what ship he is on. This shall "All decisions of such Committee and the contents of be done also if he ships subsequent to forwarding his their report shall be valid if made by a majority vote, pro­ credentials. vided there be a quorum in attendance, which quorum is amended to read; hereby fixed at ten." (g) In the event the member is on a vessel, he shall Article XXIII, Section 1 which reads: notify the Credentials Committee what vessel he is on. Article XXm This shall be done also if he ships subsequent to forward­ Meetings ing his credentials. Section 1. Regular membership meetings shall be held Article XlII, section 4 which reads: monthly only in the following major ports at the follow­ (b) The Union Tallying Committee shall consist of 16 ing times: full book members. Two shall be elected from each of the During the week following the first Sunday of every eight ports of New York. Philadelphia, Baltimore, month a meeting shall be held on Monday—at New Mobile, New Orleans, Houston, Detroit and San Fran­ York; on Tuesday—at Philadelphia; on Wednesday— cisco. The election shall be held at the regular meeting at Baltimore; and on Friday—at Detroit. During the next in December of the election year, or if the Executive week, meetings .shall be held on Monday—at Houston; Board otherwise determines prior thereto, at a special on Tuesday—at New Orleans; on Wednesday—at Mo­ meeting held in the aforesaid ports, on the first business bile; and on Thursday—at San Francisco. All regular day of the last week of said month. No officer. Head­ membership meetings shall commence at 2:30 p.m. local quarters Representative, Port Agent, Patrolman, or can­ time. Where a meeting day falls on a Holiday officially didate for office, or the job of Headquarters Represen­ designated as such by the authorities of the state or tative, Port Agent or Patrolman, shall be eligible for municipality in which a port is located, the port meeting election to this Committee, except as provided for in shall take place on the following business day. Saturday ,Article X, Section 4. In addition to its duties herein set and Sunday shall not be deemed business days. Torth, the Union Tallying Committee shall be charged The Area Vice Presidents shall be the chairmen of all with the tallying of all the ballots and the preparation of regular meetings in ports in their respective areas. In the a closing report setting forth, in complete detail, the event the Area Vice Presidents are unable to attend a results of the election, including a complete accounting regular meeting of a port, they shall instruct the Port of all ballots and stubs, and reconciliation of the same Agents, or other elected job holders, to act as chairmen with the rosters, and receipts of the Port Agents, all with of the meetings. detailed reference to serial numbers and amounts and In the event a quorum is not present at 2:30 P.M. the with each total broken down into port totals. The Tally­ chairman of the meeting at the pertinent port shall post­ ing Committee shall have access to all election records pone the opening of the meeting but in no event later and files for their inspection, examination and verifica­ than 3:00 P.M. tion. The report shall clearly detail all discrepancies Amended as follows: discovered and shall contain recommendations for the Section 1. Regular membership meetings shall be held treatment of these discrepancies. All members of the monthly only in the following major ports at the follow­ Committee shall sign the report, without prejudice, how­ ing times: ever, to the right of any member thereof to submit a During the week following the first Sunday of every dissenting report as to the accuracy of the count and the month a meeting shall be held on Monday—at New validity of the ballots, with pertinent details. York; on Tuesday—at Philadelphia; on Wednesday—at In connection with the tally of ballots there shall be no Baltimore; and on Friday—at Detroit. During the next counting of ballots until all mailing envelopes containing week, meetings shall be held on Monday—at Houston; valid ballots have first been opened, the ballot envelopes on Tuesday—at New Orleans; on Wednesday—at Mo­ removed intact and then all of such ballot envelopes bile; on Thursday—at San Francisco; and on Friday at mixed together, after which such ballot envelopes shall St. Louis. All regular membership meetings, etc. . . . be opened and counted in such multiples as the Commit­ Article XXIV, Section 8 reads: tee may "deem expedient and manageable. The Committee Section 8. The terms, "this Constitution", and "this shall resolve all issues on challenged ballots and then amended Constitution," shall be deemed to have the tally those found valid, utilizing the same procedure as same meaning and shall refer to the Constitution as provided in the preceding sentence either jointly or amended which takes the pjjace of the one adopted by the' separately. Union in 1939, as amended up through Jan. 1, 1974. Amended so that first two sentences read: Amended as follows: (b) The Union Tallying Committee shall consist of 18 Section 8. The terms, "this Constitution", and "this full book members. Two shall be elected from each of amended Constitution," shall be deemed to have the the 9 pqrts of New York, Philadelphia, Baltimore, same meahing and shall refer to the Constitution as Mobile, New Orleans, Houston, Detroit, San Francisco amended which takes.the place of the one adopted by the and St. Louis. • Union in 1939, as amended up through September, 1976. Article XIII, Section 4(c) which reads: Article XXIV amended by addition of two Sections: (c) The members of the Union Tallying Committee Section 13. The term "seatime" shall include employ­ shall, after their election, proceed to the port in which ment upon any navigable waters, or days of employment Headquarters is located, to arrive at that port no later than January 5th of the year immediately after the elec­ in a contracted employer unit represented by the Union. . Section 14. The term "in an unlicensed capacity, aboard tion year. Each member of the Committee not an American flag merchant vessel or vessels," shall in­ from the port in which Headquarters is located shall be clude persons employed in an unlicensed or licensed reimbursed for transportation, meals and lodging expenses occasioned by their traveling to and returning from th^ capacity aboard dredges, tugboats, towboats and similar Port. Committee members elected from the port in which vessels used to taw, propel, or push barges or other con­ Headquarters is located, shall be similarly reimbursed, veyances or assist merchant vessels in docking or unexcept for transportation. All members of the Comiuittee docking, or persons otherwise employed in a contracted shall also be paid at the prevailing standby rate of pay employer unit represented by the Union. 14. The parties hereto agree to the terms of the within from the day subsequent to their election to the day they July, 1976. merger, subject, however, to the approval of their respec­ tive membership to be conducted by referendum votes as hereinafter provided: 15. The A & G shall cause this Agreement, including the proposed Constitutional provisions which are to be amended, set forth in Paragraph 13 above, to be intro­ duced at its June 1976 Membership Meeting, as a resolu­ tion for vote and as proposed Constitutional amendments. As Constitutionally provided, if the foregoing shall be ac­ cepted at the Port meeting where introduced and a Con­ stitutional Committee thereafter elected, reports favor­ ably upon the same, it shall as further Constitutionally provided, be submitted to the July Membership Meetings and if the membership accept such report, it shall be recommended that the proposition constituting this Merger Agreement, including the proposed Constitu­ tional amendments, be voted upon by secret ballot as one proposition, with the vote to be held commencing August 16, 1976, and ending September 15, 1976. Copies of this proposed Merger Agreement, including the proposed amended Constitution set forth in Paragraph 13, shall be available at A & G Headquarters and Ports for its membership no later than August 6, 1976. Copies of this proposed Agreement including the proposed A & G Constitution as amended, together with the scheduled date and time of the referendum shall also be published in the Union newspaper before the end of July, 1976. 16. (a) The IBU shall cause this Agreement, including the proposed amended Constitution set forth in Para­ graph 13 above, to be approved by its Executive Board. If said Executive Board so approves and if the A & G membership, at their July 1976 Membership Meeting, authorizes a referendum vote for the A & G member­ ship, as provided in Paragraph 15 above, then this Agree­ ment and proposed A «& G amended Constitution shall be submitted to the IBU membership for mail referen­ dum vote by secret ballot to be held during the period August 16-September 15, 1976. (b) The ballot to be voted upon by the IBU membership shall contain the proposition whether or not to approve the Agreement, including the A & G Constitution as amended. (c) The ballots shall be available at IBU Headquarters and all Ports from 9 A.M. to 12 Noon oh Monday through Saturday excepting holidays. The ballots shall be tallied commencing September 20, 1976, by a four man Tallying Committee elected at a Special Meeting at Headquarters no later than September 18, 1976. All ballots postmarked after September 15, 1976 shall not be counted. Upon completion of the tally, the Committee shall make its report and certification. (d) Copies of this proposed Merger Agreement includ­ ing the proposed Amended Constitution set forth in Para­ graph 13, shall be available at IBU Headquarters and Ports no later than August 6, 1976. Copies of this pro­ posed Agreement including the proposed A & G Con­ stitution as amended, together with the scheduled date and time of the referendum, shall be published in the Union newspaper before the end of July. (e) The Executive Board, as Constitutionally provided, shall take such steps as it deems necessary to assure that the vote is secret, including but not limited to the pro­ cedure for the voting, the administration, tallying -and certification of the balloting. 17. This Merger Agreement, including the proposed amended Constitution set forth in Paragraph 13 above, shall not become effective unless both the A & G and IBU members voting, voting separately as provided above, vote affirmatively on the proposition for merger and the A & G Constitution as amended. 18. This Merger Agreement and all its provisions ex­ cept as otherwise provided herein shall become effec­ tive on the latest date of the Tallying Committee of the A & G and IBU, counting the aforesaid votes, certifies that each of the foregoing propositions have been voted affirmatively by their respective membership. IN WITNESS WHEREOF, we have made and exe­ cuted this Agreement this 17th day of May, 1976. SEAFARERS INTERNATIONAL UNION OF NORTH AMERICA-ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT, AFL-CIO BY: s/ PAUL HALL PAUL HALL, President s/ FRANK DROZAK FRANK DROZAK, Executive 'Vice President INLAND BOATMEN'S UNION OF THE SEAFARERS INTERNATIONAL UNION OF NORTH AMERICA-ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT, AFL-CIO BY: s/ PAUL DROZAK PAUL DROZAK, National Director s/ BYRON KELLEY BYRON KELLEY, Great Lakes Area Director The foregoing Agreement has been approved by the INLAND BOATMEN'S UNION OF THE SEAFARERS INTERNATIONAL UNION OF NORTH AMERICA-ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT EXECUTIVE BOARD Dated: May 17, 1976 s/ JOSEPH DiGIORGIO JOSEPH DiGIORGIO. Secretary-Treasurer INLAND BOATMEN'S UNION Page 27 •it I .;A i tl I i . f' .f. my I i-f • I !::: f: 1 'I .^1 f ;• �\ . ; - i. - '.•'T'.-r.. ' « I..,iu REPORT OF CONSTITUTIONAL COMMITTEE SEAFARERS INTERNATIONAL UNION OF NORTH AMERICAATLANTIC, GULF, LAKES & INLAND WATERS DISTRICT, AFL-CIO ON RESOLUTION FOR IBU MERGER AND AMENDMENTS We, the undersigned Constitutional Coiiiinittee were duly elected at a special meeting at Headquarters, Port of New York, on June 21, 1976, in accordance with Article XXV, Section 2 of our Union Constitution. We herewith submit this report and recommendation, in accordance with Article XXV which reads as follows: ARTICEL XXV AMENDMENTS This Constitution shall be amended in the following manner: Section 1. Any full book member may submit at any regular meeting of any Port proposed amendments to this Constitution in resolutiot^form. If a majority vote of the membership of the Port approves it, the proposed amend­ ment shall be forwarded to all Ports for further action. Section 2. When a proposed amendment is accepted by a majority vote of the membership, it shall be referred to a Constitutional Committee in the Port where Head­ quarters is located. This Committee shall be composed of six full book members, two from each department and shall be elected in accordance with such rules as are established by a majority vote of that Port. The Com­ mittee will act on all proposed amendments referred to jt. The Committee may receive whatever advice and assist­ ance, legal or otherwise, it deems necessary. It shall pre­ pare a report oh the amendment together with any pro­ posed changes or substitutions or recommendations and the reasons for such recommendations. The latter shall then be submitted to the membership. If a majority vote of the membership approves the amendment as recom­ mended, it shall then be voted upon, in a yes or no vote by the membership of the Union by secret ballot in ac­ cordance with the procedure directed by a majority vote of the membership at the time it gives the approval ne­ cessary to put the referendum to a vote. The Union Tallying Committee shall consist of six (6) full book melhbers, two from each of the three (3) departments of the Union, elected from Headquarters Port. The amendment shall either be printed on the ballot, or if too lengthy, shall be referred to on the ballot. Copies of the amendment shall be posted on the bulletin boards of all ports and made available at the voting site in all ports. Section 3. If approved by a majority of the valid ballots cast, the amendment shall become effective immediately upon notification by the aforesaid Union Tallying Com­ mittee to the Secretary-Treasurer that the amendment has been so approved, unless otherwise specified in the amendment. The Secretary-Treasurer shall immediately notify all ports of the results of the vote on the amend­ ment. At the regular membership meeting held in the Port of New York on June 7, 1976, the following resolution was submitted: WHEREAS, this Union—the SEAFARERS INTER­ NATIONAL UNION OF NORTH AMERICA, AT­ LANTIC, GULF, LAKES AND INLAND WATERS DISTRICT (A & G) chartered many years ago, the IN­ LAND BOATMEN'S UNION OF THE SEAFARERS •INTERNATIONAL UNION OF NORTH AMERICA, ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT (IBU); and WHEREAS, the membership of this Union essentially constitutes unlicensed seamen employed aboard Ameri­ can flag merchant vessels operating upon the Deep Seas and Great Lakes; and WHEREAS, IBU essentially represents seamen, mar­ itime and allied workers in and upon the coastal, harbors and inland waters and lakes of the United States and its possessions; and WHEREAS, both of such Unions have consistently and constantly worked with each other upon common and related problems affecting their membership and each is familiar with the operation of the other as well as the economic and social problems of their respective mem­ bership and are further familiar with each others member­ ship, industry and their issues as they relate to their organizational and economic structure and, finally, throughout the years they have constantly rendered finan­ cial and trade union aid and assistance to each other; and WHEREAS, both unions are each parties to common union management trusts that provide for their respective membership, various welfare, pension, training and other fringe benefits and each organization has worked inti­ mately with the other and their respective contracted employers with respect to'matters arising'under and in the administration of such trusts for the respective mem­ bership; and WHEREAS, it is strongly felt and believed that the merger of the IBU with this Union would be in the best interests of both their membership and would result in a reduction of operating expenses and afford greater con­ tinued strength and resources as one organization, par­ ticularly in the area of organization; and WHEREAS, it is recognized that by reason of different contractual employment relationships, there are long es­ tablished job rights of the respective membership with separate and distinct employers, which should be pro­ tected for each respective membership as to job or sailing rights; and WHEREAS, the Executive officers of each such Union, over a period of time, have met and discussed terms of merger and have now agreed to merge into one organization preserving, however, the long established job and shipping rights of the respective membership and which merger is subject to the approval of the respective membership as constitutionally required. NOW, THEREFORE, in the interest of our member­ ship, in the interest of the unlicensed seaman and maritime worker, and in the interest of a stronger trade union cap­ able of preserving, protecting and enchancing the rights of our membership, it is hereby RESOLVED, that the Merger Agreement between this Union and the IBU, dated May 17, 1976, be in all re­ spects approved; and it is further RESOLVED, that in order to effectuate the said Merger Agreement, certain Constitutional amendments are necessary and that our Constitution shall be amended in the following respects: 1. Article III, Section 3(e), last sentence thereof shall be amended to read as follows: "The provision of this Subsection (e) shall be inapplicable" when such merchant vessel is op­ erating upon the Great Lakes or upon the har­ bors, rivers or territorial waters of the United States." 2. Article V, Section 2, second paragraph shall be amended by striking the last sentence thereof, which reads as follows: "Monies paid to the Union by any non-full book member prior to the effective date of this amended Constitution, on account of initiation fee and assessments, not exceeding Two Hun­ dred and Fifty ($250.00) Dollars, shall be cred­ ited to such member's payment of his initiation fee as required by this section." 3. Article VII, Section 4, and specifically the first sen­ tence thereof, shall be amended to read as follows: "Where applicable, every member of the Union shall be registered in one of three departments; namely, deck, engine and stewards depart­ ment." 4. Article X, Section 1(e) and particularly, the first paragraph thereof and specifically, the last sentence of such first paragraph, shall be amended to read as follows: "The Ports of New York, Philadelphia, Balti­ more, Mobile, New Orleans, Houston, Detroit, San Francisco and St. Louis, may not be closed except by Constitutional amendment." 5. Article XIII, Section 1(g) shall be amended to read as follows: "In the event the member is on a vessel he shall notify the Credentials Committee what vessel he is on. This shall be done also if he ships sub­ sequent to forwarding his credentials." 6. Article XIII, Section 4(b) and specifically the first two sentences thereof, shall be amended to read as fol­ lows: "The Union Tallying Committee shall consist of 18 full book members. Two shall be elected from each of the 9 ports of New York, Philadel­ phia, Baltimore, Mobile, New Orleans, Hous­ ton, Detroit, San Francisco and St. Louis." 7. Paragraph 2 of Article XIII, Section 4(c) shall be amended so that the number nine (9) is changed to ten (10). 8. Article XXIII, Section I, second paragraph, first two sentences shall be amended to read as follows: "During the week following the first Sunday of every month a meeting shall be held dn Monday —at New York; on Tuesday—at Philadelphia; on Wednesday—at Baltimore; and on Friday— at Detroit. Durirtg the next week, meetings shall be held on Monday—at Houston; on Tuesday —at New Orleans; on Wednesday—at Mobile; on Thursday—at San Francisco; and on Friday at St. Louis." 9. Article XXIV, Section 8, shall be amended so as to delete the term "January 1, 1974" and replace it with the term "September, 1976." 10. Article XXIV, shall be amended by adding thereto Sections "13" and "14", which shall read as follows: "Section 13. The term "seatime" shall include employment upon any navigable waters, or days of employment in a contracted employer unit represented by the Union, or contractually man­ dated time off. Section 14. The term "in an unlicensed capacity aboard an American flag merchant vessel or vessels," shall include persons employed in an unlicensed or licensed capacity aboard dredges, tugboats, towboats and similar vessels used to tow, propel or push barges or other conveyances or assist merchant vessels in docking or undocking, or persons otherwise employed in a con­ tracted employer unit represented by the Union." and it is further Continued on Page 29 The Constitutional Committee, elected June 21 at Headquarters, works on their report on the merger of the SlU and the Inland Boatmen's Union. Clockwise from left, Ihey are: Kenneth Bowman, engine de­ partment; Frank Teti, deck department; Warren Cassidy, steward department; James Colder, chairman, steward department; John McHale, deck department, and William Drew, engine department. Hf, i Page 28 •f Seafarers Log �•k, Continued from Page 28 RESOLVED, that additional amendments, unrelated to the proposed Merger, be adopted as follows: 11. Article VI, Section 4, shall be amended to read as follows: "A member in retirement may be restored to membership after a one year period of retire­ ment consisting of four full quarters, only by a majority vote of the membership." 12. Article XI, Section 1, shall be amended to read as follows: "The following elected officers and jobs shall be held for a term of four years," except the term of officers and jobs, elected in balloting con­ ducted in 1975, shall be for five years: President Vice-Presidents Secretary-Treasurer Headquarters Representatives Port Agents Patrolmen ^ The term of years set forth here is expressly subject to the provisions for assumption of office as contained in ''Article XIII, Section 6(b) of this Constitution." and the last paragraph of Section 1, which reads "The first nomination etc,", sliall be cleleted. 13. Article XII, Section 1, shall be amended by adding Subsection (f) which shall read: "(f) He has not sailed in a licensed capacity * aboard an American flag merchant vessel or vessels within 24 consecutive months immedi­ ately prior to the opening of nominations." and it is further RESOLVED, that as-constitutionally provided, if a majority of the membership of the Port Meeting where this Resolution is introduced, approves the Resolution, and thereafter refers it to all Ports and the majority of the membership approves the Resolution, then as con­ stitutionally provided, a Constitutional Committee shall thereafter be elected at a Special meeting to be held on June 21, 1976, at 10:00 AM, at Headquarters, and such Committee, as constitutionally required, shall report upon the amendments as proposed, to the July, 1976 Member­ ship Meeting; and it is further RESOLVED, that if the membership accept such re­ port of the Constitutional Committee the proposition constituting the Merger Agreement including the pro­ posed Constitutional amendments be voted upon in secret ballot with the vote to be held commencing August 16, 1976, and ending on September 15, 1976; and it is further RESOLVED, that on the balloting to be taken on the proposed amendments, as well as the Merger Agreement, said amendments and Merger Agreement be voted "up" or "down" as one proposition, and it is further RESOLVED, that copies of the proposed Merger Agreement, including the proposed amended Constitution set forth in Paragraph 13 thereof, shall be available at A & C Headquarters and Ports, for the membership, no later than August 6, 1976; and it is further RESOLVED, that the Merger Agreement, including the proposed amendments shall not become effective unless the members of the IBU voting, vote affirmatively as to the proposition to be set forth on their ballot, and unless the members of this Union voting, vote affirmatively on the proposition to be-voted upon by them; and that if both groups vote affirmatively, the Merger Agreement and the amendments to the Constitution shall become effective on the latest date that the Tallying Committee of both or­ ganizations certifies that each of the propositions have been voted upon affirmatively by their respective mem­ bership; and it is further RESOLVED, that if either of the membership shall not vote affirmatively on the propositions set forth on their ballot, then the Merger Agreement, including the proposed amendments to the Constitution set forth above, shall be deemed cancelled, null and void and of no force and effect. Fraternally submitted: Paul Hall, President, H-I Frank Drozak, Executive Vice President, D-22 Cal Tanner, Vice President, T-1 Lindsey J. Williams, Vice President, W-1 Joe DiGiorgio, Secretary-Treasurer, D-2 Earl Shepard, Vice President, S-2 Paul Drozak, Vice President, D-180 Fred Farnen, F-656, Headquarters Representative Leon Hall, Jr., H-125, Headquarters Representative William W. Hall, H-272, Headquarters Representative Edward X. Mooney, M-7, Headquarters Representative George McCartney, M-948, New York Agent Ted Babkowski, B-1, New York Joint Patrolman Jack Caffey, C-1010, New York Joint Patrolman Angus Campbell, C-217, New York Joint Patrolman Luige lovino, I-l!, New York Joint Patrolman Frank Mongelli, M-1111, New York Joint Patrolman , Michael Sacco, S-1288, New York Joint Patrolman Keith Terpc, T-3, New York Joint Patrolman Herman Troxclair, T-4, New York Joint Patrolman John Fay, F-363, Philadelphia Agent Albert Bernstein, B-3, Philadelphia Joint Patrolman July. 1976 William Morris, M-4, Philadelphia Joint Patrolman Ben Wilson, W-217, Baltimore Agent Tony Kastina, K-5, Baltimore Joint Patrolman Robert Pomerlane, P-437, Baltimore Joint Patrolman Louis Neira, N-1, Mobile Agent Harold Fischer, F-1, Mobile Joint Patrolman C. J. "Buck" Stephens, Agent, New Orleans, S-4 Thomas E. Gould, G-267, New Orleans Joint Patrolman Louis Guarino, G-520, New Orleans Joint Patrolman Stanley Zeagler, Z-60, New Orleans Joint Patrolman Robert "Mickey" Wilbum, W-6, Houston Agent Frank "Scottie" Aubusson, A-8, Houston Joint Patrolman Roan Lightfoot, L-562, Houston Joint Patrolman Franklin Taylor, T-180, Houston Joint Patrolman Steve Troy, T-485, San Francisco Agent Pat Marinelli, M-462, San Francisco Joint Patrolman Joseph Sacco, S-1287, San Francisco Joint Patrolman Jack Bluitt, B-15, Detroit Agent Roy Boudreau, B-1473, Detroit Joint Patrolman The membership voted to accept this resolution. The resolution was thereafter submitted to all Constitutional Ports commencing with Philadelphia on June 8, and end­ ing at San Francisco on June 17, 1976. Headquarters has made available to as the results of the vote on the resolu­ tion in all of the Constitutional Ports. It is the finding of this Committee that a majority of the membership at the regular membership meetings held in the Constitutional Ports voted to accept the proposed amendments as embodied in this resolution. The proposed amendments reflect necessary changes as a result of the agreement between this District and the Inland Boatmen's Union to merge into one organization, with resultant in­ creased strength of our Union and more economic and ef­ ficient administration. Additionally, the proposed amend­ ments reflect other changes which are of particular significance and others which are merely housekeeping and technical changes updating our Constitution. Basically, the merger agreement provides that the In­ land Boatmen's Union will merge into and become part of the Atlantic, Gulf, Lakes and Inland Waters District and the members of the Inland Boatmen's Union will be­ come bound by our Constitution. Thus, while IBU mem­ bers will soon be voting upon the merger agreement and as a result also to accept our Constitution, which is en­ tirely new to them and which will set forth their rights and privileges as Union members, the amendments ac­ tually required to be made in our Constitution to accom­ plish the merger, are few in number. This Committee, as constitutionally authorized, pro­ poses changes or substitutions for some of the proposed Constitutional amendments. Additionally, we recom­ mend further Constitutional changes. We hereafter set forth our comments upon the pro­ posed amendments, our proposed changes or substitutions and the reasons therefor, as well as our recommendations as to additional Constitutional changes and the reasons for such recommendations. In our discussion, we shall refer to each proposed amendment by their paragraph numbers, all of which are set forth above. 1. Artilce III, Section 3(e) This amendment is necessitated to accommodate to the merger so as to treat the IBU membqrs in the same manner as that provided for our Great Lakes members, none of whom sail aboard vessels which are gone from the continental United States for substantial periods of time. 2. Article V, Section 2 This amendment constitutes a typical housekeeping provision in that it deletes from the Constitution provi­ sions which were aplicable in 1970 and immediately there­ after but which, fundamentally, are no longer applicable. 3. Article VII, Section 4 "This amendment is necessitated to accommodate to the merger so that the requirement as to registration in one of three departments of the vessel shall only take place where applicable. It is to be noted that on some of the vessels manned by IBU members, there is no such division as three separate departments. 4. Article X, Section 1(e) Again, this is a Constitutional change to accom­ modate to the merger. In effect, St. Louis, Missouri is made a Constitutional Port. 5. Article XIII, Section 1(g) This amendment is to accommodate to the merger and recognizes the nature of vessels upon which IBU members are employed, therefore the present word "ship" is changed to "vessel". 6. Article XllI, Section 4(b) Again, this amendment is to accommodate to the merger. In substance, it provides for Union Tallying Committee members to come from all Constitutional Ports including the new Constitutional Port of St. Louis. 7. Article XIII, Section 4(c) This amendment, which fixes the quorum for the Union Tallying Committee at ten (10).instead of pine (9) as presently provided, is also to accommodate to the merger and the addition of St. Louis as a Constitutional Port. 8. Article XXIII, Section 1 This amendment is necessitated to accommodate to the merger. It provides for membership meetings to be held at the Constitutional Port of St. Louis. 9. Article XXIV, Section 8 This is a housekeeping amendment to update the Constitution as amended. 10. Article XXIV is amended by adding two new Sec­ tions, Sections 13 and 14. Under Section 13, the definition of "seatime" is appropriately amended so as to credit employment of all members including those of the IBU. Section M 4 defines the term "in an unlicensed capacity aboard an American-flag merchant vessel or vessels" to include employment aboard vessels manned by IBU members. 11. Article VI, Section 4 This amendment changes from two years to one year the time within which a member in retirement may be restored to membership by a majority vote of the membership. 12. Article XI,Section 1 Our Constitution has always provided for a four year term of office, commencing and ending with even years. In December, 1969, by Constitutional amendment, the term of office for the period 1968-1972 was shortened to end in 1971. The purpose of this amendment is to restore our past practice of term of officers commencing and ending with even years. By reason thereof, the pres­ ent term of our officers would be extended one year with the next election of officers to be held in 1980. 13. Article Xll, Section 1(f) This amendment is to assure that candidates for office have not during a recent period prior to nomina­ tions been employed in a working unit where the general, economic and other interest of the personnel and such unit, may be adverse to those of our membership's in­ terest. With respect to the above proposed amendments, we recommend the following changes. It is to be noted in the proposed amendment Paragraph .. 10, provision is made under Section 13, for the definition of the term "seatime". It is further provided by that definition that "seatime" shall include "contractually mandated time off." The purpose of this latter provision is intended to assure a reasonable opportunity for a pres­ ent IBU member to receive one hundred (100) days sea­ time between January 1, and time of nomination during election years specifically where such member, by con­ tract, works a specified number of days on and an equal number of days off. This appears to us to be comparable and analogous to the short season which out Great Lakes members have and concerning which appropriate adjust­ ment was made in our Constitution to accommodate to the same when the Great Lakes members merged into our Union. It appears to us that a similar procedure and for­ mat should be utilized in our Constitution as applicable to such IBU members. In view of the same, we suggest the following change. The proposed amendment to Article XXIV, by adding Section "13", should be changed to read as follows: "Section 13. the term "seatime" shall include employment upon any navigable waters, or days of employment in a contracted employer unit represented by the Union." In addition. Article XII, Section 1(c) should be amended to read as follows: "(c) He has at least one hundred (100) days of seatime, in an unlicensed capacity, aboard an American-flag merchant vessel or vessels cov­ ered by contract with this Union or one hundred (100) days of employment with, or in any office or job of, the Union, its subsidiaries and its af­ filiates, or in any employment at the Union's direction or a combination of these, between January 1, and the time of nomination in the election year, except if such seatime is wholly aboard such merchant vessels operating solely upon the Great Lakes or, if such seatime is wholly aboard tugboats, towboats or dredges and contractual employment thereon is for fixed days with equal amount of days off, he shall have at least sixty-five (65) days of such seatime instead of the foregoing one hundred (100) days; and" Finally, we recommend two further amendments. We recognize in today's rapidly moving society, places of operations change quickly. As a Union, our structure should be elastic enough to accommodate to such changes. It is further noted, that as presently provided, the Head­ quarters of our Union is in New York. In the event of economic changes, it may be necessary, in the best in­ terests of the membership, for the Headquarters to be at some other location. However, to accomplish this under our present Constitution, it will be necessary to go through the time consuming procedures for a Constitu­ tional amendment. It appears to us that we should haye a more flexible and timely method to effectuate such a change. It further appears to us that such determination should be left to our Executive Board. By reason of the foregoing, we recommend the following amendmept to be voted upon by the membership. Continued on Page 30 Page 29 i V/ \J t I V- % { |';t �' .V :/ Continued from Page 29 ' Article Vll, Section 2 shall be amended to read as follows: "Section 2. The Headquarters of the Union shall be located in New York or at such place as the Executive Board may determine from time to time. The Headquarters officers shall consist of a President, an Executive Vice-President, one Vice-President in Charge of Contracts and Contract Enforcement, a Secretary-Treasurer, one Vice-President in Charge of the Atlantic Coast, one Vice-President in Charge of the Gulf Coast, and one Vice-President in Charge of the Lakes and Inland Waters." The other recommended amendment is to accommo­ date to the proposed merger. In our Article 111, Section 1, it is provided that ail candidates for full membership must have 360 days, or more seatime in a consecutive 24 calendar month period. Some of the IBU contracts provide for fixed number of days employment with an equal number of days off. As a result, it may be difficult, if not improbable for such men to qualify for full membership under present Constitu­ tional provisions. The reduction of the seatime period will accommodate the IBU members and yet not ad­ versely effect A&G probationary or full members. In view of the foregoing, we recommend: "Article 111, Section 1, third sentence thereof, which provides—'All candidates with 360 days or more seatime in a consecutive 24 calendar month period etc.'—shall be changed to read: 'All candidates with 260 days or more seatime in a consecutive 24 calendar month period etc.'" ' We further note that the first "RESOLVED" of the Resolution upon which we are acting, provides that the merger agreement "be in all respects approved". It ap­ pears to us, that in one respect a modification is in order. Paragraph "6" of the merger agreement provides that an IBU member in good standing prior to the merger, is not to be a "full book member" of the A&G, unless he has not less than 360 days seatime, within 24 consecu­ tive months, notwithstanding that prior to the merger such IBU member had full and complete IBU member­ ship privileges. It appears to us, that such full rights should be carried over and recognized by the A&G. Al­ though this proposed modification is not a constitutional amendment provision, nevertheless in view of the fact that the merger agreement is part of the Resolution con- taining proposed cdnstiiutional amendments, wc believe that the same suggests it is appropriate to make this rec­ ommendation relative to modification of the merger agreement. We, therefore, recommend that a modification of Para­ graph "6" of the merger agreement be made by the parties thereto prior to any vote by the respective meml^rship upon the merger agreement. Such Paragraph "6" should be amended to read as follows: "6. All IBU members in good standing, possess­ ing such status pursuant to the IBU Constitu­ tion in effect prior to the merger, shall be 'full book members' under the terms of the A&G Constitution as amended and such Constitution shall be as hereafter set forth. A suspended IBU member as so defined in the present IBU Constitution, shall not possess membership status in the A&G unless within 90 days after the effective date of this merger, he has paid to the A&G all his IBU union monetary obliga­ tions past due." The amendments discussed and recommended above are, as previously stated, in part in connection with the merger agreement and in other part in connection with housekeeping or substantive changes in our Constituition. As proposed by the resolution, copies of the proposed merger agreement including proposed amended Consti­ tutional provisions will be available at Headquarters and Ports for the membership no later than August 6, 1976. We earnestly suggest that all of our members read the full text of the agreement and proposed amendments so as to become familiar with all of its terms and provisions. We believe that our membership, based upon all the facts, will approve the merger agreement and the proposed Constitutional amendments as well as those proposed changes and the further proposed amendments and we recommend such approval. Your Committee recommends that in conection with the ballot to be used by the membership in the vote on your Committee's recommendations, in accordance with the merger agreemeent, there be one proposition to be voted "Yes" or "No", reading as follows: be approved. « ^: ^ , I lYes ( 1 No " If this Constiutional Committee's report and recom­ mendation in concurred in by the membership at the July, 1976 membership meetings, it is recommended that, as provided in the merger agreement and resolution for Constitutional amendments, that the ballot on the above proposition b^ held by referendum vote in accordance with Article XIII, Sections 3, 4 and 7 of our Constitution, subject, however, to the following: "The election shall be held commencing at all Ports on August 16, 1976 and ending September 15, 1976. The Committee further recommends that Herbert D. Bacher, Executive Vice-President, Sterling National Bank & Trust Company of New York, 1410 Broadway, New York, New York 10018 serve as depository for ballots cast in this referendum. In accordance with Article XXV of our Constitution, the Union Tallying Committee shall consist of six full book members, two from each of the three departments of the Union, elected from Headquarters Port at a special meeting to be held there on September 18, 1976, and shall begin their duties on September 20, 1976. Requests for absentee ballots must be postmarked no later than 12 midnight on August 25, 1976, and must be delivered to the Secretary-Treasurer at Headquarters no later than August 31, 1976. Absentee ballots shall be mailed by the Secretary-Treasurer no later than Septem­ ber 2, 1976. All ballots to be counted must bear a post­ mark on or before September 15, 1976. Upon the completion of the tallying, the Committee shall make its report and certification. This Committee finally recommends, in accordance with the merger agreement and our Constitution's pro­ visions with respect to amendments, that this report and recommendations be read at Headquarters and all branches at the regular July, 1976 membership meetings for the purpose of acting upon this report and recom­ mendations in accordance with Article XXV of our Constitution. Dated: June 25,1976 Fraternally submitted, James Golder, G-72, Chairman Frank Teti, T-93 John McHale, M-520 Kenneth Bowman, B-1778 Warren Cassidy, C-724 William Drew, D-533 'Shall the merger agreement between Atlantic, Gulf, Lakes and Inland Waters District and the Inland Boatmen's Union of the Seafarers Inter­ national Union of North America, Atlantic, Gulf, Lakes and Inland Waters District, includ­ ing the proposed Constitutional amendments. EVERY SEAFARER IS GUARANTEED: • Protection of the rights and privileges guaranteed him under the Constitution of the Union. The right to vote. • The right to nominate himself for, and to hold, any office in the Union. That every official of the Union shall be bound to uphold and protect the rights of every member and that in no case shall any member be deprived of his rights and priv­ ileges as a member without due process of the law of the Union. The right to be confronted by his accuser and to be given a fair trial by an impartial committee of his brother Union members if he should be charged with conduct detrimental to the welfare of Seafarers banded together in this Union. The right to express himself freely on the floor of any Union meeting or in committee. The assurance that his brother Seafarers will stand with him in defense of the democratic principles set forth in the Constitution of the Union. i • Page 30 / . Seafarers Log �-:-'T F" . - v: nioposfli ONsnniiM /•i THE SEAFARERS INTERNATIONAL UNION OF NORTH AMERICAATLANTIC, GULF. LAKES AND INLAND WATERS DISTRICT Affiliated with Seafarers International Union of North America, American Federation of Labor>Congress of Industrial Organizations (As Amended] FREAMiLE As maritime and allied workers and realizing the value and necessity of a thorough organization, we are dedicated to the forming of one Union for our people, the Seafarers International Union of North America—Atlantic, Gulf, Lakes and Inland Waters District, based upon the follow­ ing ininciples: All members shall be entitled to all the rights, privileges and guarantees as set forth in this Constitution, and such rights, privileges and guarantees shall be preserved in ac­ cordance with its terms. We declare that American seamen are entitled to receive their employment without interference of crimps, ship­ owners, fink halls or any shipping bureaus maintained by the Government. We affirm that every worker has the right to receive fair and just remuneration for his labor, and to gain suffi­ cient leisure for mental cultivation and physical recreation. We proclaim the right of all seamen to receive healthful and sufficient food, and proper forecastles in which to rest. We defend the right of all seamen to be treated in a decent and respectful manner by those in command, and We hold that the above rights belong to all workers alike, irresiMctive of nationality or creed. Recognizing the foregoing as our inalienable rights, we are conscious of corresponding duties to those in command, our employers, our craft and our country. We will, therefore, try by all just means to promote har­ monious relations with those in command by exercising due care and diligence in the performance of the duties of our profession, and by giving all possible assistance to our em­ ployers in caring for their gear and property. Based upon these principles, it is among our objects: To use our influence individually and collectively for the purpose of maintaining and developing skill in seamanship and effecting a change in the maritime law of the United States, so as to render it more equitable and to make it an aid instead of a hindrance to the development of a merchant marine and a body of American seamen. To support a journal which shall voice the sentiments of maritime workers and through its columns seek to maintain their knowledge of, and interest in, maritime affairs. To assist the seamen of other countries in the work of organization and federation, to the end of establishing the Brotherhood of the Sea. To form and to assist by legal means other bona fide labor organizations whenever possible in the attainment of their just demands. To regulate our conduct as a Union and as individuals so as to make seamanship what it rightly is—an honorable and useful calling. And bearing in mind that we are migra­ tory, that our work takes us away in different directions from any place where the majority might otherwise meet to act, that meetings can be attended by only a fraction of the membership, that the absent members, who cannot be present, must have their interests guarded from what might be the results of excitement and passions aroused by per­ sons or conditions, and that those who are present may act for and in the interest of all, we have adopted this Con­ stitution. Statement of Principles ond DecioFotlon of Rights In order to form a more perfect Union, we workers in the maritime and allied industries, realizing the value and necessity of uniting in pursuit of our improved economic and social welfare, have determined to bind ourselves to­ gether in the Seafarers International Union of North Amer­ ica—Atlantic, Gulf, Lakes and Inland Waters District, and hereby dedicate ourselves to the following principles: In promoting our economic and social welfare, we shall ever be mindful, not only of our rights, but also of our duties and obligations as members of the community, our duties as citizens, and our duty to combat the menace of communism and any other enemies of freedom and the democratic principles to which we seafaring men dedicate ourselves in this Union. We shall affiliate and work with other free labor orga­ nizations; we shall support a journal to give additional voice to our views; we shall assist our brothers of the sea and other workers of all countries in these obligations to the fullest extent consistent with our duties, obligations, and law. We shall seek to exert our individual and collective influence in the fight for the enactment of labor and other legislation and policies which look to the attainment of a free and happy society, without distinction based on race, creed or color. To govern our conduct as a Union and bearing in mind that most of our members are migratory, that their duties carry them all over the world, that their rights must and shall be protected, we hereby declare these rights as mem­ bers of the Union to be ina ienable. er shall te bound to uphold and protect the rights of every member in accordance with the principles set forth in the Constitution of the Union, IV Every member shall have the right to be confronted by his accuser whenever he is charged with violating the law of this Unicm, In all such cases, the accused shall be guaranteed a fair and speedy trial by an impartial committee of his brolher Union members. No member shall be denied the right to express himself freely on the floor of any Union meeting or in committee. VI A militant membership being necessary to the security of a free union, the members shall at all times stand ready to defend this Union and the principles set forth in the Con­ stitution of the Union. VII The powers not delegated to the officers, job holders, and Executive Board by the Constitution of the Union shall be reserved to the members. CONSTITUTION C«) Article I sel. The Nome ond Generol Powers This Union shall be known as the Seafarers International Union of North America—Atlantic, Gulf, Lakes and In­ land Waters District. Its powers shall be legislative, judicial, and executive, and shall include the formation of, and/or issuance of charters to, subordinate bodies and divisions, corporate or otherwise, the formation of funds and parti­ cipation in funds, the establishment of enterprises for the benefit of the Union and similar ventures. This Union shall exercise all of its powers in aid of subordinate bodies and divisions created or chartered by it. For convenience of administration and in furtherance of its policies of aid and assistance, the Union may make its property, facilities and personnel available for the use and on behalf of such sub­ ordinate bodies and divisions. A majority vote of the membership shall be authorization for any Union action, unless otherwise specified in the Constitution or by law. This Union shall at all times protect and maintain its jurisdiction. Article II Afflllotlon Sectton 1. This Union shall be affiliated with the Sea­ farers International Union of North America and the American Federation of Labor—Congress of Industrial Organizations. All other affiliations by the Union or its subordinate bodies or divisions shall be made or withdrawn as determined by a majority vote of the Executive Board. Section 2. In addition to such other provisions as are contained herein, all subordinate bodies and divisions seek­ ing a charter from and/or affiliation with this Union, shall be required to adopt, within a time period set by the Exe­ cutive Board, a constitution containing provisions as set forth in Exhibit A, annexed to this Constitution and made a part hereof. All other provisions adopted by such subordinate bodies and divisions as part of their constitutions shall not be inconsistent therewith. No such constitution or amend­ ments thereto shall be deemed to be effective without the approval of the Executive Board of this Union, which shall be executed in writing, on its behalf, by the President or, in his absence, by any other officer designated by it. Such approval shall be deemed to be recognition of compliance herewith by such subordinate body or division. Where a subordinate body or division violates any of the foregoing, and, in particular, seeks to effectuate any consti­ tutional provision not so authorized and approved, or com­ mits acts in violation of its approved constitution, or fails to act in accordance therewith, this Union, through its Executive Board, may withdraw its charter and/or sever its affiliation forthwith, or on such terms as it may impose not inconsistent with law, in addition to exercising any and all rights it may have pursuant to any applicable agree­ ments or understandings. Section 3. This Union shall also have the power, acting through its Executive Board, and after a fair hearing, to impose a trusteeship upon any subordinate body of divi­ sions chartered by and affiliated with it, for the reasons and to the extent provided by law. I Ankle III No member shall be deprived of any of the rights or ^iyileges guaranteed him under the Constitution of the Membership II Every qualified member shall have the right to nominate himself for, and, if elected, or appointed, to hold office in this Union. III No member shall be deprived of his membership without due process of the law of this Union. No member shall be compelled to be a witness against himself in the trial of any proceeding in which he may be charged with faflure to observe the law of this Union. Every official and job hold- July, 1976 bationary membership. Only full book members shall be entitled-to vote and to hold any office or elective job, ex­ cept as otherwise specified herein. All probationary mem­ bers shall have a voice in Union proceedings and shaU be enijtled to vote on Union contracts. Section 2. No candidate shall be gnmted membership who is a member of any dual organization hostile to the aims, principles, and policies of this Union. The members, by majority vote, shall at all times have the right to determine the membership status of pensioners. Section 3. Members more than one quarter in arrears in dues shall be automatically suspended, and shall forfeit all benefits and all other rights and privileges in the Union. They shall be automatically dismissed if they are more than two quarters in arrears in dues. An arrearage in dues shall be computed from the first day of the applicable quarter, but this time shall not run: (a) While a member is actually participating in a strike or lockout. (b) While a member is an in-patient in a USPHS or other accredited hospital. (c) While a member is tmder an incapacity due to ac­ tivity in behalf of the Union. (d) While a member is in the armed services of the United States, provided the member was in good standing at the time of entry into the armed forces, and further provided he applies for reinstatement within ninety (90) days after discharge from the armed forces, Section 1. There shall be two classes of membership, to wit, full book members and probationary members. Candi­ dates for membership shall iW admitted to membership in accordance with such rules as may be adopted from time to time, by a majority vote of the membership and which rules shall not be iaconsistent with the provisions of this Constitution. All candidates with days or more seatime in a consecutive 24 calendar month period commencing from January 1, 1968, in an unlicensed capacity, aboard an American-flag merchant vessel or vessels, covered by con­ tract with this Union, shall be eligible for full membership. All persons with less than the foregoing seatime but at least thirty (30) days of such seatime, shall be eligible for pro­ m •f i if 'ti of this Subsection (e) shaU^ thirbi^^ upon tiw Gre^Litlks the hhrboi^ livers or territorial wtdie^i^ihe Ui^^ Section 4. A majority vote of the membership shall be 'sufficient to designate additional circumstances during which the time specified in Section 3 shall not run. It shall be the right of any member to present, in writing' to any Port at any regular meeting, any question with regard to the appli­ cation of Section 3, in accordance with procedures estab­ lished by a majority vote of the membership. A majority vote of the membership shall be necessary to decide such questions. Section 5, The membership shall be empowered to establish, from time to time, by majority vote, rules tmder which dues and assessments may be excused where a mem­ ber has been unable to pay dues and assessmoits for the reasons provided in Sections 3 and 4. Section 6. To preserve unity, and to promote the com­ mon welfare of the membership, all members of the Union shall uphold and defend this Constitution and shall be governed by the provisions of this Constitution and all poli­ cies, rulings, orders and decisions duly made. Section 7. Any member who gives aid to the principles and policies of any hostile or dual organization shall be denied further membership in this Union to the full extent permitted by law. A majority vote of the membership shall decide which organizations are dual or hostile. Section 8. Evidence of membership or other afiUiation with the Union shall be in such form or forms as deter­ mined by the Executive Board, and shall at all times remain the property of the Union. Members may be required to show their evidence of membership in order to be admitted to Union meetings, or into, or on Union property. F, it tl V >, Article IV Relnstotement Members dismissed from the Union may be reinstated in accordance with such rules and under such conditions as are adopted, from time to time, by a majority vote of the mem­ bership. Article V Dues ond Inltlotlon Fee Section 1. All members' dues shall consist of: (a) dues in effect on July 1, 1975, which shall be paid quarterly on a calendar year basis, no later than the first business day of each quarter, except as herein otherwise provided, and; (b) the sum of $50.00 for each ninety days worked in twelve consecutive months for contracted employers and for days worked subsequent to such first ninety days in such twelve consecutive months, which are less than ninety, a proportionate sum of such $50.00 which shall be equal to the percentage which such worked days bears to ninety days. Dues payable under this subsection (b) shall be payable on the day that the member receives payment for his earned compensatory credit on account of having worked such days, anything to the contrary herein notwithstanding, and shall become effective as to members in the manner designated and determined by majority vote of the membership by secret ballot. When so determined, by the membership, mem­ bers in the employ of the Union, its subsidiaries and its affiliates, or in any employment at the Union's direction as provided for in Article XII, Section 1(a) and (c) shall pay in addition to that provided for in paragraph (a) im­ mediately above, the sum of Fifty ($50,00) Dollars quarterly on a calendar year basis, no later than the first business day of each quarter, while so employed. (c) Changes of the above dues shall only be by Con­ stitutional amendment. Section 2. No candidate for full book membership shall be admitted into such membership without having paid an initiation fee of Six Hundred ($600.00) Dollars, except as otherwise provided in this Constitution. In addition, the can­ didate shall pay a.Ten ($10.00) Dollar "service fee" for the issuance of his full book. i:.' >• .1 ' �•~y'?*K-VV-qr Each candidate for probationary membership and each probationary member shall, with the payment of each of his first quarterly dues, as required by ^tion I, pay at each such time the sum of One Hundred and Fifty ($150.00) ^ Dollars as partial initiation fee. The total of such initiation monies so paid shall be credited to his above required initia­ tion fee for a full book member upon completion of the re­ quired seatime as provided for in Article III, Section 1. Monies paid to the Union by any non-full book member prior, to the effective date of this amended Constitution, on account of initiation fee and assessments, not exceeding Two Hundred and Fifty (S250.00) Dollars, shall be credited to such member's payment of his initiation fee as required by this section. Section 3. Payment of dues and initiation fees may be waived for organizational purposes in accordance with such rules as are adopted by a majority vote of the Executive Board. Section 4. All members shall be and remain in good standing. Artici* Vi Retirement from Membership Section 1. Members may retire from membership by surrendering their Union books or other evidence of affilia­ tion and paying all unpaid dues for the quarter in which they retire, assessments, fines and other monies due and owing the Union. When the member surrenders his book or other evidence of affiliation in connection with his appli­ cation for retirement hfc shall be given a receipt therefor. An official retirement card shall be issued by Headquaners. upon request, dated as of the day that such member ac­ complishes these payments and shall be given to the mem­ ber upon presenting the aforesaid receipt. Section 2. All the rights, privileges, duties and obliga­ tions of membership shall be suspended during the period of retirement, except that a retired member shall not be disloyal to the Union nor join or remain in any dual or hostile organization, upon penalty or forfeiture of his right to reinstatement. Section 3. Any person in retirement for a period of two quarters or more shall be restored to membership, except as herein indicated, by paying dues for the current quarter, as well as all assessments accruing and newly levied during the period of retirement. If the period of retirement is less than two quarters, the required payments shall consist of all dues accruing during the said period of retirement, includ­ ing those levied during that period. Upon such payment, the person in retirement shall be restored to membership, and his membership book, appropriately stamped, shall be returned to him. _ -^t^hip after a one year pen^ of fetiie^ 'Tour full queers only by a mej(»ity v(Me of the member-. ectiofi 5. The period of retiremcnt""shali be~com-~ puted from the first day of the quarter following the one in which the retirement card was issued. Section 6. No member may retire his membership dur­ ing the period of a strike or lockout. Article Vil Systems of Orqcmizatlon Section 1. This Union, and all officers, headquarter's representatives, port agents, patrolmen, and members shall be governed in this order by: (a) The Constitution. (b) The Executive Board. (c) Majority vote of the' membership. ^ headquarters officers shall consist of a President, an Executive Vice-President, one Vice-President in Charge of Contracts and Contract Enforce­ ment, a Secretary-Treasurer, one Vice-President in Charge of the Atlantic Coast, one Vice President in Charge of the Gulf Coast, and one Vice-President in Charge of the Lakes and Inland Waters. Section 3. l^e staff of each port shall consist of such personnel as is provided for herein, and the port shall bear the name of the city in which the Union's port offices are Jocated, _ SeeSatt 4. /Wiiere.^lik»f^pvery niefflbcx ihan bp re^ster^ in oitt of three dep^menf^ rimhely;^ d(^^ and ^te^kds def^ definition of these departments shall be in accordance with custom and usage. This definition may be modified by a majority vote of the membership. No member may transfer from one department to another except by approval as evidenced by a majority vote of the membership. Artiek VIII Officers, Headquarters Representatives, Pert Agents and Patrolmen SectioL 1. The officers of the Union shall be elected as otherwise provided in this Constitution. These officers shall be the President, an Executive Vice-President, one VicePresident in Charge of Contracts and Contract Enforcement, a Secretary-Treasurer, one Vice-President in Charge of the Atlantic Coast, one Vice-President in Charge of the Gulf Coast, and one Vice-President in Charge of the Lakes and Inland Waters. Section 2. Port Agents, Headquarters Representatives, and Pa,trolmen shall be elected, except as otherwise provided in this. Constitution. Article IX Other Elective Jobs i Section 1. In addition to the elective jobs provided for in Article VIII. the following jobs in the Union shall be voted upon in the manner prescribed by this Constitution; Coijimittee members of: (1) Trial Committees (2) Quarterly Financial Committees (3) Appeals Committees (4) Strike Committees (5) Credentials Committees (6) Union Tallying Committees (7) Constitutional Committees Section 2. Additional committees may be formed as provided by a majority vote of the membership. Committees may also be appointed as permitted by this Constitution. Page 32 Article X Dirties of Officers, Heodquaiters Representatives, Port Agents, Other Elected Job Haiders and Miscellaneous Personnel Section 1. (a) The President shall be the executive officer of the Union and shall represent, and act for and in behalf of the Union in all matters except as otherwise specif­ ically provided for in the Constitution. (b) He shall be a member ex-officio of all committees, except as otherwise herein expressly provided. (c) The President shall be in charge of, and responsible for, all Union property, and shall be in charge of headquar­ ters and port offices. Wherever there are time restrictions or other considerations affecting Union action, the President shall take appropriate action to insure observance thereof. (d) In order that he may properly execute his respon­ sibilities, he is hereby instruct^ and authorized to employ any help he deems necessary, be it legal, accounting or otherwise. (e) Subject to approval by a majority vote of the mem­ bership, the President shall designate the number and loca­ tion of ports the jurisdiction, status and activities thereof, and may close or open such ports, and may re-assign VicePresidents and the l^cretary-Treasurer, without reduction in wages. He may also re-assign Headquarters Representatives, Port Agents, and Patrolmen, to other duties, without reduc­ tion in wages. bf'KeW York^^ more. Mobile, Hesy Detfoit, &n Frab<^o tpftik^ muenitaebfc di>ied by (GcnMltotkmaL Where ports are opened between elections, the President shall designate the Union personnel thereof. The President shall designate, in the event of the in­ capacity of any Headquarters Representative, Port Agent or Patrolmen, or any officer other than the President, a re­ placement to act as such during the period of incapacity, provided such replacement is qualified under Article XII of the Constitution to -fill such job. At the regular meeting in May of every election year, the President shall submit to the membership a pre-balloting report. In his report he shall recommend the number and location of ports, the number of Headquarters Representa­ tives. Port Agents and Patrolmen which are to be elected. He shall also recommend a bank, a bonded warehouse, a regular office thereof, or any similar depository, to which the ballots are to be mailed, e'xcept that the President may, in his discretion, postpone the recommendation as to the depository until no later than the first regular meeting in October. This recommendation may also specify, whether any Patrolman and/or Headquarters Representative, shall be designated as departmental or otherwise. The report shall be subject to approval or modification by a majority vote of the membership. (f) The President shall be chairman of the Executive Board and may cast one vote in that body. (g) He shall be responsible, within the limits of his powers, for the enforcement of this Constitution, the poli­ cies of the Union, and all rules and rulings adopted by the Executive Board, and those duly adopted by a majority vote of the membership. Within these limits, he shall strive to enhance the strength, position, and prestige of the Union, (h) The foregoing duties shall be in addition to those other duties lawfully imposed upon him, (i) The responsibility of the President may not be dele­ gated, but the President may delegate to a person or persons the execution of such of his duties as he may in his discre­ tion decitje, subject to the limitations spt forth in this Constitution. (j) Any vacancy in any office or the job of Headquar­ ters Representative. Port Agent, or Patrolman shall be nlled by the President by temporary appointment of a member qualified for the office or job under Article XII of this Constitution, except in those cases where the filling of such vacancy is otherwise provided for by this Constitution. (k) The President is directed to take any and all merures and employ such means which he deems necessary or advisable, to protect the interests, and further the welfare of the Union and its members, in all matters involving national, state or local legislation issues, and public affairs. (1) The President shall have authority to require any officer or Union representative to attend any regular or special meeting if, in his opinion, it is deemed necessary. Section 2. Executive Vice-President. The Executive Vice-President shall perform any and all duties assigned him or delegated to him by the President. The Executive Vice-President shall be a member of the Executive Board and may cast one vote in that body. Section 3. Vice-President in Charge of Contracts and Contract Enforcemept The Vice-President in Charge of Contracts and Contract Enforcement shall perform any and all duties assigned him or delegated to him by the President. In addition, he shall be responsible for all contract negotiations, the formulation of bargaining demands, and the submission of proposed collective bargaining agreements to the membership for ratification. He shall also be responsible, except as other­ wise provided in Article X, Section 13(d) (1), for strike authorization, signing of new contracts, and contract en­ forcement. He shall also act for headquarters in executing the administrative functions assigned to headquarters by this Constitution with respect to trials and appeals except if he is a witness or party thereto, in which event the Sec­ retary-Treasurer shall act in his place. In order that he may properly execute these responsibilities he is hereby in­ structed and authorized to employ such help as be deems necessary, be it legal, or otherwise, subject to approval of the Executive Board. The Vice-President in Charge of Contracts and Contract Enforcement shall be a member of the Executive Board and may cast one vote in that body. Section 4. Secretary-Treasurer. The Secretary-Treasurer shall perform any and all duties assigned him or delegated him by the President. He shall be responsible for the organization and maintenance of the correspondence, files, and records of the Union; setting up, and maintenance of, sound accounting and bookkeeping sys­ tems; the setting up, and maintenance of, proper office and other administrative Union procedures; the proper collec­ tion, safeguarding, and expenditure of all Union funds, port or otherwise. He shall submit to the membership, for each quarterly period, a detailed report of the entire Union's financial operations and shall submit simultaneously there­ with, the Quarterly Financial Committee report for the same period. The Secretary-Treasurer's report shall be pre­ pared by an independent Certified Public Accountant. He shall also work with' all duly elected finance committees. The Secretary-Treasurer shall be responsible for the timely filing of any and all reports on the operations of the Union, financial or otherwise, that may be required by any Federal or state laws. In order that he may properly execute his responsibilities, he is hereby instructed and authorized to employ any help he deems necessary, be it legal, account­ ing, or otherwise, subject to approval of the Executive Board. The Secretary-Treasurer shall be a member of the Execu­ tive Board and may cast one vote in that body. The Secretary-Treasurer shall be a member ex-officio of the Credentials and Union Tallying Committees. In addition he shall make himself and the records of his office avail­ able to the Quarterly Financial Committee. Section 5. Vlce-Pre'sldenl In Charge of the Atlantic Coast. The Vice-President in Charge of the Atlantic Coast shall be a member of the Executive Board and shall be entitled to cast one vote in that body. He shall supervise and be responsible for the activities of all the ports, and the personnel thereof on the Atlantic Coast, including their organizing activities. The Atlantic Coast area is deemed to mean that area from and including Georgia through Maine and shall also include the Islands in the Caribbean. In order that he may properly execute his responsibilities he is empowered and authorized to retaiin any technical or professional assistance he deems necessary, subject to approval of the Executive Board. Section 6. Vice-President in Charge of the Gulf Coast The Vice-President in Charge of the Gulf Coast shdll be a. member of the Executive Board and shall be entitled to cast one vote in that body. He shall supervise and be responsible for the activities of all the Ports, and the personnel thereof on the Gulf Coast including their organizing activities. The Gulf Coast area is deemed to mean the State of Florida, all through the Gulf, including Texas. In order that he may properly e.xecute his responsibili­ ties he is empowered and authorized to retain any technical or professional assistance he deems necessary, subject to approval of the Executive Board. Section 7. Vice-President In Cbaige of the Lakes and inland Waters. The Vice-President in Charge of the Lakes and Inland Waters shall be a member of the Executive Board and shall be entitled to cast one vote in that body. He shall supervise and be responsible for the activities of all the ports, and the personnel thereof on the Lakes and Inland Waters, including their organizing activities. In order that he may properly execute his responsibilities he is empowered and authorized to retain any technical or professional assistance he deems necessary, subject to appro­ val of the Executive Board. Section 8. Headquarters Representatives. The Headquarters Representatives shall perform any and all duties assigned them or delegated to them by the Presi­ dent or the Executive Board. Section 9. Port Agents. (a) The Port Agent shall be in direct charge of the ad­ ministration of Union affairs in the port of his jurisdiction subject to the direction of the area Vice-President. (b) He shall, within the jurisdiction of his port, be re­ sponsible for the enforcement and execution of the Consti­ tution, the policies of the Union, and the rules adopted by the Executive Board, and by a majority vote of the mem­ bership. Wherever there are time restrictions or other con­ siderations affecting port action, the Port Agent shall take appropriate action to insure observance thereof. (c) He shall be prepared to accoimt, financially or other­ wise, for the activities of his port, whenever demanded by the President, the Vice-President of the area in which his port is located, or by the Secretary-Treasurer. (d) In any event, he shall prepare and forward to the Secretary-Treasurer, a weekly financial report showing, in detail, weekly income and expenses, and complying wiUi all other accounting directions issued by the Sroretary-Treasurer. (e) The Port Agent may assign each port Patrolman to such duties as fall within the jurisdiction of the port, re­ gardless of the departmental designation, if any, under which the Patrolman was elected. (f) The Port Agent shall designate which members at that port may serve as representatives to other organiza­ tions, affiliation with which has been properly authonz^. Section 10. Patrolmen. Patrolmen shall perform any duties assigned them by the Agent of the Port to which they are assigned. Section 11. Executive Board. The Executive Board shall consist of the President, the Executive Vice-President, the Vice-President in Charge of Contracts and Contract Enforcement, the Secreta^-'Treasurer. the Vice-President in Charge of the Atlantic Coast Area, the Vice-President in Charge of the Gulf Coast Area, the Vice-President in Charge of the Lakes and Inland Wa­ ters, and the National Director (or chief executive officer) of each subordinate body or division created or chartered by the Union whenever such subordinate body or division has attained a membership of 3,200 members and has main­ tained that membership for not less than three (3) months. Such National Director (or chief executive officer) shall be a member of the respective subordinate body or division and must be qualified to hold office under the terms of the Constitution of suc^ division or subordinate body. The Executive Board shall meet no less than twice each year and at such times as the President and/or a ma­ jority of the Executive Board may direct. The President shall be chairman of all Executive Board meetings unless absent, in which ca.se the Executive Board shall designate the chairman. Each member of the Executive Board shall be entitled to cast one vote in that body. Its decision shall be determined by majority vote of those voting, providing a quorum of three is present. It shall be the duty of the Executive Board to develop policies, strategies and rules which will advance and protect the interests and welfare of the Union and the Members. It shall be the duty of the Secretary-Treasurer, or in his absence, an appointee of the Executive Board, to keep accurate minutes of all Executive Board meetings. The Executive Board shall determine per capita tax to be levied and other tcrm.s and conditions of affiliation for any group of workers desiring affiliation. The Executive Board may direct the administration of all Union affairs, properties, policies and personnel in any and all areas not otherwise specifically provided for in this Con­ stitution. Notwithstanding the foregoing, the Executive Board may act without holding a formal meeting provided all members of 4he Board are sertt notice of the proposed action or actions and the decision thereon is reduced to writing and signed by a majority of the Executive Board. In the event that death, resignation or removal from office for any reason should occur to the President, the Executive Board by majority vote shall name a successor • from its own membership who shall fill that v.tc.incy until Seafarers Log • 'S �the next general election. In the event the President is incapacitated for a period of more than thirty (30) days, and the Executive Board by majority vote thereafter determines that such incapacity prevents the- Provident from carrying owt his 'duties, ths. Executive Board by majority vote may appoint from among its own membership the officer to fill the office of Presi­ dent. This appointmeiit shall terminate upon the President's recovery from such incapacity or upon the expiration of the President's term of office, whichever occurs first. The Executive Board by majority vote may grant re­ quests for leaves of absence with or without pay to officers. In the event that a leave is granted to the President, the Executive Board by a majority vote, shall designate from among its own membership who shall exercise the duties of the President during such period of leave. Notwithstanding the provision of Section l(j) of this Article X, the Executive Board, by majority vote, may determine not to fill any vacancy in any office or job for any part of an unexpired term. Section 12. Delegates. (a) The term "delegates" shall mean those members of the Union and its subordinate bodies or divisions who are elected in accordance with the provisions of this Constitu­ tion, to attend the convention of the Seafarers International Union of North America. The following officers and job holders.-upon their election to office or job shall, during the term of their office or job, be delegates to all Conven­ tions of the Seafarers International Union of North Amer­ ica in the following order of priority: President; Executive Vice-President; Vice-President in Charge of Contracts and Contract Enforcement; Secretary-Treasurer; Vice-President in Charge of the Atlantic Coast; Vice-President in Charge of the Gulf Coast; Vice-President in Charge of the Lakes and Inland Waters; Headquarters Representatives, with priority to those most senior in full book Union member­ ship; Port Agents, with priority to those most senior in full book Uiiion membership; and Patrolmen, with priority to those most senior in full book Union membership. (b) Each delegate shall, by his vote and otherwise, sup­ port those policies agreed upon by the majority of the dele­ gates to the Convention. (c) The President shall assign to each subordinate body or division that number of delegates to which this Union would have been entitled, if its membership had been in­ creased by the number of members of the subordinate body or division, in accordance with the formula set forth in the Constitution of the Seafarers International Union of North America, except that this provision shall not be applied so as to reduce the number of delegates to which this Union would otherwise have been entitled. Section 13. Committees. (a) Trial Committee. The Trial Committee shall conduct the trials of a person charged, and shall submit findings and recommendations as prescribed in this Constitution. It shall be the special obliga­ tion of the Trial Committee to observe all the requirements of. this Constitution with regard to charges and trials, and their findings and recommendations must specifically state whether or not, in the opinion of the Trial Committee, the rights of any accused, under this Constitution, were prop­ erly safeguarded. (b) Appeals Committee. 1. The Appeals Committee shall hear all appeals from trial judgments, in accordance with such procedures as are set forth in this Constitution and such rules as may be adopted by a majority vote of the membership not incon­ sistent therewith. 2. The Appeals Committee shall, within not later than one week after the close of the said hearing, make and submit findings and recommendations in accordance with the provisions of this Constitution and such rules as may be adopted by a majority vote of the membership not in­ consistent therewith. (c) Quarteriy Financial Committee. 1. The Quarterly Financial Committee shall make an examination for each .quarterly period of the finances of the Union and shall report fully on their findings and recommendations. Members of this committee may make dissenting reports, separate recommendations and separate findings. 2. The findings and recommendations of this committee shall be completed within"a reasonable time and after the election of the members thereof, and shall be submitted to the Secretary-Treasurer who shall cause the same to be read in all ports, as set forth herein. 3. All officers. Union personnel and members are re­ sponsible for complying with all demands made for records, bills, vouchers, receipts, etc., by the said Quarterly Financial Committee. The committee shall also have available to it, the services of the independent certified public accountants retained by the Union. 4. Any action on the said report shall be as determined by a majority vote of the membership. 5. The Quarterly Financial Committee shall consist of seven (7) full book members in good standing to be elected at Headquarters—Port of New York. No officer. Headquarters Representative, Port Agent, or P^atrolrnan, shall be eligible for election to this Committee. Committee members shall be elected at the regular Headquarters Port of New York meeting designated by the SecretaryTreasurer. In the event such regular meetings cannot be held for lack of a quorum, the New York Port Agent .shall call a special meeting as early as possible for the electing of Committee members to serve on the Quarterly Financial Committee. On the day following their election, and con­ tinuing until the Committee has completed its report, each Committee member shall be paid for hours worked at the standby rate of pay, but in no event shall they be paid less than eight (8) hours per day. They shall be furnished room and board during the period they are performing tneir duties. In the event a committee member ceases to act, no replacement need be elected, unless there are less than three (3) conynittce members, in which event they shall suspend their work until a special election for committee members shall be held as provided above, for such number of com­ mittee members as shall be necessary to constitute a com­ mittee of not less than three (3) members in good standing. (d) Strike Committee 1. In no event shall a general strike take place unless ap­ proved by a majority vote of the membership or segment of the Union, whichever applies. July, 1976 •V/ 2. In the event a general strike has been approved by the membership the Port_ Agents in all affected ports shal call a timely special meeting for the purpose of electing a strike committee. This committee shall be composed of three full book mem't/ers and their duties shall consist of assisting the ^ Port Agent to effectuate all strike policies and strategies. Article XI Wages and Terms of Office of Officers and Other Bective Job Holders. Union Employees, and Others Section 1. The following elected office'-s and jobs shall be held for a term of four years, JdMi'elicfM lh t«ndtrhg shall be fori : fivcyears:; . -I ; Pfwident. . • ' I 'Vice-Presidents i Secretary-Jreasurer f Headquarters Representatives I Port Agents . r. Patrolmen ! The term years set forth herejs expressly subject to the! i provisions jfint assumption of offi<» as contained in Articlef uXnt«cctld(ii^dtthisConsatirti^ Section 2. The term of any elective jobs other than those indicated in Section 1 of this Article shall continue for so long as is necessary to complete the functions thereof, unless sooner terminated by a majority vote of the mem­ bership or segment of the Union, whichever applies, whose vote was originally necessary to elect the one or ones serving. Section 3. The compensation to be paid the holder of any office or other elective job shall be determined from time to time by the Executive Board subject to approval of the membership. Section 4. The foregoing provisions of this Article do not apply to any corporation, business, or other venture in which this Union participates; or which it organizes or creates. In such situations, instructions conveyed by the Executive Board shall be followed. Aitiele XII Qualifications for Officers, Headquarters Representatives, Port Agents, Patrolmen and Other Elective Jobs Section 1. Any member of the Union is eligible to be a candidate for, and hold, any office or the job of Head­ quarters Representative, Port Agent or Patrolman provided: (a) He has at least three (3) years of seatime in an unlicensed capacity aboard an American-flag merchant vessel or vessels. In computing time, time spent in the em­ ploy of the Union, its subsidiaries and its affiliates, or in any employment at the Union's direction, shall count the same as seatime. Union records. Welfare Plan records and/or company records can be used to determine eligibil­ ity; and (b) He has been a. full book member in continuous jjood standing in the Union for at least three (3) years immedi­ ately prior to his nomination; and F « feast ohe^ i^^ an' itnlicein^ catpacity, aboaxd an Ahi^'catt^a^ ye^l or? vessels covered by cwuract wift this tfeion or (IW)) days of employment" with, or in iany, office or job of,? the Union, its subsidiaries and its affiliates, or in any employjment at the Union's direction or a, OHiibination of these& ! between January 1 and the time of nominaticm in the electioii? year, exc^t if such seatime is wholfy aboaid such fnerchant| vessels operating solely up<M» the Greht Lakes or, if such| : seatime is wholly aboard tugboats, towboats or dredges ^df ; contractual employment thereon is for fixed days with equal • ! amount of days off, he di 11 have at least sixty-five (65) daysi^ of such seatime instead of the foregoing one hundred (lOO); ' d^s;::mid:, L:. (d) He is a citizen of the United States of America; and (e) He is not disqualified by law. He is not receiving a pension from this Union's Pension" Fund, if any, or from a Union-Management Fund to which Fund this Union is a party or from a company under contract with this Union. (f) Hd m Jot sailed in a licbi^ aboard Jn ' American flag merchant vessel or vessels wtbin 24 consecn-" live months immediately prior to the opening of nominations^. Section 2. Ali candidates for, and holders of, other elec­ tive jobs not specified in the preceding sections shall be full hook members of the Union. Section 3. All candidates for, and holders of elective offices and jobs, whether elected or appointed in accordance with this Constitution, shall maintain full book membership in good standing. Article XIII Elections for Officers. Headquarters Representatives, Port Agents and Patrolmen Section 1. Nominations. Except as provided in Section 2 (b) of this Article, any full book member may submit his name for nomination for any office, or the job of Headquarters Representative, Port Agent or Patrolman, by delivering or causing to be deliv­ ered in "person, to the office of the Secretary-Treasurer at headquarters, or sending, a letter addressed to the Creden­ tials Committee, in care of the Secretary-Treasurer, at the address of headquarters. This letter shall be dated and shall contain the following: (a) The name of the candidate. (b) His home address and mailing address. (c) His book number. (d) The title of the office or other job for which he is a candidate, including the name of. the Port in the event the position sought is that of Agent or Patrol­ man. (e) Proof of citizenship. (f) Proof of seatime and/or employment as required for candidates, (g) In the event the member is on a Ye^l, he shall notufy the Credentials Committee what vessel he is on. This shall be done also if he ships subsequent to forwarding his credentials. . ; , • j' ;h) Annexing a certificate in the following form, signed and dated by the proposed nominee: "I hereby certify that I am not now, nor, for the five (5) years last past, have I been either a member of the Com­ munist Party or convicted of. or served any part of a prison term resulting from conviction of robbery, bribery, extor­ tion, embezzlement, grand larceny, burglary, arson, viola­ tion of narcotics laws, murder, rape, assault with intent to kill, assault which inflicts grievous bodily injury, or violalation of Title II or HI of the Landrum-Gi ffin Act. or conspiracy to commit any such crimes." Dated Signature of member Book No ; Printed forms Of the ce^l!|lfc;.^ :nall be made available to nominees. Where a nominee cannot truthfully execute such a certificate, but is, in fact, legally eligible for an office or job by reason of the restoration of civil rights originally revoked by such conviction or a favorable deter­ mination by the Board of Parole of the United States De­ partment of Justice, he shall, in lieu of the foregoing certificate, furnish a complete signed statement of the facts of his case together with true copies of the documents supporting his statement. Any full book member may nominate any other full book member in which event such full book member so nominated shall comply with the provisions of this Article as they are set forth herein, relating to the submission of credentials. By reason of the above self nomination provi­ sion the responsibility if any, for notifying a nominee of his nomination to office, shall be that of the nominator. All documents required herein must reach headquarters no earlier than July 15 and no later than August 15 the election year. The Secretary-Treasurer is charged with safekeeping of these letters and shall turn them over^ to the Credentials Committee upon the latter's request. Section 2. Credentials Committee. (a) A Credentials Committee shall be elected at the regular meeting in August of the election year, at the port where Headquarters is located. It shall consist of six (6) full book members in attendance at the meeting, with two (2) members to be elected from each of the Deck, Engine and Stewards Departments. No officer. Headquarters Repre­ sentative, Port Agent or Patrolman, or candidate for office or the job of Headquarters Representative, Port Agent or Patrolman, shall be eligible for election to this Committee, except as provided for in Article X, Section 4. In the event any committee member is unable to serve, the Committee shall suspend until the President or Executive Vice-Presi­ dent, or the Secretary-Treasurer, in that order, calls a special meeting at the port where Headquarters is located in order to elect a replacement. The Committee's results shall be by majority vote, with any tie vote being resolved by a majority vote of the membership at a special meeting called for that purpose at that Port. (b) After its election, the Committee shall immediately go into session. It shall determine whether the persop has submitted his application correctly and possesses the neces­ sary qualifications. The Committee sha 1 prepare a report listing each applicant and his book number under the office or job he is seeking. Each applicant shal! be marked "qualified" or "disqualified" according to the findings of the. Committee. Where an applicant has been marked "dis­ qualified," the reason therefor must be stated in the report. Where a tie vote has been resolved by a special meeting of the membership, that fact shall also be noted, with sufficient detail. The report shall be signed by all of the Committee members, and be completed and submitted to the Ports in time for the next regular meeting after their election. At this meeting, it shall be read and incorporated in the minutes, and then posted on the bulletin board in each port. On the last day of nominations, one member of theCommittee shall stand by in Headquarters to accept de­ livery of credentials. All credentials must be in head­ quarters by midnight of closing day. (c) When an applicant has been disqualified by the committee, he shall be notified immediately by telegram at the addresses listed by him pursuant to Section 1 of this Article. He shall also be sent a letter containing their rea­ sons for such disqualification by air mail, special delivery, registered or certified, to the mailing address designated pursuant to Section 1(b) of this Article. A disqualified applicant shall have the right to take an appeal to the membership from the decision of the Committee. He shall forward copies of such appeal to each port, where the appeal shall be presented ahd voted upon at a regular meeting no later than the second meeting after the Com­ mittee's election. It is the responsibility of the applicant to insure timely delivery of his appeal. In any event, without prejudice to his written appeal, the applicant may appear in person before the Committee within two days after the day on which the telegram is sent, to correct his application or argue for his qualification. The committee's report shall be prepared early enough to allow the applicant to appear before it within the time set forth in this Constitution and still reach the ports in time for the first regular meeting after its election. (d) A majority vote of the membership shall, in the case of such appeals, be sufficient to over-rule any disquali­ fication by the Credentials Committee, in which event the one so previously classified shall then be deemed qualified. (e) The Credentials Committee, in passing upon the qualifications of candidates, shall have the right to con­ clusively presume that anyone nominated and qualified in previous elections for candidacy for any office, or the job of Headquarters Representative, Port Agent or Patrolman, has met all the requir/ements of Section 1(a) of Article XII. Section 3. BallotinE Procedures. (a) Balloting in the manner hereafter provided, shall commence on November 1st of the election year and shall continue through December 31st, exclusive of Sundays and (for each individual Port) holidays legally recognized in the City of which the port affected is located. If November 1st br December 31st falls on a holiday legally recognized in a Port in the City in which that port is located, the balloting period in such port shall commence or terminate, as the case may be, on the next succeeding business day. Subject to the foregoing, for the purpose of full book members securing their ballots, the ports shall be open from 9:00 A.M. to 12 Noon, Monday through Saturdays, ex­ cluding holidays. (b) Balloting shall be by mail. The Secretary-Treasurer shall insure the proper and timely preparation of ballots, without partiality as to candidates or ports. The ballots may contain general information and instructive comments not inconsistent with the provisions of this Constitution. All qualified candidates shall be listed thereon alphabetically within each category with book number and job seniority classification status. The listing of the ports shall first set forth Headquarters and then shall follow a geographical pattern, commencing with the most northerly port of the Atlantic Coast, follow­ ing the Atlantic Coast down to the most southerly port on that coast, then westerly along the Gulf of Mexico and so on, until the list of ports is exhausted. Any port outside the Continental United States shall then be added. There shall be no write-in voting and no provisions for the same I- r, ? -f- I i I • t'K:. • A t 1 Page 33 I'Al �jr r; f! .! shall appear on the ballot. Each ballot shall be so prepared as to have the number thereon placed at the top thereof and shall be so perforated as to enable that portion- con­ taining the said number to be easily removed to insure secrecy of the ballot. On this removable portion shall also be placed a short statement indicating the nature of the ballot and the voting date thereof. (c) The ballots so prepared at the direction of the Secretary-Treasurer shall be the only official ballots. No others may be used. Each ballot shall be numbered as indi­ cated in the preceding paragraphs and shall be numbered consecutively, commencing with number 1. A sufficient amount shall be printed and distributed to each Port. A record of the ballots, both by serial numbers and amount, sent thereto, shall be maintained by the Secretary-Treasurer, who shall also send each Port Agent a verification list indi­ cating the amount and serial numbers of the ballots sent. The Secretary-Treasurer shall also send to each Port Agent a sufficient amount of blank opaque envelopes containing the word, "Ballot" on the face of the envelope, as well as a sufficient amount of opaque mailing envelopes, first class postage prepaid and printed on the face thereon as the addressee shall be the name and address of the depository for the receipt of such ballots as designated by the Presi­ dent in the manner provided by Article X, Section 1, of this Constitution. In the upper left-hand comer of such mailing envelope, there shall be printed thereon, as a top line, provision for the voter's signature and on another fine immediately thereunder, provision for the printing of the voter's name and book number. In addition, the SecretaryTreasurer shall also send a sufficient amount of mailing envelopes identical with the mailing envelopes mentioned above, except that they Shall be of different color, and shall contain on the face of such envelope in bold letters, the word, "Challenge." The Secretary-Treasurer shall further furnish a sufficient amount of "Roster Sheets" which shall have printed thereon, at the top thereof, the year of the election, and immediately thereunder, five (5) vertical col­ umns designated, date, ballot number, signature full book member's name, book number, and comments, and such roster sheets shall contain horizontal lines immediately tmder the captions of each of the above five columns. The Secre­ tary-Treasurer shall alio send a sufficient amount of envel­ opes with the printed n.-smc and address of the depository on the face thereof, and in the upper left-hand comer, the name of the port artd address, and on the face of such envelope, should be printed the words, "Roster' Sheets and Ballot Stubs". Each Port Agent shall maintain separate records of the ballots sent him and shall inspect and count the ballots when received, to insure that the amount sent, as well as the numbers thereon, conform to the amount and numbers listed by the Secretary-Treasurer as having been sent to that Port. The Port Agent shall immediately execute and return to the Secretary-Treasurer a receipt, acknowledging the correctness of ihe amount and the numbers of the ballots sent, or shall notify the Secretary-Treasurer of any discrepancy. Discrepancies shall be corrected as soon as possible prior to the voting period. In any event, receipts shall be forwarded for all the aforementioned election material actually received. The Secretary-Treasurer shall prepare a file in which shall be kept memoranda and correspondence dealing with the election. This file shall at all times be available to any member asking for inspection of the same at the office of the Secretary-Treasurer and shall be turned over to the Union Tallying Committee. (d) Balloting shall be secret. Only full book members in good standing may vote. Each full book member may secure his ballot at Port offices, from the Port Agent or his duly designated representative at such port. Each Port Agent shall designate an area at the Port office over which should be posted the legend "Voting Ballots Secured Here." When a full book member appears to vote he shall present his-book to the Port Agent or his aforementioned duly designated representative. The Port Agent or his duly designated representative shall insert on the roster sheet under the appropriate column the date, the number of the ballot given to such member and his full book number, and the member shall then sign his name on such roster sheet under the appropriate column. Such member shall have his book stamped with the word, "Voted" and the date, and shall be given a ballot, and simultaneously the perforation on the top of the ballot shall be removed. At the same time the member shall be given the envelope marked "Ballot" together with the pre-paid postage mailing envelope addressed to the depository. The member shall take such ballot and envelopes and in secret thereafter, mark his ballot, fold the same, insert it in the blank envelope marked "Ballot", seal the same, then insert such "Ballot" envelope into the mailing envelope, seal such mailing envelope, sign his name on the upper left-hand corner on the first line of such mailing envelope and on the second line in the upper left-hand corner print his name and book number, after which he shall mail or cause the same to be mailed. In the event a full book member appears to vote and is not in good standing, or does not have his membership book with him or it appears for other valid reasons he is not eligible to vote, the same procedure as provided above shall apply to him, except that on the roster sheet under the column "Comments", notation should be made that the member voted a challenged ballot and the reason for his challenge. Such member's membership book shall be stamped "voted challenge", and the date, and such member instead of the above-mentioned mailing envelope, shall be given the mailing envelope of a different color marked on the face thereof with the word, "Chal­ lenge'!. At the end of each day, the Port Agent or his duly designated representative shall enclose in the envelope addressed to the depository and marked "Roster Sheets and Ballot Stubs", the roster sheet or sheets executed by the members that day, together with the numbered perforated slips removed from the ballots which had been given to the members, and then mail the same to such depository. To insure that an adequate supply of all balloting material is maintained in all ports at all times, the Port Agent or his duly designated representative, simultaneously with mailing of the roster sheets and ballot stubs to the depository at the end of each day, shall also make a copy of the roster sheet for that day and mail the same to the SecretaryTreasurer at Headquarters. The Port Agent shall be responsible for the proper safeguarding of all election material and shall not release any of it until duly called for and shall insure that no one tampers with the material placed in his custody. (e) Full book members may request and vote aii absen­ tee ballot under the following circumstances; while such member is employed on a Union contracted vessel and which vessel's schedule does not provide for it to be at a port in which a ballot can be secured during the time and period provided for in Section 4(a) of this Article or is in a USPHS Hospital anytime during the first ten (10) days of the month of November of the Election Year. The mem- Page34 her shall make a request for an absentee ballot by registered or certified mail or the equivalent mailing device at the location from which such request is made, if such be the case. Such request shall contain a desi^ation as to the address to which such member wishes his absentee ballot returned. The request shall be postmarked no later than 12:00 P.M. on the 15th day of November of the election year, shall be directed to the Secretary-Treasurer at Head­ quarters and must be delivered no later than the 25th of such November. The Secretary-Treasurer shall determine whether such member is eligible to vote such absentee ballot. The Secretary-Treasurer, if he determines that such member is so eligible, he shall by the 30th of such Novem­ ber, send by registered mail, return receipt requested, to the address so designated by such member, a "Ballot", after removing the perforated numbered stub, together with the hereinbefore mentioned "Ballot" envelope, and mailing envelope addressed to the depository, except that printed on the face of such mailing envelope, shal be the words "Absentee Ballot" and appropriate voting instructions shall accompany such mailing to the member. If the SecretaryTreasurer determines that such member is ineligible to receive such abstentee ballot, he shall nevertheless send such member the aforementioned ballot with accompanying material except that the mailing envelope addressed to the depository shall have printed on the face thereof the words "Challenged Absentee Ballot." The SecretaryTre 3urer shall keep records of all of the foregoing, includ­ ing the reasons for determining such member's ineligibility, which records shall be open for inspection by full book members and upon the convening of the Union Tallying Committee, presented to them. The Secretary-Treasurer shall send to all Ports, the names and book numbers of the members to whom absentee ballots were sent. (f) All ballots to be counted, must be received by the depository no later than the January 5th immediately sub­ sequent to the election year and must be postmarked no later than 12 midnight December 31st of the election year. SectioR 4. (a) At the close of the last day of the period for securing ballots, the Port Agent in each port, in addi­ tion to his duties set forth above, shall deliver or ifiail to Headquarters by regi.stered or certified mail, attention Union Tallying Committee, all unused baiJots and shall specifically set forth, by serial number and amount, the unused ballots so forwarded. " (b). The Union TallVinrCtoamtfi^®^^^ 18 fBII hook members. Two shaU be elected froni each of the 9 ports IfT^ew York, Philadelphia, Baltimore, Mobile, New Orleim^ llouston^ Ue^ty:; and St. IXMUS, The elec­ tion shall be held at the regular meeting, in December of the election year, or if the Executive Board otherwise deter­ mines prior thereto, at a special meeting held in the afore­ said ports, on the first business day of the last week of said month. No officer. Headquarters Representative, Port Agent, Patrolman, or candidate for office, or the job of Headquar­ ters Representative, Port Agent or Patrolman, shall be eligible for election to this Committee, except as provided for in Article X, Section 4. In addition to its duties herein set forth, the Union Tallying Committee shall be charged with the tallying of all the ballots and the preparation of a closing report setting forth, in complete detail, the results of the election, including a complete accounting of all ballots and stubs, and reconciliation of the same with the rosters, and receipts of the Port Agents, all with detailed reference to serial numbers and amounts and with each total broken down into port totals. The Tallying Committee shall have access to all election records and files for their inspection, examination and verification. The report shall clearly detail all discrepancies discovered and shall contain recommendations for the treatment of these discrepancies All members of the Committee shall sign the report, with­ out prejudice, however, to the right of any member thereof to submit a dissenting report as to the accuracy of the count and the validity of the ballots, with pertinent details. In connection with the tally of ballots there shall be no counting of ballots until all mailing envelopes containing valid ballots have first been opened, the ballot envelopes removed intact and then all of such ballot envelopes mixed together, after which such ballot envelopes shall be opened and counted in such multiples as the Committee may deem expedient and manageable. The Committee shall resolve all issues on challenged ballots and then tally those found valid, utilizing the same procedure as provided in the preceding sentence either jointly or separately. (c) The members of the Union Tallying Committee shall, after their election, proceed to the port in which Headquarters is located, to arrive at that port no later than January 5th of the year immediately after the election year. Each member of the Committee not elected from the port in which ^Headquarters is located shall be reimbursed for transportation, meals, and lodging expenses occasioned by their traveling to and returning from that Port. Committee members elected from the port in which Headquarters is located, shall be similarly reimbursed, except for transpor­ tation. All members of the Committee shall also be paid at the prevailing standby rate of pay from the day subse­ quent to their election to the day they return, in normal course, to the port from which they were elected. The Union Tallying Committee shall elect a chairman from among themselves and, subject to the express terms of this Constitution, adopt its own procedures. All decisions of such Committee and the contents of their report shall Ije valid if made by a majority vote, provided there be a quorum in attendance, which quorum is hereby fixed at The Committee, but not less than a quorum thereof, shall have the sole right and duty to obtain all mailed ballots and the other mailed election material from the depositoiw and to insure their safe custody during the course of the Committee's proceedings. The proceedings of the Committee except for their organizational meeting and their actual preparation of the closing report and dissents therefrom, if any, shall be open to any member, provided he observes decorum. Any candidate may act as an observer and/or designate another member to act as his observer at the counting of the ballots. In no event shall issuance of the above referred to closing report of the Committee be delayed beyond January 31st immediately subsequent to the close of the election year. In the discharge of its duties, the Committee may call upon and utilize the services of clerical employees of the Union. The Committee shall be discharged upon the completion of the issuance and dis­ patch of its report as required in this Article. In the event a recheck and recount is ordered pursuant to this Article, the Committee shall be reconstituted, except that if any member thereof is not available, a substitute therefore shall be elected from the appropriate port at a special meeting held for that purpo.se as soon as possible. (d) The report of the Committee shall be made up in sufficient copies to comply with the following requirements: two copies shall be mailed by the Committee to each Port Agent and the Secretary-Treasurer 'no later than January 31st immediately subsequent to the close of the election year. As soon as these copies arc received, each Port Agent shall post one copy of the report on the bulletin board, m a conspicuous manner, and notify the Secrmry-Treasurcr in writing, as to the date of such posting. This copy shall be kept posted until after the Election Report Meeting, which shall be the March regular membership meeting im­ mediately following the close of the election year. At the Election Report Meeting, the other copy of the report shall he read verbatim (c) Any full book member claiming a violation of the election and balloting procedure or the conduct of the same, shall within 72 hours of the occurrence of the claimed violation, notify the Secretary-Treasurer at Head­ quarters, in writing, by certified mail, of the same, setting forth his name, book number and the details so that ap^ propriate corrective action if warranted may be taken. The Secretary-Treasurer shall expeditiously investigate the facts concerning the claimed violation, take such action as may be necessary, if any, and make a report and recommenda­ tion, if necessary, a copy of which shall be sent to the member and the original shall be filed for the Union Tally­ ing Comimttee for their appropriate action, report and rec­ ommendation, if any. The foregoing shall not be applicable to matters involving the Credentials Committee's action or report, the provisions of Article XIII, Sections I and 2 being the pertinent provisions applicable to such matters. All protests as to any and all aspects of the election and balloting procedures or the conduct of the same, not passed upon by the Union Tallying Committee in its report, excluding therefrom matters involving the Credentials Committee's action or report as provided in the last sentence of the immediately preceding paragraph, but including the procedure and report of the Union Tallying Committee, shall be filed in writing by certified mail with the SecretaryTreasurer at Headquarters, to be received no later than the February 25th immediately subsequent to the close of the election year. It shall be the responsibility of the member to insure that his written protest is received by the Secretary-Treasurer no later than such February 25th. The Secretary-Treasurer shall forward copies of such written protest to all ports in sufficient time to be read at the Election Report Meeting. The written protest shall contain the full book member's name, book number, and all details constituting the protest. (f) At th'e Election Report Meeting the report and recommendation of the Union Tallying Committee, includ­ ing but not limited to discrepancies, protests passed upon by them, as well as protests filed with the SecretaryTreasurer as provided for in Section (e) immediately above, shall be acted upon by the meeting. A majority vote of the membership shall decide what action, if any, in accordance with the Constitution shall be taken thereon, which action, however, shall not include the ordering of a special vote, unless reported discrepancies or protested procedure or conduct found to have occurred and to be violative of the Constitution, affected the results of the vote for any office or job, in which event, the special vote shall be restricted to such office, offices and/or job or jobs, as the case may be. A majority of the membership at the Election Report Meetings may order a recheck and recount when a dissent to the closing report has been issued by three (3) or more members of the Union Tallying Com­ mittee. Except for the contingencies provided for in this Section 4(f), the closing report shall be accepted as final. There shall be no further protest or appeal from the action of the majority of the membership at the Election Report Meetings. (g) Any special vote ordered pursuant to Section 4(f) shall be commenced within ninety (90) days after the first day of the month immediately subsequent to the Election Report Meetings mentioned above. The depository shall be the same as designated for the election from which the special vote is ordered. And the procedures shall be the same as provided for in this Section 4, except where specific dates are provided for, the days shall be the dates applicable, which provide for the identical time and days originally provided for in this Section 4. The Election Re­ port Meeting for the aforesaid special vote shall be that meeting immediately subsequent to the report of the Union Tallying Committee separated by one calendar month. Section 5. Elected Officers and Job Holders: (a) A candidate unopposed for any office or job shall be deemed elected to such office or job notwithstanding that his name may appear on the ballot. The Union Tallying Committee shall not be required to tally completely the results of the voting for such unopposed candidate but shall certify in their report, that such unopposed candidate has been elected to such office or job. The Election Report Meeting shall accept the above certification of the Union Tallying Committee without change. Section 6. Installation into Office and the Job of Head­ quarters Representative, Port Agent or Patrolman: (a) The person elected shall be that person having the largest number of votes cast for the particular office or job involved. Where more than one person is to be elected for a particular office or job, the proper number of candidates receiving the successively highest number of votes shall be declared elected. These determinations shall be made only from the results deemed final and accepted as provided in this Article. It shall be the duty of the President to notify each individual elected. (b) The duly elected officers and other job holders shall take over their respective offices and jobs, and assume the duties thereof, at midnight of the night of the Election Report Meeting, or the next regular meeting, depending upon which meeting the results as to each of the foregoing are deemed final and accepted, as provided in this Article. The term of their predecessors shall continue up to, and expire at, that time, notwithstanding anything to the con­ trary contained in Article XI, Section 1. This shall not apply where the successful candidate cannot assume his office because he is at sea. In such event, a majority votq of the membership may grant additional time for the assumption of the office or job. In the event of the failure of the newly-elected Presi­ dent to assutne office the provisions of Article X, Section 11 shall apply until the expiration of the term. All other cases of failure to assume office shall be dealt with as decided by a majority vote of the membership. Section 7. The Secretary-Treasurer is specifically charged with the preservation and retention of all election records, including the ballots, as required by law, and is directed and authorized to issue such other and further directives as to the election procedures as are required by law, which directives shall be part of the election procedures of. tjtis Union. , , , Seafarers L()j( �\/ Artick XIV Other Beetlom SccdM 1. THal Committee. A Trial Committee shall be elected at a special irteeting held at 10:00 A.M., the next business day following the regular meeting of the Port where the Trial is to take place It shall consist of five full book members, of which three shall constitute a quorum. No officer, Headquarters Repre­ sentative. Port Agent. Port Patrolman, or other Union personnel may be elected to serve on a Trial Committee. No member who intends to be a witness in the pending trial may serve, nor may any member who cannot for any reason, render an honest decision. It shall be the duty of every member to decline nomination if he knows, or has reason to believe, any of the foregoing disqualifications apply to him. The piembers of this committee shall be elected under such generally applicable rules as are adopted by a majority vote of the membership. Scctica 2. Anpeab Committee. The Appeals Committee shall consist of seven full book members, five of whom shall constitute a quorum, elected at the port where headquarters Is located. The same dis­ qualifications and duties of members shall apply with regard to this committee as apply to the Trial Committee. In addi­ tion, no member may serve on an Appeals Committee in the hearing of an appeal from a Trial Committee decision, if the said member was a member of the Trial Committee. Article XV Trials and Appeals SectkM 1. Any member may bring charges against any other member for the commission of an offense as set forth in this Constitution. These charges shall be in writing and signed by the accuser, who shall ajso include his book number. The accuser shall deliver thc^ charges to the Port Agent of the port nearest the place of the offense, or the port of pay-off, if the offense took place aboard ship. He shall also request the Port Agent to present these charges at the next regular meeting. The accuser may withdraw his charges before the meeting takes place. Section 2. After presentation of the charges and the re­ quest to the Port Agent, the Port Agent shall cause those charges to be read at the said meeting. If'the charges are rejected by a majority vote of the port, no further action may be taken thereon, unless ruled other­ wise by a majority vote of the membership of the Union within 90 days thereafter. If the charges arc accepted, and the accused is present, he shall be automatically on notice that he will be tried the following morning. At his request, the trial shall be postponed until the morning following the next regular meeting, at which time the Trial Committee will then be elected. He shall also be handed a written copy of the charges made against him. If the accused is not present, the Port Agent shall im­ mediately cause to be sent to him, by registered mail .addressed to his last known mailing address on file with the Union a copy of the charges, the names and book numbers of the accusers, and a notification, that he must appear with his witnesses, ready for trial the morning after the next regular meeting, at which meeting the Trial Com­ mittee will be elected. In the event a majority of the membership of the Union shall vote to accept charges after their rejection by a port, the trial shall take place in the Port where Headquarters is located. Due notice thereof shall be given to the accused, who shall be informed of the name of his accusers, and who shall receive a written statement of the charges. At the request of the accused, transportation and' subsistence shall be provided the accused and his witnesses. Section 3. The Trial Committee shall hear all pertinent evidence and shall not be bound by the rules of evidence required by courts of law but may receive all relevant testimony. The Trial Committee may grant adjournments, at the request of the accused, to enable him to make a proper defense. In the event the Trial Committee falls beneath the quorum, it shall adjourn until a quorum does exist. Section 4. No trial shall be conducted unless all the ac­ cusers are present. The Trial Committee shall conduct the trial except that the accused shall have the right to crossexamine the accuser, or accusers and the witnesses, as well as to conduct his own defense. The accused may select any member to assist him in his defense at the trial, provided, (a) the said member is available at the time of the trial and (b) the said member agrees to render such assistance. If the accused challenges the qualifications of the members of the Trial Committee, or states that the charges do not adequately inform him of what wrong he allegedly com­ mitted, or the. time and place of such commission, such matters shall be ruled upon and disposed of, prior to proceeding on the merits of the defense. The guilt of an accused shall be found only if proven by the weight of the evidence, and the burden of such proof shall be upon the accuser. Every finding shall be based on the quality of the evidence and not solely on the number of witnesses produced. Section 5. The Trial Committee shall make finding as to guilt or innocence, and recommendations as to punishment and/or other Union action deemed desirable in the light of the proceedings. These findings and recommendations shall be those of a majority of the committee, and shall be in writing, as shall be any dissent. The committee shall forward its findings and recommendations, along with any dissent to the Port Agent of the port where the trial took place, while a copy thereof shall be forwarded to the accused and the accuser, either in person or by mail addressed to their last known addresses. The findings shall include a state­ ment that the rights of the accused under this Constitution, were properly safeguarded. The findings also must contain the charges made, the date of the trial, the name and address of the accused, the accuser, and each witness; shall describe each document used at the trial; shall contain a fair summary of the proceedings, and shall state the find­ ings as to guilt or innocence. If possible, all documents used at the trial shall be kept. All findings and recom­ mendations shall be made a part of the regular files. Section 6. The Port Agent of the Port of Trial shall, upon receipt of the findings and recommendations of the Trial Committee, cause the findings and recommendations to be presented, and entered into- the minutes, at the next regular meeting. Sectimi 7. The Port .Agent shall send the re<»rd of the entire proceedings to headquarters, which shall cMse sufficient copies thereof to be made and sent to each Port in time fdr' the next regularly scheduled meeting. July, 1976 i; Section 8. At the latter meeting, the proceedings shall be discussed. The meeting shall then vote. A majority vote of the membership of the Union shall: (a) Accept the findings and recommendations, or (b) Reject the findings and recommendations, or (c) Accept the findings, but modify the recommenda­ tions. or (d) Order a new trial after finding that substantial justice has not been done with regard to the charges. In this event, a new trial shall take place at the port where headquarters is located and upon application, the accused, the accusers, and their witnesses shall be furnished trans­ portation and subsistence. Section 9. After the vote set forth in Section 8, any punishment so decided upon shall become effective. Head­ quarters shall cause notice of the results thereof to be sent to each accused and accuser. Section 10. An accused who has been fotmd guilty, or who is under effective punishment may appeal in the following manner: He may send or deliver a notice of appeal to Head­ quarters within 30 days after receipt of the notice of the decision of the membership. Section 11. At the next regular meeting of the port where Headquarters is located, after receipt of the notice of appeal, the notice shall be presented and shall then become part of the minutes. An Appeals Committee shall then be elected. The Vice-President in charge of contracts is charged with the duty of presenting the before-mentioned proceedings and all available documents used as evidence at the trial to the Appeals Committee, as well as any writ­ ten statement or argument submitted by the accused. The accused may argue his appeal in person, if he so desires. The appeal shall be heard at Union Headquarters on the night the committee is elected. It shall be the responsibility of the accused to insure that his written statement or argument arrives at headquarters in time for such presenta­ tion. Section 12. The Appeals Committee shall decide the appeal as soon as possible, consistent with fair considera­ tion of the evidence and arguments before it. It may grant adjournments and may request the accused or accusers to present arguments, whenever necessary for such fair consid­ eration. Section 13. The decision of the Appeals Committee shall be by majority vote, and shall be in the form of findings and recommendations. Dissents will be allowed. Decisions and dissents shall be in writing and signed by those participating in such decision or dissent. In making its find­ ings and recommendations, the committee shall be gov­ erned by the following: •(a) No finding of guilt shall be reversed if there is sub­ stantial evidence to support such a finding and. in such case, the Appeals Committee shall not make its own find­ ings as to the weight of evidence. (b) In no event shall increased punishment be. recom­ mended. (c) A new trial shall be recommended if the Appeals Committee finds—(a) that any member of the Trial Committee should have been disqualified, or (b) that the accused was not adequately informed of the details of the charged offense, which resulted in his not having been given a fair trial, or (c) that for any other reason, the accused was not given a fair trial. (d) If there is not substantial evidence to support a finding of guilt, the Appeals Committee shall recommend that the charge on which the finding was based be dis­ missed. (e) The Appeals Committee may recommend lesser punishment. Section 14. The Appeals Committee shall deliver its deci­ sion and dissent, if any, to headquarters, which shall cause sufficient copies to be published and shall have them sent to each port in time to reach there before the next regular scheduled meeting. Headquarters shall also Send a copy to each accused and accuser at their last known address, or notify them in person. Section 15. At the meeting indicated in Section 14 of this Article, the membership, by a majority vote, shall accept the decision of the Appeals Committee, or the dissent therein. If there is no dissent, the decision of the Appeals Committee shall stand. If a new trial is ordered, that trial shall be held in the port where headquarters is located, in the manner provided for in Section 2 of this Article. Any decision so providing for a new trial shall contain such directions as will insure a fair hearing to the accused. Section 16. Headquarters shall notify the accused and each accuser, either in person or in writing addressed to their last known address, of the results of the api^al. A further appeal shall be allowed as set forth in Section 17 of this Article. ^ Section 17. Each member is charged with knowledge of the provisions of the Constitution of the Seafarers Inter­ national Union of North America, and the rights of. and procedure as to. further appeal as provided for therein. Decisions reached thereunder shall be binding on all mem­ bers of the Union. Section 18. It shall be the duty of all members of the Union to take all steps within their constitutional power to carry out the terms of any effective decisions. Section 19. Every accused shall receive a written copy of the charges preferred against him and shall be given a reasonable time to prepare his'defense, but he may there­ after plead guilty and waive any or all of the other n'ghts and privileges granted to him by this Article. If an accused has been properly notified of his trial and fails to attend without properly requesting a postponement, the Trial Committee may hold its trial without his presence. Article XVi Offenses and Penalties . Section 1. Upon proof of the commission of the following offenses, the member shall be expelled from membership: (a) Proof of membership in any organization advocat­ ing' the overthrow of the Government of the United States by force; fb) Acting as an informer against the interest of the Union or the membership in any organizational campaign: (c) Acting as an informer for. or agent of. the company against the interest of the membership or the Union; (d) The commission of any act as part of a conspiracy to destroy the Union. Section 2. Upon proof of the commission of any <rf the following offenses, the member shall be penalized up to and including a penalty of expulsion from the Union. In the event the penalty of expulsion is not invoked or recommended, the penalty shall not exceed suspension from the rights and privileges of membershif. for more than two (2) years, or a fine of $50.00 or both: (a) Willfully misappropriating or misusing Union prop­ erty of the value in excess of $50.00. (b) Unauthorized use of Union property, records, stamps, seals, etc.. for the purpose of personal gain; (c) Willful misuse of any <^ce or job, elective or not, within the Union for the purpose of personal gain, finan­ cial or otherwise, or the willful refusal or failure to execute the duties or functions of the said office or job, or gross neglect or abuse in executing such duties or functiotis or other serious misconduct or breach of trust. The President may. during the pendency of disciplinaiy proceedings under this subsection, suspend the officer or ^holder from exercising the functions of the office or job. with or without pay. and designate his temporary replacement. (d) Unauthorized voting or unauthorized handling of ballots, stubs, rosters, verification lists, ballot boxes, or election files, or election material of any sort; (e) Preferring charges with knowledge that such charges are false: ^ (f) Making or transmitting, with intent to deceive, false reports or communications which fall within the scope of Union business; (g) E)eliberate failure or refusal to join one's ship or mis­ conduct or neglect of duty aboard ship, to the detriment <rf the Union or its agreements; (h) Deliberate and unauthorized interference, or deliberate and malicious villification, with regard to the execution of the duties of any office or job; (i) Paying for, or receiving mon^ for, employment aboard a vessel, exclusive of proper earnings and Union payments; G) Willful refusal to submit evidence of affiliation for the purpose of avoiding or delaying money payments to the Union, or unauthorizedly transferring or receiving evidence of Union affiliation, with intent to deceive; (k) Willful failure or refusal to carry out the order of those duly authorized to make such orders during time of strike. (I) Failure or refusal to pay a fine or asesssment within the time limit set therefore either by the Constitution or by action taken in accordance with the Constitution. . ii J •Ij i- •- I i f t;; ; . m Section 3. Upon proof of the commission of any of te following offenses, members shall be penalized up to and in­ cluding a suspension from the rights and privileges of membership for two (2) years, or a fine of $50.00 or both: (a) Willfully misappropriating or misusing Union prop­ erty of the value under $50.00; (b) Assuming any office or job, vhether elective or not with knowledge of the lack of possession of the qualifica­ tions required therefor, (c) Misconduct during any meeting or other official Union proceeding, or bringing the Union into disrepute by conduct not provided for elsewhere in this Article. (d) Refusal or negligent failure to carry out orders of those duly authorized to make such orders at any time. Section 4. Upon proof of the commission of any of the following offenses, members shall be penalized up to and including a fine of $50.00: (a) Refusal or willful failure to be present at sign-ons or payoffs; (b) Willful failure to submit his Union book to Union representatives at pay-off; (c) Disorderly conduct at pay-off or sign-on; (d) Refusal to cooperate with Union representatives in discharging their duties; (e) Disorderly conduct in the Union hall; (f) Gambling in the Union hall; (g) Negligent failure to join ship. m?., '• Section 5. Any member who has committed an offetise penalized by no more than a fine of $50.00 may elect to waive his rights under this'Constitution subject to the provi­ sions of Article XV, Section 19 and to pay the maximum fine cf $50.00 to the duly authorized representative of the Union. Section 6. This Union, and its members, shall not be deemed to waive any claim, of personal or property rights to which it or its members are entitled, by bringing the member to trial or enforcing a penalty as provided in this Constitution. Section 7, Any member under suspension for an offense under this Article shall continue to pay all dues and assess­ ments and must observe his duties to the Union, members, officials, and job holders. Article XYII Peblicatiofis This Union may publish such pamphlets, journals, news­ papers, magazines, periodicals and geieral literature, in such manner as may be determined, from time to time, by the Executive Board. 'I; Article XVIII Beads I f I : I ; Officers and job holders, whether elected or appointed as well as all other em{ffoyees handling monies of the Union shall be bonded as required by law. Article XIX Section 1. In the event no contrary policies or instinctioas are in existence, the President may authorize, make, or incur such expenditures and expenses as are normaUy en­ compassed within the authority conferred upon him by Article X of this Constitution. Section 2. The provisions of Section 1 shall simOarly apply to the routine accounting and administrative proce­ dures of the Union except those primarily concerned with trials, appeals, negotiations, strikes, and dections. Section 3. The provisions of this Article shall supersede to the extent applicable, the provisions of Article X of this Constitution. Artkte XX (•come Section 1. The income of this Union shall indude dues. initiation fees, fines, assessments, contributions, loans, inter- Page 35 T 1^ �, est, dividends, as well as income derived from any other legitimate business operation or other legitimate source. Section 2. An official Union receipt, properly filled out, shall be given to anyone paying money to the Union or to any person authorized by the Union to receive money. It shall be the duty of every person afiBliated with the Union who makes such, payments to demand such receipt Section 3. No assessments shall be levied except after a ballot conducted under such general rules as may be decided upon by a majority vote of the membership, provided that(a) The ballot must be secret. (b) The assessment must be approved by a majority of the valid ballots cast. Section 4. Except as otherwise provided by law, all pay­ ments by members or other affiliates of this Union shall be applied successively to the monetary obligations owed the Union commencing with the oldest in point of time, as measured from the date of accrual of such obligation. The period of arrears shall be calculated accordingly. Section 5. To the extent deemed appropriate by the majority of the Executive Board, funds and assets of the Union may be kept in an account or accounts without separation as to purpose and expended for all Union pur­ poses and objects. ). k Article XXi Other Types of Union Affiliation 'V To the extent permitted by law, this Union, by majority vote of the membership, may provide for affiliation with it by individuals in a lesser capacity than membership, or in a capacity other than membership. By majority vote of the membership, the Union may provide for the rights and ob­ ligations incident to- such capacities or affiliations. These rights and obligations may include, but are not limited to (a) the applicability or non-applicability of all or any part of the Constitution; (b) the terms of such affiliation; (c) the right of the Union to peremptory termination of such affiliation and, (d) the fees required for such affiliation. In no event may anyone not a member receive evidence of affiliation equivalent to that of members, receive priority or rights over members, or be termed a member. Article XXII Quorums Section 1. Unless elsewhere herein otherwise specifically provided, the quorum for a special meeting of a port shall be six (6) full book members. Section 2. The quorum for a regular meeting of.a Port shall be fifty (50) members. Section 3. Unless otherwise specifically set forth herein, the decisions, reports, recommendations, or other functions of any segment of the Union requiring a quorum to act officially, shall be a majority of those voting, and shall not be official or effective imless the quorum requirements are met. Section 4. Unless otherwise indicated herein, where the requirements for a quorum are not specifically set forth, a quorum shall be deemed to be a majority of those com­ posing the applicable segment of the Union. Article XXIII Meetings Section 1. Regular membership meetings shall be held monthly only in the following major jmrts at the following times; • I jnicpiing shall he field OS Monday-—at New York; on TVeafay—at Philadeljdtia; on Wednesday—at Raltimore; and on Friday—at Detroit. During the next week, meetings sltall he eld on Monday—at Houston; on Tuesday—at NSftw Orleans; Wednesday—at Motnle; &» fl^Hrsday—at San Frtmcisco; ^ , d on Friday—^at St. I^uis. All regular membership meetin^^arfcoinnmenM^^^ local time. Where a meeting day falls on a Holiday officially designated as such by the au­ thorities, of the state or municipality in which a port is located, the port meeting shall tajfe place on the following business, day. Saturday and Sunday shall not be deemed business days. The Area Vice Presidents shall be the chairmen of all regular meetings in ports in their respective areas. In the event the Area Vice Presidents are unable to attend a regular meeting of a port, they shall instruct the Port Agents, or other elected job holders, to act as chairmen of the meetings. In the event a quorum is not present at 2:30 P.M. the chairman of the meeting at the pertinent port shall postpone the opening of the meeting but in no event later than 3:00 P.M. Section 2. A special meeting at a port may be called only at the direction of the Port Agent or Area Vice President. • No special meeting may be held, except between the hour of 9:00 A.M. and 5:00 P.M. Notice of such meeting shall be posted at least two hours in advance, on the port bulletin board. The Area Vice Presidents shall be the chairmen of all special meetings in ports in their respective areas. In the event the Area Vice Presidents are unable to attend a spe­ cial meeting of a port, they shall instruct the Port Agents, or other elected job holders, to act as chairmen of the meetings. Section 3. Notwithstanding anything to the contrary, all regular meetings shall be governed by the following: 1. The Union Constitution. 2. Majority vote of the members assembled. Article XXIV Definitions and Miscellaneous Provisions Relating Thereto It' Section 1. Incapacity. Unless otherwise set forth or dealt with herein, the term "incapacity," shall mean any illness or situation preventing the affected person from carrying, out his duties tor more than 30 days, provided that this does not result in a vacancy. However, nothing contained in this Article shall be deemed to prohibit the execution of the functions of more than one job and/or office in y which event no incapacity shall be deemed to exist with regard to the. regular job or office of the one taking over the duties arid functions of the one incapacitated. The period of incapacity thall be the time during which the circumstances exist Section 2. Unless otherwise set forth or dealt with herein' the term "vacancy" shall include failure to perform the functions of any office or job by reason of death, or resig­ nation, or suspension from membership or expulsion from the Union with no further right to appeal in accordance with the provisions of Article XV of this Constitution. Section 3. When applicable to the Union as a whole the term, "majority vote of the membership," shall mean the majority of all the valid votes cast by full book members at an official meeting of those ports holding a meeting. This definition shall prevail notwithstanding that one or more ports cannot hold meetings because of no quorum. For the purpose of this Section, the term "meeting" shall refer to those meetings to be held during the time {wriod within which a vote must be taken in accordance with the Con­ stitution and the custom and usage of the Union in the indicated priority. Section 4. When applicable solely to port action and not concerned with, or related to, the Union as a whole, and not forming part of a Union-wide vote, the term "majority vote of the membership," shall refer to the majority of the valid votes cast by the full book members at any. meeting of the^Port, regular or special. Section 5. The term, "membership action," or reference thereto, shall mean the same as the term "majority vote of the membership." Section 6. >^ere the. title of any officer or job, or the holder thereof, is set forth in this Constitution, all references thereto and the provisions concerned therewith shall be deemed to be equally applicable to whomever is duly acting in such office o^ job. Section 7. The term "Election Year" shall be deemed to mean that calendar ye^r prior to the calendar year in which elected officials and other elected job-holders are required to assume office. Section 8. The terms, "this Constitution", and "this amended Constitution," shall be deemed to have the same meaning and shall refer to the Constitution as amended which takes the place of the one adopted bv the Union in 1939, as amended up through | Section 9. The term, "member in good standing", shall mean a member whose monetary obligations to the Union are not in arrears for thirty days or more, or who is not under suspension or expulsion effective in accordance with this Constitution. Unless otherwise , expressly indicated, the term, "member," shall mean a member in good standing. Section 10. Unless plainly otherwise required by the con­ text of their use, the terms "Union book," "membership book," and "book," shall mean official evidence of Union membership. Section 11. The term "full l^k" or "full Union book", shall mean only an official certificate issued as evidence of Union membership which carries with it complete rights and privileges of membership except as may be specifically constitutionally otherwise provided. Section 12. The term, "full book member", shall mean a member to whom a full book has been duly issued and who is entitled to retain it in accordance with the provisions of this Constitution. meat upon aioy navigable waters, or days of employmeat in contracted employer unit represented by the Union. Seetiss *4. Tks tsrnt "in an unlicensed capacity at an American flag merchant vessel or vessels," shall inclu peraons^ employed in an unlicensed or licensed aboard dredges, tugboats, towboats and similar vessels to tow, propel, w push barges or other conveyances or J merchant vessel.* in docking or undocking, or persons other| wise employed in a contracted employer unit represented ^ticieIbcv Afflendments This Constitution shall be amended in the following manner Section 1. Any full book member may submit at any regular meeting of any Port proposed amendments to this Constitution in resolution form. If a majority vote of the membership of the Port approves it, the proposed amend­ ment shall be forwarded to all Ports for further action. Section 2. When a proposed amendment is accepted by a majority vote of the membership, it shall be referred to a Constitutional Committee in the-Port where Headquarters is located. This Committee shall be composed of six full book members, two from each department and shall be elected in accordance with such rules as are established by a majority vote of that Port. The Committee will act on all proposed amendments referred to it. The Committee may .receive whatever advice and assistance, legal or otherwise, 'it deems necessary. It shall prepare a report on the amend­ ment together with any proposed changes or substitutions or recommendations and the reasons for such recommenda­ tions. The latter shall then be submitted to the member­ ship. If a majority vote of the membership approves theamendment as recommended, it shall then be voted upon, in a yes or no vote by the membership of the Union by secret ballot in accordance with the procedure directed by a majority vote of the membership at the time it gives the approval necessary to put the referendum to a vote. The Union Tallying Committee shall consist of six (6) full book members, two from each of the three (3) d^artments of the Union, elected from Headquarters Port. The amendment shall cither be printed on the ballot, or if too lengthy, shall be referred to on the ballot. Copies of the amendment shall be posted on the bulletin boards of all ports and made available at the voting site in all ports. Section 3. If approved by a majority of the valid ballots cast, the amendment shall become effective immediately upon notification by the aforesaid Union Tallying Commit­ tee to the Secretary-Treasurer that the amendment has been so approved, unless otherwise specified in the amendment. The Secretary-Treasurer shall immediately notify all ports of the results of the vote on the amendment. EXHIBIT A Minimal requirements to be contained In Con­ stitution of subordinate ^odies ond divisions chor" tered by . or offilioted with the Seoforers Intemo' tlonol Union of North Amerieo-~-Atlontlc, Gulf. Lokes and Inland Waters District. I All members shall have equal rights and privileges, sub­ ject to reasonable rules and regulations, contained in this Constitution, including secret election, freedom of speech, the rigiii to hold office and the right of secret votes on assessment and dues increases, all in accordance with the law. II No member may be automatically suspended from mem­ bership except for non-payment of dues, and all members. shall be afforded a fair hearing upon written charges, with a reasonable time to prepare defense, when accused of an offense pnder the Constitution. III This Union is chartered by (and/or affiliated with), the Seafarers International Union of North America—^Atlantic, Gulf, Lakes and Inland Waters District, and this Ccmstitution and any amendments thereto, shall not take eff^t un­ less and until approved as set forth in the Constitution of that Union. IV . An object of this Union is, within its reasonable capacity, to promote the welfare of, and assist, the Seafarers Intematibnal Union of North America—^Atlantic, Gulf, Lakes and Inland Waters District. The charter (and/or aflSliation) relaticMishijp betv »n this Union and the Seafarers International Union. of North America—Atlantic, Gulf, Lakes and Inland Waters District . shall not be dissolved so long as at least ten members of this Union, and the Seafarers International Union of North America—Atlantic, Gulf, Lakes and Inland Waters District acting through its Executive Board wish to continue such relationship. VI No amendment to this Constitution shall be effective UIH less and until approved by at least a two-thirds vote of the membership in a secret referendum conducted for that pur­ pose. In any event, the adoption of this Constitution and any amendments thereto, will not be effective unless and. imtil compliance with Article II of the Constitution of the Seafarers^JSptemational Union of North America—Atlantic. Gulf, Lakes and Inland Waters District is first made. VII The Seafarers International Union of North America— Atlantic, Gulf, Lakes and Inland Waters District shall have the right to check, inspect and make copies of all the books and records of this Union upon demand. VIII This Union shall not take any action which will have the effect of reducing its net assets, calculated through recog­ nized accounting procedures, below the amount of its in­ debtedness to the Seafarers International Union of North America—Atlantic, Gulf, Lakes and Inland Waters District, unless approved by that Union through its Executive Board. IX So long as there exists any indebtedness by this Union to the Seafarers International Union of North America—At­ lantic, Gulf, Lakes and Inland Waters District, that Union shall have the right to appoint a representative or repre­ sentatives to this Union who shall have the power to attend all meetings of this Union, or its sub-divisions, or goveraing boards, if any; and who shall have access to all books and records of this Union on demand. This representative, or theM representatives, shall be charged with the duty of as­ sisting this Union and its membership, and acting as a liaison between the Seafarers International Union of North America—Atlantic, Gulf, Lakes and Inland Waters District and this Union. So long as any unpaid per capita tax, or any other in­ debtedness of any sort i§ owed by this Union to the Sea­ farers International Union of North America—Atlantic, Gulf, Lakes and Inland Waters District, such indebtedness shall constitute a first lien on the assets of this Union, which lien shall not be impaired without the written approval of the Seafarers International Union of North America—At­ lantic, Gulf Lakes and Inland Waters District acting through its Executive Board. XI The per capita tax payable by this Union to the Seafarers International Union of North America—Atlantic, Gulf, Lakes and Inland Waters District shall be that which is fixed in accordance with the terms of the Constitution of that Union. XII This Constitution and actions by this Union pursuant thereto are subject to those provisions of the Constitution of the Seafarers International Union of North America—^At­ lantic, Gulf, Lakes and Inland Waters District pertaining to affiliation, disaffiliation, trusteeships, and the granting and removal of charters. XIII This Union shall be affiliated with the Seafarers Interna­ tional Union of North America through the Seafarers In­ ternational Union of North America—^Atlantic, Gulf, Lakes and Inland Waters District. It shall share in, and participate as part of, the delegation of that District to the Convention of the Seafarers International Union or North America in accordance with the provisions of the .Constitution of the Seafarers International Union of North America—Atlantic. Gulf, Lakes and Inland Waters District. •V V Seafarers Log v • Page 3$ 1,^ �IE. \/ 36th Recertified Bosuns' Class The 36fh and last class in this phase of the Bosuns Recertitication Program graduated this month bringing to 402 the number of Seafarers who completed this important program. The current phase of the Bosuns Recertification Program lasted three years and during that time the Seafarers who spent one month at the Henry Lundeberg School and one month at Union Headquarters gained valuable knowl­ edge about the SIU, the problems it faces and the way it deals with them. The Bosun is the top unlicensed man on our SlU-contracted ships; he is the leader of the crew. The Seafarers who have participated in the Recertitication Program are more qualified to lead their crews, are able to hold better shipboard meetings, and should be better able to Tom Price Seafarer Tom Price, 42, has been a member of the SIU since 1951 and he began sailing as a bosun in 1959. A native of Long Is­ land, N.Y., Brother Price makes his home in Orange County, Calif., with his wife, Sachiko and four children. He ships out of the port of Wilmington. William MacArthur Seafarer William MacArthur, 47, has been a member of the SIU since 1952 and he began sailing as a bosun in 1968. A native of Massa­ chusetts, Brother MacArthur makes his home in Pasa­ dena, Calif, with his wife, Rose Marie. He ships out of the port of Wilmington. Michael Ignatius Malliiii . Seafarer Michael Ignatius "Moose" I Mallini has been I sailing in the epgine ' department since graduating from the i Harry Lundeberg School in 1973. Be­ fore attending the 'A' Seniority Up­ grading Program, Brother Mallini ob­ tained his FOWT endorsement at Piney Point. Brother Mallini is a native and resident of Mobile, Ala., and ships from that port. Jaymee Haga Brother Jay Haga has been sailing in the steward depart­ ment since gradu­ ating from the Harry Lundeberg School's trainee and third i cook programs in 1972. A native of Greenbelt, Md., Brother Haga now lives in Crystal River, Fla. He ships from the port of Baltimore. July,i976'" . answer questions by any crewmember. It is more important now than ever before that the SIU membership be an informed membership. In order for that to happen, the members themselves must take an interest in all that affects them and their Union, from events on the waterfront to actions in the Hallg of Congress. This objective was one of the main reasons for establishing this Program: to keep the SIU membership better informed, to take the message right to the ships rather than only hear­ ing it at the Union Halls. memberriiip is more fully informed, will the job security of all be assured for the future. NOTE: A special eight-page sup­ plement covering the highlights of the Bosuns RecetiHcation Program will appear in the next issue of the Seafarers Log. Albert H. Schwartz Seafarer Albert H. Schwartz, 57, has been a member of the SIU since 1947 and he began sailing as a bosun in 1955. A native of Chicago, Brother Schwartz makes his home in Midland, Tex. with his wife, Pauline. He ships out of the port of Houston. Richard Thoe Seafarer Richard "Blackie"Thoe,50, has been a member of the SIU since 1965 and he began sailing as a bosun in 1967. A native of Minnesota, Brother Thoe makes his home in Mobile with his wife, Levis. He ships out of the port of Mobile. Leo W. Gallagher Seafarer Leo W Gallagher, 50, has been a member of the SIU since 1946 and he began sail­ ing as a bosun in 1952. A native of Chelsea, Mass., Brother Gallagher makes his home there. He ships out of the port of Boston. John Little Seafarer John Little, 44, has been a member of the SIU since 1952 and he began shipping out as a bosun in 1959. A native of Kentucky, Brother Little makes his home there with his wife, Saundra. He ships out of the port of Houston. William .C. Osborne Seafarer William C. Osborne, 47, has been a member of the SIU since 1947 and he began ship­ ping out as a bosun in 1963. A native of the port of Tampa, Brother Osborne makes his home there. He ships out of the port of Houston. WiUiam Smith Seafarer William Smith, 53, has been a member of the SIU since 1946 and he began sailing as a bosun in 1950. A native of Texas, Brother Smith makes his home in Oregon with His wife, Beatrice. He ships out of the port of Seattle. David GUmore Seafarer David GUmore, 51, has been a member of the SIU since 1944 and he began ship­ ping out as a bosun in 1954. A native of North Carolina, Brother GUmore makes his home in Houston and ships out of that port. Ray Schrum Seafarer Ray Schrum, 48, has been a member of the SIU since 1945 and he began ship­ ping out as a bosun in 1957. A native of Lincolnton, N. C., Brother Schrum makes his home there with his wife, Emogene. He ships out of the port of Houston. Rufino Garay Seafarer Rufino Garay, 49, has been a member of the SIU since 1956 and he began sailing as a bosun in 1974. A native of New York City, Brother Gar^y makes his h6me in Flushing, Queens, N.Y. He ships out of the port of New York. After three years of putting Seafarers through this Program, with more and more recertified bosuns leading our crews, thqt goal has largely been ac­ complished. But more work must be done. For only when that goal is com­ pletely realized, when the entire SIU Six Graduate With 'A' Book The SIU's 'A' Seniority Upgrading Program has six more graduates this month, bringing the total number of Seafarers who have completed this pro­ gram to 239. They are Willie Chestnutt, Ron Smith, Abdul Hassan, Ron Farris, Jaymee Haga and Michael Mallini. These men spent two weeks at the Harry Lundeberg School in Piney Point where they attended Union dasses, reviewed the administrative procedures of the Lundeberg School and spoke to trainees during their engine, deck or steward training session. The six seniority upgraders then spent two weeks at Union Headquarters in New York. While in New York they visited all of the various departments that administer the Union*s funds, keep employment records, publish the LOG and keep track of SlU-contracted ships. They also accompanied Union patrol­ men servicing SIU ships. By going through this in-depth study of their Union's activities, both at the SIU's training facilities in Piney Point and at the administrative offices in New York, these Seafarers leave the 'A' Seniority Program with a better under­ standing of their Union, its purpose. Its membership, its role in the modern maritime industry and its problems. Willie Chestnutt • Seafarer Willie Chestnutt has been sailing with the SIU as an AB since his discharge from the U.S. Navy in 1970. Before attending the 'A' Seniority Upgrading pro­ gram, Brother Chestnutt upgraded to quartermaster at the Harry Lundebarg School. A native and resident of Chicago, Brother Chest­ nutt ships from the port of New Orleans. Ron Smith Seafarer Ron Smith began sailing with the SIU after graduating from the trainee program at the Harry Lundeberg School in 1972. Shipping as an AB, Brother Smith obtained his ticket at the Lundeberg School, as well as an LNG/LPG endorsement. A na­ tive and resident of New York City, Brother Smith ships from that port. Ron Farris Seafarer Ron Farris first sailed with theSlU inl973 after graduating from the trainee program at the Harry Lundeberg School. Brother Farris, who sails in the steward depart­ ment, also obtained his third cook's en­ dorsement at the Lundeberg School. A native and resident of St. Louis, Mo., Brother Farris usually ships out of San Francisco or New York. Abdul Hassan Seafarer Abdul Hassan began sail­ ing with the SIU in 1966 in the steward department. Usu­ ally shipping as a chief cook. Brother Hassan upgraded to chief steward at Piney Point before attending the 'A' Seniority Program. A native of Malaysia, Brother Hassan now lives in New York City with his wife Anna and their two children. He also ships from the port of New York. Page 37 f I'i- '• -S . I " i1 ^ • J 1• S- < If r-^ n ff •' • • ^ T- ; ,jr �For a Better Job Today ^ Deck Department ABLE SEAMAN The course of instruction is four weeks in length and leads to the Coast Guard en­ dorsement of Able Seaman—12 Months —Any Waters or Able Seaman—Unlim­ ited—Any Waters. Course Requirements: Able Seaman 12 Months—Any Waters. You must: • Be 19 years of age • Have 12 months seatime as Ordi­ nary Seaman, OR. Be a graduate of HLS at Piney Point and have eight months seatime as Ordinary Seaman • Be able to pass the prescribed physi­ cal, including eyesight requirements. Able Seaman Unlimited—Any Waters. You must: • Be 19 years of age • Have 36 months seatime as Ordinary Seaman or Able Seaman 12 Months • Be able to pass the prescribed physi­ cal, including eyesight requirements. Starting Dates: May 27, September 2. QUARTERMASTER The course of instruction leading to certification as Quartermaster consists of Basic Navigation instruction to include Radar; Loran; Fathometer; RDF; and Tlie Harry Lundleberg also includes a review of Basic Seaman­ ship; use of the Magnetic and Gyro Compass; Rules of the Road; Knots and Splices; Firefighting and Emergency Pro­ cedures. Course Requirements: Must hold en­ dorsement as Able Seaman (Unlimited— Any Waters). Starting Dates: April 29, August 2. LIFEBOATMAN The course of instruction is two weeks in length and leads to the Coast Guard en­ dorsement of Lifeboatman. Course Requirements: Must have 90 days seatime in any department. . Starting Dates: April 29; May 13, 27; June 10, 24; July 8, 22; August 5, 19; September 2, 16, 30; October 14, 28. Engine Department QMED-Any Rating The course of instruction leading to cer­ tification as QMED—^Any Rating is eight weeks in length and includes instruction leading to the Coast Guard endorsements which comprise this rating. Course Requirements: You must show 2 Get Lifeboat Tickets Flanking Lifeboat Course Instructor Tom Doyle on either side are Seafarers Gary Gross, left, and Roberto Burgos. The two received their lifeboat endorse­ ments after completing the Lundeberg School course. These Courses Will Be Start­ ing Soon: • Advanced Pumpman Procedures • LNG/LPG Watch the Seafarers Log for Starting Dates evidence of six months seatime in at least one engine department rating. Starting Dates: April 29; May 27; June 24; July 22. WELDING The course of instruction in basic welding consists of classroom and onthe-job training including practical train­ ing in electric arc welding and cutting; and oxy-acetylene brazing, welding and cutting. On completion of the course, an HLS Certificate of Graduation will be awarded. Course Requirements: • Engine department personnel must hold endorsement as QMED—Any Rating • Deck and steward department per­ sonnel must hold a rating in their department. Starting Dates: May 27, October 1. FOWT The course is four weeks in length and leads to endorsement as Fireman, Watertender, and/or Oiler. Course Requirements: If you have a Wiper endorsement only, you must: • Be able to pass the prescribed physi­ cal, including eyesight requirements AB Tickets for 7 Seafarers Seven more Seafarers upgraded this month through the Lundeberg School's course for able-seamen. They are, from the left: Richard Gayle; Ray Kauffman; Ruben Morales; Joe Edwards; Mark VVooley; Frank Campobasso, and Howard Anderson. Course instructor, not shown, is Chuck Dwyer. • Have six months seatime as Wiper, OR Be a graduate of HLS at Piney Point and have three months seatime as Wiper • If you have an engine department rat­ ing there are no requirements. Starting Dates: July 12. DIESELS The four-week course covers: types, designs, construction and characteristics of various diesel engines; nomenclature and principal design features of all parts of diesel engines; formulas and hydraulic principles; introduction to fuel, air, lubri­ cation and exhaust systems; use of vari­ ous gauges, meters and instruments used on diesel engines; care, operations main­ tenance and recording of diesel engine performance; signals used between bridge and engine room; fundamentals of elec­ tricity and refrigeration; basic fire fight­ ing, first aid and safety. Course Requirements: No require­ ments for those who are not, interested in receiving the Coast Guard license. Starting date: August 9. A College Career Is Available to You One college and two post secondary 2. Two-year community or junior col­ trade/vocational school scholarships are lege or post secondary trade/voca­ awarded to Seafarers each year. These tional schools scholarships. These awards are in the amount of $5000. scholarships have been specially de­ The trade/vocational awards offer varsigned to meet the educational needs of j-ious options if you'wish to continue Seafarers. dipping. In such a program you may Application requirements are geared develop a trade or skill which would im­ for the man who has been out of school prove your performance aboard ship as several years, so you will ohly be com­ well as help you obtain a better paying peting with other seamen with similar job when you are ashore. educational backgrounds. The awards are Eligibility requirements are as follows: granted in April, but you should begin 1. Have not' less than two years of your application process now. actual employment on vessels of These are the scholarships offered: companies signatory to Seafarers Welfare Plan. 1. Four-year college degree scholar­ 2. Have one day of employment on a ship. This award is in the amount vessel in the sixth-month period of $10,000. Page 38 immediately preceding date of ap­ plication. 3. Have 90 days of employment on a vessel in the previous calendar year. Pick up a scholarship application now. They are available in the ports or you may write to the following address and request a copy of the Seafarers Applica­ tion: , \ Seafarers Welfare Plan College Scholarships 275 20th Street Brooklyn, New York 11215 A College Education For Your Clilldren Four scholarships are awarded to de­ pendents of Seafarers. These four-year scholarships are for $10^000 each at any accredited college or university. If you have three years sea time, encourage your children to apply. They Should request the Dependents Applicatioh fropi the above address. Seafarers Log �\/ For Job Security Tomorrow Scliool Of Seannansliip Steward Dejoartment Steward Depaitment All Steward Department Courses Lead To Certification By HLSS. CHIEF STEWARD The course of instruction is six weeks long and covers all phases of Steward De­ partment management and operation. Course Requirements: All candidates must have seatime and/or training in com­ pliance with one of the following: • Three years seatime in a rating above 3rd cook or assistant cook OR • Six months seatime as 3rd cook or assistant cook, six months seatime as cook and baker, six months seatime as chief cook and hold HLS certifi­ cates of completion for eich program OR • 12 months seatime as 3rd cook or assistant cook, six months seatime as cook and baker, six months sea­ time as chief cook and hold HLS cer­ tificates of completion for the cook and baker and chief cook programs OR • 12 months seatime as 3rd cook or assistant cook, 12 months seatime as cook and baker, and six months sea­ time as chief cook and hold an HLS certificate of completion for the chief cook program. Starling Dates: April 29; June 10; July 22; September 2; October 14. CHIEF COOK The course of instruction is six weeks in length and students specialize in the prep­ aration of soups, sauces, meats, seafoods, and gravies. Course Requirements: All candidates must have seatime and/or training in com­ pliance with one of the following: • 12 months seatime as cook and baker OR • Three years seatime in the steward department, with six months as 3rd cook or assistant cook and six months as cook and baker OR • Six months seatime as •3rd cook or assistant cook and six months as cook and baker OR • 12 months seatime as 3rd cook or assistant cook and six months sea­ time as cook and baker and hold a certificate of completion for the HLS cook and baker training program. Starting Dates: Starting Dates: May 13; June 24; August 5; September 16; October 28. Note: Courses and starting dates are subject to change at any time. Any change will be noted in the LOG. High School Program Is Available to All Seafarers Do Over 800 Of Your Fellow Seafarers Have Done.... COOK AND BAKER ASSISTANT COOK The course of instruction is six weeks in length and students specialize in the selection and preparation of breakfast foods, breads, desserts, and pastries. The course of instruction is six weeks in length and students specialize in the selection and preparation of vegetables and salads. Course Requirements: All candidates must have twelve months seatime in the steward department, OR three months sea­ time in the steward department and be a graduate of the HLS entry rating program. Starting Dates: May 27; July 8; August 19; September 30. Course Requirements: All candidates must have seatime and/or training in com­ pliance with one of the following: • 12 months seatime as a 3rd cook or assistant cook OR • 24 months in the steward department with six months as a 3rd cook or as­ sistant cook OR • Six months seatime as 3rd cook or assistant cook and hold a certificate of completion from the HLS assist­ ant cook training program. I';, I Did You Know... Last month 80 Seafarers up­ graded their skills, earning power and job security through the vocational courses at HLSS. The Lundeberg School h^ an upgrading course to meet your career needs, too! Starting Dates: April 29; May 13, 27; June 10, 24; July 8, 22; August 5, 19; September 2, 16, 30; October 14, 28. r UPGRADING APPLICATION Name. Date of Birth (Last) (First) (Middle) Mo./Day/Year Address (Street) . Telephone #. (State) (City) . (Zip Code) Book Number (Area Code) Seniority Date Book Was Issued Port Presently .Registered In_ .Port Issued. Social Security #. Endorsement(s) Now Held. Piney Point Graduate: • Yes No • (if so, fill in below) Entry Program: Frorii, .to. 'i IS' Endorsement(s) Received. (Dates Attended) Upgrading Program: 'it's a very good program. I'm glad I went through it. The teachers give plenty of individual instruction, and they answer all questions you may have." , Endorsement(s) Received. to. From. (Dates Attended) Do you hold a letter of completion for Lifeboat: • Yes • No; Fire Fighting: • Yes • No Dates Available for Training I Am Interested In: Johii Ruiz • • • • "/ felt limited without it [a high school diploma]. Among other things, it's a prerequisite for all col­ lege courses.'* DECK AB-12 Months AB Unlimited Quartermaster Lifeboatman • LNG/LPG • Diesel • Welder Horace Jones Get the reading, writing and math skills you need for job security and upgrading through the high school equivalency (GEO) program at the Harry Lundeberg School. It only takes four to eight weeks, and your Brothers can tell you that it's really worth it! Interested? Pick up a copy of the pre­ test kit in your port or write to this address: Margaret Nalen, Director Academic Education Department Hany Lundeberg School Piney Point, Maryland 20674 When you complete the test, return it to the Lundeberg School. HLS will tell you the results and give you an estimate of the length of time you'll need to com­ plete the GED program. , . July, 1976 REMEMBER! This test is not to see who scores high or low. It helps HI.S de­ sign a study program just for you—a pro­ gram that our teachers will help you, as an individual, to follow. So apply today. It's easy to qualify. Just make sure that you have: 1. One year of seatime. 2. Are a memliier of the Union in good standing!. Your classes will be small (usually just six to eight students). You'll get lots of individual help. And completing the GED program .opcus the door to the other edu­ cational opportunities that the SIU has for you. A high school diploma is the first step towards qualifying for one of the three scholarships for Seafarers that are offered each year. STEWARD • Asst. Cook • Cook & Baker • Chief Cook • Steward ENGINE • QMED • FOWT • Dk. Mech. ADVANCED COURSES • Advanced Pumpman Procedures • Advanced Electrical Procedures • Refrigeration Container Mechanic. RECORD OF SEATIME — (Show only amount needed to upgrade in rating checked above or attach letter of service, whichever is applicable.) SHIP RATING HELD DATE OF SHIPMENT DATE OF DISCHARGE ' . ..I SIGNATURE DATE RETURN COMPLETED APPLICATION TO: LUNDEBERG UPGRADING CENTER, PINEY POINT, MD. 206 4 Page 39 �zing Se^arers -" the (oictiviHes whick &m. tJfte Seafarers Pr>!iii(^,'^ctr^^s Don i^s. Initiation fees, etc., fof j^itical^ contiikuticnis.l Eighteen yrM^p ' three have cohtributed Ifrmrffetds throf ^ the upa of fkaforers ofmtarff^ dGTM^i^ or^m0k\ ohibMtk^tisa^anvt^^ mmea^smdtsss part |i politics is through ifoiaat^^^iticaf of Congress have contribated $200, the honor rolls because the ^ist b<0^^ta^d if the livelihoods fe prm% IT" . "" iiSiiiii Annis, G. AnticijM. Antonio, J. Demetrios, J. Dickey, W. DiIling,L. ^Afldieon,© IJililinss HaU,W. Hamblet, A: Harris, J. H. Kizzire, C. Mavdone, S. Polk, E. Klein, A. McCartaey,G. Pollard, G. Kowflowitch,W. McClinton,J.I Pow,J. ardas, J. Schawbland, J. Scott, C. Seabron, S. Hendrick, R. G. - ' -DoBoisJaL Babkowski,T. Dudley, K. Badgett,J. DuPaoIa,R. Dwyer, J. Blanton, M. J. Blnltt,J. BobaIek,W.J. Fay, J. Ferrara,A. Foster, J. Franco, P. HetoBK, A. itllMiHiwdi H Mlze,C. Mollard,C. MongelU, F. Ill, mil Hldals,A.A. Hlncs,T. Hobnan, E. Legg,J. Lelonek,L. Leo, A. Lomas, A. Lombardo, J. Malensky, G. Manaf^ D. lovlno, L. Johnson, A. Johnson, R. Pnrgvee, A. Sgagllardlch, A. Vogel, C. Quumonez,R. Shackelford, W. Wagner, M. Walters, H. Qulnter, J. Mdrfisy Morris, E.W. Mfirritonj Mortensen,0. Munsie, J. Murray, R. ptoli!osa,X; Rellle,!. Silva^ Ms SItttiiitalil' Riddle,D.W. Smith,B.C. Rlpoll, G. M. Smith, W. Roades, O. W. Snyder, J. Bortz,< Wilson, C.W. Wlngfield,P.G. Wlnn,L. m Bousson, £. glK Brannan Brown. Brown,!. Keomwe, S. felson, J,. Newberry, J. Martin, J. Rodriguez, R. Steams, B^ $7noo^ S7S SEAFARERS POUTIGAl ACTIVITY DONATION r$* FOURTH AVFMUi BROOKIYH, H.t. 11232 S.S.NO.. Date. .Book No.. Contributor's Name. Caffey,J. Campbell, A. G. Capella,F. J. Address City ... Cliefire,J. t *V WW,,-. Conley,M.,Msgr. Apostleshlp of the Sea lUhLmaJiamA -iM' jr V f.' •••' 71 Ifift Tirelli, E. Troy, S. Turner, G. iriM y^tir' .-state . .Zip Code SPAD is a separate sefregated fund. Its proceeds are used to further Its .object and purposes Including, but not limited to furthering the political, social and economic interests of Seafarer seamen, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to politicial candidates for elective office. All contributions are voluntary. No contribution may be solicited or received because of force, Job discrimination, financial reprisal, or threat of such conduct, or as a condition of membership in the Union (SlUNA AGLIWD) or of employ­ ment. If a contribution is made by reason of the above improper conduct, notify the Seafarers iJnion or SPAD at the above address, certified mai! within thirty daw of the contribution for investigation and _ . refund, if involuntary. , Support SPAD to protect and further your economic, appropriate action and political and social interests, American trade union concepts and Seafarer seamen. (A copy of our report is filed with the Federal Election Commission and is available from the Federal Election Commission, Washington, D.C.) S20O£; Signature of Solicitor No. m Bergerla, S. Brand, H. Bni, R. DlGlorglo, J. Dryden, J. Drozak, F. Echevarrla, R. Foster, W. Lesnan8ky,A. Maher, T. McCullogh, L. McFarland, D. Nielsen, K. Paczkowskl,S.T.| Olesen, C. Rlchbiurg, J. Sanchez, R. � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource July 1976 Description An account of the resource Headlines: BILL INTRODUCED FOR MARITIME AFFAIRS COORDINATOR UNEMPLOYMENT RISES IN JUNE; MEANY SAYS 10.2% POTTERY WORKERS AFFILIATE WITH SIUNA MANY OLD MARINERS GO VERY RELUCTANTLY BALTIMORE MEETING: DISCUSS SIU-IBU MERGER CARTER BACKS STRONG AMERICAN MERCHANT MARINE HALL, BARKER PRESENT MARITIME PLANK TO REPUBLICANS PROPER DOCUMENTS NEEDED FOR CARE AT USPHS FACILITIES SEAFARER GETS HIGH SCHOOL DIPLOMA THROUGH GED PROGRAM NEW ELECTION ORDERED FOR SABINE SEAMEN TUNA FISHERMEN AWAIT U.S. APPEALS COURT DECISION HLS PRES. HAILS LABOR CONTRIBUTIONS TO MARITIME SIU PRESENTS VIEWS CRITICIZING COAST GUARD ACTIONS CHIEF ENGINEER WRITES ABOUT SIU'S ALCOHOLIC PROGRAM HOW SIUNA MEMBERSHIP AFFECTS YOU, THE SEAFARER BROTHER AND SISTER FIND REWARDING CAREERS SEAFARER, 45, RECEIVES HS DIPLOMA AT LUNDEBERG SCHOOL THERE'S MAGIC IN IT AS TALL SHIPS DRAW 6 MILLION TO CELEBRATE BICENTENNIAL IN HARBOR BATTLE GOES ON TO KEEP USPHS HOSPITALS OPEN NOTICE OF ELECTION ON SIU-IBU MERGER Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 7/1/1976 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. XXXVIII, No. 7 1976 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/70db55412d0f2f2042a40534c99e35ea.PDF 2c15d90fc6f02e6fe50cb0983eed0286 PDF Text Text vy (•Sal ^klicaOM al tk* WArAi^S •CJ ""' InlMitf'f^tenr District* AFL'CIO •••.-.-••••fx' 'i ' . fli/.. ...a.ft?-,!' mftm . - Pfeiey rmef Poiill rmofi lary^ mn/um 20S74 • ERS It"- •' '' r-> f VoSaXXXVfli,Nc.f . •• ' Auiu*t, 1976 •;• , -..i--; if. . . ,. .._T ... . , '.TT", •i^ •; 1 Poff 32 on ' • .'S •fi-'V •rti'II 'A .'4 "t Pw.f 17.24 on '' ,//f iif / ^ • * - * •- V .^1 . i ! .• ' t �Economic Recovery Slow Jobless Benefits Run Out on 50,000 Each Week The nation's economic recovery con­ tinues to be slow, leaving millions of workers stranded without jobs while their families cope with still rising prices. Each week, 50,000 more people run out of unemployment benefits; most of them cannot find work and will not be able to find work in the near future. The Administration's rhetoric about improvement in the economy does not Union Label Week Set for Sept 6-12 The Labor Day holiday week of Sept. 6-12 in the U.S. has been officially designated Union Label Week by the AFL-CIO and the Union Label and Services Trades Department. During this week AFL-CIO state and local organizations and the Union Label and Service Trade Councils will appeal to the American consumer in Labor Day parades, rallies and in the media to buy U.S. union-made products and services thus providing more jobs for the jobless here as a way of strengthen­ ing the nation's economy and avoiding the purchase of foreign-made imports. Union-made goods and services will bear the union label, store card, shop card and service button. During Union Label Week the motto of "Buy union products and use union services as you would have union wages paid unto you" will be stressed to the buying public. hide the fact that unemployment still is America's major economic problem. Recently, the AFL-CIO Department of Research studied state employment figures. They found that right now, con­ struction, manufacturing, public utili­ ties and transportation were the indus­ tries most severely hit by the recession. The study also revealed that certain states are worse off than others. In 21 states, unemployment is higher than it was two year ago. These 21 states are: Arizona, Connecticut, Illinois, Indiana, Kentucky, Massachusetts, Michigan, Mississippi, Missouri, New Jersey, New York, North Carolina, Ohio, Pennsyl­ vania, Rhode Island, Tennessee, Vir­ ginia, Delaware, Florida, Georgia and Wisconsin. Because of the slow-down, the Amer­ ican people are losing more than $200 billion in goods and services that would be produced if the economy was run­ ning full speed ahead. Instead, basic industries in the American economy are still operating far below capacity, the Federal Reserve reports. During the first quarter of 1976, basic industries used only 80 percent of their capacity, compared vdth 92.3 percent in the third quarter of 1973. To make matters worse, most people were able to buy more in 1965 than now. Bureau of Labor Statistics show that in June, real spendable earnings— take home pay stripped of the effects of inflation—averaged $91.15 a week for a worker with three dependents. That was 17 cents less than the average for 1965. Farmworkers Set for ALRB Elections This Year Approximately 50,000 farmworkers will vote in union certification elections in California this coming year, once that state's-Agricultural Labor Rela­ tions Board gears up again for action. On July I, in a major victory for the United Farmworkers Union, the Cali­ fornia Legislature voted $6.8 million to fund the Board. During the past six months the Board has been inactive, ever since its money ran out early, spent on an avalanche of imfair labor practice hearings and challenges to elections. Pressure from the growers kept the Cal­ ifornia Legislature from refunding the Board. The Board administers California's Agricultural Labor Relations Act, passed in June 1975, which gave farm­ workers the right to vote for the union of their choice for the first time in U.S. history. The UFW, which has been organiz­ ing California farmworkers for years, pushed for the law when the Teamsters starting signing with growers to repre­ sent lettuce and grape pickers. These Consfrucfion Unions OK Pay Cut on Rehab Jobs A 25 percent cut in wages and bene­ fits for construction workers on N.Y.C. rehabilitation housing projects has been agreed upon by members of nine local building-trades unions represented by the N.Y.C. Building and Constnaction Trades Council, according to its presi­ dent, Peter J. Brennan, on July 30. In making the move forced by the lack of getting new construction under way, the building council prepared for a bonanza of some $102-mil!ion in funds to be spent for rehabilitation con­ struction work in city poverty areas under the Community Development Block Grant Program of the U.S. De­ partment of Housing and Urban De­ velopment (HUD). Brennan, in a meeting at Niagara Falls, N.Y., said the voluntary pay cut goes against the grain of trade unionists but the local construction unions be­ lieve it's time they got their hardpressed members (double-digit percent the PRESIDENT'S REPORT: Paul Hall 'Know the Candidate' The SIU has always made it a practice to fully engage in "bread and butter" political issues and we have made it a practice to get involved in political elections when seafaring jobs are ultimately at stake. However, our basis for support of a candidate is not tied to any affiliation or philosophy, but to simply whether the candidate will help or hurt the jobs and job security of Seafarers. The SIU contributes the money and support Seafarers have voluntarily donated to SPAD to the campaign funds of pro-maritime and pro-labor can­ didates. Therefore, before casting our votes on November 2, I believe we must all consider how each candidate stands on maritime issues, how each congressman or senator up for reelection has voted on maritime legislation in the past and how their opponents feel about our industry. I say this because we will have to live with the President and legislators elected this November for the next few years and that the fate of all maritime legislation will rest in the hands of these elected Government officials. jobless) back to work and help to re­ habilitate much-needed ghetto housing. Previously, housing rehabilitation work was done by non-union workers. The 25 percent pay-cut plan was formulated in six months after the Na­ tional Housing Rehabilitation Assn. and the international building unions concurred. The management group and the union leaders left details of the pay cut up to the local organizations. contracts were signed without consult­ ing the workers, often after a UFW con­ tract on a ranch expired. During the four months of elections held during the fall of 1975 and winter of 76, the United Farm Workers won 205 elections representing 30,804 workers at peak season to the Team­ ster's 102 elections representing 11,179 workers. "No union" won 22 elections. Out of those elections, 126 UFW vic­ tories were certified to 24 for the Teamsters. * As a result <^1 diese victories, the UFW signed contracts representing 11,500 new members on 41 ranches where broccoli, cauliflower, tomatoes, peppers, melons and apples are grown. 11^ is the biggest growth in member­ ship the union has seen since the grape ranch victories. However, grape growers now are re­ fusing to negotiate with the union. Continued on Page 33 And what happens in these next few years will prove crucial to our efforts to rebuild this industry. With a Congress and President concerned about reestablishing a strong U.S. flag merchant marine, and a Congress willing to work with the SIU on maritime . issues we could see the passage of legislation, as well as the enactment of new^ programs and policies which would foster a newer, more efficient, larger and stronger U.S. fleet capable of meeting this country's needs. We could also see a national cargo policy in the U.S. bulk trades that would give us a fair share of this important trade. Right now a large percentage of all U.S. cargo is bulk and U.S. flag ships move only I percent of this cargo. In addition, a pro-maritime Government would be inclined to negotiate new bilateral shipping agreements wth our trading partners throughout the world which would reserve a share of cargo for U.S. ships. Other goals we consider necessary to develop a strong and stable maritime industry, such as a White House level maritime affairs coordinator and greater cooperation between the Navy and merchant marine, will also be within our reach if we can mobilize the support needed in the next three months to elect those who will consider the welfare of America's seamen. For this reason we must all consider each candidate carefully before voting. We must look beyond his political affiliations, his public image, his philosophi­ cal beliefs and ask, "How does this candidate feel about maritime?" Going to sea is, after all, the career you have chosen. In this modern maritime industry your job security, your future ability to earn a living and all the benefits that this career has brought, depend on our winning the legislation and support needed to bring our merchant fleet back into world prominence. As you look over the candidates and their qualifications think back to the passage of the Merchant Marine Act of 1970 and consider the new ships we have manned as a result of that bill. Consider the jobs shipped when SlU-contracted vessels were taken out of lay-up to carry grain to Russia after a bilateral trade agreement guaranteed our fleet a percentage of that cargo and all the trades where new bilateral agree­ ments could reserve a portion of cargo for U.S. flag ships. And let the veto of the oil preference bill in 1974 and the disastrous slump in the tanker market that followed serve as an example of how tightly our ability to earn a living is tied to Federal legislation and regulation. It's something to think about as the elections get nearer. Change of address cards on Form 3579 should be sent to Seafarers international Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Published monthly. Second Class postage paid at Brooklyn, N. Y. Vol. XXXVIII, No. 8, August 1976. Page 2 Seafarers Log �Wraps Up Year'Long Hearings Hall Urges 4-Pomt Plan toBoosf Maritime WASHINGTON — SIU President Paul Hall wrapped up a year-long Con­ gressional study of the Merchant Ma­ rine Act of 1970 by proposing a broad four-point program to pump new en­ ergy into America's maritime industry. Hall presented summation testimony on behalf of the maritime industry at the closing session of oversight hear­ ings which have b^en conducted by the House Merchant Marine and Fisheries Committee. In his remarks, Hall out­ lined four areas which he said needed immediate and forthright action to de­ velop America's merchant marine so that it can effectively compete in world commerce and perform as a viable auxiliary to the nation's Armed Forces. He urged Congress and the Administra­ tion to: • Adopt a national cargo policy which would assure a fair and reason­ able distribution of freight for U.S. flag ships; • Establish a White House level maritime affairs coordinator who would advise the President on maritime mat­ ters; • Promote incentives for shippers and operators to increase the nation's bulk shipping capabilities; and • Encourage greater cooperation be­ tween the Navy and the merchant ma­ Paul Hall wraps up year-long oversight hearings conducted by the House Merchant Marine and Fisheries Committee. rine in the interest of national defense. vigorously opposed legislation, passed In his remarks to the Congressional In his testimony, Hall said the major attitudes within our own country. He by the House and Senate (last year but Committee, Hall again urged the need said; problems confronting the U.S. maritime pocket-vetoed by President Ford), for greater cooperative effort between "The emergence of state-owned fleets industry stem from official policies and which would have reserved a portion of the Navy and the merchant marine to and the proliferation of cargo reserva­ the carriage of America's oil imports secure the nation's defense. He said this tion measures [of other nations] have for United States flag vessels. The State relationship should have as its comer"contributed greatly to keeping United Department consistently alleged that stone the utilization of the privatelyStates flag participation at a low level. this legislation would have an adverse cwned fleet for those support, sealift But, the problem goes beyond these impact on U.S. foreign relations by and auxiliary duties now performed by international circumstances to another The membership vote concerning touching off reprisals and retaliations' the military's own support fleet. He major roadblock within our own coun­ the proposed merger of the IBU into by other nations. Completely ignored said: try. It is the lack of a national recogni­ the SIU A&G District begins Aug. 16, was the fact that this legislation is vital "The use of the merchant marine to tion of, and commitment to the need 1976 and runs through Sept. 15,1976. to the viability of our merchant marine perform these functions not only serves for a strong United States flag merchant The voting will be conducted by secret precisely because other nations have the important purpose of maintaining marine." mafl ballot. already mandated a percentage of their Ballots can be picked up at any SIU Continued on Page 33 Unaware of Needs foreign trade to their vessels." hiring biill. Seafarers are reminded Hall said that the Executive Branch that all ballots must be postmarked no of our Government is "unaware of the later than Sept. 15, 1976. Voting nation's maritime needs, and the ac­ among IBU members will take |dace tions of many Federal agencies—^not­ during the same time period. ably the State Department, Agriculture The comfdete text of the Agreement and Treasury—are openly hostile to the Leaders of the the NMC Executive Committee and of Merger, as amended, the Report of WASHINGTON aspirations of the nation's maritime in­ the Constitutional Committee, and dustry, and have eroded many of the United States-flag shipping industry president of Moore-McCormack; and the proposed Constitution for the called for adoption of an across-the- Herbert Brand, president of Transpor­ promises of the Merchant Marine Act board cargo policy for all U.S.-flag tation Institute and chairman of the merged Union was carried in the duly of 1970. He said: of the Log. ships as the most effective means of re­ NMC Planning Committee. 1976edition "The State Department, for example. In addition to a national commit­ vitalizing the nation's merchant marine,. ment to the maritime industry through and as a quick shot in the arm for the a cargo preference policy, the industry ailing bulk carriers. Testifying at a hearing of the House spokesmen also called for high level Legislative News Ships'Committees Page 12 coordination of Federal maritime poli­ Washington Activities ,....Page 9 ships' Digests Page 36 Merchant Marine Subcommittee, offi­ cies and programs through the estab­ cers of the Transportation Institute and Coast Guard Failures Page 5 the National Maritime Council called lishment of a White House level mari­ USPHS fight ..Page5 ^ ^ ^ Training and Upgrading for legislation which would assure U.S. time affairs coordinator. In his testimony, Richardson stressed Upgrading dass schedule, carriers a fair share of the nation's im­ the stability within the maritime indus­ Union News requirements & port cargo. try which he said is the result of joint President's Report .......Page 2 application Pages 38-39 The industry spokesmen said that efforts of labor and management func­ Bosuns Supplement .... .Page 17 Seafarers participate In while preference for oil and diy bulk tion within the National Maritime Headquarters Notes Page 8 'A' seniority upgrading .Page 37 cargoes would have to have a different Council. Port of Philadelphia ......Page 4 QED requirements and legislative approach, a resolution ap­ Barker, who stressed the need for a SPAD honor roll ..... .Back page application .Page39 proving bilateral cargo sharing agree­ greater national commitment to the ments with the carriers of other coun­ strategic importance of bulk carriers as General News Membership News tries and certain pooling arrangements an _ integral part of our national defense National unemployment ... Page 2 Former scholarship would be enough to revive the sagging capability, warned of the growing threat Demonstrations ........Page 11 winner Page 15 bulk carrier segment of the industry. of the state-owned fleets of Russia and ERISA Mailing Page 28 New SIU pensioners .....Page 31 Appearing before the committee other Communist-bloc countries. He Hall Hits Corporations .. .Page 10 - Final Departures . .......Page 35 which this month ended a year-long pointed out that less than 2 percent of examination of the nation's maritime American foreign commerce is coming Shipping industry problems were Paul F, Rich­ into this country on U.S.-flagships. Zapata Ranger Page 32 Special Feature All of the industry spokesmen sum­ ardson, chairman of the National Mari­ Dispatchers Reports Page34 Transportation Institute ..Page 13 time Council and V. P. of Sea-Land med up the problems of the U.S. ship­ Services; James R. Barker, chairman of ping industry in one word: "Cargo " Merger Vote Aug. 16>—Sept. 15 Maritime Industry Leaders Ask New U.S. Cargo Policy INDEX August, 1976 Pages �Grain Trips to Russia Spur Philly ecause shipping was so good, there weren't enough Sea­ farers for a quorum at the Phila­ delphia membership meeting July 6. There was, of course, an infor­ mational meeting but some men on the beach who couldn't make it after the July 4 weekend, were excused in the Bicentennial spirit. Normally during the summer about 65 Seafarers are registered in Philadelphia. But early in July, there were only 43. The rest were working grain runs to Russia on one of the six ships that loaded up in Philly harbor during the pre­ vious weeks. The grain shipments also helped out the longshoremen and other harbor workers in this inland port where deep sea ship­ ping can be slow. SIU members heard Port Agent John Fay go over the latest report on the SlU-IBU merger proposal B SlU members keep up to date on Union affairs at tfie Philadelphia meeting, July 6. Felipe Serrano (r.) relaxes before the Philadelphia meeting begins while John Schaller reads the Log. Both men sail in the steward department. A hand of cards passes the time before the meeting begins. Planning their next move are (clockwise from left) Harry McCullough, steward department; Steve Vincovitch, SIU pensioner; Vincent Motzel, member of Local 25—Op­ erating Engineers; and Manuel Madarang, SIU pensioner. and other Union affairs. Brother Fay, who was voted in as a dele­ gate to the Democratic Conven­ tion from South Philly, told the men he was looking forward to the New York City meeting where the outlook on maritime and labor affairs would be among his first considerations. Port Agent John Fay, chairman of the Philadelphia meeting, goes over the July reports while reading clerk Joe Air (center), and recording secretary George Brennan (right) look on. - Expecting a vacation check. Brother John Stiles, A.B., waits patiently as SIU Patrolman Joe Walsh looks through the mail that was delivered to the Phila­ delphia Hall over the weekend. Seafarers Log Page 4 \ i If , • . .1.^ �\/ In 19 Page Document: SlU Rips Coast Guard Failures Calling for a Congressional investi­ gation into the U.S. Coast Guard's ca­ pricious and arbitrary manner of carry­ ing out its duties, SIU President Paul Hall documented the Coast Guard's failure "to administer laws and to pro­ mulgate and enforce regulations for the promotion of safety of life and prop­ erty" in a 19 page letter to Mario Biaggi (D., N.Y.), chairman of the House Sub­ committee on the Coast Guard. This request for hearings has been granted and, though originally set to begin in September, they are now tenta­ tively scheduled to be held early next year. "Enforcing some regulations hap­ hazardly and others not at all," Hdl charged that "the Coast Guard has acted arbitrarily" in the areas of vessel manning, watchstanding, training and certification of ABs and apprentice mates, tankermen, the Occupational Safety and Health Act, and riding crews. "The area in which one of the most serious problems has arisen is that of vessel manning," Hall's letter said. By allowing minimum manning de­ cisions to be made on a vessel-to-vessel basis in each port. Hall pointed out that, "manning may vary from vessel to vessel even within the same class." "For example the Coast Guard has issued Inspection Certificates for three Falcon class tankers allowing them to be manned by different combinations of ratings even though these vessels are all of similar construction," Hall said. Charging also that the Coast Guard is jeopardizing crew safety by setting unrealistically low manning scales on new ships. Hall pointed to its decision to eliminate the engine room ratings for Chevron and other class tankers as "an example which epitomizes Coast Guard disregard for life and property." "The decision to eliminate the engine room ratings on various classes of ves­ sels; to fail to develop enforcement pro­ cedures to insure that vessels do in fact employ a three-watch system; to pro­ mulgate regulations which would com­ bine the responsibilities of a tankerman with those of a licensed officer; and to otherwise act to reduce the number of certified personnel employed on a vessel all serve to greatly increase the physical and mental burdens imposed on those few remaining shipboard employees," he said. By the Coast Guard's own admission. Hall told Rep. Biaggi, the fatigue caused by undermanning jeopardizes "the health of the individual worker and the safety of the vessel and crew." His letter went on to cite Coast Guard policies which allow the use of riding crews, the operation of drilling rigs without ABs aboard, and the creation of an apprentice mate rating as further examples of the Coast Guard's disre­ gard for established safety standards, both those stipulated by their own regu­ lations and by. Congressional mandate. "The Coast Guard has failed to ob­ serve the law and carry out its man­ date." Hall told Rep. Biaggi. "Its ac­ tions have been arbitrary and capri­ cious, exhibiting a flagrant disregard for the commitments made to you and to maritime labor." Concluding his letter to the chairman of the House Subcommittee on the Coast Guard, Hall wrote, "we strongly urge that the Coast Guard establish specific, objective and definitive pro­ cedures to be followed by all Coast Guard personnel and to be applied uni­ formly to all vessels in all ports. And, to that end, we ask that you investigate the Coast Guard's practices and con­ sider corrective legislation. "The Coast Guard persists in its ar­ bitrary and capricious manner contrary to Congressional mandates. We there­ fore request, and sincerely believe, it is in the public interest that your Sub­ committee undertake an investigation of the Coast Guard's administration of ap­ plicable laws relative to our merchant vessels, crews and other related areas, as well as practices and procedures util­ ized by the Coast Guard, with the object of public hearings for necessary legisla­ tive enactment." I j?' I Administration Rebuffed Congress' Committees OK $128 Million for USPHS The Health, Education and Welfare Appropriations Committees in both the House of Representatives and Senate have agreed to allocate the $128 million needed to insure continued operation of the U.S. Public Health Service Hos­ pitals, rebuffing the Ford Administra­ tion's latest attempt to close down the PHS hospital system. The Administration had asked for only $90 million in its HEW budget re­ quest for the PHS hospitals, calling for the phasing out of the PHS system in favor of "contract care" for seamen in private or veteran's hospitals. The Administration submitted this $90 million budget request even though last spring, local health planning agen­ cies in the eight areas having PHS hos­ pitals unanimously rejected an earlier HEW proposal to close the PHS facil­ ities. The $128 mfllion appropriation allo­ cated by Congress will assure that all eight PHS hospitals, as well as all other PHS facilities and clinics, continue op­ erating at 1973 levels. The Administration is, however, per­ sisting in its efforts to close the PHS facilities and has introduced a bill in the House of Representatives which would give it the authority to shut down Shepard in Labor Delegation to Tunisia During the last week in May, SIU At­ lantic Coast Vice President Earl "Bull" Shepard, visited Tunisia as part of an AFL-CIO delegation. The Americans were invited by the Secretary-General of the Tunisian General Union of La­ bor and they traveled to union centers around the country, meeting with the Tunisian Prime Minister and the Amer­ ican Ambassador. The object of the mission was to pro­ vide Americans with first hand knowl­ edge of the role and purpose of the Tunisian labor movement, its problems and its needs. Also in the delegation were Melvin H. Roots, executive vice president of the Operative Plasterers' and Cement Masons' International Association; Pat­ rick J. O'Farrell, executive director of the African-American Labor Center, and his assistant, Ron Ciccone. AFL-CIO delegation to Tunisia discusses labor problems with the Tunisian Prime Minister, H6di Nouira (far right). Other participants were (from right to left) Earl Shepard. SIU Atlantic Coast vice president: Ron Ciccone, aide to the African-American Labor Center (AALC); Mel Roots, executive vice president of the Plasterers' Union; Patrick O'Farrell, executive director of the AALC; Habib Achour, secretary general of the Tunisian General Union of Labor, and the prime minister's aide. August, 1976 the entire PHS system. This new closure bill has been refer­ red to the House Committee on Inter­ state and Foreign Commerce whose chairman. Rep. Paul Rogers (D. Fla.) has indicated he will not act on the leg­ islation, and it once again appears that the Administration's efforts to close the PHS hospitals will fail. The $128 million PHS budget, in­ suring full operation of the hospitals in 1977, is mandated by the HEW Appro­ priations Bill which is also expected to require HEW to report to Congress on the need for renovation at the eight PHS hospitals. It is hoped that this report will lead to the allocation of funds for the trans­ fer of the Galveston PHS hospital to a newer nearby hospital building which is now empty, a move already approved by HEW's assistant secretary for health. Seafarers Can Submit Absentee Ballots On next Nov. 2, Election Day you may be on board a tanker docked off the coast of Indonesia, or on an ore carrier headed for Duluth. But you can still vote by using an absentee ballot if you are a citizen and if you are registered to vote. If you are not registered to vote and are shipped out far from home, most states will send you an absentee regis­ tration form as well, According to the League of Women Voters, a non-partisan organization which has years of experience dealing with voter registration, the requirements for absentee voting and registration vary from state to state, although there are some common procedures. To request an absentee ballot, write or go in person to your local board of elections (or county clerk—depending on the state) in the city or county where you are registered to vote, and explain that you are in the merchant marine and will be away on Election Day. You will receive an official form to fill out. After this is done, the ballot will be sent to you hopefully in time to vote. Deadlines for applying for and re­ turning the ballot vary, but to be sure, apply at least 30 days before Election Day and send the ballot back in the mail so that it arrives by the Friday before elections take place (Oct. 29). If you need to register to vote and cannot go to your board of elections in person, write them explaining that you are in the merchant marine, but that your official residence is in their area and they will send you the proper forms. When you write, tell them if you will be needing an absentee ballot as well. Reg­ istration should be done as soon as possible. If you have any difficulties, you can call or write your local League of Wo­ men Voters or city hall for help. Chemical Workers End Lever Brothers Strike on July 7 Twenty-six hundred members of the International Chemical Workers Union (ICWU) at four Lever Brothers Co. U.S. plants voted July 7 to end their strike and boycott against the soap com­ pany which began on Apr. 10. The ICWU Lever Brothers Council representing the chemical workers ac­ cepted the company's new offers which included a $1.86 an hour wage hike in a three-year contract—the first in 30 years—a modified cost of living allow­ ance, a $12 a month per year of service minimum pension, increased termina­ tion pay and senior employees retire­ ment options with incentives so junior workers would not be laid off because of job eliminations and consolidations. Workers threatened with future lay­ offs at the Edgewater, N.J., Baltimore, St. Louis and Los Angeles plants will also get company insurance and other benefits. Pages 'r' �An Open Letter to All Seafarers At Sea, Ashore SIU Alcohol Rehabilitation Program A Chance for a Fresh Start in Life Brother Seafarers: The SIU's Alcohol Rehabilitation Program is proving a very successful one. Since its establishment^in early 1976 many of our members have been given the chance for a fresh start in life—a start that we all hope will lead to the road oi complete recovery. . • • However, for this vital program to continue its successful track record on a long term basis, two very important ingredients must be supplied. ni ^ First, the program must receive the cooperation and support of every SIU member. We all must be willing to lend a helping hand to those who are suffering from alcoholism by encouraging them to participate in the program and to come to grips with their problem. Secondly, and just as important, the program itself must be well organized and geared toward the special proW^s of Seafarers. I believe we have this kind of program right now, and I believe that SIU members should know about it. That is, all Seafarers should know the Program's policy for treatment; eligibility requirements and other important aspects of the program. All of this information is carried below. I encourage all SIU members to become familiar with it, because the success or failure of this program will always depend on you, the individual Seafarer. Policy • Alcoholism is a disease and can be treated! The Seafarers International Union will make evety effort to remove the stigma associated with alcoholism. The SIU will also intensify its efforts to eliminate alcoholism within its membership, and see that appropriate assistance, treatment, and follow up are available to each eligible member. Eligibility • Employees should have a minimum of 360 days seatime within two years and 90 days within the last calendar year and one day seatime within the last six months to be considered eligible for treatment at the Alcoholic Rehabilitation Center. ® Retirees are eligible for treatment. Referrals • • • • The port agent or his designate should be responsible for referrals. A call to the Center prior to sending the man should be made to determine space availability. If a seaman's condition is in doubt, a check-up by the clinic or USPHS physician is a must. Seamen should not be allowed to enter transportation while carrying alcoholic beverages. Detoxification • The USPHS should take full responsibility for this phase of the treatment. Loans • A petty cash fund in the amount of $750.00 shall be available at the Alcoholic Rehabilitation Center. The director will be the custodian of the fund. • The fund will be for granting interest bearing loans to the residents in such categories as personal needs, clothing, support, prescriptions, miscellaneous (this includes items which the custodian deems of therapeutic value). An explanation for all loans will be recorded. • Transportation: Eligible members who are approved to attend the program will be given a ticket for travel from the port to Piney Point. The ticket will be purchased through the travel agent utilized by each port. The member will sign a loan form indicating the amount of the ticket. The ticket is considered a loan and is repayable with interest to the Seafsirers Welfare Plan. All travel arrangements will be made by the port agent or his designate in coordination with the staff at the Center. • A signed loan form indicating the amount of monies in each transaction will be sent to the plans office. In addition, a signed and notarized confession of judgment form indicating the interest rate, the total amount of monies borrowed from the welfare plan and the terms of the loan will be sent from the Center to the plans office. Shipping • A resident at the Alcoholic Rehabilitation Center who is not already registered shall be registered upon arrival at the Center at the port of his choice. • Upon faithful completion of the prescribed treatment at the Center, the director or one of his staff, shall call the port agent where the resident is registered and the port agent shall make the necessary arrangement for employment subject to the shipping rules. • The resident shall stay at the Center until there is a job for him, at which time, the port agent and the staff at the Center will arrange transportation for the resident to his job assignment. FratemaUy, PcMiei PaiilHaU Page 6 Seafarers Log �\/ Alcoholism The Road Back Can Be a Difficult One By Dr. Joseph Logue SIU Medidal Director A couple of weeks ago I had a conversation with an S.I.U. member. His outlook on life and mental wellbeing have vastly improved since I last saw him six months ago. I asked hint what had happened to change his previous state, and I believe his story can be of value to others. Marshall W. just turned 40. He is a Seafarer who works in the engine room, but in the past five years he had not upgraded himself in the engine room. His wife was seriously thinking of leaving him, taking along their two children. It was at this point she learned through an organization called AlrAnon that her husband really didn't hate her. Marshall was a sick man. He had a disease called ALCOHOLISM, Marshall could not control his drinking problem by sheer will-power alone. Hisirrational and irresponsible behavior stemmed from the fact that he had a disease. It could happen to anyone—a rich individual with all that money had to oner, or a poor individual trying to survive in the in­ ner city. It had happened to Marshall. As defined by the World Health Organization, an "alcoholic is a per­ son, whose chronic use of alcohol causes any trouble in any major area of life—his job, his homelife, or his health". Alcoholism is an evasive and elud­ ing entity to define simply. It is three­ fold, in that it affects the body, mind and spirit. The alcoholic suffers from a real illness which he has no control over. It is not caused by a desire to hurt others, a weakness of will or immo­ rality. We live in an age where ig­ norance and prejudice are being overthrown by knowledge and under­ standing. Society is rapidly accepting the fact that alcoholism is very much a real disease. The alcoholic cannot have that one drink, or a whole cycle of dependence is set up. Alcoholism is when you can't stop after one drink. It is a progressive disease, and when not treated can be fatal. Although alcoholism is a disease, it is much like an addiction to any other drug. Someone addicted to heroine though can withdraw from the drug, without the withdrawal be­ ing fatal. However, if one withdraws from severe chronic alcoholism with­ out proper medical supervision, one can die. Alcohol withdrawal can be just as fatal as chronic progressive alcoholism. An alcoholic does not want to hear that he is one. He will do everything to convince everyone, himself in­ cluded, that he is not an alcoholic; that he has his problem under con­ trol. He needs help. Sometimes treat­ ment in a Detoxification Unit is ne­ cessary. Follow-up therapy, which is basically re-education, is imperative. An alcoholic must leam all he can about his disease, and after a long hard struggle, when he can reach be­ yond himself and help another alco­ holic, he has come a long way. In treating the alcoholic, cessation of alcohol intake is the first step in rehabilitation. Education is essential. Simple compassion and understand­ ing is most important. It acts as a bridge to the alcoholic's isolation. There can be no recourse to sedation. It is a disease that requires day-to-day treatment. It is only when the alcoholic, in this case Marshall, decides he has a problem, a serious progressive dis­ ease, can treatment be started. The individual must want help. No one can force it upon him. Once Marshall faced his problem, he sought out treatment. He found that he was not alone. Discussing his problem with an old drinking buddy, he found his friend totally different. He was sober and happy, actually excited about living. His old drinldng buddy had learned that the alcoholic must learn to live today. Yesterday is over, and tomorrow's anticipated problems may never materialize. He must face today, and work on the present 24 hours. It is only today that he decides to drink or not to drink. Marshall decided to give this new idea a try. He had read about the Alcoholic Rehab Center in Piney Point through the Log. He called the Rehab Center, and immediately went into the program. When I spoke with Marshall, he had just paid off after a four month run. He had paid some of his family's back bills. He was no longer consid­ ered a "troublemaker" on board ship. He was in short, a changed man. He was a responsible and conscientious individual. Marshall was going through the clinic for his yearly physical. He planned on throwing in for another job to pay off other back debts. Then he planned to go back to Piney Point for upgrading. He has a new lease on life. As long as Marshall W. takes his sobriety as a vital course in life he will live his life in the manner of dig­ nity and respect that every human is entitled to. A sentence that he used: "Today is the first day of the rest of my life", is truly an appropriate way of looking at life. • '!>• If 4 / • I i SIU Alcoholic Rehabilitation Center I am interested in attending a six-week program at the SIU Alco­ holic Rehabilitation Center. I understand that this will be kept strictly confidential, and that no records or information about me will be kept ' anywhere except at The Center. i Name .{ 'j 1 Address (Street or RFD) Telephone No Mail to: THE CENTER Star Route Box 153-A Valley Lee, Md. 20692 or call, 24 hours-a-day,(301) 994-0010 August, 1976 \ Page 7 • f 'F- r— • - �In an effort to help fill that gap left by our older brothers now retiring or who have passed away, last month the Seafarers Appeals Board okayed an increase in the number of Seafarers who could take the "A" Seniority Program each Headquarters Notes by SHU Vice IVesident Frank Drozak The vocational programs at the Harry Lundeberg School were created both for the benefit of the individual Seafarer and for the overall good of the entire membership. As a seafarer you can take advantage of the. various training programs to learn the skills which lead to new endorsements, higher pay, more responsibility on the Job and greater job security. And as more members upgrade, the SIU increases its strength as a union of skilled workers able to man any ship rnd move any cargo, whether it be grain on T-2 tankers or LNG on the most sophisticated energy carriers in the world. This well-trained membership insures that we can meet our present contrac­ tual commitments to operators while also insuring we will be able to keep up with the rapid changes in this highly technical industry. While the ships we have been manning in the past may become obsolete. Seafarers will always be an integral part of America's modern merchant marine because of our training programs at the Lundeberg School. So for your own good and for the good of the Union, I urge all of you who meet the requirements to look into the SIU's many upgrading programs and to get down to the Lundeberg School. One of those important programs, vital to both the Union and the individual member, is the "A" Seniority Upgrading Program. ™Tws month the first of those increased classes graduated, bringing to 251 the number of Union members who have passed through this program. These men have also guaranteed their own job security by earning an "A" book while helping guarantee that the Union will have enough qualified men to fulfill our shipping commitments. o u- • A curriculum for the Steward Department Recertification Program, which is designed to help the SIU meet its future steward department manning needs, is now being carefully worked out. Plans for this program should be submitted for final approval by the membership within the next few months. In addition to these programs and others which lead to specific rating endorse­ ments two important upgrading courses offered to all Seafarers are the Firefighting and LNG/LPG training programs. All U'.S. seamen will be required to have firefighting certificates in the near future and it is relatively simple to get that certificate. Just speak to your port agent and he will help arrange for you to attend the two-day firefighting course offered jointly by the Lundeberg School and the MSC-MARAD Firefighting School in Earle, N.J. . . , r, ^ r, LNG/LPG tankers will soon make up a significant portion of the U.S. flag merchant fleet. To get a job aboard one of these new fuel carriers Seafarers in all departments will be required to have special training. You can get this train­ ing at the Lundeberg School by attending their LNG/LPG course. The next class is scheduled to begin on Sept. 20. Iwould also like to take this opportunity to remind you that It is your responsihility and duty to make sure you are properly relieved before leaving a ship especially those ships which are shuttling. It took a great deal of hard bargaining to get these shorter articles which allow a crew to be repatriated after six months andIask you not to take a job on one of these shuttles unless you intend to stay the entire six months. SIU Efforts Led to Maritime Plank in Dem Platform The three-point maritime plank adopted by the Democratic Party as part of their 1976 campaign platform came about as the result of the success­ ful efforts of the SIU to get all segments of the maritime industry to develop and support a joint platform proposal geared towards meeting the problems of the U.S. merchant fleet. Called the Committee for a New Maritime Program, this joint labor-in­ dustry committee formed through the SIU's initiative, included over 60 mari­ time unions, companies and associa­ tions. This committee drew up a proposal which called for the appointment of a maritime affairs advisor to the Presi­ dent, continued commitment to the ob­ jectives of the Merchant Marine Acts of 1936 and 1970, and development of a national cargo policy. When the Democratic Party's Plat­ form Committee held hearings on plat­ form proposals in May, SIU President Paul Hall and James Barker, chairman and chief executive officer of MooreMcCormack Resources, presented this joint maritime program. Drawing on their testimony, the Drafting Sub-Committee of the Plat­ form Committee wrote a comprehen­ sive maritime platform proposal which read: "The Democratic Party is com­ mitted to a strong and competitive mer­ chant fleet, built in the United States and manned by American seamen, as an instrument of international relations and national security. In order to re­ vitalize our merchant fleet, the party pledges itself to a higher level of co­ ordination of maritime policy, reaf­ firmation of the objectives of the Mer­ chant Marine Acts of 1936 and 1970, and the development of a national cargo policy which assures the U.S. fleet a fair participation in all U.S. trade." This plank was presented to the en­ tire Platform Committee which voted unanimously to include it in the 1976 Democratic platform. When the delegates to the Demo­ cratic Convention met in New York City in early July they overwhelmingly approved the entire program submitted by the Platform Committee. After ratification of the platform by the Democratic Convention, SIU offi­ cials met with Platform Drafting SubCommittee members and other Demo­ cratic Party members at a luncheon in the Waldorf-Astoria to discuss imple­ mentation of the comprehensive mari­ time plank they had drawn up, the first substantial maritime plank ever adopted by the Democratic Party. Earlier Democratic platforms con­ tained only a few general words about maritime and the 1972 platform did not even mention our nation's merchant marine. •'•..a:--: v"4i Seated with SIU Vice President Frank Drozak (second from right) at a lunch­ eon during the Democratic National Convention in New York City last month are members of the Drafting Sub-Committee which drew up the maritime plank included in the Democratic Party's 1976 campaign platform. Shown here after Pages the convention delegates had overwhelming approved the platform are, from 'the left, Nicholas Carbone, Marian Humes, David McClung, Drozak and Bar­ bara Easterling. Se^rwsLog �V/ Nat Goldfinger, 59, Dies;AFL-CIO Research Chief Nat Goldfinger, 59, AFL-CIO re search director since 1963 and "labor's No. 1 economist," succumbed to cancer on July 22 at his home in Silver Spring, Md. He had been in ill health the past year. Previously, he was named assistant director of research for the AFL-CIO in 1958. Netite to Memboa On Pntodan When throwing in tor work during a job can at any SlU Hiring HaU, members most produce the toliowing: • membership certificate o registration card o cliniccard o seaman's papers In addition, when assigning a job the dbpatcher wiii comply with the toUowtng Section 5, Sobsection 7 of the Sn) Shipping Roles: ^Within each class of seniority rating in every Department, prior­ ity for entry rating jobs shaU he given to all seamen who possess Lifeboatman endorsement by the United States Coast Guard. The Seafarers Appeals Board may waive the preceding sentence when, in the sole judgment of the Board, ondiie hardship will result or extenuating circumstances vrar^ rant such Waiver." A nati/e of the Bronx, New York, he was a 1938 graduate of City College there. Thereafter, he toiled for organ­ ized labor in the world of working peo­ ple the rest of his life. In an eulogy to Brother Goldfinger a long-time friend of the SIU and mari­ time workers, AFL-CIO SecretaryTreasurer Lane Kirkland said in part" ... he was the chief economist of, to and for the people ... the fire was in him when it was needed. He was a fierce and stubborn fighter for the interests of working people against those who would sacrifice their welfare to some high policy or grand design." UAW President Leonard Woodcock said that for 30 years Goldfinger had "worked tirelessly, with exceptional dedication and deep commitment to improve the lives of working people throughout the nation and the world." Only last February, Goldfinger, an outstanding foe of multinational cor­ porations, told the AFL-CIO Maritime Trades Department (MTD) Executive Board meeting that the U.S. Trade Act of 1974 fails to help the unemployed American workers hurt by imports as their jobs were exported overseas. He said multinationals should be control­ led by a UN-like body. As chairman of the AFL-CIO Re­ search and Economics Policy Com­ mittees, he was well known to Con­ gressional committees the last 10 years testifying for full employment against inflation in order not to let the low wage earner suffer the slings and arrows of economic recession. In the '60s and '70s, he attacked Government policy on wage-price guideposts and controls. Washington Activities By B. Rocker Congress is on a limited time schedule because of the number of appropriations still to be passed and the recesses scheduled during this session. The appropria­ tions must be passed to pay for programs already implemented. Congress re­ cently returned from a recess for the Democratic Convention and will leave again for the Republican Convention Aug. 12. Floor debates sometimes last late into the evening, and the Senate has ex­ tended its hours by meeting each day at 9 a.m. Some of our major issues for the month are; PUBLIC HEALTH SERVICE HOSPITALS The Labor-HEW Appropriation Bill for Fiscal Year 1977, which contains funds for PHS hospitals, has gone to a House-Senate Conference Committee. Conferees agreed on July 28 to appropriate $128 million for continued operation of the hospitals. Rep. John Murphy is chairing hearings in the Merchant Marine and Fisheries Committee on H.R. 14499, a bill that would remove the hospitals from the au­ thority and control of Congress, and would ultimately allow the Administration to close them. There have been repeated attempts by the Administration to close the eight remaining hospitals, but the SIU is constantly on guard against loss of the facili­ ties for Seafarers and continues to push for improvements in both the facilities and the quality of care provided for U.S. seamen. Meany Center for Labor Studies, Silver Spring, Md. Surviving are his widow, Betty; two daughters, Judith and Ruth; his mother, Lena, and a sister, Mrs. Anne Rosenr berg, both of Los Angeles. Burial was in Falls Church, Va. HLSS President Reappointed to Federal Post Nat Goldfinger From 1964 to 1969, he was on the Advisory Committee on the U.S. Im­ port-Export Bank and in 1965 was on President Johnson's Special Committee on East-West Trade. Following graduate school, Gold­ finger in 1944 joined the United Paperworkers of America as director of researchr and education. In 1950, he was CIO associate director of research and secretary of the committee on economic policy. In 1955, he became assistant research director for the merged AFLCIO. He became director when Stanley Ruttenberg quit to join the Govern­ ment. In 1974, he was head of the National Bureau of Economic Research Inc. and of the Industrial Relations Research Assn. He also was a member of the executive committee of the Joint Coun­ cil on Economic Education and Ameri­ can Economics Assn. On July 23, the AFL-CIO estab­ lished the Goldfinger Memorial Fund for Labor Research at the George NEGOTIATED PROCUREMENT The President signed a bill this month to raise the limit on Federal ship con­ struction subsidies from the present 35 to 50 percent. The legislation is designed to bring our shipbuilding construction costs more nearly in line with the belowcost bids by foreign shipyards. The law will still require the shipbuilder to justify the need for subsidy and the amount required. OFFICE OF MARITIME AFFAIRS COORDINATOR Rep. Thomas Downing of Virginia has introduced a bill to establish an Oflfice of Maritime Affairs Coordinator in the Executive Office of the President. A similar bill had already been introduced in the Senate by Robert Taft (R-Ohio). Establishment of such an office could provide information and input to policy at the White House level, and could coordinate maritime policies which are now fragmented in a number of Government agencies. We believe the result would be more effective use of the merchant marine and growth of the U.S.-flag merchant fleet. Rep. Downing's bill has been referred to the Merchant Marine and Fisheries Committee. Support To Protect Your The Public Lands Subcommittee of the Committee on Interior and Insular Affairs is holding hearings on the transport of oil from Alaska to the lower 48 states. They are also holding hearings on proposals regarding speedy delivery of natural gas from Alaska. Job Security in Bills to extend the provisions of the Jones Act to the Virgin Islands are in both the House Merchant Marine and Senate Commerce Committees, but have August, 1976 y not yet been reported out. If passed, crude oil and petroleum products carried between the U.S. and the Virgin Islands would have to be transported in U.S.flag ships, manned by U.S. seamen. The exemption was originally on a year-toyear basis, but for 40 years has been unlimited and continuing. ALASKA PIPELINE JONES ACT Hazel Brown, president of the Harry Lundeberg School, was recently reap­ pointed to the Federal Committee on Apprenticeship for a second two-year term by Secretary of Labor William J. Usery. The committee advises the Depart­ ment of Labor on ways to expand apprenticeship programs around the country. Safeguarding the welfare of apprentices, setting up new experi­ mental programs, and including mem­ bers of minority groups and women in apprentice training are some of the committee's concerns. Members of the committee include representatives of labor, management, and the public. Miss Brown was ap­ pointed as a public representative be­ cause of her experience as an educator at the Lundeberg School. In a letter to Secretary of Labor W. J. Usery, Miss Brown accepted the reap­ pointment and said, .. some positive changes are beginning to surface which make the efforts worthwhile." Her term will end June 6,1978. the Fight for Fauorable Legislation Seafarers arc urged to contribute to SPAD. It is the way to have your voke heard and to keep your union effective in the fif^t for legMlation to protect the security of every Seafarer and his family. Pages " •i- 1 ( �SlU President Paul Hail Charges: Corporations Undercutting U.S. Security SIU President Paul Hall has charged nation will be importing more than half that the big U.S. corporations are "un­ of its copper, potassium and sulphur dercutting national security ' through needs. their persistent long-term policy of 1970 Act Has Failed using foreign-hag ships instead of Amer­ Hall also noted that with passage of ican-flag vessels in the import of mil­ the Merchant Marine Act of 1970, "the lions of tons of vital dry bulk cargoes President and Congress emphatically each year. stated that the national security re­ Speaking last month before the quired the construction of 300 new mer­ MARAD-industry sponsored National chant ships . . . And no feature of the Assessment Planning Conference on Act received more attention or had U.S.-Flag Bulk Shipping, Hall flatly af­ more unanimous support than the at­ firmed "this nation's dry bulk fleet is tempt to strengthen our dangerously practically non-existent... and despite deficient U.S.-flag bulk shipping capa­ widespread and growing concern about bility." the decline of U.S. seapower, the large President Hall then aflirmed, "Un­ corporations have failed to acknowl­ fortunately, the 1970 Act has failed edge their own responsibility, individ­ with respect to dry bulk ships because ually or collectively." in six years, only two OBO's have been Hall pointed out that "America is an constructed under the program." island nation .. . reliant on imports by The entire U.S.-flag fleet contains less ship of 72 vital raw materials," and he than 20 dry bulk vessels, which are quoted statistics of the Department of mostly converted and elongated C-3's the Interior which show that the U.S. and C-4's built during World War II. must import at least half of its require­ Only five of these are employed in the ments of 13 basic materials, includ­ nation's foreign trades. ing aluminum, chromium, manganese, Hall affirmed, however, that "despite nickel, tin and zinc, vital to any indus­ the availability of Federal assistance intrialized nation. These statistics also ' tended to equalize costs, it is a matter show that by 1985, the U.S. will import of record that most American corpora­ more than half of its iron, lead and tions have chosen not to employ U.S.tungsten, and by the year 2000, the flag ships, whether it be their propriety fleets or independently owned vessels, to import bulk commodities." Last year, only 2.4 percent of the 131 million long tons of the dry bulk car­ goes imported to the U.S. was carried on American-flag ships, and a major portion of this was grain to Russia under bilateral shipping agreements. Hall declared, "The vital importance of the U.S.-flag merchant marine to the national security has been demonstrated by experience, reaflirmed by every seri­ ous study and reasserted countless times by every President and by Congress. Yet the large American corporations have failed to recognize that an adequate U.S. merchant fleet is an indispensable component of our seapower . . . and they have failed to recognize the vital necessity of accomplishing our nation's maritime objectives or their own re­ sponsibilities in that regard." President Hall warned these corpora­ tions to stop living in the past and called on them to recognize "that there is a new world order in which we can no longer afford to cede our merchant ship­ ping capability to foreigners; nor can we allow any American to imperil his country's national security posture for narrow personal interests." Natfonal Cnrgo Policy Hall then affirmed that "the time has come for Government and industry, working cooperatively, to formulate and develop a national cargo policy for these imports." He noted that such a policy should provide that a minimum peprcentage of energy and essential raw material imports be carried on U.S.-flag vessels "in order to ensure that a de­ fense and commercial transport capabil­ ity is available at all times." Hall also noted that this policy should include bilateral trade agreements between the U.S. and its major trading partners. President Hall suggested the estab­ lishment of a task force, composed of representatives from the shipping in­ dustry and labor, to meet on a regular basis to bring the goals of the maritime industry to fruition. He concluded, "The future of the merchant marine and the bulk fleet lies in the hands of our major industries and it is up to us to make them understand how essential their cooperation is. Our responsibility to the nation requires no less." In addition to President Hall, other speakers at the conference included Robert Blackwell, assistant secretary of commerce for maritime affairs. Labor's Role Is Neressary in Development of the Oceans Labor's role in the commercial de­ management and government if we are velopment of the oceans "is no less to achieve quickly and efficiently the essential than that of the scientists, the necessary gc^ in the commercial de­ specialized technicians, the financial re­ velopment of the oceans." sources and the government direction Moody also affirmed that American and motivation that must go Into accom­ labor was ready and able .to accept the plishment of even a fraction of the de­ challenges of the new industrial thrust velopment opportunities available in expected in commercial ocean develop­ the oceans," according to O. William ment, and he cited labor's contributions Moody, administrator of the AFL-CIO and impressive record in development Maritime Trades Department. of America's space program as an ex­ Speaking recently at the National ample of what can be accomplished by Planning Conference on the Commer­ the American worker. cial Development of the Oceans, Moody As another example of how a well criticized the fact that in the Confer­ trained labor force can benefit industry. ence's discussions of program elements Moody cited a significant 24 percent of the various envisioned uses of the productivity gain in the U.S. maritime ocean, which include oil and gas explor­ industry from 1969 to 1974 even ation; mining of hard minerals; utiliza­ though manning scales on the newer tion of the living resources; ocean siting U.S. vessels had dropped. for cities, energy facilities and airports and many others, "little mention ap­ Moody pointed out, though, that "la­ peared of labor as a resource or as a bor stands for much more in this grand problem—as it seems to be looked upon scheme for ocean development than sim­ by a good many people even in this ply the means of putting together the enlightened age." nuts and bolts and keeping the wheels Moody bluntly stated that 'such an turning in the fundamental stages of approach will not get the job done," construction and in the operating proc­ and reaffinned that "labor must be ess. It will be working men and women made a full, active and contributing who will have to deal in the most ele­ partner along with capital, science. mentary sense with an environment. could form the cornerstone of a total oceans development policy that "can achieve great benefits in terms of pro­ Moody then affirmed that "organized duction." labor and its leadership is best equipped He concluded, "If we are to achieve to deal with the political and social the kind of commercial development ,of consequences that certainly will result the oceans that many see as necessary from the dislocation and relocation of to our survival, then we must address work forces in the achievement of the ourselves as a people to the involve­ goals that will considered in this Con­ ment of all elements of our society in ference." the determination and implementation of deserving and attainable goals. Labor Could Form Cornerstone stands ready to serve as an active part­ In closing remarks. Moody stated ner in the planning for and achieve­ that industry, in partnership with labor. ment of those objectives." often benign, but often hostile in the extreme." US, Japanese Unionists Meet Leslie Elected to New lUOE Job Stephan J. Leslie, general vice presi­ dent of the International Union of Op­ erating Engineers and president and business manager of Dredgemen's Lo­ cal 25, was unanimously elected presi­ dent of the Northeast Conference of Operating Engineers on Aug. 4, The conference represents 80,000 engineers from Pennsylvania through the New England states. Members of the lUOE operate cranes and bulldozeris in road and building construction. Dredgemen's Local 25, which Leslie organized, is the marine division of the union. Its offices are located in the SIU building in Brooklyn, N.Y. Leslie, a long-time friend of the SIU, is one of the original board members of the AFL-CIO Maritime Trades Depart­ ment. He has worked closely with SIU and MTD President Paul Hall on many issues of concern to the maritime in­ dustry. Back in the 40's, working out of Local 825-D of the lUOE in New Jer­ sey, Leslie began to organize dredgemen on the East Coast. In 1959, the dredgemen's union got its own lUOE charter. Now, Dredgemen's Local 25 represents employees of all major dredging companies from the Canadian border to Florida. Representatives "of the SIU and the AFL-CIO met in Washington this month with representatives of the All Japan Seamen's Union. The meeting was held at the Maritime Trades Department at the request of the Japanese maritime labor organization to discuss fraternal ties and cooperation on mutual mari­ time problems. From left are U.S. union officials John Yarmola, SIU Wash­ ington representative: Ernest Lee, director of the AFL-CIO International Affairs Department; Earl Shepard, SIU vice president; Jack Tarantino, presi­ dent of the Fishermen's Union of America, and James Ellenberg, assistant to Lee. The Japanese maritime union representatives are T. Futami, K. Doi, S. Osawa, and translator S. Nakamura. Seafarers Log Page 10 •• i -j>' ' r I ma -..t. 'A ; I i I ir • �Nationwide Demonstrations Protest Russian Balk on Grain Agreement Hundreds of U.S. maritime work­ ers and representatives of Americanfiag shipping companies carried out a nationwide series of demonstrations Aug. 17, 1976 to protest Russia's re­ fusal to live up to terms of its bilateral shipping agreement with the United States. Twp-hour demonstrations took place at Federal buildings in the ports of Norfolk, Baltimore, San Francisco, Seattle, Mobile, Philadelphia, New Orleans, New York, Chicago, De­ troit, Houston and Galveston. The protestors, scores of them SIU members, carried picket signs and passed out leaflets proclaiming a "So­ viet double-cross," and charging that the U.S. State Department was a "contributing factor" in the situation because of its "long standing unwill­ ingness to support an American-flag shipping capabiilty and its failure to insist on the Russian's strict observ­ ance of the terms of the bilateral ship­ ping agreement." The demonstrations were called by the Committee of U.S.-Flag Shipping Companies and AFL-CIO Maritime Workers when the USSR set up con­ ditions that virtually eliminated U.S.flag ships from participating in the carriage of approximately 360,000 tons of American grain to Russian ports for the month of August. Among the "conditions" was the Russian's refusal to accept any more grain deliveries in tankers, insisting that the shipments be carried in dry bulk vessels. The U.S. fleet primarily utilizes tankers in this trade and has only one dry bulk vessel available at this time for the grain shipment. However, further "conditions" im­ posed by the Russians, such as draft requirements, have even eliminated { li ! In the port of New York, demonstrators march outside the Federal Building in downtown Manhattan. Protestors carried signs and handed out leaflets to interested observers. the use of this one U.S.-flag dry bulk vessel. Predictably, though, for the month of August, Russian ships received bookings for ^heir share of the grain cargo and the third-flag carriers got their share. But no U.S^-flag ships have been booked, which is a clear violation of the bilateral agreement, Under the standing agreement, which dates back to 1972, all goods moving between the U.S. and Russia must be evenly divided, one-third on U.S. ships, one-third on Russian ships and one-third on ships of other na­ tions. The demonstrators pointed out that since the treaty was signed, "the Russians have tried to evade its terms," and they warned that "unless our government displays some firmness and insists on full observance of the letter of the agreement, the United States stands to lose respect and pres­ tige in the world community and we as Americans stand to lose our self respect." The Russians' refusal to use U.S. ships in the grain trade is another indication of the Soviets' attempts to bolster their own massive seapower buildup, and seems to prove, as the demonstrators pointed out, that "their stepped up shipbuilding of both naval and commercial ships have as their objectives the elimination of Ameri­ can-flag shipping from the oceans of the world." The demonstrators called on the American public to help the U.S. merchant marine by writing the White House and their Senators and Congressmen, demanding that the government enforce the terms of the bilateral shipping agreement. Among the labor unions repre- sented at the demonstrations were the SIU, the National Maritime Union, the Marine Engineers Beneficial As­ sociation, the International Long­ shoremen's Association and the Mas­ ters, Mates and Pilots. At the demonstration in New York at 26 Federal Plaza in downtown Manhattan, more than 300 demon­ strators picketed the Federal Building and handed out more than 3,000 leaflets explaining the situation to interested observers. Back in September of 1975, the Russians tried to evade the use of American flag ships when they bought large quantities of grain from Amer­ ican grain dealers. At that time, mari­ time labor forced the Russians to live up to the 1972 bilateral agreement and U.S.-flag ships were guaranteed approximately eight sailings per month. II 1*9 SOVIET DOUBLE-CROSS'. WHERE IS (&WL 1^'. STATE DEPT. % 0P.ING TO fifiTiOOAL S-£££• "Sovfet Double-Cross," proclaims the sighs of demonstrators in port of New York. Many of the protestors were SIU members. August, 1976 * 1 i il Protestors march outside Federal Building in downtown Manhattan against Russian refusal to employ U.S. ships in grain trade. Page 11 �The Committee Page John B. Waterman Committee In the middle of last month, the Ship's Committee of the SS John B. Waterman (Waterman) of (I. to r.): Bosun C. Smith, ship's chairman; Chief Cook A. Scaturro, steward delegate; Wiper Pete Moore, engine delegate; Chief Elec­ trician Warren Kaweck, educational director, and AO Houston White, deck delegate were paid off in the Bethlehem Steel Shipyard, Hoboken, N.J. Achilles Committee Coming back from a run to Leningrad, Russia, Recertified Bosun Jim M. Cheshire (2nd left), ship's chairman of the SS Achilles (Newport Tankers), said "It was a good trip with a perfect crew." With him are the Ship's Com­ mittee of (I. to r.): AB F. J. Mears, deck delegate; 2nd Pumpman R. B. Honeycutt, educational director; saluting BR Jerry Gant; Steward Delegate Lee Talley, and Chief Cook Willie A. Walker. Giving the double V-for-Victory sign in front is Deck Maintenanceman Sweet Jones at a payoff in Hoboken, N.J. Borinquen Committee Baltimore Committee Recertified Bosun William O'Brien (2nd left) ship's chairman of the SS Balti­ more (Sea-Land) gathers with the rest of the Ship's Committee at a payoff in Port Elizabeth, N.J. They are (I. to r.): Chief Steward Joe De Use, secretaryreporter; Chief Electrician Don Farmer, educational director; AB Billy Morell, deck delegate, and Engine Delegate E. Ladimer. Anchorage Committee Chief Steward Jose Fernandez (left) secretary-reporter of the SS Borinquen (Puerto Rican Marine) stands next to Recertified Bosun Calixto Gonzalez, ship's chairman who posed recently with the rest of the Ship's Committee of (I. to r. standing): OS P. Passapera, deck delegate; Greg Johns, engine dele­ gate, and Steward Delegate J. P. Speller. Seated at the payoff (I. to r.) are Chief Cook R. Leonard and Saloon Messman Clyde Cummins in Port Eliza­ beth, N.J. • i-Land Resource Committee J?V' • -'-iv • Recertified Bosun Esteban Morales (left) ship's chairman of the SS Anchorage (Sea-Land) is here with the Ship's Committee of (I, to r.): Chief Cook Frank Bradley, steward delegate; Engine Delegate Pete J. McAneney, and AB Adolph Demarco, deck delegate on July 27 at a payoff in Port Elizabeth, N.J. Page 12 Recertified Bosun Pete Drewes (left), ship's chairman of the SS Sea-Larid Resource, was at a payoff recently in Port Elizabeth, N.J. with the Ship's Committee of (I. to r.): Chief Electrician K. Katsalis, educational director; Steward Delegate Phil W. Pron, and Chief Steward James Lomax, secretaryreporter. Seafarers Log �The Transportation Insfituie I 4 Ti Works for Seafarers and the U.S. Flag This is the third in a series of articles which the Seafarers Log is publishing to explain how various organizations affect the jobs and-job se­ curity of Seafarers. As most Seafarers have observed over the years, efforts are constantly under way to weaken the Amer­ ican maritime industry in both its deep-sea capability and in its domestic inland water operations. In the case of deep-sea American-flagships, the anti-U.S. merchant marine actions come principally from three sources; • Major multinational corporations.including the giant oil companies who use foreign-flagships to avoid U.S. taxes, U.S. labor and other American standards; • Various U.S. Government departments and agen­ cies, such as State and Agriculture, which see their particular functions and their relations with foreign governments as being much simpler if there were no United States merchant marine; and • Foreign-flag shipping associations which are continually seeking to take over the U.S. share of transporting foreign commerce. In the case of the inland waters operations, opposi­ tion generally comes from the competing transporta­ tion modes, such as railroads and trucks, but princi­ pally railroads; and the various Government agencies which are predominantly land-oriented and thus favor land transportation systems over water operations. Seafarers know ol their Union's efforts to protect American shipping, hut another organization which is exceptionally active in behalf of the American-flag shipping industry and, thus, the welfare of American seamen, is the Transportation Institute. The Transportation Institute is a non-profit organ­ ization maintained in the nation's capital by member companies who are engaged in America's foreign and domestic shipping trades, and barge and tugboat op­ erations on the Great Lakes and the inland waterways. Its oflices are located at 923 IStii Street, N.W. The Transportation Institute maintains a Pacific Coast ofBce in Seattle, as well as a facility in St. Louis, gen­ erally regarded as the center of inland waterways operations. 150 Companies Make Up TI The approximately 150 companies which make up the Transportation Institute are engaged in virtually every facet of marine transportation; deep-sea liner operations in the foreign trade, both subsidized and unsubsidized, bulk shipping operations, and tug and barge operations in the various harbors andjnland waterway systems. A Board of Trustees, which meets quarterly, guides the work of the Transportation Institute, whose presi­ dent is Herbert Brand. The members of the Board of Trustees are: Joseph Kahn Chairman of the Board Seatrain Lines, Inc. David BaDash President Foss Launch & Tug Co. Captain J. W.Clark Prudent Ddta Steamship Lines, KDC. Thomas Crowley President Crowley Marlfime Corp. Harrison Glennon President Zffpata Bulk Transport, Inc. RanHettena President Maritime Overseas Corp. :' r '' Rear Adm. Charles R. Khouiy, USN (Ret.) President and Chief Executive Officer Great Lakes Towing Co. Michael Klebanoff Presidmit Ogden Marine* Inc. August, 1876 ^ David MacKenzie Vice President Victory Carriers, Inc. Michael McEvoy Chairman Sea Land Service, Inc.' Edward P. Walsh President Waterman Steamship Corp. Kahn serves as chairman of the Board of Trustees. The Transportation Institute directs its major ef­ forts toward the development of a strong maritime Richard Saul, left, who heads Tl's domestic ship­ ping research, discusses report in preparation with James Patti, counsel. capability under the United States flag. It carries on research and educational projects designed to develop support for the American-flag deep-sea fleet and the inland waters transportation system. By means of the research and education functions, the Institute seeks to bring about a greater understanding of the import­ ance of marine transportation to the national security and the overall economy. The staff of the Institute perform studies pertinent to the welfare of American shipping. It monitors leg­ islation and the various Government agency actions that have influence on the course of the United States marine transportation. It watches closely the effect of Government agencies and legislative actions which affect American seamen employed on the vessels of its member companies. Monitors Third-Flag Doings Another important function of the Transportation Institute's activities is the close surveillance of for­ eign-flag shipping activities, particularly the so-called flags of convenience operations of American cor­ porations which are continually seeking to under­ mine American-flag interests, such as in the case of the recent cargo preference bill which would have required a percentage of American oil imports to be carried on U.S.-flagships. (WhUe both Houses of Congress overwhelmingly enacted the legislation in 1974, President Ford pocket-vetoed it). The Transportation Institute is deeply involved in the daily working activities of the American m^irine community. It works very closely with its member companies, both individually and collectively, in pur­ suit of those objectives which make for a stronger industry. Over and beyond its own member companies, it also works with all of the components within the marine industry, as well as those outside the industry on maritime and related issues. For example, it works with trade unions oh those issues on which there is a common objective, such as in the case of the fight against the so-called effective control theory which allows runaway foreign-flag shipping com­ panies to enjoy Federal Government blessing. The Transportation Institute is actively engaged in the efforts of the National Maritime Council, the national organization of American shipping and shipbuilding, labor and management, and the Mari­ time Administration in the promotion of the Ameri­ can-flag services. Spokesmen for the Transportation Institute fre­ quently testify before the various Congressional com­ mittees and Federal agencies when they are con­ sidering matters of concern to American maritime transportation. As part of its educational functions, the Transpor­ tation Institute publishes a variety of informational material including regular publications dealing with legislative developments and issues of topical interest affecting the marine transportation industry to col­ leges, schools, members of the Congress, to the vari­ ous Government agencies and to the general public. TI Has Many Goals In its publication describing its activities and goals, the Institute stresses the need for a compre­ hensive national maritime policy, one that would be carried out by a single Federal department respon­ sible for all maritime affairs. As the Transportation Institute document points out, the Institute is work­ ing toward: • Establishment of a national cargo policy which would include the increased utilization of U.S.-flag ships in carriage of the nation's foreign trade, by such means as the reservation of a portion of Amer­ ica's foreign cargo to American ships, and the ex­ tension of bilaterial shipping agreements with our trading partners. • Coordination of U.S. naval and merchant ma­ rine resources and activities as part of a cooperative effort to develop a combined seapower approach, characterized in part by allocating to the private fleet those military support, sealift and auxiliary func­ tions which can be performed by private industry. • Insuring full development of U.S. waterborne commerce on the Great Lakes, and the continued growth of the nation's inland waterways, including support for the replacement of Locks and Dam 26, wWch controls access from the upper Mississippi and Illinois Rivers to the lower Mississippi and Ohio Rivers. • Preservation and expansion of the Jones Act, the body of law which reserves domestic trade for . United States-flag vessels, thereby fostering the growth 'of an innovative and efficient domestic waterborne transportation network. • A closer relationship between American-flag merchant shipping and the seagoing segment of our defense structure in order to enhance the defense posture of the nation and increase retaliation capabil­ ity. A facet of such an improved relationship would include joint efforts to educate the American public , as to the importance of the role of seapower in our daily lives. • Putting an end to the present U.S. effective-con­ trol policy which relies on United States-owned but foreign-registered and manned ships in planning for emergency defense capabilities. • Protecting American shipping from the unfair and disruptive practices of state-controlled foreignflag shipping in the U.S. foreign trade. • Revitalization and protection of the U.S. fishing industry and a halt to the incursion of foreign fishing fleets into United States spawning grounds. • Support for efforts aimed at fostering the growth of an American ocean mining industry. • Elimination of the use of Government-owned vessels to compete with shipping in the private sector. From the standpoint of Seafarers, it is apparent that the Transportation Institute performs a very vital function. It is another effective instrument for pro­ tecting the American merchant marine and the Amer­ ican inland water transportation system against those who would weaken them in favor of other flag opera­ tions and the land modes of transportation. Page 13 • �AT SEA 5 Get 1st Pension Checks SSTransindiana Chief Steward Rudy "Tony" De Boissiere of the 55 Pittsburgh (Sea-Land) wrote late last month from Leghorn, Italy: "At this time I wish to thank Capt. Gene Laski of the 55 Transindiana and crew for the services at sea of my late twin brother, Herbert De Boissiere. "It is wonderful to know that all his wishes were followed and he finally re­ turned to the sea, the true home of every seaman. "A special word of thanks to the bosun, Herwood Walters, who my brother knew Very well. And most important of all to the SIU without whose help I could not have handled all of this." Five new pensioners In the port of San Francisco show their first pension checks in the hail recently at a monthly membership meeting. They are (I. to r.) Seafarers James Balderston, J. Bennett, SIU Patrolman Pat Marinelli—who handed out the checks, E. Pascua, 0. Reyes and R. Pelaso. SS Philadelphia From Anchorage, Alaska, two days before the celebration of this nation's 200th birthday, Chief Steward Paul P. Lopez, secretary-reporter of the American containership, the 55 Philadelphia (Sea-Land), the "proud spirit of '76," sent the Log the photo (below) of the decorated ship, her officers and crew as they neared the docks. He says the photo was "sent to the office of the President of the United States Candy Workers Win NLRB Election as Boycott Continues While a nationwide consumers boy.cott and picketing campaign of Russell Stover Candies Stores by the Bakery and Confectionery Workers Interna­ tional Union of America (BCWIUA), continues, candy workers at the Russell Stover plant in Marion, S.C. voted 410 to 177 (2 to 1) for union representa­ tion in a June 17-18 NLRB certification election. of America and office of the mayor of Philadelphia," adding "happy anniversary of our beloved United States of America, this Bicentennial Fourth of July." ' Among those in the photo are Capt. James C. Waters; Recertified Bosun Tom A. Martineau; Lopez; Chief Electrician B. Stearmah; ABs R. Wood; W. Mason, W. Rogers, R. Wagner, E. Pattee, J. Edwards and R. Meloy; OSs K. Olson and F. Airy; Chief Cook Jefferson Buchanan; Cook/Baker Vincent Chavez; 3rd Cook Charles Thrope; General Utility Carl Woodward, Pantry Utility C. Will­ iamson, and BR S. Tihada. ir Voting were 599 out of 639 workers eligible. The company challenged 10 union votes of members fired prior to the election and two ballots were thrown out. On Apr. 29, Ward Paper Box Co. Seafarers Plans Mlisf Haivii•y/' 3v. Member's Latest Addr^Bs Because of the Employee Retirement Income Security Act of (often referred to as the Pension Reform Act) it is extremely important' that the latest correct address of each member be on fUe. If the Seafarers Plans have your latest address, you will be, able to receive all the neces­ sary and vital material which is required to be sent to you under the new Law, ^ It is also very important that the Plans be aware of your marital status. Therefore, you are strongly urged to fill in the form below and send it to: Claims Department, Seafarers Welfare and Pension Plans, 275 20th St., Brooklyn, N.Y. 11215. M/VZapata Patriot Following are comments from the owners of the new tanker, the M/V Zapata Patriot (Zapata Bulk) concerning the maiden voyage of the ship this spring from the port of Wilmington, Calif, to the port of Baltimore. • "The crew of the vessel performed exceptionally well and contributed greatly to cause Capt. (T. W.) Wolfe (Coast Guard officer in charge of inspection at Terminal Is., Calif.) to comment 'From a regulatory standpoint, the delivery voyage was an unqualified success.' "Continued cooperation in providing men of the caliber assigned to the M/V Zapata Patriot will be greatly appreciated," the owners said. Capt. Wolfe also said "The ship ran well... The problems encountered were of a minor nature. The ship is well built. The crew is knowledgeable and in­ terested ..." , Coast Guard Cmdr. C. V. O'Neal, inspecting officer on the voyage, reported in part.. ."The overall operation of the vessel and equipment during this initial voyage is considered excellent... The attitude of the entire crew from master to OS/wiper was excellent. Each person exhibited a ready and willing attitude and a real desire to make the vessel work..." The tanker is now on the Russian grain run. SS Cove Communicator Seafarers Welfare and Pension Plans .... Name^ .v.... .^ i-. First Name Last Name Penuahent' ' Address ... Print Number and Street^ SS Eagle Traveler First Year of SIU, IBU Employment The containership 55 St. Louis (Sea-Land) the first such ship to run on the company's shuttle run to the Mideast and Iran, notably the port of Dammam, Saudi Arabia, sailed from the ports of Rotterdam and Bremerhaven on July 1920 with cargo transferred from Sea-Land SL 7 and SL 18 containerships from the States. Page 14 l^onse's Name ......... .Print Last Name . jState — • . vY.;.;;. First Name Permanent Address ,....... .^ .... Number and Street Print NumberandSirf.pt .>:i^te.ppiriii;.;... 1 V V Middle Initial ^ -v. I^ateof Bnrth .., ............... • Mo / Day / Year SS St. Louis . • SIU • IBU : SocSec,#..... check one ' , An SIU company. Cove Tankers, has gotten the green light from the U.S. Maritime Subsidy Board on an operating subsidy for the 31,000 dwt tanker 55 Cove Communicator to carry grain to Russia. Leaving a Russian Black Sea port on Aug 8 bound for a U.S. Atlantic Coast port was the tanker 55 Eagle Traveler (United Maritime) with 33,000-tons of crude. workers at the Russell Stover facility in Marion had opted for the union in a 13 to 1 vote. Lately, at the Russell Stover plant in Lincoln, Neb., where candy workers had voted for the union in 1974, the company, for the first time, made a wage proposal which the union labeled inadequate. The BCWIUA is waiting for an NLRB election date to be set at a Rus­ sell Stover plant in Denver and for a second NLRB election at the firm's Montrose, Colo, plant, where the union lost a close vote, which was set aside because of unfair labor practices by Russell Stover. ' City v, - • Zip Code ^ .. .....,. ^. State Zip Code '.b'b Mo / Day • -/ •• Year • •• Seafarers Log �Doctor 'Hit tKe Bricks' in '75 Scholarship Winner An Anesthesiologisf Don't ever think that brothers of the sea forget each other. The Log man­ aged to learn the whereabouts of former Seafarer Seymour Wallace, SIU scholarship winner in 1954, through a series of coincidences and random con­ versations, but especially through the excellent memory of Recertified Bosun Tom Price. Brother Price was visiting the Log office in June as part of the daily routine in the Bosun's Recertification Program. We mentioned to him our project of tracking down former scholarship win­ ners to learn how this grant had affected their lives. "Well," said Price, who ships out of Wilmington, Calif., "last year I picked up the Los Angeles Times one day, and right there on the front page was a pic­ ture of Seymour Wallace, now a doctor, with Governor Gerry Brown. It was during the doctors' strike against the medical malpractice insurance rates, and he was negotiating on behalf of the anesthesiologists. I said to myself, 'Why 1 stood watch with Wallace back in the 50s.' I remember he was going to Co­ lumbia at the time and shipping out in the summers. He may have had an SIU scholarship." A check of the files showed that Wal­ lace, sure enough, had won an SIU scholarship, and that before winning the scholarship he had shipped out with the Union for six years. A call to the California Board of Medical Examiners got us Wallace's current address. When we reached him, he did not even seem surprised. "Believe it or not," Dr. Wallace told the Log, "Fm back right where I started —on the picket line." Back in 1948, when Wallace first joined the SIU, he worked on some of the organizing drives in New Jersey while shipping out as an AB and, later, as a bosun. In other respects, also, his life re­ mained the same. He is still married to Flora and their daughter is now finish­ ing her masters in Business Adminis­ tration. Using the SIU scholarship, he at­ tended the Columbia College of Phy­ sicians and Surgeons in New York City, while shipping out in the summer. He was awarded his degree of Doctor of Medicine in 1959 and then decided to specialize in anesthesiology. That de­ cision led him indirectly back to the union beat. "When I first started practicing anes­ thesiology in 1962, I was paying $226. a year in medical malpractice insur­ ance. Last year I had to pay $4,000. and this year I am paying $22,00p. although I am board certified and have admin­ istered 18 000 anesthetics without a single accident or law suit." The rising rates led to the anesthesiologists' strike in May 1975. The Log asked tf Wallace felt the patients were hurt by the strike. "We couldn't and wouldn't pass these rates on to our patients," he answered. "Just figure, you divide the $22,000. by the number of patients you have each year and tack that onto their bill. It really raises the cost of medical care." v-i ' Dr. Seymour Wallace As president of the California So­ ciety of Anesthesiologists, which is a professional society, Wallace negoti­ ated an end to the strike. Then he or­ ganized and became president of the California Council of Anesthesiologists, which is a union. Praises Programs Dr. Wallace still reads the Log each month, cover-to-cover, and remembers his old book number, W-35. He noted, "The scholarship program, which helped make my career, is one of the most valuable projects the Union has, in addition to the Harry Lundeberg School, which 1 read about, but haven't seen." Although his practice kept him landbound, he dreamed about the sea, and recently renewed his Coast Guard sea­ man's card and received certification as a ship's surgeon. "1 am the only anesthesiologist to be certified as a ship's surgeon," Wallace said. 1 might end up shipping out if the malpractice rates keep going up. When we settled the strike, we were promised pie in the sky, but nothing has changed." • Use U.$.'flag ships. It's 1 can shipper, and Amei^. August, 1976 t. K Jerusalem, Israel Pensioner, writer, and poet Max Katzoff here wrote on July 5 to the LOG of the American Bicentennial Celebration in Hebrew University Stadium; "When 'July 4th' comes all the way to Israel, it's well-nigh impossible not to celebrate. It was a great show! (parade and fireworks). "1 worked many years as a merchant seaman, and as do all Seafarers, 1 too, assessed my final port of call in many parts of the world, and many times over. "Seven years ago 1 chose Israel as my own snug harbor. And yet, to call it no more than that would be to oversimplify, to understate. I've found Israel to be a return to the bosom, to ancestory, to heritage. "I'm in volunteer work at the Jewish Institute for the Blind here in Jerusalem. 1 help the teenagers with their English schoolwork. And when time permits, 1 rough it up with the little guys. "Some day 1 mean to thank the institute for the experience and the satisfaction 1 find in working with the blind children. And for the pleasure 1 find in telling them about my seagoing experience. "To those who may now be assessing a final port of call, may 1 suggest, 'Come early. You need not wait until your youth and vigor join wings in flight.' "In a short story 1 wrote three years ago, the narrator tells of his miserable childhood with ersatz grandparents in Europe: ". . . every Thursday, Frieda Kahn brought news from the butcher about orphans being sent to Eretz Yisroel. Aach! What wouldn't 1 give to have been sent to Eretz Yisroel, as a boy, and to feel now that a part of me is in the founda­ tion of Israel.' "It was a happy choice, indeed, 1 made these seven short years ago. And I would not now leave Israel for the elixir of life itself." Chicago Seventy-one cents of every doUar spent in shipping on American-flag vei^els remains in this country, making a very substantial contribution to the national balance of payments and to the nation's economy. . ASHORE the Amerihr On the morning of July 10, twisted steel is all that remained of the Rail to Water Transfer Corp. conveyor belt system a mile from the Union Hall at E. 100th St., used to load coal and bulk cargo onto and off SIU, IBU vessels and two American Steamship Co. ships simultaneously at a 40,000-ton clip from and to railroad freight cars. Flames gutted the now shut down Calumet River facility which is expected to be rebuilt by late this month. Until then, says SIU Secretary Geraldine Borozan, ". . . our ships must go to other ports for coal and our men on the beach have a longer waiting period for job replacement calls " Houston "The salvation of the U.S. merchant marine tanker fleet, and also that of American shipyards, lies on a bill now before Congress," said Washington, D.C. lawyer Edward Aptanker, chairman of the Seminar on Financing Offshore Drilling and Shipping Under the Merchant Marine Acts of 1936 and 1970, in a speech here on July 1. He said that the bill Congress is considering would request that a substantial percent of foreign oil shipped into the U.S. be shipped aboard American-built U.S. flag-ships. He also pointed out that there are now 42 American tankers idle. If this bill were passed, he added, it would provide financing for ship con­ struction and loans made by the Federal Government to companies to build ships and offshore drilling rigs. Levitfown,N.Y. We had a letter recently from Retiree James M. Murphy who retired from the SIU in 1957. Seafarer Murphy was chief refrigeration engineer on the passenger ship SS Puerto Rico "back in the beautiful days of the early '50s". He is now vice president of the National Assn. of Power Engineers, N.Y. Chapter No. 6, Nassau County. "For the past MVi years I have been employed by the County of Nassau as an engineer. At present, 1 am assistant superintendent of HVAC, in charge of the Central Utilities Plant, Mitchel Field Complex, Uniondale, L.I., N.Y. I have 15 Local No. 30 engineers and firemen working for me, as well as five county shift supervisors. "It has been a constant joy to me that I am still receiving the Seafarers LOG. Keeping up with what many of my old shipmates are doing and how the SIU has been, prospering, has given me great pleasure over the years. I was a proud member from August 1942...." Alcoholism is a major problem. One out of every 10 Americans who drink has a serious drinking problem. Alcoholism is a disease. It can be treated. page 15 �CC Imperiling Shipboard Safety For a long time the SIU has been protesting while the Coast Guard has cut out ratings on board ship, using automation as an excuse. The lower manning scales often leave one per­ son performing two important safety related tasks, increasing the number of accidents and pollution incidents. Last May, the Coast Guard took a very small step in the right direc­ tion when it acknowledged that both a lookout and a helmsman were needed to stand watch while a vessel was imderway, whether or not the vessel was fitted with an automatic pilot. At least in this instance, the Coast Guard recognized that an aid to navigation, such as an automatic pDot, does not replace the need for qualified personnel. At the same time, the Coast Guard also acknowledged the need for a manned engine room while a vessel is navigating through confined or con­ gested waters. These two regulations were con­ tained in proposed Coast Guard rules prescribing navigation practices, equipment and testing requirements for all vessels of at least 1600 tons operating on the navigable waters of the United States. They were printed in the Federal Register on May 6. We hope that these proposals sig­ nify a recognition on the part of the Coast Guard that vessel and worker safety and the protection of the ma­ rine environment must be paramount considerations when determining ves­ sel manning levels. But we have our doubts. First of all, their proposals do not go far enough. The principle that two men are needed for two separate safety tasks should be applied across the board, not just to the case of the helmsman and lookout. For example, the Coast Guard A . Augutf, 1976 continues to ignore the need for a certified tankerman on board tank barges and vessels, and has been try­ ing to transfer the tankermen's duties to the mates. We also beUeve the re­ quirement for a manned engine room should be applicable to vessels in all navigable waters, regardless of whe­ ther the waters are confined or con­ gested, to best protect the safety of life and property. Our second objection to the pro­ posed rules is that they would allow the captain of the port and even the master of a ship to have the final say on manning levels and qualifications of seamen. It is ridiculous and arbitrary to let a master determine the quaUfications needed to serve as a lookout or helms­ man, as the rules propose, or to let the captain of a port exempt a ves­ sel from the regulations determining the number and qualifications of en­ gine room personnel. Even the Coast Guard admits this point and stated in the May 13, 1976 Federal Register, "... the determina­ tion as to who is qualified to perform the duties of a certificated crewmember cannot be delegated to the master or any other authority since it is statutorily vested in the Coast Guard." Furthermore, we believe all exemptions and changes in regula­ tions should be cleared through Coast Guard headquarters after public hearings on the matter. Through the Lundeberg School, the SIU is attempting to provide the U.S. merchant marine with well trained qualified seamen, capable of dealing with automated, modern equipment. If any master or port captain can change the certification requirements, it will be impossible to maintain a uniform productive train- Official Publication of the Seafarers International Union of North'America, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CID 'Heads I win^ tails you lose.' ing program or to maintain standards of quality for personnel. Unsafe haz­ ardous shipping conditions are sure to be a result. The SIU has called for Congres­ sional hearings into the Coast Guard's arbitrary and contradictory admin­ istration of its responsibilities in the vessel manning and licensing area. Last month. Representative Mario Biaggi, chairman of the House Sub­ committee on the Coast Guard and Navigation informed us that these hearings will take place. Only by airing the matter of Coast Guard negUgence in public will proper legislative measures be taken to correct the situation. CHARLZSW MORGAN Vol. 38, No. 8 Executive Board HISTORIC PRESERVATION Paul Hall LETTERS TO THE EDITOR President Frank Drozak Joe DiGiorgiO' Cal T anner Executive Vice President Secretary-T reasurer Vice-President Earl Shepard Lindsay Williams Paul Drozak Vice-President Vice-President Vice-President «BAFA«iniBi^lA)0 Marietta Homayonpour 399 Editor-in-Chief James Gannon Managing Editor Ray Bourdius Jim Mole Ruth Shereff Assistant Editor Assistant Editor Assistant Editor Frank Cianciotti Dennis Lundy Chief Photographer Associate Photographer Marie Kosciusko George J. Vana Administrative Assistant Production/Art Director Published monthly by Seafarers Intematlonal Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave., Brooklyrr, N.Y. 11232. Tel. 499-6600. Second class postage paid at Brooklyn, N.Y. Personals Marvin J.Siaith H. Leonard Shaw M. Gala asks that you contact him at 333 Fell St., Suite 2A, San Francisco, Calif. 94102. Your son Charles Leo Shaw requests that you contact him at Ave. 44 1112 e/ 11 y 13, Marianoa, Havana, Cuba. Michael Howe Paul Francis Gordon Cindy Marcik asks that you contact •her at 250 First Ave., West Haven, Conn. 06516, or call her at (203) 9338587. Your son Robert Paul Gordon re­ quests that you contact him at 1080 68th St., Brooklyn, N.Y. 11219, or call him at (212) 238-4136. Page 16 Widow Thanks Plan I would like to thank the Seafarers Welfare Plan for all the help and support rendered me and my late husband, Hurless Minkler, since his retirement in 1971. Having been admitted to the hospital a number of times for both in and out­ patient care, the Welfare Plan was always ready to help. I wrote to the Plan several times regarding hospital bills and always received a prompt reply. In the last few months of his struggle for life, a great deal of pressure was relieved as the Plan paid most all his drug bills which were becoming increas­ ingly higher. Knowing he was a member of the SIU, where his Brother members cared, was a great relief to him. He needed special equipment, and he would have had to go to a nursing home away from his own home and loved ones, had not Medicare and the Seafarers Welfare Plan made him comfortable wtih a positive pressure machine and a hospital bed. I wish to extend my sincere thanks and appreciation to the New .York and New Orleans offices for their promptness and concern. Although I am no longer a part of the SIU, I shall always have a place in my heart for his Brothers that are sailing. Sincerely, Inez Minkler Biloxi, Miss Looks Back Pride 1 wish to take this opportunity to thank the SIU and the SIU's Welfare Plan for the way in which my claims have always been handled. Now retired, I look back with pride at the years in which I was a member of this fine Union. Fraternally, EvansJ.Foret Marrero, La. Seafarers Log �Official pvfcUcatlM af the tKAFARERS INTBIINATIONAL UNION • AtUatle, Oalf, aaE lalaaE Waters District* AFL-CIO ,=tJ The Bosun Recertification Program: A Look at 3 Years of Success This special eight page sup­ plement attempts to give a brief history and highlights of this im­ portant and historic program. The first phase of the Bosun Recertification Program, the most suc­ cessful training and upgrading pro­ gram the SIU has ever conducted, came to an end last month when the 36th class of SIU bosuns graduated at the July membership meeting in New York. In all, 402 Seafarers participated in this important program over a three year period which began June 1, 1973. The program will be started up again as soon as the need arises. The program's course of study spanned 60 days of intensive training with the participating bosuns spend­ ing 30 days at the Lundeberg School and 30 days at Headquarters in New York. While in Piney Point, the bosuns took part in a wide range of class­ room and on-the-job training exer­ cises which included courses on the SIU Constitution, the contract, trade Union history, political action, and legislation and its effects on the mari­ time industry, as well as deck depart­ ment training covering operation of new types of equipment on auto­ mated vessels. The bosuns also had an opportunity to lend some of their deck expertise to the Lundeberg School's young trainees. During their 30 days in Piney Point, the bosuns also took a first aid course and participated in a trip to August, 1976 Washington, D.C. to visit the Trans­ portation Institute, the AFL-CIO Maritime Trades Department and Capitol Hill. When the class shifted to the 30day stay at Headquarters, the bosuns had the opportunity to observe first hand all the Union's operations in­ cluding the Welfare, Pension and Va­ cation Plans, records, the SIU Data Center and more. During the New York phase, the bosuns also accom­ panied SIU patrolmen to payoffs of SIU ships and visits of the USPHS Hospital on Staten Island, N.Y. The New York stay also included a course -in firefighting at the Earle, N.J. Firefighting School; a visit to a meeting of the New York City Cen­ tral Labor Council, and some of the have also effected increased commu­ nications between the ships at sea and Union Headquarters, which in turn has enabled the Union to better ful­ fill contractual committments to the companies (for instance sending out immediate replacements for men quitting in a port or getting off be­ cause of illness). In all, the Bosun Recertification Program has given the SIU a much more informed membership, up-todate on the problems and issues fac­ ing our industry and what the Union is doing to solve these programs. The Program's History The long history of the Bosun Re­ certification Program actually dates back to 1971 when the delegates to the Seafarers Educational Confer­ ence recommended: "That a review be made of the recertification pro­ grams to meet the needs and preserve the rights of members who will be manning the more sophisticated ships that will come into service under the Merchant Marine Act of 1970." About a year later in August 1972, when the first of the new ships were coming down the ways, a proposal urging the start of a Bosun Recerti. fication Program was submitted and subsequently approved by the mem­ bosun classes were able to sit in on bership at meetings in all ports. meetings of the SIU Board of Trust­ Following this, approval, a letter ees and the Seafarers Appeals Board. announcing the program and request­ ing applications for it was sent to all Paying Off for SIU eligible SIU bosuns. A complete list The Bosun Recertification Pro­ gram, almost since its outset, has been paying off for Seafarers and the SIU because the Recertified Bosun, the highest unlicensed rating aboard ship and chairman of the Ship's Commit­ tee, has passed on what he has learned in the program to hundreds of other Seafarers. As a result, voyages and payoffs have been smoother because there have been increasingly fewer disputes aboard ship that ariseN from simple misunderstandings of fhe contract or Constitution. Our Recertified Bosuns of the eligible bosuns' names was also carried in the October 1972 issue of the Log. After this, the membership elected a special Bosuns Credentials Com­ mittee to review the qualifications of Bosuns nominated to serve on the SIU Bosun Recertification Program Committee, which would develop the curriculum for the course. Subsequently, an election was held and seven SIU bosuns were chosen out of a possible 60 to serve on the curriculum committee. This commit­ tee then worked for a full month at Headquarters and in Piney Point de­ veloping a well-rounded program of study. The results of this committee's achievements have been demon­ strated over and over again with each new class of SIU Bosuns who Jiave benefited from the material in the course. The program's class sizes started out with only six bosuns participat­ ing, but the number was raised to 12 shortly after by virtue of membership action. The participants in the Bosun's Program were chosen by a three man Bosun Selection Committee, which was elected each month following the general membership meeting in the port of New York. The SIU is proud of the .402 men that participated in the Bosun Recer­ tification Program and the Union be­ lieves that this Program will continue to pay off for the SIU and Seafarers for years to come. Page 17 �Trip to Washington, D.C • ••• During their 30 d«y stay a< (he Harry (umty to visit Washington, D.C., 70 met Congressmen or Senators consid­ ered friends of the labor movement. One of the Bosun classes had the op­ portunity of being observers at the 1975 SIU Biennial Convention and another Ste dnTtag"hl''TO*?^thI XVnlhfp.ll^rl'n'r^; rSe'S^s^^ii'rBrr,^ rt;^a%:::rHii.rreV.'«» ceno^roftm The 11th Class of SIU Bosuns had their picture taken on the steps of the Capitol. First row from the left are Lundeberg School Vice President Mike Sacco, and Bosuns Manuel Landrom, Jim Garner and Harold Weaver. Second row, from left are Piney Point Port Agent Gerry Brown and Bosuns Raymond Ferreira, John Cisiecki, Albert Wrinquette and Verner Poulsen. Third row, from left are Bosuns Bob Gillain, Ravaughn Johnson, James Thompson and Robert Schwartz, Upgrader Oscar Johnson and Bosuns Arthur McGinnis and Reidus Lambert. At the Maritime Trades Department in the AFL-CIO building in Washington, the Bosuns sometimes met with Lane Kir'kland, secretary-treasurer of the AFL-CIO.. Page 18 Wv One of the Bosun classes had the opportunity to observe a session of the SlU's 1975 Biennial Convention at the Shoreham Americana Hotel in Washington, D.C. On the steps of the Capitol is the 16th- class of Recertified Bosuns along with some 'A' Seniority-Upgraders. With Mike Sacco, front far left, vice president of the Lundeberg. School, they are from.the left, front row; Upgraders W-illiam Farmer, Stephen Frost, Bosuns Jim Foster, Tony Palino, J. Allen, Mack Brendle, Jacksonville Patrolman Tony Aronica and Roy Meffert. Second row, Houston patrolman Sal Salazaf, Bosuns Vincent Grima and Cyril Mize. Third, Bosun P. ,G. Wingfield, Upgraders Lerdy Tanner, Robert Rodriguez, and Bosur> Nick Bechlivanis. Back row. Bosun. Arne Eckert,"New Orleans Patrol*man Tom Gould,-and BosunS Ole Olson and Rich Newell. Special Supplement On Capitol Hill, House Majority Lead­ er Thomas "Tip" O'Neil of Massachu­ setts visits with one .of the Bosun classes: . • Seafarers Log �The 7th Class of the Bosun Recertiflcation Program meets with SlU President Paul Hall and Vice President Frank Drozak during their 30 day stay at Headquarters. Standing from left are Bosuns Vernon Bryant, Elmer Barnhill, Fred Cooper, Frank Teti, Al Oromaner, the late George Libby, Karl Hellman, Charles D Amico and Raymond Lavoine. Seated from left are Perry Greenwood, Vice President Drozak, President Hall, "Tiny" Anderson and Donaid Pressly. When the two month Bosun Recertification Program shifted from Piney Point to Headquarters in New York, the participating Bosuns had the op­ portunity to observe first-hand ali the functions of the SIU, including the Wel­ fare, Pension and Vacation Plans, the ML M. MW J m At Headquarters.., SIU Data Center, Control Room, Log office and more. The Bosuns also ac­ companied SIU patrolmen on payoffs, trips to the USPHS hospital and the While in New York, many of the Bosuns took the opportunity to renew their clinic card. Here Bosun Robert Butz checks in at the SIU New York Clinic. former Brooklyn Navy Yard where SlU-affUiated United Industrial Work ers built the 225,000-dwt TT Brook' /yn, and Williamsburg and are , now working on two more 225 000 dwt tankers. Before graduating, the Bosuns also had the opportunity to meet with SIU President Paul Hall, who gave them a hindown on the state of the maritime industry and the part the SIU is playing init. At headquarters. Bosun Jim Foti is shown around Control Room by Marie Fundora. The Control Room enables the SIU to keep track of the whereabouts of every SIU contracted vessel and communications between the ships and the Union. -0^- • -vf At the former Brooklyn Navy Yard. SIU Bosuns (I. to r.) Harold Weaver, Jimmy Garner and Bobby Gillain and SIU Patrolman Carl Peth talk with labor rela­ tions representatives at the yard. August, 1976 Bosun Malcolm Woods, right, is shown around the SIU Data Center by the Center's top man Pete McDonald. Sotdll SUMllMMIlt PUgelS �v.- ^ .*fe«*-.!aEz>- :v. '' '""•''' '•' •"- --"cJv •''""•';• • • W '-' i';? ^ ^rl i Bosun Roy Mefferl supervises as young trainees manually lower lifeboat. During their stay at Piney Point, the Bosuns often Part of the Bosun's training was firefighting at the Earle, N.J. school. Here a Recertified had the chance to lend their deck expertise to the Lundeberg trainees. Bosun exits smoke filled room after dousing flames. If r5 i- At Piney Point, Recertified Bosun Roy Theiss shows some AB upgraders the art of wire splicing in the School's machine shop. This is another demonstration of the fine interchange of seafaring knowledge that went on during the Recertification Program. : All a Pait of Bl>silii s PrOgraitfs*- I- •:•• 'ir'z:\:. ...., ... ?i -•j,' Itr ife^- I 5i; » y ?? Sk " ^11. n I,. During first aid training at the Lundeberg School, photo left. Recertified Bosun John Hazel learns the proper way to administer mouth to mouth resuscitation on specially designed .mannequin. Photo inset shows Recerti­ fied Bosun Tom Brooks applying head dressing to Union Representative Mark Evans. And photo right, a group of recertified bosuns skillfully maneauver lifeboat during routine training at the Lundeberg School. Page 21 'V • I '••• •- V Lk ft.-Mafe • i'' •. f- - .i -• i' f»: • -M.I t V'j '•' 'f '• 'fV f' •• '• I V . • , ' I,! ... I i :"Y;Y*::.v=r -'• rw i'' f. •; ^Yji.V.r'L r.M./v,.'.s,' .> • , > I I ' ' « • �'t: The first phase of the Boson Recertl* fication Program is over but the bene­ ficial results of the program will connnne tinne to pay on off for Seafarers seafarers and tne the SIU for years to come. On ships manned by a Recertified Bosun, voyages and A a • a Back Out on the Ships... payoffs have proven smoother because these men have a much deeper knowl- edge of the SIU contract, conrtltution and work rules as a result of their traln- Aboard the containership Arecibo, Recertified Bosun Nicholas Bechlivanis, chairman of the ship's com­ mittee, left, is shown along with the rest of the ship's committee, including, from the left, J. Goilles, secre­ tary reporter: Manule Sanchez, deck delegate; E. Albarran, steward delegate and Tom Conway, engine delegate. ing in the two-month Program. On this page are several photos of men who went throng the Bosuns Program and are now back ont on the ships serving as head of the deck department and of the ship's committees. Back out on his ship. Recertified Bosun Jim Foti displays SPAD receipts he purchased from SIU Patrolman Ted Babkowski at payoff. ': x! In the deck locker aboard the tanker MontOn the SlU-contracted tanker Golden Endeavor, Recertified peller. Victory, Recertified Bosun Mack BrenBosun Jim Gorman supervises as AB's Ed Wilisch, left, and die breaks out butterworthing machine in the Frank Peskric blank off starboard deck pump. port qf Houston. ' P»|^22 sptaii sipiNiiMin Recertified Bosun Ben ly^ignano is shown on his ship, the new SS Beaver Sfafe, which crewed up several months ago. Ben is just one of 402 SIU Bosuns who completed the first phase of the program. Seafarers Log • '/ ' �From the Bosuns Themselves: Some Views About the Program ments. Everyone was helpful and answered all of my questions per­ taining to the Union. The morning meetings at Head­ quarters dealing with the many prob­ lems and programs of the Union were very informative and I learned how hard we are working to keep our job security by encouraging our membership to upgrade themseives. Eugene Flowers Although I have been a seaman and member of the SlU for 31 years, this Recertlflcation Program has demonstrated to me that there was a lot I didn't know,; and I appreciate the opportunity I got both in Piney Point and at Union Headquarters to iearn some things that will be help­ ful to me both as a seaman and member of the SlU. The discussions we had in Piney Point about our Constitution, con­ tract, work rules, and shipboard life make me more secure in my under­ standing of these important matters, and I know I will be able to work more closely with my fellow Sea­ farers. The materials and instruction on the new types of vessels being built, and the operation of these ships will be very helpful to all of us. At Union Headquarters we had an opportunity to learn every operation of our Union, including the welfare department, .claims, records the data control center, registration and shipping and the waterfront where we went with the patrolmen on pay­ offs. Peter Drewes Perhaps the most important part of this Program came during my visit to Washington where I received an in-depth briefing on our legislative efforts in Congress. Many of our members do not realize the impor­ tance of Federal legislation in secur­ ing more ships and more cargo for American-flag shipping. But the basic fact is that ships and cargo mean job security for all of us. We led the fight for the Merchant Marine Act of 1970 which has revitalized the American merchant marine and has provided all of us with better job security. We won this fight only be­ cause of the participation of our membership. The fight now is for cargo—and I for one understand fully that it will only be through full membership participation that we will be successful in this effort. Malcolm B. Woods The training available through the Bosun Program is a golden oppor­ tunity for any bosun who is unfamil­ iar with the latest techniques aboard the ultra-modern vessels now com­ ing off the ways. After training, he won't have the feeling of coming into a situation cold. Even for those like myself who have had some experience on SL-7's and other new ships there's always room for improvement. As far as the Headquarters part of the program; it was valuable in creating a well-rounded curriculum. The insight l-gained into the day-to­ day operation of the SlU was some­ thing that amazed me more and more as I saw department after de­ partment in action. ' -}0S£:1 Fred C. Cooper Going through the Bosun Recer­ tification Program has taught me a lot about the inner working of our Union. I have worked on the water­ front with the patrolmen in New York and I have seen that when a bosun really understands the Union his Thomas Self ship will come in without beefs and In my 22 years with the SlU, I can have a smooth payoff. remember the fights.for better food, All of my questions were an­ for inner-spring mattresses, for va­ swered and I have a mgch better cation pay, health and welfare and . Vagn T. Nielsen understanding now of how our Union education. I can also remember the I am glad I was able to attend the works. I learned a great deal at the struggle for pensions and better Bosuns Recertification Program. It meetings we had every morning working and living conditions. where'we talked about the problems has not only changed my mind on a We won those battles, but I of our Union and the maritime in­ lot of issues, but has equipped me learned a very important thing dur­ dustry, and atso discussed how to ing this Recertification Program and. to be a bistter ship's chairman. ' What impressed me most was the solve the problems.that is that not only did we win our I attended a meeting of the Na­ "willingness of all officials and staff early fights but we also had the fore­ tional Maritime Council and I saw to answer any and all questions. sight to look to the future and pre­ how shipowners. Government and Nothing was hidden or covered up. pare for it. labor, especially the SlU, are work­ I also understand better now that I saw our upgrading programs at ing to get more cargo for American our SPAD donations are getting us Piney Point and I saw how we are ships. And I attended a meeting at new types of ships'all the'time, and getting the new ships that are being Transportation Institute in Washing­ creWs must be trained in their opera­ built. I was impressed with the ex­ ton where ' learned first-hand how tion. In the old days simple on-the-. perience and dedication of the en­ we are working in Congress to get job training was all right, but not to­ tire staff there. . . more ships, more cargo, protection day. Piney Point fills this need with . And at Headquarters too, I was very good teachers and a fine ti-ain- for the Jones Act and other things impressed with all of the officials and the staff in the various depart- * ing prograTn for young and old alike. that spell job security. August, 1976. Special Supplement Hans S. Lee This Recertification Program is of special interest to me because when I attended the SlU Educational Con­ ference in August, 1971 I was one of the bosuns that recommended the program. I can't think of any other Union that affords the opportunity to its members to delve into the innermost workings of their Union to such a degree as we have here at Union Headquarters. We observed how our funds are handled; we saw the tre­ mendous workloads in all of the various departments like welfare and records, and we got willing an­ swers to all our questions from of­ ficials and staff which helped to enlighten and educate us. And last, but most important of all, I understand better why we must remain in Washington and fight the enemy in his own backyard to make sure that the Merchant Marine Act of 1970 continues to build ships, that we get more cargo for American ships and that our enemies don't scuttle the Jones Act. James Pulliam Each day of the Program I learned more and more about the SlU. While at Piney Point, we learned about heavy lift vessels, SL-7's and LNG ships—and about the great things our Union is doing at our upgrading center. The films, slides, lectures and rap sessions were very educational and the instructors were knowledgeable and helpful. Our month in Headquarters was also very enlightening! We've seen just how and what makes the SlU • the great Union it is-. We accompany the patrolmen on payoffs, man the sounter at Headr quarters, attend the morning ses­ sions, and get to see first hand how Welfare, Pension and Vacation rec­ ords are kept and processed. We also had our day with the people who put out our Log each month. I think that the Bosun Recertifica­ tion Program will bring us all closer together. It wUI surely give us a bet­ ter understanding of what the SlU Is all about and what it is doing for our membership. Page23 �V \ Bosun Recertification Program Honor Roll 402 SIU Bosuns successfully completed the first phase of the Bosun Recertification Program. The SIU is proud of these men and their achievements because the knowledge they gained while taking this important course will continue to pay off for themselves, their Union and their Brother Seafarers. Below is a complete list of the names and home ports of these 402 men. . I v; '--l.' a'. ; ^ iI\ S\:'^ Abulay, Edmund, Philadelphia Adams, John, New York Aguiar, Jose, New York Alexander, A. G., Houston Allen, Enos, San Francisco Allen, J. W., Seattle Altstatt, John, Houston Amat, Kasmoin, New York Anderson, Alfred, NdVfolk Anderson, Chester, New York Anderson, Edgar, New York Annis, Goerge, New Orleans Antoniou, Angelo, New York Aponte, Felix, New York Arena, Louis, New Orleans Armanda, Alfonso, Baltimore Atkinson, David, Seattle Backrak, Daniel, Wilmington Baker, Elmer, Houston Baker, William, Houston Bankston, Claude, New Orleans Barnes. Anthony, Norfolk Bamhill, Elmer, Houston Barrial, Pablo, New Orleans Baudoin, James, Houston Beavers, Norman, New Orleans Bechlivanis, Nicholas, New York Beck, Arthur, San Francisco Beeching, Marion, Houston Berger, David, Norfolk Beregria, John, Philadelphia Bergeria, Steve, Philadelphia Beye, Jan, New York Bobalek, William, Houston Bojko, Stanley, San Francisco"" Boland, James, San Francisco Bonefont, Eduardo, San Juan Boney, Andrew, Norfolk Bourgeois, Joseph L., New York Bourgot, Albert, Mobile Bousson, Gene, New York Bowman, Jack, Seattle Boyle, Charles, New Orleans Braunstein, Herbert, Wilmington Brendle, Mack, Houston Broadus, Ray, Mobile Broadus, Robert, Mobile Brooks, Tom, New York Browning, Ballard, Baltimore Bryan, Ernest, Houston Bryant, Vernon, Tampa Burch, George, New Orleans Burgos, Juan, New York Burke, George, New York Burnette, Perry, Tampa Burton, Ronald, New York Busalacki, Joseph, Jacksonville Bushong, William, Seattle Butterton, Walter, Norfolk Butts, Bobby, Mobile Butts, Hurmon, Houston Byrne, William, New York Cain, Hubert, Mobile Caldeira, Anthony, Houston Calogeros, Demetrios, Seattle Campbell, Arthur, New Orleans Carbone, Victor, San Juan Carey, John, New York Carr, Stephen, New York Casanueva, Michael, New Orleans Castro, Guillermo, San Juan Charneco, Frank, New Orleans Cheshire, James, Jacksonville Chestnut, Donald, Mobile Chaisson, Richard, New Orleans Chilinski, Tadeusz, Wilmington Christenberry, Richard, San Francisco Christensen, Christian, San Francisco Christiansen, Egon, San Francisco Cisiecki, John, San Francisco Clegg, William, New York* Cofone, William, Wilmington Cole, Lonnie, Norfolk Colson, James, Seahle Compton, Walter, Norfolk Cooper, Fred, Mobile Corder, James, Jacksonville Cousins, Walter, Wilmington Craddock, Edwin, New Orleans Crawford, William, Jacksonvile Cross, Malcolm, Wilmington Curlew, Jack, Yokohama Curry, Leon, Jacksonville Dakin, Eugene, Boston Dalton, Jack M., Houston D'Amico, Charles, Houston Dammeyer, Dan, New York Darville, Richard, Hou»on Davies, John, New York Davis, James, Seattle •"Has gone on pension. Page 24 Dawson, Charles, Seattle Delgado, Julio, New York Dickinson, David, Mobile Dixon, James, Mobile** Donovan, Joseph, Boston Doty, Albert, New Orleans Drake, Woodrow, Seattle Drewes, Peter, New York Duct, Maurice, Houston Dunn, Beverly, Mobile Eckert, Arne, Seattle Eddins, John, Baltimore Edelmon, Bill, Houston Engelund, Clayton, New York Faircloth, Charles, Mobile Farhi, Israel, Houston Feil, William, New York Ferrera, Raymond, New Orleans Finklea, George, Jacksonville Fleming, Don, Jacksonville Flowers, Eugene, New York Foster, Floron, New Orleans Foster, James, Mobile Foster, Tom, Norfolk Foti, Sebastian, Wilmington Francum, Carl, Baltimore Frazier, John, Houston Frey, Charles, Jacksonville Fritz, Floyd, Jacksonville Funk, William, New York Furr, John, Houston Gahagan, Kenneth, Houston Gallagher, John, Philadelphia Gallagher, Leo, Boston Garay, Rufino, New York Garner, James, New Orleans Garza, Peter, Houston Gavin, Joseph, Houston Giangiordano, Donato, Philadelphia Gianniotis, John, New York Gillain, Ribert, Jacksonville Gillikin, Leo, San Francisco Gilmore, David, Houston Gomez, Jose, New York Gonzalez, Calixto, San Juan Gonzalez, Jose, New York Gorbea, Robert, New York Gorman, James, New York Gosse, Fred, San Francisco Granger, Eual, Houston Green, John, Baltimore Greenwood, Perry, Seattle Grima, Vincent, New York Guadamud, Luis, New Orleans Gustavson, Walter, New York Hager, Bertil, New York Hale, William, New Orleans Hanback, Burt, New York Hanna, Anthony, Baltimore Hanstvedt, Alfred, New York Harrington, Arthur, Boston Harvey, Lee J., New Orleans Hawkins, Tom, Seattle Hazel, John, New Orleans Heggarty, Tom, New York Hellman, Karl, Seattle Hicks, Donald, New York Hilburn, Thomas, Mobile Hill, Charles, Houston Hirsh, Burton, Baltimore Hodges, Raymond, Mobile Hodges, Raymond W., Baltimore Hogge, Elbert, Baltimore Holt, Tom, New York Homka, Stephen, New York Hovde, Arne, Philadelphia Hunt, H. C. Houston Hunter, John, Mobile Ipsen, Orla, New York James, Calvain, New York Jandora, Stanley, New York Jansson, Sven, New York Japper, John, New York Jefferson, William, Houston Johannsson, Simon, Norfolk Johnson, Fred, Mobile Johnson, Ravaughn, Houston Jordan, Clifton, New Orleans Joseph, Leyal, Philadelphia Joyner, William, Houston Justus, Joe, Jacksonville Kadziola, Stefan, New York Karatzas, Tom, Baltimore Karlsson, Bo, New York Kelsey, Tom, San Francisco • Kerageorgiou, Antoine, New Orleans Kerngood, Morton, Baltimore Kiddi Richard, Baltimore King, George, Seattle Kingsley, Jack, San Francisco I Kleimola, William, New York Knight, Bruce, Norfolk Knoles, Raymond, San Francisco Koen, John, Mobile Konis, Perry, New York Koza, Leo, Baltimore Krawczynski, Stanley, Jacksonville Kuhl, Vincent, Norfolk La France, Dave, New York Lambert, Reidus, New Orleans Landron, Manuel, San Juan Lasnansky, Andrew, San Francisco La Soya, Eligio, Houston Lasso, Robert, San Juan** Latapie, Jean, New Orleans Lavoine, Raymond, Baltimore Lawton, Woodrow, Baltimore Leake, Herbert, Baltimore LeClair, Walter W., Nevv York Lee, Hans, Seattle Levin, Jacob, Baltimore** Lewis, Jesse, Seattle Libby, George, New Orleans** Libby, Herbert, New York Lineberry, Carl, Mobile Little, John, Houston Logan, John, Mobile** Loik, Peter. Baltimore MacArthur, William, Wilmington Mackert, Robert, Baltimore Magoulas, Gus, New York Maldonado, Basilo, Baltimore Manning, Denis, Seattle Martineau, Tom, Seattle Matthey, Neil, Yokohama Mattioli, Gaetano, New York McCaskey, Earl, New Orleans McCollom, John, Boston McCorvey, Durell, Jacksonville McDonald, John, New Orleans McGarry, Frank, Philadelphia* McGinnis, Arthur, New Orleans McHale, J. J., New York McKinney, Melville, Philadelphia Mears, Ferlton, New York Meehan, William, Norfolk Meffert, Roy, Jacksonville Meloy. Robert, Seattle Mendoza, Dimas, San Juan Merrill, Charles, Mobile* Michael, Joseph, Baltimore Mignano, Ben, Wilmington Miller, Clyde, Seattle Mitchell, William, Jacksonville Mize, Cyril, San Francisco Mladonich, Ernest, New Orleans Moen, Irwin, Baltimore Monardo, Sylvester, New Orleans Moore, Asa, New York Moore, John, Houston Morales, Esteban, New York Morris, Edward Jr., Mobile Morris, William, Baltimore Morris, William, Jacksonville Moss, John, New Orleans Moyd, Ervin, Mobile Mullis, James, Mobile Murry, Ralph, San Francisco Myrex, Luther, Mobile Nash, Walter, New York Nelson, Jack, Jacksonville Nicholson, Eugene, Baltimore Nielsen, Vagn, New York Northcutt, James, San Francisco Nuckols, Billy, New York O'Brien, William, New York O'Connor, William, Seattle Ohannasian, John, Jacksonville Olbrantz, Leonard, Jacksonville Olesen, Carl, San Francisco Olson, Fred, San Francisco Olson, Maurice, Boston Oromaner, Albert, San Francisco* O'Rourke, Robert, Houston ' Osborne, William, Houston Owen, Burton, Houston Owens, Clarence, New Orleans Pache;:o, Herminio, New York Packert, Albert, New York Palino, Anthony, New York Palmer, Nick, San Francisco Paradise, Leo, New York Parker, James, Houston Parker, William, New Orleans Pate, Luther, New York Peavoy, Floyd, New Orleans Pedersen, Otto, New Orleans Pehler, Frederick, Mobile Pence, Floyd, Houston Perry, Wallace,-Jr., San Francisco Pickle, Claude, Houston Special Supplement Pierce John, Philadelphia Polanco, Luis, New York Pollanen, Viekko, New Orleans Pool, Donald, New Orleans Poulsen, Verner, Seattle Pressly, Donald, New York Price, Billie, Norfolk Price, Tom, Wilmington Pryor, Clarence, Mobile Puchalski, Kasimir, San Francisco Puglisi, Joseph, New York Pulliam, James, San Francisco Quinnt, Carrol, Seattle Radich, Anthony, New Orleans Rains, Horace, Houston Rallo, Salvador, New Orleans Reck, Lothar, Seattle Reeves, William, Mobile Richburg, Joseph, Mobile Rihn, Ewing, New Orleans Riley, William, San Francisco** Ringuette, Albert, San Francisco Rivera, Alfonso, San Juan Robinson, William, Seattle Rodrigues, Lancelot, San Juan Rodriguez, Frank, New York Rodriguez, Ovidio, New York Rood, Donald, New York Ruiz, Alejandro, San Juan Ruley, Edward, Baltimore Sanchez, Manuel, New York San Filippo, Joseph, San Francisco Sanford, Tommie, Houston Sawyer, Alfred, Norfolk Sbriglio, Sal, Wilmington Schrum, Ray, Houston Schwartz, Albert, Houston Schwarz, Robert, Mobile Scott, Billy, Wilmington Self, Thomas, Baltimore Selixr Floyd, San Francisco Sernyk, Peter, New York Sheets, James, Baltimore Sheldrake, Peter, Houston Shorten, James, San Francisco ^ Showers, William, San Francisco Sierra, Emilio, San Francisco Sipsey, Robert, San Francisco Smith, Lester,.Norfolk Smith, Vertis, Tampa Smith, William, Seattle Snyder, Joseph, Baltimore Soicol, Stanley, San Francisco* Sorel, Johannes, Jacksonville Spuron, John, San Francisco Stanford, Glen, New Orleans Stockmarr, Sven, New York Stout, John, New Orleans Suchocki, Leonard, San Francisco Swearingen, Barney, Jacksonville Swiderski, John, New York Tamlin, George, New York Teti, Frank, New York Theiss, Roy, Mobile Thoe, Richard, Mobile Thomas, Lloyd, San Francisco Thompson, Carl, Houston Thompson, Clayton, New Orleans Thompson, J. R., Houston Thrasher, Julius, New Orleans Ticer, Dan, San Francisco Tillman, William, San Francisco Tirelli, Enrico, New York Todd, Raymond, New Orleans Tolentino, Ted, San Francisco Troche, Gregory, Mobile Turner, Paul, New Orleans Ucci, Peter, San Francisco Vega, Juan, New York Velazquez, William, New York Walker, Fred, Baltimore Walker, Tom, Houston Wallace, Edward, New York Wallace, Ward, Jacksonville Wallace, William, Mobile** Walters, Herwood, New York Wardlaw, Richard, Houston Ware, Dick, Houston Waters, Aubrey, Seattle Weaver, Eugene A., Jacksonville , Weaver, Harold, Houston Welch, Macon, Houston Whitmer, Alan, New York Wingfield, P. Q., Jacksonville Woods, Malcolm, San F'aricisco Workman, Homer, New Orleans Worley, John, San Francisco Wymbs, Luke, New York Zaragoza, Roberto, New York Zeloy, Joseph, New Orleans ""•"Has passed away. Seafarers Log �Pages from the History of the American Seamen*s Labor Movement This article continues the story of American maritime unions as told in newspaper stories of the day, gathered by the Seafarers Historical Research Department. The Sailors Union of the Pacific was founded in 1885. This story reports the 8th annual meeting of the robust young organization, a resume of its reasons for being, and its hopes for the future. This article appeared in the San Francisco Call, a daily newspaper, on March 7,1893. SAILOR ORATORS Eighth Annual Meeting of Their Union. Torchlight Procession on the Streets. Plain Talk From Men Who Live Before the Mast. The annual celebration of the Sailors' Union of the Pacific Coast was held in Metropolitan Temple last night. Previous to the meeting the members of the union, dressed in their neat uni­ forms of blue sailor pantaloons, white shirts with sailor collars of blue, and sailor caps, paraded the principal streets with torches, American flags and two brass bands. The line of march was along the water front to Folsom-street wharf, thence west on Bush to Kearny, thence to Market, up the latter thor­ oughfare to Fifth street, and then into the hall secured for the meeting. In addition to the dozen or more silk flags carried in the line of march, there was one transparency, and a very sug­ gestive one it was to those who under­ stand the bitter warfare that has been waging for months between the Sailors' Union and the men recently identified under the name of the Ship-owners' Shipping Union. On one end of the transparency there was the significant inscription, "Down With the Crimps," and on the other end "The Union For­ ever," while on one side was written 'Organization is labor's salvationequal rights to all, special privileges to none," When the hour for opening the meet­ ing arrived there was not a vacant seat in the hall, while all the passageways Jn the rear of the building were crowded with enthusiastic laborers willing to stand in order to take part in the meet­ ing. The Birth of the Union No time was lost in getting to work. After music James Barry, the editor of the Coast Seamen's Journal, opened the meeting. He began by telling how, on a rainy night just eight years ago, a crowd of seamen gathered on the Fol­ som-street wharf and listened to men who urged them to organize themselves into a union. On that night the Coast Seamen's Union, now the Sailors' Union of the Pacific, was formed. The prin­ ciple upon which the union was organ­ ized was the brotherhood of man. Mr. Barry then explained why it was that the celebration this year was held in Metropolitan Temple instead of on the Folsom-street wharf, where the annual meetings have been heretofore held. He said that for once the union had agreed to neglect the celebration at the birth­ place of the organization, paying it only a visit, and come uptown, where they could talk to the people about their troubles and tell them something of the August, 1976 hardships the sailors have been com­ pelled to undergo of late. During Mr. Barry's speech there were constant interruptions from the audience and two men were ejected by the sailors, none too gently, it can be imagined. The men certainly deserved tlieir punishment, as Mr. Barry said nothing that need offend any one. After a poem read by Mr. MacArthur, Andrew Furuseth, the brainy secretary of the Coast Seamen's Union, was introduced. He said he was too ill to speak, but he wanted, even sick as he was, to say a few words. His speech was very moderate in tone and very impres­ sive. He said he wanted to impress upon the minds of the people that the fight between the Seamen's Union and the ship-owners was because the latter claimed that $40 a month was too much for a sailor, when the sailor only worked eight months in a year and was idle four months. No More Boarding-Houses "No matter what the result of the fight may be," said Furuseth, "let the ship-owners understand that the sailors of the Pacific will never go back to the old boarding-house system. The sailors have nothing to lose in this fight, not even a home; their homes are on the ocean, and some day they may be needed there. The spectacle of the Charleston manned by a crew of Jap­ anese and facing a British warship in Hawaiian waters would be one no loyal American would want to see. What would be the result in such a case I would no dare to even foreshadow, but an admiral the other day called the attention of this Government to the fact that while Government is building a navy it is not building American seamen to man it. "Why is it," said the speaker, "that American boys don't go to sea? I'll tell you. Because upon American ships there is too much 'belaying-pin soups'; there is more scurvy on American ships than those of any other nation, and now has ever been published by sailors, the they want to make the wages less than first journal where every line was writ­ upon the ships of any other nation. I ten by men who worked before the hope to God that the seamen of America mast. will never be needed on the seas in de­ Passing a high compliment upon the fense of their country, but if they are, I men whom the speaker said had for­ hope and I believe that the same spirit gotten the meaning of the word fear, that animaffd the men at Hampton the speaker gave place to Thomas NayRoads and who followed Farragut at lor, who sang one of Dennis Kearney's. New Orleans would animate them there. old sandlot ballads concerning the em­ But will there be any of us left, or will ployment of Chinese, modernized in we be starved out and driven away? Let the latter verses to suit the occasion. To the people remember that sailors have an enthusiastic encore he sang a rol­ wings, and if driven to it, if there is no licking Irish song, and then H. Gustadt, room here, they will find room under a man who has spoken at every annual celebration of the union, made a speech some other flag than that of the United addressed mainly to the citizens and re­ States." citing the sailors' side of the war now in The cheers that greeted Furuseth's remarks lasted several minutes. Then progress on the water front between the there was music by the band and Sailors' Union and the ship-owners. Speeches by C. F. Bergman, M. McCharles Sumner made a speech that had no particular bearing on the subject un­ Glynn and others were made and the der discussion, but was mainly a resume eighth anniversary was over. of amusing incidents that happened to hem when he was a sailor years and years and years ago. He commended the xmion and closed. CS Long Lines Unclaimed Wages Wm Surely Win Alfred Fuhrman, the well-known la­ bor agitator, was next introduced. He said that the history of the movement of labor on this coast was the history of the Seamen's Union of the Pacific; that the birthday of organized labor on this coast was March 6, 1885, the day called by the sailors of the Pacific "In­ dependence Day," and on that day the real work of the organization of labor was commenced. Notwithstanding the many troubles and trials since endured the speaker insisted that the Sailors' Union had accomplished far more than they ever hoped to accomplish. The word defeat has no place in the sailor's dictionary, and no matter what comes, how hard or how long the fight they will yet win. The speaker paid a high tribute to the Coast Seamen's Journal, saying it was the first newspaper that The following named ex-crewmembers of the Cable Ship Long Lines should contact Red Camphell at Headquarters, 275 20th Street, Brooklyn, New York, 11215 relative to unclaimed wages. All requests should be in writing, specifying name, book number, and social security number. Manuel S. Netto, Jr. Richard Rodriguez John Hoffman SaifS. Ahmed Anthony Jones Mohamed A. Shaie William Revels Abdul R. Saleh Tan Ah Joon Mohamed A. Mozeb Albert Ahin Page .T: �•'• J'sr'-'-rr Fifth Part of Series Social Security, Medicare, Medicaid Are for You by A. A. Bernstein SIU Welfare Director In the next installment we will begin discussing Medicare.) Eventually the series will be compiled into a booklet so that Seafarers can have all the information on these programs in one place. I hope this series will be an aid to you. Please let me know if you have any questions. Just write to me, care of Seafarers International Union, 675 Fourth Ave., Brooklyn, N.Y. 11232. This is the fifth part in a series of articles which the Seafarers Log will be running, over the next few months, concerning Social Security, Medicare and Medicaid and how these Government programs affect you and your families. (This installment, as with the first four, deals with Social Security. IF YOU WORK AFTER SOCIAL SECURITY PAYMENTS START The explanation that follows is intended to give a general idea of the conditions under which benefits are paid to people who are still working. Beginning with 1975, the following rules apply: If you earn $2,520 or less in a year, you get all the benefits. If you earn more than $2,520 in a year, the general rule is that $1 in benefits to you (and your family) will be withheld for each $2 you earn above $2,520. % Exception to the general rule: Regardless of total earnings in a year, benefits are payable for any month in which you neither earn wages of more than $210 nor perform substantial services in self-employment. t i What happens if I work after payments begin? The decision as to whether you are performing substantial services in self-employment depends on the time you devote to your business, the kind of services you perform, how your services compare with those you performed in past years, and other circumstances of your particular case. Benefits are also payable for all months in which you are 72 or older, regardless of the amount of your earnings in months after you reach 72. Your earnings as a retired worker may affect your own and your dependents' right to benefits. If you get payments as a dependent or survivor, your earnings will affect only your benefit and not those other members of the family. Earnings which must be counted: Earnings from work of any kind must be counted, whether or not the work is covered by social security. (There is one exception: Tips amounting to less than $20 a month with any one employer are not counted.) Total wages (not just take-home pay) and all net earnings from self-employment must be added together in figuring your earnings for the year. : P However, income from savings, investments, pensions, insurance, or royalties you receive after 65 because of copyright or patents you obtained before 65, does not affect your benefits and should not be counted in your earnings for this purpose. Wh'-iI happens if I work after payments begin? In the year in which your benefits start and the year your benefits end, your earnings for the entire year are counted in determiningihe amount of benefits that can be paid. Earnings after you reach 72 will not cause any deductions from your benefits for months in which you are 72 or over. However, earnings for the entire year in which you reach 72 count in figuring what benefits are due you for months before you are 72. For more information about how working after you apply for benefits will affect your retirement or survivors payments, inquire at your social security office. !' BENEFICIARIES OUTSIDE THE UNITED STATES What happens if I travel outside the United States? Special rules affect the payment of benefits to people outside the United States. If you intend to go outside the United States for 30 days or more while you are receiving benefits, ask your social security office for the leaflet "Your social security check while you're outside the United States." If you are not a citizen of the United States, your absence from this country may affect your right to benefits. The people in your social security office will be glad to explain these provisions to you. Maritime Labor Represented at Democratic Convention )• I Among the multitude of delegates to the Democratic National Convention last month were several hundred affiliated with various labor organizations some being closely associated with the SIU or maritime labor. Among these maritime people, from left, are: John Fay. SIU port Agent In Philadelphia; Carolyn Gen­ tile. SIU special counsel, who also served on the Democratic Platform Committee; Ralph Quinnonez, Atlantic Coast area director of the SlU-a'fflllated United Industrial Workers, and Dave Dolgen. executive director of the Maritime Trades Department's Port Council of New York. Page 26 Seafarers Log �5IU Tells Lakes Hearing Qualified Shipboard Personnel Essential for Safety "We firmly believe that the develop­ ment and expansion of any aid-to-navi­ gation system — LORAN-C, Vessel Traffic System, or any other—should not be considered as a substitute for trained and qualified shipboard per­ sonnel," SIU Port Agent for Detroit Jack Bluitt, announced at a Congres­ sional field hearing in Michigan. At the July 16 hearing, the House Subcommittee on the Coast Guard and Navigation heard testimony on the po­ tential use of automated navigation and automated methods of ship traffic con­ trol on the Great Lakes. The SIU ex­ pressed its reservations on the basis of past experiences in which the Coast Guard lowered manning levels on auto­ mated ships to a point where the safety and health of the merchant seamen were threatened. "The Seafarers International Union supports the realistic development and expansion of such aids-to-navigation as LORAN-C and Vessel Traffic Sys­ tems," Brother Bluitt said. "Both have proven successful in other regions and, through consultation between the Guard and all segments of the maritime industry on the Great Lakes, they should prove equally helpful and suc­ cessful in our region."' However, meaningful consultation room ratings, adding one licensed engi­ neer instead. This left the ship without enough personnel for maintenance, thus violat­ ing the Coast Guard's own Navigation and Vessel Inspection Circular Number 1-69. The SIU has a collective bargain­ ing agreement with American Steam­ ship Company, Bluitt noted, which the Coast Guard action bypassed, even though Federal policy supports collec­ tive bargaining agreements. SIU Representative Jack Bluitt testifies at Congressional field hearing last month in Michigan. for setting manning levels rarely oc­ curs, he explained at the session chaired by Rep. Eligio de la Garza (D-Tex.). "Each Coast Guard district, on its own, without consultation with maritime la­ bor, without review by Coast Guard headquarters in Wjishington, D.C., without regard for consistency uni- Hall Stresses Cooperation At IBFO Convention "Your support was crucial during the struggle to push the Energy Transpor­ tation Security Act through Congress," Paul Hall, president of the SiU, told the International Brotherhood of Firemen and Oilers at their convention in Miami, July 12. Hall thanked that union and their president, John J. McNamara, for their efforts to insure that 30 percent of our nation's oil imports be carried on tank­ ers sailing under the American flag. The Firemen and Oilers Union is one of 43 national and international unions, making up the AFL-CIO's Maritime Trades Department, that gave their sup­ port to the SIU in the fight for the oil bill. They are one of the oldest affiliates of the MTD. Hall also noted that, "although Pres­ ident Ford vetoed the bill, the fact that it passed through Congress in Decem­ ber 1974 was a victory for the labor movement, and this victory shows what united labor action can accomplish." In further remarks, Hall told the Convention, "This is an important elec­ tion year in which the entire House of Representatives and one third ofthe Senate are up for reelection. At least 90 Representatives and 10 Senators are running in marginal races where a 3 percent shift in the vote will mean vic­ tory or defeat. Labor must take ad­ vantage of this situation because these past few years have been tough for the working people of this country. If labor works together, we can put our friends into office and defeat our enemies. formity and objectivity, and without consideration for occupational safety and health, sets a vessel's manning. "As a result, we are confronted with instances in which similar class ships have crews which vary significantly in number and ratings, and with vessels with such reduced manning that crew members work overtime in excess of 100 percent." He cited the example of the Great Lakes vessels MV Sam Loud, MV C.E. Wilson, and MV Roger M. Kyes, owned by American Steamship Com­ pany. After only one full season of operation, the Coast Guard arbitrarily eliminated the three unlicensed engine Lakes Search and Rescue Coast Guard search and rescue oper­ ations on the Lakes also were discussed at the hearings. Bluitt pointed out that search and rescue was meaningless compared to enforcing safety regula­ tions so that accidents wouldn't happen in the first place. He recalled the tragedy of the 729foot ore carrier Fitzgerald which sank suddenly on Nov. 10, 1975 on Lake Superior. No distress call was given; no bodies or survivors were found. Ore ships will sink in approximately 15 seconds once ruptured, he said, because they are little more than one large shell, with no watertight bulkheads. "We believe these vessels should no longer be allowed to be built in this manner, posing an enor­ mous risk to the lives of the crewmembers," he declared. Bluitt ended his testimony by asking for an investigation into Coast Guard policies. Rep. James Oberstar (D-Minn.) and Rep. Phillip Ruppee (R-Mich.) also attended the hearings. HLSS VP's Father Decorated "All too often, various sectors of the labor movement do not work together because of personal differences," Hall pointed out. "We cannot afford this in the labor movement. Only by working together, can we guarantee the future economic security of the working peo­ ple of this country." Committee Meets on Minimum Wages in Puerto Rico Minimum wage standards for most industries in Puerto Rico are quickly closing in on stateside levels as a result of work done by the Puerto Rico Minimum Wage Industry Committee. Edward X. Mooney, SIU headquarters representative, served as labor repre­ sentative for Puerto Rico on this committee, which is comprised of spokesmen from labor, industry and government. Along with Mooney, the two other representatives from labor are George E. Fairchild, international secretarytreasurer of the Service Employees International Union, and Russell G. Murray, economist for the American Federation of State, County and Muni­ cipal Employees. August, 1976 During the latest meeting of the committee last month in San Juan, Mooney and his colleagues were suc­ cessful in, negotiating a graduated increase of up to 50 cents per hour for thousands of the island's workers. Among those who will benefit from the increases are municipal employees, agricultural and industrial workers, sugar manufacturing workers, domestic workers and employees of the motion picture industry. Mooney said that the committee was happy with the increases since they are "the highest that could be'recommended Under law." Mooney was appointed to the com­ mittee by AFL-CIO President George Meany. Antonio Sacco (center) father of Lundeberg School Vice President Mike Sacco (left) holds two Italian Army service medals awarded to him by the Italian Government for combat infantry action in World War I. A New York Italian Consulate official (right) displays certificate naming the veteran a Cavaliere of the Italian Republic. Another official is in the background at "the consulate. Page 27 �Incorrect Addresses to Blame ERISA Mailing Misses 1,100 Seafarers Several months ago, the SIU's Welfare and Pension Plans sent out a mailing to the Union's 35,000 A&G, IBU arid UIW members. contained important information concerning the newly effective Employee Retirement Income Security Act and how the Zaw ^ rt>turtu>d ship. However, because of incorrect addresses, more than 1,100 Seafarers did not receive this information and the undeliverable letters we .. to the Plans' offices in Brooklyn. Following is a complete, list of the members who did not receive their information because of an incorrec a . Accompanying these names are the member's Social Security number.We ask you to check the list and if your name does appear, p ease w SIU Welfare and Pension Plan Offices at 275 20th St., Brooklyn, N.Y. 11232, notifying them of your correct address. This is important to tne nan and to you. AbduWa, A. M. Abdulla, K. Abdulla, N. S. Abraham, P. R. Abughanem, Y. N. Acabeo. V. Aguarcia, M. Aguilar, A. Ahmed, H. V. Ahmed, M. Ahmed, M. E. Ahmed, R. Ahmed, S. S. Ahmed, S. S. Ahmed, T. S. Ahrendt, J. H. Aidroos, A. A. Albano, P. Albert, W. Alden, J. M. Alderman, E. L. Algalham, K. N. All, A. A. All, H. S. All, M. M. All, S. A. Aller, A. T. Allardice, C. H. Allen, D. B. Allen, R. R. Almodovar, L. R. AInaqib, S. A. Alroubat, A. Alston, G. H., Jr. Altalrl, S.M. AltschaffI, G. J. Alvarado, A. Alvarado, S. R. Alvarez, J. J. Alves, J. Alzawkari, H. H. Amat, K. Ammann, W. O., Jr. Ammari, M. H. Ancheta, F. Q. Andicoechea, J. I. Arana, J. Arceneaux, H. P. Archer, R. A. Atiefa, A. B. Attaway, J. T., Jr. Auger, E. E. Aulet, A. Austin, R. Aversa, J. J. Avilo, R. Awwas, A. S. Ayala, B. V. Azookari, S. F. 069-40-4752 376-58-6999 086-32-8828 436-48-3903 465-84-0223 096-14-5645 438-56-0880 091-32-4248 552-88-5190 274-30-1401 079-30-5263 568-78-9720 105-48-3224 125-40-4273 549-80-6899 274-14-5925 070-42-7935 144-38-3607 245-22-5212 568-30-7630 519-70-8114 370-62-0495 272-34-1735 301-52-2168 369-56-5970 385-54-0021 581-46^860 127-24-0276 488-38-8050 423-36-8956 056-46-1870 568-78-9721 385-54-2257 215-52-2005 058-34-0943 506-22-2651 435-38-3844 525-50-6496 461-96-9871 022-14-8977 095-46-9932 068-14-6714 273-22-4909 075-34-2962 545-58-5370 518-56-7167 124-36-0943 438-54-6512 224-40-1905 369-40-21 iO 247-07-3178 031-18-4031 115-22-1662 216-48-1197 107-20-0113 084-22-2102 092-34-8334 580-14-2488 560-64-9504 Bailey, L. Baker, T. A. Ballard, F. R. Ballesteros, C. R. Balog, R. Barber, D. B. Barber, G. P. Barger, C. M. Barlow, M. T. Barnas, D. W. Barnett, A. A. Barney, E. Barone, J. F. Bass, D. Battle, N. Bauer, W. E. Bayless, G. W. Baylor, G. G. Beadles, W. S. Beale, R. Bean, C. M. Bean, P. L, Becktold, G. Bekiarls, J. Bell, J. F. Bellmore, R. L. Berry, M. Bertrand, A. Bertus, W. R. Berwald, E. O. Bettis, L, Jr. Blllo, M. Billot, J. F. Binemanis, K. K. Black, R. G. Blanc, P. A. Blatchford, J. C. Bolton, T. J. Bonnell, H. E. 427-32-2438 230-01-8814 266-09-3456 434-76-6128 300-30-5462 123-44-4088 072-36-4070 434-78-2660 223-72-4315 103-32-4679 212-48-4276 507-10-8141 131-26-4664 420-62-4865 220-58-3751 438-34-2858 177-24-0480 577-70-9904 402-24-3813 221-16-0399 214-26-2347 223-76-8607 464-02-7618 117-30-3840 424-09-3587 230-78-5061 420-26-7094 462-44-2507 437-72-6285 284-12-1588 418-44-0654 453-30-5793 435-34-9009 063-34-8397 462-60-5410 433-40-3298 375-42-9753 456-12-4602 291-18-0560 Page 28 Bourgeois, P. Bovay, J. F. Bove, J. L. Bowden, G. W. Bowden, G. W. Boyle, J. Brack, W. Brackett, H. E. Bradley, F. Bradley, J. R. Brady, C. B. Branigan, N. Branigan, N. Braswell, L. C. Brewer, T. H., Jr. Brickhouse, 0. R. Brill, J. Brink, E. W. Broadus, E. Broadus, E. N., Jr. Brooks, J. W. Brooks, R. E. Browder, J. E. Brown, J. W. Brown, L. Brown, L. R. Brunei, A. R. Bruno, A. L. Brzeczek, R. Buck, H. v., Jr. Buckley, T.B. Buhl, F. J. Bullard, A. J. Bullock, R. H. Burgess, R. D. Burke, C. D. Burke, W. D. Burnette, B. C.' Burns, L. Burr, R. M. Busher, R. C. Butterworth, P. M. Buzzwah, R. Byrne, R. B. 034-36-6335 062-32-1394 002-40-1346 223-20-6530 223-78-2029 329-36-1866 142-14-5441 566-12-0127 424-10-6065 418-12-1132 179-32-5476 049-20-7603 069-20-7603 265-94-8901 450-18-6193 225-68-7901 160-24-2301 060-22-4523 424-46-8485 449-66-1171 449-86-0510 551-52-8348 417-64-5812 407-14-5800 417-72-9165 262-03-1398 436-56-9876 120-42-0609 299-28-5699 201-24-1404 459-58-1538 031-12-5387 255-03-7308 410-16-5451 367-54-1045 081-46-5965 097-18-0932 432-48-0701 283-14-6518 560-20-3556 322-16-4358 233-34-6715 380-32-2016 126-18-5992 Caceres, J. E. Camacho, A. R. Camden, R. G. Cameron, 0. J. Campbell, A. S. Cannoun, D. Caprado, E. D. Cardona, R. Carlsen, J. Carlson, C. Carlson, C.A., III Carrick, J. W. Carroll, R. L, IV Carver, L. E. Cary, E. Cassada, B. L. Cassldy, T. W. Castro, C. Castro, G. Castro, S. B. Castro, S. E. Chaplin, T. N., Jr. Chapman, M., Jr. Chavis, R. D. Cheshire, J. Chlpman, W. B. Chrysty, T. Ciampi, M.V. Clifford, R. D. Clifton, W. E. Coale, A., Jr. Colderen, A. Cole, L. H. Coleman, G. Colleton, F. Collins, J. P. Collins, W. H. Concepcion, I. Conde, S. V. Conforto, F. J. Conklin, K. W. Cook, D. W. Cooke, M. M. Cooper, K. M. Cordero, S. Corelii, G. J. Corey, F. F. Cortez, P. Cosme, R. Cousin, L S. Cousins, W. M. Coutant, W. Cowart, W. Cox, T. P. 438-64-9970 123^0-2602 489-56-6325 376-46-3577 194-14-2867 060-48-8394 036-22-2204 098-26-6788 065-36-0819 227-12-7193 226-54-9195 073-44-8793 574-28-2450 567-13-8593 435-46-0656 238-48-0985 077-18-3342 438-98-3297 107-18-7674 053-42-0276 134-22-1375 224-38-7998 449-34-1514 362-60-6478 263-38-5950 461-52-6254 339-48-3958 433-24-7713 11(M6-9259 267-20-8097 417-64-5984 096-34-5365 560-86-3503 077-40-9818 079-34-0592 197-49-6211 233-38-9313 581-12-0255 070-26-8892 434-24-0855 227-72-0637 547-56-0044 520-36-6586 155-44-5292 580-58-0557 125-26-0151 029-20-9071 106-26-0992 581-56-7792 227-72-5977 248-22-4567 418-18-2402 532-34-8689 058-34-3219 225-09-5670 432-14-7839 416-70-1212 338-28-7132 377-48-2933 264-24-0450 421-20-9158 561-38-0279 305-18-0129 229-16-1359 Crabtree, H. R. Crafton, D. B. • Cr^in,-G. Crangle, C. T. Crawford, G. Creek, W. T. Crews, J. R., Jr. Crispala, G. C. Crockett, H. L. Crumpler, F. S. Crutchlow, I. S. Cruz, A. Cruz, E. F. Cruz, J. S. Cruz, L. L. Cruz, M. Q. Cruz,W.. Cruz, W. Cuenca, E. T. Cuenca, F. T. Cuiierton, E. Cunningham, A. Cunningham, J. J. Curran, J. R. 230-78-8873 055-22-0147 069-44-2787 101-36-9218 582-50-6232 547-38-6665 080-42-0223 580-72-7177 070-24-9494 070-24-8494 436-18-3744 545-94-4980 577-34-0725 548-22-4427 Dacunha, B. Dale, D. T. Dale, E. S. Daly, W. A. Darter, C. I. Davis, B. Davis, H. W. Davis, J. W. Davis, K. 0. Davis, M. W. Davis, R. Dean, R. Deardorf, K. J. Debautte, E. C. Dejesus, R. Deken, L. M. Dekett, G. F. Delamer, C. J. Deimont, R. W. Delrio, J. E. Deivaile, N. R. Devereaux Deweii, J. 0. Dferrafiat, F. Diaz, C. Diaz, J. D. Diaz, R. Diaz, R. Dick, C. S. Dickerson, P. Dickey, C. B. Billing, L. I. Dilion, W. S. Dimitropoulis, A. A.' Diosco, J. L. Disharoon, B. G. Dobbins, D. D. Dodd, J. M. Donahue, R. G. Donaldson, F. Donnellan, A. J. Donovan, D. P. Donovan, J. F. Doocy, A. A. Dosramos, B. A. Doucet, W. Douglas, E. E. Douglas, M. W. Doyle, J. Dragon, E. J., Jr. Duda, J. P. Duncan, C. E. Duncan, K. E. 065-28-8054 335-48-8798 559-88-5279 534^14-1201 490-14-0748 462-07-8634 228-20-4881 237-30-0385 547-84-2506 454-02-6459 438-36-6685 567-01-7073 542-40-0244 438-12-4891 121-24-5953 561-28-4254. 381-52-7770 053-18-4341 360-18-0647 580-74-3873 134-24-1344 464-66-6856 542-03-5341 218-22-6932 582-68-3240 087-12-8549 108-44-1448 582-90-4937 460-16-0193 421-60-2007 424-18-3415 567-60-6100 032-20-2514 293-50-1017 433-28-9615 408-34-6539 274-30-2824 224-40-4159 096-24-3399 451-90-3593 078-28-7163 373-58-0803 582-18-4747 479-44-0132 434-60-4044 433-22-7335 454r28-6679 417-82-4847 375-05-3103 436-32-8698 046-18-2845 412-56-3316 454-70-8774 Eakin, R. B. Earley, E. C. Easter, T. L. Eastwood, C. W. Echeverria, Y. C. Edwards, L. R. Ekins, W. E. Elgahml, A. N. Eljanny, M. A. Enman, D. L. Ericksoh, A. J. Erickson, E. G. Esplnosa, A. Esposito, T. J. Essberg, G. Etherldge, J., Jr. 460-92-8255 243-54-9296 438-40-3144 435-92-4736 582-24-7458 275-20-0352 546-36-4150 115-34-3960 377-60-6458 458-90-2496 534-34-3730 455-58-3440, 433-86-5680 116-14-1970 419-34-7774 374-38-2297 Fair, D. Fa!rall,G.L. Farrar, R. G. 579-12-0932 568-46-3823 006-24-1955 Faulk, J. A. Fauser, M. A. Feliclano, B. Ferguson, M. H. Ferreira, J. Fielder, H. H. Figueroa, C. Fila, M. R. Flla, M. R. FIndley, G. R. Fitch, I. A. Fitzgerald, J. V. Flahetry, W. M. Fleckenstein, S. R. Fleming, D. D. Fieming, D. D. Fietcher, D. Fletcher, I. R. Flint, L. J. Flournoy, R. F. Fluharty, M. G. Forbes, J. Ford, E. Foreman, E., Jr. Fosse, S. A. Foster, J. D. Fotalh, A. N. Fowler, J. R. Francisco, R. Francum, C. L. Frazler, C. S. Fredericks, J. L. Freeman, S. Fries, G. E. Frisinga, V. L. Fryer, W. Fugitt, W. L. Fuller, L. E. Fuller, L. E. Fullerton, A. R. Fullmer, M. B. Furukawa, H. S. 420-56-5841 488-60-9522 081-46-7159 522-48-8651 068-42-5623 422-40-2553 087-24-0349 139-14-4512 139-24-0784 367-24-8314 312-10-4212 115-48-6597 029-46-3549 004-44-4941 505-16-3347 505-16-9347 127-36-9252 284-20-0822 312-10-1566 461-12-5049 213-70-7833 421-26-2579 454-16-0397 437-30-5849 06S44-8956 452-36-9050 116-48-7811 438-92-8324 707-03-2960 245-30-9871 428-42-2564 084-44-2888 409-42-1731 571-64-1332 562-28-8346 433-66-7801 543-42-4972 450-24-8618 452-74-2720 529-46-8998 371-60-8609 576-22-2073 Gallagher, C. E. Galuska, L. T. Gant, C. T. Garay, R. G. Garcia, A. R. Garcia, F. Garcia, J. E. Garcia, L. Garcia, W. Gardiner, J. E. Gardner, W.G. Garretson, H. I. Garrido, R. Gartland, G. C. Gary, T. L. Gary, T. L Garza, L. Garza, J., Jr. Gatewood, L. Gatlin, O., Jr. Gavala, W. Gelsler, C. J. Geller, R. A. Genaw, P. M. Garner, V. Geygan, D. P. Glacalone, S. Gilbert, S. Gile, T. W. Gillain, L. E. Gllmore, D. A. Gladfelter, J. H. Gleeson, J. P. Goff, C. H. Golns, S. S. Gomez, J. A. Gomez, R. Gonzales, G. J. Gonzales, J. A. Gonzales, W. Gonzalez, D. Gonzaldz, F. Gonzalez, F. Gonzalez, O. Goodrich, D. D. Gorman, J. J. Gorshes, D. A. Gould, C. W. Grana, J. R. Grantouskey, S. Gray, J. M. Gray, O. R. Gray, W. H. Green, D. T. Green, S. M. Green, H., Jr. 363-01-1876 352-09-4196 292-44-6984 131-20-6820 580-66-0465 102-28-6595 585-36-7598 456-26-5371 130-46-9012 434-03-4140 003-40-6826 424-01-5204 454-58-1799 084-14-9911 242-92-5100 242-92-5700 461-96-7735 463-90-1003 259-56-6648 467-40-9272 276-28-8397 439-80-1326 372-42-9399 261-21-4213 436-22-2327 554-86-8457 065-46-1878 369-22-9114 475-56-8748 421-52-3032 554-19-1626 220-62-1230 717-03-7375 232-78-5905 410-20-7868 581-32-8182 582-80-7963 438-02-3682 449-86-5179 058-18-4097 581-38-2013 262-22-0685 262-22-6685 581-38-2013 449-96-4604 100-20-6394 548-80-8891 025-42-9379 216-30-6581 282-18-9770 229-82-5858 462-48-2758 269-26-2898 230-78-5978 467-92-2311 364-50-5083 099-38-1464 442-01-2128 032-07-2495 464-90-7389 157-22-6074 439-50-9703 255-86-3098 Greenwood, C. R. Greeson, C., Jr. Gregson, C. L. Gribble, W. C. Gribbon, L. Griffin, G. L. Grimes, D. Grizzard, H. L. Grover, W. J. Gutigrrez, A. S. ' 252-16-0148 231-34-1393 108-44-2437 Haass, W. T. Haberman, C. F. Habighorst, C. F. Hacker, S. Hagerman, H. M. Hagner, J. W. Haley, C. M. Halllgan, G. M. Hamilton, J. W. Hamman, A. L. Hammond, H. D. Hanke, O. W. Hannibal, R. Hanratty, D. J. Hanratty, H. Hardy, F. R. Hargis, A. P. Harhara, K^A. Harper, P. D. Harper, R., Jr. Harr, S. Harris, J. E. Harris, S. Harris, W., Jr. Harrison, G. L. Harrison, P. J. Harwoods, F. M. Hasseil, J. A. Hassan, Y. B. Hasson, I. Hastings, J. L. Klatch, R. E. Hattaway, E. A. Heidelburg, J. H. Heinsaar, A. Henning, J. W. Hensiey, W. L. Hermansen, K. H. Hernandez, O. Hernandez, S. Herrin, W. R. Hess, H. H. Hester, M. H. Hidalgo, M. HIers, A. F. HIggins, J. S. Hllgren, M. M. Hill, D. J. Hill, H. Hines, G. Hinkle, F. T. Hinton, M. A. Hinton, M. C. Hopkins, J. Hopkins, R. C. Hornsby, H. T. Houser, J. A. Howell, T. E. Hudson, H. H. Hughes, W. K. Hull, D. H. Huller, K. G. Hunt, D. Hunt, J. C. Hussain, T. Hussein, A. M. Hutchison, R. J. Hutten, R. S. Hylton, B. R. 091-46-4905 570-92-3496 438-07-3745 286-20-2728 535-03-4852 198-44-5545 416-05-9839 435-42-9398 412-68-9039 391-44-5896 436-18-9964 552-48-1218 438-64-3329 193-46-8084 060-16-9768 261-13-3786 227-12-6698 340-50-7240 033-42-8863 229-56-1241 464-36-9356 461-18-7742 434-62-1384 433-60-6929 466-86-7594 555-60-5226 363-42-9407 245-68-4069 216-34-1134 070-44-4096 569-88-7062 386-60-1445 257-22-4579 458-80-6303 552-42-8190 364-54-2679 436-26-6891 120-38-4255 075-32-3447 118-20-5815 457-24-8258 235-38-6829 226-68-6899 568-09-1629 263-20-3733 559-22-0107 542-30-1694 231-14-3491 450-30-8130 246-28-1957 442-54-4667 266-35-6346 538-54-2939 315-64-0270 552-28-7788 244-01-1879 268-62-9728 236-76-5736 572-38-8784 321-18-1128 519-48-8869 704-05-5321 435-68-7972 247-01-9349 560-80-0797 553-96-8454 549-96-5026 503-68-6148 339-18-0484 Idleburg, R. M. Igleslas, R. Imera, F. Q. Ingeberg, W. L. Ismael, A. A. Jackson, D. W. Jackson, L. Jackson, R. T. Jahami, H. M. James, G. James, P. C. Janes, A. Janics, R. A. Jaradie, M. C. Jardoclnski, F. Jarvis, 8. R. Jaubert, L. Jefferson, T. 0. 244-18-5551 073-24-2887 570-86-7902 502-12-9235 117-34-1354 214-58-7479 437-70-4849 572-76-8155 124-30-0487 438-58-7896 343-30-1705 119-22-5078 108-48-9131 082-36-6904 119-22-8137 422-34-2166 433-60-6293 261-84-5328 Seafarers Log �Jeffrey, D. R. Jenkins, W. M. Jennings, L. Jensen, F. J. JImlnez, F. Johns, G. T. Johps, S. M. Johnson, C. E. Johnson, E. L. Johnson, H. A. Johnson, K. L. Johnson, P.J. Johnson, R. E Johnson, R. L. Johnson, V. 0. Johnson, T. F., Jr. Joins, 0., Jr. Jones, 0. Jones, H. D. Jones, J. Jones, R. M. Jordan. B. C. Jordan, C. Jordan, G. K. Jordan, K. E. Jorgensen, N. Jorgensen, P. A. Joseph, K. 460-74-8146 234-56-5240 263-98-0838 050-36-1889 581-78-4055 267-04-2628 433-90-9471 225-54-9476 213-28-0880 439-20-7345 36840-6617 41844-0428 438-56-2711 259-14-9241 46140-2384 576-56-7752 265-19-1108 053-36-1923 267-804781 436-60-9763 546-94-5033 420-054726 257-14-7701 423-74-9407 267-13-8570 471-14-5992 15342-9748 433-66-8203 Kare.W. Karmazlnas, J. A. Kazal, J. A. Kazlukewicz, F. R. Keenum, A. Keith, M. L. Kelley, J. D. Kelley, R. N. Kelly, G. Kems, W. J. Kemper, R. E. Kendall, G. D. Kennedy, R. V. Kenny, W. A. V Kent, H. F. Kent, P. T. Keough,J. 0. Keramidas, K. Ketchbaw, D. W. Khan, Y. A. KIght, J. E. Kilty, T. W. King, E. H. King, K. K. King, P. 0. King, W. R. KIngsley, J. D. KInsella, A. M. KInslow, J. R. Kirk, C. A. Knight, D. E. Knight, W. D. Knotts, B. 0., Jr. Knowles Knuckey, P. A. Knudsen, V. R. Kobllnskl.R.J. Kordlch, J. Koroke, T. L. Koseckl, E J. Kreye, N. J. Krogman, G. Krupp, J. 0. Kuchta, J. Kula8,T.A. Kulseth, R. A. Kumpula, 0. A. Kurllla,J. L. 522-544180 333-26-1309 131-22-1860 387-16-7495 254-32-9963 434-84-6394 028-344560 229-12-7300 546-50-6331 576-36-2439 534-26-7879 475-28-8849 018-14-0869 18042-5218 434-80-2158 12646-3772 274-14-6672 016-36-1917 37246-5794 375-62-1851 533-20-1043 384-34-7037 268-30-8517 561-68-8428 42646-9200 566-18-0094 57042-5970 218-26-3682 413-96-5371 233-09-1826 263-60-7491 56844-5173 421-60-0611 000-00-0000 220-66-5636 508-34-6960 . 458-82-8309 556-22-3544 079-20-8698 059-16-5149 47644-2325 274-144955 297-28-8493 486-18-6411 152-09-2944 471484650 376-26-0160 390-09-6729 Laboy, P. J. Lacaze, J. D. Lacaze, J. D. Lafleur, G. Lain, G. D. Laky, W. P. Lamtierth, M. N. Landron, M. Lane, T. K. Lang, G. Larose, J. Lasso, R. Lavole, M. Lawson, A. E., Jr. Lea, A. S. Leclair, L. W. Lecompte, T. M. Lederman, F. G. Lee,F.E. Lee, H. W. Lee, J. F. Lee, P. Lennon,J. M. Letourneau, D. Lewis, J. A. Lewis, J. H. Lewis, K. LImon, E. R. Lindberg, E. E, Jr. Linton, J. D. Livingston, J. G. Lobederlo, V. S. Lockamy, W. R. Lecke, C. D. Lockwood, R. L. Logan, W. Long, J. E. 078-32-9183 461-98-5712 461-98-5727 438-38-3623 462-024069 16544-3634 240-66-1658 216-12-9465 314-12-6163 060-284351 438-60-9947 140-14-5145 003-12-7029 039-12-8254 428-62-8651 335-32-9845 560-86-1713 070-10-6334 258-32-0975 575-124188 099-26-0213 423-64-7493 051-18-8947 086-18-9916 373-20-8159 232-74-8269 012-18-5120 466-72-6289 420-22-2618 10840-7255 467-86-9741 586-60-6115 227-164071 218-02-7576 263-024810 393-10-9918 232-22-7600 August, 1976 Lopez, A. Lopez, A. P. Loulourgas, E. D. Lowery, C. D. Luker, C. H. Lynch, K. Lynch, L. A. Lynch, P, Lyons, R. T. Maben, A. MacDonald, C. A. MacDonald, C. C. MacDonald, J. MacFadden, M. S. Mack, B. L. Mackin, P. J., Jr, Madden, J. P. Madry, H. N. Makila, E. S. Maiden, J. C. Maldonado, R. A. Maley,T. J. Maloney, J. M. Malue, E. P. Mansoor, S. A. Manuel, L. J. Manuel, R. Marcello, M. MarcuccI, O. Mardones, E. Markus, M. T. Marlow, J. E. Marr, R. E. Martinez, A. S. Martinez, C. A. Martinez, D. Martinez, F. V. Martinez, H. Martinez, J. Martinez, O. A. Martino, J. R. Marvin, R. S. Mason, D. P. Mason, M. L. Massaker, J. Mastrogiannis, M. A. Matheson, J. D., Jr. Matos, R. Matos, R. Mattingly, J. E. ' May, R. Mayorga, J. C. McCalmon, M. O. McClinton, J. I. McCormick, G. McCutcheon, R. McDonald, H. G. McDonald, J. H. McDougall, R. McFarland, L. McGlone, L. F. McGregor, K. C. McHale, M. McKee, J. McKeown, F. McKlnnon, W. F. McLaughlin, J. C. McNeese, K. McQuarrle, M. McRorie, H. Meacham, H. L. Medina, M. Meehan, V. L. Melanio, D. B. Melendez, J. Mena, P. Mendoza, A. C. Mendoza, J. Menkavitch, A. Merlllce, D. Merrifield, J. V. Merrls, M. R. Messina, M. W. Meyer, S. J. Meyers, J. W. Miller, F. 1. Miller, F. L. Miller, F.T. Miller, H. Miller, W. E. Miller, W. J, Miller, S., Jr. Miranda, W. Mirkovich, R. Mitchell, E. G. Mitchell, J. Mitchell, T. J. Mitchell, W. L. MIze, C. Mohsin, A. S. Mohsin, S. A. Moncrlef, J. L. Mondeci, V. I. Montgomery, P. R. Moore, A. E. Moore, A. L. Moore, B. L. Moore, C. C. Moore, C. M. Moore, R. E. Moore, R. T. Moore, W. Q. Moore, W., Jr. Morales, A. 053-16-8638 561-42-5507 017-42-2105 264-26-3084 439-92-4338 381-05-8413 278-20-0893 328-34-7446 384-14-9898 225-62-3180 133-26-0793 143-28-2754 397-34-0415 267-08-9213 420-66-1599 438-76-2216 150-22-9985 375-38-9220 101-22-0884 261-04-9877 582-56-8501 095-28-6048 545-60-0872 211-05-5591 562-78-9628 438-50-5055 434-48-5010 104-26-3054 060-44-6403 999-99-1471 475-46-9822 282-32-9925 426-01-5558 582-24-1308 437-54-0118 580-62-1395 086-24-1089 580-50-3417 127-24-7814 549-96-5678 583-07-4043 249-74-3110 725-14-2174 412-72-2398 193-32-1181 051-46-3730 420-18-5743 113-20-0183 115-32-3459 407-24-9412 036-14-7020 434-78-4783 384-34-7259 364-22-0783 124^-1883 058-22-4933 568-05-2182 246-07-0457 437-86-9812 467-76-0196 200-10-0372 487-38-4000 169-30-2895 532-14-1848 235-46-9501 017-28-7997 487-18-7147 449-94-0267 380-09-4173 241-38-2085 223-18-2641 434-90-7861 072-14-6189 552-92-3780 066-34-3619 062-24-1621 438-56-0580 066-26-6316 211-10-4855 124-44-6058 180-42-7763 132-44-4643 054-46-5883 294-50-2203 212-58-1499 392-03-2368 423-05-8006 294-34-8959 565-03-0276 257-10-3302 381-18-5346 433-66-7002 580-66-2672 473-46-6839 032-14-6472 308-36-1505 456-94-5169 239-30-6943 553-20-6860 125-40-3626 081-44-0729 456-90-9283 580-76-2092 553-24-4344 260-30-3676 186-12-0534 382-46-7723 409-56-0286 423-72-7694 227-68-5151 003-09-9171 421-20-1894 453-50-9253 103-34-4321 Morgan, J. Morgano, P. P. Money, C. W. Morris, C. C. Morris. H. Mortensen, O. J. Morton, E. Moss, R. D. Mosseir, C. Motahr, A. G. Mottram, R. P. Mougios, F. Moxon, J. L. Mrkva, J. H. Muentes, G. Mull, W. L. Mullin. D. A. Munroe, J. Murphy, T. M. Murray, G. S. Murshed, H. N. Musaid, A. A. Muscarella, C. Muse, P. Mussa, M. A. Myhre, S. B. 548-42-3948 360-12-8990 296-09-9738 228-94-6831 464-22-7411 559-76-3956 12S44-2949 424-76-1853 106-40-4826 369-56-7201 030-18-3356 265-76-2385 427-02-5166 379-12-4387 107-36-3588 386-01-0366 560-68-7686 264-15-8679 372-54^337 373-26-3482 072-34-2990 565-58-5549 498-07-9749 107-24-8672 091-32-3566 572-98-1708 Najl, M. M. Nash, W. Nay. R. R. Nelson, A. W. Nelson, J. Newton, L. L. Nichols, R. T., Jr. Nicholson, J. Nickell, M. L. Nickens, P. L. Noon, W. Norris, H. Novak, J. Nowak, J. Nuotio, M. K. 546-78-9292 115-01-6394 235-22-2879 453-50-8013 477-62-3809 224-88-7236 457-22-8521 407-16-7201 449-96-0854 228-80-2591 711-01-8132 465-76-6940 298-50-8548 398-50-8548 103-26-0662 Oakes, R. L. Oakley, F. L. Obad, N. A. Odell, B. M. Odonnell, D. N. Offerell, J. W. Ogeron Jr., C. H. Ogrady, T. J. Ohanneslan, M. Chare, J. J. Okeefe, A. Omaechevarria, R. Onufer, P. J. Orban, P. •Orlando, S. A. Orslnl, J. J. Ortiz, F. Ortiz, O. OsinskI, Z. W. Ottelin, 0. J. Oudeif, A. A. Owen, 0. L. Owen, J. J. 030-18-3598 366-44-4444 548-92-2961 220-60-8453 252-38-0957 417-64-6036 458-90-1294 Pacheco, R. Padilla, R. Palmer, R. J. Paminiano, J. R. Papageorglou, K. Parco, D. I. Parsons, F. E. Paster, E. A. Patino, G. Patterson, N. Paull, G. G. Payne, J. L. Pellettiere, L. S. Pennington Jr., W. Penny, W. B. Pereira, J. E. Perez, F. C. Perez, J. A. Perez, N. Perryman, C. Petermann, H. Phelps, W. D. Phillips, L. D. Phillips, L. F. Phillips, P. PInder, B. F. Pino, J. E. Pitt. W. Pittman, L. Pitts, M. Polnsette, P. H. Poirier, W. J. Poiisher, E. N. Poilte, N. G. Ponce, H. Post, F. Powe, J. A. Powers, A. H. Prater, R. Prats, N. Pressley, H. Presti, F. J. Price, V. Prindle, G. Pritchett, 0. W. Psomostlthes, M. Puglisi, J. A. 582-50-5846 123-20-6128 160-16-7220 570-62-2550 461-96-4807 564-20-9311 021-16-0439 300-44-2415 497-94-2115 459-66-1463 090-48-2354 382-20-4277 010-20-3840 571-54-5852 570-82-4108 286-10-0365 371-60-7971 215-64-9728 208-38-3053 261-22-6756 661-24-4541 556-26-1570 291-26-1145 380-34-1526 435-40-4190 372-44-4557 368-40-9705 452-54-4119 130-34-6328 407-28-6395 434-50-6042 073-42-3124 434-58-0767 581-01-0459 091-44-4292 438-56-5869 265-38-0614 235-84-2328 420-80-4688 457-86-4285 402-54-6864 218-07-1212 051-50-8698 228-62-4833 426-94-5987 362-22-0553 248-88-9857 369-38-2442 159-40-2211 251-86-3143 582-32-8063 281-01-3142 424-54-7187 288-26-1957 264-86-9354 123-26-8394 342-19-6987 393-16-5715 078-16-1396 160-38-5503 227-12-0836 551-86-7925 094-24-7409 Quemer, 0. W. Quesada, R. L. Quinones, G. 282-50-2860 130-22-2535 085-44-3096 Rabedew, N. J. Radloff, H. 0. Raines, 0. Rallo, S. J. Ramirez, E. M. Ramirez, T. 553-01-8409 393-07-5201 370-28-6585 437-44^317 580-90-8560 584-07-1596 Ramos, J. Ramsey, J. 0. Rankonen, K. A. Ransom, R. A. Raub, K. G. Rawlings, G. C. Reddle, W. Redfearn, L. Redfield, G. A. Rediker,F.J. Reeves, J. J. Reiley, M. S. Revels. W. Reyes, E. L. Reyes, F. Reyes, R. A. Reynolds, R. M. Richards, T. A. Richardson, D. A. Riddick, B.L. Rigett, J. B. Rinaldi, L. J. Ringuette, A. N. Rink, F. W. Rivera, L. Rivera, L. F. Roach, R. D. Robbins, R. H. Roberts, H. W. Roberts, J. E. Roberts, L. A. Robinson, J. Robinson, J. Robinson, J. Robinson, J. Robinson, J. A. Rockwell, L. W. Rodriguez, E. Rodriguez, F. Rodriguez, J. Rodriguez, J. E. Rodriguez, P. Bogers, P. R. Rogers, R. Rokka, O. A. Roma, R. Roman, L. A. Romano, M. Roper, A. W. Roque, P. Rosario, P. Ross Ross, W. F. Rubish, P. Rudder, W. B., Jr. Ruf, G. H. Rush,M. Russo, B. Rutherford, W. 0. 079-30-2640 226-18-9405 125-16-4710 417-68-0571 513-12-3451 242-74-9942 251-12-7351 495-32-8771 559-84-1013 113-38-1641 293-22-2704 467-92-8957 438-22-6438 547-38-6222 07144-1982 051-30-7467 231-74-0013 351-34-1487 490-60-3020 225-624322 423-74-5553 045-09-3462 032-22-9746 166-20-4749 580-84-8212 073-244017 -541-66-0107 449-24-1161 419-28-7222 266-60-1089 265-704020 134-24-7225 143-24-7225 251-22-8346 421-60-2982 417-24-9575 378-50-3471 09740-9818 120-22-7333 07140-2890 43444-0486 082-36-0399 457-14-0980 576-20-7032 218-26-8762 46446-7072 580424103 110-32-5937 228-34-5342 553-34-5990 128-28-2725 433-66-8063 227-68-1145 234-38-0323 387-50-2319 155-01-0430 218-58-7541 298-26-3141 236-32-3911 Sacht, M. J. Saeed, S. M. Sakeiiarides, N. G. Salazar, G. R. Salazar, R. M. Saieh, A. A. Saleh, S. A. Saieh, 8. A. Saleh, S. B. Sallm, A. Salvador, I. D. Sambula, P. L. Sanabria, O. R. Sandstrom, J. Sangkala, A. M. Santiago, F. A. Santiago, J. T. Saucier, R. E. Saunders, L. C. Schafnitt, T. D. Schroeder, B. M. Schwartz, B. Sconion, 0. T. Scott, T.B. Sego Seleskle, L. Selgado, A. Selleman, G. R. Sepulveda, P. Seymour, C. J. Sgagliardich, A. Shannon, J. M. Shaughnessy, P. Shaw, A. M. Shaw, 0. Shaw, R. B. Shek, S. Shingieton, J. A. Shorb, C., Jr. Sicillano, T. S. Siegel, M. D. Slejack.'E. Simmons, M. Simmons, T. B. Sims, E. D. 17548-8674 092-34-3328 21544-3226 06040-3479 46540-0216 121-32-0086 05046-8397 300-324304 279-54-3174 555-78-5894 547-30-1138 134-32-3617 436-824930 477-18-5569 096-34-1183 580-84-1186 128-01-7283 434-76-9235 437-80-9316 44844-0980 365-56-3335 129-12-1994 213-204887 24840-8910 260-20-2113 220-16-3400 437-86-9630 213-68-9632 066-26-5133 427-10-6843 09142-0930 06842-3766 067-164925 522-88-6187 092-14-9581 13842-7102 112-18-9131 236-66-3174 570-34-6994 276-16-9309 125-07-3973 216-56-9200 246-964556 227-38-1171 254-86-3680 SIvley, G. C. Skoglund, J. 0. Slingerland, R. T. Smart, F. Smith, A. Smith, A. 0. Smith, A. O. Smith, G. D. Smith, J. Smith, J. W. Smith, J. W. Smith, T. J. Smith, H. E., Jr. Smith, L. L., Jr. Snead, T. Snow, F. 0. Snyder, R. F. Soderblom, R. W. Sofia, D. R. Somers, J. H. Soper, M. Sorenson, 0. Soto, 0. R. Soto, T. R. Southard, R. Sovey, J. E. Sovich, M. Soyring, R. Spangler, C. Spangler, S. J. Spell, G. L. Spurgin, D. H. Stanford, T. J., Jr. Stayton, D. R. Stearman, B. E. Steen, H. J., Jr. Stephens, R. Steward, A. 0. Stewart, M. W. Stoenner, M. J. Stokes, J. F. Stone, B. W. Stone, W. R. Stonebraker, L. M. Strecok, J. Strickland, F. M. Stroman, W. Suarez, A. Sufi, A. W. Sullivan, D. J. Sullivan, J. A. Sung, M. F. Sutherland, J. P. Sutherland, R. Sutton, K. E. Sutton, W. L. Swafford, A. R. 42244-0473 329-14-8525 553-94-9562 465-564744 43842-0936 427-18-6170 427-18-6175 56848-3051 436-64-1849 019-14-3706 41844-1404 317-38-7272 215-60-7473 564-26-8358 265-28-0914 228-01-0855 121-14-9314 379-16-1367 39946-5087 056-20-3012 227-66-5393 701-10-3768 111-32-9435 098-284844 382-20-7418 293-26-9868 113-20-5171 391-64-8375 259-74-7855 450-78-5020 433-92-3725 359-36-2961 464-98-0109 334404763 354-24-8233 049-24-9779 556-07-2195 437-16-3624 463-92-1753 58548-7889 267-03-0768 565-86-1072 419-124026 218-224755 392-144129 568-07-0725 490-24-8820 581-66-6107 382-56-2338 534-36-0451 453-82-5568 546-60-2683 033-244997 437-724874 267-17-9726 424-24-7316 265-23-5966 Talley, 0. J. Tallman, R. J. Tankersley, K. W. Tanna, J. R. latum, W. A., Jr. Taylor, B. G. Taylor, F. A. Taylor, S. Taylor, T. C. Teele, B. W., Jr. Temple, P. S. Thatcher, C. D. Thayer, A. R. Thayer, G. W. Theodore, W. 1. Thomas, H. M. Thomas, T. J. Thommen, J. F. Thompson, J. V. Thompson, P. A. Thorndike, L. V. Thornton, J. Thorpe, 0. W. Thrasher, J., Jr. Tighe, A. G. Timmereck, B. Tinsley, E. Tippit, S. L. Tobey, V. V., Jr. Tobias, T. Tollett, L. H. Toomson, U. Toro, R., Jr. Torres, R. Trinidad, A. L. Trochi, L. J, Trotman, J. Trotter, L. R. Tul, J. A. Turner, V. F. Tyler, S. E. Tyson, J. E. 260-28-7492 116-28-6380 00748-2438 227-90-6033 266-124454 385-28-6662 282-03-6148 08442-9635 037-36-0522 267-31-1462 264-58-8594 151-50-5969 459-54-8849 152-18-8780 375-24-6517 274-16-8674 275-54-7638 216-16-3140 38744-8013 050-20-0781 265-76-6189 455-52-5028 295-22-2545 278-36-2546 391-14-3056 381-54-8320 56047-5408 460-04-0109 436-624536 094-24-7911 556-32-3905 119-22-2911 116-324734 095-264418 583-68-6501 390-16-1336 223-72-0334 533-50-9810 58146-8092 52546-5287 215-38-8998 225-58-2146 Uidera, M. D. Urriola, J. Ussin, 0., Sr. Utz.J. 548-224041 529-78-2252 43848-8872 216-24-2690 Valdes, E. Valladares, A. 0. VahBlarcom, J. R. Vance, W. J. Vartholomeos, A. Vasquez, A. R. Vaughan, D. R. Vaughn, F. E. 082-12-3119 436-94-3166 09442-6737 266-33-5649 102-34-5786 449-28-8330 410-80-5704 412-38-6200 Continued on Page 33 Page 29 �I' B New SIU Pensioners Bernard J. Krogman, 64, joined the SIU in the port of Detroit in 1960 sailing as an AB. Brother Krogman sailed 35 years. He was born in Ohio and is a resident of New York City. •<) Secundino Santorio, 65, joined the SIU in 1943 in the port of New York sailing as a bosun. Brother Santorio sailed 41 years, was on the picket line in the 1963 A & G strike and was on the Sea-Land shoregang in Port Elizabeth, N.J. in 1968. He was born in Spain and is a resident of Jersey City, N.J. Joseph Scaramutz, 56, joined the SIU in the port of Savannah in 1950 sailing as a fireman-watertender. Brother Scaramutz sailed 36 years and was a ship delegate. He was born in New York City and is a resident of New Orleans. Jesse T. Spivey, Jr., 68, joined the SIU in 1947 in the port of New Or­ leans sailing as a chief steward. Brother Spivey sailed 27 years and is a veteran of the U.S. Navy in World War II. He was born in Cussetta, Ga. and is a resident of Shreveport. La. DallasJC. Williams, 69, joined the SIU in the port of New Orleans in 1959 sailing as an oiler and deck en­ gineer. Brother Williams sailed 41 years. He was born in Wilson, La. and is a resident of New Orleans. James J. Adams, 59, joined the SIU in 1938 in the port of New Or­ leans sailing as a fireman-watertender. Brother Adams sailed 37 years. He was born in Louisiana and is a resident of New Orleans. Aristides Soriano, 62, joined the SIU in 1946 in the port of New York sailing in the steward department. Brother Soriano sailed 35 years. He was bom in Cuba wd is a resident of Kenner, La. Leo A. Rice, 65, joined the SIU in the port of Boston sailing as a bosun. Brother Rice sailed 42 years and was on the picket line in the 1961 Greater N.Y. Harbor strike and the 1962 Robin Line strike. He was born in Amherst, Nova Scotia, Canada and is a resident of Newark, N.J. * 4., Pane 30 Franklin F. Reid, Jr., 63, joined the SIU in 1943 in the port of Tampa sailing as a fireman-watertender and second assistant engineer. Brother Reid sailed 33 years and was a ship delegate. He was also a member of the old International Sailors Union and of District 2 Marine Engineers Beneficial Association. Bom in Jack­ sonville, he is a resident of Tampa. Alfred J. Hamm, 64, joined the SIU in the port of New York in 1959 sailing last as a fireman-watertender. Brother Hamm sailed 26 years, walked on the picket line in the Greater N.Y. Harbor strike of 1961, attended the SIU-MEBA Engineer­ ing Training School in 1971 and is a veteran of the U.S. Army in World War II. He was bom in Brooklyn, N.Y. and is a resident of Syracuse, N.Y. George W. McAlpine, 65, joined the SIU in 1943 in the port of New York sailing as bosun and last sailing as a chief electrician. Brother Mc­ Alpine sailed 33 years, walked the picket line in the 1962 Robin Line beef and attended a Piney Point Crews Conference. He was born in London, Ontario, Canada and is a resident of Andover, N.J. Julius Fekete, 72, joined the SIU in the port of New York in 1954 sail­ ing last as a fireman-watertender. Brother Fekete sailed 39 years and is a veteran Of the U.S. Army in World War I. He was bom in Hun­ gary and is a resident of the port of Philadelphia. Seafarers Welfare, Pension and Vacation Plans Cash Benefits Paid June 24-July 21, 1976 CCACABCDO WCICABB m AXI SEAFARERS WELFARE PLAN ELIGIBLES Death In Hospital Daily @ $1.00 In Hospital Daily @ $3.00 Hospital & Hospital Extras Surgical Sickness & Accident @ $8.00 Special Equipment ;.. Optical Supplemental Medicare Premiums ... ^. DEPENDENTS OF ELIGIBLES Hospital & Hospital Extras Doctors'Visits In Hospital Surgical Maternity Blood Transfusions Optical Number MONTH TO DATE Amount TOYEAR DATE MONTH TO DATE TOYEAR DATE 11 304 213 11 2 4,294 — 76 9 84 3,918 1,757 85 15 35,674 8 825 179 $ 36,482.50 $283,140.36 304.00 3,918.00 639.00 5,271.00 602.69 16,017.03 252.80 1,218.80 34,352.00 ' 285,392.00 — 2,285.29 2,357.13 24,555.28 1,327.90 9,606.30 414 69 134 10 6 77 2,719 551 747 115 12 734 118,421.48 2,982.31 22,472.66 4,200.00 376.50 2,265.00 761,871.48 22,449.93 119,392.58 40,600.00 748 50 20,966!34 179 78 17 " 2 5 — 2,083 1,152 690 89 46,000.00 34,752.56 5,962r24 2^960.00 3 20 5 12,438 15,906,30 285,493.30 199,230.06 31,926.29 16,868,00 10,133.99 630.79 4,398.76 1 156 00 90 068 70 2 65 451.00 23,451.73 8,041 2,535 1,492 12,068 62,338 14,999 9,283 86,620 PENSIONERS & DEPENDENTS Blood Transfusions gieciiU Equipment Dental Supplemental Medicare Premiums SCHOLARSHIP PROGRAM William H. Lewis, 61, joined the SIU in the port of New Orleans in 1958 sailing last as a fireman-water­ tender. Brother Lewis sailed 20 years. He was bom in Little Rock, Ark. and is a resident of Coving­ ton, La. Glen H. «Whltie" Whitehead, 69, joined the SIU in the port of Toledo sailing for 19 years as a firemanwatertender. Brother Whitehead sailed 30 years. He was born in Raber, Mich, and is a resident of Toledo, Ohio. Cmistantmo Antoniou, 62, joined the SIU in 1942 in the port of New York sailing as a bosun. Brother Antoniou sailed 33 years. He was born in Antwerp, Belgium and is a resident of Brooklyn, N.Y. Hospital & Hospital Extras Doctors'Visits & Other Medical Expenses .. Albert F. Knanff, 57, joined the SIU in 1948 in the port of Baltimore sailing last as a second cook. Brother Knauiff sailed 34 years. He was bom in Maryland and is a resident of League City, T«c. Marshall W. Townsend, 62, joined the SIU in 1944 in the port of New York sailing as a bosun. Brother Townsend sailed 38 years. He is a native of Wyoming, N.Y. and is a resident of Marysville, Wash. Carmelo Martinez, 65, joined the SIU in 1945 in the port of New York sailing in the steward department. Brother Martinez sailed 43 years and was on the picket line in the 1962 Robin Line strike. He was born in Puerto Rico and is a resident of Lindenhurst, L.I., N.Y. TOTALS Total Seafarers Welfare Plan Total Seafarers Pension Plan Total Seafarers Vacation Plan Total Seafarers Welfare, Pension & Vacation - 372.79 2,062.44 336,459.20 2,260,790.51 645,598.96 3,795,018.51 690.131.85 4,553,217.17 $1,672,190.01 $10,609,026.19 Seafarers Log �Foreign Countries Mean Business In Dealing With • Canada—Possession of narcotics (including marijuana) up to 7 years in jail at the discretion of the court. Up to life imprisonment, but not less than 7 Persons arrested on drug charges are years for importation of drugs into the not eligible for bail. country. • France — Possession, sentences vary, but are less than for trafficking. Minimum of 3 to 4 months pre-trail confinement. Trafficking, 1 to 5 years. Drug Violators Drug laws in the U.S. can be tough for sale or trafficking of large amounts of drugs, but for simple possession and use they're not so hard. Some states' laws for possession and use could even be considered lenient. However, this is by no means the case in foreign countries. It is important that a seaman, who would be visiting a lot of foreign coun­ tries, at least be aware of what these drug laws are, because if you get caught "over there" for possession or sale of even small aihounts of drugs, you could be staying "over there" for quite awhile. As a matter of fact, there are ap­ proximately 700 Americans in foreign jails right now for various drug offenses, and there's really very little anyone stateside can do for them but wait pa­ tiently for their return. Below are some of the drug laws in various countries that a Seafarer might visit: • Mexico—Possession, 2 to 9 years in jail plus fine. Trafficking, 3 to 10 years plus fine. Illegal import or export of drugs, 6 to 15 years plus fine. Per­ sons arrested on drug charge can expect a minimum of 6 to 12 months pre-trial confinement. • Greece—Possession, minimum of 2 years in jail. Trafficking, 5 to 20 years plus fine. • England—Possessions of heroin or LSD, 7 years or a fine of $1,000 or both.* Possession of codein or cannabis, 5 years in jail. • Germany — Possession, 3 years. Germany is expected to change this law making jail terms stiffer. ' • Japan—Sentences are based on the amount of drugs found. A recent case involved 600 grams of hashish and the person was sentenced to 2 years in jail. • Italy — Possession or attempted sale, 3 years. Trafficking, 3 to 8 years. • Turkey—^possession, 3 to 15 years. Trafficking, 10 years to Ufe. IPs no fun being stuck In a jafi cell, but even less fun if that jail cell is In a foreign country. Be smart! Don't use drugs. Warning to Seafarers Young and Old: Drug Possession Means Loss of Seaman's Papers If yon an coavkted of poanarioa of any fllcgal drag—herola, bai1>italatM, qpoed, LSD, or orm marijoaaa—die U.S. Coaal Gaaid wfll raroke yoar •famaa papen, widioiit appiMl, FOREVER. Tliat mcaas that yon low for the rat of your life tha right to make a by the wa. However, It doe«*t quite end then even If yon receive a raspended You may low your right to vote, your r^t to hold public office or to own a gun. You also may low the (^portunlty of ever becoming a doctor, dentist, certified public accountant, engineer, lawyer, architect, realtor, pharmacist, school teacher, or stockbroker. Yon may Jeopardize your right to bold a Job when you must be licensed or Ixmded and you may never be able to work for the dty, the county, or the Federal government. IPs a pretty to^ rap, but thaPs exacdy how It Is and you can't do anyddng about H. The convicted drug nwr leaves a black mark on his reputation for die rest of his life. However, drugs can not only destroy your right to a good llveUhood, It can destroy your life. Dn^ abM presents a wrions threat to both your physical and mental healdi, and the personal safety of thow around you. This Is especially true aboard ship when clear mfaids and quick reflexes an essential at aD tfanes for the wfe opentfcm of the veswl. Dont let drags destroy your natural right to a good, happy, productive Ufe. Stay drag free and stwr a clear couiw. Politics Is Porkehops Donate to SPAD FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Itiland Waters District makes specific provision for"safeguarding the membership s money and Union finances. The constitution requires a detailed audit by Certified Public Accoimtants every three months, which are to be submitted to the membership 'fie Secretary-Treasurer A quarterly finance committee of rank and file members, elected by '"7" examination each quarter of the finances of the Union and reports fully their findings recommendations. Members of this committee may make dissenting reports, specific recom­ mendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements^ All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures ments of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SiiiPPING RIGHTS. Your shipping rights and seniority are protected, exclusively by the contracts between the Union and the shipowners. Get to.know your shipping rights. C opies these contracts are posted and available in all Union halls. H you fee there has been aiiy violation of your shipping or seniority rights as contained in the contracts between the Unioii and the shipowners, notify the Seafarers Appeals Board by certified mail, return receipt requested. The proper address for this is; Frank Droiak, Chairman, Seafarere Appeals Board 275 • 2OU1 Street, Brooklyn, N. Y. 1I2I5 Full copies of contracts as referred to are available to you at all times, eithisr by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts soecifv the wanes and conditions under which you work and live aboard ship, know your cS^Tract righu at S afv^u obligations, such as filing for OT on the proper sheets and in the proJerS"^ If.' at any time, any SIU patrolrnan or other Lnion o^ fails to protect your contract rights properly, contact the nearest SIU port agent. August, 1976 ' N' EDITORIAL POLICY—SEAFARERS LOG. The LOR has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September. 1960. meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the I-.xeculive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAV.MENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circumstances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplving a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to headquarters. CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its contents. Any time you feel any member or officer is attempting to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. EQUAL RIGHTS. All Seafarers are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no Seafarer may be discriminated against because of race, creed, color, sex and national or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify headquarters. SEAFARERS POLITICAL ACTIVITY DONATION — SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including but not limited to furthering the political, social and economic interests of Seafarer seamen, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contribution may be solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as a condition of member­ ship in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD by certified mail within .'^O days of the contribution for investigation and appropriate action and refund, if involuntary. Support SPAD to protect and further your economic, political and social interests, American trade union concepts and Seafarer seamen. If al any time a Seafarer fecK tfiat luiy of the above rights have been violated, or that be has been denied his constitutional right of access to Union records or information, he should immediately notify SIU President Paul Hall at headquarters by certified mail, return receipt requested. Page 31 �• New Tanker Zapata Ranger Is Manned by the SiU Another new, modern tanker to join the SlU-contracted fleet, the SS Zapata Ranger (Zapata Bulk), was crewed by Seafarers on July 23 out of the port of Wilmington joining her sistership the Zapata Patriot, which was crewed by the SIU late in March. These 35,000 dwt tankers will be joined by two more sisterships, the SS Zapata Rover and the SS Zapata Cour­ ier later this year. They will provide many more jobs and job security for the SIU membership. The 711-foot long technologicallyadvanced vessels were built at the Todd Shipyards in San Pedro, Calif, for ap­ proximately $16-million each. The ships have a beam of 84 feet, a draft of 34 feet, 5 inches, a brake hp'of 14,000 and a cruising speed of 16.5 knots. With this newest addition to the SIU fleet representing the latest in shipbuild­ ing technology and comfort for the Sea­ farer crew, the SIU continues to con­ tract for more ships with their resultant jobs for our members. With the help and support of the full membership of the Union, we will con­ tinue to expand our fleet insuring job security for all in the future. On the deck of the new tanker Zapata Ranger, the SIU crew poses for a quick photo with SIU representative Pat Marinelli, standing left. The SIU crew kneeling from the left, are Seafarers John Young, Recertified Bosun Tad Chilinski, Oswaldo irizarry, Raleigh Minix, Louis Vidal and Bob Ladd. Standing left to right are: Pat Marinelli, Edwin Hermanso, Elmer Moran, James McBride, David Wilson, Leonard Viies, Kirk Piper, Thomas Pearce, Stanley Krieg and Marvin Kramer. .'fi ) •i SIU representative Pat Marinelli holds shipboard meeting with the crew before the Zapata Ranger sailed on her maiden voyage. In the ultra modern galley of the Zapata Ranger with SIU rep Pat Marinelli are left to right, Steward Utility Leonard Viies, Asst. Cook Oswaldo Irizarry, Stew­ ard Cook John Young and Cook and Baker Louis Vidai. :^ f • I At the central control console is QMED Raleigh Minix, left, and Second Assistant Engineer Tom Golias. Able-seaman Edwin Hermanso checks out wheelhouse of the new tanker Zapata Ranger. Piw32 SM%erilQg .4 wj -t /,9. .i i :J ;4- •>: . -/i .r: ••e.i.r.xtf.i;..: �Lundeberg Crad Returns To Get H. S. Diploma Kirn\l/«»11 graduated orQ/-liinf ^.4 Seafarer Robert Birdwell from the Lundeberg School in. 1974 as a trainee. He has now returned and has recently earned his high school equiv­ alency diploma through the school's GED Program. Brother Birdwell is 18-years-old and ships from New Orleans. He has been a Seafarer for two years and dropped out of high school in the 9th grade. He learned of the GED Program when he was a trainee at the school and decided to return to HLSS to get his high school diploma because at the school he could "get a living and set his goals". Seafarer Birdwell believes that the "teachers teach well" and that at HLSS one can work at their own speed". He attributes his success in the program to "a lot of individualized help". Brother Birdwell feels that is "good for Sea­ farers to get their GED diploma be­ cause in later years it will be necessary", and he recommends the program to fel­ low Seafarers. • Seafarer Robert Birdwell, 18, gets some individual help from English teacher Kathy Brody. Hall Urges 4-Point Plan to Boost Maritime Continued from Page 3 an active fleet ready and able to re­ spond to any defense emergency, it also enables the Navy to concentrate its scarce funds on combat-type vessels and operations." Hall also stated that the growth and strength of the American merchant ma­ rine—and its viability in times of na­ tional emergency—depends on a na­ tional cargo policy, and the support and cooperation of America's shippers. He said: "Above all else, the United States must establish a national cargo policy ... to guarantee that a defense and commercial transport capability is available at all times." He said this policy should also in­ clude bilateral trade agreements pro­ viding for the sharing of cargoes be­ tween the United States and its trading partners. "From an economic stand­ point," he said, "the best interests of our nation demand that United States flag participation in the dry bulk and all other trades be substantially in­ creased." Hall also noted that the new ships envisioned in the Merchant Marine Act of 1970 would not become a reality un­ less the operator is assured of cargo and, he said, unless American ships are built and operated, none of the many associated economic benefits will de­ velop. He said: "Enacting legislation such as the 1970 Act to fashion all sorts of support programs, and conducting conferences and seminars on all kinds of maritime topics, are meaningless without a com­ mitment from the nation's major in­ dustries to use United States flag ships." Hall again called on the nation's lead­ ing corporations "to reinvest in Amer­ ica by using the United States merchant fleet." Should Have M.M. CoGfdinatGr He said, however, that the most im­ portant step that must be taken is to establish a national maritime coordina­ tor to coordinate all United States mari­ time programs and policies, and, he stressed, this office should be estab­ lished at the White House level so that the President will have a.full under­ standing of the scope of the merchant marine as it affects our national security and our economy. The coordinator, he said, "would among other things, have responsibility for introducing maritime alternatives in all applicable policy discussions con­ cerning national interest and national security, and for developing the mer­ chant marine to compete in world commerce." Wrapping up his testimony. Hall pre­ dicted that despite some reversals, the merchant marine will fare better in the future. He said that it was his feeling that the Congress and the general pub­ lic are more aware today of the nation's maritime requirements. "What it all boils down to," Hall said, "is not just jobs and business, but Farmworkers Set for Elections ing which they are looking forward to Continued from Page 2 even more victories. A ruling by the Therefore, the Log was informed that California Supreme Court granting the grape boycott continues, and is en­ iarjn union organizers access to workdorsed by the AFL-CIO. . ers in the field will be^a great help. A spokesman for the United Farm When the certification elections first be­ Workers said they hoped this new ap­ gan in September and October of 1975, propriation for the California Labor only the Teamsters bad free access to Relations Board would last a year, dur­ the fields. Continued from Page 29 Vega, G. Venezia, F. S. Verret, A. R. Vest, B. R. VIeIra, J. Vllarjova, A. VIntro, M. L, VIstakis, G. VonHolden, J. R. Vullo, F. C. 360-46-4152 436-76-0638 433-06-1371 . 235-76-4985 054-22-3985 176-20-0693 550-02-1571 529-26-7740 439-24-3914 064-42-6791 Wachowski, A. T. Wade, R. F. Wagner, R. T. Waiters, R. A. Walker, L, Jr. 394-26-6899 385-05-6315 575-03-9513 422-72-4189 433-64-3610 August, 1976' : Waller, J. A. Walters, R.T. Walton, E. B. Ward, J. P. Warner, E. L. Washington, F. L. Waters, E. E. Waters, R. R. Watkins, R. L. Watson, G. H. Watsbn,W. D. . Watters, G. M. Webber, H. Weeks, A. B. Weinert, T. L. Welch, J. E. Welch, M. Welch^R. D. 258-34-4820 Weld, B- E. 264-26-7130 463-44-9904 ' • Welsh, H.R, Werda, J. 336-12-3171 Werda, J. R. 464-76-4375 433-64-3801 Werselowich, J. A. Westbrook, A. L., Sr. 722-14-9398 264-20-0851 Westbrook, A. L., Sr. 425-44-6443 Westerback, K. G. 455-18-2961 Wetch, M. R. 461-28-5572 Wheat, R. R. 367-30-5921 Wheeler, J. M. 284-22-7104 Wheeler, J. M. ' 267-26-2001 White, T. J. 546-50-4897 White, W. 028-16-8846 • Wicklander, R. E. 254-30-7019 Wicks, P. • ' • Port a necessity as a way of life in this country." More than 30 witnesses testified in the hearings since their beginning last year. Rep. Thomas Downing (D-VA), committee chairman, called this session of hearings "the most comprehensive look at the American maritime industry since the Merchant Marine Act of 1936.' A report on the hearings—^with sub­ sequent recommendations—will be is­ sued by the Committee in the fall. New York ... Philadelphia .. .. Sept. 7 ... ... 2:30 p.m. ... 2:30 p.m. Baltimore .... ... 9:30 a.m. Norfolk Jacksonville .. .. Sept. 9 ... ... 2:00 p.m. Detroit :. .. Sept. 10 ... ... 2:30 p.m. Sept. 13 . .. ... 2:30 p.m. Houston New Orleans ..;. Sept. 14 ... ... 2:30 p.m. .. Sept. 15 ... ... 2:30 p.m. Mobile San Francisco . .. Sept. 16 ... ... 2:30p.m. Wilmington .. .. Sept. 20 ... . . Sept. 24 ... ... 2:30 p.m. Seattle Piney Point ... . Sept. 11... . . .10:30 a.m; .. Sept. 9 ... San Juan f^nliimhii^ . - - - ,. . Sept. 18 ... .. Sept. 14 ... Chicago Pert Arthur . ..,. Sept. 14 . ,. Sept. 15 ... Buffalo St. Louis ,. Sept. 16 ... Cleveland' Sept. 13 .:. Jersey City 464-94-7857 •Widgeon, J. K. 018-46-7591 Will, H. C. 434-20-6350 Williams, L. D. 363-36-4691 Williams, O. C. 370-36-4223 Wiiiiams, R. 192-22-1242 Williarnson, D. J. 456-30-4035 Wilson, J. W. 536-30-4035 Wilson, M. 552-34-9254 Wolverton, F. D. 463-04-4793 Wood, R. D. 068-40-4354 Woodard, C. D. 139-38-6168 Woodard, F. R. 139-50-6940 Wooster, R. 010-22-7991 Word, S. H. 151-J20-0948 Wright, J. D. 468-14-0186 123-20-0185 . Yafai, K. S. • UIW IBU Deep Sea Date ... 5:00 p.m. ..... 5:00 p.m. ..... 5:00 p.m. .. ... 5:00 p.m. .. • • • .. • • • ... 5:00 p.m. ..... 5:00 p.m. ..... 5:00 p.m. ..... 5:00 p.m. .. • • • ••• .. • • • ' .....10:30 a.m. •• • .. .. .. .. 7:00 p.m. 7:00 p.m. 7:00 p.m. 7:00 p.m. .. 7:00 p.m. 1:00 p.m. ... ... ..'. • • ... ... .,. 5:00 p.m. 5:00 p.m. 5:00 p.m. 5:00 p.m. 5:00 p.m. 5:00 p.m. 231-86-3436 Yafaie, J. A. 094-14-6830 Yahari; S. A^ 546-74-7291 Yamazaki, M. 428-50-2176 Yates, E. H. 540-62-6078 Yates, J. 092-18-5402 Yazidi, A. H. 420-58-4095 Yearsin, W. 250-14-8959 You, C. S. 413-84-0370 " Young, A. 539-48-3275 Young, R. J. 450-90-5077 266-18-1472 Zavadcsoni S. 455-08-2451 Zawada, M. 419-03-4720 Zawkari, H. E. 556-16-5358 Zeloy, J. Zoldos, L. A. 126-46-0314 Ziiniga, J. . 125-40-4512 557-80-0158 217-56-7731 424-28-6469 • 295-16-8168 557-80-0159 296-30-9128 127-24-7073 454-20-8923 269-20-4009 086.16-6402 135-24-1489 290-32-4974 417-28-1573 346-58-1582 461-28-2666 Page 33 �DISPATCHERS REPORT TOTAL REGISTERED All Groups Class A Class 8 Class C JULY 1-31, 1976 SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Frank Drozak VICE PRESIDENTS Earl Shepard Lindsay Williams Cal Tanner Paul Drozak HEADQUARTERS 6754A¥C^Bkl3nhll232 (212)HY9-M00 ALPENA, Mich. 800 N. 2 Are. 49707 (517) EL 4.3616 BALTIMORE, Md. 1214 E. BaUfanore St. 21202 (301) EA 7-4900 BOSTON, Mass. 215 Essex St. 02111 («17) 482-4714 BUFFALO, N.Y.... .290 FrankUii St. 14202 (714) TL 3-9259 CHICAGO, IIL. .9383 S. Ewii« Axe. 40417 (312) SA 1-0733 CLEVELAND, Ohio 1290 Old River Rd. 44113 (214) MA 1-5450 DETROIT, Mich. 10225 W. Jeffenon Ave. 48218 (313) VI3-4741 DULUTH, Mina. 2014 W. 3 St. 55804 (218) RA 2-4110 FRANKFORT, Mkh P.O. Box D 415 Main St. 49435 (414)352-4441 HOUSTON, Tex. 5804 Canal St 77011 (713) WA 8-3207 JACKSONVILLE, Fla. 3315 Liberty St 32204 (904) 353-0987 JERSEY CITY, NJ. 99 MontKomeiy St. 07302 (201) HE 5-9424 MOBILE, Ala. IS. Lawrence St 34402 (205) HE 2-1754 NEW ORLEANS, La. 430 Jackson Ave. 70130 (504)529-7544 NORFOLK, Va. .115 3 St 23510 (804) 422-1892 PADUCAH, Ky. 225 S. 7 St 42001 (502)443-2493 PHILADELPHIA, Pa.. .2404 S. 4 St 19148 ^ (215) DE 4-3818 PINEY POINT, Md. St. Mary's County 20474 (301)994-0010 PORT ARTHUR, Tex 534 9 Ave. 77440 (713)983-1479 SAN FRANCISCO, Calif. 1311 Mission St 94103 (415)424-4793 SANTURCE, P. R. 1313 Fernandez Juncos, Stop 20 00909 (809)724-2848 SEATTLE, Wash 2505 1 Ave. 98121 (204) MA 3-4334 ST. LOUIS, Mo.. .4581 Gravois Ave. 43114 (314)752-4500 TAMPA, Fb..2410 W. Kennedy Blvd. 33409 (813)870-1401 TOLEDO, Ohio 935 Snnunit St 43404 (419)248-3491 WILMINGTON, CaUf. 510 N. Broad St 90744 (213)549-4000 YOKOiHAMA, Japan .PX). Box 429 Yokohama Port P.O. 5-4 Nihon (Hidori Naka-Kn 231-91 201-7935 TmrniT Shipping picked up considerably last month as more than 1,800 Seafiarers found jobs through the Union's network of hiring halls. That's 300 more jobs shipped in July as compared to June and 500 more jobs than May. Shipping is expected to remain good at all ports for the foreseeable future. Boston New York ...... Philadelphia ... Baltimore Norfolk Tampa Mobile New Orleans ... Jacksonville San Francisco .* Wilmington .... Seattle Puerto Rico Houston Piney Point . .\ . Yokoharna Totals Deep Sea Great Lakes Alpena Buffalo Cleveland Detroit Duluth Frankfort Chicago Totals Great Lakes Totals Deep Sea & Great Lakes 5 123 12 38 11 5 19 83 27 35 . 13 48 5 75 0 2 501 1 12 1 4 2 0 1 10 0 2 2 3 3 3 0 0 44 9 3 4 13 8 5 5 47 548 1 2 5 5 0 0 2 15 59 0 1 0 0 4 3 104 7 23 7 3 23 77 24 25 12 43 8 67 0 1 426 4 32 3 11 5 0 8 38 5 0 5 12 4 22 5 2 157 0 0 0 2 1 0 0 0 0 0 0 0 0 2 0 0 5 16 156 22 55 24 9 40 130 55 65 20 71 15 165 0 7 850 3 5 3 5 5 0 2 14 4 3 3 4 1 8 0 1 61 0 4 0 1 0 0 0 0 0 0 0 00 0 0 0 5 0 0 0 1 2 2 0 5 9 19 5 5 29 20 11 8 97 523 19 4 9 12 6 6 2 58 215 0 0 0 1 0 14 0 15 20 5 0 4 9 1 0 4 23 873 2 0 5 0 0 0 2 9 70 0 0 0 2 3 0 0 5 10 0 1 0 1 1 0 0 0 0 0 0 c ENGINE DEPARTMENT Port Boston New York Philadelphia ... Baltimore Norfolk Tampa Mobile New Orleans ... Jacksonville San Francisco .. Wilmington Seattle Puerto Rico .... Houston Piney Point Yokohama Totals Deep Sea Great Lakes — Alpena Buffalo Cleveland Detroit Duluth Frankfort •I Chicago Totals Great Lakes :i Totals Deep Sea & Great Lakes, Port Boston ;...New York Philadelphia > Baltimore Norfolk ..J Tampa Mobile New Orleans '. Jacksonville .' San Francisco Wiimington Seattle Puerto Rico Houston Piney Point . Yokohama Totals Deep Sea Great Lakes Alpena Buffalo Cleveland Detroit Duluth Frankfort Chicago Totals Great Lakes Totals Deep Sea & Great Lakes 3 98 9 26 14 4 16 69 . 15 25 12 38 12 66 0 2 409 2 26 4 5 2 1 5 7 3 10 2 6 1 3 0 1 78 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 4 87 5 20 2 0 20 63 12 24 7 41 7 52 0 5 349 2 37 7 5 5 1 5 13 5 8 3 14 1 16 4 0 126 0 2 0 0 0 0 0 0 0 0 2 0 0 0 0 0 5 3 104 16 39 37 7 27 106 28 51 18 41 13 115 0 2 607 2 27 5 10 4 3 6 19 5 11 8 12 2 15 0 2 131 0 2 0 0 1 0 0 0 0 0 0 0 0 0 0 0 3 1 2 4 13 7 2 2 32 441 1 0 3 4 0 1 0 9 87 0 1 0 0 3 1 1 6 7. 17 5 6 23 7 3 3 64 413 13 0 2 7 6 2 0 30 156 0 0 0 0 0 1 0 1 6 2 0 1 5 3 2 3 16 623 3 0 2 1 1 1 0 8 139 0 2 0 3 6 0 3 14 17 0 56 3 12 4 2 8 33 13 10 7 18 3 29 0 0 189 0 4 0 1 1 0 1 2 0 1 2 0 0 2 4 2 20 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 2 57 3 22 1 0 15 42 18 10 6 22 8 34 1 1 252 3 55 9 21 14 3 19 67 19 43 10 19 8 67 0 0 357 0 1 0 1 2 1 1 1 0 2 2 1 1 4 0 2 19 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 2 1 1 0 5 194 0 0 0 0 0 0 0 0 20 0 0 0 0 0 0 0 0 1 9 2 2 14 6 12 1 46 298 0 0 0 2 0 1 0 3 360 0 0 0 0 0 0 0 0 19 0 0 0 1 0 0 0 1 2 3 52 4 21 2 4 7 27 15 18 2 26 6 32 0 0 219 3 99 12 24 14 1 54 19 18 7 37 13 46 24 2 383 5 106 23 33 27 4 18 83 42 30 8 38 18 85 0 4 524 4 41 0 4 0 0 0 0 0 1 1 0 2 1 0 0 54 5 5 2 23 8 14 2 59 278 1,318 141 1,459 10 2 4 10 6 10 0 42 425 525 66 591 8 1 5 3 1 5 0 23 547 735 40 775 7 10 0 28 13 2 •8 68 122 63 88 151 STEWARD DEPARTMENT '.. Port Boston ............................. New York Philadelphia Baltimore Norfolk Tampa Mobile ............................ New Orleans Jacksonville San Francisco Wilmington Seattle .................a; REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT Port PRESIDENT Paul Hall TOTAL SHIPPED All Groups Class A Class B Class C ..•..« Puerto Rico Houston Piney Point Yokohama Totals Deep Sea Great Lakes • Alpena Buffalo Cleveland Detroit ............................ Duluth Frankfort ; Chicago Totals Great Lakes Totals Deep Sea & Great Lakes Totals All Depts. Deep Sea Totals All Depts. Great Lakes Totals All Depts. Deep Sea & Great Lakes 3 0 41 0 0 4 4 1 2 1 0 1 6 0 0 27 0 2 ^ 12 0 3 0 20 0 3 0 22 0 18 ' 0 0 0 168 3 3 0 0 1 0 3 0 7 175 0 0 0 0 0 0 0 0 3 ENTRY DEPARTMENT 10 1,027 207 1,234 451 95 546 13 16 29 Seafarers Log Page 34 'y..' M �SIU pensioner George C. Gierczic, 64, died on June 6. Brother Gierczic joined the Union in 1941 in the port of New York sailing as a bosun. He sailed 35 years. Seafarer Gier­ czic was born in Superior, Wise, and was a resident of Washburn, Wise. Sur­ viving ar^ his mother, Veronica of Washburrt and two sisters, Mrs. Bar­ bara Bellart of Milwaukee, Wise, and Mrs. Clem (Florence) Bratkowski of Chicago, 111. IBU pensioner Henry "Harry" Glassco, 67, died of injuries when he was hit by a truck in New Orleans on Mar. 18. if Brother Glassco joined the Union in the port of New Or­ leans in 1956 sailing as a tugboat deck­ hand for 23 years. He was born in Fullerton, La. and was a resident of New Orleans. Seafarer Glassco was a veteran of the U.S. Navy in World War II. Interment was in Greenwood Ceme­ tery, New Orleans. Surviving are his widow, Patricia; a son, Ernie and two sisters, Mrs. Geraldine Vela of Olga, La. and Mrs. N. La France of Boothville. La. IBU pensioner Daniel R. Hulsaver, 78, succumbed to uremia, in North Hudson Hospital, Weehawken, N.J. Brother Hulsaver joined the Union in ^ - thepcrtof New York in 1960 sailing as a floatman and mate for the N.Y. Central Railroad aboard the SS Shore Farce from 1913 to 1963. He was born in New York and was a resi­ dent of West New York, N.J. Interment was in Weehawken Cemetery, North Bergen, N.J. Surviving are his widow, Alice; a daughter, Mrs. Muriel O'Con­ nor, and a son-in-law, William O'Con­ nor, both of Guttenberg, N.J. SIU pensioner Oswald Seppet, 68, died of a heart at­ tack in the Long Greein Nursing Home, Baltimore, on Apr. 18. Brother Seppet joined the Union in 1942 in the port of New York sailing as an AB. He sailed 44 years. A native of Estonia, he was a resident of Baltimore. Seafarer Seppet was a U.S. naturalized citizen. Burial was in Oak Lawn Cemetery, Bal­ timore County. . Robert M. Boothe, 64, died on May 21. Brother Boothe join­ ed the IBU in the port of Norfolk in 1972 sailing as an AB for the Allied V Towing Co. from _ 1968 to 1972 and for the U. S. Line in 1967. He was born in Youngstown, Ohio and was a resident of Norfolk. Surviving is his widow, Celia. August, 1976 Emery Gibbs, 40, died in Oak Knoll Hospital, Oakland, Calif, on May 26. V ."V Brother Gibbs joined the SIU in 1969 in the port of New York sailing as a chief steward and was a Piney Point upgrader in 1969. He sailed 10 years. Seafarer Gibbs was a mess sergeant veteran of the post-World War II U.S. Army. Born in St. Thomas, V.I., he was a resident of the Bronx, New York City. Surviving is his widow, Cynthia. SIU pensioner Lawrence P. Hogan, 79, died in Methodist Hospital, Brooklyn, N.Y. on May 29. Brother Hogan joined the Union in 1941 in the port of New York sailing as a deck engineer and bridgeman for the American Coal Co. in 1957. He sailed 41 years, attended the Piney Point Pen­ sioners Conference No. 1 in 1970, was on the picket line in the 1962 Robin Line beef and was on the Murmansk run to Russia aboard the SS Beaure­ gard (Waterman) for 343 days from May 1, 1942 to Apr. 8, 1943. Seafarer Hogan was also a veteran of the U.S. Navy in World War II. Burial was in St. John's Cemetery, Brooklyn. Sur­ viving is his widow, Ada. IBU pensioner Charles M. Addison, 64, died on June 10. Brother Addison joined the SlU-affiliated Union in the port of Norfolk in 1960 sailing as a captain for the Mc­ Allister Brothers Towing Co. from 1961 to 1973 and for the Wood Tow­ ing Co. before that. Born in Surry, Va., he was a resident there at the time of his death. Surviving is his widow, Beulah and a brother, C. Herbert Addison of Surry. Maurice N. "Whitey" Gendron, 49, died of lung cancer on Apr. 15. Brother Gendron joined the SIU in 1945 in the port of Boston sail­ ing last as a bosun. He sailed 31 years. Born in New York, he was a resident of Manchester, N. H. Burial was in Mount Calvary Cemetery, Manchester. Surviving are his widow. Alma; a son, Ronald, who upgraded at the HLSS from 1966 to 1967, and two daughters, Judith and Debra. SIU pensioner Arthur Graf, 65, died on Mar. 10. Brother Graf joined the Union in 1942 in the port of New York sailing in the stew­ ard department. He walked the picket line in the 1961 Greater N.Y. Harbor strike and attended SIU Pensioners Conference No. 7 in 1970. Seafarer Graf was born in New Jersey and was a resident of North Bergen, N.J. Sur­ viving is his widow, Nancy. Joe C. Revill, 62, died of brain dam­ age in Metaire, La. on Apr. 19. Brother RevUl joined the SIU in the port of New Orleans in 1955 sailing as a fireman-watertender. He sailed 28 years and was also an aircraft test mechanic. Bom in Brantly, Ala., he was a resident of Me­ taire. Cremation took place in the St. John's Crematorium, New Orleans. Surviving are his widow, Helen and a sister, Mrs. Mary E. Tarkington of Bagdad, Fla. Ernest E. Swain, 65, died of natural causes in Rockland, Tex. on Apr. 10. Brother Swain joined the SlU-affiliated IBU in Port Arthur, Tex. in 1968 sail­ ing for Gulf Canal Lines. He was a veteran of the U.S. Armed Forces in World War II. Born in Louisiana, he was a resident of Rockland. Burial was in Colmesneil Cemetery, Rockland. Surviving is his widow, Jimmie Jo. August A. "Gus" Wolf, 81, suc­ cumbed to a heart attack in the Manhat­ tan Manor Nursing Home, Buffalo, N.Y. on Feb. 1. Brother Wolf joined the SlU-affiiliated IBU in the port of Detroit in 1961 sailing as a tugboat fireman-watertender. He was born in New York and was a resident of Amherst, N.Y. Internment was in Ridgelawn Cemetery, Buffalo. Surviving is his son, Robert of Eggertville, N.Y. Jobn A. Dunne, 50, died aboard the SS Robert Toombs (Waterman) on May 17. Brother Dunne joined the SIU in the port of Seattle in 1957 sailing as a bosun. He sailed 33 years and was a veteran of the U.S. Navy in World War II. Bom in Louisiana, he was a resident of Lafayette, La. Surviving are two daughters, Linda and Eileen and two sisters, Mrs. Odile Bianchini of New Orleans and Mrs. Leona D. Gotheraux of Lafayette. James Griffin died on Apr. 28. Bro­ ther Griffin sailed with the IBU for the George Whiteman Towing Co. of New Orleans in 1975. IBU pensioner Jacob Medford Hall, 79, died of a hemorrhage in the North Amndel Hospital, Glen Bumie, Md. on Apr. 23. Brother Hall joined the union in the port of Baltimore in 1957 sailing as a captain for the Bay Towing Co. He was bom in Frenchtown, Md. and was a resident of Baltimore. Burial was in Loudon Park Cemetery, Baltimore. Surviving are his widow, Eva and a nephew, Robert Link of Glen Bumie. Bobby G. Hickman died on May 12. Brother Hickman joined the SlU-affiliated IBU in Mobile and sailed for Dixie Carriers this year. Alfred E. Kaustinen, 74, died of a heart attack in Doctors Hospital, Lake Worth, Fla. on Feb. 7. Brother Kaus­ tinen joined the SlU-affiliated IBU in the port of Detroit in 1960 sailing in the steward department. He was bom in Finland and was a resident of Lake Worth. Cremation took place in the Necron Crematorium, West Palm Beach, Ra. Surviving is his widow, Esther. Emile B. Bour­ geois HI, 27, died on Apr. 23. Brother Bourgeois joined the SIU in the port of New Orleans in 1968 sailing as a wiper. He attended the HLSS in the ports of New Orleans and New York. Bom in Bay St. Louis, Miss., he was a resident Gretna, La. Surviving is his father, Bernard of Waveland, Miss. Alva R. Bailey, 55, died on May 10. Brother Bailey joined the SIU in the port of Mobile in 1967 sailing as a cook. He sailed . 29 years and was a veteran of the U.S. Navy in World War II. Bom in Georgia, he was a resident of Pritchard, Ala. Surviving are his widow, Mary and his mother, Ethel Mae of Griffin, Ga. Ahmed Z. Amer, 43, died on Aug. 30, 1974. Brother Amer joined the SlU-affiliated IBU in the port of De­ troit in 1971 sailing in the steward de­ partment. Brother Amer sailed 15 years. He was bom in Yemen and was a resident of Dearbom, Mich. Surviving is a brother, Soleh Amer Zaid of Dearbom. Ronald V. Brown­ ing, 38, died from a hemorrhage in Doctors Hospital, Mobile on Mar. 18. Brother Browning joined the SIU in the port of Mobile in 1966 sailing as an AB. He sailed 12 years and attended the Andrew Furuseth Training School in New Orleans in 1964. Seafarer Brown­ ing was a veteran of the post-World War II U.S. Air Force. Burial was in Mobile Memorial Gardens Cemetery. Surviving are his widow, Annie Laurie and his mother, Mrs. Daniel Browning of Mobile. Thomas H. McFariin, 50, died on Apr. 28. Brother McFariin joined the SIU in 1947 in the port of Port Arthur, Tex. sailing as a wiper. He was bom in Upson County, Ga. and was a resident of Mims, Fla. Surviving is his widow, Bemice. John H. Burg died on Apr. 3. He joined the SlU-affiliated IBU in 1966. Brother Burg also sailed during World War II. Surviving is a sister, Mrs. Kathryn B. Feldheimer of Sewickley, Pa. George W. Paige, Jr. was drowned trying to secure a barge on Apr. 26. Brother Paige joined the IBU in the port of New Orleans sailing for the Radcliff Materials Co. from 1975 to 1976. Boatman Paige also worked on the New Orleans Yard crew. He was a resident of New Orleans. Page 35 �' ii A ' st '45 SEA-LAND ECONOMY (Sea-Land Service), June 27—Chairman, Recerti­ fied Bosun F. H. Johnson; Secretary L. Nicholas; Educational Director W. E. Fitzgerald; Deck Delegate B. Jarratt; Engine Delegate R. Kelly; Steward Del­ egate S. Morris. No disputed OT. A repair list was called for with special emphasis on kick-out panels on doors on main deck quarters and also noted was the unsafe working conditions on open weather deck reefer boxes which was brought up at a safety meeting. It was also mentioned that there is a li­ brary at the seamen's club with free brooks for all. Next port, Rotterdam. INGER (Reynolds Metal), June 27 — Chairman, Recertified Bosun C. D'Amico, Jr.; Secretary Duke Hall; Ed­ ucational Director R. D. Holmes; Deck Delegate Jose P. Salinoa; Engine Dele­ gate B. Hireen; Steward Delegate R. J. Shermsen. $69.11 in ship's fund. No disputed OT. Chairman held a discus­ sion on the importance of donating to SPAD. The latest Seafarers Log was read and discussed and all were urged to read the Log all the way through. A vote of thanks to the steward depart­ ment, especially for the coffee-time snacks. Observed one minute of silence in memory of our departed brothers. Next port, Galveston. SEA-LAND MCLEAN (Sea-Land Service), June 20—Chairman, Recer­ tified Bosun R. Palmer; Secretary R. Buie; Educational Director P. Gallegos; Deck Delegate L. Abbott; Engine Dele­ gate D. Laughlin; Steward Delegate J. Ortega. Some disputed OT in engine department. Chairman discussed the importance of SPAD. Advised that all members should read all of the impor­ tant items in the Seafarers Log so they will be aware of what is going on in the Union. Next port, Long Beach. TAMARA GUILDEN (Transport Commercial), June 13 — Chairman Thomas Keys; Secretary N. Hatgimisios; Educational Director R. Nielsen; Deck Delegate Romolo DeVirgileo; Engine Delegate Johnny Nettles; Stew­ ard Delegate John Hoggie. $9.80 in ship's fund. Some disputed OT in engine department. Crew felt sorry that Re­ certified Bosun Peter Serynk, had to get off the ship because his wjfe had a heart attacks We all wish the best to his wife and hope she gets well soon. He is a great shipmate and the crew misses him. SEA-LAND PRODUCER (Sea-Land Service) June 20—Chairman, Recer­ tified Bosun M. B. Woods; Secretary Harvey M. Lee; Educational Director V. A. Cover; Deck Delegate Ralph Dougherty. $45 in ship's fund. $70 in movie fund. No disputed OT. Held a discussion about the showing of the movies and what is the best time to show them for all the crew to see a whole show at one time. A vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed brothers. Next port. Port Everglades. TRANSINDIANA (Hudson Water­ ways) June 20—Chairman, Recertified Bosun H. B. Walters; Secretary W. J. Fitch; Educational Director J. Shuler. $25.09 in ship's fund. No disputed OT. All communications were received and posted for all to read. Chairman re­ ports: "That some members feel as if they don't have to come to the meeting. The purpose of a ship's meeting is that everything is brought out concerning Union business and its problems; the meetings are held for the benefit of everyonfe, not just a select few. This is the only way we can have a better un­ derstanding of what is going on in the Union and on board ship." The crew messman and the pantryman have been doing a good job in keeping the place clean and all crewmembers should co­ operate as this is part of our home. A special thank you to the Seafarers Log for keeping us abreast of all Union matters. Observed one minute of silence in memory of our departed brothers. DEL ORO (Delta Steamship Lines), June 6—Chairman, Recertified Bosun Clifton Jordan; Secretary Paul L. Hunt; Deck Delegate Joseph Klondyke; En­ gine Delegate Herman Bergeron; Stew­ ard Delegate Stephen Dent. $215.15 in ship's fund. No disputed OT. Chair­ man discussed the correct way to fill out welfare forms and the benefits of recertification at Piney Point. Also pointed out to the crew that everyone in Headquarters is working very hard for all of us. Chairman also gave a vote of thanks to the deck department and the steward department for a job well done. Next port. New Orleans. SEA-LAND FINANCE (Sea-Land BEAVER STATE (Westchester Ma­ Service), June 20—Chairman, Recerti­ rine Shipping), June 6—Chairman, Re­ fied Bosun James Pulliam; Deck Dele­ certified Bosun B. Mignano; Secretary gate J. Long; Engine Delegate S. Rivers; W. Battle; Educational Director M, Steward Delegate C. Carlson. No dis­ Wilhelm. No disputed OT. Chairman puted OT. Chairman told the crew­ advised all crewmembers to read the members to read the Log and keep up clipping from the Seafarers Log that are with Union affairs. Observed one min­ posted on the bulletin board. A vote of ute of silence in memory of ^ our de­ thanks to the steward department for parted brothers. MOUNT EXPLORER (Mount Ship­ a job well done. ping) June 27—Chairman, Recertified PANAMA (Sea-Land Service), June Bosun M. Beeching; Secretary Michael 13—Chairman, Recertified Bosun C. Toth; Educational Director M. R. Wil­ Mize, Jr.; Secretary D. F. Kaziukewicz; liams; Deck Delegate Charles D. How­ Educational Director N. N. Bathia. $20 ell; Engine Delegate W. Yudovshes; in ship's fund. Some disputed OT in Steward Delegate Henry Koppersmith. deck department. Educational director Some disputed OT in deck department. held a discussion on upgrading at Piney A hearty vote of thanks was given to a Point and the importance of donating very fine steward department for the to SPAD. Also requested that the mag­ planned menus and the cooking of all azines be kept aboard ship for all to foods which was very good. Honie cook­ read and enjoy. ing by Michael Toth and wonderful MANHATTAN (Hudson Water­ baking by Baker Young McMillan were ways), June 13—Chairman, Recertified above reproach. The salads were differ­ ent and delicious each and every day. Bosun Peter D. Sheldrake; Secretary Frank Radzvila; Educational Director Bedroom Utilityman Henry Kopper­ W. L. Sutton. $80 in ship's fund. smith still a No. 1 man when it comes to room service. Dining room service Some disputed OT in deck and steward was very good and clean. Observed one departments. Sent two communications minute of silence in memory of our to the Union and received a reply about departed brothers. Next port, Phila­ the tank gear, butterwork and about delphia. cleaning dirty, smoggy tanks. A vote of thanks was given to the steward depart­ ELIZABETHPORT (Sea-Land Ser­ ment for good food and fine service. vice), June 20—Chairman, Recertified JOSEPH HEWES (Waterman Steam­ COLUMBIA (Ogden Transport), Bosun V. T. Nielsen; Secretary George ship), June 6—Chairman, Recertified June 13—Chairman, Recertified Bosun W. Gibbons; Educational Director Da­ Bosun Ramon Ferrera; Secretary Al­ Clarence E. Pryor; Secretary S. Hutchvid Able; Deck Delegate Frank Balasia. bert Ayler; Educational Director erson; Educational Director B. Hodges; $117 in ship's fund. $10 in movie fund. Charles A. Henley; Deck Delegate Ray­ Deck Delegate George Holland; Stew­ No disputed OT. Chairman discussed mond D. Steel; Engine Delegate Ber­ ard Delegate Louie Hudson. $13.25 in the importance of donating to SPAD. nard D. Burns; Steward Delegate Sher­ ship's fund. Some disputed OT in deck, A vote of thanks to the deck department man Phillips. No disputed OT. A vote engine and steward departments. Some for keeping the messroom and pantry of thanks to the steward department for repairs have to be done on messrooms. clean. Also a vote of thanks to the a job well done. Observed one minute Observed one minute of silence in me­ steward department for the good food of silence in memory of our departed mory of our departed brothers. Next they are putting out. Next port, Algebrothers. Next port. Savannah. port Houston, Tex. ciras. JAMES (Ogden Marine) June 13— Chairman, Recertified Bosun Durell L. McCorvey; Secretary Mario Canalejo; Deck Delegate Frank White; Engine Delegate H. Smith. Some disputed OT in engine department. Seafarer Joseph Pagola is making his last voyage before retiring. Joe joined the Union in the port of Tampa and has sailed in the steward department, all ratings. A vote of thanks to the steward department for a job well done. Next port, Portugal. RAPHAEL SEMMES (Sea-Land Service), Jime 6—Chairman, Recerti­ fied Bosun Enos E. Allen; Secretary Angeles Z. Deheza; Educational Direc­ tor Robert A. Forslund. $16 in ship's fund. Some disputed OT in steward department. Educational director held a lecture on alcoholism, its symptoms, detection, rehabilitation, etc. Observed one minute of silence in njemory of our departed brothers. BROOKLYN (Anndep Steamship), June 13—Chairman, Recertified Bosun F. R. Charneco; Secretary H. Galicki; Educational Director R. Smith; Deck Delegate M. Fay; Engine Delegate J. Tucker. Some disputed OT in deck de­ partment. Something has to be done about the inert gas system, which is not working, as it is unsafe and endangers the entire crew. Next port, Kuwait. Official ship's minutes were also re­ ceived from the following vessels: : PITTSBURGH NATHANIEL GREENE ' • MOBILE TRANSCOLUMBiA JEFF DAVIS V' UL1RASEA NECHES YELLOWSTONE DELSOL ANCHORAGE BORINQUEN SEA-LAND MARKET OVERSEAS TRAVELER SEA-LAND ECONOMY OVERSEAS JUNEAU GATEWAY CITY s-t;" DELTA MAR SEA-LAND EXCHANGE TAMPA ACHILLES OGDEN CHALLENGER S' FORT HOSKINS STONEWALL JACKSON ST.LOmS JACKSONVILLE POTOMAC SEA-LAND RESOURCE SUGAR ISLANDER ROBERT TOOMBS HUMACAO SAN JUAN SEA-LAND GALLOWAY SEA-LAND CONSUMER LONG BEACH JOHN TYLER GALVESTON ' H SAN PEDRO CARTER BRAXTON EAGLE TRAVELER DELTA NORTE ERNA ELIZABETH CONNECTICUT DELTA ARGENTINA SAN FRANCISCO WILLIAMSBURGH NEWARK OGDEN YUKON VANTAGE HORIZON LOS ANGELES SEA-LAND COMMERCE ALEX STEPHENS Deposit in the SlU Blood Bank— It's Your Life Page 36 Seafarers Log �This month marked the first time that a class of 12 Seafarers graduated from the *A' Seniority Upgrading Pro­ gram, hringing to 251 the total number of Seiifarers who have completed this program. They are Dan Davis, Joe Townsend, George Smith, Mike Hunt, Barney Loane, Gary Westerholni, Gary Westeiiiolm Seafarer Gary Westerholm gradu­ ated from the trainee program at the Harry Lundeberg School in Feb. 1974 and began sailing in the black I gang. Before startI ing the'A' Seniority Upgrading Program, Brother Westerholm returned to Piney Point to earn his QMED endorsement. Brother Westerholm lives in Seattle and ships from that port. He is a native of Minnesota. 12 'ASeniority Upgraders George Lusk, Joseph Grey, Alvin McCants, Floyd Bishop, Pat Pillsworth, and Pete J. Reed. This important program has been ex­ panded to 12 men because the Union has not been able to keep up with the Only by increasing the number of men in each *A' seniority class will we be able to insure that there are enough qualified men to fill the jobs aboard SlU-contracted ships. Pat Pillsworth Joseph Grey George Smith Seafarer Pat Pills­ worth has been sail­ ing with the SW since graduating from the trainee program at the Harry Lundeberg School in 1972. Shipping in the deck department, Brother Pillsworth also upgraded to AB at the Piney Point school. A na­ tive and resident of Kingston, N. Y., Brother Pillsworth ships from the port of New York Seafarer Joseph Grey began sailing with the SIU as a chief cook in 1966 after serving for 20 years in the U. S. Navy. Before at­ tending the 'A' Sen­ iority Upgrading Program, Brother Grey upgraded to chief steward at the Harry Lundeberg School. Born and raised in Philadelphia, Brother Grey now lives in New York and ships from that port. Floyd Bishop Seafarer George Smith has been sail­ ing with the SIU since graduating from the trainee program at the Harry Lundeberg School in 1973. ^Shipping as an AB, Brother Smith also earned his green ticket at the Piney Point school. A native of Jacksonville, Fla., Brother Smith now lives in New Orleans and ships from that port. Seafarer Floyd Bishop began sail­ ing with the SIU six years ago after graduating from the Harry Lundeberg - School. After fin^ ^ '• '-ishing his trainee ^ entry program n Brother Bishop stayed on at Piney Point and upgraded through the third cooks program. Still sailing in the steward department, Brother Bishop ships from Mobile and is a native and resident of that port. Seafarer George Lusk began sailing with the SIU in 1972 after graduat­ ing from the An­ drew Furuseth Training School in New York. Sailing in the deck depart­ ment, Brother Lusk obtained his AB endorsement at the Harry Lundeberg School before attend­ ing the 'A' Seniority Upgrading Pro­ gram. A native and resident of Tennes­ see, Brother Lusk ships from the port of New Orleans. Barney Loane Dan Davis number of 'A' hook members who are retiring or passing on. Seafarer Dan Davis graduated from the Harry Lundeberg School in March 1973 and began sailing in the deck department. Brother Davis re[ turned to Piney Point to upgrade to AB before attending the 'A' Seniority Program. A native of California, he now lives in Houston and ships from that port. Seafarer Barney Loane began sailing with the SIU in 1972 after graduat­ ing from the Harry Lundeberg School's prograni. trainee Brother Loane re­ turned to Piney Point to earn his AB's ticket before attending the 'A' Seniority Upgrading Program. A native and resident of Hollandtown, Md., Brother Loane ships out of the port of Baltimore. Joe Townsend Pete J. Reed Seafarer Joe Townsend has been sailing y^ith the SIU since graduating from the Harry Lundeberg School in 1969. A member of the steward de­ partment, Brother Townsend ships as a Cook & Baker, a rating he earned at the Piney Point school. A native and resident of Jack'sohville, Brother Townsend ships from his home port. Seafarer Pete J. Reed graduated from the trainee program at the Harry Lundeberg School in 1973 and began sailing in the deck department. Before attending the 'A' Seniority Program, Brother Reed upgraded to AB at the Piney Point school. Brother Reed is a native and resident of Balti­ more and ships from that port. Mike Hunt Seafarer Mike Hunt joined the SIU in 1968. Holding a chief electrician's endorsement, Brother Hunt earned his QMED rating at the Harry Lundeberg School before attending the 'A' Seniority Upgrading Program. A native of South Dakota, Brother Hunt lives in Medford, Ore. with his wife Betty. He ships from the port of San Francisco. George Lusk Alvin McCants Seafarer Alvin McCants has been sailing with the SIU for six years. A graduate of the New York Andrew Furuseth Training School, Brother McCants obtained his AB's ticket at the Harry Lundeberg School before starting the 'A' Seniority Program. Brother McCants is a native and resi­ dent of Mobile and ships from that port. W Seniority Honor Roll Now Numbers 251 Following are the names and departments of the 251 Seafarers who have completed the 'A'-Seniority Upgrading Program - . ... .J n 1. r • c—... ...... n r ii.—:-. u.__. r..... • Dracinnc George, Cnnroe Deck Deck Sti Stevens, Duane, Deck Prasinos, Ivey, D. E., Engine Manning, Henry, Steward Fonvilie, James, Engine Adams, Francis, Deck Carhart, David, Deck Reamey, Bert, Engine Strauss, Gregory, Engine Joe, William, Engine Maurstad, Mitchell, Steward Frak, Stan, Deck Carruthers, Francis, Engine Alfeo, Luciano, Engine Reed, Pete J., Deck Svoboda, Kvetoslav, Engine Johnson, M., Deck Marcus, M. A., Deck Freeburn, Michael, Deck Caruthers, Russell, Deck Allen, Lawrence, Engine Restaino, John, Engine Szeibert, Stephen, Steward McAndrew, Martin, Engine Johnson, Oscar, Steward * Fried, Peter, Engine Castle, Stephen, Deck Allison, Murphy, Engine Ripley, William, Deck Tanner, Leroy, Engine McCabe, John, Engine Jones, Leggette, Deck Frost, Stephen, Deck Cavanaugh,Jackson, Deck Ahmad; Bin, Deck Rivers, Sam, Engine Taylor, Daniel, Steward Jones, Nelson Cory, Steward McCabe, T. J., Engine Fuentes, Luis, Steward Clark, Garrett, Deck Ames, Allan, Deck Roback, James, Deck Tell, George, Engine McCants, Alvin, Deck Galka, Thomas, Engine Jordan, Carson, Deck Colangelo, Joseph, Deck Andrepont, P. J., Engine Rodriguez, Charles, Engine Thomas, Robert, Engine Kanavos, Panagirtis, Engine McCauley, Roy, Engine Gallagher, Patrick, Deck ^onklin, Kevin, Engine Armitstead, Daniel, Engine Rodriguez, Hector, Engine Thomas, Timothy, Deck McMullin, Clarence, Steward Kegney, Thomas, Engine Galliano, Marco, Deck Correll, Paul, Engine Arnold, Mott, Deck Rodriguez, Robert, Engine Townsend, Joe, Steward McPariand, James, Engine Garay, Stephen, Deck Keith, Robert, Deck Cosentino, Dominic, Deck Barnett, Jay, Engine Rogers, George, Engine Trainer, Robert, Deck Milici, Robert, Deck Garcia, Robert, Deck Kelley, John, Deck Coyie, Michael, Engine Bartol, Thomas, Deck Ruiz, Steve, Engine Trott, Llewellyn, Engine Minix, R. G., Jr., Engine Gilliam, Robert, Steward Kelly, John, Deck Cunningham, Robert, Deck Baxter, Alan, Engine Sabb, Caldwell, Jr., Engine Utterback, Larry, Deck Miranda, John, Engine Kerney, Paul, Engine Gotay, Raul, Steward Curran, Johir, Deck Bean, P. L., Deck Salley, Robert, Jr., Engine Vain, Thomas, Deck Moneymaker, Ernest, Engine Kirksey, Charles, Engine Gower, David, Engine Daniel, Wadsworth, Engine Beauverd, Arthur, Engine Sanders, Darry, Engine Vaiton, Sidney, Engine Moore, C. M., Deck Kittleson, L. Q., Deck Graham, Patrick, Deck Davis, Dan, Deck Bellinger, William, Steward Sanger, Alfred, Deck Vanyi, Thomas, Steward Grey, Joseph, Steward Moore, George, Deck Knight, Donald, Engine Davis, William, Deck Berulis, William, Deck Deck Shaw, Lex, Vazguez, Jose, Engine Moore, James, Engine Knoies, Donald, Steward Grimes, M. R., Deck Day, John, Engine Biietz, John, Engine Shaw, Lucien, Deck Venus, Guy, Engine Moore, Peter, Engine Konetes, Johnnie, Deck Grisham, Steve, Deck Derke, Michael, Engine Bishop, Floyd, Steward Shaw, Ronald, Engine Venus, Steve, Steward Kunc, Lawrence, Deck Moore, William, Deck Hagar, Ken, Deck Desklns, William, Steward Blacklok, Richard, Engine Silfast, George, Deck Vukmir, George, Deck Kundrat, Joseph, Steward Mortier, William, Deck Hale, Earnest, Deck Dising, Maximo, Engine Blasquez, Gregory, Engine Simonetti, Joseph, Steward Walker, Marvin, Engine Haller, John, Engine Lamphere, Thomas, Engine Mouton, Terry, Engine Dobloug, James, Engine Bligen, Archie, Engine Simpson, Spurgeon, Engine Wambach, Albert, Deck Noble, Mickey, Deck Laner, Ronnie, Engine Douroudous, Emanuel, Steward Harris, Nathaniel, Engine Bohannon, Christopher, Engine Sisk, Keith, Deck Wass, Klaus, Steward Nuotio, Ken, Deck Hanks, Fletcher, Engine Lang, Gary, Deck Dukehart, David, Engine Bolen, James, Deck Smith, D. B., Steward Waugaman, Jerry, Engine Ostrander, Duane, Deck Laughlin, Douglas, Engine Hart, Ray, Deck Echeverio, Ronald, Steward Bolen, Timothy, Deck Smith, George, Deck Wayman, Lee, Deck Painter, Philip, Engine Hawker, Patrick, Deck LeClair, Lester, Steward Eddings, Otis, Jr., Engine Boles, John, Engine Smith, Robert, Deck Westerholm, Gary, Engine Paloumbis, Nikolaos, Engine Haynes, Blake, Engine Lehmann, Arthur, Deck Edgell, Pat, Engine Brackbill, Russell, Deck Wilhelm, Mark, Engine Papageorgiou, Oimitrios, Engine Snyder, John, Engine Heick, Carroll, Deck Lentsch, Robert. Deck Egeland, Ralph, Deck Brooke, George, Engine Spell, Gary, Engine Wilisch, Edward, Deck Heller, Douglas, Steward Parker, Jason, Deck Lesko, Samuel, Deck Bruschini, Mario, Steward . Elliott, Byron, Engine Spell, Joseph, Deck Wilson, Richard, Steward Hooks, Bobby, Steward Parr, Steven, Deck Loane, Barney, Deck Escudero, Tomas, Engine Burge, Bernard, Engine Engine Spencer, Craig, Wilson, Robert, Engine Perez, Jose, Engine Humason, Jon, Deck Long, Alton, Engine Esposito, Gennaro, Engine Burke, Lee Roy, Engine Spencer, H. D., Engine Wolfe, John, Deck Perkins, Cy, Deck Hummerick, James, Jr., Steward Lundeman, Louis, Deck Ewing, Urry, Steward Burke, Timothy, Deck Springfield, Harry, Steward Woodcock, Wayne, Steward Petrick, L., Engine Hunt, Mike, Engine Lusk, George, Deck Farmer, William, Deck Burnette, Barney, Steward Stanfield, Pete, Deck Woodhouse, Ashton, Engine Pickford, Albert, .... Deck Hussein, Mohammed, Steward Mahaffey, J.C., Steward Farragut, John, Deck Butch, Richard, Engine Wright, Charlie, Engine Stark, Wiiiiam, Deck Hutchinson, Richard, Jr., Engine Makarewicz, Richard, Engine Pillsworth, Pat, Deck Farrell, Gerald, Steward Calo, Jose, Engine Engine Zukier, Hans, Engine Stauter, David, lllson, James, Engine Mallory, Arthur, Deck Poletti, Pierangelo, Deck Flla, Marion, Deck Cammuso, Frank, Deck August, 1976 Page 37 �m' >> •^5 For a Better Job Today The Harry Lund.eher'g' - i \ -t Deck Department ABLE SEAMAN tf li r The course of instruction is four weeks in length and leads to the Coast Guard en­ dorsement of Able Seaman—12 Months —Any Waters or Able Seaman—Unlim­ ited—Any Waters. Course Reqiiirenieiits: Able Seaman 12 Months—Any Waters. You must: • Be 19 years of age • Have 12 months seatime as Ordi­ nary Seaman, OR Be a graduate of HLS'at Piney Point and have eight months seatime as Ordinary Seaman • Be able to pass the prescribed physi­ cal, including eyesight requirements. Able Seaman Unlimited—Any Waters. You must: • Be 19 years of age • Have 36 months seatime as Ordinary Seaman or Able Seaman 12 Months • Be able to pass the prescribed physi­ cal, including eyesight requirements. Starting dates: September 2, November 11 I QUARTERMASTER The course of instruction certification as Quartermaster Basic Navigation instruction Radar; Loran; Fathometer; leading to consists of to include RDF; and also includes a review of Basic Seaman­ ship; u.se of the Magnetic and Gyro Compass; Rules of the Road; Knots and Splices; Firelighting and Emergency Pro­ cedures. Course Requirements: Must hold en­ dorsement as Able Seaman (Unlimited— Any Waters). , Starting dates: October 14 LIFEBOATMAN The course of instruction is two weeks in length and leads to the Coast Guard en­ dorsement of Lifeboatman. Course Requirements: Must have 90 days seatime in any department. Starting dates: September 2, 16, 30, October 14, 28, November 11, 26 Engine Department QMED-Any Rating The course of instruction leading to cer­ tification as QMED—Any Rating is eight weeks in length and includes instruction leading to the Coast Guard endorsements which comprise this rating. Course Requirements: You must show 2 Complete Electrical Course Seafarers Joaquin Miller (I.) and Blake Haynes (r.) upgraded their skills at the Lundeberg School last June by completing the course In advanced electrical procedures. Instructor Jack Parcell stands In the middle. These Courses Will Be Starting Soon: • Advanced Pumpman Procedures • Advanced Electrical Procedures Watch the Seafarers Log for Starting Dates evidence of six months seatime in at least one engine department rating. Starting dates: September 8, October 6 WELDING The course of instruction in basic welding consists of cla.ssroom and onthe-job training including practical train­ ing in electric arc welding and cutting; and oxy-acetylene brazing, welding and cutting. On completion of the course, an HLS Certificate of Graduation will be awarded. Course Requirements: • Engine department personnel must hold endorsement as QMED—Any Rating • Deck and steward department per­ sonnel must hold a rating in their department. Starting dates: October 1 FOWT The course is four weeks in length and leads to endorsement as Fireman, Watertender, and/or Oiler. Course Requirements: If you have a Wiper endorsement only, you must: • Be able to pass the prescribed physi­ cal, including eyesight requirements Galley Endorsements for 2 Seafarers Joe Nathan Townsend, left and Leonard M. Leionek, right, display steward department endorsements they received through the Lundeberg School upgrading program for that department. Townsend got his cook and baker endorsement while Leionek upgraded to chief cook. Center is Laymon Tucker, course instructor. Photo was run in July Log, but caption incorrectly identified the two upgraders. • Have six months seatime as Wiper. OR Be a graduate of HLS at Piney Point ^nd have three months seatime as Wiper • If you have an engine department rat­ ing there are no requirements. Starting dates: October 14 LNG/LPG The course of instruction leading to certification as LNG/LPG crew consists of Basic Chemistry, Tank and Ship Con­ struction, Gasification, Reliquefication Procedures, Inert Gas and Nitrogen Sys­ tems, Instrumentation, Safety and Firefighting, Loading, Unloading and Trans­ porting LNG/LPG. Course Requirements: Engine room personnel must hold QMED—Any Rat­ ing. Others, Deck and Steward Depart­ ment personnel must hold a rating in their department. Length of Course: The normal length of the course is four (4) weeks. Starting dates: September 20 A College Career Is Available to Yoix One college and two post secondary trade/vocational school scholarships are awarded to Seafarers each year. These scholarships have been specially de­ signed to meet the educational needs of Seafarers. f Application requirements are geared for the man who has been out of school several years, so you will only be com­ peting with other seamen with similar educational backgrounds. The avvards are granted in April, hut you should begin your application process now. These are the scholarships offered: 1. Four-year college degree scholar­ ship. This award is in the amount of $10,000. Page 38 2. Two-year community or junior col­ lege or post secondary trade/voca­ tional schools scholarships. These . awards are in the amount of $5000. The trade/vocational awards offer var­ ious options if you wish -to continue' shipping. In such a program you may develop a trade or skill which would im­ prove your performance aboard ship as well as help you obtain a better paying job when you are ashore. . Eligibility requirements are as follows: 1. Have not less than two years of actual employment on vessels of companies signatory to Seafarers Welfare Plan. 1. Have one day of employment on a vessel in the sixth-month period immediately preceding date of ap­ plication. 3. Have 90 days of employment on a vessel in the previous calendar year. Pick up a scholarship application now. They are available in the ports or. you may write to the following address and request a copy of the Seafarers Applica­ tion: Seafarers Welfare Plan College Scholarships 275 20th Street Brooklyn, New York 11215 A College Education For Your Ctilldren Four scholarships arc awarded to de­ pendents of Seafarers. These four-year scholarships are for $10,000 each at any accredited college of university. If you have three years sea time, encourage your children to apply. They should request the Dependents Application from the above address. Seafarers Log �' 'T For Job Security Tomorrow Scliool Of Seamansliip certificate of completion for the chief cook program. Steward Department Starting dates: October 14, November 26 Steward Department All Steward Department Course Lead To Certification By HLSS. CHIEF STEWARD The course of instruction is six weeks long and covers all phases of Steward De­ partment management and operation. Course Requirements: All candidates must have seatime and/or training in com­ pliance with one of the following: • Three years seatime in a rating above 3rd cook or assistant cook OR • Six months seatime as 3rd cook or assistant cook, six months seatime as cook and baker, six months seatime as chief cook and hold HLS certifi­ cates of completion for eslch program OR • 12 months seatime as 3rd cook or assistant cook, six months seatime as cook and baker, six months sea­ time as chief cook and hold HLS cer­ tificates of completion for the cook and baker and chief cook programs OR • 12 months seatime as 3rd cook or assistant cook, 12 months seatime as cook and baker, and six months sea­ time as chief cook and hold an HLS CHIEF COOK The course of instruction is six weeks in length and students specialize in the prep­ aration of soups, sauces, meats, seafoods, and gravies. Course Requirements: All candidates must have seatime and/or training in com­ pliance with one of the following: • 12 months seatime as cook and baker OR • Three years seatime in the steward department, with six months as 3rd cook or assistant cook and six months as cook and baker OR • Six months seatime as 3rd cook or assistant cook and six months as cook and baker OR • 12 months seatime as 3rd cook or assistant cook and six months sea­ time as cook and baker and hold a certificate of completion for the HLS cook and baker training program. COOK AND BAKER ASSISTANT COOK The course of instruction is six weeks in length and students specialize in the selection and preparation of breakfast foods, breads, desserts, and pastries. The course of instruction is sbc weeks in length and students specialize in the selection and preparation of vegetables and salads. Course Requirements: All candidates must have twelve months seatime in the steward department, OR three months sea­ time in the steward department and be a graduate of the HLS entry rating prograrn. Starting dates: September 30, Novem­ Course Requirements: All candidates must have seatime and/or training in com­ pliance with one of the following: • 12 months seatime as a 3rd cook or assistant cook OR • 24 months in the steward department with six months as a 3rd cook or as­ sistant cook OR • Six months seatime as 3rd cook or assistant cook and hold a certificate of completion from the HLS assist­ ant cook training program. Notie: Courses and starting dates are subject to change at any time. Any change will he noted in the LOG. High School Program Is Available to All Seafarers Do What Over 800 Of Your Fellow Seafarers Have Done... Did You Know . . . Last month 57 Seafarers up­ graded their skills, earning power and job security through the vocational courses at HLSS. The Lundeberg School has an upgrading course to meet your career needs, too! Starting dates: September 16, 30, Oc­ tober 14,28, November 11,26 UPGRADING APPLICATION Name. Starting dates: September 16, October 28 ber 11 aast) Date of Birth -4- (First) (Middle) Mo./Day/Year Address (Street) . Telephone #. (Zip (^e) (State) (City) Book' Number, (Area Code) -Seniority Date Book Was Issued Port Presently Registered In_ .Port Issued. Social Security #. . Endorsement(s) Now Held _ Piney Point Graduate: DYes NoD Entry Program: From. (if so, fill in below) Endorsement(s) Received. • to. (Dates Attended) Upgrading Program: "It's a very good program. I'm glad I went through it. The teachers give plenty of. individual instruction, and they answer all questions you may have." . From . Endorsement(s) Received. to. (Dates Attended) Do you hold a letter of completion for Lifeboat: • Yes D No; Fire Fighting: • Yes • No Dates Available for Training I Am Interested In: John Ruiz • • 0• • "I felt limited without it [a high school diploma]. Among other things, it's a prerequisite for all col­ lege courses." DECK AB-12 Months AB Unlimited Quartermaster Lifeboatman • LNG/LPG • Diesel • Welder Horace Jones Get the reading, writing and math skills you need for job security and upgrading through the high school equivalency (GEO) program at the Harry Lundeberg School. It only takes four to eight weeks, and your Brothers can tell you that it's really worth it! Interested? Pick up a copy of the pre­ test kit in your port or write to this address: Margaret Nalen, Director Academic Education Department Harry Lundeherg School PIney Point, Maryland 20674 When you complete the test, return it to the Lundeberg School. HLS will tell you the results and give you an estimate of the length of time you'll need to com­ plete the GEO program. REMEMBER! This test is not to see who scores high or low. It helps HLS de­ sign a study program just for you—^a pro­ gram that our teachers will help you, as an individual, to followSo apply today. It's easy to qualify. Just make sure that you have: 1. One year of seatime. 2. Are a member of the Union In good standing. Your classes will be small (usually just six to eight students). You'll get lots of individual help. And completing the GEO program opens the door to the other edu­ cational opportunities that the SIU has for you. A high school diplon^a is the first step tovk-ards qualifying for one of the three scholarships for Seafarers that are offered each year. ENGINE • QMED • FOWT • Dk.Mech. • • • • STEWARD Asst. Cook Cook & Baker Chief Cook Steward ADVANCED COURSES • Advanced Pumpman Procedures • Advanced Electrical Procedures • Refrigeration Container Mechanic Rl^ORD OF SEATIME — (Show only amount needed to upgrade in rating checked above or attach letter of service, whichever is applicable.) SHIP SIGNATURE RATING HELD DATE OF SHIPMENT DATE OF DISCHARGE DATE RETURN COMPLETED APPLICATION TO: LUNDEBERG UPGRADING CENTER, PINEY POINT, MD. 206 4 Page 39 August, 1976 . • 'v:' > J • , �t-*' f\\ { f I'- W-'. ' >r^ Irhe following Seafarers and other coriderned individuals, 3&3^ in all, have demonstrd^d an active interest inj>articipating in polittogl and legislative activities^ which are vital to both pur job security and our social and economitwelfare, by vpluntarijy donating $100 or more to the Seafarers Political Activities Donation (SFAD) fund sittce the beginning of 1976. (The Ipw proHibits the use df any union money, suchm dues, initiation fees, etc,, for political activities. The most effective way the trade unionist can take part in politics is through voluntary politicMM contributions.) Twenty-two who have realized howjmportant it is to let theJSIU's voice be heard in the Halls of Congress have contributed $200,^ four have contributed $300^ two $400, one $600, and one $1,100. For the rest of the year the LOG wHl be running the SPAD honor rolls be­ cause the Union feels that in the upcoming months-^especially because of tfu^976 elections—our politkaf role must be maintained if the livelihoods of Seafarers are to be protected. otected. ^ i • . r,J. „ Middleton,H. Fredi^U,B. Byrne, E. Abnuni, |L Reidk^E. Mfae,C. Fnentlii^lL Byrne, W. AcevedOjV. • RelitO(M,G.A. Kaodrkk,!!. Mollard,C. Fngfft, Wi f^jCabfl^, S* Aggdexth Reinomi,!. Keonnre,S; Mone, I. Fiink,W. ir.I. Agiiiitt,A. Relile,!. ^ngelll,F. Ciiiiq?ben,A.G. Gallegos,P. ^4 Karr,R.A. Afr^R. KbiSdey,!. BfOoney,E.X. Reynolds, ClunibeII,H. Gannon, K. Aliiia4er,G. Riddle, D. pitcbeii8,B. Mb<MMfy,S. Garay,F. Capella,F.I. JmtsnderJL Rlpoil,G.M. Garcia,?. CuraMOfit Algi^lHL Roflde«,0.1V. Kl^A^ CiubfNie.V#:! Garda,R.F. Algiiii*!. Robertson, T. Kowiriplttb,W. GsadWfh Cbislx,|. Alien, Konbel^ Miiiplt^|,|| Robinson,!. Ahww,f^|,; Rodriguez,?. Konvardd^l. Amnt^K. t !. Kramer, Mnnsle,!. Godding, H. Andenon, A. Knsbnoto, Y. kforray/R. W, Aiidcnon,D. Lawrence,M. Anderson, E.C. CaiiUin,&^ Codtpr^i. Anderson, H. Annis,G. Legg,J^r Croceo, M. mk, Cross, M. ,A. Davis,!. I, A. DeBarrio8,M. llan,M. ^K.M. DeChamp, A.^ Degnzman,?. Hall^l Demetrlos,!. AS^,F^ IfambI Dickey, W. Harris,. l<oigte»!« ig^L' Lofeas,?. ^Paladino,p^^ Hassan, H.^ ,W. Badioti,!. ; LomaSy Ai Hassen, B. lapabann^^l. Santos, Dldien,D. Ibditft,!. Iodise, L. .^Sapp,C Hayes, K. Lombardo,!. B<ti^dng,M.B. lloiigilS,y. Hebert,T. DrajptI Hefanlla, E. y,G. Pattys. M. Drozak,?) Hendrlck,R. G. !,D. BemlN^A^ Herons, A. Manlilip. Bjomss^^ DllFiOiaiil l«dals,A.A. Mandeili^S. Peralfa, Blanlon, Mfrjf* ip,T. Marcns,M^A« P«rez,!. Binitt,!. ;,Tjpe^C,L.T"HeiiU^uifE. Marlnelli,?. I Bobalek,W.J. ^ ildidp,!. HiliBkyiMiponr,M. Martin,!. I; ?o]le, E. Bonser,L. ^ipn,W. Hottik% Martin, T.!. l|NlMd,G.;/ Bortz,C. Ho«dUiisi^,M. Mask,W. Bondttan,R.l. Matson,!. HniteMui,R.l^ Bonsson,E. «iaiip,6^' Httite«d,R. If Mavdone,S. ?rei^!l^ ; • " i,D.P. Fay,!. ssv-: IButw,E. McCartney, G. HnttonjG. Prott, 1Pi L. G. Fayad,A. M>blar,i^ jdvlno,L. McClinton,!.L Psaleh,^ i,G. A. Femtfa,A. MeiElroy,E.L. »bs,R. Puiilan,!. %L Fiorons, C. Slliw,M. MdKay,D. , A. :: Pnlver,E. Forgerott, L. ,R.A MeVa^lI. Porgvee,A. Foster,!. !ohiiim,R. Qnanlco,!. Meats,E!«. Fos,?. Snath, H.C. !ones,liR# Meifaidet, Qniles,R. Franco,?. Smlth,!!^. !ones,T.' MadNN^,I£' Qnfamoiiez, R. !r.,S. ;..ppp • if '2'' -ri OOieSI, m. • $1,100 Horn ClifMnlMfT].,R. " *1 Sbcpani,E.8;| rJBWpWSglTe leOO Honor Roh itiams,B. ;iSk#en8,C. ^Pomerlane, R. Sdep^R.' Ipnor Roll Ste^^: Stew^'li,: Fansbi%L. Strauss, llr X Stnbblefiei^ Sullivan, W.J| Surrlck,R. Swlderskl,!. Tanner, C. Taylor, F.E. Jaylor,G. iylor,S. igadas, C. ,!. ^oy,S^ Tnniei^ $200 Hon Abpeda,!. BCTgerla,S. nrand,K Bm,R. Cnnnlngham, W. Cnrtis,T. Ilorglo,!. den,!. F. lJnder«voOd,G* Ji^ez, A. %esiZOB,R. Vbgei, C. Wall White,?: White, W. Wflbum,R Williams, L. Wilson, B. Wilson, C.W. Wlngfleld,P.G Wlnn,L. Jplf,P. W%rley,M. Wright, A. YakenR. Ifarmola,!. FortCT.WXsi Lesnansky^ Maher,T. MeCuno^i^ 'atk^^lb. dsoWsSi Rkhburg,!. SancinRE^R. Terpe,% Ziolkov^^ .V . %' AD Dona r <-•>. :.:'X -I :• ; V, • ! • � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource August 1976 Description An account of the resource Headlines: JOBLESS BENEFITS RUN OUT ON 50,000 EACH WEEK UNION LABEL WEEK SET FOR SEPT. 6-12 FARMWORKERS SET FOR ALRB ELECTIONS THIS YEAR CONSTRUCTION UNIONS OK PAY CUT ON REHAB JOBS HALL URGES 4-POINT PLAN TO BOOST MARITIME MARITIME INDUSTRY LEADERS ASKS NEW U.S. CARGO POLICY GRAIN TRIPS TO RUSSIA SPUR PHILLY SHIPPING SIU RIPS COAST GUARD FAILURES CONGRESS' COMMITTEES OK $128 MILLION FOR USPHS SHEPARD IN LABOR DELEGATION TO TUNISIA SEAFARERS CAN SUBMIT ABSENTEE BALLOTS CHEMICAL WORKERS END LEVER BROTHERS STRIKE ON JULY 7 SIU ALCOHOL REHABILITATION PROGRAM A CHANCE FOR A FRESH START IN LIFE THE ROAD BACK CAN BE A DIFFICULT ONE SIU EFFORTS LED TO MARITIME PLANK IN DEM PLATFORM NAT GOLDFINGER, 59; AFL-CIO RESEARCH CHIEF HLSS PRESIDENT REAPPOINTED TO FEDERAL POST CORPORATIONS UNDERCUTTING U.S. SECURITY LABOR'S ROLE IS NECESSARY IN DEVELOPMENT OF THE OCEANS LESLIE ELECTED TO NEW IUOE JOB PROTEST RUSSIAN BALK ON GRAIN AGREEMENT TI WORKS FOR SEAFARERS AND U.S. FLAG SCHOLARSHIP AN ANESTHESIOLOGIST CG IMPERILING SHIPBOARD SAFETY THE BOSUN RECERTIFICATION PROGRAM: A LOOK AT 3 YEARS OF SUCCESS FIREFIGHTING, FIRST AID, LIFEBOAT, CLASSROOM TRAINING: ALL A PART OF BOSUN'S PROGRAM BACK ON THE SHIPS SOME VIEWS ABOUT THE PROGRAM PAGES FROM THE HISTORY OF THE AMERICAN SEAMEN'S LABOR MOVEMENT QUALIFIED SHIPBOARD PERSONNEL ESSENTIAL FOR SAFETY HALL STRESS COOOPERATION AT IBFO CONVENTION COMMITTEE MEETS ON MINIMUM WAGES IN PUERTO RICO NEW TANKER ZAPATA RANGER IS MANNED BY THE SIU Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 8/1/1976 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. XXXVIII, No. 8 1976 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/a2a5f7cc1f4cb499de960c59795ef28d.PDF 0df1ab187e120d1256a55769eec5ecdf PDF Text Text -r—.'t-; •>"- '/ ' .•>' • • .'. f ^i %l I -,- . • ^.• :. . • J^.:r: •* r a^nsiwwP ^74 -V^ /-: ,r, .C <<5 ' / ' x.x •r-'^ " - •»•«;- ' 1^ >s ^•r^. '. ' ,r . >-- • ^rit '» ^ J»-»-.»W«, <1, ^ '" rs^v #---'V>,J Where Is Our State Department? •-.'V I; "ii TM» Pt«tw It Intended I» l«» Ilii PiiMc Know Whjt l^n Itoe Ocpnrtnwnl Is Oolnj T» itm Hitionnl Sntotttf „ ..;•. • •• "Vi-'^-id ** j-r'. ••,TN« c«»HmMo« • .W:? • ^ •- • . • v«l, .'; 6" I ,•_ .; -;• V-, '^X' .rAft^io Mori^ W(p«a*^;:':^Jv. • .-I X'l //'• • . -i ' yi , •- .ir\^ > - A' ' t'-' I 1 * .>'"-• •'.- I .• 1 r.'-. I r" '-• :':/Xiv:'X' I r . J. , H," • "-i - 1 11 I Members Approve SIU-IBU Merger See Page 2 .""S-"' .-/(''A •"• '." Si- ' ¥" �^Tjrrrr f After Month-Long Vote SIU, IBU Members OK Merger of fhe Two Unions n ii The majority of both the SIU and IBU memberships have okayed the proposed merger of the Inland Boat­ men's Unitm into the SIU Atlantic and Gulf District in a month-long secret mail ballot referendmn. As a result of the two memberships' concurrence with the Resolution for Merger and Consti­ tutional Amendments, the SIU and IBU are now one strong Union governed by one unified Constitution. The ballots, which were stored at the Sterling National Bank in New York, were counted separately by SIU and IBU membership-elected Tallying Com­ mittees. The IBU Tallying Committee, which counted only IBU ballots, was elected at a special membership meet­ ing in the port of New Yoric on Aug. 17, 1976. The SIU Tallying Committee was elected at a special meeting at Head­ quarters the following day. in motion at the June membership meet­ ing in New York when the SIU Execu­ tive Board introduced a resolution call­ ing for the merger of the two unions. The resolution was overwhelmingly ac­ cepted by the membership, first at the New York meeting and then at subse­ quent meetings in all SIU port^.. i A similar I'esolution was submitted A final tabulation of the votes show that SIU members voted 2625 for the merger, and 90 against. IBU members voted 2040 for the merger, and 212 against. Since (he TaDying Committee re­ leased its report jnst as this issue of the paper was going to press, die Log will print the full text of the Committee's report in the October issue. The wheels for merger were first set Continued on Page 27 , I Jobless Rate Rises to 7.9^o; Hits High for '76 n , r: % U. S. unmnployment soared last month for the third straight month to a year's record high of 7.9 percent from 7.8 percent in July. Last December, the jobless rate was 8.3 percent—the high­ est level in more than 30 years. The Federal Government has pre­ dicted that unemployment would be cut to 7 percent by the end of this year. Last month the number of jobless jumped by 80,000 to 7.5 million, the largest hike since 7.8 million people couldn't find work last December. Those with jobs total 87,981,000. CMBmenthig (m the rise, AFL-OO "Preridmt Geoige Meany declared Tn die two years of Mr. Ford's presidaicy, the (rikial rate ol unes^yment has risen from 5.5 percmit to 7.9 percmiL That means diere are 2.5 million more Americans anen^oyed now than when he took oflke." Meany further observed that there are I million fewer manufacturing workers (jobless rate 8.2 percent) and •600,000 fewer construction workers (jobless rate 17.1 percent) today than two years ago and that these statistics show only the "official, imderstated record." He added that if the Government's figures included those workers too dis­ illusioned to look for work and those compelled to work part time due to the lack of full time jobs, an "honest count" would reveal that the unemployment rate today is a true 10.5 percent with 10.1 million jobless. Unemployment rates among heads of households almost tripled between the PRESIDENT'S REPORT: PavllUI Why We Can't Sit Still Thirty years ago this month, the American maritime labor movement, after years of struggling for recognition and dignity, achieved one of its greatest victories. This milestone event, which in a very real sense marked the coming of age for maritime labor, was the General Strike of 1946 during which thousands of American seamen shut down virtually every port in the United States. It was such a tremendous victory because not only did we win huge in­ creases in our wages and benefits, but the maritime lalwr movement emerged from the strike as the most powerful force within the U.S. maritime industry. However, 30 years is a long time,^ and since the General Strike of 1946 the U.S. maritime industry has undergone a more radical change in regard to technology and methods than any other traditional American industry. The old ships are gone, the old companies are gone^ and some of the tradi­ tional seafaring skills are no longer applicable aboard the automated mer-. chant vessels of today. Think about it! In 1946, there were several thousand liberty ships alone in the U.S. merchant fleet. Today, the entire U.S. fleet has no more than 500 ships, including tankers, dry bulk carriers and containerships. In 1946 the U.S.-North Atlantic liner cargo run required 250 ships for proper service. Yet today, just 10 SL-7's could conceivably do the same job. It should be clear to all of us that a great many changes have-taken place and will continue to take place in our industry. Our bldtimers will remember that in 1946 the SIU had 11 wmpanies unemployment to 3 percent, it would give the Government $70 billion in new tax revenues each year. In lost buying power for the Ameri­ can worker, prices rose 14.1 percent under the Ford Administration. Gro­ cery prices rose 71 percent in the last eight years with potatoes, bacon, sugar and coffee prices more than doubled. A retired couple living in an urban area had their cost of living go up 7 percent this year. And finally, residential electricity rates have gone up a startling 76.4 per­ cent; natural gas prices went up to .96 cents per 1,000 cubic feet; home heat­ ing prices increased .24 cents; gasoline prices also jumped 76 percent and in­ terest rates have gone sky high dfiring the GOP reign. 1969 and August 1976. The rate for black workers moved up last month to 13.6 percent from 12.9 percent the month before. The jobless rate for wo­ men between 20 and 24 jumped sub­ stantially. The rate for adult women rose to 7.7 percent from 6.6 percent in July. Teenage Jobless Rate For black teenagers, the jobless rate this August was 40.2 percent from 34.1 percent in July! For other teenagers 16 to 19, unemployment climbed to 19.7 percent from 18.1 percent in July. The economic cost loss from unem­ ployment means that for every 1 per­ cent of joblessness, the Government loses $14 billion in uncollected taxes. If we could go from our 7.9 percent under contract, not one of them a tanker outfit. And of these original 11, only two companies. Delta and Waterman, are still in existence. Gone are such familiar names on ffie old ships as Alcoa, Bull Line, Eastern, Robin andmore. Back in 1946, we could have sat back and lived comfortably with what we had achieved—^for a few years anyway„ But if we had done this, the SIU would unfortunately be lying in the same graveyard with Bull Line, Robin Line and the rest. Instead, we worked hard to better ourselves, and as a result, the SIU today is the strongest maritime union in America holding contracts with 85 deepsea and Great Lakes liner, bulk and tanker operators, as well as contracts with 90 tugboat outfits. I believe we have achieved our stature as a strong, viable labor Union for three very important reasons: we have had the intelligence to recognize our problems, and with an eye on the future, have worked hard to solve them; we have maintained the flexibility necessary to accept radical change instead of fighting it; and most importantly, we as a membership have maintained 9 high degree of internal unity—the ability to work together for the collective good of the organization despite personal likes or dislikes. Internal unity has always meant a great deal to us as an organization because without a united membership the SIU could not have organized the shipping companies which are the basis of our job security structure. Without a united membership we could not have successfully entered into politics, which today and in the future holds the fate of the maritime industry. And without a united membership we could not have established the training and upgrading programs at the Harry Lundeberg School, which is providing the SIU membership with the seafaring job skills of the future, such as LNG/LPG. Oddly enough, the SIU of 1976 is in much the same position as the SIU of 1946. We can sit back and live comfortably with the gains we have made, and we could probably do well for a few years. But eventually we would fall by the wayside. Or in the tradition of the SIU, we can continue and intensify our organinizing, political and educational programs, not only to keep the SIU strong for 1977 and 1978, but to break new ground in developing a base of security for aU Seafarers—both the young men just starting out and the oldtimers ready to retire—for years to come. The opportunity for growth and increased security for the SIU as a viable labor organization is well within our reach. By remaining a united member­ ship and working together as we have always done, we can boost U.S. mari­ time back to the top of the competitive world merchant marine, while at the same time solidifying our own role within the industry. When you look at it closely, nobody can stop us but ourselves. Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf Lakes and Inland Waters District AFL.cio fivn Fmirth AW> D••<^ALlw» M V 11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. XXXVIII, No. 9, September 1976. ' Fourth Ave., Brooklyn. N.Y. Page 2 Seafarers Log -iriy L.-aaSv' T'J �To £/ecf CaHor-Mondale Ticket AFL-CIO General Board Sets 6-Point Plan The labor movement launched its "all-out campaign" to elect the Demo­ cratic presidential ticket of Jimmy Carter and Walter Mondale when last month's meeting of the AFL-CIO Gen­ eral Board unanimously adopted a sixpoint program of political action and education "to make the nation a win­ ner on Nov. 2." The General Board, which is made up of representatives of the AFL-CIO's 109 affiliated unions and seven de­ partments, afiirmed that "Jimmy Carter has earned the support of labor and all Americans through his record of posi­ tive accomplishments as governor of the State of Georgia, the policies and programs he stands for, and his con­ duct of the campaign for the Demo­ cratic nomination which displayed the characteristics of leadership, dedication and hard work needed in the ofiSce of the President." The Board, which was meeting for the first time in more than three years, also noted that Carter "has made jobs his number *• i.e issue and has addressed himself to the majo" concern of woricii^ Americans—fear of losing their jobs." On the other hand, the General Board tagged the 1976 Republican Party Platform as "anti-worker, antilabor and anti-progress," and the Board charged that "in every instance where the Republican Party had an oppor­ tunity to choose between a moderate, progressive, firmly-rooted program and the strident, divisive rhetoric of the ex­ treme right, it chose the extreme right." Six Point Program Along with a pledge of "united, untireless efforts . . . in support of the Carter-Mondale ticket," labor's sixpoint program will include: • A massive voter registration drive among union members that sets a tar­ get of 100 percent registration of union members and their families. Full labor support of the A. Philip Randolph Institute, the Concerned Seniors for Better Government, the Labor Council for Latin American Ad­ vancement and Frontlash in their ef­ forts to register minorities, the elderly and the young. • Intensified efforts to inform ter cited balanced growth, stable prices and well-managed Government as the "basic ingredients that must go into the correction of our economic woes." Carter also paid tribute to labor for its historic fights on behalf of minimum wage laws, adequate health care, tax reform and Social Security. Democratic Presidential nominee Jimmy Carter waves to AFL-CIO General Board meeting after hearing labor's program to elect him in November. With Carter, from the left are AFL-CIO President George Meany; AFL-CIO Secre­ tary-Treasurer Lane Kirkland; Georgia AFL-CIO President Herbert H. Mabry and Machinists President Floyd E. Smith. union members of the issues in the elec­ tion, where the candidates stand, their records, and the proposals contained in the platforms of the two parties. • Continued and intensified efforts to elect a liberal, progressive House and Senate that will give Carter the support he will need as President to get America back to work. • The strongest, most effective getout-the-vote campaign ever conducted by the labor movement, including the establishment of phone banks, car pools, babysitting services and other mechanisms to help union members get to the polls on Nov. 2. • Total support of COPE (labor's political arm) as the best, most effec­ tive vehicle to achieve these goals. The General Board made it clear, however, that "achieving victory on Nov. 2 requires more than resolutions, endorsements and rhetoric. It will reqyi^e millions of volunteer hours, millions of telephone calls, massive mail­ ings and the personal commitment that trade unionists bring to politics." Responds Appreciatively In response to labor's support, Car- INDEX Legislative News Washington Activities ..... Page 9 Committee changes Page 9 Union News President's Report .... ... .Page 2 SPAD honor roll .... Page 31 Headquarters Notes Page 7 New York meeting. Page 4 General News Seapower symposium Page 5 National unemployment .. .Page 2 AFL-CIO General Board meets ..Page3 Platforms compared ......Page 5 Fishery council appointment — Page 7 Automation symposium ...Page 3 Sailors Snug Harbor..... Page 8 Shipping St. Clair............ September, 1976 Page 5 Dispatchers Report Ships' Committees Ship's Digests Page 21 Page 6 Page 26 Training and Upgrading Upgrading class schedule, requirements and application Pages 28-29 Seafarers participate in "A" seniority upgrading ... Page 30 GED requirements and application Page29 Membership News Numismatist Page 13 Former scholarship winner Page 19 New SlU pensioners Page 22 Final Departures Pages 24-25 Special Features What Is SPAD? Immunization Seapower article Back Page Page 23 Pages 10-11 ter told the General Board gathering, which^also included the 50 AFL-CIO State Federation presidents, that he ex­ pected a close race, which "makes labor's support even more vital and more appreciated," and he declared, "the difference in winning and losing will be in the hands of people like you and those you represent." Calling full employment "the most important thing of all" for economic recovery. Carter affirmed: "Some peo­ ple say it costs too much to put our people back to work. I think it costs too much not to put our people back to work." In addition to full employment, Car­ Supports Maritime Even before the AFL-CIO pledged their "all-out support" for Carter, the former Georgia governor came out strongly for a U.S. merchant marine capable of hauling "a major portion of our own foreign cargo." More than three months ago. Carter announced a four-point program for rebuilding the U.S. merchant fleet, as follows: • Assure continuing presidential at­ tention to the objective of having our nation achieve and maintain the de­ sired U.S.-flag merchant marine. • Dedicate ourselves to a program which would result in a U.S.-flag mer­ chant marine with ships that are com­ petitive with foreign-flag ships in origi­ nal cost, operating cost and produc­ tivity. • Enact and develop a national cargo policy which would assure our U.S.-flag merchant marine a fair share of all types of cargo. • Continue to enforce our Ameri­ can cabotage laws, such as the Jones Act, which requires that U.S.-flag ships trade between our U.S. domestic ports. In addition to Carter's pledge, the Democratic National Convention voted to incorporate a strong maritime plank into its 1976 platform. The Republi­ cans rejected a similar maritime plank. (See related story in this Log). "Consider Mental Health" Hall Submits Challenge To Automation Planners WASHINGTON — SIU President Paul Hall told 300 delegates from 15 countries attending an international conference on shipboard automation that they must concern themselves with the "human consequences" of improved technology. Speaking at the Second International Symposium on Ship Operation Automa­ tion held here recently, President Hall said that what alarms him more than the elimination of jobs through automation is the "degradation of jobs" and the threat to "workers' mental health." He said that boredom aboard ship has always been a fact of seafaring life, but with an automated ship—with no real duties to perform—"men's minds and reflexes could degenerate beyond any hope of revival." But, Hall said, consid­ eration of the "human element" in de­ signing automated ships could dampen the debilitating effects of mindless auto­ mation. He stated: "Job design may be the key and when highly automated ships are laid out, the role of crewmen should be taken into account by striving to build in such fac­ tors as interest and mental stimulation." Hall said that maritime labor does not oppose automation. HeL.said: "We rec- ognize how much it is contributing to the safety and comfort of the ships we sail. It can continue to make our fleets more competitive in the transportation race, and create more jobs than it elim­ inates." But he pointed out that automation must be applied with "due concern for the human beings—Seafarers—who are committeed to live on a small floating world for long periods of time." Hall said that employers have for some time been required by law to pre­ serve the riches of nature and safeguard the physical well-being of employees, and he asked if it wasn't reasonable to see the same consideration for workers' mental health. He said: "As sure as industry has a legal obl^ation to care for the physical health of workers, it has a moral obligation to care for their sanity." Summing up with a personal observa­ tion on the meaning of scientific ad­ vancement, Hall said: "What is obvious above all is that mankind, not science, must be in con­ trol—that scientific progress is not the ultimate purpose of the human race, but human progress must be and is the ultimate purpose of science." Page 3 �r rcrivs3-ii,«?;• •fj-rx'.-.- August and September .J Emphasis on Upgrading at N.Y. Meetings %• A '\ h) ^ I ^here's always something new X cropping up in the 'maritime in­ dustry and within the Union itself, and what better place to find out about it than at a monthly member­ ship meeting. In fact, the monthly meeting can be better than reading about new developments, because the meeting provides an open fomm for discussion and action on the issues. At the last two membership meet­ ings, August and September, in the port of New York, the emphasis has been on the need for continuing the upgrading of job skills and ratings for Seaforers. This message yfas primarily car­ ried on the lips of graduating 'A* Seniority Upgraders who had com­ pleted die 30-day course and were receiving their full books. At Au­ gustus meeting, the first expanded class of 12 seniority upgraders grad­ uated, with the second expanded class getting their hooks at the Sep­ tember meeting. In all, 262 Seafar­ ers have achieved 'A' Seniority through this program in the last three years. Each upgrader took his turn on deck, passing on some good words to the membership. And the good word almost always was to take full ad­ vantage of the training and upgrad­ ing prograr": at the Lundeberg School, because, from their own ex­ perience, education holds '^unlimited opportunities'* for Seafarers. As at every membership meeting at Headquarters, SIU President Paul Hall brought Seafarers up-to-date both on the most pressing issues affecting maritime today, and what the SIU is doing about them to pro­ tect our job stnicture and security. In addition, SIU Vice President Frank Drozak gave a rundown on the Union's progress in contracting new companies and new ships, as well as what ships had been laid up or lost in the previous months. fl t- y..'| The happy Seafarer displaying his new full 'A' book after September meeting is Seniority Upgrader Gilbert Payton. , " SIU Executive Vice President Frank Drozak talks about the SlU's progress in contracting new companies and new ships. SIU Representative Pete Loleas, left, registers three Seafarers for work before meeting. They are, from the left, Dan Mullins and B. Bergrund, able-seamen, and Ed Kaznowsky, chief steward. August membership meeting in port of New York, Atlantic Coast Vice Presi­ dent Bull Shepard, standing at dais, chairs meeting. Upgrader Roberto Duron is shown at the Septem­ ber meeting after receiving full book, firefighting endorsement and first aid certificate he achieved through 'A' Seniority Upgrading Program. Page 4 Upgrader Joe Townsend, a cook and baker, has his chance on deck as he graduates during August membership meeting At August meeting 'A' Seniority Up­ grader George Lusk encourages Sea­ farers to take advantage of educa­ tional opportunities at Lundeberg School. SIU President Paul Hall gives the membership a rundown on the most pressing issues affecting maritime today and what the Union is doing about them to protect jobs and job security. Upgrader Barney Loane is part of the first expanded class of 12 seniority upgraders. A total of 262 Sea­ farers have received^their full books through this program in the last three years. Seafarers Log �it5.-..rt7TOfej«re • At Navy League^ NMC Symposium J'/ Hall Urges US, Adopt Total Seapower Concept NEW ORLEANS —Fear that the United States could "fade as a great power" unless it strengthens its seapower concept was expressed recently by SIU President Paul Hall. Speaking at a Symposium on Seapower, sponsored jointly by the Navy League and the National Maritime Council, Hall warned that the decline of America's Navy and merchant ma­ rine would continue until the U.S. "adopts a total seapower perspective." Citing what he termed "the precipi­ tous decline" of both the U.S. Navy and the merchant marine. Hall called for greater cooperation between these two seaborne services. He said: "Too often wc have lacked the breadth of vision to see America's seapower as an integrated whole." In urging closer cooperation between the Navy and the merchant marine. Hall said that the use of the merchant fleet for certain auxiliary services would— result in a saving of Navy shipbuilding funds which could be "reprogrammed to build more of the Navy combat ships __ ^ ^ • PlOtfOrmS ConnpQr0Cl • our nation so desperately needs." Hall said that the feasibility of such programs was adequately demonstrated when the SlU-contracted Erna Eliza­ beth successfully participated in an ex­ perimental program to see if privately- a'ii operated U.S. tankers could supply U.S. Navy combat ships at sea. He said that in its'broadest sense, a nation's "seapower" includes all those elements that permit it to use the oceans to its advantage—"its Navy, the mer­ chant fleet, its shipbuilding, its fishing industry and its knowledge of marine science and engineering." ' Office of Maritime Affairs Taking part in the Seapower symposium were, from the left seated: Paul Richardson, vice chairman of Sea-Land Service, Inc.; Robert Blackwell, U.S. rnaritime administrator; Paul Hall, president of the SIU, and E. B. Potter pro­ fessor of History at the U.S. Naval Academy; from the left standing: Frank McNerney, central regional director of the U.S. Maritime Administration; Norman Polmar, editor of the U.S. section of Jane's Fighting ships; Don Walsh, professor at the Institute of Marine and Coastal Studies at the Universlty of southern California, and Rear Admiral William H. Livingston, U.S. Navy, retired. Hall also called for the creation of an Office of Maritime Affairs at the White House level to coordinate various civil­ ian maritime activities, and to "permit more constructive interfacing with the Navy." Such an office, he said, would give "greater visibility and emphasis to total seapower needs." Pointing to the increasing dependence of the United States on waterborne im­ ports of energy and raw materials. Hall urged the development of a national cargo policy to provide for a "more re­ liable transport capability" for strategic imports—and he expressed confidence that a guaranteed share of oil imports for U.S.-flag ships "will ultimately be­ come law." • t,-^ • rj ''ii Republicans Make No Mention of Merchant Marine The Republican Party's 1976 presi­ dential campaign platform released late last month does not contain even one specific reference to the U.S.-flag mer­ chant marine, unlike " the Democratic Party's platform which includes a threepoint plank calling for a national mari­ time policy. SIU President Paul Hall, along with Moore-McCormack Resources Chair­ man James R. Barker, spoke before both parties' platform drafting commit­ tees on behalf of the U.S. maritime in­ dustry, presenting strong arguments in favor of protecting and expanding our merchant fleet. The maritime proposals they pre­ sented had been drawn up by the Com­ mittee for a New Maritime Program, formed through the SIU's initiative, and composed of over 60 maritime unions, companies and associations. The Democrats reacted to the pro­ posals by drafting and approving a specific maritime plank which commits them to a revitalization of the U.S. fleet. Dealing directly with the American merchant marine's problems, this threepoint plank calls for, "a strong and competitive merchant fleet, built in the United States and manned by Ameri­ can seamen, as an instrument of inter­ national relations and national security. In order to revitalize our merchant fleet, the (Democratic) party pledges itself to a higher level of coordination of maritime policy, reaffirmation of the objectives of the Merchant Marine Acts of 1936 and 1970, and the develop­ ment of a national cargo policy which assures the U.S. fleet a fair participa­ tion in all U.S. trades." Republicans Avoid Maritime Although the transportation section of the Republican Party's platform men­ tions the interstate highway system, de­ veloping new automobile and rail sys­ tems, aiding railroads by abolishing present regulatory restraints and the unfair treatment of U.S. airlines at for­ eign airports, it fails to even specifically mention ocean transportation. The only section which can be in­ directly related to maritime states that "The Federal Government has a special responsibility to foster those elements of our national transportation system that are essential to foreign and inter­ state commerce and national defense." In its section on energy proposals the Republican platform calls for a reduced dependence of foreign energy sources. Once again the role of the U.S. mari­ time industry is ignored and ocean transportation of energy is not men­ tioned. Overall Republican Platform Organized labor's overall opinion of the Republican platform has been characterized by AFL-CIO President George Meany as a platform "only a William McKinley could love," written in a tone that is "condescending and paternalistic towards workers, minori­ ties, the elderly and the poor." "For the elderly," Meany charges, "there are kind words. For the poor, charity from private institutions. For workers, more so-called 'right-to-work' laws." A comparison of the two parties' platforms shows that the Democrat's coincides with the proposals made by the AFL-CIO "in jobs, the economy, social programs, foreign policy, civil rights and education, in nearly every area," Meany said. The Democratic platform opposes "right-to-work" laws while endorsing full employment, tax reform and other pro-labor legislation. y r: f :-1i Congressional Bill Would Gut Food Stomp Program If conservatives in Congress have their way, striking workers will not be able to receive food stamps. In August, / some Congressmen got a bill approved in" the House of Representatives Agri­ culture Committee that would gut the food stamp program. This measure, H.R. 13613, also would cut benefits for unemployed and low wage workers. The Amalgamated Meatcutters and Butcher Workmen is spearheading la­ bor's fight against this bill, which will be debated on the House floor in Sep­ tember. "This fight is crucial," Leon Schachter, international vice president of the meatcutters union-warned in a letter to the SIU and other unions. "The food stamp program has been extremely important to the welfare of unemployed workers and their familiesjn the current recession. It has been vital to the suc­ cess of many unions during long strikes." Churches,- civil rights and civic groups, together with unions, are now gearing up to strike out the bad provi­ September, 197; sions of this bill while protecting the good parts. severely limited. These deductions are used in calculating a family's net in­ come to determine if they are eligible. Also slipped into the bill is the re­ Major Alms Labor and its allies will seek certain major aims concerning this bill. The most important is to eliminate the ban on strikers. Even though striking work­ ers meet all the eligibility requirements of the program, the House Agriculture Committee voted 20-17 to prevent strikers and their families from receiv­ ing food stamp benefits. Second, unions and their allies will seek to restore some of the benefits that were cut by the Committee. Although low wage workers lieed food stamps to supplement their income, under H.R. 13613 only families living at or below the Government fixed poverty level would qualify. The new limiting yearly income for a family of four would be $5,500 compared with $6,636 under the current program. Under the new bill, standard deduc­ tions allowable from gross income are • quirement that states contribute two percent more of the program's cost. Third, then labor is opposing this proContinued on Page 27 Giant^ New Lakes MlV St. Clair Hauls Coal to Detroit The SlU-manned 770-foot M/V St. Clair (American Steamship Co.), which holds a record as the largest vessel ever side-launched on the Great Lakes, is now hauling 45,000 short tons of Mon­ tana low sulphur, clean-burning coal from the twin ports of Duluth-Superior, Wise, to the Detroit Edison Company's new electric generating plant on the St. Clair River in Michigan. The $24-million carrier, which is on a long term contract to haul coal for the utility, was built by the Bay Ship­ building Corp. of Sturgeon Bay, Wise, which will build two more sisterships to the 43,500 dwt M/ V St. Clair. At this very moment, an even larger coal car­ rier, the 1,000-foot M/V Belle River (American Steamship Co.) is now under construction at the Bay Shipyard. She'll be delivered next summer and also go into service for the Detroit Edi­ son Co. This year alone 2.6-million tons of Montana coal will be carried on the Lakes to the Detroit utility and 8-million by 1980. The M/F St. Clair has a self-unload­ ing capacity of 7,000 short tons an hour. Her diesel engines produce a 10,500 shaft hp at a speed of 16 mph. The ship's draft is 30 feet. Peire 5 '.y; •i �The Committee Page Eagle Voyager Committee Thomas Jefferson Committee A % I Deck Delegate Don Paccio (left) has his arm around Recertified Bosun Elbert Hogge, ship's chairman of the SS Eagle Voyager (Sea Transport) as they pose for a photo with the rest of the Ship's Committee of Steward Delegate James E. Ward (left), and Engine Delegate E. P. Burke. The ship paid off on Aug. 11 at Stapleton Anchorage, S.I., N.Y. Seated above Engine Delegate John "Zero" Fedesovich gets his photo taken with the Ship's Committee of the SS Thomas Jefferson (Waterman) at a payoff recently in Port Newark, N.J. The other members of the committee are (I. to r.): Deck Delegate George Glennon; Recertified Bosun Albert J. Doty, ship's chairman: Steward Delegate Fred Washington, and Chief Electrician Ross Guymon, educational director Houston Committee Charleston Committee • tf'' lis I Two recertified bosuns, Jan Beye (2nd right), ship's chairman, and Deck Dele­ gate Walter Gustavson (right) are on the Ship's Committee of the SS Charles­ ton (Sea-Land). Other members are (I. to r.); Chief Steward J. Nash, secretaryreporter; Steward Delegate Righetti, and Engine Delegate Jose Del Rio. The ship paid off Aug. 20 in Port Elizabeth, N.J. Yukon Committee Bosun B. R. Kitchens (2nd right), ship's chairman of theT/SA/S Vu/con"(Hudson Waterways), is on deck with the Ship's Committee of (I. to r.): Steward Dele­ gate John Thomas; Engine Delegate Calvin Wilson, and Deck Delegate E. Beverly at a payoff on Aug. 18 in Port Reading, N.J. Recertified Bosun Frank Teti (2nd right) ship's chairman of the SS Houston (Sea-Land) sports a neat suntan at a payoff on Aug. 26 in Port Elizabeth, N.J. The other members of the Ship's Committee are (I. to r.): Chief Steward C. J. Gibson, secretary-reporter; Steward Delegate Tom O'Brien, and Deck Dele­ gate H. McCue. Tampa Committee Recertified Bosun Guillermo Castro (right), ship's chairman of the SS Tampa. : (Sea-Land), leads a happy crew and Ship's Committee at a payoff on Aug. 20 in Port Elizabeth, N.J. From left are: Pantryman Sara Sotomayor; Steward Delegate Edgar Vazquez; Chief Steward B. B. Henderson, secretary-reporter, and Deck Delegate .Nick Caputo. Seated is Third Cook Roberto Escobar. Page 6 Seafarers Log f . •it:'"• �-TT-r Headquarters Notqs by SIU Executive Vice President Frank Drozak Through shipboard Union meetings, Seafarers let the SIU know about their problems and their views on Union affairs. Problems on board ship, except for petty personal quarrels, can be aired and settled. The minutes are sent to Union Headquarters so SIU officials can learn what the members are thinking and patrolmen leam about outstanding beefs that need to be settled at payoff. For a vigorous and democratic Union, all men at sea should actively participate in the meetings. The shipboard meeting is also the Union's way of keeping the members informed about what is going on. Copies of the Log with up-to-date news about industry and Union affairs are sent out to the ships with a list Of the most imimportant articles. Headquarers sends telegrams about urgent Union matters to the ship's chairman. Sometimes members complain that they cannot think of anything to discuss at their meetings. Reading aloud articles from the Log and discussing them is thdbest idea. Meetings are held each Sunday while a ship is at sea. All members except those standing watch should attend. The bosun serves as the ship's chairman, the chief steward acts as the sec­ retary-reporter and the treasurer and keeps the minutes, and the chief elec­ trician, pumpman or day working QMED serves as the education director. In addition to these three men, the ship's committee consists of an elected delegate from each department. So the meeting will run smoothly, there is an agenda, which simply means the order in which the meeting is conducted. First, the chairman calls the meeting to order. Second, the secretary-reporter reads the minutes of the previous meeting. Third, the delegates from each department read their reports which can include any problems in the department such as disputed overtime. The members vote whether to accept or reject all reports. Fourth, old business is discussed. Every member has a right to speak, but if everyone speaks at once, that infringes on the rights of people who have some­ thing to say. Therefore, no one should speak unless he has been recognized by the chair. You may be recognized by holding up your hand or standing up. The method of bringing anything to the attention of the crew for action is to make a motion. Discussion can only take place after a motion has been made and seconded, except in that part of the agenda entitled "good and welfare." Motions should deal only with the business at hand. After the dis­ cussion, a vote is taken. After the old business is finished, the fifth item—new business—is discussed. Sixth is good and welfare. During good and welfare, you can get up and talk about what you think should be done by the Union and for the benefit of the Union. This is a good place for the oldtimers to clarify issues and give the score to the newcomers. Any questiops can be asked. No motions can be made or actions taken. It is strictly a discussion period where the membership can clear the air and give and get information. To be effective when you get the floor, remember to keep to the point— convince with facts—don't become personal—and keep it short. A pint of tact is worth more than a case of Scotch! Last, we observe one minute of silence in honor of our departed brothers. Then the meeting is adjourned. Shipboard meetings are conducted according to Robert's Rules of Order, which are standard for running meetings in the English speaking world. For details on the fine points of running a meeting, consult the Robert's Rules which are found on every ship and in every Union Hall. In Union business occurring this month, 11 more Seafarers graduated from the "A" Seniority Program. This brings to 262 the number of men who have guaranteed their security by earning their "A" book. At the same time, they build the future of the Union by replacing our older brothers who are now retiring and have passed away. Guaranteeing the future of the Union and looking out for our job security is every member's business. The best way to do this is through upgrading at the Lundeberg School in Piney Point, Md. There are many programs each month down at the school which lead to specific endorsements. Of these, perhaps the most important is the firefighting course, one day of which is spent in Piney Point and one in Carle. N.J. In the future, all U.S. seamen will be required to have a firefighting certificate. Looking to the very near future, LNG/LPG tankers will soon be sailing in the U.S. merchant fleet. To work on board one of these technologically ad­ vanced tankers, special training is required which you can get at the Lundeberg School. (See the upgrading schedule in this issue of the Log for details). The plans for the Steward Department Recertification Program are coming along well. A curriculum is being worked out and will soon be presented to the members. '• / J .1 V$ i L SIUNA Official Named to Fishery Management Council John Burt, secretary-treasurer of the SIUNA-affiliated New Bedford Fisher­ men's Union and a vice president of the SIUNA, has been appointed to a twoyear term on the New England Fishery Management Council, one of the largest of eight regional councils set up for the management and conservation of U.S. fisheries within the newly established 200-mile fishery conservation zone off America's coasts. Burt, one of 68 voting members of the eight regional councils, was appointed to the post by Secretary of Commerce Elliot Richardson at the request of Massachusetts Gov. Michael S. Duka­ kis. He represents the only voice of an AFL-CIO-affiliated union on the eight coiihcils, which are made up mostly of people from industry, government and environmental groups. In addition to the New Englahd Council, the Fishery Conservation and Management Act of 1976, which goes into effect Mar. 1, 1977, calls for re­ gional councils to represent the Mid- atlantic. South Atlantic, Caribbean, Gulf, Pacific, North Pacific and Western Pacific areas. The councils' jurisdiction will cover the 2(X)-mile conservation zone limits off the Atlantic, Gulf and West Coasts, Alaska and Hawaii. These regional councils, considered the basic tool for the management and conservation of America's fisheries, are designed to fulfill six vital functions: • To develop fishery management plans and amendments to them. • To submit periodic reports to the secretary of commerce (the Commerce Department is responsible for enforce­ ment of the 20()-mile limit). • To review and revise assessments (rf optimum yield and allowable foreign fishing. Optimum yield is defined by the Commerce Department as that part of a fishery that will provide "the greatest overall benefit to the nation, with par­ ticular reference to food production and recreational opportunities." • To conduct public hearings on de­ velopment of fishery management plans and on the administration of the 200mile law. • To establish scientific and statisti­ cal committees and necessary advisory panels. • To undertake any other activities necessary to carry out the provisions of the law. Council members say they will take all economic, social, biological and eco­ logical factors into serious consideration in developing their programs for Amer­ ica's fisheries. Burt says that he hopes his participa­ tion on the council will help "give New England fishermen an even break." Currently, Burt is an industry, ad­ visor to the International Commission for the Northwest Atlantic Fisheries, which has attempted to manage fisheries stocks in the Northwest Atlantic for the past two decades on an international basis. .A y Three "SPAD" Contributions Unclaimed Steiiait Wages Below is a list of Seafarers who have imclaimed wages due them from Steuart Tankers. According to the company, hone of the apiounts is less than $5.98 and most are from $20 to $45, The largest is $586. Nicht^ Andreadis WUIiamE. Babbitt Raod^S-BaUey iUfonso Betancourt James F. Brack james E. BrewerKevin R. Carison Stanley J. Ci jfeahkJ*'" September, 1976 If your name appears below, the com­ pany asks that you send your request along with your Social Security number to: Steuart Tankers Company, P.O. Box 25398, Houston, Tex. 77005. Anasfacio Cruzado I Carl Byron Davis Pedro T. DeAkino Stephen Demetri James R. Davis ' Cl^es W. Eastwood Farook Mohamed Essa Daniel W.Franck WUliaih J. Gagne^ Jobnnie L* Ifodiii^j Frmicls Mclntyre Joseph Milukas Joaquin Ntdascq Victor Prado Peter Sernyk RayL.Sireiigt|» ^" RgymondT^rnel'^ ' :\FrancisK»:^mijt;^ ( First tripper Ub Kevin Taylor (right), second tripper Steward Utility Alvin Robinson (left), and AB A. Maldonado happily hold their $20 SPAD receipts after making contributions at a payoff recently aboard the SS Borinquen (Puerto Rico Marine) in Port Elizabeth, N.J. Brothers Taylor and Robinson are graduates of the Lundeberg School of Seamanship. Page? • �K •, -. ' • • . . .! Tell Court Promises Unfulfilled. S Two Snug Harbor Residents in N.Y. Battle Trustees The two Snug Harbor residents who remained behind when the home for old sailors nioved from its 143-year-old Staten Island site to a new location in Sealevel, N.C.—76-year-old Johan Ba­ gel and 60-year-old Anthony Pujol are still living on the abandoned Snug Harbor grounds. The two retired seamen have re­ fused to leave the Staten Island grounds where they have been living since June in a deserted mansion-like building without hot water, heat or companion­ ship in an attempt to force the Harbor's trustees to honor their promise to ar­ range for accommodations and to sup­ plement the income of men not wish­ ing to move to North Carolina. When the trustees had sought per­ mission two years ago to move the Harbor from Staten Island they had agreed to aid any resident wishing to remain in New York. 22 Signed Letter Although at least 22 men had signed a letter stating that they would not move to Sealevel, the trustees waited until only two weeks before the move to begin arranging for other accom­ modations. Under the pressure of hasty and confused last-minute arrangements all but nine of the old sailors felt they had no choice but to move to the isolated North Carolina site. Arrangements were made for five of the nine to move into nursing homes in the area, one was assisted in finding an apartment and one man disap­ peared. Bugel and Pujol, however, re­ fused to be forced into accepting what -§ if I S':'. they considered unsatisfactory settle­ ments. Before the move, Bugel said, the trustees "just had a man from the at­ torney general's office walk in and say, 'Here's a place to live; go live there.' They said I had to pay for all of it my­ self. And they were helping out the other men." After the Harbor moved the trustees began eviction proceedings against Bu­ gel and Pujol. In the court proceedings which followed, the two old mariners have stated that they need a minimum of $600 dollars per "month to continue living in the New York area and that the trustees should supplement their income to bring it up to that level. The trustees have made a number of offers, but all were well below the $600 level. Resolved to Remain Unable to reach an agreement, Bugel and Pujol have resolved to remain at the deserted estate, which is being con­ verted into a cultural center by area residents, until either properly provided for or evicted. Meanwhile, the trust­ ees are continuing their eviction pro­ ceeding. Serious problems also plague many of the Snug Harbor residents who did move to the new facilities in Sealevel. Set in an isolated section of the North Carolina coast. Harbor residents with complaints find that they have no recourse if the Harbor's director or trustees choose to ignore their prob­ lems. Men who lost most of their personal belongings in the move or who were • •i V ' 'r- J: Protesting the Snug Harbor Board of Trustees' failure to live up to its promise of aid, old Harbor residents Anthony Pujol (left) and Johan Bugel (center) explain to a local TV reporter why they have refused to leave the deserted Staten Island home for old sailors. swered complaints about Harbor man­ promised reparation for possessions agement. they had to leave behind now find them­ The isolated location and lack of selves unable to collect the money due public transportation also means that them. 29 Miles From Town most of the old sailors who were ac­ customed to moving freely around New New to the area, as well as 29 miles from the nearest town and without pub­ York now find it nearly impossible to lic transportation, these men are now even leave the Harbor grounds. A poorly stocked library, only one unable to bring their unanswered com­ plaints to an outside arbitrator. In the public phone for all the residents, as well as unfinished construction and past the SIU, the N.Y. Attorney Gene­ landscaping at the new site are also ral's Office and other public watchdog agencies with offices in N.Y. City were major sources of discomfort which are quick to offer assistance and protection compounding the problem of isolation to residents with problems or unan­ for the old mariners. SlU's Aleohpl Rehabilitation Center Has Helped 80 Seafarers In the seven months since it opened it's doors, the SIU's Alcohol Rehabili­ tation Program has helped nearly 80 Seafarers come to terms with their drinking problems. • Before the inception of this unique program, a Seafarer with a serious drinking problem had few alternatives. He could try to overcome his problem by himself; he could turn to shoreside organizations such as AA which are not geared to the specific problems of sail­ ors, or, as was all too often the case, he could just keep drinking. Because there are Seafarers who suf­ fer from alcoholism and because we realize the speciaT problems of a Sea­ farer's life, the SIU established the Rehab Center at Piney Point. It will, we believe, help hundreds of Seafarers to recover from the disease of alcoholism. Seafarers who might other­ wise have shortened their lives and their careers without the aid of this special alcoholic rehabilitation program. In an attempt to spread the word about this unique project. The Center will be publishing a newsletter which will explain what's going on at the Piney .--.J SIU Alcoholic Rehabilitation Center ! I Point facility, as well as provide mem­ bers with the real facts about alcoholism. The first issue should be available at SIU Union Halls within the next few months. In the meantime, if you have any questions about our alcoholism pro­ gram talk to your port agent or contact the program's director Bill Hibbert at Piney Point. Alcoholism is a major problem. One out of .every 10 Americans who drink has a serious drinking problem. Alcoholism is a disease. It can be treated. Finance Committee in Action T am interested in attending a six-week program at thb SIU Alco­ I holic Rehabilitation Center. I understand that this will be kept strictly confidential, and that no records or information about me will be kept • anywhere except at The Center. •-. r-'v •" .j"'- I y. I blame -iBook bio. ... I I ' */• V ^kddress ....................................... (Street or RFD) (City) (State) .T (Zip) 'f.' a- Telephone No. ......... Mail to: THE CENTER ^ ^ Star Route Boxl53-A " Valley Lee, Md. 20692 or call, 24 hours-a-day, (301) 994-0010 Page 8 r't^ r ft * . • • - 1-I •• •» ••'"i•• •/•-'.I . • • >..• V '• • • .'V -.#1 Quarterly Finance Committee Chairman Warren Cassidy (center), who sails in the steward department, goes over the figures of his fellow committeemen early this month, f^rom left, clockwise are: Recertified Bosun Donato Gianglordano; Cook and Baker F. Motus; Recertified Bosun Luis A. Polanco; AB Nick Damante, and Third Cooks Melvin W. Bass and Otis Paschal. The committee was elected at the September meeting at Headquarters. Seafarers Log • A �mmi. Washington Activities By B. Rocker Congress recessed from Aug, 11 to 23 for the Republican Convention. They were our for Labor Day, and expect to adjourn for the year Oct. 2. All members of the House and one-third of the Senate must stand for reelec­ tion every two years. They will go back to meet with their constituents and campaign before the election on Tuesday, Nov. 2. The House Merchant Marine and Fisheries Committee, which has jurisdic­ tion over most of the House bills affecting Seafarers, will lose Chairman Leonor Sullivan (D-Mo.) and Rep. Thomas Downing (D-Va.) who is second in seniority; both are retiring. Chairman Sullivan was honored Aug. 25 by maritime industry and labor at a dinner in Washington. She has been a member of Congress for 24 years and served as chairman for the last four years. She has demonstrated concern for the condition of the U.S.-flag fleet and expertise about maritime matters. [For a rundown on other changes in Congress because of retirements, see story below.] PUBLIC HEALTH SERVICE HOSPITALS The appropriation for the Department of Health, Education and Welfare has gone to a Senate-House Conference Committee where conferees are work­ ing out differences between the two versions of the bill. They have agreed to a figure of $128 million for PHS hospitals in the budget for Fiscal Year 1977— an increase of $10 million over 1976. The SIU is urging that facilities in Galveston, which are in a bad state of disrepair, be moved to a new hospital building available nearby. OUTER CONTINENTAL SHELF A resolution has been reported out of the House Administration Committee to authorize additional funds for expenses of the Ad Hoc Select Committee on the Outer Continental Shelf. The Committee, chaired by Rep. John Murphy (D-N.Y.), has jurisdiction over legislation covering exploration and develop­ ment of resources and environmental protection of DCS lands. In addition, there are under consideration House and Senate versions of a bill to reform the leasing and management of Federal Outer Continental Shelf lands. If sponsors of the two versions can reach agreement. Rep. Murphy will try to take the compromise measure to the floor of the House without going to conference.. Some of the provisions of the bill deal with leasing systems, exploration, review of recommendations by state governors or by advisory boards. The Mines and Mining Subcommittee has tentatively scheduled hearings on another bill to promote orderly development of hard mineral resources of the deep seabed, with Rep. Patsy Mink (R-Hawaii) to chair. OCEAN POLICY The Oceanography Subcommittee has scheduled hearings and will take testi'mony on jurisdiction of national ocean policy. Secretary of Commerce Elliot Richardson, Secretary of Interior Thomas Kleppe and Secretary of the Navy William Middendorf have been invited to testify. ALASKA GAS AND OIL The Subcommittee on Public Lands is continuing to hold hearings on trans­ portation and distribution of Alaska crude to the Lower 48 states. The House Interior and Insular Affairs Committee and the Interstate and Foreign Commerce Subcommittee on Energy are holding hearings on proposals for the delivery of natural gas from Alaska. SIU TAKE STAND ON PREJUDICE AGAINST AMERICAN SEAMEN SIU President Hall, in a Sept. 1 letter to President Gerald Ford, asked for removal of John Hill, deputy administrator. Federal Energy Administration. Hill had been quoted in the daily press recently. President Hall said, with irresponsible remarks which are an affront to American seafaring workers whose loyalty to the United States is unsurpassed. President Hall's letter pointed out: "Mr. Hill's characterization of American merchant seamen as less reliable than the Arabs shows him to be lacking in good judgment and ignorant of our long history of service to the United States." SENATE COMMITTEE REORGANIZATION The Senate Select Committee to Study the Committee System met in July and will hold hearings this month to study the present system. Members hope to make recommendations concerning organization and ways to improve the system before Congress adjourns so that the Senate can act on the recom­ mendations when Congress reconvenes in January. HOUSE COMMITTEES The House Democratic Caucus has announced that it will meet Dec. 7 and 8 to study assignments to committees for the First Session of the Ninety-Fifth Congress when it opens in January. TAX BILL The Senate has completed consideration of the Tax Reform Bill, H.R. 10612, and the House Senate Conference Committee has just finished working out differences between the two versions. The Senate spent 25 days considering its version, voted on 209 amendments or motions, and finished with 1,500 pages. The Conference Committee passed the section of the bill which concerned the maritime industry most. It allows a 5 percent tax credit for building ships in U.S. yards to be registered under the U.S. flag. The report of the Conference Committee must be approved by both houses, and also needs Presidential approvafi i ;l i. SYMPOSIUM ON AUTOMATION At the Second International Symposium on Shipboard Operation Automa­ tion, SIU President Paul Hall spoke to 300 delegates from 15 nations on the "human consequences" of improved technology. (See story on Page 3). President Hall said that maritime labor recognizes that automation will make our fleets more competitive in the transportation race, but said that the industry has an obligation to care for the health of the men and women who sail Ameri­ can ships. "Scientific progress" he said, "is not the ultimate purpose of the human race, but human progress must be and is the ultimate purpose of science." .-ft i To Protect Your Job Security in the Fight for Favorable Legislation Seafarers are urged to contribute to SPAD. If is the way to have your voice heard and to keep your union effective in the fight for legislation to \protect the security of every Seafarer and his family. A'. • Record Retirements Shake Up Congress WASHINGTON—A record number of Congressmen in both the House and Senate—some of them chairmen of committees whose legislative power di­ rectly^ affects the maritime industry— will not be running for reelection this year. The list of influential Congress­ men who have announced their retire­ ment includes the Speaker of the House Carl Albert, Senate Majority Leader, Mike Mansfield and Senate Minority Leader Hugh Scott. Among those who will leave the Congress this year and who were the chairmen and members of committees with jurisdiction over legislation affect­ ing the welfare of Seafarers are: • Merchant Marine and Fisheries Committee. Congresswoman Leonor Sullivan (D-Mo.) chairman .of this committee since 1973, is retiring after 24 years in Congress. Rep. Sullivan has September, 1976 been a staunch advocate of the U.S. merchant marine for many years. This committee has jurisdiction over all mat­ ters affecting the U.S. maritime and fishing industries. • Merchant Marine Subcommittee. Congressman Thomas Downing (DVa.) is chairman of this committee which is directly responsible for legisla­ tion affecting U.S.-flag deep sea. Great Lakes and inland waterways shipping. Congressman Downing is retiring, as is Congressman Charles Mosher (R-Oh.) and Congressman Pierre duPont (RDe.). • Public Works and Transportation Committee. Congressman Robert .Jones (D-Ala.) will not run for reelection. He is the chairman of this House com­ mittee which has jurisdiction over many matters affecting the inland waterways including improvement of rivers and harbors, pollution, and inland water transportation. • Public Works Subcommittee. Sub-, committee Chairman Joe Evins (DTenn.) is retiring. This subcommittee of the House Appropriations Commit­ tee has initial jurisdiction over Admini­ stration money requests for the Corps of Engineers hopper dredge program, and for other projects such as the con­ struction for a replacement for Locks and Dam No. 26. • International Relations Commit­ tee. Congressman Thomas Morgan (DPa.) is retiring. Included as part of this House committee's legislative respon­ sibility are such matters as international fishing agreements, international com­ modity agreements, and other areas affecting international maritime nego­ tiations. • Interior and Insular Affairs Com­ mittee. Chairman James Haley (D-Fla.) is not seeking reelection. This House committee has jurisdiction over such legislation affecting the maritime indus-. try as ocean mining, oil and gas pipe­ lines, and domestic marine transporta­ tion systems. • Interstate and Foreign Commerce Committee. Four members of this com­ mittee are retiring. They are Rep. W. S. Stuckey (D-Ga.), Rep. James Syming­ ton (D-Mo.), Rep. John McCollisher (R-Neb.), and Rep. John Heinz (RPa.). This committee has important legislative control over the nation's in­ land waterways system. The retirements in these Congres­ sional committees—^which include a number of Congressmen who have been strong advocates of a viable U.S. mer­ chant marine—^will require a renewed effort on the part of Seafarers to help elect new legislators who support the goals of America's maritime industry. Pages i: ' I r �>'•-: • "• < Former Transportation Department Official Insists: Cargo Preference Is What Ailing U.S. Merchant Marine Needs icy- This article is reprinted with permission from the June 1976 issue of Seapower^ official publication of the United States Navy League. It was written by Donald C. Leavens, a transportation consultant, formerly on the staff of the Assistant Secretary for Policy Plans and International Af­ fairs.V.S. Department of Transportation. I '€' •JS> gi -% #' l^- t •r^ 'W: r>r: n recent years there has been a determined effort on the part of U.S. maritime interests to improve the position of the U.S. merchant fleet in the carriage of cargoes in America's foreign trade. The Maritime Administration reports (in its publication Essential United States Foreign Trade Routes, Jime 1975) that participation of the U.S. merchant fleet in Amer­ ica's total seaborne foreign trade has fallen off in recent years by about 33 percent and, in the non-liner segment of that trade, by as much as 75 percent. That decline in U.S.-flag participation has given rise to an increasingly grave concern in the maritime community. Unfortunately, both inside and outside of Government, there has been effective resistance to corrective measures suggested by maritime interests to improve U.S.-flag participation. That resistance has, for the most part, stalemated such efforts to the present time. Most interested parties seem to agree that carriage of a greater share of America's foreign trade in U.S. ships is a desirable goal, but substantial disagreement persists as to how that goal should be achieved. It is seldom recognized, unfortunately, exactly how massive an impact a reasonable 'fair share" or "cargo preference" law would have on the U.S. merchant marine, and on the U.S. shipbuilding industry in par­ ticular. The fact is, however, that there is probably no action which woidd benefit and strengthen the U.S. merchant marine more dian would enactment of legis­ lation leading to use of U.S.-flag ships for oirriage of a greater share of all goods and commodities in America's twor>way foreign trade. Grain Agreement Precedent Using as an example, and perhaps precedent, the "one-third" share for U.S.-flag ships negotiated in the U.S./Soviet Agreement on grain shipments to the USSR, the following are but a few of the benefits which would accrue from enactment of corollary leg­ islation on a more general basis: • In cargo terms alone, U.S.-flag ships, which now annually carry less than 40 million tons (exports and imports combined),would see that total boosted more than five-fold, to over 210 million tons. • Some 255 new ships, built in U.S. shipyards with U.S. labor, and later manned by U.S. seamen, would have to be built to carry the increased cargo. Included in that total would be approximately 16 general cargo ships—container and Ro-Ro (roll-on, roll-off) ships, each displacing about 20,000 deadweight tons—155 bulk ships (50,000 DWT), and 84 tankers (100,000 DWT). (All estimates are based on straight-line pro­ jections of current Maritime Administration data, and admittedly could vary somewhat, depending on the various qualifications, assumptions, and guidelines used in developing alternate estimates. The fact re­ mains, however, that a very large number of new ships —250, more or less—would be needed following en­ actment of a "one third" fair share law.) • The ship construction program generated would amount, at current prices, to about $9 billion in addi­ tional revenues for the hard-pressed U.S. shipyard industry and would provide an estimated 510 million ihanhours in employment. Follow-on shipboard em­ ployment for the 255 ships would total approximately 15 million manhotirs annually, and provide the U.S. economy some $150 million annually in additional shipboard wages. There .are additional benefits—substantial, if unquantifiable. U.S. shipyards, ship owners, and ship operators would be strengthened financially; a longterm program would permit series production of ships, creating additional savings and substantially reducing the need for Government construction-differ­ ential or operating-differential subsidies (CDS and ODS); and, most important, the United States as a nation would finally be disentangled from its present precarious position of almost complete dependence on foreign ships for transport of the strategic raw fe Page 10 materials needed for maintenance of a modem indus­ trial society. Trade Routesand Commodities Carried To bring the problem of U.S.-flag participation in foreign trade into even sharper focus, an understand­ ing of related subject areas is also essential, including at least: (1) the present situation, particularly with respect to U.S.-flag carriage of cargoes moving in U.S. foreign trade; and (2) the seryices, trade routes, and commodity flows in the foreign trade where U.S.flag participation should be improved. According to Maritime Administration publica­ tions (for calendar year 1973, the latest year for which final data is available), total U.S. seabome foreign trade amounts to about 632 million long tons of cargo of all types, with imports accounting for about two-thirds, or 406 million tons, and exports about one-third, or 226 million tons. . Of all imports, 23 million tons, or about 5 percent, are carried in the liner service; 104 million tons, or about 25 percent, are carried in the non-liner service; and by far the largest share, 279 million tons, or about 70 percent, are carried in the tanker service. (Liner service refers to shipping service provided on a definite advertised schedule between specific U.S. and foreign ports; non-liner service refers to ship­ ping service provided on an unscheduled or irregular basis as cargo is offered—usually in bulk and with no specific trading limits; tanker service refers to ship­ ping service provided by ships designed to carry liquid cargoes in bulk, especially petroleum—^but which may also be used to transport dry bulk com­ modities, such as grain.) Of the U.S. «xport tonnage, some 28 million tons, or 13 percent, is carried in the liner service; the larg­ est share, 178 million tons, or 80 percent, is carried in the non-liner service; 19 million tons, or 7 percent, is carried in the tanker service. Tanker, Noii uiner Weaknesses Overall U.S.-flag participation in U.S. trade amounts to about 40 million long tons, or 6.3 per­ cent of the total movement. On the import side— which represents the larger directional movement in toimage—^U.S.-flag participation also amounts to about 6.3 percent and breaks down as follows: liner —23.5 percent; non-liner—1.4 percent; and tanker —6.7 percent. On tfie export side, overall participation amounts to 6.4 percent, with the service breakdown as fol­ lows: liner—27.7 percent; non-liner—1.7 percent; and tanker—18.4 percent. In the liner services, where both constmction and operating subsidies are generally provided) partici­ pation of U.S.-flag ships, it is apparent, is relatively good. In contrast, in both the non-liner and tanker services—in both directions—participation of U.S.flag ships is generally poor particnlarly in the nonliner service, where overall participation of U.S.-flag ships has declined in the last 10 years by about 75 percent. To put U.S.-flag shares (or lack thereof) in per­ spective, it is instructive to review the percentages of U.S.-flag participation both by specific trade routes and on a "commodity consist" basis (the "consist" is the specific mix of goods, materials, and/or mer­ chandise carried on a particular voyage or over a par­ ticular trade route). There are 38 "Essential Trade Routes and Trad­ ing Areas" over which vitrually all U.S. imports and exports are carried; they may be defined as those specifically designated channels through which U.S. commerce flows between a particular U.S. coastal area or areas and a specific foreign coastal area or areas. Using liner exports in 1973 as the first example, the 10 principal trade routes (over which were carried 18.6 million long tons of cargo, or 66.1 percent of the 28.3 million long tons carried in all U.S. export liner trade that year), and the tonnage on each route —^in thousands of long tons (with the percentages carried by U.S.-flag ships shown- in parentheses)— were as follows: 1. U.S. Pacific/Far East, 4,228 (40%); 2. U.S. North Atlantic/Western Europe, 2,587 (36%); 3. U.S. Gulf/Western Europe, 2,342 (26%); 4. U.S. Gulf/Far East, 2,009 (34%); 5. U.S. Atlantic/Far East, 1,776 (26%); 6. U.S. Atlantic & Gulf/India, Persian Gulf & Red Sea, 1,404(24%); 7. U.S.Atlantic/Mediterranean, 1,267 (42%); 8. U.S. Atlantic/Caribbean, 1,164 (17%); 9. U.S. South Atlantic & Gulf/Mediterranean, 1,088 (31%); and 10. U.S. Atlantic & Gulf/Western Africa, 817 (29%). With a low of 17 percent and a high of 42 percent, and most other U.S. shares running between 24 per­ cent and 36 percent, U.S.-flag participation on the principal liner export routes can be considered at least satisfactory—healthy, if not robustly so. The situation is somewhat similar in the liner im­ port trade, where 15.1 million long tons out of a total U.S. liner import tonnage of 23.0 million long tons (the same 66.1 percent) is carried on the 10 principal liner import routes. U.S.-flag participation on those routes ranges from a low of 10 percent (of the 789,000 tons carried on the U.S. North Atlantic/ Scandinavia & Baltic route) to a high of 38 percent (of the 2,722,000 tons carried on the U.S. Pacific/ Far East route); most U.S. shares in the ofher eight of the top 10 liner import trade routes fall into the 20 percent to 30 percent category. The tonnage totals on the routes, which vary from a high of 3,683,000 long tons carried on the U.S. North Atlantic/Western Europe route (U.S. share 37 percent) to a low of 612,000 tons on the U.S. Atlantic & Gulf/India, Persian Gulf & Red Sea route (U.S. share 19 percent), both illustrate the dramatic dropoff which occurs even in the top 10 and indicate' how important a fair share percentage on even a lim­ ited number of routes, or between specific trading areas, could be in affecting overall cargo totals car­ ried by U.S.-flag ships. Shifting the focus to non-liner export service: • Over 144 million long tons, or about 81 percent of the over 178 million tons carried in the total U.S. non-liner export trade, is carried on the 10 princi­ pal trade routes; U.S.-flag participation ranges from a "zero" (or statistically negl^ble) share of the 4,306,000 tons carried on the U.S. Gulf/East Coast of South America routOy-lOth route in the top 10 to a "high" of 10 percent on the U.S. Atlantic & Gulf/ India, Persian Gulf & Red Sea route (9th on the list, with 4,424,000 tons), • The U.S.-flag share on the top eight routes ranges from 1 percent to 4 percent; the routes themselves show tonnage totals ranging from a low of 4,768,000 tons (U.S. share 4 percent) on the U.S. Gulf/Carib­ bean route to a high of 30,812,000 tons (U.S. share 1 percent) on the U.S, Paciflc/Far East route. Continued on Page 11 Seafarers Log �Continued from Page 10 It is apparent that even an extremely modest shift in the U.S. percentage share, now only about 1.7 per­ cent of the overall non-liner export total, would gen­ erate huge shifts in absolute tonnages. If, for example, the 10 percent share carried by U.S. ships on the U.S. Atlantic & Gulf/India, Persian Gulf & Red Sea route prevailed throughout the entire non-liner export trade, the new total of tonnage carried in that trade would be higher than the total export tonnage now carried by all U.S.-flag ships—liners, non-liners, and tankers—combined. With that in mind, it is also instructive to look at the commodity consist in the U.S. non-liner export trade—in which various Maritime Administration "Ship American"- programs presumably would be most helpful following passage of fair share or cargo preference laws. (Rates are not fixed in the non-liner or tanker serv­ ices as they are in the liner or conference service. Hence, any "Ship American" program in the former two services would, in the absence of fair share legis­ lation, be of a persuasive nature only.) Using as an example the U.S. Pacific to Far East trade route Cthe most heavily tonnaged of all routes in the U.S. non-liner export trade), following, in thou­ sands of long tons (again, with U.S. shares in paren­ theses), are the 10 most important iteiiis in the con­ sist and the tonnages of each carried on that route and in that trade: 1. Woodintherough, 10,612 (2%); 2. Wheat, unmilled, 7,050 (0%, or statistically negligible); 3. Wood veneers, plywood, 5,638 (2% ); 4. Iron & steel scrap, 2,215 (0%); 5. Petroleum products, 1,340 (0%); 6. Wood, shaped, 911(0%); 7. Barley, unmilled, 644 (0%); 8. Iron ore & concentrates, 457 (0%); 9. Cereal, unmilled, 256 (0%); and 10. Pulp & waste paper, 246 (1%). State Department 'Exertions* Most of the goods shipped by American shippers to foreign destinations on the most important nonliner export trade route, it is obvious, are carried in foreign-flag ships, a situation which is unfortunately characteristic of U.S.-flag participation on all routes in the non-liner export service. That fact in itself, however, suggests, if nothing else, where "fair share" cargo preference would be most effective. U.S.-flag ships manned by American seamen are the most modern and safest in the world and have many ad­ vantages to offer foreign buyers of U.S. goods. U.S. exporters working with U.S. State Department of­ ficials could be helpful in working with foreign pur­ chasing countries to stimulate a more equitable dis­ tribution of cargo. (Although it is clearly a very important part of the State Department's overaU mission to promote the U.S. merchant marine, neither the results nor the overt evidence indicates that State Department of­ ficials, do, in fact, exert themselves too vigorously on behalf of the U.S. maritime industry.) The U.S. share of non-liner imports is even lower: 1.4 percent of the 103,661,000 long tons carried. All of the major commodity (iron ore) on the two most important inbound routes—^U.S. Gulf/Carib­ bean and East Coast of Mexico and U.S. Atlantic/ Caribbean—is carried by foreign-flag ships. Since the selection of carrier is presumably con­ trolled by the importer, a "Ship American" policy by American industry should be helpful in directing some of this important cargo to American ships. "Fair share" legislation, by providing cargo for U.S:-flag ships, will guarantee the continued availability of shipping for strategic imports. In the tanker service the U.S. share is appreciably higher than in the non-liner service—although still considerably below the percentage carried by U.S.flag ships in the liner service. The total two-way U.S. tanker trade in 1973 was 298,418,000 tons, of which 7.4 percent was carried by U.S. ships—6.7 percent of the 278,942,000 long tons of tanker imports, and a more equitable 18.4 per­ cent of the much smaller totai of 19,476,000 tons exported. Those figures cannot be considered in the absolute, however; they need considerable amplification. To begin with, the truly massive volume of tanker imports—almost 15 times the tonnage of tanker ex­ ports—clearly demonstrates how truly dependent the United States has become on foreign raw materials, particularly petroleum, for its own economic and in­ dustrial survival. Caribbean Confiugenci^ But there is more to it than that. By far the single most important shipping lane for U.S. purposes is the U.S. Atlantic/Caribbean route, over which passed some 105 million long tons of cargo (almost all of it petroleum) in 1973—with U.S.-flag ships carrying about 5 percent of the total. How well prepared the U.S. Navy is to defend and protect that route is ques­ tionable, but it is a.matter which certainly merits top priority in the Pentagon's contingency plans. U.S.-flag participation in the top 10 tanker import routes ranged from a low of 4 percent (U.S. Pacific/ Caribbean) to a high of 22 percent (U.S. South At­ lantic & Gulf/Mediterranean). So important is the U.S. Atlantic/Caribbean route, however, and so heavy is the tanker traffic using that route, that a one-third "fair share" percentage for U.S. ships on that one route alone would represent a total of over 35,000,000 tons reserved for U.S. .tankers, or more than the 1973 combined total car­ ried by all U.S. tankers, exports and imports, on all trade routes. The fact should suggest something to those at the State Department charged with promot­ ing the interests of the U.S. merchant marine. It is in the tanker export service, however, where the implications of a fair share law can be most clearly demonstrated. U.S.-flag participation in the top 10 trade routes in that service ranges from zero (on four routes—U.S. Gulf/Caribbean; U.S. Pacific/West Coast of Mexico, Central & South America; U.S. Pacific/Western Europe; and U.S. North Atlantic/ Western Europe), to between 1 and 3 percent on four other routes, to 30 percent on the U.S. Atlantic & Gulf/India, Persian Gulf & Red Sea route, to a high of 52 percent on the leading tanker export route, U.S. South Atlantic & Gulf/Mediterranean. An examination of the commodity consist reveals that most tanker tonnage on the latter two routes is represented by wheat and cereals. On such cargoes, which represent commodities either given outright to foreign nations by the United States (or purchased with the financial aid of the United States), contract terms between the Govern­ ments involved (as in the U.S.-Soviet Agreement on grain shipments) usually require that at least 50 per­ cent of the cargo resultant from the agreement must move on U.S.-flag ships. A Mandatory Qnestion The question must be asked: If it is important enough to U.S. decisionmakers—for whatever mix of political, economic, and/or national security rea­ sons—to negotiate fair share arrangements for U.S.flag carriage of certain commodities on certain trade routes, why is it not equally important, for the same reasons, to negotiate the same arrangements for U.S.flag carriage of any and all other conunodities on any and all other trade routes? The answer should be obvious: Fair share agree­ ments across-the-board (or fair share legislation) would benefit U.S. national security immensely, and the U.S. economy in numerous ways. A strong and healthy U.S.-flag merchant marine is as vital to U.S. national security as are strong and healthy naval and military forces—and, in peacetime, at least, the merchant marine is much more important in economic terms than is the uniformed naval/mili­ tary establishment. That U.S. policy planners and decision makers—in the Pentagon, at the State Department, in the White House, and on Capitol Hill—continue to neglect the U.S. merchant marine has been, in peacetime, a politi­ cal and economic mistake of major dimensions. In time of war, that same mistake—^which will take years to fully rectify, in any case—would quickly escalate into a national disaster. EDITORIAL POLICY—SEAFARERS LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf. Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Members of this committee may make dissenting reports, specific recom­ mendations and separate findings. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circumstances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to headquarters. CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its contents. Any time you feel any member or officer is attempting to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disburse­ ments of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. EQUAL RIGHTS. All Seafarers are guaranteed equal rights in employment and as members of the SIU. These rights are clearly sei forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no Seafarer may be discriminated against because of race, creed, color, sex and national or geographic origin. If any member feels that he is denied the equal rights to which .he is entitled, he should notify headquarters. SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively by the contracts between the Union and the shipowners. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the shipowners, notify the Seafarers Appeals Board by certified mail, return receipt requested. The proper address for this is: SEAFARERS POLITICAL ACTIVITY DONATION— SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including but not limited to furthering the political, social and economic interests of Seafarer seamen, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contribution may be solicited or received l^cause of force, job discrimination, financial reprisal, or threat of such conduct, or as a condition of member­ ship in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Support SPAD to protect and further your economic, political and social interests, American trade union concepts and Seafarer seamen. Frank Drozak, Chainnan, Seafarers Appeals Board 275 • 20tb Street, Brooklyn, N. Y. 112IS Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard ship. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. If at any time a Seafarer feels that any of the above rights have been violated, or that he has been denied his constitutional right of access to Union records or information, he should immediately notify SIU President Paul Hall at headquarters by certified mail, return receipt requested. Page 11 September, 1976 : .'V.. - I u 0 / 3^.; I ' ^ '» J V % V' s -f": �ir*'- -v~. Ik V--**'. I AT SEA Don't Buy Seagram's Boycott Asketf in Distillery Lockout SS Mount Navigator Scheduled to carry 26,000-tons of bulk wheat to the ports of Inchon or Pusan, Korea the middle of this month from a Northwest Pacific port was the 19,498-dwt tanker the SS Mount Navigator (Mount Shipping) which had gone aground late last month. ' SS Samuel Chase Sailing from a Gulf port in the middle of last month was the SS Samuel Chase (Waterman) carrying 11,500 metric tons of bagged rice to the port of El Ladhiqia, Syria. SS Sugar Islander This month the SS Sugar Islander (Pyramid Transport) sails from ^ Gulf port to the port of Haifa, Israel with 25,000 tons of heavy grains. SS Overseas Anchorage On Sept. 1, the 29,278-dwt tanker the SS Overseas Anchorage (Maritime Over­ seas) was taken in tow to Gibraltar Roads for repairs after she reported engine trouble some 12 miles west of the Rock. 1 SS San Juan , ' Brother Frank Sarmento would like to thank the ofiicers and crew of the SSSan Juan (Puerto Rico Marine) for the collection they made when his wife passed away from cancer on Aug. 13. He would also like to thank the members of the shore gang and the longshoremen who contributed to the collection on hearing of his wife's death. Seafarer Sarmento, who has sailed for 35 years, ships out as an able seaman. SS Overseas Joyce Seafarers on the SS Overseas Joyce (Maritime Overseas) gave the steward department "... a rising vote of thanks for the outside barbeque steak and rib supper on the poop deck with all kinds of beverages" on July 4 at sea on the way to a port of call in Ilicheusk, Russia. The photos below illustrate what a good time was had by all. A Don't Buy Seagram's Products boycott campaign appeal to the Amer­ ican consumer has been made by the Retail, Wholesale and Department Store Union (RWDSU), AFL-CIO for 240 distillery workers of Local 604 locked out of their jobs in Vancouver, B.C., Canada since February 1975. RWDSU requests that Americans not buy alcoholic products made or dis­ tributed by Seagram's until the com­ pany signs a new contract with its Van­ couver employes. Some of the most frequently-pur­ chased products here are; Canadian Seagram's V.O. and Crown Royal whiskies; Seagram's 7 Crown; Calvert; Four Roses; Wilson and Carstairs blended whiskies; Chivas Regal; Hud­ son Bay and White Horse Scotch whis­ kies; Old Bushmills Irish whiskey; and vodkas, gins, rums, liqueurs and wines made or distributed by the company. Since October 1975, British Colum­ bians and other Canadians have sup­ ported the boycott by refusing to buy Seagram's alcoholic products in order to help the workers regain their jobs with increased pay and benefits and bet­ ter working conditions in a fair and reasonable agreement with the com­ pany. The workers were locked out of the Vancouver Seagram's Distillery, the largest in the world, during collective bargaining negotiations as a two-year contract expired. The union says the company, which closed its bottling op­ erations at the locked up plant, ". . . is embarked on union-busting course equalled only by the contempt for law and humanity displayed by the J.P. Stevens Co.", a Southern U.S. textile giant. The growing effectiveness of the boy­ cott in both countries, the union says, is shown by the increasing advertising space Seagram's is buying in the labor press. The history of the lockout began in 1973 when Local 604, affiliated with the RWDSU, continued to work under an existing agreement which was essen­ tially nationwide in wages and fringes. But, since wage levels in British Colum­ bia are the highest in Canada, RWDSU feels Seagram's fears that a separate set­ tlement there will set a pattern for its other distilleries in Canada and the U.S. The British Columbia Labour Rela­ tions Board ruled the lockout illegal and ordered the firm to resume opera­ tions there. Seagram's appealed to the Provincial Supreme Court which re­ fused to overturn the Board's decision. The company, however, has failed to lift the lockout. The union has pro­ ceeded with a contempt of court action against the company. Seafarers Plans Must Hare Member's Latest Address . Because of the Employee Retirement Income Security Act of 1974 (often referred to as the Pension Reform Act) it is extremely important that the latest correct address of each member be on file. If the Seafarers Plans have your latest address, you will be able to receive all the neces­ sary and vital material which is required to be sent to you under the new Law. It is also very important that the Plans be aware of your marital status. Therefore, you are strongly urged to fill in the form below and send it to: Claims Department, Seafarers Welfare and Pension Plans, 275 20th St., Brooklyn, N.Y. 11215. Seafarers Welfare and Pension Plans • SIU • IBU check one Capt. R. Gibbons (left center) skipper of the SS Overseas Joyce cuts the Fourth of July Bicentennial birthday cake for the crew at the cookout as (left) Cook and Baker Clarence Harvin and Chief Steward Vasser Szymanski smile their approval. In the rigbt photo, Chief Cook Ed Collins (right) tends to the barbecue on the coals while (I. to r.) Utility A. Battle, Third Cook C. Hollings, Sr. and BR Herb Hollings wait for the goodies. Name Print Permanent Address .. Print Last Name Number and Street See. Sec.#, First Name City Middle Initial State Zip Code Date of Birth I:- Seventy-one cents of every dollar spent in shipping on American-flag vessels remains in this country, making a very substantial contiitotip|n to the Qational balpHM f>f payments and to the nation's economy. Mo / Day / Year First Year of SIU, IBU Employment . Spouse's Name Print Permanent Address ..... Print Last Name Number and Street First Name City Middle Initial State Zip Code Date of Birth Mo / Day / Year Use U.S.-flag ships. It's good for the American maritime industry, the Ameiican shipper, and America. . Page 12 SECURITY IN UNITY Seafarers Log �ASHORE New York Washington, D.C. A good example of what an individual Seafarer and others can do to help our maritime industry get revitalized and on the move again is the letter Seafarer Herbert D. Braunstein of the port of Wilmington wrote this year to President Ford in the White House: "Dear Mr. President: "I have been an active merchant seaman all my adult life. For service during World War II, we received citations from a grateful Government and signed by President Truman. Enclosed are copies of my citations. _ "Now my question is, 'What is the country going to do for the seamen?' Shipping is the slowest and in the worst slump since Depression years. President Nixon did much for the shipping industry, but that has been nullified by your Administra­ tion's stand on cargo preference and shipping rate stabilization. We need a strong merchant fleet to keep our nation strong and free, and to supply our Armed Forces as we have in the past. "The maritime industry needs your support to keep this nation strong eco­ nomically and sound. As you called on us once to answer the call, we ask you now to answer our call with proper legislation." Seafarer Braunstein received a three-page letter from U.S. Assistant Secretary for Maritime Affairs Robert J. Blackwell who said in part: "The President has asked me to reply to your letter... concerning Government support for the U.S. merchant marine... ". . . In 1974, the construction and operating-differential subsidy programs available .for bulk carrier operators were deemed sufficient to provide the neces­ sary liquid bulk ocean lift capacity to adequately meet U.S. energy requirements thus obviating the need for cargo preference legislation. Furthermore, it was con­ sidered that such a law would subvert the principles of free trade, invite foreign retaliation, and contravene existing treaties and agreements with other maritime nations. It was for these reasons that President Ford pocket vetoed oil cargo preference legislation two years ago. "Matters relating to shipping rate stabilization are covered by the Shipping Act, 1916. The 1916 Act is administered by the Federal Maritime Commission which is an independent regulatory agency. We are forwarding a copy of your letter to that agency for their consideration with respect to your reference to shipping rates." Members who have savings in New York State banks should be aware that the state can now impound bank account funds which have remained in an inactive state—no deposits or withdrawals—after five years. Previously, it took 10 years before impoundment. The New York State Legislature amended the Abandoned Property law this year requiring all banks in the state to report to the state comptroller, as aban­ doned, all savings accounts which have been inactive for the past five years. Inactive also means the bankbook has not been presented for the updating of dividends or interest earned. Also by Nov. 10 of each year, the banks have to turn over to the comptroller all deposits regarded as abandoned if the depositor does not respond to the bank's notice and claim the account by depositing or withdrawing funds, or by presenting the bankbook for updating of dividends or interest. •I - t •fM* Detroit Andrew Furuseth recently was posthumously inducted into Labor's Interna­ tional Hall of Fame here. A scroll honoring his induction will be kept in the Labor Hall of Fame Archives. A number of universities and labor organizations have offered the institution possible permanent sites. It would like to establish the archives at a place acces­ sible for the public to view the documents and history of the labor movement and honor those individuals who have been inducted into the Labor Hal! of Fame for having contributed so much to the growth of the organized labor movement. Yokohama I -A, Morganfown, W. Va. "Since I retired from the SIU, "writes Joseph Pasinosky," I have been pursuing my favorite subjects, philosophy and psychology. At present, I am a special stu­ dent at West Virginia University. Last summer I wrote a sea story, a novel of about 30,000 words." •* Yokohama Port Agent Frank Boyne (center) accepts the Boy Scouts of Amer­ ica century membership plaque award recently from Scout executives Vernon Lane Newman (left) and Robert M. Lambert for services to the organization at the Seamen's Club here. A Seafarer Rose Has Caught the 'Numismatic Bug Seafarer F. M. "Rosey" Rose, along with a few million other people, is a chronic sufferer of a not-so-rare afflictiort called "numismatism." It's tough to pick a numismatist out of a crowd because he or she looks just like the next guy or gal. But flash a box of old coins in front of a numismatist and the symptoms begin to surface. If a person is a serious numismatist, like F. M. Rose, the eyes will bulge slightly, the nerves will get tense, and the wit will get keen as he picks up any one of the coins, foreign or domestic, and tells you its monetary or intrinsic value as well as its history and the history of the era from which it came. You see, F. M. Rose is a coin collec­ tor, and a pretty good one at that, and he has several awards to show for it. Last January at the Miami Interna­ tional Mid-Winter Coin Convention, he won first prize in the foreign coins cate­ gory with a five-case exhibit of chopmarked and counter stamped trade coins, which originally were used for international commerce. With much the same exhibit. Brother Rose recently won the John S. Davenport Award for for­ eign coins at the 85th Annual Conven­ tion of the American Numismatic Assn. in New York. Though Brother Rose, who joined the SIU in 1962, enjoys collecting all sorts of coin., ' is main interest is foreign currency with a specialty in old Chinese coins. F.M. has quite a collection of so- dates back only 100 years or so to the Great Ching Dynasty, 1852-1858. The coin is quite heavy and is nearly six inches in diameter. Brother Rose claims it's his favorite because it is a mystery. He says: "I've shown this piece to some of the foremost experts in the world on Chinese coins, and no one has ever seen anything like it, nor do they have any idea of its value or original purpose. Several people have offered to buy it from me, but I say it's not for sale." F.M., who ships in the deck depart­ ment and is a resident of Fort Lauderdaje, Fla., will tell you that to be a good coin collector you have to be a bit of a gambler, but most importantly, you have to know your coins. He buys coins by the hoard, or a 76-pound box of assorted coins. Once in a while, he finds a particularly interesting piece that many others have passed over. Inciden­ tally, he found his six-inch wide Ching Dynasty coin in a hoard. called barter-shaped Chinese coins dat­ ing back as far as 1100 B.C. He also has a collection of Chinese coins with holes in the center dating back to the pre-pocket days when money was worn outside the clothing on a string. His Favorite Coin Oddly enough, F.M.'s favorite coin After he extracts what he wants from the hoard, he'll try to sell it off, to an­ other collector, who might pick up something of interest that F.M. passed over. Dutch Daalder His most valuable coin, at least in terms of monetary worth, is a silvef Dutch daalder, the ancestor of the dol­ lar, emblazoned with a rider on horse­ back. It's worth about $600. His profession of seafaring, which can take him to many parts of the world, is an added advantage to a coin collec­ tor, especially a serious collector of for­ eign coins. He has picked up many in­ teresting pieces on his voyages overseas. All in all, coin collecting keeps Sea­ farer F. M. Rose pretty busy. Visit a Shipmate in Foreign Hospital For a Seafarer, there's just about nothing more depressing than being confined in a hospital in a foreign port with no friends or relatives nearby to offer some comfort or consolation. Many times there is not even another English speaking patient at the hospital with whom to talk. If you know of a fellow Seafarer in this situation, and if it is possible, you should try to visit the confined patient to boost his spirits and to see if there are any small items which he might need. You might also check when you are in a port to find out if any brother Sea­ farer is confined in a nearby hospital and give him a visit. It will do wonders for him, and vnll make you feel pretty good,too. Page 13 September, 1976 .''4. '• 1 u i: ii �w%'«'~.v--.-«-n'r.'.;rft_«»^ ^»-:.- rr *".-' *-'-•<-• fi^.^.-r j^- Automation: Huntan Being Must Be Considered without manning reductions, can be a profitable investment," Sec. Blackwell declared. He described several techhiques that could go a long way in preventing the $300 million worth of marine casualties that affect the U.S. fleet each year. Perhaps Sec. Blackwell should de­ liver a lecture to the U.S. Coast Guard which foolishly cuts manning scales even when it advocates stricter safety regulations in other respects. In June, the Coast Guard pro­ posed new structural designs and safety equipment for vessels carrying toxic or flammable liquid cargoes. The proposed rules would isolate liv­ ing areas and engine rooms from cargo ballast piping and cargo areas to protect the crew from vapors and contaminated ballast. Forced venti­ lation in enclosed areas and wider accessways to pump rooms would be required. However during cargo transfer procedures, only a licensed officer, who may or may not also be a certi­ fied tanicerman, would be supervis­ ing at the point of transfer. The cer­ tified tankerman rating would be eliminated. In a letter to the Marine Safety Council, SIU Executive Vice Presi­ dent Frank Drozak commended the Coast Guard's effort to prevent ves­ sel collisions and expressed support for most of the proposed safety regu­ lations. But he pointed out, "It has been our experience that the combi­ nation and consolidation of safetyrelated shipboard duties and respon­ sibilities reduce safety and increase the possibility of accidents and pol­ lution." The SIU battle with the Coast Guard over manning levels and the position of unlicensed seamen is nothing new. Even back in 1959, as shown in the SIUNA's Convention proceedings for that year, the SIU was fighting Coast Guard attempts to eliminate unlicensed seamen from American-flag ships. Now that auto­ mation has become the Coast Guard's excuse for cutting unlicensed ratings, the battlefield will simply be ex­ panded. The rush to automate vessels on the deep seas has created many threats to the sanity and safety of Seafarers which are being ignored by the Coast Guard, the maritime in­ dustry, and the Federal Government. Boredom, which has always been a problem on long sea voyages, is the first outstanding menace. Even in the logs of the early European explor­ ers, when shipboard maintenance and navigation took tremendous ef­ fort, boredom loomed as a plague worse than fear. Today, as automated equipment takes over much of the meaningful work on board ship, sailors are left with fewer interesting physical and mental tasks. Confined to fast turn­ around automated vessels for weeks on end, sailors must struggle to keep from going crazy. Iff fjr f' |\ ' ^«i 'i T ':• -I e. ;> •L- '•<• -JP On the other end of the pole, the Coast Guard and maritime industry dream of a push-button world with totally automated vessels. They are prematurely attempting to make sea-, men obsolete. Manning levels have been cut by the Coast Guard to a point where there are not enough men to run a ship when the auto­ mated equipment breaks down. Men who are left on these under­ staffed ships often work overtime round the clock for several days in a row. As a result of fatigue, the acci­ dent rate increases. yThe SIU recognizes that automa­ tion can increase the efficiency, safety and competitive position of the American merchant marine. We have not opposed automation on board our contracted ships. Instead, we have trained Seafarers at the Lundeberg School to deal with advanced technology. J However, recently we have been forced to repeat our original reser­ vation, that automation should be regulated rather than resisted, with emphasis on the regulation. In August, at the SeconV Interna­ tional Symposium on Ship Operation in Washington, D.C., SIU President Paul Hall predicted that "as far ahead as we can see, all commercial ships will have a crew aboard." Even on automated ships, he explained,hu­ man direction will be needed "on at least a standby basis at all times" in September, 1976 IF HE HAD HIS WAY case of emergency.- (See news story noted that employers, by law, must on Page 3) often sacrifice some profits and effi­ But he warned the delegates about ciency to protect the environment the effects of eliminating shipboard and the safety of the workers. "Isn't duties that require meaningful men­ it reasonable to ask the same con­ tal and physical effort. "With no real sideration for the worker's mental duties to perforin in an automated health?" Hail asked. vessel, men's minds and reflexes At the same conference, Robert J. could degenerate beyond any hope Blackwell, assistant secretary of of revival." commerce for maritime affairs, criti­ He reminded the 300 technical cized the "outdated notion . . . that delegates that "human progress" the more humans you take out of the must be the ultimate purpose of sci­ system the better off you will be. In ence and said. "In that common con­ an age where the fuel bills of oceanviction we can welcome automation . going vessels are dramatically higher together. than manning costs, it is pointless to •/job design can be the key," Hall direct all of our attention to remov­ declared. "As automation is intro­ ing an additional wiper from the duced at each point," the role that ships' complement," he said. the crew will take should be con­ "Rather we should be directing sidered. "And that consideration our advanced technology toward im­ should include the degree of interest, provements in vessel productivity of mental stimulation, that can be and safety. . . . Automation, with or built into the tasks." Hall gave the example of experi­ ments being conducted in the auto and electrical industries, with a view to "humanizing" repetitive.tasks. He TO THE EDITOR Vol. 38, No. 9 .-A'. Executive Board Paul Hall President Frank Drozak Joe DiGiorgio Executive Vice President Cal Tanner Secretary-Treasurer Earl Shepard Lindsey Williams Vice-President Vice-President Vice-President Paul Drozak Vice-President BBArAmClwa^LOO Marietta Homayonpour 389 Editor-in-Chief James Gannon Assistant Editor - 'V Tc:'-'.: Official Publication of the Seafarers International Union of North America, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO Ray Bourdius • --.A'. Managing Editor. Jim Mele Assistant Editor Ruth Shereff Assistant Editor Frank Cianciotti Dennis Lundy Chief Photographer Associate Photographer Marie Kosciusko George J. Vana assion. Save Seafarer On the SS Mount Navigator, enroute from Odessa, Russia to Portland, Ore about five days out of Antigua in the Caribbean, SIU Fireman Bill Turpin was I stricken with a heart attack while standing watch. - I Captain Hanify, Radio Operator Warriner and the chief mate did an out-i Standing job day and night communicating, getting medical instructions and admiftistering the proper medicines, which were aboard. No ships were in the area so during daylight, communicating was either non­ existent or very poor due to dead areas. Members of the deck department and the wiper took turns standing watch ovw Brother Turpin, who was finally taken ashore in Antigua in good Shape. Captain Hanify is a man of great compassion. He stated he had never lost a ; man at sea. He's still batting 1,000 percent. ? • j Administrative Assistant Production/Art Director Published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. t;232. Tel. 499-6600. Second class postage , paid at Brooklyn, N.Y. ^ . Fraternally, ^ M. S. Howard, H.1003, a, it Page 14 Seafarers Log a"————— • ' " - �GH SEAFARERS • ( Muj) - LOG Official inibllaatlM af tha SBATARBRS INTBRNATIONAL UNION*Atlaatla» Oidf, Lakaa laliMWatan District* AFL-CIO lA SOVIET DmiillEGySS! Where Is Our State Department? ftK Pmm u lattnM T» U( tW PDUC KMW W)ul ^ iWt It OoiM Ta Yea Htbaul Satutitv tv •IkCiO Vk .Arte •4 Among those participating in the protest in New Orleans were, from left: SlU Port Agent Buck Stephens: an SlU brother; Lindsey Williams, SlU vice presi­ dent; a National Maritime Union patrolman; SlU Representative Norman DuBois, and -Sailors Union of the Pacific Agent Henry Johansen. m- On Soviet Shipping Deal Maritime Workers Protest State Dept's Inaction ) The footsteps of Federal buildings in port cities throughout the country were the scenes of some hot contro­ versy last Aug. 17 as hundreds of angry American maritime workers, many of them SIU members, marched in protest of the State Department's lack of action in dealing with Rus­ sia's blatant violation of the 1972 U.S.-USSR bilateral shipping agree­ ment ^ The workers had a right to be angry, because in violating the ship­ ping agreement, which stipulates that at least one-third of all grain cargoes moving from the U.S. to Russia be carried on American-flag ships, the Russians set "conditions" that eflfectively shut U.S. ships out of carrying any grain cargoes to Russia for the month of August. And since 360,000 metric tons of U.S. grain did go to Russia in August, one-third on Rus^ si an and the rest on third-flag ships,. American seaman got beat out of a lot of jobs rightfully belonging to them. Among the new shipping "condi­ tions" set by the Russians e^ly last month was a refusal to' uccejpt any moi® grain deliveries in tankers, in­ sisting that ?'ll shipments be carried in dry bulk vessels. However, the U.S. merchant fleet relies almost totally on tankers for grain movement, and of the few dry bulk carriers in the U.S.-fleet, none met further Russian "conditions," such as size and draft requirements, for the transport of grain to Soviet pprts. The net result, then, was a total ban on the use of U.S. ships for his trade. State Department Inaction It became apparent by the middle of the month that the State Depart­ ment was taUng no actions to correct the situation, so an ad hoc commit­ tee of U.S.-flag shipping companies and AFL-CIO maritime workers was formed and the demonstrations were called. Maritime workers carried out pro­ tests in the ports of Norfolk, Balti­ more, San Francisco, Seattle, Mobile, Philadelphia, New Orleans, New York, Chicago, Detroit and Houston. The protestors carried picket signs and passed out thousands of leaflets to passersby proclaiming a "Soviet Dpuble-Cross." The protestors also charged that the State Department was a "contributing factor" in the controversy because of its "long standing unwillingness to support an American-flag shipping capability and its failure to insist on the Rus­ sian's strict observance of the terms telegrams to the Russian Foreign Ministry, as well as setting up a meet­ ing with the Soviets for the end of this month to correct the situation. In addition. Rep. Jack Murphy (DN.Y.), a staunch supporter of mari­ time, introduced a House resolution urging President Ford to terminate the 1972 "wheat deal" with Russia until the Soviets agree to abide by the terms of the 1972 bilateral trade and shipping agreements with the U.S. Murphy labeled Russia's refusal to use U.S. ships in the grain trade "an­ other example of their apprent inabil­ ity to deal in good faith. Apparently they have no qualms about ripping off American maritime if it will save them a few rubles. It is high time we stop looking the other way while they make a mockery of the commercial trade agreements which bailed out their troubled economy." Rep. Murphy has also called on Leonor Sullivan, chairman of the House Merchant Marine and Fisher­ ies Committee, to schedule imme­ diate hearings regarding the contro­ versy with testimony from the Departments of State, Agriculture and Commerce, and the Federal Maritime Commission. Murphy af­ firmed: "I want unemployed merContinued on Page 18 of the bilateral shipping agreement." The demonstrators also charged that the refusal to use U.S. ships in the grain trade was another indica­ tion of Russia's attempts to bolster their own massive seapower buildup, and they wMned that the Soviet Union's "stepped up shipbuilding of both naval and commercial ships have as their objectives the elimina­ tion of American-flag shipping from the oceans of the world." The demonstrators further warned that "unless our Government displays some firmness and insists on full ob­ servance of the letter of the agree­ ment, the United States stands to lose respect and prestige in the world community and we as Americans stand to lose our self respect." Heard in Washington The message of the nationwide demonstrations, which received wide­ spread labor support and good cover­ age in the media, was clearly heard in Washington, D.C. The day after the demonstrations, the State Department announced that they had sent a note of protest to the Russians and would pursue it further. A spokesman for.the Maritime Administration claims that MARAD has sent as many as nine protesting Page 15 September, 1976 „. .A, -• , .'•.v. % - ' ' " . .V /• .•?' , I t..J �, -y;. ''•^,>:V,-„v;. '.v.:- • - • r< • \1::„ = i * 'f-'l 'I f '<'" I '••" Jr1 'V . N •? •'V '; ;%• • .-.- 2' '•' y'-S'- • CHICAGO •g; ; ?'>r.*t-;:X'' "; "tg; •' -- ••ii!^'' .:v;'. '•. *•. .K.^ "iF''^ • &•. • iSs:;-" s»-';;ir"'i •• < •Vrvr- ••• -.'- ••V-.-'i-- •'/ .•,- .^ Page 16 -: .;r;: •- . W: .-3y \ I i • •< f X- ^ M H • *^ • ' g •|aSiayyy|£S^^ '^yyr-yrTT, M �i • Li. '(m••SEAFARERS LOG ) • •';. V onicial pvbllMtlMi •! tlMSBAFARBRS INTBIIIfATlONAL UNION •Atlaatte, OaU, L«kM aaB lalaadWataw IMstrlet* AFL-GIO V— «- -- Continued jrom Page15 "chant seamen in this nation to hear their Government explain why we sit idly by while the Russians ignore their commitments. My resolution would halt further deliveries until our tiimd trade negotiators and diplomats, as well as a seemingly unconcemed Administration, , can bring some justice and fair play to Ameri­ SlU Detroit Port Agent Jack Bluitt (left) goes over some material for the protest with Congressman John Dingell (D-Mich.). Looking on are SlU Headquarters Representative Fred Farnen (second from right) and Amos Stewart, president of the Maritime Trades Department Detroit Port Council and president of Carpenters Local 19. can merchant seamen.' Always Hedging Russia's refusal to use U.S. ships in the grain trade is just one more in a long line of Soviet balks, maneu­ vers and violations of the 1972 agree­ ment aimed at cutting out the use of U.S. ships in this trade. One such Ru^ian maneuver has caused at least 11 American ships to. lose grain cargoes because unrealistic time schedules set by the Soviets made it impossible for these ships to be on time for loading in a designated U.S. ports. Yet, U.S. ship after U.S. ship waits idly in the harbor up to two weeks at a time to unload at a Russian port. The record cle^ly shows that de­ spite the 1972 shipping agreement, U.S. ships have carried only 22 per­ cent of the 50 million metric tons of grain that has gone to Russia in the last four years. That's 11 percent less than U.S. ships are suppo.sed to de­ ceive under the treaty. American ships would not have carried even this much if maritime labor, by vir­ tue of a grain loading boycott last year, hadn't forced the Russiaiu to renew the treaty to cover the October . 1975 grain sale. The Maritime Administration says that their is no program for shipment of grain to Russia for the month of September. However, a MARAD spokesman revealed that a few ship­ ments have gone out in September, none of which went on U.S.-ilag ships. MARAD also claims that Rus­ sia is not exactly refusing 'to accept delivery of grain in tankers. How­ ever, they are demanding that huge portions of the grain be delivered to ports not equipped with evacuator systems for the unloading of grain from tankers. Whatever the reason, the net result is the same—^U.S. ships are illegally being shut out of carry­ ing grain to Russia. The nationwide demonstrations was labor's first move to correct the -situation and ensure that American ships, manned by American sepign, get their fair share of grain cargoes to Russia. Maritime labor is now awaiting the outcome of MARAD'S meeting with the Russians to see if diplomatic means will be sufficient to set the Russians straight on the grain issue. Seafarers Log • .'-A- -• '.r'.' 'i'' . �She's Phi Beto Kappg^ Latin Scholar Scholarship Ylinner Hopes to Be College Teacher 'I really want to be teaching in a large urban university where there are students from all backgrounds," Chris­ tine Kalke told the Log as she thought about her future career. Twelve years have passed since Miss Kalke won the SIU scholarship award in 1964. Since then she has held a vari­ ety of jobs. Now, 1976 finds her back in one of the top schools, Brown Uni­ versity, in Providence, R.I., studying for a doctorate in classics—ancient Greek and Roman literature and history. Once she completes her studies, she Personals Bob Bensen William Schneider asks that you con­ tact him at 3198 16th St., San Fran­ cisco, Calif. 94103. James Kissick Your son asks you to contact him immediately at the Shiloh Boys Ranch, Box 538, Ware Shoals, S.C. 29692. will be able to combine her enthusiasm for ancient literature and teaching in one career, that of a college professor. "The classics bring such joy to people," she explained, "although teaching clas­ sics is hard since American public edu­ cation is so weak. Often students at the university can barely read. But it is very exciting." Miss Kalke first discovered the clas­ sics when she went to Wayne State University in Detroit on a full SIU scholarship. The scholarship allowed her to devote most of her time to her studies, so she was able to keep up her usual high grades. She graduated Phi Beta Kappa, which is a distinct honor, and won the only award given to graduating students at her college, the Howard A. Donnelly Award for leadership, scholarship and service. "I believe community service in im­ poverished areas was the most interest­ ing thing I did while at school," Miss Kalke told the Log. Through the uni­ versity's Association of Women, and as vice president of the nationwide Inter- Collegiate Association of Women, she dealt with the personal, political, and social problems facing women—"in pre-women's lib times," she noted. So­ cial service for the poor and elderly was a part of their program. Masters Degree in Latin After graduation. Miss Kalke picked up her stakes and set out for New York to get a Masters Degree in Latin at Co­ lumbia University, financing her studies through savings, parttime jobs and loans. She received the degree in 1970 but was penniless by that time and had to look for a job to pay off her debts. She was offered a teaching position at the exclusive Abbott Academy, a private school for girls in Andover, Mass. "It was a fantastic experience," she said. "The classes were small and the students bright. My happiness while I am teaching cannot be described." As Miss Kalke put it, the fact that her father was a Seafarer did not specifically influence her life, but the fact that he was a working man did. Brother William Kalke was an or­ ganizer and union official in the old International Seaman's Union of Amer­ ica and in the Sailor's Union of the Great Lakes. He also worked as an organizer with the SIU in its early days. Now he is about to retire, she said. "My father's activism gave me an open mind and an understanding of unions. I think this is passed on to my students," she said. "At Abbott Acad­ emy the students had never come in con­ tact with children from the working class. I helped them learn about other aspects of American life. . v M,/l i !i "Since I have worked at Abbott and studied at Brown and Columbia I bave gained an understanding of people from all walks of life. But I feel tied to a working class etbic. I know I will enjoy teach­ ing and helping students at an urban university." Another of Miss Kalke's lifelong in­ terests which she got from her parents is her Finnish heritage. While visiting home in Detroit, Miss Kalke performs with the Hoijakat Finnish Folk Dancers of Detroit and Windsor. Maumee Gets Jaws Gash in Duel With ice Sustaining heavy damage to her hull in a losing duel with the blue, thick ice pack drifts of Antarctica, the T5 USNS Maumee (Hudson Waterways) forged on to deliver her much-needed cargo to the U.S. Navy's McMurdo Bay Station earlier this year. She sustained a 30-foot long, 10-foot deep gash in her bow temporarily shored up in a shipyard near Christchurch, New Zealand. Today, fully repaired, she's on the U.S. coastwise run to nearby for­ eign ports of call. In his- own words, Chief Steward James R. "Jimmie" Prestwood, secre­ tary-reporter of the Maumee^ gives us an overaU picture of what happened: "... we made the news (New Zealand TV and newspapers) everywhere. I know the membership would like to hear, firsthand, what happened to us x( Notke to Jlllemtea OH Sl^^mg Proteim When tiirowing in for work dur­ ing a job call at any SIU Hiring Hall, members must produce the following: • membership certificate • r^istrationcard • cli^ccard • simian's papers In addition, w^en assigning a job the d^atcher will comply with the following Section 5, Sub­ section 7 of the SIU Shipping Rules: "Within each class of seniority rating in every Department, prior­ ity for entry rating jobs shall be given to all seamen who possess Lifeboatman endorsement by the United States Coast Guard. The Seafarers Appeals Board may waive the preceding sentriice when, in the sole judgment of the Board, undue hardship will result or extenuating circumstances war­ rant such waiver." enroute to the South Pole. "We were steaming at about 18 knots (on a) late Monday afternoon of Jan. 19 when we sighted our first iceberg. This sighting set a 24-hour lookout as we knew we were approaching ice fields. "Tuesday about noon we began the battle with the ice as we entered the first heavy icefield. At slow speed ahead we maneuvered through it. After several hours with no mishaps, then (we had) several hours in open sea till we reached the second icefield. "This icefield was so heavy that when we could move it was at dead slow ahead. We had very little room to steer the ship through and if we managed to dodge one hunk of blue ice another one would catch us. "To show you how hard this blue ice is, when we hit one we were going dead slow with the engines astern. The weight and size still managed to cave in the bow like it was tissue paper. "Upon finding out we had a hole in the bow and we were in very heavy ice at the time, the captain (H. H. Church) called for the icebreaker to come get or lead us in. While waiting 40 hours for the icebreaking Coast Guard ship, the wind changed and cleared the ice enough that we managed to move for­ ward on two or three occasions as the Coast Guard ship had called the captain that they were in heavy ice and couldn't make the speed to us as first was antici­ pated. "Thanks to the captain and him stay­ ing on the bridge for three days and three nights, the cutter spotted us about noon Thursday, Jan. 22 and lead us on in to McMurdo (Bay) Station, Antarc­ tica. "We stayed there five days and left on Friday, Jan. 30 with the cutter lead­ ing us. We encountered heavier ice coming out than we did coming in and averaged about 75 to 100 miles a day. Stopping several times for several hours till the wind and ice shifted to let us out. "On Wednesday, Feb. 4 the cutter lead us through the last icefield and we then proceeded to Lyttelton (Harbour) New Zealand at half speed. "We made big news there as we came in and we were on TV as well as in the papers. Upon examining they decided to let us proceed back to the U.S. for repairs, turning only 60 revs or about 10 knots. So after a five-day battle on the beach at Lyttelton, we sailed Sunuay, Feb. 14 at 16:00 hours on our slow trip back home (port of Baltimore on Mar. 30) and shipyard for the USNS Maumee after a stop in Panama for bunkers; "We were never in danger of sinking and the collision bulkheads were not damaged at all. Coming out we did put a couple of small holes in the deep tanks but there again, no danger. True to SIU style, it never entered into any of our minds to turn back but to deliver the cargo to McMurdo Station where it was very much needed. And they were waiting for us to do just that. "The commander of the McMurdo base, along with other high ups, came aboard and personally thanked the cap­ tain and crew for a job well done. V • "Aboard here we have Recertified Bosun James Northcutt, QMED Pump­ man James Spell, Deck Delegate Nick Zeruos, Engine Delegate Blanton Jack­ son and Steward Delegate Frank Rakas, (among others). -4 % I A "son of jaws" 30-foot long, 10-foot deep gash in the bow of the damaged 25,000-ton 15 USNS Maumee (Hudson Waterways) sustained In a losing duel with McMurdo Sound Antarctica ice early this year inspired Lyttelton Harbour. Christchurch, New Zealand welders bracing and patching up the damage temporarily to paint a shark's mouth on the bow to point up the resemblance. Here, Bethlehem Steel shipbuilders in Baltimore survey the 20-year-old, stove in hull about to undergo permanent repairs. The tanker was beat up by ice pack drifts which ripped the one-inch steel plating of the bow just above the waterline like they were sheets of tinfoil. In a seven-day voyage from Antarc­ tica, she was never in danger of sinking as the damage did not extend as far as her collision bulkhead. Though, at six knots, pounding seas opened the gash 10 feet wider. Page 19 September, 1976 •4 I �ISSSI^^SSi ^ .IL.IJ.X. c jfhfS Injuries Are fhe Cause Union Official Leroy Jones— St. Louis Port Agent— Retires book membership in both the IBU and In November of 1973 a speeding car went out of control on a St. Louis street, SIU. In 1968, Jones came back to organ­ careened up onto the sidewalk and crashed through the storefront-like win­ izing, this time with the IBU. In little more than a year, he had helped organ­ dows of the Inland Boatmen's Union Hall striking several people. IBU Port ize five companies for the Union, From 1970 to 1972 he worked for Agent Leroy Jones, then 45-years-old was critically injured and very ne^ly the IBU-contracted G&H Towing Com­ died. pany of Houston. Later in 1972, he was appointed port agent in St. Louis where He spent four months bedridden in a he continued his organizing activities in hospital after the accident and then addition to his duties as agent. four more months on crutches going Also in 1972, he was elected secre­ through painful therapy. He still walks tary-treasurer of the Maritime Trades with a cane. However, after three years of strug­ Department Port Council for St. Louis, gle for complete recovery, his near fatal and helped build the council from eight injuries, from which he has never fully member unions to more than 30. recovered, have forced Brother Jones, On Gov's Task Force a 30-year veteran of shipping, organiz­ ing and other Union activities, into an About a year after his accident, Jones early retirement. was appointed to the Governor's Task Jones, a native of Mississippi, started Force on Port Development and he out his long and active career sailing helped prepare and present an impor­ on towboats at the age of 16. In 1947, tant port development bill to the Mis­ he joined the SIU in the port of Mobile souri State Legislature. The bill was and worked as an onboard organizer. subsequently passed in the Legislature Most notably, he was involved in the and signed into law by Missouri Gov­ organizing drives that brought Isthmian ernor Julian Bond. Jones was on hand Lines, Cities Service and the Mobile in the governor's office when the bill shore gang under the SIU banner. was signed. After his early organizing days, Jones Despite Brother Jones' determination shipped regularly both as bosun on SIU to make a complete comeback, his in­ ships and master on IBU boats in the Gulf. He almost always served as ship's juries never re^ly responded to ther­ delegate on his vessels. He holds full apy. So last month, under orders from :l fc' r. l! [ Leroy Jones his doctor, he finally decided to retire. Looking back on his career as a sea­ man and union official, Jones said, "If I had to do it all over again, I really wouldn't change much. In my 30 years, I've seen us^ progress tremendously not only in our working conditions and benefits at sea, but in our lives ashore as well. "Years ago," he recalled, "on a ship with 40 men, probably no more than five had a family and a home. But now, it's just the opposite. Working on ships or on tugs today is a respected profes­ sion and most seamen are family men and respected members of their com­ munities." He went on to say: "I guess the reason I always tried to become so in­ volved in the Union, and the seamen's movement, is because years ago there was so much to be done. And the rea­ son I hate leaving now is because there is so much more still to be done, espe­ cially in the areas of organizing and legislation, to insure our security for the future." Jones concluded: "Maybe in a few years, I'll be well enough to get back into it. I'm certainly going to try." Brother Jones, who lives with his wife Elly, plans to buy a place in Flor­ ida for his permanent residence. He is the father of two, a 21-year-old daugh­ ter. Iris, and a 19-year-old son, Thomas His son is a graduate of the Harry Lundeberg School in Piney Point and is now shipping on the SIU tanker Transeastern on a grain run to Russia. To keep it all in the family, his daugh­ ter married a captain of an IBU boat. The couple have a two-year-old son. Randy, and if he's anything like his grandfather, he'll probably be out there fighting for seamen in a few years. Coast Guard Seizes $9.5-M in Drugs, 2 Boats Off Florida; Hold 9 ; J The U.S. Coast Guard has seized more than $9.5-million in dangerous drugs found floating off the Florida coast and nine persons were arrested on two boats in' separate incidents. Almost 44 pounds of cocaine worth $9 million and 13 bales of marijuana worth $560,000 were recovered. On routine patrol, a Coast Guard helicopter attached to a cutter, spotted the floating bales of pot and the hard drugs 140 miles south of Miami. Near the area, the chopper radioed to the cutter the presence of the 45-foot fishing boat, Senora Hortensia. A board­ ing party from the cutter, which in­ cluded. a U.S. Customs officer, seized the three-man crew of the fishing smack when they found a residue of marijuana on board. Two days later, a Coast Guard patrol boat from Fort Meyers, Fla. on a search and rescue mission, picked up a suitcase containing 20 kilograms of cocaine floating in the Gulf Stream. A little while later, the cutter ap­ proached a 57-foot pleasure boat near Fort Meyers to ask if they were lost and in trouble. Two aboard the craft said no and continued on their way. As they left, the Coast Guardsmen alertly saw a black suitcase floating nearby. At the Coast Guard base it was opened and found to hold cocaine which was turned over to the U.S. Customs Service in Tampa. Later, the pleasure boat was located and seized with six persons aboard. Warning to Seafarers Young and Old: Drug Possession Means Loss of Seaman's Papers f!. If yoo are cmivicted of possession of any illegal dmg—heroin, baibltnrates, ^eed, LSD, or evoi marijuana—the U.S. Coast Guard wlD revoke your seaman papers, wMwat i^peal, FOREVER. That means Out you lose for the rest of your life the r^t to make a Hring by the sea. iBIowever, it doesn't quite end there even if you receive a smpended smtence. You may lose your right to vote, your right to hold public office or to own a gun. You also may lose the opportunity of ever becoming a doctor, dentist, certified public accountant, engineer, lawyer, architect, realtor, pharmacist, school tmcher, or stockbroker. You may jeopardize your right to hold a job where you must be licensed or bonded and you may never be able to work for the city, the county, or the Federal government. Ifs a pretty tough rap, but tiiaf s exactly how it is and you can't do any­ thing about it. The convicted drug user leaves a black mark on his reputation for the rest of his life. However, drugs can not only destroy your right to a good livelihood, it can destroy your life. Drug abuse presents a serious threat to bojHi your physical and mental heaMi, and flie personal safety of those around you. This b especially true aboard sliip rriiere clear minds and quick reflexes are essential at afl times for the safe (qperathm of the vesseL Don't let dnq^ destroy your mitural right to a good, happy, productive life. Stay dmg free and steer a clear course. •fei^ m -•I M «?» Seafarers Log Page 20 . . A y' - �• J DISDATCHBRB REPORT AUGUST 1-31, 1976 PRESIDENT Paul Hall SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Frank Drozak VICE PRESIDENTS Earl Shepard Lindsey Williams Cal Tanner Paul Drozak HEADQUARTERS •75 4 AT*., Bklyn. 11232 (212) BY 9-6600 ALPENA, Mkb. 800 N. 2 Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. Port Boston New York Philadelphia .., Baltimore Norfolk Tampa Mobile New Orleans ,.. Jacksonville San Francisco .. Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals Deep Sea Great Lakes—— Alpena ........ Buffalo Cleveland Detroit Duluth Frankfort 1216 E. BaHfanore St. 21202 (301) EA 7-4900 BOSTON, Man. 215 Essex St. 02111 (617) 482-4716 Totals Great Lakes Totals Deep Sea & Great Lake's BUFFALO, N.Y Port 290 Fnmklin St. 14202 (716) TL 3-9259 CHICAGO, IIL. .9383 S. Ewing Ave. 60617 (312) SA 1-0733 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) MA 1-5450 DETROIT, Mkb. 10225 W. Jefferson Ave. 48218 (313) YI3-4741 DULUTH, Mlna. 2014 W. 3 St. 55806 (218) RA 2-4110 FRANKFORT, Mkh P.O. Box D 415 Mab St. 49635 (616)352-4441 5804 Canal St. 77011 HOUSTON, Tex (713) WA 8-3207 JACKSONVILLE, Fla. 3315 Liberty St 32206 (904)353-0987 JERSEY CITY, NJ. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ah IS. Lawrence St 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504)529-7546 NORFOLK, Va. 115 3 St 23510 (804)622-1892 PADUCAH, Ky 225 S. 7 St. 42001 (502)443-2493 PHILADELPHIA, Pa.. .2604 S. 4 St. 19148 (215) DE 6-3818 PINEY POINT, Md. St. Mary's County 20674 (301)994-0010 PORT ARTHUR, Tex 534 9 Ave. 77640 (713)983-1679 SAN FRANCISCO, CaHf. 1311Mission St. 94103 (415)626-6793 SANTURCE, P. R. 1313 Fernandez Juncos, Stop 20 00909 (809) 724-2848 SEATn.E, Wasb 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo.. .4581 Gravob Ave. 63116 (314) 752-6500 TAMPA, Fh..2610 W. Kennedy Blvd. 33609 (813)870-1601 TOLEDO, Ohio 935 Snmmlt St. 43604 (419)248-3691 WILMINGTON, CaUr. 518 N. Broad St 90744 (213)549-4000 YOKOHAMA, Japni Yokohama Port P.O. P.O. Box 429 5-6 Nibon Obdori • Naka-Kn 231-91 201-7935 Shipping remained good last month, falling off only slightly from last month. Over 1,500 Seaforeis found jobs through SIU hiring haUs in August and it is expected that shipping will remain at this level for at least the next few months. September, 1976 Chicago TOTAL REGISTERED All Groups ChssA Class B Class C TOTAL SHIPPED All Groups Class A Class B Class C REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT ]I ] ' Boston New York , Philadelphia ' Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals Deep Sea Great Lakes • Alpena Buffalo Cleveland Detroit Duluth Frankfort Chicago Totals Great Lakes .' Totals Deep Sea & Great Lakes Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals Deep Sea Great Lakes .• i Alpena Buffalo Cleveland Detroit -.. Duluth ^ Frankfort i. Chicago Totals Great Lakes Totals Deep Sea & Great Lakes . 8 87 12 33 17 6 25 78 29 34 8 36 7 77 0 3 460 5 8 7 3 4 1 30 11 0 2 1 3 2 7 0 1 58 0 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 9 94 9 29 3 4 16 50 31 16 5 29 11 72 0 5 383 4 35 10 11 3 0 3 13 11 1 3 5 3 10 0 0 112 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 2 10 135 25 60 34 7 40 152 48 73 23 72 10 167 0 5 863 4 6 5 5 8 1 3 19 1 5 • 3 4 3 10 0 2 79 0 2 0 1 0 0 0 0 0 1 0 0 0 0 0 0 4 6 8 3 20 15 7 4 63 523 2 0 2 5 1 0 3 13 71 0 2 1 0 0 0 1 4 8 23 8 3 33 19 8 , 7 101 484 20 3 4 6 4 4 3 44 156 0 0 0 8 0 0 0 8 10 5 2 5 11 3 1 6 32 895 3 0 3 4 0 0 1 11 90 0 2 1 1 2 0 1 7 11 5 62 13 24 13 4 21 69 36 30 10 34 7 58 0 1 387 5 30 4 9 1 1 6 12 4 5 0 3 2 5 0 2 87 ENGINE DEPARTMENT 3 2 4 58 38 2 6 6 0 20 6 0 6 5 0 1 0 0 26 6 0 38 8 0 28 10 0 16 2 0 1 0 0 25 8 0 5 0 4 55 0 12 0 0 0 0 0 0 278 109 4 4 91 18 43 34 9 27 128 32 55 24 48 14 113 0 1 641 4 30 6 12 2 4 6 19 3 13 6 5 1 12 0 3 126 0 3 0 0 1 0 0 0 0 0 0 0 0 1 0 0 5 4 4 3 14 4 1 2 32 419 1 0 0 7 2 0 1 11 98 0 1 0 2 0 0 0 3 7 2 1 1 9 1 2 4 20 661 1 0 2 2 0 1 1 7 133 0 1 0 2 5 0 1 9 14 STEWARD DEPARTMENT 7 3 0 59 32 0 2 3 0 22 5 3 5 1 0 1 0 0 5 5 0 - 25 15 0 21 9 0 13 6 0 4 2 0 20 10 0 6 5 0 33 20 1 0 2 0 1 0 0 224 118 4 2 40 9 24 21 4 29 83 17 49 8 21 9 71 0 0 387 0 3 0 3 3 1 1 1 0 2 2 2 0 4 0 2 24 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 0 1 0 2 389 0 0 0 0 0 0 0 0 24 0 0 0 1 0 0 0 1 2 1 38 14 33 14 . 9 19 68 19 29 ^ 5 30 12 r-" 49 \ 0 2 V, 342 3 88 25 47 23 5 23 98 25 44 10 37 22 76 0 4 530 5 38 0 4 1 0 0 0 0 5 1 0 4 3 0 0 61 4 10 1 6 4 2 3 0 26 556 759 44 803 9 11 2 31 15 10 6 84 145 67 101 168 . 1 4 0 0 0 0 0 0 0 0 0 0 0 1 0 0 6 0 1 0 1 0 0 0 2 8 3 38 5 20 10 3 18 45 19 26 3 15 5 42 0 1 253 1 6 0 3 2 1 0 1 0 1 2 1 0 3 2 0 33 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 4 1 0 0 6 259 0 0 0 1 0 0 0 1 34 0 0 0 1 0 0 0 1 1 Alpond Buffdio Cleveland Detroit ............................ Duluth ............................ Frankfort Chicago Totals Great Lakes Totals Deep Sea & Great Lakes Totals All Depts. Deep Sea Totals All Depts. Great Lakes Totals All Depts. Deep Sea & Great Lakes 7 0 6 14 2 1 1 31 255 20 0 0 6 3 0 0 29 138 9 1 0 1 1 0 0 12 130 1 0 0 2 0 0 0 3 7 ENTRY DEPARTMENT Port New York Philadelphia ....................... Baltimore Norfolk ........................... Tampa Mobile ...................'......... New Orleans Jacksonville San Francisco ...................... Wilmington ........................ Seattle ............................. Puerto Rico Houston .......................... Piney Point Yokohama ...'.....................a Totals Deep Sea 12 3 3 16 9 1 6 50 328 1 29 11 20 9 5 10 40 10 14 4 20 8 27 0 3 211 4 .1 6 11 2 4 4 31 242 1,311 132 1,443 3 81 17 33 7 1 19 52 21 24 6 22 16 34 0 2 338 2 26 0 6 1 0 0 0 0 5 1 0 2 3 0 0 46 22 5 6 5 4 4 0 46 384 516 71 587 6 7 -• 0 23 6 8 0 50 96 56 57 113 , • •• \ •. V :,v-'• v; y-O it.-' >' v.- . 885 181 1,066 339 85 424 v .. . 10 14 24 . 2 2 4 1 2 1 16 . 358 2,235 70 2,305 Page 21 m ft H \ f 3. •J» •5 �New SIU Pensioners Aorelio A. Asi|ncion„ 71, joined the SIU in the port of Seattle in 1960 sailing in the steward department for 28 years. Brother Asuncion was born in Binalonah, Pangasinan, P.I. and is a resident of Seattle. Clarence Bazley, 71, joined the SIU in the port of New Oriels in 1962 sailing in the steward depart­ ment for 30 years. Brother Bazley was born in New Orleans and is a resident there. Geoi^e A. Brown, 73, joined the SIU in the port of Jacksonville in 1960 sailing as an AB and steward utility for 31 years. Brother Brown is a U.S. Army Quartermaster Corps veteran of the Aleutian Islands, ^aska campaign in World War II. He was bom in Laredo, Tex. and is a resident of St. George, Ga. ?S3 Roy C. Bru, 58, joined the SIU in the port of San Francisco in 1955 sailing as a cook. Brother Bru sailed 29 years. He was bora in Mobile and is a resident there. John V. "SakI Jack" Dolan, 60, joined the SIU in 1947 in the port of New York sailing in the engine de­ partment and as a chief steward for 42 years. Brother Dolan, a former member of the SUP, was on the pic­ ket line in the 1936 maritime strike, sailed dming the Korean War on troop transports, was on the SeaLand N.J. Shoregang and in 1941 attended the U.S. Government's Stewards, Cooks, Bakers and Butch­ ers School in New York City. He was bora in Camden, N. J. and is a resi­ dent of New Milford, N. Y. ;• lii Herbert P. Knowles, 61, joined the SIU in 1946 in the port of New York sailing as a chief steward. Brother Knowles sailed 40 years, hit the bricks in many maritime beefs, was an SIU steward patrolman on the West Coast in 1946 and was awarded a Union Personal Safety Award in 1960 for serving aboard an accidentfree ship, the SS Choctaw. He is a veteran of the pre-World War II U.S. Army. Bora in New Jersey, he is a resident of Rodeo, Calif. 11 Arttur W. Ruinmel, 63, joined the SIU in 1947 in the port of Philadel­ phia sailing as a chief steward. Brother Rummel walked the picket line in the 1961 N. Y. Harbor strike and upgraded at the HLSS in 1970. He is a veteran of the U.S. Army in World War 11. Seafarer Rummel was born in Germany and is a naturalized U.S. citizen. He is a resident of New York City. * ::T^ \ 0' Page 22 /. Frederick D. C. A. Lewis, 70, joined the SIU in 1945 in the port of Mobile sailing as a cook. Brother Lewis sailed 46 years and is a U.S. naturalized citizen. A native of the British West Indies, he is a resident of New York City. Robert W. Scboolcraft, 68, joined the SIU in 1946 in the port of New Orleans sailing as a chief steward. Brother Schoolcraft sailed 52 years and is a wounded veteran of the U.S. Navy in World War II. He was bora in St. Paul, Minn, and is a resident of Wilmington, Calif. Melicio M. Serqofaia, 68, joined the SIU in the port of Seattle in 1963 sailing as an AB. Brother Serquina sailed 33 years and is a naturalized U.S. citizen. A native of San Nicolas, Pangasinan, P.I., he is a resident of Seattle. James Tong, 72, joined the SIU in the port of Baltimore in 1956 sailing as a second cook and baker. Brother Tong sailed 39 years and during the Korean War. He was bora in China, is a naturalized U.S. citizen and is a resident of San Francisco. Recertified Bosun Peter A Ucci, 66, joined the SIU in 1946 in the port of New York. Brother Ucci was in the April 1975 Bosuns Recertification class. He was bora in Buffalo, N.Y. and iis a resident of San Fran­ cisco. Jack Dempsey Wise, 57, joined the SIU in 1946 in the port of Norfolk sailing as an AB and in the steward department. Brother Wise sailed 31 years. He was borii in North Ciarolina and is a resident of Nags Head, N.C. Russell Sbelton, 57, joined the SIU in the port of New York in 1955 sailing as a chief cook. Brother Shelton sailed 30 years and is a South Pacific veteran of the U.S. Army in World War II. He was born in South Carolina and is a resident of Balti­ more. Ragnar E. Olsen, 65, joined the SIU in 1944 in the port of New York sailing as an AB. Brother Olsen was. bora in Bronnoysimd, Norway and is a resident of San Francisco. He is a naturalized U.S. citizen. Esteban Oquendo, 59, joined the SIU in 1943 in the port of New York sailing in the steward department. Brother Oquendo was bora in Puerto Rico and is a resident of Philadel­ phia. C. A. Monison, 52, joined the SIU in the port, of Seattle in 1954 sailing as a fireman-watertender. Brother Morrison sailed 29 years. He was bora in Birmingham, and is a resi­ dent of Seattle. Recertified Bosun TbomasJ. Heggarty, 49, joined the SIU in 1947 in the port of New York. Brother Heggarty sailed 34 years, hit the bricks in both the 1961 N. Y. Harbor strike and 1965 District Council 37 beef, was on the Bosuns Recertification Program Committee in 1972 and graduated from that program in March, 1976. He was born in Larne, Ireland, is now a naturalized U.S. citizen, and is a resident of Mesa, Ariz. Damaso De Jesus, 62, joined the SIU in 1938 in the port of New York sailing as a bosun. Brother De Jesus sailed 40 years and was on the picket line in the 1961 N.Y. Harbor strike and the 1965 District Council 37 beef. He was bora in Puerto Rico and is a resident of Fajardo. P.R. Edward A. Wicak, 65, joined the SIU in 1942 in the port of Mobile sailing as a fireman-watertender. Brother Wicak sailed 35 years. He was born in Philadelphia and is a resident of New Orleans. Victor Mlynek, 65, joined the SIU in 1944 in the port dl Norfolk sailing as a second cook. Brother Mlynek sailed 30 years. He was bora in Massachusetts and is a resident of Warren, R.I. Andoni J. Ferrara, 57, joined the SIU in 1939 in the port of New York sailing as a bosun. Brother Ferrara sailed 38 years, was on the picket line in the 1961 Greater N. Y. Har­ bor strike and was chief bosun at Sea-Land's*Elizabeth, N. J. Shoregang from 1968 to 1976. He was born in New York City and is a resi­ dent of Hackensack, N. J. Leo J. White, 65, joined the SIU in the port of San Francisco in 1962 sailing as a fireman-watertender. Brother White sailed 23 years and was a member of the SUP from 1953 to 1961. He was born in St. John's, New Brunswick, Canada and is a naturalized U.S. citizen. Seafarer White is a resident of Long Beach, Galif. Manuel C. Noble, 67, joined the SIU in the port of San Francisco in 1955 shiling as a chief cook. Brother Noble sailed 32 years and is a veteranl^ of the World War II U.S. Navy. He was born in the Philippines and is a resident of Seattle. Homer L. Rlngo, 66, joined the SIU in 1945 in the port of New York sailing as a chief steward. Brother Ringo was cited by the Smithsonian Institution for his "fine stewardship" aboard the R/V Anton Bruun in 1963. He attended a Piney Point Crews Conference on Contracts in 975 and is a veteran of the World War II U.S. Air Force. Born in Ken­ tucky, he is a resident of Waveland, Miss. Seafarers Log ' '"v,- �t .1 Is Your Child Protected? : By Dr. Joseph Logae SlU Medical Director sease is generally mild. However, there can be dan­ gerous complications, such as, pneumonia and inflammation of the brain which can lead Jo per­ manent nervous disorders. Convulsions or death can also occur. Rubella is more harmful to a pregnant woman than the preschool child. It is the child that is the principal reservoir of the disease, and immuniza­ tion thus prevents an epidemic. In 1964, the ru­ bella epidemic resulted in 20,000 deformed in­ fants and 30,000 miscarriages. In 1973 over 69,000 cases of mumps were reported in the United States. Although usually a mild infection, painful swelling of the neck can block the air passages and make breathing diffi­ cult. Other complications can be inflammation of the pancreas, thyroid, kidneys, ovaries, breast, tes­ ticles, and in males over 12 years old, possible sterility. You are a merchant marine sailor. Going to sea is your livelihood. Before you get on board ship, your "vaccination book" is checked; The port to which you're sailing determines what "shots" you need. Smallpox, yellow fever, cholera, typhus, typhoid, plague, tetanus, etc., are immunizations you commonly receive. These diseases are not common in the United States, because of actions taken by health authorities in the past years. You are protected as you sail into ports of for­ eign countries, and on your return home, your family has been protected because of your immu­ nizations. You will not be bringing home these diseases. Just as you are protected against diseases abroad, so should your child, be protected against diseases common to his environment. Rubella (German measles), measles, diphtheria, tetanus, pertussis, (whooping cough), polio and mumps, all considered childhood diseases, are also diseases that can cause serious handicap and even death. Statistics for 1975 show that of the nearly 13.2 million, 1 to 4-year-olds in this country, approxi­ mately 5.3 million are unprotected against either measles, rubella, polio, diphtheria, pertussis or tet­ anus. An estimated eight million children of the same age group were currently unprotected against mumps. Many parents think that a child need not be immunized until they approach school age. Un­ fortunately that may be too late. Measles q»idemics seem to occur every two or three years and one is expected this fall. The di­ Until the 1950's when a vaccine was developed, poliomyelitis was a dreaded killer. Because immu­ nizations are not being taken, polio is on an up­ ward swing, as are the other "childhood diseases." One-quarter of patients who contract paralytic polio suffer severe permanent disability, one-quar­ ter have a mild disability; only one-half recover without permanent effects. Death ranges an ave­ rage of 1 to 10 percent. There is no specific treatmerit, only treatment which can somewhat relieve the symptoms. Diphtheria attacks the heart, respiratory system, nervous system and the kidneys. In our country, 65 percent of the cases occur in children under 5 years of age. ^ Pertussis ranks high as a cause of infant deaths. Number MONTH SEAFARERS WELFARE PLAN TO DATE ELIGIBLES 9 Death 391 In Hospital Daily @ $1.00 205 In Hospital Daily @ $3.00 12 Hospital & Hospital Extras 3 Surgical ............................. 6,360 Sickness & Accident @ $8.00 1 Special Equipment 110 Optical 62 Supplemental Medicare Premiums DEPENDENTS OF ELIGIBLES Hospital & Hospital Extras Doctors' Visits In Hospital Surgical Maternity '. Blood Transfusions Optical PENSIONERS & DEPENDENTS Death ••• Hospital & Hospital Extras Doctors' Visits & Other Medical Expenses .. Surgical Optical Blood Transfusions Special Equipment Dental Supplemental Medicare Premiums •• SCHOLARSHIP PROGRAM •• I 377 49 116 19 I 95 Amount YEAR TO DAI E 93 4,309 1,962 97 18 42,034 9 935 ' 241 3,096 600 863 134 ,• 13 829 2,091 94 1,286 776 95 439 3 23 6 14,529 4 69 10,215 2.559 1,935 14,700 72,553 17,549 11,218 101,320 17 134 86 6 63 — 3 i MONTH TO DATE $ 24,601.69 391.00 615:00 995.85 188.00 50,880.00 307.95 3,535.80 1,646.90 124,691.78 2,046.71 19,238.80 6,300.00 260.00 3,067.00 YEAR TO DATE $307,742.05 4,309.00 5,886.00 17,012.88 1,405.80 336,272.00 2,593.24 28,091.08 11,253.20 886,563.26 24,496.64 138,631.38 46,900.00 1,008.50 24,033.34 60,000.00 26,155.97 3,025.02 1,000.00 2,070.35 — . 385.00 38'0.00 15,625.40 345,493.30 225,386.03 34,951.31 17,868.00 12,204.34 630.79 4,783.76 1,536.00 105,694.10 2,042.25 25,493.98 . . .,r.-y TOTALS Total Seafarers Welfare Plan Total Seafarers Pension Plan Total Seafarers Vacation Plan Total Seafarers Welfare, Pension & Vacation September, 1976 .f. Polio Was Dreaded KiOer Seafarers Welfare, Pension and Vacation Plans Cash Benefits Paid July 22-Aug. 25,1976 'i 349,450.47 2,610,240.48 642,809.40 4,437,827.91 900,142.89 5,453,360.06 $1,892,402.76 $12,501,428.95 A pretty young lady at the SlU Headquarters clinic gets ready to receive an immunization shot from pediatrician, Dr. A. Koutras. One in four who gets whooping cough before six months of age may die. D^gers exist with bleed­ ing in the eyes that can lead to blindness; choking convulsions; pneumonia; collapse of the lungs; mental retardation; other nervous disorders, and a loss of memory. Tetanus, or lockjaw as it is commonly known, can affect people of any age. The death rate in the United States has run as high as 50 percent. Why run the risks of complications to all these diseases? Safeguard your child. The Board of Health, your family physician, your Union clinic, ^d a multitude of other facilities give immuni­ zations. Following is a recommended schedule for active immunizations of normal infants and children. A<;E «•» TYPE OF IMMUNIZATION 2 months DTPi TOPV2 4 months DTP TOPV 6monflis DTP TOPV 1 year 18 months Measles^ Rubella Mumps DTP TOPV 4 to 6 years DTP TOPV 14 to 16 years TD4 Every 10 years thereafter TD ^Diphtheria-tetanus-pertussis vaccine -Trivalent oral poliovirus vaccine 3May be given as measles-rubella or measles-mumpsrubella combined vaccines ^Combined tetanus-diphtheria toxoids, adult type NOTE: For contaminated wounds, a tetanus booster is needed if it has been more than five years since the last vaccination. With clean minor wounds, no booster dose should be given unless 10 years have elapsed since the last one. Check your child's Immunization record today. Don't delay. Page 23 Cl - J �rri<rf3iiiiiiggiii;m4 J- '• ' :. -.Vc ... S',... , •• Y jfirial Bepartures; SIU pensioner Clarence A* Hanr cock, 64, expired of kidney failure in the SoutbernBaptist Hospital, New Or­ leans On May 10. Brother Hancock joined the Union in 1944 in the port of Baltimore sailing as a bosun. He sailed for 45 years and was a ship's delegate. Seafarer Hancock was bom in Washington, D.C. and was a resident of New Orleans. Burial was in Metairie (La.) Cemetery. Surviving are his widow, Ruth and a son, Dennis. SIU pensioner James W. McLeod, 72, died of a respira­ tory difficulty caused by chronic emphyse­ ma in the Baltimore USPHS Hospital on Aug. 3, 1 9 75. Brother . McLeod joined the Union in 1944 in the port of New York sailing in the steward depart­ ment. He was a veteran of the pre- and World War II U.S. Navy. Bom in Clay­ ton, Ala., he was a resident of Chester, Pa. Interment was in Mt. Hope Ceme­ tery, Delaware County, Pa. Surviving are two brothers, John and Samuel and two sisters, Katherine of St. Simons Is., Ga. and Mrs. Lois Carlton. SIU pensioner Waiter S. Whitten, 74, succumbed to cancer in the Mo­ bile Infirmary on Oct. 31. Brother Whitten joined the SIU in 1941 in the port of Mobile sail­ ing as a wiper. He sailed 19 years. Sea­ farer Whitten was born in Alabama and was a resident of Mobile. Burial was in Pine Crest Cemetery, Mobile. Surviving are his widow. Alma; two sons, Walter and Winston, of Mobile; a daughter, Mrs. Virgina Weary of Dayton, Ohio, and a sister, Mrs. Edna Laugham of Chickasaw, Ala. SIU pensioner Arthur J. McAvoy, 67, died on July 28. Brother McAvoy joined the Union in the port of New Or­ leans in 1954 sailing in the steward de­ partment. He sailed 14 years. Bom in New Orleans, he was a resident there. Surviving are a son, Arthur and a daughter, Shirley of Me­ tairie, La. IBU pensioner John F. RicKar, 55, succumbed to respir­ atory failure in the Galveston County Memorial Hospital, Texas City, on July 4. Brother Ricicar joined the union in the port of Houston in 1960 sailing at the Galveston Wharves from 1942 to 1964 and for Dow Chemical Co. from 1940 to 1942. He was a veteran of the U.S. Army in World War II. Born in Fayetteville, Tex., he was a resident of Hitchcock, Tex. Burial was in Galves­ ton Memorial Park Cemetery, Hitch­ cock. Surviving are his widow, Elsie; two sons, James and John, and five daugh­ ters, Barbara, Mary, Gloria, Nancy and Sandra. Frank C. Przyhypska, 51, was lost at sea off the SS Over­ seas Valdez (Mari­ UA time Overseas) on July 23 enroute to Portland, Ore. from Korea. Brother Przybypska joined the SIU in the port of New York in 1952 sailing as a cook and baker. He sailed 26 years, hit the bricks in the 1961 N.Y. Harbor strike and attended a HLSS Educational Conference. Seafarer Przybypska was born in Staten Island, New York City and was a resident of Reno, Nev. Surviving are a nephew, Raymond Przybypska; a niece, Joann Przybypska, and a cousin, Jennie Ols­ zewski, all of Staten Island. Edward F. Swee­ ney, 55, died in Seat­ tle on July 22. Bro­ ther Sweeney joined the SI(J in the port of Seattle in 1968 sail­ ing as a fireman-wa­ ter-tender. He sailed 26 years, was a 1973 HLSS upgrading graduate and was a veteran of the pre-World War II U.S. Navy. Seafarer Sweeney was bom in Lowell, Mass. and was a resident of Seattle. Surviving is his mother, Mary of Seattle. IBU pensioner Oliver S. Ange, 65, succumbed to a heart attack in De Paul Hospital, Norfolk on Apr. 29. Brother Ange joined the union in the port of Norfolk in 1960 sailing as a chief enginieer for McAllister Brothers from 1955 to 1973 and for the Ainsley Tow­ ing Co. from 1953 to 1955. Born in North Carolina, he was a resident of Norfolk. Interment was in Rosewood Memorial Park Cemetery, Virginia Beach, Va. Surviving are his widow, Catherine; two daughters, Lois and Mrs. Dorothy Williams, and a sister-inlaw, Evelyn of Virginia Beach. John M. Scott, 50, died on July 26. Bro­ Bobby J. Hklanan, 42, died in the ther Scott joined the Mobile U.S. Medical Center Infirmary SIU in the port of Houston in 1974 on May 11. Brother Hickman joined the IBU in the port of Mobile sailing as a sailing as an AB. He tankerman for Dixie Carriers from had also sailed from 1975 to 1976. He was a resident of 1943 to 1946 with Pensacola, Fla. Burial was in Serenity W .^Epi the SIU. Born in Orange, Tex., he was a resident of ^Memorial Gardens Cemetery, Mobile. Surviving are his widow, Lillian and his Houston. Surviving are his widow, Sybil parents, Mr. and Mrs. W. Hickman of • and three sons, Robert, Roy and John, Mobile. all of Houston. Page 24 •),: • Nolan J. Savoie, 53, died on Feb. 20. BrotherSavoie joined the SIU in the port of New Orleans in 1964 sailing as a fireman-watertender. He sailed 23 years and was a veteran of the U.S. Navy in World War II. Sea­ farer Savoie was bom in Westwego, La. and was a resident of New Orleans. Surviving are his widow, Estelle; a son, Michael of Marrero, La.; a daughter, Kathleen, and his mother, Ella Marie of Algiers, La. SIU pensionei I Ralph W.rindeii, 60, died of pneumonia in the Homestead Nurs­ ing Home, Lexing­ ton, Ky. on Apr. 28. Brother Tindell joined the Union in 1942 in the port of Tampa sailing as a chief steward. He sailed 25 years. He also sailed during the Vietnam and Korean Wars. Bom in Noma, Fla., he was a resident of Dover, Fla. Interment was in the Gar­ den of Memories Cemetery, Tampa. Surviving are his widow, Lois, and two sons, Joseph, a U.S. Navy lieutenant of San Francisco and Ralph of Tampa. John A. Dunne, 50, died abdard the SS Robert Toombs (Waterman) on May 17. Brother Dunne joined the SIU in the port of Seattle in 1957 sailing as a bo­ sun. He sailed 33 years and was a veteran of the U.S. Navy in World War II. Born in Louisi­ ana, he was a resident of Lafayette, La. Surviving are two daughters, Linda and Eileen and two sisters, Mrs. Odile Bianchini of New Orleans and Mrs. Leona D. Gotheraux of Lafayette. IBU pensioner Anthony J. Nowatski, 79, died of a heart ailment in the De Barry (Fla.) Manor Hospital on Apr. 5. Brother Nowatski joined the _ union in the port of Philadelphia in 1960 sailing as a cook for the Curtis Bay Towing Co. from 1950 to 1966. He sailed 19 years. A native of Atlantic County, N.J., he was a resident of Deltona, Fla. Burial was in De Land (Fla.) Memorial Gardens Cemetery. Surviving are a brother, Joe of Keyser, W. Va.; a sister, Mrs. Thomas Maronski, and a nephew, Tom, both of Philadelphia, and a niece, Florence Pedroni, also of Philadelphia. SIU pensioner I TooiiiasLaaKnts,74, passed away on June^ 26. Brother Laarents joined the Union in 1942 in the port of New Orleans sailing as a bosun. He sailed for 47 years. Born in Estonia, USSR, he was a resident of Baltimore. Surviving is-a son, Michael of Kihnu Is., Esotnia. IBU pensioner Clarence A. Lott,Sr., 84, passed away from uremia m Providence Hospital, Mobile on May 15.Brother Lott joined the union in the port of Mobile in 1956 sailing as a chief, steward. He started sailing in 1928 with the Luckenbach Line, sailing 32 years with the Intemational Sailors Union, Copeland and Gulf District No. 75, and seven years with the IBU. Sea­ farer Lott was assistant port steward for the Alcoa Shoregang in Mobile from 1945 to 1960. A native of Mobile, he was a resident there. Interment was in Magnolia Cemetery,. Prichard, Ala. Surviving are two sons, IBU member Thomas M. Lott, Sr. of Mobile and Clarence A. Lott, Jr., of Prichard, and two daughters, Mrs. Lolette L. Russell of Mobile and Mrs. Doris L. Graham of Shippensburg, Pa. Frank Castagna, 31, drowned when he fell off a launch as the SS Tampa (Sea-Land) was anchored off Genoa, Italy on Apr. 15, 1975. Brother Donald H. Ogren, Castanga joined the 60, died of a heart SIU in the port of attack in Cleveland New York in 1963 sailing as a firemanMetropolitan Gene­ watertender. He attended the Andrew ral Hospital on May Furuseth Training School in Brooklyn, 3. Brother Ogren N.Y. in 1963. Born in Brooklyn, he joined the SIU in the' was a resident there when he died. port of Duluth in Burial was in Brooklyn. Surviving are 1973 sailing as an his mother, Dorothy and a sister, Mrs. AB for the Reis Steamship Co. in 1971 Miriam Gili, both of Brooklyn. and for the Kinsman Marine Transportion Co. from 1971 to 1974. He was born in tleveland and was a resident of Conneaut, Ohio. Cremation took Clifton S. Mathis, place in Cleveland. Surviving is a 71, died on Feb. 27, brother, Richard of Conneaut. 1974. Brother Mathis joined the IBU in the port of Houston in Charies W. Ballard, 63, died on May 1965 sailing as a 18. Brother Ballard joined the SIU in cook and b^er for the port of Detroit in 1960 sailing as a G & H Towing Co. wiper for American Steamship Co. and from 1965 to 1976 for Kinsman Marine from 1959 to and for Coyle Lines from 1964 to 1965. 1974. He sailed 16 years. Born in He was bom in Alabama and was a Owensboro, Ky., he was a resident of resident of Pasadena, Tex. Surviving is McArthur, Ohio. Surviving are his his widow, Freda of Arlington, Tex. widow, Maxine, and a son, Charles. Seafarers Lng �'• ' > Jfinal Beparturesi IBU pensioner John F. Elliott, 56, died of a heart attack in the Galveston USPHS Hospital on May 8. Brother El­ liott joined the union in 1958 in the port of Houston sailing as a chief-steward for the G & H Towing Co. from 1958 to 1964. He also joined the SIU in 1938 in the port of Mobile. Born in Baden, N.C., he was a resident of Alta Loma, Tex. Burial was in Alta Loma Cemetery. Surviving are his wi­ dow, Edith; a son, Walter; two daugh­ ters, Jewel and Edith, and a sister, Mrs. C. F. Perkins of Milton, Fla. Joseph E. Sher­ wood, Sr., 76, died of pneumonia in the Galveston USPHS Hospital on May 6. Brother Sherwood joined the IBU in the port of Galveston in 1957 sailing as a cap­ tain and deckhand AB for the G & H Towing Co. from 1962 to 1976 and for the Galveston-Houston Offshore Towboat Co. from 1956 to 1962. He was a post-World War I veteran of the U.S. Navy and was a warrant officer in the U.S. Coast Guard in World War II. A native of New Orleans, he was a resi­ dent of Galveston. Interment was in Arabi (La.) County Cemetery. Surviv­ ing are his widow. Alma; a son, Joseph of Chalmatte, La.; a daughter, Mrs. Leatrice S. Haynes of Galveston, and a granddaughter, Charlotte Haynes. IBU pensioner Arthur L. O'Connell, 69, succumbed to turemia in Erie, Pa. on June 5. Brother O'Connell joined the union in the port of Ashtabula, Ohio in 1961 sailing as a deckhand and lineman for the Great Lakes Towing Co. from 1941 to 1973. Previously,, he was a member of the Sailors Union of the Pacific in 1948. He was born in Willmette, 111., and was a resident of Conneaut, Ohio. Inter­ ment was in Center Cemetery, Con­ neaut. Surviving is a daughter, Mrs. H. (Gloria) Whitford of Conneaut. SIU pensioner Richard Ramsperger, 73, passed away in Germany on Mar. 21. Brother Ramsperger joined the Union in 1948 in the port of , New York sailing as \ a chief baker. He at­ tended Piney Point Pensioners Confer­ ence No. 5, sailed 33 years and vvas a veteran of the U.S. Coast Guard in World War II. Seafare_r Ramsperger was born in Germany and was a resi­ dent of Oregon City, Ore. Surviving is his widow, Anne. Cari J. Pehrson, 53, died on July 13. Brother Pehrson joined the SIU in the port of New York in 1968 sailing as an AB aboard the SS Cornell Victory (Waterman) during the Vietnam War. He was a resident of Hoboken, N.J. Surviving are his widow, Genevieve, and a son, Carl. • r. -n.. ^.2^4 y"?/ vi' SIU pensioner Huriess W. "Harry" Minkler, 69, died of a heart attack at home in Biloxi, Miss, after a long illness on , ^ Mar. 23. Brother Minkler joined the Union in 1947 in the port of New Orleans sailing as a chief steward. He sailed 31 years, was a vete­ ran of the post-World War I and World War II U.S. Army Signal Corps and a member of the American Legion and Veterans of Foreign Wars. Seafarer Minkler was born in Lincoln, Neb. and was a resident of Biloxi for 18 years. Burial was in Biloxi Cemetery. Surviv­ ing are his widow, Inez; a daughter, Mrs. Marie Elaina Waits of Biloxi; a stepson, Morris J. Smith of New Or­ leans; a brother, Herschel of Myrtle Point, Ore.; three sisters, Mrs. Madge Martin of Brazil, Ind., Mrs. Myrna Orton of Mitchelville, la. and Mrs. Dora Glisan of Myrtle Point, and six grand­ children. Winston A. Johnson Jr., 60, succtimbed to pneumo­ nia in the Baltimore USPHS Hospital on May 12. Brother Johnson joined the IBU in the port of Detroit in 1960 sail­ ing as a fireman-watertender. He sailed for 26 years and attended the SIUMEBA District 2 Engineer Upgrading School, Brooklyn, N.Y. in 1966. Sea­ farer Johnson was born in Buffalo, Minn, and was a resident of Superior, Wise. Burial was in Greenwood Ceme­ tery, Superior. Surviving are his widow, Dorothy; a son, Winston, Jr., and four daughters, Mellissa, Katherine, Patricia and Barbara. SIU pensioner Henry W. Huzzle, 71, died of a brain tumor in Baltimore County on June 17. Brother Huzzie joined the Union in I 1955 in the port of j Baltimore sailing in the steward department for 20 years. He was born in Georgia and was a resi­ dent of Baltimore. Interment was in Ar­ butus Cemetery, Baltimore. Surviving are three sisters, Mrs. Virgie Lee Par­ ker, Mrs. Lula K. Harris and Mfs. Ora T. Riddick and a granddaughter, Mrs. Helen E. McLean, all of Baltimore. IBU pensioner John Piekos, 61, died of natural causes in Jamaica (Queens, N.Y.) Hospital on July 1. Brother Pie­ kos joined the union in "the port of New York in 1960 sailing as checker and deckhand for the Brook­ lyn (N.Y.) Eastern District Terminal and Bush Terminal Railroad Co. there from 1943 to 1964. He was born in New York City and was a resident of Flushing, Queens, N.Y. Interment was in Meadowland Memorial Gardens Cemetery, New Port Richey, Fla. Sur­ viving is a daughter and son-in-law, Mr. and Mrs. Edward J. and Paulette ScanIon, Jr. of Flushing. Orpheus B. Q. "Jack" Scuriock, 60, was lost off the sink­ ing M/ V National Trader (National Marine Service) in the Mississippi River near Good Hope, La. on Jan. 16,1974 when he missed jump­ ing to a barge which the vessel had struck. Brother Scuriock joined the IBU in the port of Houston in 1960 sailing as a captain for National Marine Serv­ ice of St. Louis from 1951 to 1974. A native of Gallitine, Tex., he was a resi­ dent of Houma, La. Surviving are his widow, Irene; three sons, Darrell, Thomas and Loyman, and a daughter, Cora Bele. SIU pensioner Julius M. Frochowuik, 66, died on July 14 in Baltimore. Brother Prochownik ^ joined the Union in 1939 in the port of Baltimore sailing as oiler. He sailed 37 years and attended a Piney Point Edu­ cational Conference. Seafarer Prochow­ nik was born in Baltimore and was a resident of Dundalk, Md. Surviving are a brother, William of Dundalk, and a sister, Mrs. Sophia Romenski of Bal­ timore. Richard L. Parker, 67, died of respira­ tory failure in the Gainesville (Fla.) Veterans Admini­ stration Hospital on Mar. 10. Brother Parker joined the SIU in the port of Jacksonville in 1965 sailing as an AB. He sailed 30 years and was a veteran of the U.S. Army in World War II. Born in Morgantown, W. Va., he was a resi­ dent of Palatka, Fla. Burial was in Oak Hill Cemetery, Palatka. Surviving is a son, Alvin of Palatka. Luther T. Rigglns, 60, died of cancer in the Norfolk USPHS Hospital on May 22. Brother Riggins joined the IBU in the port of Norfolk in 1973 sailing as an engineer for the Allied Towing Co. from 1970 to 1976. He was born in Poquoson, Va. and was a resident of Seaford, Va. Interment was in Penin­ sula Memorial Park Cemetery, Newport News, Va. Surviving are his widow, Ma­ bel and a daughter, Deborah. SIU pensioner Marlus Jensen, 76, died of a heart attack in the Baltimore USPHS Hospital on Feb. 6. Brother Jensen joined the Union in 1945 in the port of New York sailing as a bosun and third .nate. He sailed 30 years and was a veteran of the pre-Wor-War II U.S. Army. Sea­ farer Jensen was born in Denmark and was a naturalized U.S. citizen He was a resident of Cumberland, Md. His body was donated by him to the Mary­ land Anatomy Board for medical re­ search. Surviving is his widow, Grace. SIU pensioner Thomas T. Tooma, 73, died of kidney failure in East on (Pa.) Hospital on June 5. Brother To­ oma joined the Un­ ion in 1939 in the port of Philadelphia sailing as a chief steward. He sailed 45 years. Born in Phillipsburg, N.J., he was a resident of Easton. Surviving are his daughter, Mrs. John P. (Victoria) Ippolito of Easton; a niece, Mrs. Rose Shawah of Brooklyn, N. Y.; a halfbrother, Nicholas, and two half-sisters, Weeda and Rose, all of Easton. SIU pensioner William H. Gradick, Sr., 51, succumbed to a brain tumor in the University of South Alabama Med­ ical Center, Mobile on July 1. Brother Gradick joined the Union in 1943 in the port of New York sailing as a bosun. A native fo Bir­ mingham, Ala., he was a resident of Eight Mile, Ala. Interment was in Val­ halla Memorial Gardens Cemetery, Mo­ bile County, Ala. Surviving are three sons, William, Terry and Michael and two daughters, Catherine and Janice, both of Mobile. SIU pensioner Charles E. Seymour, 77, passed away on June 24. Brother Sey­ mour joined the Un­ ion in 1938 in the port of New York sailing as a cook. He sailed for 51 years and was a veteran of the U.S. Army in World War I. Seafarer Seymour was born in Brooklyn, N.Y. and was a resi­ dent of Harahan, La. Surviving is his widow, Myrtle. IBU pensioner Robert E. Jackson, 49, died of cancer in the Paul Oliver Memorial Hospital, Frankfort, Mich, on May 27. Brother Jackson joined the union in the port of Elberta, Mich, in 1953 sailing in the steward department for the Ann Arbor (Mich.) Railroad Carferries. He was a veteran of the U.S. Army in World War II. Born in Frank­ fort, he was a resident there. Burial was in Crystal Lake Township (Mich.) Cemetery. Surviving are his widow, Beverly; three sons, Michael, Robert and Marc; two daughters, Janet and Judy, and his parents, Mr. and Mrs. Frank J. Jackson of Frankfort. I I IK Page 25 September, 1976 iTill' t'.-" George L. McLemore, 51, succumbed to a heart attack in Schumpert Medical Center, Shreveport, La. on June 11. Brother McLemore joined the IBU in the port of New Orleans in 1958 sailing as a tankerman for Dixie Carriers from 1965 to 1976. He was a veteran of the U.S. Army. A native of Fryeburg, La., he was a resident of Ringgold, La. Burial was in Providence Cemetery, Ringgold. Surviving are his widow, Betty Lou; a son, Rickey; two daughters, Shirley and Sherry, and his parents, Mr. and Mrs. C. W. Mc­ Lemore. r,- f •k �MiHQSI ZAPATA PATRIOT (Zapata Bulk^ Transport), July 4—Chairman, Recerti-" fied Bosun Ralph Murry; Secretary A. Arellano; Educational Director J. Wade. No disputed OT. A discussion was held on various issues concerning maritime industry and SiU welfare and pension plans. Report to Seafafers Log: "Maiden voyage. Ship crewed out of West Coast. We had a good crew with no beefs at anytime. Captain and oflScers were very cooperative. We took corn to Leningrad." SEA-LAND CONSUMER (SeaLand Service), July 5—Chairman, Re­ certified Bosun F. A. Pehler; Secretary S. McDonald; Educational Director K. L. Hart; Deck Delegate J. Greer; En­ gine Delegate R. L. L. Elliott; Steward Delegate M. P. Cox. Some disputed OT in steward department. Chairman ad­ vised all crewmembers to get their firefighting and lifeboat tickets as soon as possible. Next port. Port Everglades. SEA-LAND MC LEAN (Sea-Land Service), July 3—Chairman, Recerti­ fied Bosun N. Palmer; Secretary R. Buie; Educational Director H. Ulrich; Deck Delegate C. Ferrous; Engine Del­ egate R. Velez; Steward Delegate J. Ortega. No disputed OT. Chairman dis­ cussed the importance of donating to SPAD. Also advised everyone to read all the important items in the Seafarers Log. Next port, Yokohama. HOUSTON (Sea-Land Service), July 4—Chairman, Recertified Bosim Don­ ald Hicks; Secretary C. Gibson; Educa­ tional Director Billy H. Waddell; Deck Delegate C. E. Owens; Engine Delegate J. R. Kearney; Steward Delegate Pedro Sanchez. Some disputed OT in steward department. Chairman held a discussion on the importance of donating to SPAD. A vote of thanks was extended to deck department for keeping messroom and pantry clean on each watch. Next port, Elizabeth, N.J. BOSTON (Sea-Land Service), July 11—Chairman, Recertified Bosun L. E. Joseph; Secretary J. Keno; Educational Director Glenn. Some disputed OT in deck department. Chairman reports that to date nothing has been done about the port holes that shift water when ship is in bad weather. Something has to be ^ done about this very dangerous situation as soon as possible. Also held a discus­ sion on the importance of donating to SPAD. SEA-LAND EXCHANGE (SeaLand Service), July 4—Chairman, Re­ certified Bosun D. Calogeros; Secretary E. Heniken; Educational Director G. Renale; Deck Delegate W. Sibley; En­ gine Delegate I. Futterman; Steward Delegate James Temple. No disputed OT. It is to be brou^t up at the next safety meeting that the gangway should be put down so it is more steady. Ob­ served one minute of silence in memory of our departed brothers. Next port, Seattle. FLOR (Altair Steamship), July 11— Chairman, Recertified Bosun D. Ware; Secretary David E. Edwards; Educa­ tional Director Leo Crawford; Steward Delegate G. Martinez. $20 in ship's fund. Some disputed O't in deck, engine and steward departments. A discussion was held on safety. When the ships' cranes are in operation be careful and stay clear of tracks. Advised to make repair list and to be sure to check every­ thing that needs repairing or replacing. Digest of SIU Ships' Meetings TRANSINDIANA (Hudson Water­ ways), July 25—Chairman, Recertified Bosun H. B. Walters; Secretary W. J. Fitch; Educational Director J. Shuler. $25.09 in ship's fund. No disputed OT. Chairman noted that the shipboard meeting is for everyone not just a few. "It took a long time to get the air con­ ditioner working aboard this ship and those of you that leave their port holes open please close them. Leaving the port holes open only harms the unit and keeps it from working to its correct ca­ pacity." Report to the Seafarers Log: "A vote of thanks for the good job in keeping us well informed in all matters of the shipping industry." Observed one minute of silence in memory of our de­ parted brothers. JOHN TYLER (Waterman Steam­ ship), July 18—Chairman, Recertified Bosun Otto Pedersen; Secretary J. Moody; Educational Director A, Lupari; Steward Delegate Vincent San­ chez, Jr. $5.65 in ship's fund. Some disputed OT in deck, engine and stew­ ard departments. Observed one minute of silence in memory of our departed brothers. Next port. New Orleans. OVERSEAS VIVIAN (Maritime Overseas), July 4—Chairman, Recerti­ fied Bosun Pete Garza; Secretary R. O. Brown; Educational Director C. D. Crowder; Deck Delegate Richard C. Mason; Engine Delegate Robert C. Ross; Steward Delegate A. Mora. $4 in ship's fund. Some disputed OT in stew­ ard department. A vote of thanks to the deck department for a clean pantry in the morning. A vote of thanks to the steward department for a job well done. Chairman distributed beneficiary cards to the crew and many items in the Sea­ farers Log were discussed including early retirement. Next port, Odessa, U.S.S.R. COUNCIL GROVE (Interocean Mgt.), July 3—Chairman, Recertified Bosun S. Sbriglio. $3Ci in ship's fund. No disputed OT. All communications received were posted on bulletin board. Held a discussion on the upgrading pro­ gram that is held at the Lundeberg School and that information pertaining to same can be found in the Seafarers Log. A vote of thanks to the steward department for a job well done. Next port, Martinez, Calif. ERIC K. HOLZER (Puerto Rico Marine Mgt.), July 25—Chairpian, Re­ certified Bosun Dimas Mendoza; Sec­ retary H. Strauss; Educational Director S. Gondzar. Some disputed OT in deck and steward departments. Chairman opened a discussion on "The Pension Reform Act" and posted two articles that referred to such plan for those in­ terested in having an idea of what the pension plan means to us. Also dis­ cussed the importance of donating to SPAD. Next port, Baltimore. ELIZABETHPORT (Sea-Land Serv­ ice), July 25—Chairman, Recertified Bosun V. T. Nielsen; Secretary George W. Gibbons; Educational Director Luis Cepeda; Deck Delegate Frank Balasia: Engine Delegate G. Homalinowski; Steward Delegate Peter Vicare. $117 in ship's fund. Collected $200 for movie fund to buy eight extra movies. No dis­ puted OT. Air conditioning machine, water fountain and TV for the crew is broken. A vote of thanks to the deck department for keeping the messroom and pantry clean at night. Also a vote of thanks to the steward department for the good food. Official ship'is minutes wefe'also received firtim the following vessels:. DELTA NORTE DELTA MEXICO :: v; MOHAWK BALTIMORE f^A4xAND COMMERCE ARTHUR MIDDLETON CARTERBRAXTON ^^^''^IBROOKLYN : DELTA MAR COLUMBIA r ROBERTE.LEE POTOMAC CAROLINA JEFF DAVIS ALEUTIAN DEVELOPiiR^ tWONTICELLO VICTORY OVERSEAS TRAVELER DELRIO . DIERVILLE OGDEN YUKON ' ; . MOUNT VERNON VICTfHIYI HUMACAO JACKSONVILLE JOHN B YVATERMAN v MAUMEE ' ^ - I OAKLAND CANTIGNY , SEA-LAND RESOURCE PITTSBURGH . ^ ' MAYAGUEZ SUGAR ISLANDER . ^ MERRIMAC PANAMA SEA-LAND MARKET . GUAYAMA SEA-LAND GALLOWAY ARECIBO SEA-LANDTRADE i SAN FRANCISCO SEA-LAND PRODPCER^ Politics Is Porkehops Donate to SPAD THOMAS LYNCH (Waterman Steamship), July llT-Chairraan, Re­ certified Bosun Hans Lee; Secretary J. Rielly; Educational Director Jack Brock; Steward Delegate Robert Black. No disputed OT. The Seafarers Log was received in Leningrad. A vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed brothers. BORINQUEN (Puerto Rico Marine Mgt.), July 25—Chairman, Recertified Bosun Calixto Gonzales; Secretary J. A. Fernandez; Engine Delegate Juan Guaris; Steward Delegate E. Villasol. No disputed OT. Chairman held a dis­ cussion With the crew on the articles of interest from the Seafarers Log. Top­ ics discussed were the Jones Act, joint and survivor benefits, the closing of the Virgin Islands loophole. Suggested that all members read the Seafarers Log to be better informed about the pro­ cedures of our Union. Unanimous con­ gratulations to all the crew for a job well done. The performance of the crew has been excellent. Next port, Eliza­ beth, N.J. ERNA ELIZABETH (Hudson Wa­ terways), July 25—Chairman, Recerti­ fied Bosun Perry Konis; Secretary J. Lamb. Some disputed OT in deck de­ partment. Observed on6 minute of si­ lence in memory of our departed brothers. Everything running smoothly. TAMARA GUILDEN (Transport Commercial), July 11—Chairman, Re­ certified Bosun Melville McKinney; Secretary N. Hatgimisios; Educational Director Reider Nielsen; Deck Delegate Jim Spencer; Engine Delegate Johnny Nettels; Steward Delegate John Hoggie. $9.80 in ship's fund. Some disputed OT in deck department. A vote of thanks to the steward department for a job well done. Observed one minute of si­ lence in memory of our departed brothers. • VANTAGE HORIZON (Vancor Steamship), July 25 — Chairman, Re­ certified Bosun Lonnie Cole; Secretary J. B. Harris; Educational Director G. R. Roger. $43 in ship's fund. Some disputed OT in deck department. Need a new color TV set, electric rotator antenna and a dryer for the crew. A vote of thanks to the steward depart­ ment for a job well done. OGDEN CHAMPION (Ogden Ma­ rine, July 25 — Chairman, Recertified Bosun J. Zeloy; Secretary S. J. Davis; Educational Director H. G. Sanford; Engine Delegate H. Lee; Steward Delegaet Clarence Willas. No disputed OT. $250 was collected from arrival pools to buy movie films for the trip. Chair­ man held a discussion on the impor­ tance of donating to SPAD. Observed one minute of silence in memory of our departed brothers. Next port, Odessa, U.S.S.R. DELTA BRASIL (Delta Steamship), July 18-^hairman, Recertified Bosun Louis Guadmud; Secretaiy B. Guarino; Educational Director Hugh Wells, Jr.; Engine Delegate Juan Cruz. No dis-' puted OT. All communications received were read and posted. Chairman re­ ports that everyone should take advan­ tage of the upgrading school at Piney Point and discussed the importance of donating to SPAD. A vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed brothers. Seafarers Log �ii f' 1 / ' • ' 1 .I Watth For Health Violations Lnspectors for the U S. Food Administration are reportedly, serving violation notices on ship« ping companies for the least in­ fraction of the sanitary codes. SIUcontracted Sea-Land Service, v^ch has won clean ships' awards 14 years in a row, reports that their company has been harassed by violation notices for such minor infractions as crumbs in the toaster and no lids on some of the gar­ bage cans. 6 Complete Lifeboat Class Six more Seafarers completed the HLSS Lifeboat course recently taught by Instructor Tom Doyle (2nd right). They are (I. to r.) C. "Buddy" Griffith; George Vorise, Jr.; J. Courtney; H. A. Lee; Raymond "Blackie" McPhillips, and Ramon C. Echevarria. ^• ?. •' To relieve the compmies from the hassles of such notices, steward department members are asked to take special care in general house­ keeping duties, while at the same thne keeping an eye out for the little things, like replacing garbage can tops, that might go unnoticed. Seahirers are also asked to re­ port immediately to the company if any galley equipment, like dish­ washers, is not working properly. V > ?! Sll/, /BU Members OK Merger of the Two Unions Continued from Page 2 by the IBU Executive Board and sub­ sequently passed by the IBU member­ ship at meetings in all IBU ports. Constitutional Committee The next step, as provided by the SIU Constitution, was the election of a Con­ stitutional Committee. The membership elected this Committee of Seafarers at a special meeting at Headquarters on June 21, 1976. The Committee spent several days going over the proposed merger agree­ ment and constitutional amendments. It was their recommendation that a merger was in the best interests of the Union. The Constitutional Committee's re­ port was then presented and accepted by the membership at the July meetings in all ports. Secret mail balloting on the merger proposal began Aug. 16, 1976 and ended Sept. 15, 1976. Copies of the Merger Agreement and Constitutional Amendments were published in the Au­ gust issues of the Seafarers Log and the Inland Boatman, the IBU's oflRcial news­ paper, so that all members had the op­ portunity to review the terms erf the merger agreement before voting. A Necessary Move Although the actual merger resolu­ tion was submitted only last June, the Executive Boards of both the SIU and IBU had been conducting talks about a possible merger for some time. Now that the merger has become a reality, the united SIU is in a stronger position to protect the rights, welfare, jobs and job security of Seafarers and Boatmen in such vital areas as collec­ tive bargaining, organizing and legisla- Rubber Workers End StrikeWith Tire Companies The 65,000 United Rubber Workers Union's (URWU) tire makers in the Big Four (Goodyear, Firestone, Good­ rich and Uniroyal) plants across the U.S. were back at work Sept. 7 after voting to accept a new, three-year con­ tract to end a five-month long strike— the longest in the industry's history. The contract includes a wage hike, the highest union pay rise pact signed in 1976, a cost-of-living-adjustment for the first time ip the industry, and in­ creases in welfare benefits. In announcing the end of the strike at the plants which make two-thirds of U.S. tires, URW President Peter Bom- marito declared, "Ot particular signi­ ficance was the negotiation of a costof-living allowance (COLA) which ranks as one of the best in U.S. industry. This COLA escalator clause is really worth more for the URW membership than the general wage increases earned in this contract " Also, skilled trades people in the plants will get .25 cents more an hour in the first year of the contract and .15 cents more an hour in the second year. After the Rubber Workers went on stiike in late April, they called for a nationwide consumers boycott against Firestone. The boycott had the support Food Stomp Program Continued from Page 5 vision. Since many states are strapped for funds, they would probably cut other necessary programs to raise money to pay the extra food stamp costs. During the September debate, some Congressmen will be trying to push through even more cuts. If they are successful, millions more unemployed and low wage workers will be elimi­ nated from the food stamp program. A bitter fight is expected on the House floor. "Your help is needed to prevent these benefits from being destroyed and to prevent the creation of hunger among millions of Americans," Schachter wrote the SIU. Union members are urged to write their Congressmen and ask them to op­ pose any further cutbacks in the food stamp program. SIU President Paul Hall already has sent letters to all members of the House of Representatives in which he included labor's points: 1. Eliminate the discriminatory ban against strikers from the food stamp program. 2. Restore some of the food stamp benefits cut by increasing the standard deduction. 3. Eliminate the requirement for the two percent added payment by the states. 4. Oppose all amendments which will cut back the food stahjp program fur­ ther. of both the SIU and AFL-CIO. The Rubber Workers Union is an affiliate of the Maritime Trades Depart­ ment of the AFL-CIO. tion, both on the local and national level. The merger will alsoenable the Union to eliminate duplication and effectively cut administrative costs, which have skyrocketed in recent years, thereby in­ suring the Union's continued ability to provide the same high quality of serv­ ices to all members in all areas of the country despite inflation or recession. In addition, the long established job structures and job rights of IBU and SIU members are guaranteed, as senior­ ity and shipping rules for both unions remain the same. The merger agreement also provides that \he members of both unions will have equal voting rights on virtually every issue. However, when contracts are voted on, only those members who are affected by the contract will be per­ mitted to vote. •) ^ Ir i Confab to Study Apprenticeship, Training 'Two Hundred Years of ProgressApprenticeship and Training" will be the theme of the 1976 Transportation Apprenticeship and Training Confer­ ence (NTATC) to be held in San Fran­ cisco, Calif, from Sept. 27-30. At the conference, representatives of labor and management from the ship­ ping, rail, air, bus and trucking indus­ tries will exchange ideas on training new workers and discuss ways of improving and expanding apprenticeship pro­ grams. Administrators of training pro­ grams in the Armed Forces and state and local governments also will attend. Keynote speakers will include: Dr. Ray Marshall, chairman. Federal Com­ mittee on Apprenticeship; James P. Gray, president, Matson Terminals; C. J. Chamberlain, general president. Bro­ therhood of Railroad Signalmen; and Don Wilson, American Trucking Assn. Ross A. Von Wigand, director of Labor-Management Services for the National Council on Alcoholism will speak about alcoholism rehabilitation programs in the transportation industry. Hazel Brown, president of the SIU's Harry Lundeberg School is serving as information chairman. Representatives of other maritime labor unions such as the Marine Engineers Benevolent Assn., the Masters, Mates and Pilots, the Na­ tional Maritime Union and the Inland Boatman's Union of the Pacific are ac­ tively involved. ' The conference will take place at the Sir Francis Drake Hotel in San Fran­ cisco. SlUNA AHiliate To Represent 700 At Star Kist Co. The National Labor Relations Board General Counsel has declared the SIUNA-affiliated United Cannery and Industrial Workers of the Pacific, Los Angeles and Vicinity District bargaining agent for 700 Star Kist cannery workers in American Samoa, according to Steve Edney, the union's president. The union originally lost an NLRB certification election at the Star Kist plant, but appealed the loss on the grounds that unfair labor practices Ou the part of the company had "destroyed conditions for effective organizing." The NLRB General Coimsei sustained the appeal overturning the results in favor of the union. i*. r,' f• f- 0 Deposit in the SIU Blood Bonk — It's Your Life i Page 27 September, 1976 .-Li • A'-' - - •' . : > •I • m •pi 1' . �For a Better Job Today Deck Department ABLE SEAMAN The course of instruction is four weeks in length and leads to the Coast Guard en­ dorsement of Able Seaman—12 Months —Any Waters or Able Seaman—Unlim­ ited—Any Waters. Course Requirements: Able Seaman 12 Months—Any Waters. You must; • Be 19 years of age • Have 12 months seatime as Ordi­ nary Seaman, OR Be a graduate of HLS at Piney Point and have eight months seatime as Ordinary Seaman • Be able to pass the prescribed physi­ cal, including eyesight requirements. Able Seaman Unlimited—Any Waters. You must: • Be 19 years of age • Have 36 months seatime as Ordinary Seaman or Able Seaman 12 Months • Be able to pass the prescribed physi­ cal, including eyesight requirements. Starting dates: September 2, November 11 QUARTERMASTER The course of instruction certification as Quartermaster Basic Navigation instruction Radar; Loran; • Fathometer, leading to consists of to include RDF; and Tlie Harry Lundeberg also includes a review of Basic Seaman­ ship; use of the Magnetic and Gyro Compass; Rules of the Road; Knots and Splices; Firefighting and Emergency Pro­ cedures. Course Requirements: Must hold en­ dorsement as Able Seaman (Unlimited— Any Waters). Starting dates: October 14 LIFEBOATMAN The course of instruction is two weeks in length and leads to the Coast Guard en­ dorsement of Lifeboatman. Course Requirements: Must have 90 days seatime in any department. Starting dates: September 2, 16, 30, October 14, 28, November 11, 26 QMED's Graduate QMED Instructor Charles Nalen (left) has photo taken recently with his course graduates of (I. to r.): Thomas Moore; Ray Nugent; William Traser; Pat Dorrian, and Fred Young at the Harry Lundeberg School of Seamanship, Piney Point, Md. Engine Department These Courses Will Be Start­ ing Soon: QMED-Any Rating • Advanced Pumpman Procedures ^ • Advanced Electrical Procedures Watch the Seafarers Log for Starting Dates The course of instruction leading to cer­ tification as QMED—Any Rating is eight weeks in length and includes instruction leading to the Coast Guard endorsements which comprise this rating. Course Requirements: You must show evidence of six months seatime in at least one engine department rating. Starting dates: September 8, October 6 WELDING The course of instruction in basic welding eonsists of classroom and onthe-job training including practical train­ ing in electric arc welding and cutting; and oxy-acetylene brazing, welding and cutting. On completion of the course, an HLS Certificate of Graduation will be awarded. Course Requirements: • Engine department personnel rhust hold endorsement as QMED—Any Rating • Deck and steward department per­ sonnel must hold a rating in their" department. Starting dates: October 1 FOWT The course is four weeks in length and leads to endorsement as Fireman, Watertender, and/or Oiler. Course Requirements: If you have a Wiper endorsement only, you must: • Be able to pass the prescribed physi­ cal, including eyesight requirements 7 Get Quartermaster Ticlcets HLSS Vocational Education Department director, Robert Kalmus (left) and Quartermaster Instructor Paul Allman (right) pose recently with seven gradu­ ates of the quartermaster course. They are (I. tor r.); Steve Todorowski; John Emrich; Charles Truenski; Willie Mitchell; Matthew Carroll; Joe Meyerchak, and George Callard. • Have six months seatime as Wiper, OR Be a graduate of HLS at Piney Point and have three months seatime as Wiper • If you have an engine department rat­ ing there are no requirements. Starting dates: October 14 LNG/LPG The course of instruction leading to certification as LNG/LPG crew consists of Basic Chemistry, Tank and Ship Con­ struction, Gasification, Reliquefication Procedures, Inert Gas and Nitrogen Sys­ tems, Instrumentation, Safety and Firefighting, Loading, Unloading and Trans­ porting LNG/LPG. Course Requirements: Engine room personnel must hold QMED—Any Rat­ ing. Others, Deck and Steward Depart­ ment personnel must hold a rating in their department. Length of Course: The normal length of the course is four (4) weeks. Starting dates: September 20 A College Career Is Available to You One college and two post secondary trade/vocational school scholarships are awarded to Seafarers each year. These scholarships have been specially de­ signed to meet the educational needs of Seafarers. Application requirements are- geared for the man who has been out of school several years, so yoiij^will only be com­ peting with other seamen with similar educational backgrounds. The awards are granted in April, hut you should :jegin. your appjication process now. These arc the scholarships offered: - I. Four-year college degree scholar­ ship. This award is in the amount of $10,000. - Page 28 2. Two-year community or junior col­ lege or post secondary trade/voca­ tional schools scholarships. These awards are in the amount of $5000t The trade/vocational awards offer var­ ious options if you wish to continue shipping. In such a program you may develop a trade or skill which would im­ prove your performance aboard ship as well as help you obtain a better paying job when you are ashore. Eligibility requirements are as follows: 1. Have not le.ss than two years of actual employment on vessels of companies signatory to Seafarers Welfare Plan. Have one day of employment on a vessel in the sixth-month period immediately, preceding date of ap­ plication. ' 3. Have 90 days of employment on a vessel in the previous calendar year. Pick up a schoir .-ship application now. They are available in the ports or you may write to th6 following address and request a copy of the Seafarers Applica­ tion: , . Seafarers Welfare Plan College Scholarships 275 20th Street Brooklyn, New York 11215 A College Education For Yonr Children Four scholarships arc awarded to de­ pendents of Seafarers. These. four-year scholarships are for $10,000 each at any accredited college or university. If you have three years sea time, encourage your -children to apply. They should request the Dependents Application from the above address. �m--- For Job Security Tomorrow Scliool Of Seamansliip Steward Department Steward Department All Steward Department Coarsee Lead To Certification By HLSS. CHIEF STEWARD The course of instruction is six weeks long and covers all phases of Steward De­ partment management and operation. Course Requirements: All candidates must have seatime and/or training in com­ pliance with one of the following: • Three years seatime in a rating above 3rd cook or assistant cook OR • Six months seatime as 3rd cook or assistant cook, six months seatime as cook and baker, six months seatime as chief cook and hold HLS certifi­ cates of completiorr for^ch program OR • 12 months seatime as 3rd cook or assistant cook, six months seatime as cook and baker, six months sea­ time as chief cook and hold HLS cer­ tificates of completion for the cook and baker and chief cook programs OR • 12 months seatime as 3rd cook of assistant cook, 12 months seatime as cook and baker, and six months sea­ time as chief cook and hold an HLS certificate of completion for the chief cook program. Starting dates: October 14, November 26 -CHIEF COOK The course of instruction is six weeks in length and students specialize in the prep­ aration of soups, sauces, meats, seafoods, and gravies. Course Requirements: All candidates must have seatime. and/or training in com­ pliance with one of the following: * 12 months seatime as cook and baker OR * Three years seatime in the steward department, with six months as 3rd cook or assistant cook and six months as cook and baker OR * Six months seatime as 3rd cook or assistant cook and six months as cook and baker OR * 12 months seatime as 3rd cook or assistant cook and six monHis sea­ time as cook and baker and . hold a certificate of completion for the HLS cook and baker training program. COOK AND BAKER ASSISTANT COOK The course of instruction is six weeks in length and students specialize in the selection and preparation of breakfast foods, breads, desserts, and pastries.. The course of instruction is six weeks in length and students specialize in the selection and preparation of vegetables and salads. Course Requirements: All candidates must have twelve months seatime in the steward department, OR three months sea­ time in the steward department and be a graduate of the HLS entry rating program. Starting dates: September 30. Novem­ ber 11 Course Requirements: All candidates must have seatime and/or training in com­ pliance with one of the following: * 12 months seatime as a 3rd cook or assistant cook OR * 24 months in the steward department with six months as a 3rd cook or as­ sistant cook OR * Six months seatime as 3rd cook or assistant cook and hold a certificate of completion from the HLS assist­ ant cook training program. Last monfli 37 Seafarers opgraded their skills, earning power and job secnrity throngh the vocational conrses at HLSS. The Lnndeberg School has an npgrading conrse to meet yonr career needs, too! Starting dates: September 16, 30, Oc­ tober 14,28, November 11,26 High School Program Is Available to All Seafarers Do What Over 800 Of Your Fellow Seafarers Have Done... t J f': UPGRADING APPLICATION . Date of Birth. (Last) Note: CduTNs and starting dates are subject to change at any time. Any change will he noted In the LOG. \f • ' : Did You Know... Name. Starting dates: September 16, October 28 i •: • (First) (Middle) Mo./Day/Year Address (Street) Telephone #_ (Sute) (aty) (Zip Code) Book Number. (Area Code) Seniority Date Book Was Issued Port Presently Registered In_ .Port Issued. . Endorsement(s) Now Held _ Social Security #. Piney Point Graduate: DYes Entry Program: From, NoD I f^ (if so, fill iabelow) . Endorsement(s) Received. to. 'i- (Dates Attended) 'i If Upgrading Program: J. . •, . Endorsement(s) Received. .to. From. "This school is a real advantage for all Seafar­ ers, and I'd recommend the GEO Program to any brother who wanted a high school diploma." (Dates Attended) Do you hold a letter of completion for Lifeboat: • Yes • No; Fire Fighting: • Yes • No Dates Available for Training X I Am Interested In: Michael Coyle • • • • "Everything about the Lundeberg School helps you learn and want to learn more. The classrooms, the living facilities, and the system of study are all excellent. And the teachers are very helpful. They work with as an individual, and they'll give you all the help you need." • LNG/LPG • Diesel • Welder George Taylor Get the reading, writing and math skills you need for job security and upgrading through the high school equivalency (GEO) program at the Harry Lundeberg School. It only takes four to eight weeks, and your Brothers can tell you that it's really worth it! ^ Interested?-Pick up a copy of the pre­ test kit in your port or write to this address: Margaret Nalen, Director Academic Education Department Harry Lundeberg School Piney Point, Maryland 20674 When you complete the test, return it to the Lundeberg School. HLS will tell you the results and give you an estimate of the length of time you'll need to com­ plete the GEO program. September, 1976 DECK AB-12 Months AB Unlimited Quartermaster Lifeboatman REMEMBER! This test is not to see who scores high or low. It helps HLS de­ sign a study program fust for you—a pro­ gram that our teachers will help you, as an individual, to follow. So apply today. It's easy to qualify. Just make sure that you have: 1. Oncyearofscatlnie. 2. Are a member of the Union in good standing. Your classes will be small (usually just six to eight students). You'll get lots of individual help. And completing the GEO program opens the door to the other edu­ cational opportunities that the SIU has for you. A high school diploma is the first step towards qualifying for one of the three scholarships for Seafarers that are offered each year. ENGINE • QMED • FOWT • Dk.Mech. • • • • STEWARD Asst. Cook Cook & Baker Chief Cook Steward ADVANCED COURSES • Advanced Pumpman Procedures • Advanced Electrical Procedures • Refrigeration Container Mechanic RECORD OF SEATIME — (Show only amount needed to upgrade in rating checked above or attach letter Of service, whichever is applicable.) SHIP SIGNATURE RATING HF.ff.n DATE OF SHIPMENT DATE OF DISCHARGE DATE RETURN COMPLETED APPLICATION TO: LUNDEBERG UPGRADING CENTER, PINEY POINT, MD. 206 4 Page 29 •a. i ^•1 �IHTRVFSt-lf i*: I i— SI 'A Seniority Upgrading Program program, these Seafarers* are helping to insure the strengfli of this Union, a strength which rises out of a solid mem­ bership which understands their indus­ try and their Union's role in that in­ dustry. Robert Diaz Roberto Duron Seafarer Robert Diaz began sailing with the SIU after graduating from the Harry Lunde­ berg School in 1969. Shipping in • the engine depart­ ment, Brother Diaz upgraded to FOWT at the Lundeberg School in 1970 and after completing his "A" Seniority Pro­ gram he returned to the Piney Point school where he is studying for his QMED endorsement. Brother Diaz is a native and resident of Tampa, and ships from that port. Seafarer Roberto Duron graduated from the Andrew Furuseth Training School in New Or­ leans in 1967. A member of the black gang. Brother Dur, . on earned his FOWT endorse­ ment at the New Orleans AFT .School in 1968 and his QMED endorsement at the Harry Lundeberg School in 1975. Brother Duron was born in Honduras and now lives in New Orleans with his wife and two children. He ships from that port. MkhaelMefferd Ronald Gillette Seafarer Michael Mefferd graduated from the trainee program at the Harry Lundeberg School in 1971. Shipping in the en­ gine department. Brother Mefferd re­ turned to Piney Point to earn his FOWT endorsement before attending the "A" Seniority Up­ grading Program. A native and resident of New Orleans, he ships from the port of San Francisco. Seafarer Ronald Gillette has been sailing with the SIU since graduating from the N.Y. An­ drew Furuseth Training School in 1967. A member of the deck depart­ ment, Brother Gil­ lette obtained his AB ticket and GED diploma through the Harry Lundeberg School before attending the "A" Sen­ iority Opgroding Program. A native, and resident of New Jersey, Brother Gillette ships out of the port of New York. 11 New Book Members Achieving their full 'A' books this month through the SIU's 'A' Seniority Upgrading Program conducted at both Piney Point and Headquarters are 11 more Seafarers. They are Robert Diaz, Wflliam Corbett, Clifford Aversano, Kevin Gannon, Ronald Gillette, Ro­ berto Duron, Christopher Pepe, Gilbert Payton, Allen A. Cooper, Michael Mefferd and Michael Donardo. This brings the total number of Seafarers who have completed the program to 262.. The program was started to prepare our members for the innovations on the r w vessels under construction and to maintain the Union's tradition of pro­ viding wdl-trained, qualified Seaforers for all our contracted ships. Another purpose of the program is to give our membership a better under­ standing of SIU operations, as well as our problems and the best methods to deal with than. By upgra^ng themselves through the Kevin Gannon Seafarer Kevin Gannon graduated from the Harry Lundeberg School in 1973 and began sailing in the deck department. Before attending the "A" Seniority Program Brother Gannon upgraded, to AB at the Piney Point school. A itative and resident of Phila­ delphia, Brother Gannon ships from the port of New York. William Corbett Gflbert Payton Seafarer William Corbett graduated from the Harry Lundeberg' School in 1973 and began shipping out with the SIU in the deck department. Before attending the "A" Seniority Upgrad­ ing Program Brother Corbett also ob­ tained his AB ticket at the Piney Point school. A native of New York, Brother Corbett still lives in that city and ships from that port. Seafarer Gilbert Payton has been sailing with the SIU since graduating from the Harry Lundeberg School in 1972. Brother Payton ships as an AB, having earned his green ticket at the Lundeberg School before starting the "A" Seniority Upgrading Program. A native and resident of Mobile, Brother Payton ships from that port. Clifford Aversano Christopher Pepe Seafarer Clifford Aversano has been sailing with the SIU since graduating from the Harry Lundeberg School in 1973, A member of the black gang, Brother Aversano returned to Piney Point to upgrade to FOWT before at­ tending the "A" Seniority Program. Brother Aversano is a native and resi­ dent of Brooklyn, N.Y. and ships from the port of New York. Seafarer Christo­ pher Pepe started sailing with the SIU in 1974 after grad­ uating from the Harry Lundeberg School. Shipping in the steward depart­ ment, Brother, Pepe returned to Piney Point in May, 1976 and earned his third cook's endorsement. Born in Brooklyn, N.Y. Brother Pepe now lives on Long Island and ships from the port of New York. Alien A. Cooper Seafarer Allen Cooper began sail­ ing with th'- ZiU in 1973 after graduat­ ing from the Harry Lundeberg Schoc^. Though he now sails only in the en­ gine •'epartment. Brother Cooper re­ turned to Piney Pomt earlier this year where he earned both AB and FOWT endorsements. Born in Baltimore and raised in Honduras, Brother Cooper now lives in New Orleans and ships from that port. Michael Denardo Seafarer Michael Denardo has been shipping out with the SIU since grad­ uating from the trainee program at the tiarry Lunde­ berg School four years ago. Sailing in the engine depart­ ment, Brother Denardo returned to Piney Poirit where he earned his FOWT endorsement in 1975. Brother Denardo is a native and resident of New York and he ships from that port. 8 Graduate From QMED Class SGHBNJLE Port New York Philadelphia Baltimore Norfolk Jacksonville Detroit Date Oct. 4 Oct. 5 Oct. 6 Oct. 7 Oct. 7 Oct. 8 Oct. 11 Houston Oct. 11 New Orleans .... Oct. 12 Mobile Oct. 13 San Francisco ... Oct. 14 Wilmington .... Oct. 18 Seattle Oct. 22 Piney Point .... Oct. 9 San Juan Oct. 7 Columbus ...... Oct. 16 Chicago Oct. 12 Port Arthur Oct. 12 Buffalo Oct. 13 St. Louis Oct. 14 Cleveland ....Oct. 14 , Jersey City Oct. 11 , Deep Sea 2:30 p.m. 2:30 p.m. 2:30 p.m. 9:30 a.m. 2:00 p.m. 2:30 p.m. IBU ..... ..... ..... ..... •• •• • UIW 5:00 p.m 5:00 p.m. ..... 5:00p.m 5:00 p.m. ..... —• • • • • • • • • • S«00 p«n]» . 2:30 p.m. • • • • • ScOO p>in« . 2:30 p.m. • • • • • 3*00 p«ii)« . 2:30 p.m. 5:00 p.in . 2:30 p.m. • • • • • . 2:30 p.m. • • • • • " . 2:30 p.m. • • • •» • 10:30 a.m. • • • * • 10:30 Bain* 2:30 p.m. • • • • • — ..... 5:00 p.m. ..... 5:00 p.m. ..... 5:00 p.m. ..... 5:00p.m. ..... 5:00 p.m. ..... 5:00 p.m. 7:00 p.m. 7:00 p.m. 7:00p.m. 7:00 p.m. •• •• • • • •«• 7»00 p*in« — ••••• • •• •• •• •• • • •• • • ••••• — ..... 1:00 p.m. ..... ..... — ..... . •.. ..... ..... QMED Instructor Jack Parcel! (4th left) has photo taken recenty with his class of graduates of (I. to r.): Edward Craig; John Manen, Francis Sylvia; Francis Guidry; Chester Hoff; H. Robert Hill; Charles Behrens, and Lionel Jackson. Engine Department Director Charles Nalen is at the right. Page 30 Seafarers Log . ...i i'- mmM �t > • i A- 43»Hi 1 T« SPAII Since IKcfjinninfi of '74» •J 'he following Seafarers and other concerned individuals, 430 in all, have demonstrated an active interest in participating in political legislative activities which are vital to both our job security and our social and economic welfare, by voluntarily donating $100 or more to i ../.A •,a |/ie Seafarers Political Activities Donation (SPAD) fund since the beginning of 1976. (The law prohibits the use of any union money, such as I dues, initiation fees, etc., for political activities. The most effective Way the trade unionist can take part in politics is through voluntary political E contributions.) Twenty-nine who have realized how important it is to let the SlU's voice be heard in the Halls of Congress have contributed $200,| six have contributed $300, three $600, and one $1,100. For the rest of the year the LOG will be running the SP AD honor rolls be- I Cause the Union feels that in the upcoming months—especially bec-ause of the 1976 elections — our political role must be maintained if the ; livelihoods of Seafarers are to be protected. Have You Made Your SPAD rm' $7noo^ 179 SEAFARERS POLITICAL ACTIVITY DONATION r $' rOIMTH MENVE :|MOPIU.YH, N.T. 1im 'V M • Date. kNo. Contributor'! Name. DonaiiottYhis Year? Address. City .Zipl and purposes SPAD is a separate sej^^fi^fund. tfS 'proceeds are to fu crests of Seafarer seamen, including, but not limited to furtheribg the political, social and economic ' employment opportunities the preservation and furthering of the';American Merchant Marine with impr with such objects, SPAD for seamen and the advancement of trade union concepts. In connmi supports and contributes to politicial ^candidates for elective office. All mtributions are voluntary. No lination, financial reprisal, or contribution may be solicited or rece%d because of force, iob disci threat of such conduct, or as a conditi^ of membership in the Unii (SlUNA AGLIWD) or of employ', notify the Seafarers Union ment. If a contribution is made by'r^i^iiApf the atwve improper^' ibution for investigation and or SPAD at the above address, certiflil^ mail ^ijtbih thirty days pfrth appropriate action and refund, if Tnyoluntary. Sbpppr^. SPAIf to prot further your economic. political and social interests, American trade union concept and Seafarer s SPAD ,r IA copy of our report is filed with the Federal Eiectif^E^Commission and is available from the Federal Election Commission, Washington, O.C.) v"'.,--' Bmfce,?. Bnumette,?. Bnrton,R. Byrne, E. Byrne, W. C8bllda,S. Caffey,J. Campbell, A. G. Campbell, H. Capella,F.J. Caraballo,R. Carbqne,V. Cherire,!. Cirignano,L. Cofone,W. Cok«r,D. Compton,W. Conklln,K. Cooper,N. Conrtoey,!. Craig,jr.L. Crocco,G. Cross,M. Cniz,A. bavis,jr^ Davb,{. 1)eBarrlos,M. DeCbanqi, A, Degoxman,?* Denietrios,!. Dickey, W. Bceeliing,M.E; iWlinger,W. Bergeria,J....: Bnriuteln,A. Blanton,M.lk Blnitt,]. Bol>alek,>!lM. . ^Bonser,!...: Bort^:C.;;v Boudimn,RvJi Boa8son,E. Boyne,D.P. Ei Bnintt8n,G. Blown, G. A. Blown,!. Blown, I. Browning, B> Bryant,B. BuccI,?; iyi c {few-inh' wifS'F.cv" Dil|ing,L. Doak,W. ilobion,T. Dol^tt,D. Dodg^V. Dowd,V. Diagat^, A. Drake, W. Drozak,?. DaBoB,N. Dar^ola,R. D^eM* l^e'» A. Eddiin$,jy ^ Ellis, Pagan, W. Fanning, Famen,:irVv;y:v Faiitpt, J.' • " Eayr^-.::y&yVFayad, A ' --'.v <\ >; Maldoiii^,0. Manafe,D. flOmayonj^onr,M* Mancini,R. Hondco,S. MandeBe,S. Hoticliins,C.M. Marcns,M. A. Haffman,R.L. Bdarinelli,?. HnSord,R. Franco,?. Martin, J. Hntton,G. Frank jrr.,S. Martin,T.J. tovino, L. Fleeman,B. Ma8k,W. Jacobs, R. Fronnfelter, D, Matson,J. Jamsson,S. Faente9,H. Mavdone,S. Johnson,A. Fngitt, W. McCartney, G. Jobnson,C. Folfond,S. McClinton,J.!. Johnson, R. Fiink,W. McElroy,E.L. Jones, J. R. Fnmkawa,H. McKay, D. Jones, T. Galidd,!!. McVay,H. Jose|di,E. GallegM,?. Meats, F.J. Karlak,W. Gannon, K. MeUndez,A. Ka8tina,A. Gazay,F. Metcer,J. Kelly, J. Garcia,?. Mesford,H. Kendrick,D. Garcia,R.F. Mlddleton,H. Keoniwe,S. Garrigan,M. Mize,C. Knrr,R.A. Gauiw,J. Mollard,C, IQN^y,J. Gentile, C. Mone,J. Kitchens, B. GtiSord,D. Mpngelll,F. Klzzire,C. GolifW. Moon^,E.X. Klein, A. Gonzalez,C. Mooney,S. Koilowitch,!E. Gooding,!!. Moore, W. Koabek,t. Gorbea.R. Morri8,E. Koovardas,Ji Gosse,F., .• Moiris,E.W. Punier, M; Greene, fli. Morrison,!. Kuimoto,Y Grima, V. Mortensei^O. Lambtnt,!!. Gtoh,W. Mnnsle,!. LBvmnee,M Goam8ey,W. Morray,R. l^der,W. Gnidiy, F, Myerctodt, jr. Lebda,F. GnOhm, A. •Xee,K.;. .t;;. Myers,H. Hag0D,Ki ^Mjtex,L.';.: IlaU,M. N8poli,F. LeloiMEEE*^ lliril,E.M. Nash,W. Leo, A. lIall,L. Nrison,J. Lescov!ch,W; HaU,W. Newberry,!. Lifdittoot, K. IIamblet,A. Nielsen, R. Liliedalil,H, Harris, J. NiOl9en,y. .Lind9ey,M. " Hassan,H. Northditt,!. Lobodat,ti |iassen,B. (?Brien,E. LogSfaS Hayes, IL CHaro^y.H. A. LogBe,J. Ilebert,T. OIivera,W. Lolm8,?r HebnOa, E. Olson,F. Hendrick,R.G. Lomas,A. ?ala|Uiio,F. LomiB^d, J. Herftondez, E. Papabannon, D. • Lopez, Heroax,A. Paradise, L. Mag|iiidfNr,W. Hidais,A.A. Paradise, R. lifbleiid[y,G. Mines,T. Ffetcher.B. FlorDns,C. Forgeron,L. Fostm-,!. Fox,P. *20 w Signature of Splicitpr No. Abnuiis,R. A AcevcdOjV. Agiliar,J. Agaflar,A; Air,R. Alexandar,G. Alexander,Hv Algarin, M. AI1^,J. Alvarez,?. AmatjK. Anderson, A. Anderson, D. Anderson, E.C. Anderson,H. Andar80u,R. AnnlSfG. Anfici,M. Antonio, J. AiviilMd,H. A^wika, A. Ames, J. Artoyo,S. |sddn8on,D. Anbiesson,E Anger, E. ' Avant,E. • Babkow8kl,T. Badgett,}. 'BinyyDv •', .1 HOlBMno lU Patton,S.M. niyne, O. Pecqnez, F. P«a!ta,R.L. Perez,!. Pedi,C.L. nntoenf,?. Polk,E. Pollard, G. Pow,J. Prentke,R. Prevas,?. Prott,T.L. Psaleh,A. Po^ee,A. Qoanico,L (2aitos,R. Qnbinonez, R. Ratcliff,C. Reck,L. Rdni^G.A. Relnosa,!. Reille,!. Reynolds, H.T. Riddle, D.W. RipolLG.M. Rivera,A. Roades,O.W. Robertson, T. Robinson,!. RiMBppiez,F. Rodri^MZ,!. RtrfMguez,R. Roii^,C. Rny,B. ROJM,F. 'Rue,G. ...Ryan,N, • Sacco,M. gacfto,!. . Saiazar,K. Saleh,F.N. Saiiaco,C. Saiidfez,AE S^cliez,M.E. iEtUMFffA..--.Sbmtoe,F. Sa|^,C. iSchawldand,!, Scbnffeis,?. Scotfy^. yScnBy,!. Se^s«d,E. Selzer,R. Scizer, S. Sen^ab,B.J, Sepalveda,R. Serlis,M. Sgagliardicb,A. Sbadkelford, W. Sharp,G. Shaw,L. Sholar,E.W. Sigler,M. SOva,M. Sipsey,R.A. acompsidjE. Slatisar,K Smitli,H.C. Snilth,R. Smitii,W. Snyder,!. Solonion,A. Sonio9,N. y ' Sf»csl,T. S^pencc, B.R. Shepard, E.S. S^iqpdjH. Staples,?. Stearns, B. Stephens, C, StCT«B,R. SteVao8,W. Straass,H. Stnhblefield,?. SiilUvan,W.J. Siitridt,R. Swlderski,!. Taaimr,C. Taylor, F.E. Taylor, G. TaylOT,S. T^egadas,C. ndmas,!. Thnill,?. Troy, Si • Tbnier,G. l]lisse,T. lJndc«wood,G. W. Valle|o,A. Y<d8zgp>ez,W. yVdezjA. Vcnzon,R. Yogcl,C. Vnkmlr,G. Wagner, M. Wa&^,W. WalUs,!. WalteR,H. Wadbingt«m,E. Welber,H. White,?. White, W. WDlmrn, R. WflliBms,L. WI$Dn,B. Wll9on,C.W. > Wingfield,P.G. Wfam,L. Wou,F. Woriey,M. _ Worster,R. ; Wright, A. r YakeLR. Yaimida, J. v y Young,!; Zielwinsikl,S. Zien,T. • -y;•' y - !) $1,100 Honor Roll Christenberry, R. A. $600 Honor Roll 1; Pomei:lane,R. FandtSiL. Rkhoax,!. $300 Honor Roll '^Conley,M.,M8gr.-. ^ AposBesldpolthaSea -'iFentatajA. -.AM .; Hail,?. • .ySSS LBfedaKi,H. NieiMn,K. P»cikow8kl,S. 'fc $1W kon^r koll Alglna,!. Aieda,J. Bamman,G. Binreeria,S. Brand, H. lim,R. Cnnnhigham,W. CtirtB,T. DiGlorgio,!. Dtyden,!. Drozak,?. Diidley,K. Echev«unria,R. Foster,W. Lenuus^,A. Maker, T. McCnOogk,!* McFailand,D» 01esen,C. PntUaii,!. ^ Polver,E. Qntoter,!. RicldHuig,!. Sanchez,!!. Sanndns,!* Seabron,& Slewart,Ei - v : •Ibrpe,K. Zlolkowski,W^ 'a if I .« I u--.. Vi �'liaK; ia farers Political Activity Donation -i • «; V V* "^' "• - Jobs and Job Security cAe SI various curity of p certain that American ships, carryjcargo with American seamen on become a commitment of this t' :0W:; K-t' A'-^' ; T" ;s-, "Tt-:,." .• v'". No America trolled; monitore enced by the Feder time industry. No less in the White House, 10 Ca and 31 Federal Agencies, and Committees have their coll5 maritime pie. This is in addition influence of Congress. Seafarers—more than any other workers—^have a direct stake in what ha Washington. To Seafarers, political action necessary way of life: "Politics Is Porkchops' more than a slogan. It is important that in the Congress we have ^ legislators who understand the need for a strong U.S. merchant marine-^and who are wilUng to le Executive Branch of our ;esident on down, underity of our country demarine, ton to promote d have the inafarer. We islative -1 . 'W ..w...*, i.-. ', -fy-'-.n i'. • -...v. .• > TI) , 'tr If 1 le SlU-contracted Waterman LASH vessel Stone, Jackson was built under the Merchant Marine J 970. Here she is about to unload her cargo ^lyn, N.Y. pier. SI — -M ican seamen in the U.S.-Russia grain has worked to keep our Public ispitals open to provide for th^ ieamen and their families. It attacks on the Jones Act housands of jobs. This nation needs a marine. We .1 to provide inand jobs for pation' a concomi out fear of i Your partic^ contribution to Si join with your brothi Congressmen who will and proposals, and will un! objectives. SPAD is unity. It is the unitj^ ing together to provide greater jc for American seamen—and bettei^ themselves and their families. SPAD works. It has been the partici^ Seafarers through SPAD that contributed The SlU-manned tanker Overseas Arctic gets ready, passage of the Merchant Marine Act of T to load grain in Houston for delivery to Russia. which has built new ships. It has worked to insur^ mr To nmisv& our in po:ipa- m ^ achieve bur fconiar4e^||^j,a|, political '-'I St 'oownucnoNMoa, "in*! oa*t^ "•O-flACUIB beeil' our pre this sam^ carry us for^ find then to act upon them. It is unders^^ lUtoizether,vm , atH m •San '**iNa Mb- •"•-.a.- ^Cy MKCHANT MAWW Aa Of 1970 -RR. 18424 •isti I.wiif... m I .mumfl. AN ACT •IV, fiM yiX r>i '•'Ini •-w,, Services are provided for seaman in the eight United States Public Health Service Hospitals. -•f" . • � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource September 1976 Description An account of the resource Headlines: SIU, IBU MEMBERS OK MERGER OF THE TWO UNIONS JOBLESS RATE RISES TO 7.9%; HITS HIGH FOR '76 AFL-CIO GENERAL BOARD SETS 6-POINT PLAN HALL SUBMITS CHALLENGE TO AUTOMATION PLANNERS EMPHASIS ON UPGRADING AT N.Y. MEETINGS HALL URGES U.S. ADOPT TOTAL SEAPOWER CONCEPT REPUBLICANS MAKE NO MENTION OF MERCHANT MARINE CONGRESSIONAL BILL WOULD GUT FOOD STAMP PROGRAM GIANT, NEW LAKES M/V ST. CLAIR HAULS COAL TO DETROIT TWO SNUG HARBOR RESIDENTS IN N.Y. BATTLE TRUSTEES SIU'S ALCOHOL REHABILITATION CENTER HAS HELPED 80 SEAFARERS RECORD RETIREMENTS SHAKE UP CONGRESS CARGO PREFERENCE IS WHAT AILING U.S. MERCHANT MARINE NEEDS DON'T BUY SEAGRAM'S BOYCOTT ASKED IN DISTILLERY LOCKOUT SEAFARER ROSE HAS CAUGHT THE 'NUMISMATIC BUG' AUTOMATION: HUMAN BEING MUST BE CONSIDERED MARITIME WORKERS PROTEST STATE DEPT'S INACTION PROTESTS HELD IN PORTS THROUGHOUT THE COUNTRY AGAINST SOVIET VIOLATIONS OF GRAIN DEAL SCHOLARSHIP WINNER HOPES TO BE COLLEGE TEACHER MAUMEE GETS JAWS GASH IN DUEL WITH ICE UNION OFFICIAL LEORY JONES - ST. LOUIS PORT AGENT - RETIRES COAST GUARD SEIZES $9.5-M IN DRUGS, 2 BOATS OFF FLORIDA; HOLD 9 IS YOUR CHILD PROTECTED? WORKING FOR JOBS AND JOB SECURITY Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 9/1/1976 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. XXXVIII, No. 9 1976 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/d30e4cb6d8f91a92e2a65603296df007.PDF bd39221b80da02a44c9c6ab2ab32632a PDF Text Text 'Ij:y . !• V. .S- 1 • I i ., • •n •.- 4 - -• .: ^ Jvl Chicago, Duluth iShow Members' ' Many Skitls •• ^ • Crew on Viest Coast .iliPs®^: . ' 3...vl-. • - - See Page 3 See Page 11 -4-.fi"ss5s>s%„c, si'»'rss"r.:3»"3> LLog i'®,? °n^onthly'"'Tho'5'" ®tcove'<'®®lg '>*!rToensu-^®ewW^":;e m-'-'-'S: T I; - -rV .'-A - 0'-'°'' »rag® ater ho^® r'T"* in h' i 32 to fto"" J'opport""''l'ota''®''' inco"'®M'Xot«''® t'.i'i t!-y lio9 WK®L,e cho^S® 1in ,he l°f v® lou' ° chon9®' chon9®= °"u, theW iff V/e ""Pf/o he-'Cr lit I II J,;,-""" Ss&i-i Irotn SlU rlV/Clt^L r5 :SilliiMifi^ i•«» k''"' >•• L_L-II rt?f7« ^, •=iV cti*^ 1 >>!• -; • r - '4'- •4 '. . • •. y . '' ' t ' ' ' :-'. i 'v 4 �loclcs & Dam 26 Construction Bill Falls as An effort to gain authorization for the replacement of Locks and Dam 26 failed in the last days of the 94th Con­ gress, delaying construction of this im­ portant navigational facility at least un­ til next year. Locks and Dam 26 is located on the Mississippi River at , Alton, 111., near . INLAND St. Louis. Two heavily traveled rivers, the Illinois and the Upper Mississippi, feed into the facility at Alton. Its cru­ cial location makes it one of the most important navigational facilities on the inland waterways. ' The locks and dam at Alton, built in 1938; have become a bottleneck. The how this could happen. Despite the weakness of the project's opponents' arguments, a Federal judge ruled that the rejjlacement must be huge holes have developed in the river's specifically authorized by Congress. An attempt was made l^st year to add floor near the dam supports. It only stands to reason that a new, language authorizing the replacement of larger facility is needed at Alton. But in Locks and Dam 26 to an appropriation^ August of 1974, just one day before bill. The language was adopted by the construction bids for the project were to Senate but was narrowly defeated in the be let, a suit was filed against the re­ House. In the latest.Congressional action, placement by a coalition of railroads Locks and Dam 26 authorization was and environmentalists. The railroads claim that a larger lock included in a Senate water resources at Alton will hurt their business, al­ biU,but opponents of the waterways were though they have already proved them­ able to tie a waterways user charge pro­ selves unable to handle the current vision to the Locks and Dam 26 section shipping needs of the Midwest. The of the bill. The presence of the contro­ environmentalists charge that a new versial user charge provision clouded Locks and Dam 26 will damage the the issue and brought about the defeat environment, but they have not proven Continued on Page 38 Congress Adjourns main lock is only 600 feet long, the same length as the locks on the two waterways to the north. The auxiliary lock is even smaller at 360 feet long. A standard-sized tow on the Illinois and Upper Mississippi Rivers consists of 15 barges, and a tow of this size must be broken up and locked .through a 600-fobt lock in two stages. This tedi­ ous double-locking procedure consumes a great deal of time and creates long lines of tows which are delayed for many hours and sometimes for days during the busy seasons. Not only is the Alton facility too small, but it is in a dangerous state of disrepair. Lock walls have shifted and Lakes Super Bulk Carrier M/V Belle Riyer Hears Completion Construction of the 20th and largest self-unloading bulk carrier in American Steamship Co.'s Great Lakes fleet is well under way. On Sept. 30, the 660- GREAT LAKES foot bow section of ASC's new 1,000foot Lakes carrier was launched at the Bay Shipbuilding Corp. Yard in Stur­ geon Bay, Wise. The keel was laid Mar. 11,1976. The vessel is scheduled to be chris­ tened the M/ V Belle River in August 1977, and delivered to the SlU-contracted American Steamship Co. It will be used to car^ clean-burning, lowsulphur Western coal for the Detroit Edison Co. on a regular run from Duluth to^the St. Clair, Mich, generating station. The SlU-contracted M/ V St. Clair, American Steamship's new 770-foot carrier, has been hauling coal on this run since it was launched last April. WIU Join Sections The Belie RivePs 340-foot stern sec­ tion is currently under construction in a nearby graving drydock in the Bay Shipyard. Upon completion of the stern, the drydock will be flooded, the bow floated in, and the two sections joined. The Belle River will have a dead­ weight tonnage of 60,000 long tons, with an unloading capability of 10,000 short tons of coal per hour. The car­ rier's four diesel engines will produce 14,000 shaft hp and a speed of 16 mph. It will have an operating draft of 27.6 feet. Super carriers of the 1,000 foot class are the wave of the future on the Great Lakes. Shipping companies have 11 of the giant bulk carriers on order and three are already in operation. scale replay—of the same kind of internal membership unity on the part of thousands of Seafarers and Boatmen that made our organization a success to begin with. i .Now that the SIU-IBU merger is a reality, what does it all mean for the . Union and our members both today and in the future? , From a purely pragmatic point of view, the merger will effectively cut the Union's administrative costs, which have been skyrocketing right along with the price of just about everything else. In turn, these cost reductions will insure the Union's continued ability to provide high quality Services for all our members. PulHaM In another aspect, the merger launches our united Uiiion into a much stronger position to protect the rights, welfare, jobs and job security of our members in the two vital areas of collective bargaining and organizing the thousands of still unorganized seagoing people working the nation's harbors, rivers, oceans and Lakes. It also provides the united SIU with more widespread political effectiveness at all levels of government from local to statewide, to national and inter­ national. The history and growth of the SIU has been marked by a continuous series In addition, the merger will enable the SIU to continue to provide the of tough struggles, from the waterfront to W^hington, D.C., for the personal educational programs and opportunities necessary for Boatmen and Sea­ rights and dignity of a lot of hardworking seafaring men and women.. farers to acquire the changing job and work skills of a rapidly changing We won some of these struggles and we lost some too, but regardless of industry. the outcome, our opponents always knew they were in a fight down to the I think that most of these projected results of the SIU-IBU merger are wire. fairly obvious to our members, because the SIU membership is an informed The effectiveness of our Union in a wide range of areas involving maritime one and knows the issues and problems facing our industry today. no doubt surprises a lot of outsiders, because to them, the SIU has few appar­ However, far beyond the pragmatic, the political, the organizational and ent resources. In a way, they are probably right because we as a labor Union educational benefits the merger of our two unions undoubtedly will representing seamen do not have unlimited manpower or unlimited financial provide, I believe that this merger marks a kind of rebirth for the SIU that resources to achieve our goals. will inject new life and new power into working toward the goal that has Quite the contrary, the success and strength of our Union has always always been our objective since the Union's inception—and that is a better depended on a formula of an intangible nature—and that is a high degree life, a secure life, for our members and their families. of internal membership unity mixed with the determination to build a There is no question that the SIU has made great strides in achieving this better life for ourselves. Time and time again throughout our history, our goal forour members. But we would be deceiving ourselves if we thought members came through for the Union and themselves by showing the ability that nothing could take away the security we have won and built on from to remain united on an issue until it was resolved. And believe me, it has past victorious fights. paid off in a big way for all of us. Wp must face the fact that the future of all segments of the U.S. maritime Last month was no different, as an overwhelming majority of both the industry—deep sea, inland waters and shipbuilding—is by no means secure. SIU and IBU memberships voted to merge the Inland Boatmen's Union into A quick look at the nation's economy and the millions of American workers the SIU A & G district. I believe that the gratifying result of the merger vote from all industries on the unemployment lines will attest to this. is significant for everyone concerned for two very important reasons. First, We can have a secure industry—an industry that will provide for our it brings two strong unions—in fact the strongest unions representing Boat­ needs as workers and family men. But we have to work at it, and work at it men and unlicensed Seafarers in the country—together into one more effec­ aggressively from a position of strength and unity. The merger has thrust tive labor organization better able to provide for its members' needs than our Union into such a position. Now it is up to us to make the most of it. I ever before. Secondly, it is a dramatic demonstration—in essence a large believe we will. mmm Two Strong Unions Come Together Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave., Brooklyn N.Y. 11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. XXXVIII, No. 10, October 1976. / Page 2 Vtrd'-'J-.Sj- t .s :f • J »;>. ?. «: i-'- r *v. V ' J,' Y: L'.V,!.• -v; ;• .• Seafarers Log �m Hall: 'Lack of Vision' Blocks Seopower Development / SlU President Paul Hall has charged that a lack of imagination and vision in America's national policies and atti­ tudes toward maritime "has blocked development of an appropriate seapower concept" so vital to our national security. Speaking before the Convention of the National Propeller Club in San Diego this month, President Hall fur­ ther charged that "at a time when the importance of the oceans is increasing, our maritime strength—^Navy and mer­ chant fleet—continues to decrease in force and size." Hall supported his charges with facts, pointing out that since 1968, U.S. Navy vessel strength has plunged 50 percent INDEX Legislative News Washington Activities ....Page 9 Locks and Dam 26 fight .. Page 2 Union News President's Report Page 2 SPAD honor roll Page 39 SlU scholarships '.Backpage Headquarters Notes Page 7 Norfolk meeting Page 4 Inland Lines .Page 6 At Sea-Ashore Page 12 Lakes Picture Page 8 Tallying Committees Page 10 Port Agents Conference Pages 19-22 General News Hall at Propeller Club Page 3 Reply to Coast Guard Page 7 National unemployment ..Page 7 Jobless study Page 5 Sailors Snug Harbor Page 6 Oil industry ... ..... Page 23 Shipping American Heritage Belle River Boatmen in Duluth, Chicago Lakewood Zapata Patriot Orgulf equipment Ship's Committees Dispatchers' Reports: Great Lakes Deep Sea Inland Waters Ships' Digests from 976 ships to 477 ships. Hall stated, "it is frightening to realize that each year in the last decade our Navy has lost more ships than were lost at Pearl Harbor." Hall also pointed out that since 1968, the U.S. merchant fleet declined from 906 ships to 520 ships despite the fact that over 25 percent of total world in­ ternational trade is with the United States. Hall affirmed that the simultaneous decline of the U.S. Navy and merchant fleet is connected, charging that "the American public, the Administration, the Congress and the various maritime components themselves, do not fully understand the integrated nature of seapower and the necessity for a strong maritime presence, both military and commercial, in any area in which the United States has vital national inter­ ests." Hall then pointed out that while America's seapower declines, "the So­ viet Union is engaged in the greatest shipbuilding program of its history, both merchant marine and naval." From 1960 to 1976, the Soviet mer­ chant fleet grew from 1,033 vessels to­ talling 3.5 million tons to 2,678 vessels totalling 14 million tons. In addition, the Russian's fleet development plans reportedly call for tripling their capacity of RO-RO vessels, tripling their con­ tainer capacity and developing a LASH fleet. Hall aflfirmed, "while we were going from first to eight in world maritime rankings, the Russians have gone from 23rd to sixth in merchant fleet tonnage," and he warned that if America forfeits control of the seas, it will "surrender • A higher level of Government co­ ordination and concern for the U.S. maritime industry through the creation of a maritime affairs assistant on the White House level. This proposal has already received bipartisan support in Congress, and it would improve coordi­ nation of civilian maritime activities and result in "a more constructive interfac­ ing with the Navy." •_A renewed national commitment to revitalizing our merchant fleet by re­ vitalizing the original goals of Congress as embodied in the Merchant Marine Act of 1970. Since the passage of the 1970 Act, which called for the construc­ tion of 300 new ships in 10 years, only 58 vessels have been contracted for con­ struction. Funds requested by the Presi­ dent and appropriated by Congress re­ main unspent and the program has ground to a virtual halt. • Development of a national cargo policy to assure that U.S.-flagships carry a fair share of cargoes in all U.S. trades. Where possible, that policy should consist of bilateral agreements with our trading partners. And when these agreements are not possible, the policy should require that a designated minimum percentage of energy and strategic raw material imports be car­ ried on U.S.-flagships. Hall affirmed that by seriously enact­ ing this three-point program, the U.S. Paul Hall can achieve "a merchant fleet consistent military, economic and political power." with our seapower needs." Hall strongly recomniended that the Hall expressed confidence that Amer­ United States move quickly to correct its maritime shortcomings and chart a ica "will demonstrate the requisite new course to rebuild the nation's mari­ imagination to confront the realities and time strength. To accomplish this. Hall to move into our third century in a pos­ urged the adoption of a three-point pro­ ture of maritime strength rather than weakness." gram, which includes: Page 3 Page 2 Tentatively set for crewing by Sea­ farers on Nov. 3 in the port of Wilming­ ton, the new 90,000 dwt supertanker the SS American Heritage (Aeron Ma­ rine) will soon join her three sisterships, the SS Golden Monarch, the SS Golden Endeavor and the SS Golden Dolphin. On her maiden voyage, the American Heritage will onload crude oil in the Virgin Islands for delivery to East Coast consumers getting ready for win­ tertime cold and frost. The 894-foot American Heritage was Bicentenially-launched early this Page 11 Page 13 Page 15 Page 25 Page 27 Page 29 Page 16 . .Page 24 .Page 26 Page 12 Page 28 Pages 30-31 Special Features What Is NMC? Page 18 Alcoholic Rehab Page 17 Lakes song .Page8 Medicare ..' Page 29 Cold water survival Page 32 Articles of particular interest to each area-can be found on the follow­ ing pages: . SlU Executive Vice President Frank Drozak (right) stands with former Federal Maritime Commission chief Helen D. Bentley (center) and Leon Shapiro of National MEBA at the launching of the SS American Heritage (Aeron Marine) early this year at the National Steel and Shipbuilding Co. Yard in San Diego. year, the Golden Monarch last year and the Golden Endeavor and Go/den Dol­ phin in 1974 at the National Steel and Shipbuilding Co. Yard in San Diego. All the San Clemente class (OBO tanker version, like the SS Ultramar) vessels can carry 25-million gallons of crude totaling 500,000 barrels at a 16.5 knot cruising speed from 24,500 hp en­ gines. The ships carry enough fuel to travel 15,000 miles. They all have environmentally-designed double-bot­ tomed hulls with automatic Butterworth systems for tank cleaning. Seafarers rid­ ing the ships have private rooms and semiprivate bathroorns. The ship will also have the Satellite Navigation Sys­ tem. She will also be able to transit the Panama Canal. The first vessel in the three-ship series, the SS Golden Dolphin, has al­ ready generated $100,000 into the U.S. economy. Pages October, 1976 i| ? ITJ .,h \ •' DEEP SEA .Page 14 Page 24 Deep Sea: 3,4,12,15,16,27 lniandWater8:2.6.11,24.25 Great Lakes: 2,8,13,14,29 • . New Supertanker American Heritage Training and Upgrading Seafarers participate in 'A' seniority upgrading Pages 33-34 Upgrading class schedule, requirements and application . .".Pages 35-37 GED requirements ..Page36 Membership News 3 Lakes old timers Boatman Bane Former scholarship winner New pensioners Final Departures ' t \ .. t �Signing in (above top left) and waiting in line next are Seafarers B. Fowler and Robert Sawyer for the start of the Sept. 9 monthly membership meeting in the port of Norfolk. Later in the meeting (above top right) SlU Patrolman Steve Papuchis (left) chairs the meeting at the podium while Patrolman Mark Evans, re­ cording-secretary, stamps the books and sea cards of members present. During the meeting (below left) Brother W. A. Mitchell (standing) asks the chair about shipping and the Russian grain run and (below right) Seafarer A. R. Sawyer (standing) gets a laugh from the membership with a witty remark. Norfolk Meeting Targets USSR Grain Nyet V • ' ' ' - : Norfolk Port Agent Gordon Spencer (left) shows deep sea oldtimer Kirby Wright how to register to vote oh the upcoming SlU-IBU merger just before the membership meeting. Page 4 NORFOLK — Almost 100 SIU yards to be manned by U.S. seafarers, meml^ers filled the shipshape Union and what President Paul Hall is doing Hiring Hall here to nearly overflow­ about automation. ing at last month's monthly member­ At the meeting's conclusion. Port ship meeting as Port Agent Gordon Agent Spencer reminded the mepiSpencer and his aides focused on the bership to vote in the SIU-IBU nationwide maritime union demon­ merger election which was going on strations—including one at this port then. —^protesting Russia's refusal to use U.S. ships to carry grain to the Soviet Union in August. Chairing the meeting, Patrolman Steve Papuchis told the members that shipping was slow in the port. At this point, a Seafarer got up to ask the chairman some questions about shipping. Another asked about the Russian grain problem. After answering those queries, Papuchis then read Atlantic Coast Vice President Earl "Bull" Shepard's Legislative Report on how Congress would recess Oct. 2 until January; how the GOP Convention in Kansas City had not adopted a maritime plank in their Presidential campaign platform; the latest work in Congress on bills to regulate drilling for oil on the Outer Continental Shelf; the lat­ est on tax reform legislation from Capitol Hill which would give U.S. Registering to vote in the SIU-IBU shipovmers a 5 percent tax credit for merger election is Inland Boatman building U.S.-flag ships in American Gerald E. Cessna of the Virginia Pilot Boat Co. ' ' ' , Seafarers Log �Hall Scores CG Bureaucracy on Manning Cuts SIU President Paul Hall has attacked as "bureauocratic arrogance in the ex­ treme" a recent Coast Guard Naviga­ tion and Vessel Inspection Circular (NVC) which advocates an across-theboard reduction of the unlicensed crew on automated vessels. Hall angrily declared, in a letter to Rear Admiral William Benkert at Coast Guard Headquarters, that before the Coast Guard puts any of its proposals, which includes support for an "unman­ ned or periodically unattended engine room," into effect, these issues should be the subject of hearings, testimony, examination and due process. The most glaring defect in the Coast Guard's proposals, which concentrate solely on navigational concerns, is that they violate either existing laws or clear mandates of Congress concerning the safe operation of marine vessels. For instance. Congress has made it clear that in addition to navigational safety, equal concern must be given to such items as regular vessel mainte­ nance, occupational health and safety, both physical and psychological of the crew, and protection of the marine en­ vironment. In seeming direct opposition to these mandates, the Coast Guard circular makes only "passing reference to the maintenance of equipment and ma­ chinery. In fact, it is given the lowest of priorities, if any meaningful attention at all." In addition, the circular totally ig­ nores occupational health and safety factors, making no mention of such vital crew concerns as workload; psy­ chological impact of high noise levels and the physical effect upon hearing; the psychological and physical impact of voyages without regular and routine leave; the routine and monotony brought about by quick turn-arounds, and the requirements and effects of multiple duties in an environment ex­ posed to extreme elements and most hazardous conditions. In regard to the environment. Hall charged that not only has the Coast Guard "abysmally ignored" the issue, but it "has failed to demonstrate that it had consulted with the Environmental Protection Agency concerning this cir­ cular, thereby precluding interested parties working with the EPA to assure that the legislative scheme (governing marine environmental safety) is being properly and adequately observed and fostered." In addition to these concerns. Con­ gress has affirmed for decades that "our merchant marine shall not be manned by all purpose crews." Yet the Coast Guard arrogantly proclaims in its cir­ cular that it "favors the general purpose crew approach as well as reduction in crew concepts." Besides the fact that the Coast Guard's circular falls flat on its face in regard to the need for vessel mainte­ nance and crew and environmental safety, the circular seems to be partic­ ularly biased against the unlicensed sea­ man. The most obvious demonstration of this bias is carried in the circular's comments concerning the "state of the art"' of marine automation In regard to licensed officers, the cir­ cular states; "Although the state of the art has provided much by way of automated pilot, house controls, automatic steer­ ing. radar, electronic sensors, alarms and other warning devices, they are still generally at a stage of evaluation. Until the reliability of the equipment and the related human element are proven and there is some wide or universal adop­ tion, a reduction in the present number of required licensed deck watch officers Continued on Page 38 GAO Says Ford Jumped Gun in Mayaguez Rescue A Congressional agency which audits and probes the U.S. executive branch, the General Accounting Office (GAG) early this month contended in a 162page report that the Ford Administra­ tion jumped the gun in the rescue of the SlU-manned containership SS May­ aguez (Sea-Land) from Cambodia in May.1975 when 41 American soldiers (18 Leathernecks and 23 coptermen) were lost saving the crew. The report found that President Ford did not have to order a Marine rescue assault on a Cambodian island where it was thought the already-freed Mayaguez crew was or order a preemptive bomb strike on Cambodian targets be­ cause U.S. pilots on the scene the day before the assault had sighted some 30 Seafarers in fishing boats leaving Koh Tang Is. Furthermore, the aerial spot­ ting of the crew, the GAO says, was not relayed to military authorities who rec­ ommended the assault. Also the military had ignored ac­ curate intelligence that had reported the presence of 150 heavily-armed Cam­ bodian soldiers on the island, preferring to believe that there were only 20 Cam­ bodian troops there, the report said. And, in a slap at the State Depart­ ment, the GAO report said that all diplomatic means were not used to free the Mayaguez prior to the launching of the attack on Cambodia. It said, in part ". , . little weight appears to have been given to indications that the Cambod­ ians might be working out a poltical solution." Congressional sources said the Chi­ nese Communist Government, through a neutral country, told the U.S. before the attack that she was using her in­ fluence with Cambodia to seek an early release of the ship and "excepted it to be released soon." On May 12, 1975, the Mayaguez bound for Sattahip, Thailand from Honk Kong was fired upon by three Cambodian gunboats in the early morn­ ing 60 miles off the mainland and eight miles off a group of small islands claimed by Cambodia and Vietnam. Captured, she was then taken into the Cambodian port of Kompong So. The rest is history. White House Disagrees White House press secretary Ron Nessen commenting on the GAO report said "Well, we disagree" with the re­ port's conclusion. "The President car­ ried out the actions in the Mayaguez case and believes that they were right. The interval of time has not affected anything." A top aide of Secretary of State Henry A. Kissinger, Lawrence S. Eagleburger, in a letter in the report, accused the GAO of "attempts to secondguess the actions of officials acting under the constraints of time." Kissinger said the report was "inade­ quate and misleading." He added "I was there and I know what information the Government was working from." In the second Ford-Carter debate on foreign policy on Oct. 6, a TV modera­ tor asked: "Mr. President, the Govern­ ment Accounting Office has just put out a report suggesting that you shot from the hip in the Mayaguez rescue mission and that you ignored diplomatic mes­ sages saying that a peaceful solution was in prospect. Why didn't you do more diplomatically at the time . . .?" Ford replied: ". . . Somebody who sits in Washington, D.C. 18 months after the Mayaguez incident, can be a very good grandstand quarterback. And let me make another observation. This morning I got a call from the skipper [Captain Miller] of the Mayaguez. He was furious because he told me that it was the action of me. President Ford, that saved the lives of the crew of the Mayaguez. "And I can assure you that if we had not taken the strong and forceful action that we did, we would have been criticized very, very severely for sitting back and not moving. Says "Crew is Thankful" "Captain Miller is thankful. The crew is thankful. We did the right thing. It seems to me that those who sit in Wash­ ington 18 months after the incident are not the best judges of the decision-mak­ ing process that had to be made by the National Security Council and by myself at the time the incident was developing in the Pacific. "Let me assure you that we made every possible overture to the People's Republic of China and through them to the Cambodian Government. We made diplomatic protests to the Cambodian Government through the United Na­ tions. Every possible diplomatic means was utilized. But at the same time, I had a responsibility, and so did the National Security Council to meet the problem at hand. And we handled it re­ sponsibly and I think Captain Miller's testimony to that effect is the best evi­ dence." Afterwards, the GAO denied Fords' charge of "partisan politics" in releas­ ing the report before the debate. The Defense Department, in a state­ ment appended to the report, said the military assessments "were as good as could be expected in the light of in­ formation then available." The GAO report concluded that the Marine assault and U.S. bombing on Cambodia's mainland did not win re­ lease of the Mayaguez crew because it started after the Cambodians had begun releasing the crew. But it said that fact "probably could not have been known at the time". The report also noted earlier U.S. military strikes and sinking of gunboats prob­ ably did influence Cambodia to release the crew. ". . . At the same time," the report said, "all available means were not used to obtain better evidence on the location of the crew while plans were being developed to assualt Koh Tang Is." The GAO said it was restricted by the executive branch from examining National Security Council records that might have shed more light on the Washington decision-making end of the Mayaguez episode. , n' t -ipi 'I ^•1. U, If•v I; • Pi 1 United Farmworkers Union Presses Free Elerfions in California The United Farmworkers Union is mobilizing again in California—-this time to guarantee farmworkers the right to select the union of their choice in a secret ballot. Although the State Agricultural Labor Relations Act gave farmworkers this right, the State Legislature—under pressure from the growers and the Teamsters Union—cut off funds to ad­ minister the law once it became appar­ ent that the United Farmworkers Union was winning most of the elections. Last April, the UFW decided to by­ pass the legislature and go directly to the voters through the initiative process. In a whirlwind 29-day campaign, farm- October, 1976 workers and their supporters gathered the signatures of 728,000 California voters to place the law on the ballot as Proposition 14. If Proposition 14 is passed by a pop­ ular vote, Nov. 2, the right to free elec­ tions in the field will become part of the State's Constitution and adequate fund­ ing for the historic collective bargaining law will be guaranteed. Would Guarantee Access Proposition 14 makes a few changes in the old law, which was passed in June, 1975. Union organizers will be guaranteed access to fieldhands during lunch hour, breaks, and before and after working hours. "Access" was not part of the original law, but it was permitted under a regulation of the State Agricul­ tural Relations Board. Earlier this year the growers chal­ lenged the access provision, claiming that it interfered with their property rights. But the California Supreme Court and the U.S. Supreme Court up­ held the rule. In addition. Proposition 14 allows the Agricultural Labor Relations Board to award treble damages in unfair labor practice cases where employers are found to have violated the law. Although the California Legislature voted $6.8 million to fund the Board on July 1 after a six-month delay, the UFW felt that the growers and Teamsters were just trying to head off support for the initiative. UFW president Cesar Chavez said the initiative is needed so "the future of farmworkers and their children is never again left to the fancy of weak legisla­ tors in Sacramento." Currently, the UFW is running a voter registration drive throughout Cali­ fornia and a Proposiiton 14 education campaign. The California Labor Federation, the AFL-CIO, the United Auto Workers, the SIU and many other unions back Proposition 14. The SIU urges its California mem­ bers and friends to vote "yes" on Prop­ osition 14, Nov. 2. 1 .1 Pages Ii /•! �St. Louis Heavy rains have raised the water level of the Mississippi River a bit, alleviat­ ing some of the low water problems on the Upper Mississippi. With the level up two or three feet in the last month, chances of the Upper Mississippi freezing to the ground level this winter have been reduced. Shipping is good in St, Louis this month with all contracted boats out of lay-up and running. Cincinnati Great Lakes The SlU-contracted company Luedtke Engineering Co. has postponed work on a pipeline in Marquette, Mich, until next spring because of weather condi­ tions. The project will involve trenching over land, through a flooded swamp and out into Lake Superior. The Ohio Department of Natural Resources is presently studying a proposed jet port which will be built in Lake Erie, construction of a new steel mill at Conneaut, nuclear power plant construction, and shoreline erosion and flood control projects. Leading all the Great Lake states in marine construction, Ohio is also presently surveying the dredging needs of Cleveland, Eastlake, Ash­ tabula, Lorain, Sandusky, Port Clinton and Toledo. With all the kinks in her steam engine worked out, the riverboat Mississippi Queen will be out of lay-up by Nov. 1. Ninety percent of her crew has indicated that they will take their jobs back. She will be running between Cincinnati and New Orleans for the rest of the year. Jacksonville Caribe Towing Co. is taking five or six boats off the West Coast-Alaska pipeline run for the winter and bringing them to Jacksonville. They will run between Jacksonville and Puerto Rico during the area's peak Christmas ship­ ping season, providing numerous jobs for area Boatmen. Norfolk Contract negotiations have begun with Allied Towing of Norfolk. Boatmen man 20 Allied hawser tugs in this port. Their contract expires in December. New Orleans Crescent Towing and Salvage has bought-a new boat from an East Coast outfit. A harbor tug, she is still unnamed. That's not necessary, Fenwick! NYC Withheld Board's $1M Until Settlement Snug Harbor Trustees Agree to Aid Two Ex-Residents The trustees of Sailors Snug Harbor have finally reached an agreement with Johan Bugel and Anthony Pujol, the two retired sailors who refused to leave the Harbor's Staten Island grounds when the home for old sailors moved from that 143-year old site to a new location in Sealevel, N.C. last June. The agreement, which stipulates that the Harbor will supplement Pujol's in­ come by $260 per month and Bugel's by $44 per month, ends Pujol and Bugel's three month fight to force the Harbor's board of trustees to honor a two-year old promise. In 1974, the board of trustees had promised the N.Y. State Attorney Gen­ eral that it would arrange for accom- Blue Ticket AB Rules Blue Ticket ABs (12 month) who have accumulated twb years of watchstanding seatime since passing their Blue Ticket examination may now ob­ tain their Green Ticket (Unlimited— Any Waters) without taking an addi­ tional examination. You can apply for your Green Ticket at any Coast Guard office when you have accumulated the required seatime. Also, Harry Lundeberg School grad­ uates are now eligible to enter the AB Upgrading Course at the School after accumulating eight months seatime as an OS. All those who have the required sea­ time are urged to apply for this program. Page 6 modations and would supplement the income of any Harbor resident not wishing to move to North Carolina since many of the old sailors objected to the move. Claiming that the trustees were not interested in reaching a reasonable set­ tlement, Pujol and Bugel refused to" leave the old, mansion-like buildings when the Harbor moved last June even though they were left without hot water, cooking facilities or heat. Stop $1 Million Payment By remaining in the completely de­ serted Harbor, Bugel and Pujol inad­ vertently prevented the board of trustees from receiving a final $1 million pay­ ment from'^New York City which had bought the old Snug Harbor. New York, which is planning to house a cultural center in the beautiful, though deteriorating, landmark Snug Harbor buildings, contended that it could not take possession and make the final payment until all Snug Harbor residents, including Bugel and Pujol, had left the buildings. In the first months of Bugel and Pu­ jol's lonely protest. New York could not find the $1 million it had set aside for the purchase of Snug Harbor. The trus­ tees, realizing that the city could not pay them even if the tw^ holdouts moved out, made only half-hearted attempts to bargain while they began eviction pro­ ceedings against the two. $1 Million Found Then on Sept. 28, New York in­ formed the trustees that it had found the $1 million final payment and would hold the money until Pujol and Bugel had left the grounds. The next day, the trustees reached an agreement with the two which, in addi­ tion to the payments which bring each man's income up to $500 per month, included assurances that both would be admitted to a subsidized housing proj­ ect for the elderly on Staten Island. The trustees also agreed to pay all rent in excess of $82 per month for temporary quarters until Bugel and Pujol could move into the project. The only stipulation by the trustees was that both leave the Snug Harbor grounds by the following day, Sept. 30, so that the board could receive the $1 million payment on Oct. 1. , One of Many Conflicts This conflict, only one of many be­ tween the board of trustees and the Harbor's old mariners, began in 1972 when the Harbor sought permission to move the home for old sailors from its original Staten Island site to new fa­ cilities in North Carolina.. Over the protests of the SIU and many of the Harbor's residents who pointed out that the new site was com­ pletely isolated and would remove the retired sailors from all contact with friends and family, a New York court approved the move. But in response to the vigorous pro­ tests, the court forced the trustees to agree to aid the men who wished to re­ main in New York, most of whom had little means of supporting themselves, by arranging for accommodations for them and by supplementing their in­ come. Although at least 22 men later signed a letter stating that they would not move to North Carolina, the trustees waited until only two weeks before the move this June to begin arranging for other accommodations. Under the pressure of these haphaz­ ard and confused last-minute arrange­ ments, all but nine of the old sailors felt they had no choice but to move to the isolated Sealevel site. In the last days before the move, ar­ rangements were made for five of the nine to move into nursing homes in the area, one was assisted in finding an apartment and one man just left one night. Bugel and Pujol, however, refused to be forced into accepting what they con­ sidered unsatisfactory settlements. St. Louis USPHS Clini€ Director Is Named A new director of the USPHS Out­ patient Clinic in the port of St. Louis, Norbert P. Heib, Jr., has been named to the post recently held by Robert A. Epstein who was assigned to the Na­ tional Health Service Corps, Seattle. Food and Drug Administration, Wash­ ington, D.C.; Indian Health Service, Gallup, N.M.; Cardinal Glennon Me­ morial Hospital for Children;'on the faculty of St; Loui^.University, his alma mater, where there and at Oklahoma A St. Louis native, senior USPHS of­ University he took training in Health Services Administration. He joined the ficer Heib most recently served with the USPHS in 1965. October, 1976 �• -• Headquarters ;^otes by SIU Executive Vice President Frank Drozak The Soviets have been using a number of ploys in an attempt to justify their violation of the 1972 U.S.-USSR grain shipping agreement, the pact which specifies that one-third of all grain sold to Russia must be carried on U.S.-flag ships. First, they set port and route restrictions that effectively prevented vessels in the U.S. fleet from carrying grain to Russia and then claimed that no American-flag vessels were available. The result was that in August and September, although the Soviets took delivery of over 500,000 tons of U.S. grain, not one ounce was moved on American bottoms. Well, the Maritime Administration is now meeting with Soviet representa­ tives in an attempt to bring U.S.-flag grain carriage back up to its full share. But even though the Soviets are the ones who have violated the agreement, they seemTeady to side-track discussion of this issue by dwelling on violations of Soviet port regulations by some American seamen. Citing a few cases where American sailors violated their regulations gov-' erning shore leave, the Soviets would like to use these negotiations to talk about a few individuals ^who acted irresponsibly rather than focus attention on their own violation of a trade agreement which the U.S. entered into in good faith. Because we knew how many jobs the bi-lateral shipping agreement meant for American seamen, the SIU mounted a major campaign for its negotiation. And we've done our part to bring the Russian's violation of this aigreement out into the open, vigorously protesting their actions in demonstrations throughout the country. Now each member must do his part to protect what we have gained. Shipping agreements, cargo quotas and negotiations may seem a little removed from your job on that tanker bound for Odessa, but you can have a direct effect on this issue. Realize before you go into a Soviet port that any improper action could be used by the Soviet Union to further damage the grain agreement. The international tanker market is still in a slump and the carriage of this grain has provided a lot of employment for Seafarers in what might otherwise be a period of slow shipping. Occurences as simple as overstaying shore passes, losing passes or using someone else's pass are enough to create an incident which the Soviets can attempt to use to their owri advantage in negotiations. So when you are in a Soviet port remember that your conduct is extremely important and act responsibly. You'll be depriving the Soviets of an excuse to side-track the real i.ssue—their refusal to live up to the original trade agreement —and you'll be protecting jobs that belong to all Seafarers. Job security, that is having jobs available for its members, is one of the keystones of the SIU's strength as a trade union. To protect that security we must also continue to upgrade our skills in all areas to reflect the new needs of the American maritime industry. The future job security of all SIU members will not be determined by what we did 20 years ago but by what we can do today and what we are trained to do tomorrow. Firefighting is a good example. Right now SIU Boatmen, deepsea members and Great Lakes Seafarers can get a firefighting endorsement by attending a two-day course—one day of classroom instruction at the Harry Lundeberg School and one day of training at the MSC-MARAD Firefighting School in Earle, N.J. Why should you bother? Well, for one thing, the Coast Guard may soon require most maritime workers to be certified for firefighting. Without the training you might be shut out of a lot of jobs. But more importantly, this training will make you a better sailor and a better Boatman. New equipment and new cargoes like LNG or LPG have increased the consequences of any shipboard or waterfront fire and firefighting techniques have been improved to meet these new conditions. If SIU members have the training to man this equipment and to move these cargoes safely, we will get the jobs. If, however, we don't haye the upgraded skills to meet the new qualifications and to utilize the new firefighting equipment, we'll be counted out. There is no reason for us to be shut out of these new jobs—the facilities are available. Make arrangements to attend this program and, while you're at it, look into the other excellent upgrading programs at the Lundeberg School— the AB, tankerman, cook, vessel operator, pilot, steward, QMED and other courses which lead to higher paying jobs for you and stronger job secunty for all SIU members. (See course description, requirements and dates at the back of this Log.) Unemployment Benefit Claims Hit 12-Month High In the first week of this month in the U.S., new applications for state unem­ ployment benefits jumped to their high­ est point in 12 months, 452,000, a rise of 100,000 more applying since the start of this year, according to the U.S. Labor Department. The overall total of persons in America receiving unemployment in­ surance pay from both Federal and state programs at the beginning of Oc­ tober was 4,074,200. A story in this month's AFL-CIO "American Federationist" says there were 21-million unemployed in this country at some time during the past year. The author, economist Markley Roberts, links the joblessness to the deliberate slow-growth policies of the Nixon-Ford Administration supported by the many Presidential ^'etoes and the tight-money, high-interest rate policies ment statistics are' the grim indicators of the Federal Reserve System's chief, that almost 600,000 U.S. workers have Arthur F. Burns. been out of work for more than a year He adds that from 1973 to 1975, or more with the numbers doubling for blue-collar workers have had a jobless those jobless for more than six months. rate of from a 5.3 percent up to 9.8 per­ And that jobless pay ($17-billion cent last month. The national average paid out in 1975) has run out for 2.2 is anywhere from 7.8 to 10 percent. He million workers during the last year. also takes issue with the President's Twenty-two states dole out 39 weeks of economic advisers who in their 197^ . unemployment benefits; 14 have a 52Economic Report assert that longer week maximum; only New York and 13 duration of joblessness has been due in others have a 65-week ceiling. Unfor­ part to-wider coverage and longer dur­ tunately, by law, on next Mar. 31, the ation of unemployment compensation. Federal emergency extension program will end, cutting the top limit in all Lack of Jobs states to 39 weeks. ' • "The reason for persistently high un­ Studies by the Department of Labor employment is a lack of jobs and lack on how the jobless fare whei) the unem­ of job-creating policies and programs ployment pay checks stop coming —not a lack of willingness to work," found that 25 percent found new jobs Roberts declares. after four months and 36 percent got Behind the Government's unemploy­ work after a year of searching. But by that time, a discouraged 25 percent (815,000 persons) had stopped look­ ing for employment. Only 7 percent went on welfare and only 25 percent out of 55 percent eligible applied for food stamps. Only 17 percent with sec­ ond jobs were able to get credit in order to keep up with their standard of living. Interestingly, 81 out of the nation's 200 big cities and 17 states (led by Rhode Island's 10.8 percent) this sum­ mer topped the national unemployment rate; 32 cities had a jobless rate of 10 percent, reports the U.S. Bureau of Labor Statistics. The Northeast and West Coast had a 8 percent mark. The ports of San Diego and San Francisco hit 11.5 percent each; Detroit 11.2 Jersey City, N.J. 11.8; Buffalo 10.4 Eugene, Ore. 10.3; Erie, Pa. 10.5 Providence 10.7; and Tacoma, Wash. 11.3 percent! Undercounting Unemployment Shortchanges the Neediest Federal money which is supposed to; help the unemployed get job training and find work does not reach the people who need it, the City of St. Louis charged earlier this year. These funds, which are inadequate to begin with, were voted by Congress in 1973 under the Comprehensive Employment Train­ ing Act (CETA). According to the Act, the money Is supposed to go to areas In the country where unemployment Is the highest. But a study commissioned by the St. Louis Office of Manpotver showed that the methods used by the Bureau of Labor Statistics and the Census Bureau (Cur­ rent Population Survey Division) undercounted unemployment in the older central cities and overcounted unem­ ployment in the wealthier suburbs, thus, shortchanging the cities. October, 1976 \ v For three sample months of Septem­ ber, October and November 1975, the study found the jobless rate in tJie_City of St. Louis to be 19.2, 16.3 and 15.1 percent respectively. The Federal Cur­ rent Population Survey results, which are used by the Bureau of Labor Sta­ tistics, were 11.8, 11.9, and 11.4 per­ cent. Basically, the four researchers at the University of Missouri at St. Louis who did the survey followed the same pro­ cedure used by the Census Bureau and Bureau of Labor Statistics: a sample of people, which is statistically supposed to reflect the entire population, was in­ terviewed each month and asked about their job situation. But the St. Louis researchers got their higher unemployment count by interviewingTour times as many people ' •> scattered through more locations in St. Louis than did the Federal Govern­ ment. Federal statisticians interview too few people in the cities to be accurate on the local level, the study charged, although it did not challenge the total figure for unemployment in the United States. Updated Census Figures Also, the St. Louis investigators up­ dated Federal census figures by check­ ing out new construction and demoli­ tion. The Census Bureau is supposed to interview people living in new hous­ ing when it computes unemployment, but the investigators found that no cen­ sus people had examined city records. The census was using rnaps of the city dating back five years. To make matters worse. Federal un­ employment interviews were based on census figures, although the census ad­ mitted in 1970 that people living in poor and minority areas, where unemploy­ ment is the highest, were regularly undercounted. According to the CETA law, the Department of Labor was supposed to set up a method to "produce more sta­ tistically accurate data on unemploy­ ment, underemployment and labor de­ mand by state and poverty areas." This has not been done. "In fact," William C. Schulze, director of research for the St. Louis Office of Manpower wrote the Log, "BLS readily admits that reliable information is not obtained at the local level. . ~ "It would take several years to fully resolve the issue in the courts," W. C. Continued on Page 38 Page 7 /," ^'' V l-.', ..v,'.,. i f- - �Duiutli The Lakes Picture Duluth port officials are looking for ways to lure cargo to their harbor. In October, they met Rep. James Oberstar (D-Minn) of the House Merchant Marine and Fisheries Committee, whose district encompasses Duluth, and dis­ cussed ways to improve their competitive position. Representatives of involved Government agencies attended. According to the New York Journal of Commerce report on the meeting, they found no easy answers, although they may try to get more favorable treatment from rail carriers. Railroad rates on grain from inland points to the ports often determine which ports get the cargo. The port officials also discussed encouraging local millers and processors to bid for Government purchases of relief and other cargoes. Alpena All Lakes Ports The long awaited fit out of the S.S. J. B. Ford (Huron Cement Co.) started Oct. 12 and was finished in a few days. The ship, which was laid up since May, will haul cement till the end of October, or for a few weeks more if the weather permits. In October, Congress authorized $6,400,000 to extend the life of the Winter Navigation Demonstration Program on the Great Lakes-St. Lawrence Seaway System. The additional funds would keep the program going through Sept. 30, 1979—more than two years past its current expiration date of Dec. 31, 1976. Under the experimental program which began in 1970, the St. Lawrence Seaway and parts of the Great Lakes have been kept open for navigation yearround to determine whether it is economically feasible to ship during the winter. The shipping season usually ends when the water freezes over at the end of December and begins again with the spring thaw. The appropriation was part of the omnibus Water Resources Act of 1976 which now awaits President Ford's signature. Detroit Erie Sand Steamship Co. recently purchased the M/V Atlas Traveler in New Jersey. It will be coming up to the Lakes before Nov. 1 to carry cement, replacing the old M/ V Peerless. The SlU-contracted American Steamship Co. has ordered three new vessels from the Bay Shipbuilding Co. in Sturgeon Bay, Wise. The first, the 1,000-ft. M/V Belle River, went down the ways in August (see story on page 3). A 634-ft. self unloading bulk carrier will be ready in 1978 and a second 1,000-ft. bulk carrier will join the Belle River in the future. t Cleveland Cleveland Harbor will be modernized over the next few years in order to accommodate 1,000-ft. coal and ore carriers, according to the Cleveland Press. At present, smaller boats in the 700-ft. range are the largest that can navigate the Cuyahoga River to unload near the steel mills. The proposed $25 million project will include changing the breakwater and widening the harbor entrance to meet the all-weather navigation requirements of the large vessels. The harbor's main entrance, east entrance and channels inside the breakwater, which are at present 28 feet deep, will be dredged to a depth of 32 feet, Noel C. Painchaud, executive director of the Cleveland-Cuyahoga County Port Authority said. In September, Congress appropriated the first $500,000 for the project to pay the Army Corps of Engineers for a set of engineering drawings. SlU Cleveland Representative George Telegadas finds out what ships are due in his area. Popular Song Recalls Tragic Sinking on the Great Lakes In the taverns around the Great Lakes and on the radio, the song "The Wreck of the Edmund Fitzgerald" is played over and over again. As Novem­ ber nears and the winds begin to blow, the song reminds sailors and their rela­ tives of the severe storm Nov. 10, 1975 when the ore-carrier Edlmund Fitz­ gerald went down—so quickly there was no time to send a distress call or lower a lifeboat. All 29 men on board were lost in the tragic accident on Lake Superior near Whitefish Bay. To date, the Coast Guard's Board of Inquiry has not de­ termined the cause of the wreck. The song was first a hit in the Lakes region, and popular with Seafarers there. Although the Edmund Fitzgerald was not an SlU-contracted vessel, the steward, R. Ralph C. Rafferty, was an SIU man. Many SIU brothers knew him and other members of the crew, and of course the song is relevant to sailors everywhere. By mid-October, the song was climb­ ing to the top of the charts throughout the country, surprising even,the singer/ composer, Gordon Lightfoot, and the record company. Reprise (Warner Bros.). "I did not anticipate the 'Wreck of the Edmund Fitzgerald' becoming a popular hit, but in more direct terms, a memorial," Lightfoot said. The song's national popularity might be explained by the plaintive melody and poetic words, because few people seem to realize that it tells the tale of a modern shipwreck. Even some pebple at Warner Bros, thought the 'Wreck of the Edmund Fitzgerald' was about an old sailing ship till the Log called to ask about the song. (The words of the song are reprinted below.) Lightfoot spoke of the general ignor­ ance about shipping on the Lakes in an interview with, the Star Beacon of Ashtabula, Ohio. "The song has a very special meaning for me," the folksinger said, "i . . There is a lot of romance involved with commercial shipping on the Great Lakes. I don't know if people realize how much commerce actually The wind in the wires made a tattletale sound , and a wave broke over the railing and every man knew as the captain did too 'twas the witch of november come stealin' The dawn came late and the breakfast had to wait when the gales of november came slashin' When afternoon came it wasfreezin' rain in the face of a hurricane west wind The Wredc Of The Edmund Fitzgerald by Gordon Lightfoot The legend lives on from the Chipj?ewa on down of the big lake they called Gitche Gumee The lake it is said never gives up her dead when the skies of november turn gloomy With a load of iron ore 26,000 tons more than the Edmund Fitzgerald weighed empty that good ship and true was a bone to be chewed when the gales of november came early The ship was the pride of the American side comin' back from some mill in Wisconsin As the big freighters go it was bigger than most with a crew and good captain welI seasoned concluding some terms with a couple of steel firms when they left fully loaded for Cleveland and later that night when the ship's bell rang could it be the north wind they'd bin feelin' Page 8 When suppertime came the bid cook came on deck sayin' "fellasit's too rough to feed ya" At seven p.m. a main hatchway caved in he said "fellas it's bin good to know ya" The captain wired in he had water comin' in and the good ship and crew was in peril and laterthat night when 'is lights went out of sight came the wreck of the Edmund Fitzgerald Does anyone know where the love of god goes when the waves turn the minutes to hours? The searchers all say they'd have made Whitefish Bay if they'd put fifteen more miles behind'er They might have split up or they might have capsized goes on up there." "It is very dangerous. Everybody knows that one of those things (ships) goes just like clockwork about every eight years. The water up there can be crazy in a big wind." Although Lightfoot has never shipped out, he grew up in Orilla, On­ tario, which is located on a channel of! Lake Huron's Georgian Bay. "Some of the big freighters used to come in when we were growing up," his sister and manager told the Log. According to his sister, Bev Light­ foot, Gordon has received 13 grateful letters from relatives of the men Mo went down with the ship. they may have broke deep and took water and all that remains is the faces and the names of the wives.and the sons and the daughters / Lake Huron rolls Superior sings in the rooms of her ice water mansion - ' Old Michigan steams like a young man's dreqms the islands and bays are for sportsmen and farther below Lake OntaHo takes in what Lake Erie can send her and the Iron boats go as the mariners all know with the gales of november remembered In a musty old hall in Detroit they prayed in the martime sailors' cathedral the church bell chimed 'til it rang 29 times for each man on the Edmund Fitzgerald The legend lives on from the Chippewa on down of the big lake they called Gitche Gumee Superior they said never gives up her dead when the gales of november come early © 1976 Moose Music Limited Seafarers Log -.•'.I'.'..: r..' �mwms SENATE REORGANIZATION A Select Committee to Study the Senate Committee System has held hearings and has prepared a proposal to reorganize the Senate to make it more efficient. Members now average 19 or 20 committee and subcommittee assignments each. Often it is impossible for them to attend subcommittee meetings because other meetings are scheduled at the same time. This is the first attempt to reorganize the Senate since the Reorganization Act of 1946. The House went through a similar process in 1974. Deliberation on the proposals was concluded before Congress adjourned and recommendations are being sent to the Rules Committee. Plans call for combining and realigning jurisdictions into fewer committees. The 94th Congress adjourned on Oct. 1 having adopted major tax reform legislation as well as new HEW Appropriations that include funding for PHS hospitals, a new Maritime Authorization bill, a measure that provides for the selection of a new Alaska gas pipeline, and war risk insurance legislation. How­ ever, work was left unfinished in the areas of lobbying reform, replacement of Locks and Dam 26,Senate reorganization, extending the Jones Act to the Virgin Islands, limiting liability for oil spills and the creation of a Maritime Affairs Coordinator. Many key chairmanships as well as the positions of Speaker of the House of Representatives, and Senate Majority and Minority leader are vacant. A con­ test for the majority leader spot is expected between Senator Robert Byrd (D-W. VA) and Senator Hubert Humphrey (D-MN). TAX BILL The Tax Reform Bill, which contains a five percent tax credit for building and registering ships in the United States, was signed by the President on Oct. 4. The bill also contains a provision which allows builders to demonstrate in court their right to a 10 percent credit on vessels purchased through capital construction funds. PHS HOSPITALS The appropriation for the Department of Health, Education and Welfare, which contains the fiscal year 1977 funds for Public Health Service Hospitals, was vetoed by the President. The PHS money is only $128 million, and not controversial, but the total amount for HEW and the Department of Labor is $56 billion—$4 billion above the President's budget request. Both the House and Senate voted on Sept. 30 to override the veto. ALASKA GAS PIPELINE Congress has passed a procedural bill setting up a timetable for the selection of a route to bring Alaska natural gas to the lower 48 states. The Federal Power Commission is to recommend a route to the President by May 1, 1977, and he in turn must make a selection by Sept. 1 of next year. Congress would then have 60 days to approve the President's decision. MARITIME AUTHORIZATION On Sept. 10, President Ford signed H.R. 11481, to authorize funds for Mari­ time Administration programs for fiscal year 1977 (Oct. 1, 1976 through Sept. 30.1977). The bill provides for $403.7 million for operating differential subsidy and $22.5 million for research and development, an increase of $3 million for ocean testing of industrial plant ships and studies of long-term prospects for com­ mercialization of ocean thermal energy. No additional money was authorized for construction subsidy, but funds are still available if applications are made. WATERWAYS TAX Although no Congressional Committee held hearings in the 94th Congress on the possible impact of a waterways user tax, attempts were made to include a user charge in the Tax Reform Act, by Senator James Buckley (R-NY), and in the Water Resources Development Act, by Senator Pete Domenici (R-NM). The Buckley Amendment was defeated in the Senate Aug. 3, by a 17 to 71 vote, and the user charge language was deleted from the Water Resources De­ velopment Act on the floor of the Senate, along with provisions for the replace­ ment of Locks and Dam 26, as part of a compromise to assure passage of the Act. The National Transportation Policy Study Commission, established under the Federal-Aid Highway Act of 1976, will begin to study the possible impact of user charge's and will eventually make recommendations to Congress and the President. The 19-member Commission will be comprised of senators, rep­ resentatives and presidential appointees. • t• ^ i- WAR RISK INSURANCE A law extending the war risk insurance program to Sept. 30,1979 was passed by Congress this month. This legislation requires the Secretary of Commerce to consider the characteristics, employment and general management of an American-owned foreign-flag vessel, prior to issuing or reissuing war risk in­ surance to a vessel. OFFICE OF MARITIME COORDINATOR Senators Charles Mathias (R-MD) and William Hathaway (D-ME) have joined Senator Robert Taft (R-OH) as cosponsors of a bill to establish an Office of Maritime Affairs at the White House level, to coordinate all maritime policy. A companion bill was recently introduced in the House of Representa­ tives by Rep. Thomas Downing (D-VA). Although Congress adjourned before taking action, the legislation will most likely be reintroduced when Congress reconvenes in January. HOPPER DREDGE On July 12, 1976, the President signed H.R. 14236, the fiscal year 1977 public works authorization bill. Title II of this legfslation authorizes $2.47 bil­ lion for thfe civil works programs of the Army Corps of Engineers, including $6.6 million for the design and construction of hopper dredges by the Corps. 200 MILE LIMIT On Apr. 13, 1976, President Ford signed into law H.R. 200, legislation which extends on an interim basis the jurisdiction of the United States over certain ocean areas and fish to 200 miles. The bill excludes highly migratory species such as tuna from its application. The conferees to the bill agreed to make Mar. 1, 1977 the effective date for enforcement of the regulations. iM COAL SLURRY PIPELINE The House Committee on Interior and Insular Affairs held hearings on, but did not report out legislation to facilitate the construction of coal slurry pipe­ lines. The bill would have made it possible for such a carrier to obtain a certifi­ cate of public convenience and the right to eminent domain,so as to cross private lands. Supports^ Pensioner Joseph Savoca of the port of New Orleans and his wife of 50 years cut the cake to celebrate theiV joyous, happy golden wedding anniversary at ' a backyard lawn party recently. Joe joined the SlU in 1939 in New Orleans and was one of the oldtimers who sailed in the "Coal Beef." He sailed more than 50 years, starting in iai6 at 17 years of age on a Danish vessel out of New Orleans. SPAD is the union's separate segregated politlcid fund.It solicits and accepts only voluntary contributions. It engages fai political activities and makes con­ tributions to candidates. A member may voluntarily contribute as be sees fit or make no contribution without fear of reprisal. Seafarers are urged to contribute to SPAD. it is the way to have your voice beard and to keep your union effective in the fight for legislation to protect the security of every Seafarer and bis family. A copy of our report is filed with the Federal Election Commission and is available for purchase from the Federal Election Commission, Washington, D.C. Page 9 October, 1976 .... , '•y- • J „ • '• •' •; • ri' • •- 7- l.-i �Tallying Committees Report on the SlU-IBU Merger Election In the previous issue of the Seafarers Log and the September issue of the In­ land Boatman, stories were run on the approval by the mernberships of the SIU-IBU merger. The articles included the vote count for and against the merger in each Union. Since the news­ papers were just about to go to press, there was no time to run a fuller report on the vote. You will therefore find below the Reports of the Inland Boatmen's Union Tallying Committee and the SlU A&G District Tallying Committee. Some por­ tions of the Reports have been edited to emphasize the most significant Sections. Wherever a portion of the Reports has been edited, it is so indicated in brackets. The full Reports have been sent to each port and are available to any mem­ ber wishing to see them. REPORT OF IBU TALLYING COMMITTEE REFERENDUM ON MERGER AGREEMENT INLAND BOATMEN'S UNION OF THE SIUNA-AGLIW AND SEAFARERS INTERNATIONAL UNION OF NORTH AMERICAAGLIW DISTRICT (Referendum Period August 16,1976 through September 15, 1976) We, the undersigned members of the Inland Boatmen's Union Tallying Com­ mittee, consisting of four members duly elected on September 17, 1976, at a Spe­ cial Meeting held at Headquarters—Port of New York in accordance with the Agreement of Merger, Paragraph 16(c) do hereby submit this report and recom­ mendations. Pursuant to the authorization and man­ date in Paragraph 16(c) of the Agreement of Merger, this Committee secured the sealed ballots and other election ma­ terials that had been received and held in safekeeping by the depository bank, the Sterling National Bank, located at 1410 Broadway, New York, N.Y. This Committee subsequently convened a meeting at the Union annex at 675 Fourth Avenue. At this meeting we adopted procedures and elected Frank Pasaluk, Book No. P-5074, as Chairman. The Committee received from Head­ quarters' office of the Union all files re- pol^ $^ement on tte tion wluch was apprnvt^ the Poif ;^e^s Conference this oioaA submitteii the NorenlliCT JK a|)p£Oved, a i^pieial meetiq^ be held,on Nov. 19 in ail ccm-i sblbahlonal ports to se^ each port fmr a ninerinnn M rtiidy then Sfeyfnird:'Departm€»it' RncertSili liini Pni^gram cumculani to aitue mcpd^ei^ at the Decenplie tog will cany details oh he Sfewaird Department lated to the conduct of the referendum. These files contained the signed receipts for ballots issued as follows: [List of ports and ballots issued followed.] The Tallying Committee reviewed the bill received by the Union from the printer of the ballots. The bill showed that 7,500 ballots, numbered 1 through 7500, were printed for this referendum. In addition, 500 SAMPLE ballots" were prepared. ^ The Committee secured and checked all of the unused ballots on hand at Head­ quarters. These unissued ballots and the attached stubs were numbered 7061 through 7160 and 7311 through 7500. These unissued ballots had been held by Headquarters in order to fill any possible requests for absentee ballots as' well as requests from Ports requiring ballots in addition to those originally issued. The Port of Jersey City required additional ballots and received ballots numbered 7161 through 7310 from Headquarters. The Committee also examined the signed receipts for SAMPLE ballots held in the election files maintained at Head­ quarters. We found that receipts were on hand for the following Ports for 10 SAMPLE ballots each: [List of ports fol­ lowed.] A total of 280 SAMPLE ballots were received by the Ports and there were 220 SAMPLE ballots on hand at Head­ quarters. The Tallying Committee members read and reviewed correspondence related to the referendum. We have included these letters in this report. We recommend that these letters be carefully read as an im- v portant aspect of this report. The letters follow: [Seven letters, followed.] Having received the sealed ballots from the depository bank, the Sterling National Bank, the Tallying Committee proceeded to match the nnmbers on the stubs of the used ballots received from- the various Ports, along with the numbers on the unused ballots returned by the various Ports with those on the ballots printed and issued to the various Ports. The Committee found that all stub numbers and the num­ ber of ballots printed and issued coincided. What follows is a complete listing of the ballots sent to the Ports by Head­ quarters. This breakdown includes the listing of the ballots issued as well as the unused ballots which were returned. Also included are the ballots which were held at Headquarters as noted previously in this report. [List of ports, ballots received, bil­ lots unused and returned, total ballots is­ sued, followed.] The Committee was able to and did ac­ count for all ballots printed as a result of this procedure. We, the members of the Inland Boat­ men's Union's Tallying Committee, duly elected at Headquarters—Port of New York, at a Special Meeting on September^ 17, 1976, hereby submit the following tally: The total number of ballots issued was two thousand two hundred and eighty-one (2,281). The total number bf votes cast and sealed ballots received by the de­ pository bank was two thousand two hun­ dred and seventy-nine (2,279). Of these ballots cast, two thousand forty (2,040) were YES votes; two hundred aqd twelve (212) were NO votes. The Committee, in tabulating the ballots found that there were two (2) VOID ballots and eight (8) NO VOTES. In summary: dum wh^h are noted below. The Committee found a S members had voted twic , P ballot in each case was not included in the tabulation of the votes. The Committee also lope of five ballots and these were not included in the count. The Committee decided to void two ballots and these were not included in the vote count One vote was challenged and not included in the tabulation, since it could not affect the outcome of the vote. The Inland Boatmen's Union Tallying Committee recommends that you ratify the decisions made by the Committee in each of our actions concerning these discrepancies as reported above. The Committee has determined that these discrepancies would not have affected the outcome of the referendum. In concluding this report, it should be noted that the Committee found that in each Port, the balloting was conducted Constitutionally and in complete conformance with the terms of the Agreement of Merger executed by the Executive Officers of the Inland Boatmen's Union of the SIUNA-AGLIWD and the Seafarers International Union of North America— Atlantic, Gulf, Lakes and Inland Waters District. We, the members of the Tallying Committee, do hereby certify that the Proposition encompassing the Resolution on the Merger Agreement and the related Constitutional Amendments, was voted upon affirmatively by a majority of the members of the Inland Boatmen's Union of the SIUNA-AGLIWD. Fraternally submitted. Frank Pasaluk, P-5074, Chairman ^ ..... •••••• David Jones, J-5179 i Edward Tiesi, T-5333 R. F. McPhee, M-5853 Dated: September 24,1976 REPORT OF UNION TALLYING COMMITTEE ON MERGER AGREEMENT AND CONSTITUTIONAL AMENDMENTS SEAFARERS INTERNATIONAL UNION OF NORTH AMERICA-AGLIW DISTRICT AND INLAND BOATMEN'S UNION OF THE SIUNA-AGLIWD (Referendum Period August 16, through September 15,1976) We, the undersigned, members of the Union Tallying Committee, Seafarers In­ ternational Union of North AmericaAtlantic, Gulf, Lakes and Inland Waters District, consisting of six members, two each from the Deck, Engine and Stewards Departments, in accordance with the SIU^ Constitutiqn, were duly elected pursuant to the SIU Constitution Article XXV, at a Special Meeting held at Headquarters in Port of New York on September 18,1976. We hereby submit our report and rec­ ommendations as follows: On September 20, 1976, each member received a copy of the SIU Constiitution for the purpose of reviewing those sections which detailed the duties and responsi­ bilities of the members of the Tallying Committee. In accordance with the Constitution, the Total number of ballots issued: 2,281 Total number of votes cast: 2,279 YES (In favor) 2,040 NO (against) 212 VOID 2 NO VOTES 8 DUPLICATE VOTES 8 ^ NON-ELIGIBLES 3, NO IDENTIFICATION 5 CHALLENGED 1 PQRT DISCREPANaES The Committee found the following discrepancies in the voting on this referen­ Page 10 members of the Committee took possesmailed ballots and other elecmaterials that had been received and hdj jn safekeeping by the Sterling NaBroadway ^ork NY The Committee convened its working 'he (Tommittee and adopted the procedwas in accordance with the SIU Constitution, Article Xlll, . At u ^ Committee received from Headquarters' office of the Union all files re'ated to the conduct of the election. These Ales contained signed receipts for the baljots as follows: [List of ports and ballots issued, followed.] The Tallying Committee reviewed the bill received by the Union from the Printer of the ballots. The bill showed that 7,500 ballots, numbered I through 7500, were printed for this referendum. In addition, 500 SAMPLE ballots were prepared. The Committee received and checked all of the unused ballots on hand in Headquarters. These unissued ballots and attached stubs were numbered 7001 through 7500. These unissued ballots had been set aside by Headquarters in order to fill possible requests for absentee ballots and requests from Ports requiring ballots in addition to those originally issued. The Committee examined the signed receipts for SAMPLE ballots held in the election files maintained by Headquarters, This examination, required by the Constitution, showed that receipts were On hand from the following Ports for 10 SAMPLE ballots each: [List of ports followed.] A total of ^80 SAMPLE ballots were received by the Ports and there were 220 SAMPLE ballots on hand at Headquar­ ters. The Committee read and reviewed cor­ respondence related to the referendum, and these letters are included in the RePorL It is recommended that these letters be carefully read: [Six letters followed.} Having received the sealed ballots from the Sterling National Bank, the Committee proceeded to match the numbers on the °f the used ballots received from the various Ports, along with the numbers on the stubs of the unused ballots returned by the various Ports with those on the ballots printed and issued to the various Ports. The Committee found that all stub numbers and the number of ballots printed and issued coincided. What follows is the breakdown of the ballots which were" sent to the Ports by Headquarters. This breakdown includes the listing of the ballots issued as well as the unused ballots which were returned. Also listed are the ballots which were held at Headquarters as previously noted in this Report: [List of ports, ballots re­ ceived, ballots unused and returned and total ballots issued, followed.] As a result of this procedure, the Com­ mittee was able to and did account for all the ballots printed. We, your Union Tallying Committee,duly elected at Headquarters-Port of New York at a Special Meeting on September 18, 1976, hereby submit the following tally: The total vote cast and received by the depository banlt was 2,732 votes. Of these cast ballots, two thousand six hundred and twenty-five (2,625) were YES votes. Ninety (90) ballots were received by the depository bank and were cast as a NO vote. Your Committee, in tallying the bal­ lots cast, found that there were four (4) VOID ballots, and two (2) were cast and submitted to the depository as NO VOTE ballots. Ih summary: • Total Vote Cast . 2,732 YES NO VOID 2,625 90 4 Continued on Page 38 Seafarers Log / /'• �m, >i f I • Dilath, Chicago Boatmen Possess Varied Skills A look at SIU Boatmen at woric in two Great Lakes ports— Duluth and Chicago—shows what a diversity of skills our Union's mem-, hers must possess. The SIU represents Great Lakes Boatmen involved in many different kinds of operatiop—dredging, ship docking, cross-Lakes towing, and sp^ial services such as vessel fuelers or the City of Chicago tug. Even river towboats sometime visit Chicago by way of the Illinois Waterway. Within any operation there are al­ ways several jobs which SIU mem­ bers perform, such as deckhand, cocdc, oiler, scowman, and lineman. And, of course, every Job has its mul­ titude of duties and responsibilities. Special circumstances sometimes call for Boatmen to perform unusual or unexpected tasks, such as retriev­ ing a tug's rubber bumper which has slipped and fallen in the water. (An­ other much more serious job which occasionally arises is retrieving a Going after a loose bumper on the tug James Hannah, Deckhand Alan Haluska tells Deckhands Ken Glaser, Andy Gillespie and Mike Lock to haul away. ^ barge.) these photos show, SIU Boatmen on the Great Lakes are like their brothers in other parts of the country —skilled, versatile, and resourceful. Oiler Art Durfee keeps things running smoothly aboard the Dredge Duluth (Zenith Dredge). The Duluth is getting the Superior, Wise, harbor ready for construction of a taconite dock. ii r- October, B76 ••• - Lineman Danny Boyle (right) has just made a $f 00 SPAD contribution aboard the tug James Versius in Chicago as Lineman Jerome Webber (left) and SIU Representative Joe Sigler look on. Page 11 - -v;. , r ' S.-'"..-'- • I i ^ Deckhands Floyd Olson and Paul LaTour are proud of the New . Jersey's (Gr^at Lakes Towing) bicentennial paint job. The A/ew Deckhands Don Bryant (left) and Don Blessner study the situation cdrefully'as their tug, the Jersey docks ships and pulls tows in the Lake Superior twin ports North Dakota (Great Lakes Towiag), takes a strain on a ship in Duluth. of Duluth and Superior. As the M/V Chicago Trader stops on the Illinois Waterway hear Chicago, Lead Deckhand Woodrow Parish (right) and Deckhand Ray Kirkpatrick begin breaking up their tow. •' : �Seattle In an interesting letter to the editor of the Log last month, SIU pensioner Dave F, Sykes recalled his memories of the past and how tough seafaring was in the old days: "... I started going to sea in 1928 as an OS. At that time we had nothing. One can of evaporated milk to three cans of water for coffee and cereals. One jug of syrup to three jugs of water for your hot cakes. One bucket of fresh Water per day to wash your face, brush your teeth, do your laundry. Straw mattresses. Blue ticking for sheets. Twelve to 14 men to one focsle. Thirty dollars a month and they could work you all the hours they pleased. Just name it. We really had it made. "I received two brain concussions during^the 1934 strike in Frisco. After getting married I worked ashore until we entered World War II—then I joined the SIU in 1942. Was in the September 1942 convoy that went to Archangel, Russia. Saw 13 ships sinking at one time. They named our ship the battleship 'Moultrie' as we knocked down a few torpedo planes with our measley, little guns. Actually, it was the SS William Moultrie, a spanking brand-new Liberty ship. Was oh the North Atlantic run and was sitting in Odessa, Russia VE Day with one bead missing on the prop. Came back. Changed over to the Pacific and was sitting in the Philippines VJDay. "Shuttled from Persian Gulf carrying aviation gas all during the Korean War. Any number of trips to Vietnam. Until finally had a massive heart attack and retired from the SIU in 1968. Received every citation and ribbon. Sailed in every theater of war that we were in until my retirement. "— My $250 a month comes from the best seamen's union in the whole wide world—^bar none. .. Smooth sailing to all my brothers and God bless the SIU for keeping me aUve..." for tiwTir fine effort in achieving a rating of 100% on your 1976 U.S. Public Health Service Inspection. , , . "Sea-Land has been awarded fourteen consecutive fleet citations for high sani­ tary standards, and your dedication to this purpose will further our recognition as a 'cleartship' company. .. . "The efforts on behalf of yourself and your department are a tribute to the Sea­ farer's International Union and to Sea-Land." Sea-Land's commissary chief, B. Yarn in Port Elizabeth, N.J. also commended Chief Stewards Gus Skendelas and Ed Miller of the Sea-Land Commerce and SeaLand Exchange for their ". . . recent perfect score of 100% on sanitation in­ spections ..." SB Delta Mexico A tradition of the sea: giving a helping hand to anyone in distress was carried on by the SS Delta Mexico (Delta Line) recently when she was about 11 hours out of the port of Lome, Togo, West Africa homeward bound. Her radio picked up a Mayday distress signal from the stricken MfV Carl Julius five miles away. The Delta Mexico's Capt. J. S. Williams diverted his ship to be on the rescue scene in minutes. The crew found the ship in distress with an unsafe port list of approximately 20 degrees and stood by in case the vessel had to be abandoned while efforts were made to correct the list. However, the list couldn't be fixed. Thereupon the Carl Julius shepherded by the Delta Mexico, proceeded at a snail pace of six knots to the nearest port of Monrovia, Liberia 216 miles away. Thirty-two hours later the stricken ship was safe as she dropped the hook in the outer anchorage of the port and the Delta Mexico turned westward to home. Mobile According to the local pr^ here, this port's future seems brighter as it handled an all-time record high of 31-million tons of cargo exported last year—mostly in foreign bottoms unfortunately—and looks forward to 1986 when the TennesseeTombigbee Rivers Canal is completed, giving a projected 5,600 persons in Mobile and 56,000 in the statejiew jobs by the turn of the century. The waterways project will cost more than $1 billion and will link this port with the Midwest via the Ohio River providing our Inland Boatmen with more jobs, too. The apple of the port's eye is the 49-year-old, $200-million Alabama State Docks which have a 2.2 million bushel, 20,000 ton meal grain elevator which in August set an all-time dock record by handling 11,566,606 bushels of grain. Other jewels at the docks include: the $3-million 40-long ton crane that can reach out 113 feet to lift any container unit to ship or shore; berths for 33 ships; jobs for 1,500; a 300,000-ton Three-Mile Creek bulk ore handling plant; a $1million a year McDuffie-Is. coal handling plant slated for a $12-million expansion ip six months; huge warehouses, and a giant railroad yard. ^ SS Del Rio Urgently needed Guatemalan earthquake disaster relief supplies in the form of a fire engine for the city of Coban and furnishings and equipment for a rehabilita' tion center in the capital city of Guatemala were transported by the SS Del Rio (Delta Line) recently to the port of Santo Tomas de Castilla. The ship gave a free ride to the fire engine, the knocks-down prefabricated rehabilitation center building and 70,000 pounds of mSical supplies for the relief effort. The fire engine was donated by the city of Birmingham, Ala. The building was donatS by the manufacturer and loaded on in the port of Houston. Delta Line also gave four containers free of charge to hold electrical fixtures, plumbing, hospital bSs, wheel chairs and surgical tables given by Alabama or­ ganizations, which raised $50,000 in a fund drive, through the Alabama Partners in the Americas. The supplies were loaded on in the port of Mobile. The rehab center next to Roosevelt Hospital, Guatemala City, is for paraplegic victims of the quake and should be open next month. S-L Consumer, Venture, Economy, Commerce, Exchange Chief Stewards Sam McDonald, R. Thomas and Leroy Nicholas of the Sea-Land Consumer, Sea-Land Venture and the Sea-Land Economy recently got this letter from Sea-Land Sendee Inc. New Orleans Port Steward A.F. "Art" Lesh: "Please accept this letter of appreciation to your Steward Department personnel SS Delta Uruguay Three patrol boats for Liberia, two 65-foot, 62,000 pouqds each and one 42foot, 26,000 pounds, were craned onto the deck of the SS Delta Uruguay (Delta Line) in the port of New Orleans. The patrol boats came down the Intra-Coastal Waterway under their own power from the shipyard. Scholarship Helped Jack Came Do the Things He Loves to Do Jack dame, the son of Seafarer Ed­ die Game, designs some of the furniture that Seafarers and thdr families buy in department stores. A 1954 SIU scholar^ ship made this possible for Game, who now works for the Coleman Furniture Co. in Pulaski, Va. After growing up in rural North Carolina, attending the University of North Carolina at Chapel Hill "opened my eyes to people and places I had never seen before," he told the Lo^. "Without the scholarship, I probably would have attended a small college somewhere. But starting off at a large university exposed me to subjects I never would have considered other­ wise." Although he wasn't able to complete four years at Chapel Hill, taking archi­ tecture and engineering courses and working in an architect's office while at school gave Game the background he needed to go into furniture design. "You have to consider many things in my field," he explained. "First, I have to guess what the public wants and try Game, still lives in Bryson City, N.C. flier Game retired.**He's reaDy enjoying to sense a trend on the mass market. After shipping out in the steward de- himself," his son Jade reported. After I get my overall idea, I have to partmentfor more than 30 years, Bro- and Ma gn fishing wll ^hp select the best and most popular ma­ terial. A technical background helps here because you need to consider the strength of the material and design, as weU as its aesthetic appearance." "Lately I have been designing wall units, because vertical furniture is be- , coming popular." Previously, Game de­ signed soihe Spanish and contemporary furniture for bedrooms and dining rooms. **l love creating things, so I love what I am doing," he declared. Althou^ he has worked in furniture design for the past 15 years, he has kept a hand in exterior and interior buildingdesign. After leaving school he worked as a staff designer of buildings for the General Development Corporation in Miami, Fla. Game still draws building plans in his spare timk ^ The former scholarship winner lives in Pulaski with his wife and three daughters. His father, Seafarer Eddie D«posS3 In the SIU Blood Bonk Assistant Cook Gets Diploma Assistant Cook Lawrence Haney (right) gets a weil done and his diploma re­ cently from Instructor taymon Tucker at the HLSS, Piney Point, Md. f, Page 12 Seafarerslog �frt 1903 Great Lakes Sandsucker Plugs On The sandsucker M V Lakewood pulled up alongside the Cleveland Builders Supplies Dock on the Cuyahoga River to deliver sand, just as she had done in Wheelsman Jerry Doering works the LaKewood conveyor Chicago back in 1933 when the World's while sand is unloaded from the ship. Fair was being built. This Great Lakes oldtimer was built in 1903 (back then she was a cargo ship) and is the second oldest SlU-contracted ship. Only the sandsucker Niagra is older. Both ships pump up sand from the lake • vr. bottoms and both are owned by the Erie Sand Steamship Co. As the cranes on board began scoop­ ing sand from the hold and unloading it onto hoppers on the deck conveyor belt, the black gang took the Log reporter and photographer below to show off the ship's original boiler. Built in Yoko­ hama, Japan in 1918, the boiler is now used as an air receiver to store the compressed air that runs all the winches and the steering engine. Before the boat was dieselized, the winches and steering engine also ran on steam. One of the ship's generators is World War II surplus. Vessels on the Great Lakes last longer than deep sea ships because they are not exposed to the corrosive effects of salt water. One SlU-contracted "hand-bomber," the Harriman, is still operating. Here the fireman still hand shovels coal into the furnace. Despite her age, the men on the Lakewood enjoy the old workboat. Pumpman Joseph Vieira has worked the Lakewood for 11 years and Steward Herbert Tipton for nine years, although he admits, "the kitchen is mostly an­ tique." Several of the 16 SIU crew After a 15-day leave in his home state of Iowa, Wheelsman members have been on board for three Richard Bockert (I.) waits to rejoin the Lakewood. Deck­ years. hand Ted fetzek (r.) takes a breather after tying up the ship. Seafarers can stay with one ship under the Great Lakes SIU shipping rules and seniority system, which, re­ sembles the system on the SIU tugs. This plan evolved from traditional Great Lakes shipping methods. Wheelsman Jerry Doering checks the conveyor followed by SIU Cleveland Representative George Telegadas. 4. 4 -• .1: f 4; ^ : 't1 Brother Jesse F. Hall, who received his QMED endorsemen at the MLS, Is careful to wear sound-silencers while oiling the steering engine. He ships relief during the sum­ mer and studies forestry science during the winter. (left) Steward Herbert Tipton (I.) and second cook Joe Chambers (r,) show off their antique galley, (center) The original boiler of the Lakewood built in Yoko­ hama, Japan, 1918. (right) Pumpman Joe Vieira works the pump when the Lakewooc/dredges for sand. October, 1976 Page 13 % �Iff Old Days on Lakes^Fight Yfith Owners Stands Out In the Detroit Hall, oldtimers drop by to play cards, and if encouraged, they will tell you about the old days on the Great Lakes. Most vivid in everyone's memory is the big SIU organizing drive in the late 1950's when the power of the Lake Carriers^" Association was finally sub­ dued. Maritime and other unions had struggled against this management group for over 50 years. Shipowners on the Lakes still belong to the LCA, but WMemtm th Shvprni Pniedm When Arowing pn for work dur^ ing a job call at any SIU Hirinji^ Hall, members must produce the' : following: • membership certificate • registration card B • diniccard " # seaman's papers In addition, when assigiiing a| job the dispatcher will comply| with the following Section 5, Siri)? section 7 of the SIU Shi^uig Rules: "Within each class of seniority* rating in every Department, prior-| ity for entry rating jobs shall be| given to all seamen ydio poss^l Lifeboatman endorsement by the United States Coast Guard. The Seafarers Appeals Board may waive the preceding sentence . when, in the sole judgment of the Board, undue hardship will result or extenuating circumstances war­ rant such waiver." today they must deal with organized labor. Pensioner John White, age 75, a former chief steward, cook and baker, remembered shipping out through the Lake Carriers' Association hiring halls. "If they didn't like you, they would blackball you," he said. "Once in the 1920's I boarded a ship at the Sault Ste. Marie (Mich.) locks. When we took on stores, there were maggots in the food, so I jumped the ship because I wouldn't serve the men that garbage. The cap­ tain told me, " 'Everyone else does it'. But the other guys could do it because they were drunk. For awhileIhey gave ' me a hard time because of that." SIU Port Agent Jack Bluitt explained that in the early I900's the Lake Car­ riers' Association managed to break the power of the sailors' unions, among them the old International Sailors Union and the Marine Engineers' Bene­ ficial Association—which was founded on the Lakes. After that, men had to get their jobs from the LCA hiring halls. At the spring fitout, each man had to present his continuous discharge book, which had comments on his past shipping record and noted if he was a Union man. These hated books remained in use on the Lakes long after they were abolished on the Coasts. Bill Rush, the night dispatcher at the Detroit Hall remembered being black­ balled as an SIU man in 1958. "I used to stand on the sidewalk and then wait till a ship needed a pier jump. I'd get on because there was no time to check me out. Of course, once aboard I would get the crew to sign SIU pledge cards." On one Inland Steel vessel, some men At the Detroit Hail (I. to r.), Pensioner-Mike Pesenak displays the miniature furniture he makes fronni beer cans. Night Dispatcher Bill Rush,, holding the watchdog Peppy, and Pensioner John White exchange stories about the 1958 SIU Lakes drive.., . , ^ " . s -i : ; • - KNOW YOUR RIGHTS KNOW YOUR RIGHTS FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rarik and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommenda­ tions. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and senior­ ity are protected exclusively by the contracts between the Union and the shippwners. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the shipowners, notify the Seafarers Appeals Board by certified mail, return re­ ceipt requested. The proper address for this is: Frank Drozak, Chairman, Seafarers Appeals Board 275 - 20th Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies ot all SIU contracts are avail­ able in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard ship. Know your contract rights, as well as your obliga­ tions, such as filing Tor OT on the proper sheets and in Page 14 the proper manner. If, at any time, any SIU patrolman or other Union official, in j^our opinion, fails to protect your contract rights properly, contact the nearest siu port agent. EDITORIAL POLICY —SEAFARERS LOG. The Log has traditionally refrained from publishing any ar­ ticle serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports." The responsibility for Log policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may delegate^ from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are fo be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circum­ stances should any member pay any money for any reason unless he is given such receipt. In the event anyone at­ tempts to require any such payment be made without sup­ plying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to headquarters. who were against the Union filled the boiler with cold water right before Rush went on his engine room watch. At the same time, John White was busy getting sailors to sign SIU pledge cards on his ships. Brother Mike Pese­ nak, who retired last July, remembered driving the SIU organizers down to the docks. He w,ould meet with his buddies, talking up the Union in the bars. As a fireman. Great Lakes Seafarer Pesenak used to shovel a ton-and-a-half of coal an hour into the fires, using a regular No. 4 shovel. Seaway Hurt U.S. Shipping Port Agent Bluitt explained that sev­ eral unions opened drives on the Lakes in the late 1950's because they expected shipping to increase after the St. Law­ rence Seaway opened in 1959. Actually, he said, the Seaway hurt shipping be­ cause foreign vessels now come in to pick Up their grain cargoes. Before 1959, the grain was shipped across the Lakes on American-flagships to Buf­ falo, where it was loaded on rail cars for Eastern ports. Despite the decline in shipping, the SIU is a powerful force on the Lakes and the members can now enjoy other activities in their sparetime besides Union organizing. Brother White bakes cakes and bread and brings them to his friends at the Hall or gives them to senior citi­ zens at his church. Brother Pesenak creates elegant miniature furniture from beer cans, which he upholsters with velvet. His tiny chairs and sofas are prized by Union members and their wives. Brother Rush has his hands full with work around the Hall, but luckily his pet poodle. Peppy, helps out as a watch­ dog. KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGA­ TIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its con­ tents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. EQUAL RIGHTS. All Seafarers are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no Seafarer may be discrimi­ nated against because of race, creed, color, sex and na­ tional or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify headquarters. SEAFARERS POLITICAL ACTIVITY DONATION —SPAD. SFAD is a separate segregated fund. Its pro­ ceeds are used to further its objects and purposes includ­ ing but not limited to furthering the political, social and economic interests of Seafarer seamen, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions are vol­ untary. No contribution may be solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as a condition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Sea­ farers Union or SPAD by Certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Support SPAD to protect and further your economic, political and social interests, American trade union concepts and Seafarer seamen. If at any time a Seafarer feels that any of the ahove rights have been violated, or that he has been denied his constitutional right of access to Union records or infor­ mation, he should immediately notify SIU President Hall at headquarters by certified mail, return receipt requested. Seafarers Log' �.i 'h • y'' ''' ' * ^ 1:: i ' J If i-' S • i? I ; ' ; a#- si. • •i; I •? I ^ !• I 1 Ii S pirits were high at Stapleton An­ chorage, N.Y., Sept. 21, when the tanker Zapata Patriot paid off after AB Richard Haney displays his string artwork. He says that another picture of a ship will soon be coming down the ways. returning from Algeria with a load of oil. The stop-over marked the near end of a six-month tour of duty for the Sea­ farers (most of them from Wilmington) who boarded the ship when it was launched in late March in San Pedro, Calif. It has been smooth sailing since then. The ship's maiden overseas voyage carrying corn from Baltimore to Len­ ingrad was celebrated with elaborate champagne and hors d'oeuvre parties in both ports, prepared by Chief Steward Tony Arellano and his gourmet galley crew. The Russian consul in Baltimore joined the festivities as did the Amer­ ican consul in Leningrad. At the meeting before the payoff. Re­ certified Bosun Ralph Murry noted that he had received a letter from the Cap­ tain Franklin Liberty, thanking the men for "their outstanding job in pre­ paring the ship for its first oil cargo and in getting it passed for inspection quickly." The Seafarers, in turn, had only kind words for the captain who had put car­ pentry tools on board for theiu to use in their spare time. Brother Murry re­ ceived three cheers for his fine work settling beefs on board. Although the Coast Guard inspecting officer on the first voyage from San Pedro to Baltimore, Cmdr. C. V. O'Neal, also had kind words, reporting, "The attitude of the entire crew from master to OS/wiper was excellent," the crew pointed out that there were no ordinaries or wipers on board. The low manning scales in all depart­ ments and resulting excessive overtime and overwork were the only beefs pre­ sented to Headquarters Representative Leon Hall when he boarded the ship. Brother Hall explained that the SIU was fighting the Coast Guard over the man­ ning scales. The Zapata Patriot has an SIU crew of craftsmen. While at sea, the men worked out with barbells made on board. QMED Ted Kulas built a work­ shop in the engine room. "It's terrific, every tool we need has a place to hang it," First Engineer Gordon Gibson said. And A.B. Richard Haney decorated the crew's recreation room with his string art picture of a sailing ship. QMED Jean-Charles Morris (I.) was glad to give to SPAD. "It's an election year," he explained to Headquarters Representative Leon Hall (r.). V . -w, (left) QMED Ted Kulas (I.) and First Engineer Gordon Gibson chat In the engine room workshop that Brother Kulas assembled, (right) Brother Leon Hall fills out a dues receipt for Steward-Utility Mack Ward. October, 1976 Page 15 ii) �PRESIDENT Paul Hall SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Frank Drozak VICE PRESIDENTS Earl Shepard Lindsey Williams Cal Tanner Paul Drozak HEADQUARTERS ALPENA, Mich «75 4AYe.,Bklyii.ll232 (212) HY 9-6600 800 N. 2 Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Mass 215 Essex St. 02111 (617) 482-4716 BUFFALO, N.Y 290 Franklin St. 14202 (716) TL 3-9259 CHICAGO, m.. .9383 S. Ewing Ave. 60617 (312) SA 1-0733 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) MA 1-5450 DETROIT, Mich. 10225 W. Jefferson Ave. 48218 (313) VI3-4741 DULUTH, Minn 2014 W. 3 St. 55806 (218) RA 2-4110 FRANKFORT, Mich P.O. Box D 415 Main St. 49635 (616) 352-4441 HOUSTON, Tex 5804 Canal St. 77011 (713) WA 8-3207 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, NJ. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala IS. Lawrence Sfc 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504)529-7546 NORFOLK, Va.. 115 3 St 23510 (804) 622-1892 PADUCAH, Ky 225 S. 7 St. 42001 (502)443-2493 PHILADELPHIA, Pa.. .2604 S. 4 St 19148 (215) DE 6-3818 PINEY POINT, Md. St. Mary's County 20674 (301)994-0010 PORT ARTHUR, Tex 534 9 Ave. 77640 (713)983-1679 SAN FRANCISCO, Caltf. 1311 Missioo St 94103 (415)626-6793 SANTURCE, P. R. 1313 Fernandez Juncos, Stop 20 00909 (809) 724-2848 SEATTLE, Wash 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo.. .4581 Gravois Ave. 63116 (314) 752-6500 TAMPA, Fla. . 2610 W. Kennedy Blvd. 33609 (813)870-1601 TOLEDO, Ohio 935 Summit St 43604 (419)248-3691 WILMINGTON, Calif. 510 N. Broad St 90744 (213)549-4000 YOKOHAMA, Japan P.O. Box 429 Yokohama Port P.O. 5-6 Nihon Ohdori Naka-Ku 231-91 201-7935 Shipping at SIU deep-sea ports picked up considerably last month as more than 1,400 Seafarers found per­ manent jobs aboard SlU-contracted ships. That number reflects an increase of nearly 200 jobs shipped over the pre­ vious month. Shipping is expected to remain good at most ports for the fore­ seeable future. (These figures do not in­ clude jobs shipped on the Great Lakes. The Lakes Report is carried elsewhere in the issue.) Page 16 «FPT 1 TO lOTj; aiLri. A-JU, i:r/o *TOTAL REGISTERED Ail Groups Class A Class B Class C Port Port Boston NewYork Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals Port Boston NewYork Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Sea^e Puerto RICO. Houston Piney Point Yokohama ^'REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT Boston NewYork Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama.. Totals Port Boston NewYork Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San,Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals TOTAL SHIPPED All Groups Class A Class B Class C ; 10 6 0 62 8 3 20 5 2 36 7 0 15 5 0 5 0 0 19 2 0 59' 6 0 25 1 0 "37 3 0 26 5 0 42 1 0 10 1 0 71 1 0 0 0 0 200 439 51 5 3 6 0 77 26 1 19 2 2 36 12 2 9 2 0 0 0 0 34 4 0 56 16 0 15 4 0 37 10 0 11 5 0 35 8 0 8 . 4 0 107 15 1 0 4 0 510 452 119 6 240 57 22 3 7 6 0 24 3 0 .14 4 1 4 1 0 22 1 0 40 11 1 23 2 0 42 9 0 7 6 0 31 4 0 6 2 0 64 7 1 0 0 0 0 1 0 343 83 6 ENGINE DEPARTMENT 330 52 31 1 5 6 0 27 8 0 8 0 0 1 0 0 27 8 0 46 12 0 14 0 0 24 16 0 11 2 0 28 6 0 5 2 0 74 16 0 0 0 0 1 2 0 326 112 1 i >. .. '. ' • 3 44 11 14 11 2 12 23 10 23 7 11 8 39 0 1 209 1 4 0 1 2 0 0 2 0 1 2 2 0 1 0 0 16 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 STEWARD DEPARTMENT 7 2 0 51 23 0 5 5 0 14 4 1 2 4 0 1 0 1 17 12 0 43 12 0 12 1 0 27 11 0 7 3 0 18 10 0 8 1 0 50 33 0 0 7 0 0 1 0 262 129 2 14 5 0 121 9 5 24 7 0 60 9 1 32 10 0 12 1 0 25 3 0 . 141 16 0 49 0 0 62 4 1 32 3 0 70 3 0 12 2 0 138 7 0 0 0 0 300 795 79 7 r 160 94 35 4 19 7 0 40 9 0 30 5 1 9 3 0 23 3 0 107 23 1 37 5 0 63 12 0 13 6 0 40 6 0 16 3 0 112 8 2 0 0 0 1 2 0 605 133 7 3 51 14 25 23 5 25 67 15 45 8 20 11 69 0 1 382 ENTRY DEPARTMENT 2 7 3 n 37 64 18 43 6 19 0 7? 21 . 32 8 37 17 13 2 ' 26 1 3 1 TQ 13 13 0 R 43 43 2 . . ; J. 13 23 0 , ^ • ,0 37 29 2 • v 4? 7 15 1 ; f ' r 1 •. 15 19 Q ^ " 25 9 n Q rr ^ 25 29 38 0 33 0 11 0 Q 2 0 0 O 252 340 37 _ _ 341 Totals All Departments 1,243 490 48 1,040 360 ~ 9 " 1T5I8 "Total Registered" means the number of men who actually registered for shipping at the port last month. '"'Registered on the Beach" means the total number of men registered at the port at the end of last month. 1 7 0 2 3 1 1 3 0 3 2 2 0 4 0 2 31 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 4 qc 3? co 24 5 1A 6 54 O q 3 n O S n 7 I 0 0 3 0 n gg M - oq It 29 29 ^ Q -R 535 wis" Seafarers Log �% -• - 1 Rehabilitation—One Approach to Alcoholism T he SIU is the first international union to establish a rehabilitation program for members, who suffer from alcoholism. The philosophy which led to founding the Alcoholic Rehabilitation Center in Valley Lee, Maryland, is simple — the SIU. is dedicated to helping every member enjoy and improve the quality of his life as a Seafarer and as a citizen of his community. In the past, the alcoholic was treated as a moral failure. The SIU knows this is not true. We know that alcoholism is a disease; that it can be treated. The SIU is determined to help the members who have alcohol­ ism, and to help the entire member­ ship understand the disease. To meet this goal, an alcoholism education seminar will be held on Nov. 12, 13 and 14 at the Harry Lundeberg School in Piney A Point, Md. Participating in the semi­ nar will be the staff of the ARC, ex­ perts on all the aspects of alcoholism, SIU officials, and Seafarers who have completed their recovery from alco­ holism at the ARC. The theme of the seminar is "Re­ habilitation — One Union's Ap­ proach to Alcoholism." During the seminar, the participants will discuss the problem of alcoholism and the role and contribution of the ARC in solving that problem for our mem­ bers. It has been very ponservatively estimated that 29,280 workers in the maritime industries suffer from alco­ holism. Among this number are many of our SIU brothers. And our Union is convinced that education and rehabilitation—not pity and not condemnation—are the keys to a happy future for these members. , ri'!' I -# li. •» 'Y I 0 -i'• •M '•Vf' r'i •;i I '• 1'A "'•i .•,;v •' 4' ^ . The days of sobriety which the Seafarer spends at the ARC are reassuring experiences which help him to realize the full potential of a life without alcohol. i... t V /I i:, The ARC offers members pleasant surroundings and the companionship of fellow Seafarers working together toward recovery. t J-,'* i:?- Person-to-person contact is important at the ARC, and trained coupselors work with each Seafarer to help him find his own road to recovery. y| 4 Every seafarer's attendance tures are shown in this article at the ARC is completely con- gave their permission for the fidential. Seafarers whose pic- photograph's use. 1 Alcoholic Rehabilitation Center Recovery from alcoholism meahs rebuilding a healthy body. Trained medical personnel work with the Seafarers at the ARC to assist them in getting well. I am interested in attending a six-week program at the Alco­ holic Rehabilitation Center. I understand that this will be kept strictly confidential, and that no records or information about me will be kept I anywhere except at The Center. Name ' Address (Street or RFD) Book No (City) (State) (Zip) Telephone No Mail to: THE CENTER Star Route Boxl53-A Valley Lee, Md. 20692 or call, 24 hqurs-a-day, (dOl) 994-0010 41. The Alcoholic Rehabilitation Center for SIU members in Valley Lee, Maryland. Page 17 October, 1976 / '' m �The National Maritime Council: Promoting the U.S. Fleet By United Action Program ((>• This is the fifth in a series of articles which the Seafarers Log is publishing to explain how various organizations affect the jobs and job security of Seafarers. The National Maritime Council was born of the cooperative spirit that brought together maritime labor, industry and Government to work in unity for legislative enactment of the Merchant Marine Act of 1970. Following the passage of that landmark Act, labor and industry—^with the encouragement of the U.S. Maritime Administration—determined to keep up the momentum of this new cooperative spirit so that united they could implement the promises of the Merchant Marine Act and rebuild the maritime industry. And so, the National Maritime Council was created in 1971. It is a non-profit organization established to encourage the development of a strong, competitive, modern U.S.-flag merchant marine to restore this nation to its rightful place as a dominant power in the maritime world. The chief executive of U.S.-flag carriers, mari­ time labor unions and shipbuilders are members of the Board of Governors. The Assistant Secre' tary of Commerce for Maritime Affairs represents the U;S. Government. In addition, leading traffic executives, representing over 100 business firms engaged in foreign trade, actively participate , in the programs of the National Maritime Council. The educational activities of the Council are its most important tools. The NMC must first assure shippers that the U.S.-flag merchant fleet is the most modern and efficient anywhere in the world, and" that the service it provides is consistent and reliable. At meetings and conferences with U.S. shipping executives throughout the country, the National Maritime Council stresses the point that a strong U.S. merchant marine guarantees U.S. business that, regardless of changing policies of foreign fleets and governments, American ships will be available to carry a substantial share of the nation's cargo on world trade routes. Alerts Nation to U.S. Fleet Beyond this, the Council sponsors a program of educational activities designed to make the na­ tion's citizens aware of the important contributions of the U.S. merchant marine. These programs in­ clude films, speeches, posters and literature fhat describe the long history of U.S.-flag shipping and its vital contributions to the nation's economy and security—in times of peace and war. At dinners and seminars held in major port "The National Maritime Council is a unified organization of all segments of the Maritime industry, established for the pur­ pose of developing a strong, competitive, modern, American-built, privately-owned and operated U.S.-flag merchant marine, which will afford United States importers and exporters the finest and most con­ sistently operated maritime fleet in the world." —^National Maritime Council Statement of Purpose—1971 cities, the NMC stresses the economic benefits the merchant marine provides the nation in terms of jobs, shipbuilding production, taxes, balance of payments, and—most importaintly—the need for a strong and viable merchant marine to provide the nation's defense needs and security. The National Maritime Council will continue to support the uninterrupted revitalization of the U.S. merchant fleet which began with the 1970 Mer­ chant Marine Act. Among the goals the Council is presently pursuing are increased cargo for U.S.flag ships and the strengthening of the merchant marine's peacetime military cargo and support role. The SIU was a prime mover in the formation of the National Maritime Council and has long sup­ ported the necessity of unity in all segments of the industry as an essential in rebuilding America's merchant seapower. The SIU firmly believes in the basic principle of the NMC: that there is more to gain from cooperation than from confiict. SIU representatives take an active part in the formation of policies within the National Maritime Council, and in carrying those policies out—and we will continue to be active in this support of the NMC. The jobs and job security of American sea­ farers depends upon a strong and healthy industry. The strength and health of the maritime industry will continue to depend upon the cooperative ef­ forts of maritime labor, industry and Government. All photos on this page arc American flag vessels built under the Merchant Marine Act of 1970. Zapata Ranger! Page 18 Seafarers Log . . v; �iMiuiiiafMii I H SEAFARERS V-'TTr;:.. , f • - LOG October, 1976 Omal«l>abU««tlM t thm SlAFAmBM INTBRNATIONAL UNION'AtlMtU, 0«U, LakM mm* lalaaB Waters District* ATL-CIO Officials Confer on Future of SiU r •;A H SIU Vice President Lindsdy Williams calls on the delegates to "meet the challenge" of the future by keeping the U.S. maritime industry and the SIU strong. Si A wide ron^e of issues from organizing to education filled a crowded agenda as SIU Port Agents and representatives from the deep-sea, Great Lakes and inland waters areas met at a two-day conference to discuss the future of the newly merged SIU and its many pro­ grams. This land mark conference, held ,qt the Luiideberg School in Piney Point, lOld.i and chaired by SIU President Paul Hall, •••vas extremely well received by the participants, and what might have been a routine .'meeting developed into an ex­ cellent forum for the inter­ change of fresh perceptions and ideas concerning the U.S. maritime industry »and the SIU's role in it. In all, the delegates centered their ^discussions around 11 key issues, which are seen to have profound and lasting effects on the health and prog­ ress of the SIU. The issues dis­ cussed included: • Organizing the thousands of yet unorganized maritime workers on the rivers, harbors, oceans and Great Lakes. • Education and training for all SIU members at the slU President Paul Hall, who served as conference chairman, calls the meeting to order In Zimmer­ man auditorium in Piney Point. Lundeberg School in Bney Point, including the need for stepped up recruiting of young • men for the inland water entry program. • Servicing of all SIU mem­ bers both on their vessels and in the .Union halls. • Politiccd action and the role the SIU must play in poli­ tics to keep our industry strong. • Impact on the Union and the membership of the recent merger of the IBU into the SIU A & G district. • The Union's publications and the role the Seafarers Log plays in keeping the entire SIU Executive Vice-President Frank Drozak stresses need for increased communication be­ tween the Union and Its members. membership informed on 'the issues. • The need for increased unity among all U.S. maritime unions. • Collective bargaining and a review of the Union's con­ tracts with its deep-sea. Great Lakes and inland waters op­ erators. • Onboard communications. '•A review of maritime industry conditions past cmd present. • A review of the Coast Guard. During the opening session these issues were discussed in Delegates to the first Port Agents Conference listen attentively to proceed­ ings In the Lundeberg School's Zimmerman auditorium. The Conference centered its attention on the programs and Issues Involving the job security of SIU members. a general open forum, while on the second day, the dele­ gates broke up into 11 commit­ tees to give individual atten-^ tion to each issue as well as draw up a policy statement to be presented to the full Con­ ference for further action. (A summary of each of the 11 re­ ports can be found on the fol­ lowing three pages of this issue.) The policy statements, all unanimously endorsed by the Conference, will be presented to the membfership for action at November's general member­ ship meetings in all ports. The agents also caUed for similar conferences to be held periodically,to study the ongo­ ing effectiveness of the Union's programs. It was affirmed that such conferences "will enable us to reinforce our p)ersonal ties with the membership through­ out the nation and strengthen the bonds which hold the union together." In addition to the discussions and reports, both sessions of the Conference were high­ lighted by talks from a number of speakers. 'A : ii'/| U m S: •'; ;'v-- •l- ^ • yi % I •: ;l .•i f.v.sT '3; A 'A f- Continued on Page 22 I SIU Port Agents and representatives from around the country gathered for this Conference to discuss the Union's programs and future as well as the impact of the SlU-IBU merger oh the Union and the membership, from the left, are: Leon Hall, headquarters representative; C. J. Buck Stevens,. New Orleans; Jack Bluitt, Detroit; Steve Troy, San Francisco: Juan Reinosa, San Juan, and John Fay, Philadelphia. October, 1976 Page 19 t ti �•iVM- M -- ^ 11 Cpmniittee Rep liEiElls is on i, •i'f )•- ti t The Committee on Servicing pointed out the need for continual contact with the membership to keep them informed on the issues. Participants, from the left around table are; Ed Riley, agent, Boston; Tom Glidwell, representative, Houston; Paul Drozak, SIU yice-president: Juan Reinosa, agent, San Juan;and Jack Caffeyy representative. New York. hi fer.. !' 4- al;' |;v' r^- Participants on the Committee on Shipboard Communications, which stressed the need for members to hold weekly shipboard union meetings, are from the left: Richard Avery, representative, Norfolk; George Telegadas, representa­ tive, Cleveland; Scottie Aubusson, agent, St. Louis; Gene Taylor, representa­ tive, Houston, and Cal Tanner. SlU vice-president. Shipboard meetings and their equiv­ alent on the tugs and in UIW plants are an essential link in communications between the leadership and the members. Head­ quarters needs to know about the problems in the field, this committee pointed out. Often, changes in the contracts are made as a result of members' complaints or re­ ported beefs. Articles can be written iti^th^s Log or UIW paper to clarify fr^iii^fy asked questions about the Utiion iarid the plans, and this form of communication is particularly important duilng those times when changes m.the/Union and plans are taking place. Minutes from the Sunday meetings on dieop' sea ships should be sent to Head­ quarters. At payoffs and sign-ons, the boarding patrolman should look oyef any minutes submitted by the'.Shij^' C^i^ittee for written resolution#^ and motions. After discussion, the'^ resolutions can be referred to the Negotiation Committee, Board of Trustees or other appropriate commttee by a motion made, seconded and accepted by the crew. ' Similarly, Union representatives who meet with members on tugs and in the UIW plants should send summaries of out­ standing points back to Headquarters. Union representatives should make sure that Seafarers, Boatmen, and UIW mem­ bers get copies of the appropriate news­ paper: the UIW NEWSLETTER or the Log. In these ways, lines of communica-' tion are kept open between the member and Headquarters. >' The Committee to study the impact of the SlU-IBU merger discussed ways in which the merger will benefit all SIU members, both deep-sea and inland waters. Committee members, from the left are: Gordon Spencer, agent, Nor­ folk; Stanley Ziegler, representative. New Origans; Gerry Brown, agent, Piney Point, and Frank Drozak, SIU executive vice-president. This committee outlined the future ac­ tions that will be taken to cement the unity of the Union and insure the complete iden­ tification of each member with the Union. Noting that the merger itself was only a first step, the committee predicted that the cost savings, increased efficiency and greater strength that resulted would have an impact in many areas. "The Union will expand and extend the servicing of its members to make cenain that their contracts will be enforced," the committee resolved. "Also, we want to set in motion a systematic program to make every member fully knowledgeable and aware of tlie terms, conditions and benefits achieved under the collective bargaining agreements. We want him to be alert to any efforts made by anyone to chip away at what is rightfully his." The Union will promote,^he increased use of the hiring hall,jthej^thmittee said, thereby improving. th¥ present system of hiring. The coniiriK^ advocated increased par­ ticipation by all the members in the affairs of the Union. "Through such participa­ tion," it predicted, "there will be a more frequent exchange of ideas and a closing of ranks to better achieve our mutual ob­ jectives." But the greatest impact of the merger will be in the area of political activity. "All members must know how to carry out effective political activity," the com­ mittee declared. "All members must be aware that what is won at the bargaining table can be lost in the political arena." The Committee on Coast Guard vowed to continue vigilance in reviewing Coast Guard programs and policies that could affect SlU members in any way. Participants on this committee, from the left are: Steve Papuchis, repre­ sentative, Norfolk; Buck Stevens, agent. New Orleans; George Ripoll, repre­ sentative, New York, and Robert Air, representative, Philadelphia. with many complex social and. psycholog­ ical problems resulting from the impact on the individu|i worker of faster and larger ships^iikJtased overtime, loss of adequate,:ppjct lime and the resulting feelipg Q(lk<^atjon and alienation that grow "Today, the problem has reached an un­ these new experiences." The commit­ precedented level," it said, denouncing the^ tee followed the accusation with a docu­ new Coast Guard Vessel Inspection CiEji|r^' mented list of Coast Guard abuses. Fur­ iar No. 76. 'This circular contiipheVthe thermore, the Coast Guard has repeatedly Coast Guard's practice ofjiAttiflg'Wphaz- backed down on its promise to consult the ardly and arbitrarily in suchmreas as vessel Union about its manning regulations, it manning, watchstanding, training and cer­ told the port agents. .. tification of able seamen and occupational The SIU has called for a Congressional safety and health. investigation of Coast Guard abuses. Such "The Coast Guard is ill equipped in hearings, the committee said, are tenta­ terms of personnel and equipment to deal tively scheduled for early 1977. "It is imperative that we continue to re­ main vigilant against any Coast Guard policies and practices which threaten the jobs and health and safety of merchant seamen," the committee stated. Members look to the Union for help with grievances in the work place and for help with numerous other work-related problems, this committee noted. Union of­ ficials are responsible for settling beefs about overtime, seniority rights, layoffs, work rules and firings. To stress how im­ portant this activity is, on several occasions representatives' reports about settling beefs, especially when a member was fired, were needed in court proceedings and in^ problems with the NLRB. Therefore, cials must be around when tl^.n^0ntiiers need them, the committee sta^p Patrolmen have to board and ^rvice deep sea vessels at payoffs and sign-ons. Patrol­ men and representatives should be servic­ ing tugs and barges and UIW shops at least once a month. In all cases, the repre­ sentatives should bring with them copies of the Union newspaper, welfare and pen­ sion plan digests and other documents and information the members might need. Union representatives must be available to service the members in the hall. Our vacation, pension, and sickness plans are good, but often the members do not under­ stand them. The Union representative should be.»^ailable to help the members wh^n tl^' heed assistance in filing their (Jaii^' and in explaining the rules and %r6gulations of the various plans. Similarly, Seafarers and Boatmen ar^ offered numer­ ous upgrading opportunities. But the members need to be encouraged to apply for these classes so the Union can fulfill its shipping contracts and maintain job security. Through frequent contact with the members, the Union will consolidate its strength and grow, the committee con­ cluded. • • i "r- it •' ' ^,1 ; pi •i "1 S; • i('-y H The Committee on Education and Training took a look at the Lundeberg School's vocational and academic programs for our members. Participants on this committee are, from the left around table: Chuck Mollard, national coordinator of the inland waters; Mike Sacco,'HLSS vice-president; Fred Farnen, headquarters representative; Bob Kalmus, HLSS vocational director; Frank Paladino, headquarters staff, Hazel Brown, HLSS president, and Ed Pulver, agent, Jersey City. Tfie Committee on Contracts and Shipping Rules reviewed possible beneficial changes and additions in these important areas. Participants, from the left are: Byron Kelly, Great Lakes area director for the inland waters; Red Camp­ bell, representative. New York; Red Morris, agent, Jacksonville, and Terry' Prott, representative, St. Louis. j/# Ihi, •ii I* > r1 I I •^' [•i Looking at the SIU's present contract and shipping'rules this committee said, "The SIU's success in providing the best wages and fringe benefits for our . mem­ bers, and in organizing new companies and acquiring new vessels is due in large part to our constant efforts to keep our contract provisions in tune with modern industry needs and trends, and to our abil­ ity to consider the overall picture when negotiating a new contraa." With new equipment such as cat-tugs, LNG vessels, offshore oil vessels ^d giant sea-going barges already appt^ing in the industry, the comrtMttee declared in its policy statement that the SIU must con­ tinue reviewing its contracts and shipping rules if it% "to continue providing SIU membe|rs with the best wages and fringe t^deffts possible without jeopardizing job security." As part of this review the committee PageW then recommended the negotiation of an industry-wide vacation plan for SIU Boatmen (details of this vacation plan will be carried in the next issue of the Log), and suggested that the SIU con­ sider area shipping, new lay-off rules, new trainiag%tci^ms and the two crew conceijpt for some fast turn-around vessels, "While many of America's maritime Workers have seen their ability to earn a living threatened as a result of contracts that did not consider the real conditions of our industry," the committee's statement concluded, "SIU contracts that evolved with the" industry continue to provide members with good job security. "We will continue on this course, chang­ ing as times require but never losing sight of our true goal—the best possible wages, fringe benefits, working conditions and job security for all SIU members." The Committee on SPAD recognized the absolute necessity of continiJjed voluritary contributions to this fund to bolster the SIU's political programs. Com­ mittee members, from the left are: Joe DiGiorgio, SIU secretary-treasurer; Carolyn Gentile,SIU house counsul; John Fay, agent, Philadelphia, and Leon Hall, headquarters representative. The policy statement adopted by the committee studying SPAD opened: "The role that political involvement plays in the preservation of members' jobs is vital. Fa­ vorable maritime legislation is essential in order to pfevent further erosion of the American-flag fleet by foreign intrusion into the American maritime industry; Such legislation may be enacted ohiy. if our elected representatives and Government of­ ficials have positions that are favorable to the American-flag shipping industry - "For years," it said, "Seafarers have fur­ thered their political interests by contrib­ uting to SPAD," and it is the support with SPAD funds of officials and candidates With favorable maritime views that lets the SIU's voice jje heard in the legislative and executive branches of Goverrunent. Pointing to the substantial victories and important gains which have already been c won, the committee warned that, "the fight must continue with renewed vigor if the American-flag maritime industry and the inland towing industry are to prosper in the future." Calling continued support of SPAD essential to "the preservation of our mem­ bers' jobs,'V the committee's policy state­ ment noted that, "we should continue our efforts to further the support of SPAD and thus benefit and improve the industry in which we represent our members." •• "We must continue our political activities" to insure the future security of the U.S. maritime industry, was part of the report by the Committee to Review Maritime Industry Conditions. Participants, from the left are: Roan Lightfoot, agent, Paducah; Don Anderson, agent, Port Arthur; Ed Morris, representative. New York; Steve Troy, agent, San Francisco, and Howard Schulman, SIU general counsul. The U.S.-flag merchant fleet is absolutely essential to any national defense effon. In a peacetime economy it contributes jobs, balance-of-payments benefits, and a means " of controlling y.S. foreign trade. Yet the U.S. merchant fleet is disappearing. ">?o single group acting alone can im­ prove the" situation," the committee de­ clared. "The operators, the Federal agencies^ and the maritime unions must act together. As the Seafarers are aware, the SJU has played a major role in advancing "the spirit of industry cooperation." . "One of the most important ways js to continue our political action," the commit­ tee said. Federal legislation will determine whether the U.S. maritime industry will grow and receive its fair share of cargo. "The SIU was highly instrumental in get­ ting the Merchant Marine Aa of 1970 passed." To provide mote jobs and strengthen the industry, the SIU has worked for cargo preference legislation and the TransAlaska Pipeline. To promote the use of the inland waterways, the SIU has worked "Tor the rejplacement of Locks and Dam 26 on the Mississippi River and has success­ fully fought a waterways user charge. At present, the SIU is pushing fo? the appoint; ment of a maritime affairs adviser to the President. We plan for the future, the committee noted. "Flexibility is the way to encourage new capital to enter the industry." ment noted in its conclusion that, "the In their policy statement on education Union's education program has been grow­ and training this committee pointed to the ing and the dreams of the future for mari­ programs which "have been developing time wprkers have been expanded. With a at the Harry Lundeberg School in Piney Point, Md. since 1967," as proof the SIl^ continued effort toward educational excel­ lence, we can look to the future with con­ "hq,,s long recognized that progress and a fidence, knowing we will have the skills better future for the membership is a and knowledge needed to face the chang­ product of education." ing world of maritime." Thousands of members have already iPAs-part of their review of the Union's eeived endorsements and hundreds of li­ trainiiig iand education programs, the com­ censes have been earned, many young men mittee also studied the new Alcoholism have been brought into the deep sea and »Rehabilatation Program and proposals for inland industries at'entry levels, and over revamping the steward department up­ 800 men have received high school diplo^ grading programs. mas through the SIU's ^ucational and (Nbte: Details on the new steward de­ training programs, the commitie^ Mid. partment program will be carried in a Declaring that "the maritime industry future issue of the Log. A committee needs responsible workers," the committee to study program proposals will be the. educational efforts of the also praised elected at special meetings which will SIU which ''have provided'information to be held in all Constitutional ports in the membpphip so that issues and ideas, putposes and goals might be better undef- , November. This committee's recom­ mendations will be presented to the stood." membership at the December Union Realizing the changing priorities and needs of the SIU's membership and the meetings.) Continued on Page 22 maritime industry, the committee's state­ Page 21 ; fii,' ® "" HH I I �/ Port Agents Conference Leeks at SlU's Fiture ing communication among the Union's leadership. In closing, the delegates agreed that the Conference had afforded them "the charice to review the union's policies and programs, to judge ^ow effective our activities have been in achieving our objec­ tives and to develop new and more effective strategies for the future." • and to extend the benefits of union mem­ bership to the millions of unorganized American workers." cluded, "the SIU and its members' future security and prosperity depend on our abil­ ity to evolve and grow with the industry, to extend the SIU banner to all unorgan­ ized maritime workers." -ml.- Continued from Page19 .^5'. Leading off was, SIU President Paul Hall, who called for stepped up activities in such areas as education, servicing and organizing, as well as increased political action on local and national levels. President Hall also stressed the need for unity not only within bur own union, but unity among all maritime unions. He pointed out that a forum to foster effective interorganizdtional maritime unity already existed in the Ad Hoc Committee on Maritime Industry Problems, set up two years ago by AFL-CIO President George Meany. Other opening session speakers included SIU Executive Vice-President Frank Drozak, who stressed the need for. increased communication be­ tween the -ports and Union headquarters; SIU Vice-Presi­ dents Lihdsey Williams and Paul Drozak; HLSS President Hazel Brown; Mike Sacco, HLSS vice president; Bob Kalmus, HLSS vocational educar tion director; Howcord Schulman, SIU general consul; Carolyn Gentile, SIU house consul, and Marietta Homayoripour, editor of the Seafarers Log. Ms. Homayonpour announced that because of the SIU-IBU merger, the Seafarers Log will incorporate the Inland Boatman, the IBU publication, into its pages. • During the closing session of the conference, many ports agents from around the country took their turn at the podium, giving a rundown on activities in their individual ports. Among these speakers were: George McCartney, New York; Buck Stevens, New OrThe Committee on Organizing affirmed that maritime labor must continue its leans; John Fay, Philadelphia; efforts to bring unionization to the thousands of unorganized maritime workers in this country. Committee members, from the left are: Bob Pomerlane, repre­ Steve Troy, San Francisco; sentative, Baltimore: Lindsey Williams, SIU vice-president; Bill Dobbins, rep­ Jack Bluitt, Detroit; Juan Reinresentative, Columbus, Ohio; Norman Dubois, representative. New Orleans, osa, San Juan; Gordon Spenand Carl Peth, representative, Detroit. cer, Norfolk; Jerry Brown, .Piney Point, and Byron Kelly, River Rouge, Mich. success of that organizing has never been "Only one-quarter of our nation's work­ A canvas of the delegates more important," it said. showed that right down the ers are union members," this committee's The committee directed attention to­ policy statement began and, "though there wards organizing in all areas, deep sea, line they felt that this initial are over 20-million men and women in inland waters and Great Lakes. Port Agents Conference had . America's unions, the continued strength entire maritime industry is grow­ been informative and ex­ of the trade union movement depends on ing"The rapidly in areas which are only par­ tremely successful in improv- its ability to organize the non-union shops tially organized," and, the committee con­ "For the SIU, the opportunities for or­ ganizing have never been better and the Among the participants- on the Committee on Maritime Unity, which empha­ sized the importance of the AFL-CIO Ad Hoc Committee on Maritime Industry Problems, are John Yarmola, left, SIU Washington Representative and George McCartney, agent, New York. Continued from Page 20-21 Maritime Unity "From the inception of the American trade union movement, the key to strength and eflFectiveness has been through unity —membership unity; inner-organization unity through consolidation; and inter-or­ ganizational unity through merger," this committee said in opening its policy state­ ment. "The SIU firmly believes in these trade union concepts, and throughout our his­ tory we have practiced them," it pointed out. The SIU has a long history of working for consolidation within our own house, merging the Gulf and Atlantic districts in 1940 and then, in 1972, the A&G*with the; Great Lakes District. "In late 1973," the committee's state­ ment noted, "the A&G's dose affiliate—the Inland Boatmen's Union—voted to merge its four districts into one strong organiza­ tion. And, just last month, the SIU A&G District and the IBU membership voted a merger of their two unions." —^M Carrying this concept of unity one step further, the committee recalled that the SIU "proposed a mechanism for discussion of maritime labor's common problems, and AFL-CIO President George Meany estab­ lished such a forum in 1974 with the crea­ tion of the AFL-CIO Ad Hoc Committee, on Maritime Industry Problems." Through this Ad Hoc Committee "some solid^oundwork toward our mutual mari­ time objectives has been laid," the state­ ment said, especially through the con­ structive work of the Ad Hoc group's subcommittees on Training and Educa­ tion, the Coast Guard, Maritime Policy, and the Jones Act. "The SIU believes that we have made important strides towards effecting unity within our organization, within maritime ' labor, and in the industry itself," the com­ mittee said. "We believe that we should continue policy of cooperation with other unions until the goal of one single union for all unlicensed seamen is achieved." The Committee on Publications discussed plans for more widespread news coverage of aii areas involving SIU members. Committee participants, from the left around table are: Marietta Homayonpour, editor-in-chief, Seafarers Log-, Jack Allen, agent, Duluth; Jack Bluitt, agent, Detroit; Charlie Svenson, an observer from the Transportation institute; James Gannon, managing edi­ tor, Seafarers Log, and Leo Bonser, representative. New York. Publications To assist in the Log's and the Union's form Act. Therefore, Union representa­ endeavor to bring pertinent information tives were asked to make a special effort to the Seafarers and Boatmeii, along with to see that all Union publications reach the features about the members themselves, members ^ch month. the committee suggested that port agents Now that the SIU-IBU merger has been and patrolmen lend their help, 'They approved by the membership, the Seafarers should let the Log staff know when there Log will incorporate the Inland Boatman are items from their ports which could go newspaper into its pages. In order to in­ into the Log," the committee said. "Fur­ sure that there is no loss of coverage to SIU ther, the port agents and patrolmen can Boatmen, the LOG will be expanded from encourage the members to read the Log 32 pages a month to 40 pages. Neverthe­ and to submit stories and material for less, there will be some savings, the com­ publication." mittee reported. The Log, the UIW NEWSLETTER and There will be increased coverage of the other Union publications bring important information and ideas to all the members, Great Lakes in the new Log format. The including items dealing with pensioners, monthly UIW NEWSLETTER will con­ training, welfare and vacation benefits, and tinue to be published for the United In­ the latest developments in the Pension Re­ dustrial Workers' brothers and sisters. Seafarers Log �On Offshore Oil Higs .(:.A •fi: Profit Hungry Oil Industry Could Kill People Safety of workers should come be­ fore profits: Certainly the rich and powerful oil industry can spare a few dollars to protect the life and limb of men working on the mobile off­ shore oil drilling units. Instead, in­ dustry moguls are pressuring the Coast Guard to adopt dangerously low safety standards on the mobile offshore drilling rigs. To make matters worse, the oil in­ dustry is keeping its proposals re­ garding inspection of mobile rigs under lock and key—to prevent the SIU from analyzing them. At sup­ posedly public hearings where future regulation of offshore equipment was discussed, industry representatives refused to let the SIU see their posi­ tion papers. After the hearings, the Coast Guard would not release the papers to the SIU. We were not sur­ prised. The hearings were held by the Na­ tional Offshore Operation Industry Advisory 'Committee (NOOIAC) which the Coast Guard established to help it draw up new offshore rig •Vi ,1^ 'A l-'lX safety" standards. Labor was not in­ cluded in NOOIAC, reflecting the Coast Guard's typical attitude toward people who work in the maritime field. NOOIAC now stands as a man­ agement group. However, the SIU managed to re­ construct industry's position from various other Coast Guard docu­ ments,^ We have come up with a re­ buttal in time to help the Coast Guard draw up the final regulations. In all fairness, we must note that the Coast Guard's proposals for safety standards on mobile offshore rigs are superior to the slipshod, pennypinching standards proposed by industry. Basically, the oil indus­ try would like to ignore the fact that offshore rigs are located in a perilous often hostile environment—the sea. When there is a major fire on board an offshore rig, the workers cannot run off into a prairie. They must jump into turbulent and icy waters. And fire is a likely possibility with all the chemicals and fumes around oil drill­ ing operations. Nevertheless the industry opposes firefighting systems around industrial equipment and certain helicopter pads. They do not want to provide, -enough lifeboats and inflatable rafts to give each man a primary and sec­ ondary means of escape. Oil executives are trying to avoid placing marine personnel on board the rigs, although their expertise is needed to help evacuation during an accident and to manage and main­ tain the equipment according to the standards required by a marine en­ vironment. In fact, they do not see why the industrial equipment should conform to marine standards at all. To list one more atrocious sug­ gestion, the oil industry would like to crowd men into dormitories on the rigs. This violates all maritime conventions and procedures. In September, the SIU outlined its position on mobile oil rig inspection for the Coast Guard. Since mobile oil drilling units are truly vessels, we recommended they should be regu­ lated and their crews licensed to the same full standards as U.S. ocean­ going ships. This means that indus­ trial equipment in a marine environ­ ment must meet marine as well as industrial safety standards. We recommended that regulations on inspection should be more specific and that the standards of the Inter­ governmental Maritime Consultative Organization (IMCO) should be ap­ plied to U.S. rigs. Right now, too much is left to the discretion of the local Coast Guard Officer in Charge of Marine Inspection. We hope the Coast Guard will hold the line against pressure from the oil giants. Appointing labor representa­ tives to NOOIAC would be a step in the right direction. -h • 1^ if li.. -1- . •i I I Letters to the Editor THE CHARLES WMOACAN 'MX. '"V' -• • -t:.' fe, .. .HISTORIC PRESERVATION Scholarship Winner^ Son Express Thanks Octob.r 1976 Official Publication of the Seafarers International Union of North America. Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO Vol. 38, No. 10 Executive Board Earl Shepard Cal Tanner Joe DtGiorgio Secrelary-T reasurer Lindsey Williams Vice-President Vice-President Vice-President Paul Drozak Editor-in-Chief A I want to thank the Welfare Plan for the help it provided at a time when I it was greatly needed. ' " A special thanks for the information the Plan provided for my wife when ! she called. It is a great source of comfort to know I have the help and backing of the SIU. On behalf of my wife and myself, our sincere thanks and appre: ciation. Managing Editor Jif' Mele Ruth Shereff Assistant Editor Assistant Editor Frank Cianciotti Dennis Lundy Chief Photographer Associate Photographer Marie Kosciusko George J. Vana Administrative Assistant Production/Art Director ff I'll 'Source of James Gannon Assistant Editor "f; V, se? Rav Bourdius ..*1 U:i Vice-President Marietta Homayonpoiir >- Fraternally, Mike Carlln Surf City, NJ. President Frank Drozak «-.s My son, Sean, has recently been awarded a ^afarers Scholarship and thus will be able to attend the college of his choice. As you may recall I, too, was able to get a college education and do graduate work under the same scholar­ ship program. ' Our debt to the Union is enormous and we find it difficult to express the qxtent of our gratitude, I would like to thank the SIU, the officials and the entire membership for making these awards possible. I have been a full member of the SIU for 27 years. I obtained my mate's license in 1970 and have been sailing under both IBU and MM&P contracts since 1972. This has given me on-the-job exposure to all maritime unions, some of which are distinctly lacking in leadership and are evidently bent upon destroying themselves. I have remained a supporter of SPAD and the policies of the SIU throughout these years. The political efforts of our Union are effectively providing employment prospects for everyone in the industry re­ gardless of their union affiliation and in many cases in spite of their own union's failure tp take supporting action. I take great pleasure in explaining and, if necessary, defending the programs and policies of the SIU on every ship I sail. I am constantly impressed by the SIU's foresight in having prepared to face today's problems years before , others in the industry showed any.concem for the future. Paul Hall Executive Vice President :• fc:.- ,i' V-f> Fiuternally, 1. Chalmers Published monthly by Seafarers International Union, Atlant^, Gulf Lake^^ cla\l?'DosVaae District, AFL-CIO, 675 Fourth Awe., Brwklyn, N.Y. 11232. Tel. 499-6600. Second class postage paid at Brooklyn, N.Y. 11 Page 23 October, 1976 •f. •*r �Boatman Bane Steers a Clear Course on the Mississippi River When Jim Banc first walked into the Seafarers Hall in St. Louis back in Sep­ tember of 1973, he never dreamed that he would become a licensed towboat operator within three years. The 27-year-old Inland Boatman is^a Westener, born in Arizona and raised in Montana. He had never even seen the Mississippi River before he took his * first trip on an SlU-contracted towboat. Soon he was working regularly for SIUmanned National Marine Service boats, first as a deckhand, then as a tankerman, and finally in his present position as steersman. The job of steersman is traditional on the river, originating in the old steam­ boat days. B^ause no two stretches of the river are alike, the green wheelhouse man always serves a kind of ap­ prenticeship under an experienced cap­ tain whose job it is to teach the new man everything he knows about every mile of river. Brother Bane's apprenticeship is in the expert hands of Merrick "Blackie" Chapman, captain of the M/V National Freedom. Bane will work under Capt. Chapman for about six months, or until the captain and the company determine that he is ready for his own boat. If he had started towboating with an­ other union or with a non-union com­ _ers and Oceans/Inland—by taking the Towboat Operator Upgrading Course pany, Brother Bane would probably not at •he Union's Harry Lundeberg School be where he is'today. That's because he of Seamanship in Piney Point, Md. obtained his wheelhouse licenses—first "I doubt if I could have made it on Class Towboat Ooerator. Western Riv- Cross Country Jeep Racer Boatman Jim Bane has the M/V National Freedom under control as the boat and its tow of ammonia barges traverses Lock 25 on the Upper Mississippi. Jim's nrientor, Captain Merrick "Blackie" Chapman, looks on. .\ r •1 BALTIMORE BOSTON HOUSTON . . . JACKSONVILLE ... JERSEY CITY MOBILE NORFOLK NEW ORLEANS PADUCAH PHILADELPHIA PINEY POINT PORT ARTHUR PUERTO RICO RIVER ROGUE ST. LOUIS TAMPA TOTAL ALL PORTS >. . . .... Class A Class B 3 0 7 0 1 0 0 0 0 0 0 1 0 a .^ . 0 0 ' 3 0 4 7 0 34 Class C Class A TOTAL MEN REGISTERED ON BEACH Class B Class C Class A Class B 0 0 1 0 0 1 0 2 4 0 0 0 14 0 0 0 0 2 18 0 29 11 1 0 38 0 2 0 0 0 0 129 30 0 3 87 0 0 0 2 0 0 0 0 0 0 0 0 0 0 1 71 0 0 0 0 0 0 0 0 0 0 0 0 0 0 21 0 0 0 0 0 0 0. 3 0 1 0 0 2 18 7 3 21 0 1 0 7 2 0 2 0 0 0 0 0 0 7 1 24 0 0 0 0 0 0 9 113 253 72 21 65 34 Q HLSS Graduates Two QMEDs; One Hails From Great Lakes Proudly showing their new QMED sheepskins^re Seafarer Halin Hambouz (left) and Great Lakes Seafarer David Rougeux' with HLSS Instructors Fred Young (left) and Jack Parcell. In the background is a portrait of the late SlU official Claude Sonny Simmons. / Candy Workers Stover Strike, FOR THE MONTH OF SEPTEMBER 1976 TOTAL JOBS SHIPPED Relief Jobs Permanent Jobs During his time off. Bane likes to get away from the river and ride around in the hills in his orange and white Jeep, complete with bullet holes from World War II. He plans to do some cross­ country Jeep racing as soon as he gets the historic vehicle in top condition. With the substantial pay increase he will receive as a full-fledged wheelhouse man. Brother Bane hopes to buy a country retreat to use as a base for his favorite pastimes of hunting and fishing. A bachelor. Boatman Bane couldn't resist telling the Log that one of his favorite pastimes is "chasing girls." When his steady girlfriend. Barb sees this, he may really have to take to the hills! Setfle Russell Shipping Report for Inland Waters y my own," Boatman Bane modestly re­ ports. He has nothing but praise for the school and its staff. "Everyone at Piney Point really goes out of their way to help you. Our teacher, John Luykx, worked nights and weekends helping us prepare for the exam." It's a difficult exam, and Brother Bane passed it with flying colors the first time around. Nationwide Boycott The Bakery and Confectionery Work­ ers' International Union early this month reached a negotiated agreement with Russell Stover Candies Inc. on a first contract and called off a nationwide consumer boycott and picketing against the company. The contract covers about 700 pro­ duction employes at the firm's Lincoln, Neb. plant. Candy workers there had voted for the union to represent them in September 1974 for contract negotia­ tions but the company's stalling and anti-union stand, the union said, brought on a national union-backed boycott and store picketing against Russell Stover Candies in March. Company negotiators indicated they are ready to begin contract talks at five other plants where the union has won representation elections. Tankerman Graduates Seafarer Steve W. Parr (left) displays the Certificate of Achievement he re­ ceived recently when he graduated from the HLSS tankerman class in Piney Point, Md. He's-with Charles Nalen, chief of the school's engine department courses. Not shown is the tanke/man class instructor, Tom Doyle. Page 24 Seafarers Log .'....riW, : V-V-; ' fU S- - .u- �ll Boatmen Work New Orgulf Towboat T he fowboaf Robert IS. Stonl made a surprise visit to St. Louis recently. The beautiful and spacious new lineboat is operated by Orgulf Transport Company, based in New Orleans and Cincinnati and manned by SIU Boat­ men. Ordinarily the Stout and her sister Orgulf vessels—the Robert To/l, the J(thn D. Geary, and the B. John Yeager—do not travel so far north. Their usual run is between Shawneetown, III. on the Ohio River and New Orleans on the Lower Mississippi. Orgulf boats push barges loaded with coal south from Shawneetown, and their northbound traffic consists pri­ marily of empty barges, along with some bauxite destined fcr Little Rock, Ark. The Stout was in St. Louis on special business, picking up a tow of barges loaded with coal from sources on the Illinois Waterway. Orgulfs tows on the Lower Missis­ sippi, which is wide and unencumbered by locks, usually consist of 25 or more barges. During the current low water crisis, however, the company has been forced to cut tow sizes to 20 barges or less. 1 4 1 1 f( ''i I t it 3 \'• . '• 'i } I r •i . i . , - I< Cook Bonnie Carter (above) prepares tacos that are worth waiting for while (below) Watchman Ed Holt (left) and Mate Carroll E. Bewley stack ratchets until she calls the crew to lunch. I' Deckhands (from top to bottom) Andrew McCann, Ronnie Pottgen and Matt Reynolds get the new towboat M/V Robert N. Stout ready to pick up a load of coal barges in St. Louis harbor. 'i Warning to Seafarers Young and Old: Drug Possession Means Loss of Seaman's Papers K yoo are coDvicted of possessira of any illegal dmg—heroin, barbitnrafes, qpeed, LSD, or even marijuana—the UJS. Coast Guard will revoke your seaman pq^is, wfthont appeal, FOREVER. Ibat means that yon lose for the rest of yonr life the right to make a living by the sea. However, it doesat quite end there even if yon receive a suspended sentence. You may lose your right to vote, your right to hold public office or to own a gun. You also may lose die opportunity of ever becoming a doctor, dentist, certified public accountant, engineer, lawyer, architect, realtor, pharmacist, school teacher, or stockbroker. You may jeopardize your right to hold a job where you must be licensed or bonded and you may never be able to wori( for the city, the county, or the Federal government. Ifs a pretty tough rap, but that's exacdy how it Is and you cant do any­ thing about it. The convicted druguser leaves a black mark on his reputation for the rest of his life. However, drugs can not only destroy your right to a good livelihood, it can destroy yourlife. Drug abuse presents a serious threat to both your physical and mental health, and the personal safety of those around you. This is especiaUy true aboard ship where clear minds and quick reflexes are essential at all times for the safe operation of the vessel. Dont let drugs destroy your natural right to a good, happy, productive lif^. Stay drug free and steer a clear course., October, 1976 T I Dog Sniffs Out Drugs on •5, Banana Boat; Nail Carpenter A drug-sniffing dog led 30 U.S. Cus­ toms officers in Miami recently to a cocaine cache aboard the Colombian banana boat the SS Cubahama docked there after a voyage from Turbo, Co­ lombia. The drug-trained canine's keen sense of smell led the custom agents to the cabin of ship's carpenter, L. Barrera, 63, where they sawed a hole in the floor to find 5.3 pounds of cocaine which would sell on the streets for $1.2 mil­ lion, they estimated. They then arrested the carpenter and turned him over to Federal drug enforcement agents. The officers added that cocaine had been discovered in small amounts a few times on the SS Cubahama in the last few years. But more than a year ago investigators uncovered 40.9 pounds of the illegal contraband aboard the ba­ nana boat. -is I •k I? .t i-; :1 1 P^Se'. - i):v, �Point." Last issue of the Seafarers Log was read and discussed. Chairman held a discussion on the importance of do­ nating to SPAD. A vote of thanks to the steward department for a job well done. JOHN TYLER (Waterman Steam­ ship), August 1—Chairman, Recertified Bosun Otto Pedersen; Secretary J. Moody; Educational Director A. Lupari. $4.25 in ship's fund. No disputed OT. Chairman read an article on mari­ time from the Seafarers Log. Next port. Bremerhaven. OVERSEAS TRAVELER (Mari­ time Overseas), August 15—Chairman, Recertified Bosun Arne Hovde; Secre­ tary E. Dale; Educational Director George R. Meaden. No disputed OT. It was discussed by the chairman that all seamen should read the Seafarers Log so that all may vote with interest in the upcoming IBU election. It was said and agreed on at the meeting that all were in favor. Most of the outstand­ ing beefs were settled. Next port, Phila­ delphia. COUNCIL GROVE (Interocean Mgt.), August 15—Chairman, Recerti­ fied Bosun Sal Sbriglio; Secretary Frank Nigro; Deck Delegate R. Myers; En­ gine Delegate R. Blackwell; Steward Delegate Thomas Robinson. $30 in ship's fund. Chairman suggested that everyone should read the Seafarers Log that came aboard. A vote of thanks to the steward department for their spe­ cial care and feeding of a sick member with the flu. Next port, Adak, Alaska. MOUNT EXPLORER (Mount Ship­ ping), August 29—Chairman, Recerti­ fied Bosun Billy G. Edelmon; Secretary Michael Toth; Educational Director Robert Staplin; Deck Delegate Willie Manuel; Engine Delegate William Yudovshes; Steward Delegate Young Mc­ Millan. No disputed OT. Secrettjry re­ ported that everyone had fun in Russia and that this was a very well-mannered crew which made for a very pleasant voyage. A vote of thanks to the steward department for a job well done and for good and clean work performed. Messman Douglas Lawton and Rickey Rob­ inson, who turned out to be very good workers and above all clean and courte­ ous, were commended very highly. The food prepared in the galley was plenti­ ful and tastefully prepared. All paid their respects by observing one minute of silence and standing at attention in memory of their departed brothers. SEATTLE (Sea-Land Service), Au­ gust 7—Chairman, Recertified Bosun J. Gonzales; Secretary S. Piatak; Edu­ cational Director A. Quinn; Steward Delegate A. Romero. No disputed OT. Chairman talked about the importance of safety aboard ship. Also held a dis­ cussion on the need for Presidential backing of a strong U.S. maritime fleet and that support should be given to a candidate who backs up a seaman's live­ lihood. Educational director made a report on the importance of members upgrading themselves and that Lundeberg upgrading courses are available to all members in all departments. A vote of thanks to the steward department for a job well done. SEA-LAND COMMERCE (SeaLand Service), August 15—Chairman, Recertified Bosun L. G. Reck; Secre­ tary Gus Skendelas; Educational Direc­ tor John G. Kirk; Steward Delegate W. Stewart. $159.20 in ship's movie fund. No disputed OT. Chairman re­ ported that a safety meeting would be held and everyone was welcome to at­ tend. Discussed the importance of do­ nating to SPAD. A vote of thanks to the steward department for a job well done. Next port, Yokohama. ERIC K. HOLZER (Puerto Rico Marine Mgt.), August 29—Chairman, Recertified Bosun Dimas Mendoza; Secretary Harold Strauss; Educational Director S. Gondzar; Deck Delegate Eddie Slintak; Engine Delegate Carmelo Cuevas; Steward Delegate Abdu Aziz. No disputed OT. Chairman's re­ port: "Chairman read to the crew an article from the July Log about a bill introduced by Senator Robert Taft, Jr. which, according to him, would create an office of Maritime Affairs Coordina­ tor at the White House. Held a discus. sion about it and it was approved by the majority of the members. The majority of the crewmembers did not know about this article and the chairman empha­ sized to the crew about reading the Log more often." A vote of thanks to the steward department for a job well done. Next port, Miami. OGDEN WILLAMETTE (Ogden Marine Transport), August 15—Chair­ man, Recertified Bosun R. D. Schwarz; Secretary E. Kelly; Educational Direc­ tor H. Meredith; Deck Delegate C. H. Spina; Engine Delegate C. Killeen; Steward Delegate I. Gray. No disputed OT. Chairman reported: "Discussion on the battle the SlU has to keep open the USPHS Hospitals and what they mean to us as seamen. Also all crewmembers who can, should go to Piney Point and upgrade and get LNG endorsements." It was suggested that everyone who can, should donate to SPAD. All communi­ cations received were read and posted. A vote of thanks to the steward depart­ ment for a job well done. CHARLESTON (Sea-Land Service), August 15—Chairman, Recertified Bo­ sun Jan Beye; Secretary J. Nash. $12.25 in ship's fund. No disputed OT. Ob­ served one minute of silence in memory of our departed brothers. Next port, Elizabeth, N.J. OAKLAND (Sea-Land Service), Au­ gust 8—Chairman, Recertified Bosun Joseph San Filippo; Secretary C. N. Johnsen; Educational Director L. Karitunen; Deck Delegate W. M. White. $2.30 in ship's fund. No disputed OT. Chairman brought to the attention of the crewmembers that everyone should obtain a lifeboat ticket because it is a requirement from the Coast Guard. All communications received were posted on the bulletin board. A vote of thanks to the steward department for a job well done. PANAMA (Sea-Land Service), Au­ gust 29—Chairman, Recertified Bosun C. Mize; Secretary J. E. Higgins; Edu­ cational Director N. Batha. $12.20 in ship's fund. No disputed OT. Report to Seafarers Log: "Fishing is still good for those that have the patience as proven by Brother Kadsolia as he found his fill and had his own little fish fry, with all invited, on the stern. He built a regular small Bar-B-Q with coal and all and a good time was had by all present." A vote of thanks to the steward depart­ ment and a special thank you to the chief cook for a job well done. NECHES (Mount Shipping), Aug­ ust 1—Chairman, Recertified Bosun Eugene Flowers; Secretary J. Reed; Deck Delegate L. Ludeman, Jr.; Stew­ ard Delegate Joseph H. Roberts. $2.50 in ship's fund. No disputed OT. On July 29 and 30 the Neches refueled another ship at sea. It was a Navy ship, the USNS Navasota with 185,000 bar­ rels of fuel. The refueling took place just south of Sri-Lanka. Since leaving Jacksonville, Fla. the ship has hit Ber­ muda, Venezuela, Curacao, St. Croix, Spain, Italy, Turkey, Bahrain and Ku­ wait before refueling. The captain was well pleased with the whole operation of the ship during the refueling. Next port, Bahrain. INGER (Reynolds Metal), August 22—Chairman, Recertified Bosun C. D'Amico, Jr.; Secretary Duke Hall; Educational Director Oscar Cooper; Deck Delegate Jose Salinas; Engine Delegate Bernard Hireen; Steward Dele­ gate Richard Sherman. $69.11 in ship's fund. No disputed OT. Educational Di­ rector's Report: "Urged all crewmem­ bers to read the Log completely to get all the news and anyone having the time and the qualifications should take advantage of the upgrading at Piney SHOSHONE (Hudson Waterways), August 1—Chairman, Recertified Bo­ sun A. E. Weaver; Secretary B. Flet­ cher; Educational Director T. Clark. Some disputed OT in deck department. The Seafarers Log was received from Headquarters in the last port and the chairman suggested that everyone should read it. Report to the Seafarers Log-. "The crew did not go ashore on the Ascension Islands so everyone did some fishing. The fishing is good there and enough red fish was caught to have a nice fish fry. Anyone that is heading toward the island should take some fishing gear. You will have good luck." SEA-LAND ECONOMY (Sea-Land Service), August 22—Chairman, Re­ certified Bosun F. H. Johnson; Secre­ tary L. Nicholas; Educational Director W. E. Fitzgerald; Deck Delegate B. Jarratt; Engine Delegate C. V. Grab; Steward Delegate S. Morris. Some dis­ puted OT in deck department. A safety suggestion in reference to securing tug­ boats was accepted at the last safety meeting. Next port. New Orleans. ELIZABETHPORT (Sea-Land Ser­ vice), August 21—Chairman, Recerti­ fied Bosun V. T. Nielsen; Secretary George W. Gibbons; Educational Di­ rector John M. Dellinger; Deck Dele­ gate Frank J. Balasia. $117 in ship's fund. $15 in movie fund. Some disputed OT in engine department. The ship got a new TV, water fountain and the air conditioner was fixed. Twelve extra movies came on this trip. A vote of thanks to the deck department for keep­ ing the messroom and pantry clean. Also a vote of thanks to the steward department for the good food. Next port in Suez Canal. SEA-LAND CONSUMER (SeaLand Service), August 28—Chairman, Recertified Bosun F. A. Pehler; Secre­ tary S. McDonald; Educational Direc­ tor K. L. Hart; Deck Delegate R. S. Davis; Engine Delegate R. L. L. Elliott; Steward Delegate M. P. Cox. No dis­ puted OT. Chairman reports: "Due in Port Everglades evening of the 29. Sail on the 30. Payoff in New Orleans. Will have open house for the Sea-Land shippers in the Miami area between 1600 and 2000 hours on the 30. A lot of visitors are expected aboard. Have had a good trip so far." Railing on after house needs repair. PITTSBURGH (Sea-Land Service), August 15—Chairman, Recertified Bo­ sun Calvain James; Secretary R. DeBoissiere; Educational Director P. Kavanos. No disputed OT. A vote of thanks to the chairman and crew for a job well done and to R. DeBoissiere, chief steward, apd-J. Rodriguez, chief cook. Next port in Suez Canal. Official ship's minutes were also received from the following vessels: SEA-LAND FINANCE YELLOWSTONE MONTICELLO VICTORY DELTA ARGENTINA ULTRASEA SEAGLE TRAVELER ISEA-LAND RESOURCE lANtHORAGE HOUSTON iiUMACAO |>EL«OL Page nc 2: MOUNT NAVIGATOR PORTLAND MAYAGUEZ BORINQUEN MOHAWK OVERSEAS ULLA TRANSCOLORADO DELTA BRASIL JEFF DAVIS • ^ANSCOLUMBIA IG^RQUNAt, SAN JUAN MAUMEE NATHANIEL GREENE THOMAS JEFFERSON BALTIMORE TRANSEASTERN GEORGE WALTON AMERICAN EXPLORER WILLIAMSBURGH SEA-LAND GALLOWAY?' POTOMAC SAN FRANCISCO EAGLE VOYAGER SEA-LAND MARKET BOSTON DELTA NORTE GOLDEN DOLPHIN BROOKLYN SAN PEDRO VANTAGE HORIZON OGDEN WABASH ISOTRE DAME VIGTORll DELTA MAR AFOUNDRIA SEA-LAND PRODUCER S GUAYAMA • VANTAGE DEFENDER I SEA-LAND EXCHANGE! TAMPA ARECIBO WARRIOR .SEA-LAND a f i f Seafarers Log �' -liv- 'M i 'i I li. -1 V. .. f ' George Walton Committee Zapata Patriot Committee Recertified Bosun Ralph Murry, left, ship's chairman of the SSZapata Patriot (Zapata Bulk Transport) on Sept. 21 stands with the Ship's Committee of (I. to r.): Chief Pumpman Earl Chappel, educational director; QMED Ted Koumas, engine delegate; Steward Delegate Bob Hirsch, and Chief Steward Tony Arellano, secretary-reporter at a payoff in Stapleton Anchorage, Staten Island, N.Y. '\: -' ItI Of SS Mayaguez fame. Recertified Bosun Jack Mullis (2nd left) ship's chair­ man of the SS Qeorge Walton (Waterman) is with the Ship's Committee and part of the crew of (standing I. to r.): Crew Messman Stephen Galatold; Chief Electrician H. H. Johnson, educational director; Steward Delegate John H. Green; Engine Delegate A. Gega, and Deck Maintenance P. Gallagher. At the table (I. to r.) are: Deck Delegate J. D. Saxon; AB Marshall McGregor, and Chief Steward J. Hannon, secretary-reporter. Payoff was held at Port Newark, N.J., Berth 28 on Sept. 8. 'l\ .m •s<x" - ii I ii • ) . >> 11)1 Borinquen Committee Nathaniel Greene Committee In the day room of the SS Nathaniel Greene (Waterman) are the Ship's Com­ mittee of (I. to r.): Engine Delegate A. Martinez; Recertified Bosun John McCollom, ship's chairman; Deck Delegate J. C. Arnold; Chief Steward W. G. Williams, secretary-reporter, and Steward Delegate R. Macaraeg at a payoff on Sept. 20 at Pier 7, Brooklyn, N.Y. i' Steward Delegate Eddie Villasol (seated right) of the Ship's Committee of the SS Borinquen (Puerto Rico Marine) counts his money preparatory to purchas­ ing a SPAD certificate from SlU Patrolman George Ripoll (seated left). The rest of the committee (standing I. to r.) are: Recertified Bosun Calixto L. Gonzalez, ship's chairman; Deck Delegate G. Passapera; Educational Director Herbert Rolen, and Engine Delegate Juan Guaris. The ship paid off recently in Port Elizabeth, N.J. '}Q 'I Stonewall Jackson Committee Company Nurse Debbie Filarski (seated left) next to SlU Headquarters Repre­ sentative Leon Hall relaxes after giving shots to the Ship s Committee of the SSStonewailJackson (Waterman) of: Recertified Bosun Carl Lineberry, ship s chairman (center), and Deck Delegate Bill "W. J.' Roche. Standing (I. to r.) are: Educational Director John Cantrell; Steward Delegate Frank Pastrano, Chief Steward Harry Donnelly, secretary-reporter, and QMED Juan I. Gon­ zalez, engine delegate. The vessel paid off on Sept. 14 at the port of New Yom's Pier 7, Brooklyn. \ October, 1976 /• . • . ;/,• •il- r Baltimore Committee I Recertified Bosun William L. Osborne (left) ship's chairman of the SS Balti­ more (Sea-Land) leads the Ship's Committee and crew of (I. to r.): Chief Steward Jo6 be Lise, secretary-reporter; Deck Delegate Joe Chiramonte; Steward Delegate Harold M. Gooding, and Crew Messman A. Abdulla at a payoff on Sept. 21 in Port Elizabeth, N.J. ^ Page 27 I •V' �,.v Leonard S. BugajewskI, 61, joined the SIU in 1943 in the port of New York sailing as an AB. Brother Bugajewski sailed 40 years and upgrad^ to quartermaster at the HLSS in 1974. He was born in Delaware and I is a resident ofaiffwood Beach, N.J. James J. Connors, 66, joined the SIU in 1943 in the port of New York sailing as a deck engineer and bosun. Brother Connors sailed 36 years and is a veteran of the post-World War II U.S. Army. He was bora in Pawtucket, R.I. and is a resident of La Combe, La. Joseph C. Cyr, 56, joined the SIU in 1944 in the port of New York sailing as a fireman-watertender. Brpther Cyr sailed 31 years. He was bom in Madawaska, Me. and is a resident of St. David, Me. Recertified Bosun Joseph P. Gav­ in, 51, joined the SlU'in 1943 in the port of New York. Brother Gavin graduated from the Bosuns Recertification Program in March 1975. He was a ship's delegate in 1964 and is a machinist. Born in Wilkes-Barre, Pa., he is a resident of Arlington, Tex. Thomas M. Gower, 58, joined the SIU in 1948 in the port of New York sailing as a fireman-watertender. Brother Gower is a veteran of the U.S. Army in the European Theater of Operations during World War II. He is a former timberjack. A native of Aurora, N.C., he is a resident of Chesapeake, Va. Alexander S. Katsanevakis, 57, joined the SIU in the port of New York in 1961 sailing as a chief cook. Brother Katsaneyakis sailed 26 years and was on the Sea-Land Shoregang in Port Newark, N.J. from 1966 to 1976. He was born in Sitia, Greece, is a naturalized U.S. citizen, and is a resident of Highland Park, N.J. Thomas S. Lambeth, 49, joined the SIU in 1944 in the port of New Orleans sailing as a fireman-watertender and engineer with MEBA, District 2. Brother Lambeth received his engineering training in 1966. He was born in Alabama and is a resi­ dent of Leakesville, Miss. John W. MIms, 68, joined the SIU , in the port of New Orleans in 1967 sailing as a chief steward. Brother Mims sailed 27 years and during the Vietnam and Korean Wars. He was bora in Newport News, Va. and is a resident of San Francisco. Karl Olman, 65, joined the SIU in 1946 in the port of New York sailing as an oiler. Brother Olman sailed 32 years. He was born in Es­ tonia, U.S.S.R. and is a U.S. natural­ ized citizen. Seafarer Olman is a resident of Baltimore. Solomon Rosoff, 61, joined the SIU in 1946 in the port of Norfolk sailing as an AB. Brother Rosoff sailed 29 years and is a veteran of the U.S. Army in World War II. He was born in Philadelphia and is a resident of Miami Beach, Fla. Lawrence V. Springer, 66, joined the SIU in the port of New York in 1953 sailing as a fireman-water­ tender. Brother Springer sailed 43 years. He was born in La Vernia, Tex. and is a resident of Galveston. Sverre M. Stokke, 59, joined the SIU in 1944 in the port of Mobile sailing as aff AB. Brother Stokke sailed 42 years. He was born m Ber­ gen, Norway, is a U.S. naturalized citizen and is a resident of Mobile. Bobby LrMesserall, 55, joined the SIU in 1944 in the port of New York sailing as an oiler. Brother Messerall is a veteran of the U.S. Navy in World War II. He was born in Penn­ sylvania and is a resident of Reno, Nev. William H. Walter, 56, joined the SIU in 1942 in the port of Baltimore sailing as an oiler. Brother Walter is a veteran of the U.S. Navy in World War II sailing as a machinist. He was born in Baltimore and is a resident of San Francisco. John A. Sheerin, 65, joined the SIU in the port of Philadelphia in 1957 sailing as an AB. Brother Sheerin sailed 25 years. He was born in Ireland and is a resident of New­ ark, N.J. Henri'HUlion, 62, joined the SIU in 1945 in the port of Baltimore sail­ ing as a fireman-watertender. Brother Hillion walked the picket line in the 1961 N.Y. Harbor strike. He was bora in Plumeliau, France and is a resident of Newark, N.J. Earl G. Griffin, 52, joined the SIU in 1949 in the port of Tampa sailing as a bosun. Brother Griffin sailed 29 years and is a 1953 graduate of the Andrew Furuseth Training School, Mobile. He is a veteran of the U.S. Army in World War II. Born in Tampa, he is a resident there. Robert Ozollns, 67, joined the SIU in the port of New York in 1967 sailing as a fireman-watertender. Brother Ozolins sailed 12 years. He was born in Riga, Latvia, USSR, and is a naturalized U.S. citizen. Seafarer Ozolins is a resident of Toms River, N.J. Charles L. "Charlie" Mazur, 60, joined the SIU in 1947 in the port of New York sailing as a bosun. Brother Mazur sailed 38 years. He was born in Chicago, III. and is a resident of Sedona, Ariz. Ola Stornes, 65, joined the SIU in the port of New York in 1962 sailing as a chief electrician. Brother Stornes sailed 21 years. He was bora in Nesset, Norway where he was awarded a degree in electrical engi­ neering and design in 1932. Seafarer Stornes is a naturalized U.S. citizen and a resident of Brooklyn, N.Y. Simplicio Bisin, 65, joined the SIU in the port of Baltimore in 1960 sailing as a cook. He sailed 46 years. Brother Bisin was born in Cebu, P.I. and is a resident of Baltimore. Seafarers Welfare, Pension and Vacation Plans Cash Benefits Paid Number Aug. 26-Sept. 22,1976 SEAFARERS WELFARE PLAN ELIGIBLES Death In Hospital Daily @ $1.00 In Hospital Daily @ $3.00 Hospital & Hospital Extras Surgical Sickness & Accident @ $8.00 Special Equipment Optical Supplemental Medicare Premiums DEPENDENTS OF ELIGIBLES Hospital & Hospital Extras Doctors' Visits In Hospital Surgical Maternity Blood Transfusions Optical MONTH TO DATE YEAR TO DATE MONTH TO DATE / 9 454 225 14 5 5,297 — 89 14 102 4,763 2,187 111 23 47,331 9 1,024 ' 255 $ 27,500.00 454.00 675.00 2,155.25 1,465.00 42,376.00 — 2,525.50 1,715.00 $335,242.05 4,763.00 6,561.00 19,168.13 2,871.80 378,648.00 2,593.24 .30,616.58 12,968.20 96,549.59 2,715.25 16,335.45 4,900.00 90.00 2,385.25 983,112.85 27,211.89 154,966.83 51,800.00 1,098.50 26,418.59 64,335.65 19,924.89 4,739.94 2,150.00 2,122.05 — 165.27 280.00 16,093.50 409,828.95 245,310.92 39,691.25 20,018.00 14,326.39 630.79 4,949.03 1,816.00 121,787.60 362 68 100 13 1 83 PENSIONERS & DEPENDENTS Death Hospital & Hospital Extras Doctors' Visits & Other Medical Expenses .. Surgical Optical Blood Transfusions .......' Special Equipment Dental ; Supplemental Medicare Premiums SCHOLARSHIP PROGRAM TOTALS Total Seafarers Welfare Plan Total Seafarers Pension Plan Total Seafarers Vacation Plan ....... Total Seafarers Welfare, Pension & Vacation Amount 14 152 ^ 113 . 9 74 • — 2 1 2,095 3,458 668 . 963 147 14. 912 108 1.438 889 104 513 3 25 7 16,624 ^ YEAR TO DATE 6 75 2,294.42 27,788.40 9,200 2,559 1,455 81,753 20,108 12,673 313,947.01 641,893.98 654,095.92 13,214 2,924,187.99 5,079,721.89 6,107,455.98 114,534 MiV $1,609,936.91 $14,111,365.86 T i' > A Page 28 Sealers Log •...4"; �r>riy>5:-;^ :, _ •..."XV:"' I k Dispatchers Report for Groat Lakes SEPT. 1-30,1976 TOTAL REGISTERED Ail Groups Class A Class B Class C J' **REGI8TERED ON BEACH All Groups Class A Class B Oass C I.. I'. DECK DEPARTMENT Alpena Buffalo Cleveland " Frankfort Chicago Totals • Alpena .. Buffalo . Cleveland Detroit ,. Duluth .. Frankfort Chicago . Totals .. Alpena Buffalo Cleveland Detroit Duluth Frankfort Chicago Totals TOTAL SHIPPED All Groups aass A Class B Class C ':^f - ' ' •• ;;; •• 17 4 4 16 6 4 5 56 2 0 2 5 1 0 1 11 0 0 0 1 3 0 0 4 3 2 3 16 2 3 3 32 2 0 1 4 1 0 0 9 0 1 0 1 2 0 0 4 0 1 1 4 0 2 1 9 0 0 0 1 0 1 0 2 0 0 0 0 0 0 0 0 3 2 4 19 8 9 6 51 17 1 4 28 3 7 2 62- 2 4 3 32 2 5 1 49 84 57 13 4 6 24 18 9 478 16 2 5 18 5 5 1 52 0 1 0 10 0 0 0 11 10 3 3 11 3 1 3 34 2 0 0 3 0 0 2 7 0 2 1 2 5 0 1 11 ENGINE DEPARTMENT 3 11 1 5 1 0 3 2 0 22 5 2 11 4 0 5 O 0 3 0 0 52 23 3 4 1 2 6 1 1 3 18 2 0 2 2 0 0 1 7 0 2 0 0 5 0 1 8 0 0 0 0 0 0 1 1 0 0 0 1 0 0 0 1 0 0 0 0 0 0 0 0 6 6 0 3 4 22 15 0 6 17 1 2 0 41 11 12 3 45 10 14 7 102 75 56 121 STEWARD DEPARTMENT 4 2 1 0 5 0 15 1 4 0 4 2 1 1 34 6 !^ ..i'lf I 'i ; 'l' r !• '. i ENTRY DEPARTMENT Alpena ...; Buffalo Cleveland. ....... Chicago Totals Totals All Departments 148 1 2 164 81 15 . I Ir I 'M - V-? M "R^^ster^ o^?^ registered for shipping at the port last month. Registered on the Beach means the total number of men registered at the port at the end of last month. ' •' 1 ! ii , • . . 1^A. A. Bdms^inSRI^ ! T This IS the sixth part in a series of articles which the Seafarers Log will Eventually the series will be complied into a booklet so that Seafarers tm months, concerning Social Security, Medicare have all the infornUition on these programs in one place. A programs affect you and your I hope thisseries wiU be andid to you. Please let the know if you have e, as will the next few.) questions, lust write to me, care of Seafarers International Union, 67i •vv rpFourth Ave., Brooklyn, N.Y.11232. ' y1 H I. I ^ • y -111 MEDICARiE Nearty aU people 65 and oyer are eligible for medicare. Al^, fee following people under 65 are eligible: disabled people who Ime emuled to social secunty disability bene^ts for 2 cmj^iitive years or more; and people insured under social secu^^ nty wlmneed dialysis treatment or a kidney^ransplant because of permanent kidney faHure. Wives, husbands, or children of I ; insured people may also be eligible if they need kidney dialysis or a transplant. ^ ^ ¥ for medicare . = What kinds of 1_ Two kinds; Hospital lnsurance and medical insurance, medicare are there? : ' Whp is eligible for medicare's hospital insurance? "v.--,, ^ y _ ^ „. __ — — retirement benefits, you ar^ ^tomaficaJly eligible for pital insurance;if you are not. entitled to social security or railroad retirement benefits, you should ask about hospital ins^ ^ ance and medical insurance at your social security office. y Who is covered by medicare's medical The medical insurance part of medicare is voluntary and no one is covered automatiGallyy •• • • "c. :msurance?y; Yithm a specified period. - . y'^;' l' ' I PROOFS NEEDED FOR ME;DICAR1^ ARE 2. L6st year^^^ W-2 form, Or, if self-employed, your tax return and proof of paymehb 3. If not entitled to monthly social security benefits ^ ^ Alien registration r^ipt catd-^ October, 1976 Page 29 \ 1 •& : �Pensioner Stanley J. Brown, 69, died in New Orleans on Sept. 12. Brother Brown joined the Union in the port of New Or­ leans in 1956 sailing j as an oiler for Coyle Lines. He was born in New Orleans and was a resident there.. Surviving is his widow, Corinne. BUI L. Cole, 57, died in St. Louis on July 23 after a long illness. Brother Cole joined the Union in the port of St. Louis |in 1967 sailing as a jcook for Inland Tugs from 1966 to 1974.' He was a veteran of the U.S. Army in World War II. A native of Piggott, Ark., he was a resident there. Surviving •is his widow, Kathleen, and a daughter, Mrs. Sandra Scott, both of Piggott. Samuel A. Dooley, 53, died in the Uni­ versity of South Ala­ bama Medical Cen­ ter, Mobile on Aug. 4 after receiving a severe head injury in an auto accident wreck on Battleship Parkway, Mobile. Brother Dooley joined the Union in the port of Mobile in 1957 sailing as an oiler for the Mo­ bile Towing and Wrecking Co. from 1955 to 1976. He sailed 29 years and was a veteran of both the U.S. Army and the U.S. Marine Corps, in WorW War II. Boatman Dooley was born in Statesboro, Ga. and was a resident of Prichard, Ala. Burial was at sea. Sur­ viving are a sister, Mrs. Pearl L. Wil­ liams, and a foster son, Odis Gray, both of Mobile. V. Pensioner Francis D. Gonsoulin, 69, died of pneumonia in the New Orleans USPHS Hospital on Aug. 1. Brother Gon­ soulin joined the Union in 1942 in the port of New Orleans sailing as a bosun. He sailed 34 years. A native of Jeanerette, La., he was a resident of New Orleans. Burial was in Greenwood Cemetery, New Orleans. Surviving is his widow, Emelda. Pensioner Alfred J. "AI" Hamm, Jr„ 65, passed away from natural causes in the Staten Island, N. Y., USPHS Hos­ pital on July 21. Brother Hamm join­ ed the Union in the port of New York in 1953 sailing as a fireman-watertender for 27 years. He was bora in Brooklyn, N.Y. and was a resident of Syracuse, N.Y. Seafarer Hamm walked the picket lines in the 1961 N.Y. Harbor strike and 1965 Dis­ trict Council 37 beef and attended the SIU School of Marine Engineering in Brooklyn, N.Y. in the late '60s. Inter­ ment was in Greenwood Cemetery, Brooklyn. Surviving are two sisters, Mrs. Richard (Florence) W. Lalor of Syracuse and Mrs. Gladys H. Daly of Brooklyn. Pensioner James M. "Big Jim" Hand, 68, died of heart fail­ ure in the New Or­ leans USPHS Hospi­ tal on Apr. 1. Broth­ er Hand joined the Union in 1945 in the port of New York sailing as a chief electrician. He sailed 44 years, was on the picket line in the 1965 District Council 37 strike and was an HLSS upgrader. Seafarer Hand was a veteran of both the pre-World War II U.S. Army and World War II U.S. Navy. Born in Century, Fla., he was a resident of the port of Tampa. Crema­ tion took place in the Metaire Crema­ tory, New Orleans. Surviving are his widow, Florence; a son, James; a daughter, Ida and a brother, Charles of Decatur, Ga. Pensioner Angus J. Maceachem, 50, died in Detroit General Hospital of multiple injuries sustained in a fall on July 23. ^ Brother Maceachem Alfred L. "Al" joined the Union in Gibson, 25, was lost the port of Detroit in at sea at night off 1961 sailing as a deckhand for Dunbar the containership SS •apt and Sullivan from 1956 to 1976 and for Philadelphia (SeaMerritt, Chapman and Scott from 1960 Land), his first and to 1961. He was a veteran of the U.S. only ship, as the ves­ Army in World War II. Born in Detroit, sel sailed from the he was a resident of Westland, Mich. port of Anchorage, Burial was in St. Hedwig Cemetery, Alaska on Aug. 1. Brother Gibson Dearborn Heights, Mich. Surviving are joined the SfU in the port of Piney. his widow, Christine; three sons, James, Point in 1974 sailing as an OS. He was Eugene and Donald, and two daughters, a top, 90 percent average HLSS grad Mary and Shelia. and assistant bosun there. Seafarer Gib­ son, who also sailed as a wiper, atPensioner Claud C. Pipkin, 72, died ^tgnded the University of Virginia for of cancer in the Norfolk NSPHS Hospi­ two years, had a B.A. in Russian from tal on Aug. 29. Brother Pipkin joined the University of Washington and was the Union in the port of Norfolk in a graduate of the U.S. Army Intelli­ 1960 sailing as an engineer for the gence School and the U.S. Marine McAllister Brothers Towing Co. from Corps IBM Computer Sciences School 1952 to 1970. He was a veteran of the Iwhile he was in the Corps from 1971 to Armed Services in World War II. Born 1973. He was born in San Diego, Calif, in 'Blounts Creek,' N.C., he was a resi­ nnd was a resident of the port of Seattle. dent of Norfolk. Interment was in Rose­ Surviving are his mother, Josephine, wood Memorial Park Cemetery, Vir­ and a brother, Brian, both of Spring­ field, Va. ginia Beach, Va; Robert N. "Bobby" Leighl, 30, died in the Winchest­ er (Va.) Memorial Hospital on Aug. 21 of multiple injuries he sustained when" the car he was driv­ ing at night collided with a tractor-trailer rig on a Win­ chester highway. Brother Leight joined the SIU in the port of Baltimore in 1967 sailing as an AB. He attended the An­ drew Furuseth Training School in San Francisco and Brooklyn, N.Y. in 1965 and was a 1967 graduate of the HLSS. Seafarer Leight sailed 10 years and at­ tended a 1970 SIU Crews Conference at Piney Point, Md. He was a veteran of the U.S. Air Force. Born in Martinsburg, W. Va., he was a resident of Win­ chester. Burial was in Middleway Cem­ etery in West Virginia. Surviving are his widow, Shiela; a daughter, Kelly; his parents, Mr. and Mrs. Roy Leight and a brother, Donald, all of Winchester. Pensioner John D. Lewis, Jr., 79, died of heart failure at home on Aug. 19. Brother Lewis joined the Union in 1938 in the port of New York sailing as a chief steward. He sailed 62 years and during World Waf II. Sea­ farer Lewis hit the bricks in the 1961 Greater N.Y. Harbor beef. A native of Massachusetts, he was a resident of Freeport, L.I., N.Y. Interment was in Greenwood Cemetety, Brooklyn, N.Y. Surviving is a niece, Nancy Clarke of Equinunk, Pa. William G. Link­ er, 61, died of respi­ ratory failure in a Philadelphia hospital on July 9. Brother Linker joined the SIU in the port of Philadelphia in 1958 - sailing as a firemanwatertender. He sailed 36 years and at­ tended a Piney Point Educational Con­ ference. Born in Philadelphia, he was a resident there. Cremation took place in Philadelphia. Surviving are his widow, Grace; three sons, HLSS graduate David' of Philadelphia, Michael and John, and three daughters, Maria, Wini­ fred and Shirley. Pensioner Faustino I. Ayson, 69, died of cancer of the lung in the Hacienda Convalescent Hospi­ tal, Pacific Grove, Calif, on July 19. Brother Ayson join" ed the Union in the port of New York in 1953 sailing in the steward department for 33 years. He was a veteran of the U.S. Navy in World War II. Seafarer Ayson was bora in the Philippine Islands and was a resi­ dent of Terra Bella, Calif. Burial was in St. Ann's Cemetery, Terra Bella. Sur­ viving are his widow, Edita;-two sons, Andrew and Faustino, Jr.; a daughter, Mary of New York City, and a brother, Placido of Oakland, Calif. Ronald J. Mc­ Laughlin, 35, died on Aug. 12. Brother McLaughlin joined the SIU in the port of New Orleans in 1970 , sailing as an AB. He >sailed during the \ Vietnam ;.War and was a veteran of the U.S. Army. Sea­ farer McLaughlin graduated from the New Orleans Andrew Furuseth Train­ ing School in 1965 and upgraded at Piney Point. Born in Ansley, Miss., he was a resident of St. Bernard, La. Sur­ viving are his widow, Frances and his mother, Mrs. Leona Green of Lakeshore, Miss. Pensioner WUIiam H. Moody, Sr., 78, died of a heart attack in the Veterans Ad­ ministration Hospi­ tal, Boston on Aug. 21, Brother Moody joined the Union in 1945 in the port of -New York sailing as a chief electrician. He sailed 19 years and walked the picket line in the 1962 Robin Line strike. Seafarer Moody was a veteran of the U.S. Army in World War II. A native of Gloucester, Mass., he was a resident of Watertbwn, Mass. Interment was in Ridgelawn Cemetery, Watertown. Surviving is his widow, Marion. Norman H. Fierce, 52, died on Sept. 17. brother Pierce join­ ed the SIU in the port of San Francisco * in 1962 sailing as an ^ oiler. He sailed 34 * ^ years and was a member of the Sail­ ors Union of the Pacific from 1943 to 1961. Born in Old Orchard, Me., he was a resident of Long Beach, Calif. Surviving are his widow, Margaret and two sisters, Mrs. Esther Baldwin of Wilmington, Calif, and Mrs. Gloria McDougal oflSacco, Me. David C. Rich, 62, ''^died of heart disease V in New , Orleans on May 21. Brother Rich joined the SIU in 1949 in the port oLNew York sailing as a bosun and cook and baker. He sailed 36 years and was a veteran of the U.S. Army in World War II. Born in Han­ over County, Va., he was a resident of New Orleans. Burial was in St. John's Cemetery, New Orleans. Surviving are his widow. Vera; his mother, Anna, both of Newark, N.J., and two sisters, Mrs. Maude L. Dioda of Mount Lake Terrace, Wash, and Mrs. Neale Con­ nolly of Newark, N.J. George F. Llanos, 52, died of a heart at­ tack in the Kessler Hospital, Hamrrlonton, N. J.on Aug. 28. Brother Llanos join^ ed the SIU in the port of New York in J 1955 sailing as a fireman-watertender. He sailed 24 years and was a veteran of the pOst-World War II U.S. Army. Seafarer LlanOs was bora in Trinidad, B.W.I, and was a resident of Mays Landing, N.J. Sur­ viving are his widow, Marie; a son, George, Jr., and a daughter, Gina. - Page 30 Seafarers Log •' 4'v, .".s �iwwmetHv'-t" Kenneth K. Rob­ inson^, 24, died on Sept. 11. Brother Robinson joined the SIU in the port of Mobile in 1969 sail­ ing as an OS. He was a HLSS upgrader and a Mobile An­ drew Furuseth Training School gradu­ ate that same year. Seafarer Robinson was born in Alabama and was a resi­ dent of Irvington, Ala. Surviving are his parents, Mr. and Mrs. William K. Rob­ inson of Irvington. Pensioner Albert R. Trotman, 89, died of a heart attack in Bridgetown, Barba­ dos, West Indies on May 9. Brother Trot« map joined the Union in 1939 in the port of Boston sail­ ing in the steward department for 53 years. He also sailed with the Eastern Steamship Line. Seafarer Trotman was a veteran of the pre-World War I U.S. Army Calvary. Born in Barbados, B.W.I., he was a resident there and was a naturalized U.S. citizen. Burial was in Westbury Cemetery, Barbados. Surviv­ ing is his widow, Florence. Pensioner Alfred Uhler, 65, died of a heart attack in the Rahway (N.J.) Hos­ pital on June 13. Brother Uhler joined the Union in 1947 in the f)ort of New York sailing as a firemanwatertender. He sailed 31 years and hit the bricks in the 1961 N.Y. Harbor beef. A native of the Philippines, he was a resident of Rahway. Interment was in St. Gertrude's Cemetery, Colonia, N.J. Surviving are his widow, Perfecta of W. Babylon, L.I., N.Y.; two daughters, Mrs. Alice U. Sison of Queens N.Y. and Ruperta of Manila; a.sister, Mrs. Mer­ cedes V. Apdes, and a nephew, Fred Andes, both of Elizabeth, N.J. Pensioner James W. "Jake" Wood, Jr., 57, died of a heart attack in Tampa on Aug. 3. Brother Wood joined the Union in the port of New York in 1952 sailing as an oiler. He sailed 31 years. Born in Tampa, he was a resident theri. Cremation took place in the West Coast Crematory, Tampa. Surviving are his mother, Mary; two sisters, Mrs. Ann W. Tudor and Mrs. Gordon (Eva) E. Clay, both of Tampa, and several nieces and nephews. Charles E. Wynn, 58, died on July 7. Brother Wynn join­ ed the SIU in the port of Wilmington in 1956 sailing as a firenfan-watertender. He smled 20 years and was a veteran of the U.S. Army. A native of Portageville. Mo., he was a resident of Wil­ mington, Calif. Surviving are an aunt and uncle, Mr. and Mrs. Rudy (Alice) Wynn of Ypsilanti, Mich. October, 1976 Glenymore Royal, Sr., 65, passed away .on Aug. 6. Brother ^oyal joined the SIU in the port of Hous­ ton in'1971 sailing as a third cook. He sailed 15 years and was a veteran of the U.S. Navy in World War II. Born in St. Stephens, Ala., he was a resident of Mobile. Surviving are his parents, Mr. and Mrs. Gilbert Royal, and a sister, Janyce, all of Mobile. Gerald F. Conant, 55, died of a heart attack enroute to the New England Medi­ cal Center, Boston on July 4. Brother Conant joined the SlU in the port of Boston in 1959 sail­ ing as a bosun. He sailed 24 years and was a veteran of the U.S. Army in World War II. A native of Rockland, Mass., he was a resident there. Burial was in St. Patrick's Cemetery, Rock­ land. Surviving are his widow, Marjorie; two sons, James and Robert; two daughters, Patricia and Phyllis, and his parents, Mr. and Mrs. Gordon F. Con­ ant of Rockland. Pensioner Joe B. Farrow, 73, died of a cerebral stroke in the Columbus (Ga.) Medical Center on June 11. Brother Farrow joined the Union in 1947 in the ."V port of Savannah sailing as a chief steward. He sailed 29 years. Born in Georgia, he was a resi­ dent of Dawson, Ga. Interment was in Floral Memorial Gardens Cemetery, Albany Daughtery, Ga. Surviving are a son. Jack of Columbus, Ga., and two daughters Ollie Mae of Savannah and Mrs. Nellie Lee Wohlforth of Albany, Ga. John R. Hansen, 56, died of natural - causes in the Brook­ lyn (N. Y.) Veterans Administration Hos­ pital on Sept. 11. Brother Hansen join­ ed the SIU in the port of New York in 1955 sailing as an AB. He sailed 26 years and was a vfeteran of the U.S. Army in World War II. A native of Brooklyn, N.Y., he was a resident there. Bufial was in the U.S. National Cemetery, Farmingdale, L.I., N.Y. Sur­ viving are his widow, Suzanne, and his parents, Mr. and Mrs. Henning Han­ sen. Pensioner Alfonso Rivera, 66, passed away on Aug. 8. Brother Rivera join­ ed the Union in 1939 in the port of New York sailing as a chief steward. He sailed 48 years, was on the picket line in the 1965 District Council 37 strike and was a 1960 SIU Personal Safety Award winner for sail­ ing aboard an accident-free ship, the SS Clairborne. A native of San Juan, P.R., he was a resident of Elizabeth, N.J. Surviving are hi^widow. Carmen; a son, Felix, and four daughters Mendelyn, Brunilda, Lillian and Mary. Pensioner Eldred L. Bates, 67, died of heart disease in New Orleans on Aug. 13. Brother Bates joined the Union in 1947 in the port of Mobile sailing as a chief steward. He sailed 31 years and was a veteran of the U.S. Army in World War II. Born in Sum­ mit, Miss., he'was a resident of Marksville. La. Interment was in the. Marksville Cemetery. Surviving is a widow, Mabel. ^1^^ Pensioner Edward A'. Nelson, 63, passed away on Aug. 14. Brother Nelson joined the Union in the port of Mobile in 1956 sailing as a cap­ tain. He sailed 31 years. A native of Alabama, he was a resident of Bayou La Batre, La. Surviving are his widow, Maudine; his father, Elisha, and two brothers, Daffin and W. M. Nelson, all of Bayou La Batre. Pensioner Floyd F. Gilbert, 76, died of suffocation on arrival at the West Shore Hospital, Mainstee, Mich, after choking on a piece of food on May 23. Brother Gil­ bert joined the Union in the port of Elberta, Mich, in 1953 sailing as an AB and wheelsman for the Ann Arbor (Mich.) Car Ferries from 1926 to 1965. He was bora in Watervale, Mich, and was a resident oL Arcadia, Mich. Interment was in Con­ way Cemetery, Arcadia. Surviving is his widow, Alice, and a sister. Fay of Elberta. Michael W. Noland, 27, died on Aug. 14. Brother Noland joined the Union Pensioner William in the port of St. Louis in 1974 sailing H. Howell, 84, died as a deckhand for the Inland Tugs Co. of lung cancer in the Norfolk- USPHS from 1973 to 1974, the National Ma­ Hospital on May 22. rine Service Co. from 1974 to 1976 and Brother Howell join­ for the Federal Barge Lines. He was ed the Union in 1946 born in Cape Girardeau, Mo. and was I in the port of New a resident there. Surviving are his I York sailing as a father, Sherril of Port Charlotte, Fla.; deck engineer. He sailed 48 years and - /z. sister, Cheryl of Benton, Mo., and an on the American Coal Co. ships. Sea­ aunt, Mrs. Novella Noland of Jackson­ , farer Howell was a veteran of the pre- ville, Fla. World War II U.S. Navy. Bom in the port of Norfolk, he was a resident of Portsmouth, Va. Interment was in Elmwood Cemetery, Norfolk. Surviving arc a son, William of Norfolk; a sister, Mrs. J. G. Holmes of St. Petersburg, Fla., and a granddaughter, Elizabeth H. Bennett of Virginia Beach, Va. Ilfenry Jones died in Tampa's St. Jo­ seph's Hospital on Aug. 18. Brother Jones joined the Union in the port of Tampa sailing for the Tug Management Co. from 1970 to 1975. He sailed 23 years and was a resident of Tampa. i':y' ^3^ ; . •V Melford L. Grier, 63, passed away on July 20. Brother Gri­ er joined the Union in the port of Buffalo in 1971 sailing as a second engineer and fireman - watertender for 13 years. He was born in Soo, Mich, and was a resident of Dearborn, Mich. Surviving is a daughter, Mrs. Gail Elisson of Lansing, Mich. A r "j * •f Pensioner Carl E. Jackson, 67, died of a heart attack in the Northshore Hospital, Grand Marais, Minn, on Aug. 4. Brother Jackson joined the Union in the port of Buffalo in 1959 sailtering as a fireman-watertender for the Kinsman Marine Transport Co. He sailed 34 years. Bom in Grand Marais. he was a resident there. Burial was in Poplar Grove Cemetery, Grand Marais. Surviving are his widow, Mary Louise; a son, Russell, and a daughter, Barbara. Si -i -! • If Pensioner Joseph R, Jackson, 78, " passed away on July 27. Brother Jackson joined the Union in the port of Buffalo in 1961 sailing as a tug fireman - watertender for the Great Lakes Towing Co. from 1938 to 1962. He was a veteran of the U.S. Navy in World War I. A native of Buffalo, he was a resident of Hamburg, N.Y. Surviving are his widow, Helen; a son, Ronald Vernon, and two daughters, Mary and Jean.Pensioner Arthur C. Nelson, 69, died of natural causes in the Brooklyn, N.Y. Veterans Adminis­ tration Hospital on July 29. Brother Nel­ son joined the Union in the port of New York in 1960 sailing as a tug deckhand for the Bush Terminal Railroad Co. from 1928 to 1964. He was a veteran of the U.S. Air Forces in World War II. Born in Brooklyn, he was a resident there. Burial was in the U.S. National Cemetery, Farmingdale, L.I., N.Y. Surviving is a sister, Mrs. Mabel Sandquist of Brooklyn. 1 •, f I u I Pensioner James A. Turner, 72, died of cancer of the liver in the Memorial Medical Center, Corpus Christi, Tex. on July 16. Brother Turner joined the Union in the port of Houston in 1957 sailing as a cook for the Standard Dredge Co. from 1940 to 1947, the Sudeman-Young Towing Co. in 1947, G & H Towing Co. and the Marine Towing Co. of Arkansas. He was born in Buckville, Ark. and was a resident of Corpus Christi. Burial was in Memory Gardens Cemetery, Corpus Christi. Page 31 ' •••?"rf:.- �iiHi HHHilillll To Holt Chill Exposure 50%, Do H.E.L.P. or Huddle Your Chances of Survival in Cold YUafer Are Better If You Know What to Do As many oldtime Seafarers will rer call, on Oct. 9, 1967 in the chilly waters of the North Pacific, 670 miles south­ east of Alaska's Aleutian Adak Is., the SlU-contracted 8,157-ton SS Panoceanic Faith went down with 36 of the 41-man crew lost. Twenty-seven of those who died were Seafarers. Rescued., when the 495-foot ship foundered after she ran into 40-knot winds and 20-foot waves which tore off hatch covers to flood her forward holds were five Seafarers: Oiler Gordon L. "Roy" Campbell, ABs Lewis E. Gray, Jr., Oscar C. Wiley and Edwin D. Johnson, and John O, Kirk of the en­ gine department. Abandon ship began on the sinking vessel carrying fertilizer when she took on a 30-degree list which knocked out one of the two lifeboats aboard. There­ upon, at about 3 p.m., 30 Seafarers, at­ tempting to dislodge the other jammed 65-man lifeboat, jumped into her. Un­ fortunately, she tilted tossing them into the 40-degree seas as the doomed Panoceanic Faith sank in minutes taking the lifeboats with her. Fortunately, three military planes, unable to Iwd because of the high seas, dropped 12-man ^nd 22-man liferafts with survival gear to the swimming sea­ men. Four hours later, Seafarers Campbell and Gray were the first t^be picked up. Brothers Johnson, Wiley and Kirk spent the night in the frigid waters to be saved 19 hours later at 10 a.m. the next morn­ ing. The Cold Can Kill Now you may ask yourself or imag­ ine, why did these five survive and the other 36 die in their lifejackets? Most probably they died of the COLD. The human body in no time gives up its 98.6 life-giving heat to the chilly ocean. As the chilled blood goes into the heart and brain slowing them, the results are un­ consciousness, fibrillation and heart failure as the body's central core cools to about 85 degrees or below. This con­ dition, called hypothermia, kills 23 times faster in water than on land. Half the drowing deaths in 1975 were at­ tributed to this condition. Another factor to be considered is that 20 percent of the deaths may have been caused by spiritual failure or the will to live. Facing death, many may have lost the will to live andlgave up. Also involved in your survival chances is the size of your body build or frame and the amount of body fat you have. How- H. E. L. p. U-WuirwarMs' ,1. I^ognize the symptoms of an e^xposure victim qmckly. He might 1 be pale, unconscious, have cpnV stricted pupils, be shivering vioIenUy, have rigid muscles, slow and labored breathing and an irre^iar, slow ' pulse. He may appear to be intoxir I cated, biit he's not. I r 2i Place the survivor in a sheltered I area and remove his wet clothing imI mediately. t 3. Prevent "afterdrop." This hap­ pens when heat appli^ to the ex­ tremities causes blood vessels there to relax allowing cold blood to re­ turn to the body core thus lowering • temperature which could result in . death. 4. To avoid "afterdrop"; apply ex^ temal l^eat only to the body trupl^ right aWay. 5. Best bet is to put the victim inhl hot bath or shower of 105 td l i| l degrees^ Or apply only heated blab;* kets; Odd ones cause "iafterdrop.''(' 6, Artd apply hot water bottles^ wbrm air and, if you have it, admin­ ister heated, humidified oxygen ^p be inhaled. s .1 7. Finally, give warm liquids biit take care tfiat the survivor doesn't inhale them into bis lungs. AJcohol, despite popular myth, is a no-no. It produces "afterdrop." MEMBERSHPMEETIIGSr SCHBWLE Date Pott New York Nov. 8 Philadelphia Nov. 9 Baltimore Nov. 10 Norfolk Nov. 11 Jacksonville Nov. 11 Detroit Nov. 12 Houston Nov. 15 New Orleans Nov. 16 Mobile Nov. '7 San Francisco Nov. 18 .Wilmington Nov. 22 Seattle Nov. 26 Piney Point Nov. 13 San Juan .......... Nov. 11 Columbus Nov. 20 Chicago Nov. 16 Port Arthur Nov. 16 Buffalo Nov. 17 St. Lpuis Nov. 19 Cleveland ... ... Nov. 16 Jersey City Nov. 15 HuddHng J' Deep Sea Lakes, Inland Waters 2:30 p.m 2:30 p.m.-' 2:30 p.m 9:30 a.m. 2:00 p.m. 2:30 p.m. . 2:30 p.m 2:30 p.ni 2:30 p.m 2:30 p.m 2:30p.m 2:30 p.m 10:30 a.m i. 2:30 p.m ' UIW 7:00 p.m. 7:00 p.m. 7:00 p.m. 7:(X) p.m. — — 7:00 p.m. — — — — — — 1:00 p.m. 5:00 p.m. ever, chances for survival are good, if you know how to survive. A combinaof this and not giving up hope of rescue will add greatly to your survival time —which is of the essence. Until five years ago, cold water sur­ vival seemed bleak. However, a "Man in the Cold Water" research team of Drs. John Hayward, Martin Collis and John Eckerson of the University of Vic­ toria, British Columbia, Canada, spent five years studying physiological re­ sponses of the body of volunteers and themselves to long-term immersion in the cold ocean. % They found that if you stayed still in the water and kept your body warm, it would extend your survival time by 50 percent. They also designed a UVic Thermofloat jacket which, they say, can increase life expectancy from 2 to 3 hours to 9-10 hours in 50 degree water. By making infrared photometry pic­ tures and recording temperatures of the 500 volunteers in the cold water from the ship, they showed second-by-second that most body heat was lost from the groin and the sides of the chest. They say it takes from 10 to 15 min­ utes for the heart and brain to begin to .cool. After 45 minutes in the chill wa­ ters of Puget Sound, their body tem­ peratures dropped 5 degrees, their lips were blue from the cold and their arms, legs, hands and feet were starved for warmth. Their research, beside providing tips on how to stay alive in cold water in the accompanying box, produced the 15Vi pound foam buoyant, heat-giving UVic Thermofloat orange jacket which can in 30 seconds, like a wet suit, wafm the body with the thin film of water inside the jacket lining. A fluorescent red hood attracts rescuers and warms the head and a flap warms the groin. Side pockets hold a miniature, inflat­ able lif^aft and a waterproof flare gun. ^ y^ir ulfeiWm *; 1. Put on warm, wool clothing and Almost 50 percent of body heat is lost through the head. 2. Wear a Personal Flotation Devi^ (PFD) as the foam y^ti Floatcoat, warm lifejadket or UVIC Thermofloat-jacket whose jdcket, hood and flaps heat up the sides of the vulnerable chest, hea(^ neck and groin., 3. if you can, enter the water as slowly as possible knd get on a liferaft, piece of ship superstructure, up­ turned lifeboat, etc. 4. If ridt, don't move or swim. It cah increase your survival tiijie a third or half when warm. Keep your head clear of the water, if possible. Stay calm and collected and THINK. Decide to make for shore if it's nearby. In calm water above 50 de­ grees, a man can do a mile. In choppiy seas below 50 degrees, forget it. Wait Tor rescue. Stay afloat and conserve body heat. Swimming through in­ creased circulation, even for 15 min­ utes, cools the blood near the skin pri the shoulders, arms, legs, nfeck, chest sides and groin. Retunung^o the heart and body core, it lowers the body Si lfybtt haVeno PFD, tread water V Cold -Water or use the drownproof float where the head is submerged and air is taken in every 10-15 seconds. Tread­ ing induces a 34 percent greater cool­ ing rate than when staying still which keeps you afloat longer. Drownproofing floating results in n 82 percent greater cooling rate" in 50 degree water. 6. Get into the Heat Escape Less­ ening Posture (H.E.L.P.)^which in­ creases chances of survival by 50 percent over drownproof floating and 100 percent over treading, by lean­ ing back in the water, tuck your crossed legs up in front of you with your knees and thighs as tight as pos­ sible against your stomach to keep your groin warm, then tuck your upper arms and elbows tightly into the sides of your chest and fold your forearms against your chest. Relax if you get cramps. 7. Huddle in small groups face-|n and cling with chests together as close as possible. Survival time in 50 degree water in both positions above is fotn hours or twice that of a swimmer, 8. Assure yourself you can make it, brother. And keep a stiff,: upper' lip; Page 32 - Extend Survival Time Seafarers Log Ji-: . .•)_ /• . • • . S; �Kevin Bertel Seafarer Kevin Bertel has been sail­ ing with the SlU since 1973. A grad­ uate of the trainee program at the Harry Lundeherg School, Brother Bertel aho upgrad­ ed to FOWT at the School before attending the "A" Sen­ iority Program. Born in Omaha, Neb., Brother Bertel now lives in Winona, Minn, and ships from the port of Hous­ ton. Warren Stein Seafarer Warren Stein first shipped out with the SlU in 1974 after graduat­ ing from the Harry Lundeberg School. Sailing in the engine department. Broth­ er Stein also up­ graded to FOWT at the Lundeberg School and he plans to return in the near future to study for his QMED endorsement. Brother Stein is a native and resident of Baltimore. He ships out of the port of Houston. Alan Hooper David Mull 18 Get Full "A" Books This month, for the first time, 18 Seafarers graduated from the "A" Seniority Upgrading Program, bring­ ing to 280 the total number of Sea­ farers who have completed this pro­ gram. This month's graduates are Glenn Paulson, Frank Bermudez, Don Merson, Thomas Gaston, Tim Walden, David Mull, Alan Hooper, Kevin Bertel, Thomas Lasater, John Wells, Glenn Gomes, Warren Stein, George Berry, Robert Hemming, Mark Foxvog, Charles Haller, Richard Turpin and Thomas Moore. The "A" Seniority Program was first expanded from six to 12 Sea­ farers per month in August and now to 18 men each class because the Union has not been able to keep up with the' number of "A" book mem­ bers who are retiring or passing away. By increasing the number of Union members wbo upgrade through the program, the SIU can insure that there will always be qualified Union members to carry on our tradition of manning SlU-contracted ships with the best trained and most qualified seamen in the merchant marine. Charles Haller Tim Walden Seafarer Charles Haller graduated from the Harry Lundeberg School seven years ago. Sailing in the en­ gine department. Brother Haller up­ graded to FOWT before returning to the Lundeberg School for the "A" Seni­ ority Program. Brother Haller ships from the port of Philadelphia. He is a native and resident of New Jersey. Seafarer Tim Walden has been sailing with the SIU since 1972. A grad­ uate of the Harry Lundeberg School, Brother Walden ships in the deck department as an AB. Brother Wal­ den ships from the port of Houston. He is a native and resident of Areola, Tex. Seafarer Alan Hooper graduated from the Harry Richard Turpin Lundeberg School in 1973 and began Seafarer Richard sailing in the engine Turpin began sail­ department. Ship­ ing in the engine de­ ping as a pumpman partment with the or QMED, Brother SlU in 1970. Be­ Hooper also grad­ fore attending the uated from the Lundeberg School's "A" Seniority Up­ LNG/LPG course before starting the grading Program "A" Seniority Upgrading Program. A Brother Turpin ob­ native and resident of Cape May, N.J., tained his QMED Brother Hooper ships from the port of endorsement at the Harry Lundeberg Philadelphia. School. Born in England, Brother Tur­ pin now lives in San Francisco and ships from that port. Thomas Moore Frank Bermudez Seafarer Frank Bermudez began sailing with the SIU after graduating 'from the Harry Lundeberg School in 1972. Brother Bermudez, a U.S. Navy veteran, also earned his AB ticket at the Piney Point school. A na­ tive and resident of Tucson, Ariz., Brother Bermudez ships out of the port of Seattle. Seafarer Thomas Glenn Gomes "Phil" Moore began sailing with the SIU Seafarer Glenn after graduating Gomes first shipped from the N.Y. An­ out with the SlU in drew Furuseth 1972 after complet­ Training School in ing the trainee pro­ 1970. Brother gram at the Harry Moore, who sails in Lundeberg School. the engine depart­ Brother Gomes ment, obtained his QMED endorsement sails in the deck at the Harry Lundeberg School before department as an starting the "A" Seniority Upgrading AB. Born at the Larsen Air Force-Base Program-. A native and resident of New in Washington, Brother Gomes now York City, Brother Moore ships from lives in Auburn, Wash. He ships from the port of New York. either Seattle or New Orleans. Thomas Lasater I • . Seafarer Glenn Paulson graduated from the Harry Lundeberg School in 1973 and began sailing in the deck department. Before attending the "A" Seniority Upgrad­ ing Program Bro­ ther Paulson upgraded to AB at the Piney Point school. A native and resi­ dent of Seattle, Brother Paulson ships from that port. Seafarer George Berry has been sail­ ing with the SIU since graduating from the Harry Lundeberg School ^ School three years ago. Brother Berry * J ships as an FOWT, • an endorsement he earned at the Piney Point school before entering the "A" Seniority Upgrading Program. Born in St. Louis, Brother Berry now lives in Hastings, Mich, and ships from the port of New York. ii., s • if t'••i - • t- r • i^ • V- > ' ^ Robert Hemming Seafarer Robert Hemming has been shipping with the SIU for three-andone-half years. A 1973 graduate of the Harry Lunde­ berg School, Bro­ ther Hemming re­ f I 1 / / turned to the school to earn his FOWT rating and later his QMED endorsement. Brother Hem­ ming is a native and resident of Wal­ dorf, Md. He ships out of the port of Norfolk. Seafarer Mark Foxvog has been shipping out with the SIU since grad­ uating from the trainee program at the Harry Lunde­ berg School in 1973. Sailing as an AB, Brother Fox­ vog also earned his green ticket at the Lundeberg School before starting the "A" Seniority Upgrading Program. Brother Foxvog is a native and resident of Round Lake, III. He ships from the port of Yokohama. Thomas Gaston Seafarer Thomas Gaston began saitk ing with the SIU in • 1974 after graduat­ ing from the Harry Lundeberg School. A member of the deck department. Brother Gaston earned his AB ticket at Piney Point and also graduated from the School's LNG/LPG training program. Brother Gaston is a native and resident of Mobile. He also ships from the port of Mobile. 1f George Berry Don Merson John Wells Seafarer Thomas Seafarer John Lasater graduated Wells first shipped, from the Harry with the SlU in Lundeberg School 1970 after graduat­ and began shipping ing from the Harry out in the deck de­ Lundeberg School. partment in 1969. Sailing in the deck Returning to Piney department. Broth­ Point last year. er Wells returned Brother Lasater to Piney Point to also upgraded to AB at the Lundeberg School. Brother Lasater was born in earn an A B ticket in 1973. Brother Oakland, Calif, and now lives in Ma- Wells was born in New York City and raga, Calif. He ships out of San Fran­ now lives in Morrisville, Pa. He ships from the port of Philadelphia. cisco. October, 1976 , Seafarer David Mull started sailing with the SIU in 1973 after graduat­ ing from the Harry Lundeberg School. A member of the black gang, Brother Mull returned to Piney Point to up­ grade to FOWT before attending the "A" Seniority Program. Brother Mull is a native and resident of North Caro- • Una, and ships from the port of Jack­ sonville. MarkFoxvog Glenn Paulson I ^ Seafarer Don Merson graduated from the trainee program at the Harry Lundeberg School in 1972. Shipping in the deck department. Brother Merson re­ turned to Piney Point to earn his AB ticket before at­ tending the "A" Seniority Upgrading Program. Brother Merson is a native of Baltimore and still lives in his home­ town. He ships out of the port of Jack­ sonville. Page 33 ^ i' li �; Three Get Towboat Diplomas Diesel Class Graduates Seven SlU Boatmen with their towboat operator diplomas Mike Bailey (left) Ed Oliver (center) and James Bane pose on the towboat Susan Collins at the HLSS in Piney Point, Md. with (2nd from left) course Instructor John Luykx and (2nd right) the school's vocational education director, Robert Kalmus. Diesel Course Instructor Bill Eglinton (rear left) is with his latest class of graduates surrounding a diesel engine at the Lundeberg School. From left are: Thomas Brown; Walter Jarvis; Gene Woturski; Richard Cox; Curtis Wil­ liams; Henry Principe and Robert Hedrick. Robert of Erie, Pa. Charles W. Maynard, formerly of Erie, asks that you contact him at Tower Trailer Ct., B-11, Carteret, NJ. 07008. George Annis Mrs. Faye Annis requests that you contact her at 109 Livingston Ave., Arabi, La. 70032. Cash Lee Luongo asks that you contact her at (603) 887-3925. Ai W. Spanraft Anita Reed asks that you call her in Slidell at 643-8030 or 643-9357. Nicholas Sakellarides Please call the Editor of the Log at (212) 499-6600, Ext. 242. Edward L. Bishop Please contact Union Headquarfers relative to monies due you from Falcon Carriers. Peter Drewes Liz asks that you call her as soon as possible at (313) 774-4898. William Brack Freddy Landron Teddy Landron asks that you con­ tact him as soon as possible at 30 West­ minster Rd., Brooklyn, N.Y. 11218. . Mrs. Marie Brack requests that you contact her as soon as possible at 118 MacDougal St., New York, N.Y. 10012 or call her at (212) 674-0579. ^A' Seniority Honor Rpll Now Numbers 280 Following are the names and departments of the 280 Seafarers who have completed the 'A' Seniority Upgrading Program. ' ar'- Adams, Francis, Deck Alfeo, Luciano, Engine Allen, Lawrence, Engine Allison, Murphy, Engine Ahmad, Bin, Deck Ames, Allan, Deck Andrepont, P. J., Engine Armitstead, Daniel, Engine Arnold, Mott, Deck Aversano, Clifford, Engine Barnett, Jay, Engine Bartol, Thomas, Deck Baxter, Alan, Engine Bean, P. L., Deck Beauverd, Arthur, Engine Bellinger, William, Steward Bermudez, Frank, Deck Berry, George, Engine Bertei, Kevin, Engine Beruiis, William, Deck Biletz, John, Engine Bishop, Floyd, Steward Blacklok, Richard, Engine Blasquez, Gregory, Engine Biigen, Archie, Engine Bohannon, Christopher, Engine Boien, James, Deck Boien, Timothy, Deck Boies, John, Engine Brackbili, Russell, Deck Brooke, George, Engine Bruschini, Mario, Steward ' Burge, Bernard, Engine Burke, Lee Roy, Engine Burke, Timothy, Deck Burnette, Barney, Steward Butch, Richard, Engine Calo, Jose, Engine Cammuso, Frank, Deck Carhart, David, Deck Carruthers, Francis, Engine Caruthers, Russell, Deck ' Castle, Stephen, Deck Cavanaugh, Jackson, Deck Clark, Garrett, Deck Colangeio, Joseph, Deck Conklin, Kevin, Engine Cooper, Allen A., Engine Corhett, William, Deck Correll, Paul, Engine Cosentino, Dominic, Deck Coyle, Michael, Engine Cunningham, Robert, Deck Curran, John, Deck Daniel, Wadsworth, Engine Davis, Dan, Deck Davis, William, Deck Day, John, Engine Denardo, Michael, Engine Derke, Michael, Engine -Deskins, William, Steward Diaz, Robert, Engine Dising, Maximo, Engine Dobioug, James, Engine Douroudous, Emanuel, Steward Dukehart, David, Engine Duron, Roberto, Engine Echeverio, Ronald, Steward Eddings, Otis, Jr., Engine Edgeil, Pat, Engine Egeiand, Ralph, Deck Elliott, Byron, Engine Escudero, Tomas, Engine Esposito, Gennaro, Engine Ewing, Larry, Steward Farmer, William, Deck Farragut, John, Deck Farreii, Gerald, Steward Fila, Marion, Deck Fonvitie, James, Engine Foxvog, Mark, Deck Frak, Stan, Deck Freeburn, Michael, Deck Fried, Peter, Engine Frost, Stephen, Deck Fuentes, Luis, Steward Galka, Thomas, Engine Galla^er, Patrick, Deck Galliano, Marco, Deck Gannon, Kevin, Deck Garay, Stephen, Deck Garcia, Robert, Deck Gaston, Thomas, Deck Gillette, Ronald, Deck Gilliam, Robert, Steward Gomes, Glenn, Deck Gotay, Raul, Steward Gower, David, Engine Graham, Patrick, Deck Grey, Joseph, Steward Grimes, M. R., Deck Grisham, Steve, Deck Hagar, Ken, Deck Hale, Earnest, Deck . Nailer, Charles, Engine Nailer, John, Engine Harris, Nathaniel, Engine Hanks, Fletcher, Engine ' Hart, Ray, Deck i Hawker, Patrick, Deck Haynes, Blake, Engine Hoick, Carroll, Deck Heller, Douglas, Steward Hemming, Robert, Engine Hooks, Bobby, Steward Hooper, Alien, Engine Humason, Jon, Deck Hummerick, James, Jr., Steward Hunt, Mike, Engine Hussein, Mohammed, Steward Hutchinson, Richard, Jr., Engine liison, James, Engine Ivey, D. E., Engine Joe, William, Engine Johnson, M., Deck Johnson, Oscar, Steward Jones, Leggette, Deck Jones, Nelson Cory, Steward Jordan, Carson, Deck Kanavos, Panagirtis, Engine Kegney, Thomas, Engine Keith, Robert, Deck Keiiey, John, Deck Kelly, John, Deck Kerney, Paul, Engine Kirksey, Charles, Engine Kittieson, L. Q., Deck Knight, Donald, Engine Knoies, Donald, Steward Konetes, Johnnie, Deck Kunc, Lawrence, Deck Kundrat, Joseph, Steward Lamphere, Thomas, Engine Laner, Ronnie, Engine Lang, Gary, Deck Lasater, Thomas, Deck Laughlin, Douglas, Engine LeCiair, Lester, Steward ' Lehmann, Arthur, Deck Lentsch, Robert, Deck Lesko, Samuel, Deck Loane, Barney, Deck Long, Alton, Engine Lundeman, Louis, Deck nsk, George, Deck Mahaffey, J. C., Steward Makarewicz, Richard, Engine Mallory, Arthur, Deck Manning, Henry, Steward Maurstad; Mitchell, Steward Marcus, M. A., Deck McAndrew, Martin, Engine McCabe, John, Engine McCahe, T. J., Engine McCants, Alvin, Deck McCauley, Roy, Engine McMullin, Clarence, Steward McParland, James, Engine Mefferd, Michael, Engine . i Merson, Don, Deck Miiici, Robert, Deck Minix, R. G., Jr., Engine Miranda, John, Engine Moneymaker, Ernest, Engine Moore, C. M., Deck Moore, George, Deck Moore, James, Engine Moore, Peter, Engine Moore, Thomas, Engine Moore, William, Deck Mortier, William, Deck Mouton, Terry, Engine Mull, David, Engine Noble, Mickey, Deck Nuotio, Ken, Deck Ostrander, Duane, Deck Painter, Philip, Engine Paioumbis, Nikolaos, Engine Papageorgiou, DimitrioSj Engine Parker, Jason, Deck Parr, Steven, Deck Paulson, Glenn, Deck Payton, Gilbert, Deck Pepe, Christopher, Steward Perez, Jose, Engine Perkins, Cy, Deck Petrick, L., Engine Pickford, Albert, Deck Pillsworth, Pat, Deck NPoletti, Pierangelo, Deck Prasinos, George, Deck Reamey, Bert, Engine Reed, Pete J., Deck ; Restaino, John, Engine Ripley, William, Deck Rivers, Sam, Engine Roback, James, Deck Rodriguez, Charles, Engine Rodriguez, Hector, Engine Rodriguez, Robert, Engine Rogers, George, Engine Ruiz, Steve, Engine Sabb,:Caldwell, Jr., Engine Saiiey, Robert, Jr., Engine Sanders, Carry, Engine Sanger, Alfred, Deck Shaw, Lex, Deck Shaw, Lncien, Deck Shaw, Ronald, Engine Silfast, George, Deck Simonetti, Joseph, Steward Simpson, Spurgeon, Engine Sisk, Keith, Deck Smith, D. B., Steward Smith, George, Deck Smith, Robert, Deck Snyder, John, Engine Spell, Gary, Engine Spell, Joseph, Deck Spencer, Craig, Engine Spencer, H. D., Engine Springfield, Harry, Steward Stanfield, Pete, Deck Stark, William, Deck Stauter, David, Enginr Stein, Warren, Engine Stevens, Duane, Deck Strauss, Gregory, Engine Svoboda, Kvetoslav, Engine Szeibert, Stephen, Steward Tanner, Leroy, Engine Taylor, Daniel, Steward Tell, George, Engine Thomas, Robert, Engine Thomas, Timothy, Deck Townsend, Joe, Steward Trainer, Robert, Deck Trott, Llewellyn, Engine Turpin, Richard, Engine Utterback, Larry, Deck Vain, Thomas, Deck Vaiton, Sidney, Engine Vanyi, Thomas, Steward Vazguez, Jose, Engine Venus, Guy, Engine Venus, Steve, Steward Vukmir, George, Deck Walden, Tim, Deck Walker, Marvin, Engine Wambach, Albert, Deck Wass, Klaus, Steward Waugaman, Jerry^ Engine Wayman, Lee, Deck Wells, John, Deck Westerhoim, Gary, Engine Wiiheim, Mark, Engine Wilisch, Edward, Deck Wilson, Richard, Steward Wilson, Robert, Engine Wolfe, John, Deck Woodcock, Wayne, Steward Woodhouse, Ashton, Engine Wright„Chariie, Engine Zukier, Hans, Engine Seafarers Log �V The Harry Lundeberg School of Seamanship •1 ,1 I: • • p -j "For a better job today, and job security tomorrow. 99 T HE Harry Lundeberg School of Seamanship is a center of vocational and academic edu­ cation for all SIU members, whether they sail deepsea, on the Great Lakes or on the nation's network of inland waters. Since the Lundeberg School was founded on its present site at Piney Point, Md. in 1967, it has grown to be the largest educational facility for boatmen and unlicensed Seafarers in the U.S. The School offers wide-ranging educational programs for all SIU members that will enable them to upgrade to higher ratings and higher paying jobs aboard deepsea vessels plying the oceans and Great Lakes, or on tugs and towboats working the harbors, rivers and coastal trades of our nation. The Lundeberg School's career oriented pro­ grams are specifically designed to enable our members to upgrade themselves to the top of their individual departments in a minimal amount of time. And the School's staff of in­ structors, which includes experts from all areas of the maritime industry, has adopted the most modern teaching aides and techniques to make the course material more interesting and more easily understood. In addition to vocational courses, the School has developed excellent academic programs in math, science and social studies to make some of the more difficult vocational material more understandable. These academic programs can also lead to a high school equivalency diploma for members interested in the School's very successful General Educational Development (GED) Program. / c The following three pages of the Log outline course descriptions, requirements and starting dates for the deepsea and inland waters courses offered on a regular basis. However, there are many important courses not described here which are offered at wider intervals. These courses are named in the Directory of All Up­ grading Courses, reprinted on the following page. If you are interested in them, or any other of the Lundeberg School's vocational or aca­ demic programs, fill out the upgrading applica­ tion adjacent to the Directory and mail it to the School. A Lundeberg staff member will then send you all pertinent information concerning the course you would like to take. The Lundeberg School was founded and de­ veloped for the betterment of all SIU members. Use it for your own good! 'f 1 ' li Upgrading Courses for Deepsea, Great Lakes Seafarers ABLE SEAMAN The course of instruction is four weeks in length and leads to the Coast Guard en­ dorsement of Able Seaman—12 Months —Any Waters or Able Seaman—Unlim­ ited—Any Waters. Course Requirements: Able Sea­ man 12 Months—Any Waters. You must: • Be 19 years of age ^ • Have 12 months seatime as Ordi­ nary Seaman, OR Be a graduate of HLS at Piney Point and have eight months seatime as Ordinary Seaman • Be able to pass the prescribed physi­ cal, including eyesight requirements. Able Seaman Unlimited — Any Waters. You must: • Be 19 years of age • Have 36 months seatime as Ordinary Seaman or 12 Months Able Seaman • Be able to pass the prescribed physi­ cal, including eyesight requirements. Starting dates: ISov. II, Jan. 24. QUARTERMASTER The course of instruction leading to certification as Quartermaster consists of Basic Navigation instruction to include Radar; Loran; Fathometer; RDF; and also includes a review of Basic Seaman­ ship; use of the Magnetic and Gyro Compass; Rules of the Road; Knots and Splices; Firefighting and Emergency Pro­ cedures. Course Requirements: Must hold endorsement as Able Seaman (Un­ limited—Any Waters). Starting dates: Mar. 21,1977. LIFEBOATMAN The course of instruction is two weeks in length and leads to the Coast Guard endorsement of Lifeboatman. Course Requirements: Must have 90 days seatime in any department. Starting dates: Nov. 11, 26, Dec. 9, 23, Jan. 6, 20. Note on Lifeboat: Steers Towboat Towboat operator upgrader Randy Gaines practices steering at the HLSS recently. October, 1976 The requirements and course material for the endorsament of Lifeboatman is identical for all personnel. So the above outline and starting dates of the Lifeboat course applies to our deepsea and Lakes Seafarers as well as to boat­ men. REFRIGERATED CONTAINER MECH. QMED—^Any Rating The course of instruction leading to certification as QMED—Any Rating is eight weeks in length and includes in­ struction leading to the Coast Guard en­ dorsements which comprise this rating. Course Requirements: You must show evidence of six months seatime in at least one engine department rating. FOWT The course is four weeks in length and leads to endorsement as Fireman, Watertender, and/or Oiler. Course Requirements: If you have a Wiper endorsement only, you must: • Be able to pass the prescribed physi­ cal, including eyesight requirements • Have six months seatime as Wiper, OR Be a graduate of HLS at Piney Point and have three months seatime as Wiper • If you have an engine department rating there are no requirements. Starting dates: Feb. 21,1977. WELDING The course of instruction in basic weld­ ing consists of classroom and on-the-job training including practical training in electric arc welding and cutting; and oxyacetylene brazing, welding and cutting. On completion of the course, an HLS Cer­ tificate of Graduation will be awarded. Course Requirements: • Engine department personnel must have 6 months seatime in an engine room rating • Deck and steward department personel must hold a rating in their department. This course, leading to certification in operation and maintenance of refriger­ ated containers consists of basic refrig­ eration, components, parts replacement and overhaul, electrical circuitry and wir­ ing, and troubleshooting. Length of course is four weeks. Course Requirements: Must have six months seatime in an engine room rating. Starting date: Jan. 10, 1977. AUTOMATION This course, leading to certification for automated vessels consists of training in the operation and control of automated boiler equipment, systems analysis and the operation of remote controls for all components in the steam and water cycles such as the main and auxiliary condensate systems, generator, fire pumps, sanitary system, bilge pumps and other associated engine room equipment. Length of course is four weeks. Course Requirements: Applicant must hold a Coast Guard endorse­ ment as QMED—Any Rating. Starting date: Feb. 21, 1977. -;.>l 5 ^ ' • II { si, • M Vi, M ! '1' tI ADVANCED PUMPMAN This course consists of instruction in cargo properties and emergency proced­ ures, tanker development and construc­ tion, operation and maintenance of valves, loading procedures, cargo pump opera­ tions, cargo measurement, discharging procedures, ballasting, tank cleaning, in­ ert gas systems, firefighting, pollution control and cargo control systems. Length of course is four weeks. Course Requirement: Must have six months seatime in any engine room rating. Starting date: Mar. 7, 1977. Note: Courses and starting dates are subject to change at any time. Any change will he noted in the LOG. Starting dates: Jan. 10, Apr. 4. Page 35 y. I -1 �Steward Department All Steward Department Courses Lead To Certification By HLSS. CfflEF STEWARD The course of instruction is six weeks long and covers all phases of steward department management and operation. Course Requirements: All candi­ dates must have seatime and/or ~ training in compliance with one of the following: • Three years seatime in a rating above 3rd cook or assistant cook OR • Six months seatime as 3rd cook or assistant cook, six months seatime as cook and baker, six months seatime as chief cook and hold HLS certifi­ cates of completion for each pro­ gram OR • 12 months seatime as 3rd cook or assistant cook, six months seatime as cook and baker, six months seatime as chief cook and hold HLS certifi­ cates of completion for the cook and baker and chief cook programs OR • 12 months seatime as 3rd cook or assistant cook, 12 months seatime as cook and baker, and six months sea­ time as chief cook and hold an HLS certificate of completion for the . chief cook program. Starting dates: Nov. 26. CHIEF COOK The course of instruction is six weeks in length and students specialize in the preparation of soups, sauces, meats, sea­ foods, and gravies. Course Requirements: All candi­ dates must have seatime and/or training in compliance with one of the following: • 12 months seatime as cook and baker OR • Three years seatime in the steward department, with six months as 3rd cook or assistant cook and six months as cook and baker OR • Six months seatime as 3rd cook or assistant cook and six months as cook and baker OR • 12 months seatime as 3rd cook or assistant cook and six months sea­ time as cook and baker and hold a certificate of completion for the HLS cook and baker training program. Harry Lundeberg School Piney Point, Md. 20674 When you complete the test, return it to the Lundeberg School. HLS will tell you the results and give you an estimate of the length of time you'll need to com­ plete the GEO Program. REMEMBER! This test is not to see who scores high or low. It helps HLS de­ sign a study program just for you—a pro­ gram that will enable our teachers to help you get your high school diploma as soon as possible. So apply today. It's easy to qualify. COOK AND BAKER The course of instruction is six weeks in length and students specialize in the selection and preparation of breakfast foods, breads, desserts, and pastries. Course Requirements: All candi­ dates must have seatime and/or training in compliance with one of the following: • 12 months seatime as a 3rd cook or assistant cook OR Just make sure that you have: • One year of seatime. • Are a member of the Union in good standing. Your classes will be small (usually just six to eight students). You'll get lots of individual help. And completing the GEO Program opens the door to the other edu­ cational opportunities that the SIU has for you. A high school diploma is the first step towards qualifying for one of the three scholarships for Seafarers that are offered each year. SIU Gives 7 Scholarships to Members, Dependents Another part of the SIU's total educa­ tional program for its members is the Union's College Scholarships Fund. Each year the SIU awards five $10,000 fouryear scholarships, of which one is reserved for a Union member and fqur for depen­ dents of members. Pick up a scholarship application now. They are available for you and your dependents at the local Union hall or by writing to the Seafarers Welfare Plan, College Scholarships, 275 20th St., Brooklyn, N.Y. 11215. In regard to our members, application requirements are geared for the man or woman who has been out of school for a number of years, so you will only be com­ peting with other seamen with similar educational backgrounds. The awards are granted in April of each year and the deadline for the receipt of all applications is usually around April 1. Eligibility requirements are as follows: • Have 90 days of employment on a vessel in the previous calendar year. Page 36 The course of instruction is six weeks in length and students specialize in the selection and preparation of vegetables and salads. Course Requirements: All candi­ dates must have 12 months seatime in the steward department, OR three months seatime in the steward department and he a graduate of the HLS entry rating program. Starting dates: Nov. 11, Dec. 23, Jan. 20, Feb. 17, Mar. 17. Directory of All Upgrading Courses Following is a directory of all courses, both deepsea and inland wa­ ters, that are offered at the Lundeberg School. If you are interested in taking one of these courses, fill out the appli­ cation on the adjoining page and a Lundeberg staff member will provide you with pertinent information con­ cerning starting dates, requirements' and complete course description. DEEPSEA, LAKES COURSES Deck Department /C • Able-seaman, 12 Months Any Waters fe • Able-seaman, Unlimited Any ^, • -• ''V Waters y Lifdboatman Quartermaster " Engine DepartmenCi - Fireman, Oiler, Watertender (FOWT) • QMED—-Any Rating y • Advanced Pumpman Procedures • Automation fe*.LNG.LPG ' • Refrigerated Containers >, , • • Welder • Diesel Engines p'" Assistant Cooks Graduated Five more assistant cooks graduating from the HLSS at Piney Point are, (I. to r.); Arturo Morales; Julian Mendoza; Brandon Nodier; Benito Comacho, and Boatman James Arns. • Have not less than two years of ac­ tual employment (three years for the par­ ent or guardian of dependents) on vessels of companies signatory to the Seafarers Welfare Plan. • Have one day of employment on a vessel in the six-month period immedi­ ately preceding date of application. ASSISTANT COOK yA The Union also awards two $5,000 twoyear scholarships reserved exclusively for members. The two-year scholarships offer various opportunities especially for the member who plans to keep shipping. In such a program you may develop a trade or skill which would improve your per­ formance aboard ship as well as helping you obtain a better paying job when you are ashore. The $10,000 scholarships may be used to pursue any field of study at any ac­ credited college or university in the U.S. or its territories. Starling dates: Nov. II, 26, Dec. 9, Jan. 6, 20, Feb. 3, 17, Mar. 3, 17. Starting dates: Dec. 9, Jan. 6, Feb 3, Mar. 3. H.S. Equivalency Diploma Available to All Members Get the reading, writing and math skills you need for job security and up­ grading through the high school equiv­ alency (General Educational Develop­ ment) Program at the Harry Lundeberg School. It only takes four to eight weeks, and your Brothers who have gone through this program can tell you that it's really worth it! Interested? Pick up a copy of the pre­ test kit in your port or write to this address: Margaret Nalen, Director Academic Education Department • 24 months in the steward depart­ ment with six months as a 3rd cook or assistant cook OR • Six months seatime as 3rd cook or a.ssistant cook and hold a certificate of completion from the HLS assist­ ant cook training program. Lifeboat Tickets Co to Six Lifeboat Instructor Chuck Dwyer (right) poses with his latest HLSS class of (I. to r.): Gaston Bloncourt; Benito Camachio; Boatman Ronnie Johnson; James Rader, and Chester Hoff. Not shown in the photo is graduate Rollin Bellfi. • ^ • J: • • Steward Department Assistant Cook Cook and Baker Chief Cook Chief Steward ^ WATERS COURSES i Able-Seaman , , • . • Pre-Towboat Operator • Original Towboat Operator • Master/Mate Uninspected Ves­ sels Not Over 300 Gross Tons Upon Oceans • First Class Pilot • Radar Observer • Pre-Engineer Diesel Engines ^ ^ • Assistant Engineer Uninspected Motor Vessels • Chief Engineer Uninspected - -(i Motor Vessels . \' • Tankerman , • Towboat Inland Cook • "^Vessel Operator Management and Safety Course Seafarers Log �t M\ .If t Upgrading Courses for Inland Waters, Lakes Boatmen ABLE SEAMAN This course consists of classroom work and practical training to include: basic seamanship, rules of the road, wheel com­ mands, use of the magnetic compass, cargo hadling, knots'and splices, block and booms, firefighting and emergency procedures, basic first aid, and safety. Requirements: • All candidates must be at least 19 years of age. • Must pass a physical examination. • Must have normal color vision. • Must have, either with or without glasses, at least 20/20 vision in one eye, and at least 20/40 in the other. The can­ didate who wears glasses, however, must also be able to pass a test without glasses of at least 20/100 in each eye. • Must either have, or first complete, the separate Lifeboat Course offered at the school. • All candidates for endorsement as Able Seaman 12 months Any Water must show discharges totalling a minimum of 12 months seatime as Ordinary Seaman. • All candidates for Able Seaman Un­ limited Any Water must show discharges totaling 36 months as Ordinary Seaman or Acting Able Seaman. • All candidates for Able Seaman Tugs and Towboats Any Waters must have 18 months on deck vessels operating on oceans, coastwise routes, or on the Great Lakes, or on bays and sounds connected directly with the seas. • All candidates for Able Seaman Bays and Sounds must have 12 months on deck on vessels' 500 gross tons or under not carrying passengers. • All candidates for AB Seagoing Barges 12 Months must have 12 months service on deck in vessels operating on oceans or coastwise routes, or on Great Lakes, or on bays and sounds connected with the seas. • All candidates must verify seatime (underway time) by official original dis­ charges or by original letter from tbe company. /Length of course jour weeks) navigational instruments, emergency sig­ nals, practical use of charts in navigation, aids to navigation, safety and more. This course consists of both classroom and on-the-job training in all areas of food preparation. Tbe Cook will plan menus, requisition food, set up work schedules for tbe daily meals, and be able to demonstrate a thorough knowledge of sanitary work habits. Tbe student will de­ velop working experience with all break­ fast foods, meats, vegetables, salads, and bakery products. The course is designed to enable the Cook to operate a small galley. Course Requirements: TANKERMAN This course consists of all aspects of loading, transferring and unloading vari­ ous cargoes carried in tank barges. Tbe course also stresses diesel engine opera­ tion and repair with particular emphasis being placed on all safety aspects occur­ ring in conjunction with handling liquid cargoes. Requirements: • All Candidates for Tankerman must pass a physical examination. • Must have normal color vision. • Must have, either with or without glasses, at least 20/30 vision in one eye and at least 20/50 in the other. The can­ didate who wears glasses, however, must also pass a test without glasses of at least 20/100 in each eye. • All candidates must have a letter from the company for which they have worked certifying their ability to handle the vari­ ous types of fuels that they wish certifica­ tion for. (Length of course two weeks) Starting dates: Nov. 11, 26, Dec. 9, 23, Jan. 6,20, Feb. 3,17, Mdr. 3,17. -''1 i COOK Starting dates: Nov. 11, Jan. 24. U • All candidates for 2nd class operator must be at least 19 years of age and bave evidence of 18 months service on deck on a towing vessel. This service must have included training or duties in the wheelhouse. • All candidates for 1st class operator must show evidence of three years service on deck of a towing vessel. One year of this service must have included training or duties in the wheelhouse. • All candidates must have, at least three months service* in each particular geographical area for which application for licensing is made. • All candidates njust pass a physical exam given by a medical oflBcer of the USPHS service or a certified, reputable physician. Requirement: • Must have six months seatime in any capacity on board tugs or towboats. (Length of course six weeks) 1 Starting dates: Nov. 11, 26, Dec. 9, 23. Note: Courses and starting dates are subject to change at any time. Any change will he noted in the LOG. Starting dates: Western Rivers—Jan. 10, 1977. Oceans not more than 200 Miles Offshore—Feb. 14, 1977. •( LUNDEBERG UPGRADING APPLICATION Name Date of Birth. (Usl) (Fir.t) (Middle) Mo./Day/ye«r Address (Street) TOWBOAT OPERATOR This course, leading to licensing as 1st or 2nd class operator of uninspected tow­ ing vessels on inland waters. Western rivers. Great Lakes, oceans, or oceans not more than 200 miles offshore, will consist of training in the following areas: rules of the road (for the area in which the man seeks licensing), operation and use of Vessel Operators Graduate . Telephone #. (City) (State) - Deepsea Member • (Zip Code) (Area Code) Inland Waters Member • Lakes Member Q Seniority Book Number Date Book Was Issued- Port Presently " . Registered In , Port Issued. Endorsement (s) Now Held. Social Security #_ Piney Point Graduate: • Yes No • (if so, fill in below) , . Endorsement (s) Received .to. Entry Program: rom CDates Attended) Upgrading Program: . Endorsement (s) Received .to. From. (Dates Attended) Do you hold a letter of completion for Lifeboat: • Yes • No; Firefighting: Q Yes • No Dates Available for Training (Refer to Directory for all course listings.) I Am Interested in the Following Course (s) RECORD OF EMPLOYMENT TIME—(Show only amount needed to up­ grade in rating noted above or attach letter of service, whichever is applicable.) VESSEL RATING HELD DATE SHIPPED DATE OF DISCHARGE On the extreme right Is HLSS Vice President Mike Sacco with Vessel Operator and Management course grads (I. to r.): John Feldman; Joe Knox; James Wal­ lace; William Reynolds, and James Stephens. HM DrlnlKlnfl B«eoffii« « Alcoholism is a major problem. Ono out of every 10 Americans who drink has a serious drinking problem. Alcoholism is a disease. It can be treated. October, 1976 ' SIGNATURE. 1 DATE RETURN COMPLETED APPLICATION TOs LUNDEBERG UPGRADING CENTER, PINEY POINT, MD. 2C674 Page 37 UJ 0, •m iv»y �--ii- -r—-T ' « Hall Scores CG Bureaucracy on Manning Cuts Continued from Page 5 is not contemplated." However, on the same issue concern­ ing unlicensed people, the circular states that the "art" has reached a state of reliability. The SIU believes that in this regard, the Coast Guard is "indulg­ ing in arbitrary and disparate treatment. Such constitutes clear if not brazen bias placing in extreme doubt the objectivity of the NVC's authors." The real deficiency of this circular on manning and automation lies in the fact that the Coast Guard has obviously lost sight not only of the human element in shipboard life, but the indispensable role the human element plays in safe vessel operation. For instance, on some automated vessels with reduced crews, overtime re­ quirements are running in excess of 110 to 125 percent of normal work sched­ ules, This excessive overtime translates into serious crew fatigue, which in turn can be a threat to the safety of the crewmembers themselves, the overall safety - of the ship and the marine environment. Such overtime requirements strongly point to the need for increased man­ power. Yet the Coast Guard's circular calls for crew reductions. It seems that the only way the Coast Guard's proposals can work effectively is if our ships are manned by robots and sailed in a vacuum. Qoestion CG Competence In view of the ill advised proposals contained in the circular. Hall ques­ i Tallying Committees Report Continued from Page 10 NO VOTES DUPLICATES NON-ELIGIBLES 2 5 6 Total Ballots Issued 2,754 Ballots Received from Bank .... 2,732 Ballots cast in duplicate 5 Ballots cast by non-eligibles .... 6 Total Votes Cast and Counted .. 2,721 PORT DISCREPANCIES The following discrepancies were noted by your Committee in the voting on this referendum: / The Committee found that five mem­ bers had voted twice. The duplicate bal­ lot in each case was not included in the :abulation of votes. The Committee also found that six (6) /otes were cast by non-eligible individjals. These ballots were set aside and not :ounted. Your Committee found that during the /oting period, in all Ports, the balloting ivas conducted Constitutionally and in ac;ordance with the Merger Agreement executed by the Executive Officers of the Seafarers International Union of North America-Atlantic, Gulf, Lakes and Inland Waters District and the Inland Boatmen's Union of the SIUNA-AGLIWD. We, the members of the Union Tallying Committee, do hereby certify that the Proposition encompassing the Resolution on the Merger Agreement and the related Constitutional Amendments, was voted upon affirmatively by a majority of the members of the Seafarers International Union of North America-Atlantic, Gulf, Lakes and Inland Waters District, duly voting, as previously presented in this Report. Fraternally submitted. Warren Cassidy, C-724 (Steward Dept.) Chairman Otis Paschal, P-752 (Steward Dept.) Continued from Page 2 of the Locks and Dam 26 authorization. Senate and House leaders have as­ sured proponents of Locks and Dam 26 that early next year, shortly after the new 95th Congress convenes, a bill authorizing replacement of the Alton facility will be brought before both houses. This time Congress will have plenty of time to hold hearings on this important matter, and it is hoped that >s- Seafarers Plans Must Haye Member's Latest Address William Koflowitch, K-467 (Engine Dept.) Joseph Pazos, P-840 (Engine Dept.) Dated: September 24,1976 they will see the folly of delaying the construction any further. SIU President Paul Hall is a member of the National Committee on Locks and Dam 26, which was formed to fight for the replacement of the Alton facility. The SIU has been and will continue to be in the forefront of this effort, be­ cause any economic threat to the towing industry is also a threat to the thousands of SIU members who work on the in­ land waterways. Because .of the Employee Retirement Income Security Act of 1974 (often referred to as the Pension Reform Act) it is extremely important that the latest correct address of each member be on file. If the Seafarers Plans have your latest address, you will be able to receive all the neces­ sary and vital material which is required to be sent to you under the new Law. It is also very important that the Plans be aware of your marital status. Therefore, you are strongly urged to fill in the form below and send it to: Claims Department, Seafarers Welfare and Pension Plans, 275 20th St.,Brooklyn,N.Y. 11215. Seafarers Welfare and Pension Plans Or New Subscriber I Editor, SEAFARERS LOG 675 Fourth Ave., Brooklyn, N. Y. 11232 I would like to receive the SEAFARERS LOG—please put my name on your mailing list. (Prim information) NAME i ADDRESS I I 'I I I I Continued from Page 7 tively looked for a job during the pre­ Schulze explained. He hoped similar vious month. Those who were too dis­ studies in other cities would serve as an couraged to look for work were not effective challenge to BLS methods. even considered when calculating the Local statistics which use payroll fig­ jobless rate, although they also were ures and state unemployment rolls are interviewed when the statistics were not much help, according to the study, gathered. since methods for gathering statistics As the AFL-CIO points out, and the and laws governing unemployment study agreed, this method seriously uncompensation vary from state to state. The St. Louis study used the BLS dercounts unemployment. Had discour­ definition of unemployment, although aged workers and part time workers they criticized its conservative bias. who want full time jobs been included People who did any work at all during in the St. Louis jobless rate, together the interview week were considered with the improved sampling methods fully employed, even if they just raked used in the study, unemployment in St.. leaves over the weekend. To be counted Louis might have been estimated at well as unemployed, people must have ac­ over 20 percent. Luis A. Polanco, P-236 (Deck Dept.) I CITY Unemployment ^Nicholas D'Amante, 0-696 (Deck Dept.) Locks & Dam 26 Change of Address tioned the Coast Guard's competence in this area, and concluded that a legisla­ tive evaluation might be appropriate "to determine whether the Coast Guard as presently constituted is properly dis­ charging the responsibility placed upon it by Congress and whether perhaps, such responsibility should be reposed in some other agency or at the very least, whether appropriate modifications should be made in the Coast Guard's structure and administration as it ap­ plies to our merchant marine."^ STATE ZIP SIU members please give: Soc. Sec. # Bk# TO AVOID DUPLICATION: If you are an old subscriber and have a change of ^dress, please give your former address below or send mailing label from last issue received. ' ^ ' ' .- ,'I ^faUte . Print^^ .• i..J.' .... L^ 7 Sec**...:.-...'..:.... ..... .". Firrt^ ,Permim«htV ^ Aiddress ............. Print - Number and Street Date of Birth .• ;. Mo / Day / Year .. Middle Initial City • • State ; i • Zip Code K . ' , ? ^ '. - ^ ^ , -1 '. '...' • ,•' First Year of SIU, IBU Employment S^potise's ^iame ................................... i... i. Print LastNanie First74aine Middle Initial Permanent Print Number and Street ~ City^^ - S ZpCode ADDRESS CITY PagedS STATE ZIP Date of Birth .... . .. .C;.....;/v 'M,.: Seafarers Log �'1'•n I iftdividmls; 466 ih M h^ dn dd(iv4 int^eit in pMdipatih^ and both our job security arid our spda! m4 ecmbrnic we^^ the Seaj^e^ roMUm A0iyUuesp^ (SPAD) fund since the beginning of 1P76. (The taw jmPUbits t^^ rmney, such as dueSi^ mtHpwrtj^^^.^ most effective way the trade unionist can take part in politics hthrough voluntary political ^ ^ . P^^j^^b^ttseparate segregated political fUrid.hsolicUs and accepts only vdliintary contributions. It engages in political actiymegorm ntakee coti^putions to candidates. A rnentber may volunidrily contribute as he sees ffior make no contribution without fear of tepifSplr) haverealizfid Itpw important it is to let the SIVsvoice be heard inthe Hi^ls of Congress have contributed $200, eight have (pntrilmed $300, $lj(0, Por the rest of the year the LOG will be rurmm the SPAD jf t ' -Tdcpt feels that bt the upcoming months—especially because of the 1976 elections—our political role must be maUir iainedif the melihpodspf Seafarers tP-e to beprotect^^ copy of our report isfiled withthe Federal Election CommlsSioh and isavaitablefor 0iehase from the Federta Election Comm^id^ ^ f A ti ft: - • .-.r- *• i ]/ f'I •Sf 1 .• I •'ki'ffsi.'- • mum pounciuL umi DONATION MOORLTN, M.Y. nasa m rawm mwc Oatt. S.S.NO.. Contributor's Name. >f- Book No.. ji-' f-f Addross Y'- City . . StMo . •Have You, Matle YoutSPAD::^!i. Donation This Tdar? .Zip Codt > . i'.' Miniattd fund, its piocetdt aro used to furthar its object and puroosM Including, but not mnita^to furthering the ^litical, social and economic ipterests of Seafarer seamen, the preservation and furthtrini of the mnerican Merchant Marine with impfolM employment opportunities ."•T'*'''!*?.* • "J eoncepts. In connection with such ob^s, SPAO h?" *^1 candldstes for elective office.. Ait contributions are volunUry. No »h™H «i V *** because of force. Job discrimination, financial reprisal, or tlueat of such c^uct, or as a condition of membership in the Union (SlUNA AGLiWO) or of employ!^Mn JO""®"""" j* made by reason of the above improper conduct, notify the Seafarers Ifnion 7",5 contribution for investigation and iLV-i!®."! li?? Support SPAO to protect and further your economic, political and social interests, Ameriean'trade union concepts and SM^rar seamen. '' :,I . -.i f Y".. i -1 S' report is fiirt with the federal Elpction Commission and is available from the Federal fc'wCiioii conimissioiii WMhinpoii, 0>C«) Signature of Solicitor No. 1976 Port '4 t), Abrams, R. Acevedo, V. Adamson, R. R. Aguiar,J. Aguiiar, A. Air, K. Alexander, G. Alexander, H. Algarin, M. Allen. J. Alunso, ]. Alvarez, P. Anial, K. Ammann, W. AinpeK P. Anderson, A. •Anderson. i>. Anderson. K.C. Anderson. H. Anderson, R. Anersono.C. Annis.G. Anlkl, M. Antonio,!. Archibald, H. Aronka, A. Arncs,!. Arroyo, S. Atkinson, D. Aubnsson, E. Anger, E. Avant, E. BabkowskkT. Badgett,!. Barry, D. Bartlelt,!. Bee€hlng,M. E. Bellinger, W. Bergeria, J. Bernstein, A. Bjornsson, A. Itlanlon. M. J.' Bluill.J. Bobalek,W.J. Boiiservl.. Bortz.. C. Boudreau. R. 1. Bousson. K. Bn.viie, 1>. K. Bradley, E. Iirannan.<l. Bronn.f;. A. Brown. 1. October^ 1976 Bi*ewn,I. V Browning, B. Bryant, B. BncckP. Burke, P. Bnmette.P. Burton, R. Byrne. E. Byrne, W. Cabilda, S. Caffey,!. Cain, F. Campbell, A. Campbell, A.G. Campbell, H. Capella,F.J. Caraballo,R. Carbone, V. Carmello, J. Chesire,!. Cirignano,^.. Cofone, W. Cokcr, D. Compton,W. Conklin,K. Co6per,N. Courtney,!. Cnig,!.L. 'Crocco,G. Cross,M. CmZiA. Davis,!. Davis,!. DcBarrio6,M. DeChafflp,A. Degazman,F. Deiiwtrios,!. Dkkey,W. DUIing,L. Doak,W. Dobson,T. Dolgen, D. Douglas. V. liowd. V. Dragazis. A; Drake. W. Droznk.P. DuBois. N. DuPaola.R. Dwyer,!. Dyer,. A. Eddins,!. Ellis, P. Leo, A. Espinosa,R. Harris,!. Lesravich,W. Pagan,W. Hart,R. Li^tfoot,R. Fanning, R. Hass^H. LiiledahkH. Famen,.F. Hassen,B. Lindsey, H. Faost,!. Hayes, K. LobodakT. Fay,!. HeberkT. Log Staff Fayad, A, HcfanOa, E. Logoe,!. Fletcher, B. Hendrick,R.G. Lolefls,P. Floroiis, C. Hernandez, E. Lomas, A. ForgCron, L. Heronx,A. Lopez, R. Foster,!. Hidais,A.A. Magnider,W. Fox, P. Hines,T. Malensky, G. Franco, P. Hintze,C. Maidonate,0. Frank !r.,S. Hoitt,E. Manafe,D. Holman, E. Freeman, B. Frounfciter, D. Homayonpoiir,M. Mancink R. Mandene,S. Honiko,S. Fucntes, H. Marcos, M. A. Houchins,C.M. Fugilt,W. MarinelikP. Huffman, R.L. Fulfond;S. Martin,!. Hufford,R. Fnnk,W. Martin,T.J. Hnlton, G. Fnmkawa,!!. Miisk,W. lovino, L. Fnti, S. Malson,!. !acblM, R.' GalkkkH. MavdoMfS. !anwon,S. Galkgos,P. McCartney, G. !ohnson, A. Gannon, K. McCiinton,!.!. !ohnson, C. Garay,F. McDellas,C.M. !ohnson,R. GarGia,P. McElrDy,E.L. !ones,!.R. Garcia, R.F. McKay, D. Ganigan,M. - Jones, T. McVay,H. Joseph, E. Gaidw,!. Mears,F.!. KariBk,W. Gentfle,C. Meiindez,A. Kaslina,A. GiffonkD. Merc«r,!. Kelly,!. GlideweU,T. MesfonkH. Kendrkk, D. Goff,W. Middleton,H. Keomwe,S. j. > Goniez,M. Mize,C. Kerr,R.A. Gonzalez, C. Moilafd,C. Kingsky,!. Gooding,H. Mone, J. Kitchens, B. Gorbcn.R. Moneymaker, E. C. Kizzii«,C. Gosse,F. Mongrtli, F. Klein, A. Greene, H. Moottey,E.X. Koflowitch,W. Grinia,V. Koubek,T. Mboney,S. Gtoh,W. Kouvarto,!. Moore, W. Guernsey, W. Kramer, M. Morris, E. Guidry, F. Knsimoto,Y. Morris,E.W^ Guillen, A. Lambert, H. Morrison,!. Haber, £. Lawrence, M. Mortensen,0. IIagen,B. Leader, W. Munsie,!. HalkE. Lebda,F. Mumiy,R. s HalkM. Lee,H. Myerchak,!. HaikK.M. Lee,K. IIaU,L. Myers, H. Ugg.'. M>rex,L. HalkW. Leloacit,L. liambiet,A. NapolkF. Nadi,W. Nelson,!. Newberry,!. Nieisen,R. Nielsen, V. Northcntt,!. O'Brien, E. Okrogiy,H. A. OUvera,W. Olson, F, Paladlno,F. Papaisannod, D. Paradise,L. ParBdbe,R. Patton,S.M. Payne, O. Pecqnex, F. Peraita,R.L. Perez,!. Peth,C.L. Plianeiif,P. Pfdiard,G. Pow,J. PoweU,S. Prentice, R. Preva8,P. PiotkT.L. Psaleh,A. Pnrgvee,A. Qiianko,L Qufles, R. Qninnonez,R. Ratcliff,C. Reck,L. Reed, A. Reinosa,G.A. Reinosa,!. Reiile,!. Reynolds, H.T. Riddle,D.W. Ries,C. Riley,E. R^I1,G.M. Rivera, A. Roades,0. W. Robertson, T. Robinson,!. RodrigneZjF. Rodriguez,!. Rodriguez, R. Roe,!. T. Rondo, C. Roy,B. RoyakF. Raf,G. Ryan,!. Ryan,N. Sacco, M. Sacco,!. Sakzar,H. Saleb,F.N. Saliey,R. Sanaoo, C. ' SandKz,A. Sanchez, M.E. Sanger, A. Santos, F. Sapp,C. SchawUand,!. Scbiiffeis,P. ScotkC. ScuOy, J. Seagoi^E. Seizer,R. Selzer,S. Sengeiari>,B.!. Sepidveda,R. Seriis,M. Sgagiianikb,A. SbacfcelfonkW. Sharp, G. Sbaw,L. ^berrann,R. $hoiar,£.W. Sigler,M. SBva,M. Si|i8ey,R.A. SkonpdckK. Siatisar,K. Smith, H.C. Smith, R. Smith, W. Snyder,!. SohuMHijA. SomosN. SoieskT. Spcriee,B.R. Shepard,E.S. Spiegel, H. Staples, F. Stenms,'B. ' Stephens, C. Stevens, R. Stevens, W. Stever,H. StnmsSjH. Stnbbiefield,P. StobhiefinkB. Sullivan, W.J. Siirrick,R. Swidetsid,!. Tannm,C. Taylor, F.E. Taylor, G. Tayior,S. Tdegadas, C. Thomas,!. I1relU,E. Towns, R. Troy,& Tomer, G. lJlisse,T. Underwood, G.W. Valieio,A. Vdazqnez,W. Veiez,A. Venzon,R. Vogei,A. Vogei,C. Vnkmir,G. Wagner, M. Waiker,F. WaBter,T. Walker, W. WalUs,!. Walters, H. Ward,C. Washington, E. Weiher,H. White, F. White, W. WBhnrmR. HfWIIiinnir T TWWmBMOfRjo WBson,B. Wilson,C.W. Winder, R. Wingfl^,P.G. Winn,L. Wolf, P. Worley,M. Worster,R. Wright, A. YafakK. Yakel,R. Yarmola,!. Young, !.Zielwin8U,S. Zien,T. $1J00 Honor Roll Christeiibmy, R. A. $600 Honor Roll Poaaerlaiw, R. $500 Honor Roll Riclioiix,J. $400 Honor Roll Dtyden,J. Pansier, L. LiIlcdahl,H. $300 Honor Roll Brooks, S.T. Coaky,M.,Msff. Apostlesh^ of the Sea CBHHmgham, W. Fenaia,A. Han,?. McFariand,D. NiekemK. ' Pacdcowski,S. $200 Honor Roll i Algina,J. Alpeda,J. Bamman,G. Beigeria,S. Brand, H. McCuUogii,L. Morris, J. 01esen,C. Polk, E. Pullian,!. BrUjR. Pulver, E. Curtis, T. Quinter,J. DiGlorglo,!. Richbiirg,J. Drozak, F. Sanchez, R.. Dudley, K. Saunders, L. Eclievarria,R. Seabron,S. Stewart, E. Foster, W. Lesnansky, A. Terpe,K. Lonbardo,J. Ziolkowski,W. Maker, T. Page 39 �i-iWniril|giiHrriF.B» ii.* -} nSEAFARERS LOG Offielal pnbUcatiM mt th« SBAFARBIIS INTBRNATIONAL UNION• Attoatic, OaU, LmUma mm* lalaad Waters District* APL-CIO Apply Now For SIU's Annual College Scholarship Prograi M- /' "sttixes^' lications for the 1977 SIU year^and one day high school^ College Scholarship Awards are now immediat;4y preceding^ ^ date of achieved on either the College Enr 1977. For more infoKmatioh ahoiit being accepted by the SIU Scholar- application. ^ trance Examination Boards (SAT these tests, write to the ACT at Box ship Administrator. All SIU Boat• dependents of deceased meni- , section only), or the American Col- 414, Iowa City, Iowa 522401 men deep-sea and Great Lajees Sea- hers who Iwdmet the seatimerequirerdege Tests (ACT). Applications for the SIU Scholarfarers, and their dependents who ments prior to their death. The Gpllege Boards tests wiU be ship program can be obtained at any meet the requirements outlined beIn addition, all dependents apply-'^^ "^ on Dec. 4, 1976 and Jan. 22j, SIU Union Hall, or by writing to the low are eligible for these scholar- ing for the scholarship program must 1977. Further information about the SIU Scholarship Administrator, 275 ships. be unmarried and less than 19 years SATs can be obtained by contacting 20th St., Brooklyn, N.Y. 11215. Five $10,000 four-year grants and of age at the time they apply. the College Board at either Box The application deadline for both two $5,000 two-year grants will be Both $10,000 arid $5,000 scholar- 592A, Princeton, N.J. 08540, or Box SHI, Scholarship prograrns is April awarded with at least one $10,000 ships are awarded on the basis of 1025, Berkeley, CaKf. 94701. 1,1977. scholarship reserved for an active SriU member and four for depen­ J'l- > i " *? dents of members. These four-year Jd> .-•' 'f» • .1' ... -- > awards are to be used to pursue a ; chosen field of study at any accred­ ited college or university in the United States or its territories. The two $5,000 scholarships are reserved exclusively for SIU mem­ bers. These awards can be used to study at any accredited junior col- \ lege, community college, or post-sec­ ondary trade or vocational training ^hool.; § Tlie S Programs arc j open to any SIU member who meets ^ ilie following requirements: • has a high school or high school equivalency diploma. ^ • has at least two years of sea- " time on SlU-contracted vessels. • has 90 days of employment with contracted companies in the previous calendar year and one day in the six mpnths immediately preceding the date of applicatiori. ^ Eligibility requirements for de­ pendents open the fburryear program to:. . • • , ! t/r ' dependents of members who , -".i,have three years of seatime on SIUcontracted vessels with 90 days of ' ediployment in the previous calendai;^ < J,I- • ..tc^ • 't • '.I. . � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource October 1976 Description An account of the resource Headlines: LOCKS & DAM 26 CONSTRUCTION BILL FALLS AS CONGRESS ADJOURNS LAKES SUPER BULK CARRIER M/V BELLE RIVER NEARS COMPLETION TWO STRONG UNIONS COME TOGETHER HALL: 'LACK OF VISION' BLOCKS SEAPOWER DEVELOPMENT NEW SUPERTANKER AMERICAN HERITAGE NORFOLK MEETING TARGETS USSR GRAIN NYET HALL SCORES CG BUREAUCRACY ON MANNING CUTS GAO SAYS FORD JUMPED GUN IN MAYAGUEZ RESCUE UNITED FARMWORKERS UNION PRESSES FREE ELECTIONS IN CALIFORNIA SNUG HARBOR TRUSTEES AGREE TO AID TWO EX-RESIDENTS ST. LOUIS USPHS CLINIC DIRECTOR IS NAMED UNEMPLOYMENT BENEFIT CLAIMS HIT 12-MONTH HIGH UNDERCOUNTING UNEMPLOYMENT SHORTCHANGES THE NEEDIEST POPULAR SONG RECALLS TRAGIC SINKING ON THE GREAT LAKES TALLYING COMMITTEES REPORT ON THE SIU-IBU MERGER ELECTION DULUTH, CHICAGO BOATMEN POSSESS VARIED SKILLS SCHOLARSHIP HELP 1903 GREAT LAKES SANDSUCKER PLUGS ON IN OLD DAYS ON LAKES, FIGHT WITH OWNERS STANDS OUT HAPPY HOME FOR ZAPATA PATRIOT CREW REHABILITATION - ONE APPROACH TO ALCOHOLISM PROMOTING THE U.S. FLEET BY UNITED ACTION PROGRAM OFFICIALS CONFER ON FUTURE OF SIU 11 COMMITTEE REPORTS SUMMARIZED: FOCUS IS ON THE FUTURE PROFIT HUNGRY OIL INDUSTRY COULD KILL PEOPLE BOATMAN BANE STEERS A CLEAR COURSE ON THE MISSISSIPPI RIVER BOATMEN WORK NEW ORGULF TOWBOAT DOG SNIFFS OUT DRUGS ON BANANA BOAT; NAIL CARPENTER YOUR CHANCES OF SURVIVAL IN COLD WATER ARE BETTER IF YOU KNOW WHAT TO DO APPLY NOW FOR SIU'S ANNUAL COLLEGE SCHOLARSHIP PROGRAM Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 10/1/1976 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. XXXVIII, No. 10 1976 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/a37df427edbd627fd98ce35ff78b67d4.PDF 35b91244334ca3069b9b65a305567dd1 PDF Text Text J ; .•V-' i •' •;•• # -1 •s • -'.t •7 If If . • I- • ' "7 ^,.1 ' V'^ •A :'M :|7 I �8 Crewmembers Rescued Tug Eileen C. Sinks; Cook Drowns At 6 a.m., on the cold morning of Nov. 7, the SlU-contracted tug Eileen C (Marine Towing) sank in Buzzards Bay near West Falmouth, Mass. while towing an oil barge. The cook, SIU Brother James Aument, drowned. His body was recovered the next week by commercial divers, although a search for Aument was made the day of the tragedy. Brother Aument, 56, who lived in A special meeting was held on Nov. 19 in all SIU constitutional ports to select one qualified chief steward from each port for a nineman Steward Department Recertification Committee. This special Committee will Elizabeth City, N.C. is survived by his wife, Estelle. A native of Wilmington, Del., Boatman Aument joined the Union in 1973 in the port of Norfolk. The other eight crewmembers man­ aged to save themselves by jumping onto the attached barge carrying No. 4 study and then recommend a steward Department Recertification Program curriculum to the entire membership at the Decem­ ber Union meetings. The Log will carry details on the Steward Department Program in upcoming issues. fuel oil. According to the Coast Guard, after the crew sent out their distress sig­ nals, patrol boats from Woods Hole, Mass. went to the scene. Lt. Commdr. Paul Dux of the U.S. Coast Guard Marine Safety Office in Providence, R.I., said that the cause of the accident has not yet been deter­ mined. He commented that the tug may have been pulled over on its side by the barge but that an inquiry could not be held until the Coast Guard had a chance to examine the equipment on the vessel. The owners began salvage operations on Nov. 18. The Log was not able to contact survivors of the incident by press time, but their stories will be run in the next issue. Survivors include SIU brothers James Rondyl Lupton, mate; Sam Bonnette and Rabe Walton, deckhands, and John Cartos ^nd Jerry Kleva, tankermen. / Other survivors are Marine Engineer Beneficial Association members Walter Hazel, captain, Ed Ellison, chief engi­ neer and T. McCormick, second engi­ neer (relief). In the true tradition of the brother­ hood of the sea, the tug Mariner (Ma­ riner Towing), which was nearby came to the aid of the stricken Eileen C. Cap­ tain John Blank of the SlU-contracted Mariner told his story to the SIU Bos­ ton Port Agent, Ed Riley, who for­ warded il to the Log. It seems that on Sunday, Nov. 7, 1976 there was a call for help from the tug Eileen C..Mariner\tii her dock and proceeded at full speed to assist the tug. When the Mariner arrived, the crew found eight men on the barge and took them on board. Already, divers were searching for the missing cook, but Continued on Page 21 Unemployment Up to 7.9^o as the Economy Logs The nation's unemployment rate was 7.9 percent last month as the country's economy continued to lag. Added to this was the bad hews from the U.S. Labor Department that wholesale prices for food, etc., soared sharply in October for the second straight month fueling further inflation and a higher cost of living for U.S. wage earners. The department's Bureau of Labor Statistics (BLS) reported also that 7,569,000 (79 out of every 1,000 work­ ers) were jobless last month, a rise of 185,000 persons more than September. During the same timte, the number of Americans working dropped, for the second consecutive month, 46,000 to 87,773,000 working out of a total work­ force available of 95,342,000. A total of 208,000 jobs nationwide has been lost since August and the un­ employment rate has been essentially unchanged since August. Recently in the Joint Congressional Economic mm IPlMlillDllMnPS PaalHidl OTO. Still a Tough Fight Ahead When the final word came down that Jimmy Carter had been elected President, I'm sure that a lot of people in the maritime industry popped Open a bottle of champagne and drank to his victory. Maritime people should be happy that Carter got elected, because the new President elect made it clear in his campaign promises that he favored a strong U.S. merchant fleet capable of carrying a significant percentage of the nation's foreign commerce. However, I think the corks should remain in the champagne bottles—for a while at least—because the election of the pro-maritime Carter-Mondale ticket, a great victory in itself for maritime labor, is really only the first step in a long line of thirgs that must be accomplished before the U.S. merchant fleet will rank among the world maritime leaders once again. In a sense, we can forget about the White House for a while because the most important area of involvement for maritime for the next six months to a ye^ir will be in Congress. Right now, the SIU and its friends are regrouping their legislative forces and re-evaluating priorities. In this way we will be ready to push forward a coordinated legislative effort concerning maritime soon after the 95th Con­ gress takes office. Among the important programs we will be pushing for next year is a bill similar to the pocket-vetoed Energy Transportation Security Act of 1974, which would insure that a fair share of U.S. cargo be carried in U.S. bottoms. We won a very tough Congressional fight for this bill back in late 1974, despite tremendous opposition from the powerful multinational oil lobbies. Committee, Sen. William Proxmire (DWisc.) said there had been no progress in unemployment since January when the jobless rate was 7.8 percent. The most gloomy aspect of the BLS report was an increase of the joblessness for adult males as it edged up last month from 6.1 percent to 6.3 percent and for adult women unemployment went up to 7.6 from 7.5 percent. Jobless rates for blacks was 13.5 percent from 12.7 percent; whites 7.3 percent from 7.1 percent. Teenagers' rate went upward to 13.5 percent from 12.7 percent. Even total nonfarm em­ ployment fell by 54,000 people to 79,513,000 working. During October those unemployed 27 weeks or longer rose by 73,000 to 1,264,000 jobless representing 16.4 percent of those without work. The average duration of unemployment was 15.4 weeks last month identical with September. I'm sure that our renewed fight for a fair cargo preference bill will be equally tough this time. In addition, we will be working to get a Congressional reaffirmation and recommitment to the original terms and intent of the Merchant Marine Acts of 1970 and 1936. Despite the fact that the 1970 Act has given the U.S.-flag fleet an important shot in the arm, it has fallen far short of the original plan, in terms of actual ships built. As our top priority in matters concerning the inland waters, we will intensify our efforts to get the stalled Lock & Dam 26 project off the drawing boards and finally into the construction stages. We will also remain vigilant in our efforts to block any Congressional attempt to institute a system of waterway user taxes. I believe this will be a hot issue in the 95th Congress. In areas affecting the deep sea. Lakes and inland waters, we will be push­ ing for a bill to establish an Office of Maritime Affairs Coordinator at the White House level. Such an office would have the unique responsibility of serving as a liaison between the executive level and all departments. Federal agencies, and Congressional committees having anything to do with develop. ing U.S. maritime policy. In two other areas affecting all SIU members—deep sea. Lakes and inland waters—we will be continuing our fight to preserve and upgrade the eight remaining USPHS hospitals. And we will be on our toes to defeat any new attack on provisions of the Jones Act. Actually, we will have to be working harder than ever before on our legislative programs because—diet's face it—if we can't get these programs through Congress and to the President's desk for his signature, it doesn't really matter tod much who is in the White House. Looking at the total maritime picture as objectively as possible, I believe we are in a good position to help transform campaign promises into progres­ sive maritime programs. However, the fact remains that nobody in Congress or the White House is going to hand us these programs during Sunday services. We have to work aggressively for them, always keeping the pressure on to nullify our opposi­ tion wherever it exists. It won't be an easy fight. But with the continued support by our memberShip for the Union's political, educational and organizational programs, I firmly believe that we will be successful in achieving oar ultimate goal of a sound, secure U.S. maritime industry. And when that day corties, we can all break out the champagne. u. ^ Change of address cards on Form 3579 should be sent to Seafarers international Union, Atlantic, GiJlf Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. XXXyilj, No. 11, NovemberlB76. Seafarers Log �^SibSSi^ 2 SlU Firefighters With Endorsements First on Scene Blaze Cripples SS Seattle in Midatlantic An engine room fire aboard the SIUcontracted Seattle (Sea-Land) threat­ ened the lives of the entire crew when it burned out of control for over six hours in the middle of the North At­ lantic this month. The ship was three days out of New York and bound for Rotterdam, Hoi- DEEP SEA land when the fire started in an auxil­ iary generator around 10:30 a.m. on Sunday, Nov. 7. Seafarer A1 O'Krogly, the 8 to 12 oiler on watch, said he noticed lube oil on the floor around the generator and was going over to investigate when he saw a spark in the generator which was followed by thick smoke. O'Krogly, who'd been through (he firefighting school when upgrading to QMED, reacted quickly. (Of the 28 SIU crewmembers aboard, nine had firefighting certificates.) Shouting for someone to "knock off the board," he grabbed a CO2 extin­ guisher and tried to keep the fire con­ tained in the generator which was only a few feet away from the settling tank. SIU member Ray Gould, a dayworking wiper, was in a storage locker when, he said, "I thought I heard a faint cry of 'Fire!' " Gould, who also went through the firefighting school, ran out of the locker and saw O'Krogly fighting the blaze. Grabbing another CO2 extinguisher, he ran over to the generator and the two began fighting to keep the fire under control. By this time they were joined by the 8 to 12 fireman, Seafarer Walter Stevens who stood by ready to feed O'Krogly and Gould CO2 bottles. They had emptied three CO2 extin­ guishers into the generator and, "We had the fire under control," O'Krogly said when they ran out of CO2. The fire then got out of control and reached the lube sump. "She blew and we had to get the hell out of there," noted O'Krogly who was blown against the bulkhead by the explosion. With the fire spreading quickly, Gould said the chief engineer told the three to leave so they could use the CO2 firefighting systems. Smoke from Ventilator Meanwhile, many crewmembers were asleep in the fo'csles. The smoke woke Brother Tommy Stark, the four to eight ordinary, when it started com­ ing out of his ventilator. "At first I thought there was some­ thing wrong with the ventilator, but then I opened the door and saw the passageway was full of black smoke," he said. Rousing his sleeping partner, he threw some clothes on as the smoke started rushing in and fought his way through the smoke to his fire station. As thick smoke filled all the passage­ ways, crewmembers realized the danger and began pounding on doors, helping those who had been overcome with smoke. AB Charlie Fediw was also asleep in his fo'csle which was right over the fire when AB Harold Spillane woke him. Throwing on a pair of pants and his shower slippers, he groped his way O ' Continued on Page 20 Rail Car Operations Threatened SIU Strives to Keep Lake Michigan Ferries Afloat The SIU is trying to keep its con­ tracted railroad car ferries afloat on Lake Michigan. These ferries provide a direct link across the water for rail cargo entering Michigan. But their operation has been threatened for years by the severe financial difficulties of the parent rail companies. In addition, a lot of rail cargo coming from the Upper Michigan peninsula, Wisconsin, Minnesota and Canada has been rerouted through Chicago, instead of being shipped directly across the Lakes. One ferry, the Chief Wawaian, shuttles rail cars across the StraUs of Mackinac from St. Ignace on the Upper Michigan peninsula to Mackinaw City GREAT LAKES in the south. Freight from Canada can be sent directly to Michigan through this route. The Chief Wawatam is a hand-fired coal burning steam vessel that has been serving the Straits of Mackinac since 1911. Thirteen SIU members are employed aboard. The other ferry route runs from Kewuanee Point in Wisconsin to Frank­ fort, Mich, and was formerly operated by the Ann Arbor Railroad Co. Before it went bankrupt, the Ann Arbor Railroad ran two ferries, the M/V Viking and the M/V Arthur K. INDEX Legislative News Washington Activities Page 9 Union News Boatmen vacation plan Page 3 President's Report Page 2 SPAD honor roll Pages 38-39 Headquarters Notes Page 7 Pension plan notices ... .Page 10 Piney Point meeting Page 4 Lakes picture ' Page 8 Inland Lines Page 8 At Sea-Ashore Page 18 Lake Michigan ferries ....Page 3 Blood bank Back page General News 2G0-mile limit Page 7 Florida canal Pagel 2 National unemployment .. .Page 2 Ship to shore satellite Page 19 Brazil shipping law Page 6 California threat Page 13 Grain talks Page 10 Geneva talks Page 5 USPHS Hospitals .......Page 13 Waterways threatened .. .Page 22 Navy tugs Page 22 Carter wins' Page 5 Food stamp Page 19 Rate conference Page 12 Shipping Airport payoffs Paul Thayer Seaff/efire November, 1976 Eileen C sinks Oil storage Esther S, Shamokin Ships' Committees Dispatchers' Reports: Great Lakes Deep sea Inland Waters Ships' Digests Page 2 Page 7 Page 17 Page 16 Page 33 Page 26 Page 30 Page 27 Atkinson, between Frankfort and five ports in Wisconsin. The M/V Arthur K. Atkinson has been laid up for three years and now only Kewaunee Point is served. The remaining Viking shuttle employs 38 SIU members. Using State, Federal Funds Right now, using state and Federal funds, the State of Michigan is keeping the Ann Arbor line operating, including the ferry runs, and is helping the Chief Wawatam stay afloat. The SIU cooperated in this effort. State officials feel that direct rail lines through Michigan help economic de­ velopment. They also fear that if rail lines running through Chicago raised their rates, and there was no alternate route into Michigan, the price of lumContinued on Page 33 SIU Signs 1st Vacation Plan for Inland Boatmen The SIU has taken 9 giant step to­ ward the establishment of an industry­ wide vacation plan for all Inland Boat­ men. The collective bargaining break­ through came recently when the SIU and its contracted operator, Steuart Petroleum of Piney Point, Md., reached agreement on terms of a jointly admin­ istered vacation plan, the first such plan ever negotiated in the inland waterway industry. In 1951, the SIU broke the ice in INLAND negotiating the riist industry-wide vaca­ tion plan for deep-sea members. On the heels of the Steuart negotia­ tions, the Union also won an agreement on the vacation plan with Allied Tow­ ing, based in Norfolk, Va. The Steuart contract was effective Aug. 1, 1976. The Allied contract, which has been accepted by the memContinued on Page 34 Training and Upgrading Apprenticeship training .. .Page 9 Seafarers participate in "A" seniority upgrading ... Page 35 Upgrading application ..Page37 Master, mates course Page 37 GED diploma Page 36 : I Membership News Voyage in blizzard Page 18 Boatman Bernachi Page 12 Former scholarship winner .Page 8 New pensioners . Pages 28, 29, 30 Final Departures . Page 32 Special Features Alcoholic Rehab Lundeberg School .Page 15 Page 23 Articles of particular interest to each area can be found on the follow­ ing pages: L, ,• > Deep sea: 3 6 11 16 18 26 27 38 Page 38 Page 14 .Page 3 \ i? -J inland Waters: 2 3 5 8 17 22 30 Great Lakes: 3 6 .14 18 33 Page 3 b.' yh • i, �Discuss SlU-IBU Merger at P.P. Meeting HLSS Vice-President Mike Sacco chaired the meeting and told the membership of the importance of the SlU-IBU merger. He urged extended efforts in organizing nonrunion work­ ers. T pgraders at the Lundeherg ^ School piled the auditorium aboard the Charles S. Zimmerman for the monthly Union informa­ tional meeting in the port of Piney Point, Md. The meeting was chaired by Mike Sacco, vice president of HLSS. The Headquarters' reports were given by Port Agent Gerry Brown, who served as reading clerk. During the proceedings, the im­ portance of the recent IBU-SIU merger was discussed by the mem­ bers, and five Seafarers in the ASeniority Upgrading class gave their views on the merger and the vital political issues facing the membership. Chairman Sacco urged the lis­ teners to "spread the gospel" of unionism and stressed the import­ ance of union membership to job security, fair contracts and pen­ sion and welfare benefits. Brother Brown also stressed the import­ ance of organizing the unorgan- Kenneth Hall from New York said that the SlU-IBU merger will build the Union's strength and help in the fight against flag-of-convenience ships. ized and suggested that much of the material learned in union educa­ tion classes would be a great value in organizing. Port Agent Brown also gave special recognition to Seafarer Mike Gunter of the port of Wilmington toid the membership that they "have a duty to inform the public about Seafarers and the threats to our jobs." He added that "the keyword for our success is unity.' Brother Mike Bacha of New York said, "A good seaman or boatman has two sides like a coin. First, he knows and does his job to the best of his ability; and secondly, he is a good union man. Coming to HLSS is the first step in becom­ ing a good seaman or boat man." Page 4 Shown here are some of the Brothers who attended the Union Informational meeting for October. They are all upgrading at HLSS. SIU Representative Frank Mongelli, who served during the meet­ ing as recording secretary, for his many years of work in organizing for the Union. Craig Smith, who is from the Port of New Orleans, told his listeners that individual contributions to SPAD were the most effective means of fighting for Seafarers' needs. Seafarer Eddie Washington welcomed the HLSS trainees to "The Brotherhood of the Sea" and told the audience that, "there are people who say they're Americans but who push legislation to help foreign countries." Seafarers Log �ti At 62nd Maritime Session Health, Safety on Hunaway Ships Attacked by ILO Health and safety conditions on board substandard deep sea vessels came under attack at an International Labor Organization (ILO) meeting held in Geneva, Switzerland in October. Ships registered under flags of con­ venience were clearly the target of the Proposed Convention Concerning Min­ imum Standards in Merchant Ships drafted by representatives of the 78 countries present at the 62nd ILO Mari­ time Session. These are the flags of such countries as Liberia and Panama under which the runaway shipowners enjoy windfall tax benefits while im­ posing substandard conditions on the crews. According to the Proposed Conven­ tion, when a ship calls in a port of a ratifying country, a complaint could be submitted by a "member of the crew, a professional body, an association, a trade union, or generally any person with an interest in the safety of the ship, including an interest in safety or health hazards to its crew." Officials in the port could then check on the conditions and make a report to the ILO and the country where the ship is registered. They would also have the right to take action to correct conditions on the ship which are "clearly hazard­ ous to safety and health." However, the Convention assured that the ship would not be unreasonably detained or delayed, and that a consular or diplomatic representative of the country of registry would be notified to be present at the inspection. worker team on the U.S. delegation. At ILO meetings, worker, employer, and government representatives each have an equal vote. The president of the conference at Geneva, Modolv Hareide, Norwegian director general of shipping and navi­ gation, called the Convention a "sig­ nificant breakthrough." "Giant Step" Safety Standards Earl "Bull" Shepard, SIU vice presi­ dent for the Atlantic Coast, said this was one of the "giant steps" the con­ ference took toward giving governments the means of guaranteeing that seamen sail under acceptable conditions what­ ever flag their ships fly. "The rules for preventing substand­ ard ships from operating are there," Shepard said in commenting on the 17day session. "But the maritime nations must ratify the convention and then take the action needed to enforce its provisions." Brother Shepard served as the vice president representing workers at the conference, and led the seven-member The Proposed Convention also re­ quested that members ratifying the agreement pass laws to insure that ships flying their flag meet minimum ILO standards regarding safety. This includes standards of com­ petency, hours of work and manning, appropriate social security measures and shipboard living conditions. Members were asked to warn sea­ farers in their country about the dangers of signing on a ship registered in a state that hadn't ratified the agreement. The conference also adopted .a con­ vention fixing a seafarer's minimum an­ nual leave with pay at 30 calendar days after one year of service. Public holi­ days and periods of incapacity for work would not be counted as part of the leave. The previous ILO agreement on the issue, dating from 1949, provided for a minimum paid annual leave of 18 working days for officers and 12 work­ ing days for other crewmembers. Because the maritime industry is suf­ fering the effects of the economic reces­ sion, and unemployment is spreading among seafarers around the world, the meeting adopted a convention on the continuity of employment. It declared, ". . . it shall be national policy to en­ courage all concerned to provide con­ tinuous regular employment for quali­ fied seafarers in so far as this is practicable," or that a minimum income or monetary allowance be provided instead. A convention for the protection of the health, safety, and morals of sea­ farers under 18 years of age was also adopted. These conventions apply to all mer­ chant vessels. They will come into force if they are ratified by at least 10 coun­ tries with a total share in world ship­ ping gross tonnage of 25 percent. fr i Carter Victory Highlights Labor's Role in the Election This time last year, few people out­ side of Georgia had ever heard his name. But today, Jimmy Carter, whose campaign was spurred on by nation­ wide support from organized labor, will be the 39th President of the United States. The election of the labor-backed Carter-Mondale ticket can be viewed as an especially important victory for maritime, because during his campaign Carter came out strong in support of a U.S. merchant fleet capable of hauling "a major portion of our own foreign cargo." Carter's endorsement of a viable U.S. maritime industry also included a fourpoint program, aimed at rebuilding the deficient U.S.-flag fleet, as follows: • Assure continuing Presidential at­ tention to the objective of having our' nation achieve and maintain the de­ sired U.S.-flag merchant marine. • Dedicate ourselves to a program which would result in a U.S.-flag merchant marine with ships that are competitive with foreign-flag ships in original cost, operating cost and pro-, ductivity. • Enact and develop a national car­ go policy which would assure our U.S.flag merchant marine a fair share of all types of cargo. • Continue to enforce our American cabotage laws, such as the Jones Act, which require that U.S. ships trade be­ tween our U.S. domestic ports. These four points were made in a letter sent to National MEBA President Jesse Calhoon last May. Carter's personal endorsement of maritime is also backed by the Demo- The Presidential election itself was an extremely close one. Final tabula­ tion of the popular vote shows that Jimmy Carter got 51 percent of the vote (40.2 million) to President Ford's 48 percent (38.5 million), with the final 3 percent going to other candidates, most notably Sen. Eugene McCarthy Meany Names Hall, 4 Others to Panel on Legislation tor Congress SIU President Paul Hall and four other international union presidents have been named by AFL-CIO Presi­ dent George Meany to a special ad hoc committee which will develop and de­ cide labor's legislative priorities on bills to be pushed in the 95th Congress. Serving with Hall will be Interna­ tional Presidents I. W. Abel of the Steelworkers; Martin J. Ward of the United Association of Plumbers and Pipefitters; Sol Chaikin of the Interna­ tional Ladies Garment Workers Union, and James T. Housewright of the Re­ tail Clerks International Association. At the top of the priority list will probably be full employment legislation to get America's almost 9-miHion un­ employed men and women back to work. Hand in glove with full employ­ ment measures will be bills to stimulate especially hard hit areas of the Ameri­ can economy. Maritime legislation will also receive careful scrutiny by the committee; The committee will work closely with Federation president Meany and the AFL^CIO's^ Legislative Director An- November, 1976 drew J. Biemiller to develop a legisla­ tive package for action by the full AFLCIO Executive Council at its mid-winter meeting in February, 1977. COPE Successes Labor's legislative goals will hope­ fully be realized during the Jimmy Carter Administration. Carter, unani­ mously backed by labor in the cam­ paign, has already pledged himself to getting America back to work. A1 Barkan, head of the AFL-CIO's political arm, the Committee of Politi­ cal Education (COPE) said that more than 120,000 COPE volunteers worked nationwide on the campaign. He said that these volunteers made nearly 10million phone calls during get-out-thevote drives. And he said that COPE's "Operation Big Vote" and other laborbacked organizations succeeded in reg­ istering 6-million new voters before the election. According to Barkan, labor played a major role in Carter victories in such crucial industrial states as New York, Ohio, Pennsylvania, Maryland, Texas, and Missouri. cratic Party's 1976 Platform, which commits the Dems "to a strong and competitive merchant fleet, built in the U.S. and manned by American sea­ men." Maritime proposals were presented to the Democratic Platform Committee by SIU President Paul Hall and James R. Barker, chairman and chief execu­ tive officer of Moore-McCormack Re­ sources. This dual support of maritime by both Carter and the Democratic Party as a whole would indicate that the fu­ ture of the U.S. maritime industry is brighter today than it has been for many years. Carter Continued on Page 34 SlUNA Backs MC&S vs. Japanese Cartel's Pooling SIUNA President Paul Hall has in­ formed the Federal Maritime Commis­ sion (FMC) that the SIUNA supports the Marine Cooks and Stewards Union (MC&S), one of its affiliates, in its challenge of a monopolistic arranjgement among six Japanese shipping lines operating in the Japan-U.S. West Coast trades. In a letter to Karl Bakke, chairman of the FMC, Hall said that the Inter­ national was in accord with the MC&S's action, and he vigorously protested in­ terference by the Council of European and Japanese Shipping Associations (CENSA) in the FMC's investigation of the Pacific Coast Japanese shipping ca"tel. Last year the MC&S challenged a pooling agreement which allowed six Japanese companies to^ combine their shipping services and which gave them a strong competitive advantage over U.S. lines in the trades. Japanese-flag vessels carried nearly 60 percent of all eastbound Japan to U.S. liner cargoes in 1975 while U.S.flag vessels carried only 33 percent. Charging that this arrangement was a monopolistic, anti-competitive at­ tempt by the Japanese lines to gain a stranglehold on West Coast cargo movements, the Marine Cooks and Stewards asked the FMC, which has jurisdiction over U.S. liner trades, to end the Japanese pooling agreement by withdrawing its approval. After a review of the testimony sub­ mitted by the Marine Cooks and Stew­ ards, and the Japanese steaniship lines, an FMC administrative law judge ruled Continued on Page 33 Pages I a �The Lakes Picture Alpena It was reported here that the crew of the 5.5. E.M. Ford (Huron Cement) dispute the Log that the M/V Lakewood is the second oldest operating SlUcontracted vessel. After being checked out here, it was noted that the oldest is'the sandsucker M/V Niagra (Erie Sand) built in 1897, the next oldest is the bulk cement carrier E.M. Ford, 1-898, and the third is the sandsucker Lakewood, 1903. "The E.M. Ford crew claim their vessel is the oldest one operating," it was reported. "They contend that the Niagara is not really operating since it sails primarily in Saginaw Bay while the E.M. Ford sails all over the Lakes. The Niagra crew say their vessel could ship out all over if necessary, but is needed primarily in the Saginaw area. There's quite a friendly rivalry there." In the winter of 1974-75-the boiler room of the E.M. Ford was automated. Till then it was a handbomber and the black-gang shoveled coal into the fires. The J.B. Ford (Huron Cement), built in 1904, had its boiler room automated last winter. On Nov. 10, the J.B. Ford was laid up for the winter. five-year inspection in late October and then moved to the Capital Elevator (erain) dock for the winter lay-up. Boats rarely lay-up in the Duluth-Superior Harbor. They usually wait out the winter in ports further south. On Nov. 11 the temperature in Duluth was 0° F. St, Lawrence Seaway The St Lawrence Seaway will be closed to navigation for the winter season on Dec. 18, the administrator of the St. Lawrence Seaway Development Cor­ poration announced. This year's closing date is the same as last year's, which was the latest in the Seaway's history. It will open again Apr. 1, but only daylight navigation will be permitted until navigation aids are installed. The Welland Canal linking Lakes Erie and Ontario will be closed to navi­ gation for the winter season on Dec. 30. All Ports The combined volume of shipments of iron ore, coal and grain has been rising on the Great Lakes, according to the Lake Carrier's Association. These are the major bulk commodities in the Lakes maritime trade. A total of 18,840,453 net tons of the three commodities were loaded at ports on the Great Lakes and in the St. Lawrence River during September 1976, compared with some 16.2 million tons and 12.72 million tons in Septem­ ber 1975 and September 1974, respectively. These figures, reprinted in the Journal of Commerce, did not distinguish between domestic shipping, which employs SIU members, and foreign-flag operations. Detroit The M/V Atlas Traveler (Brie Navigation) arrived Nov. 8 in Picton, Ontario, where the company checked to see if the vessel could fit the docking facilities. Now she is in Rochester, N.Y., being fitted out for Great Lakes operations. Originally built as a tanker by the U.S. government in 1943, the vessel was then converted to carry bulk cement. She last ran from upstate N.Y. on the Hudson River to Norfolk, Va., but lost out to a foreign-flag operation carry­ ing cement from the Caribbean. The Atlas Traveler is a sturdy sea-going vessel and will replace the M/V Peerless on the Picton-Rochester bulk cement run. The Peerless was not able to brave the weather on Lake-Ontario and often had to lay up, waiting for calm days. Detroit Port Agent Jack Bluitt is now negotiating'the vessel's manning. Duluth "Bad weather never gets Quentin down!" The 5.5. George Gobel (S & E Shipping) went into the shipyard for its Coast Guard Remiss on Crews' Health/Safety^ Says HLSS Head The U.S. Coast Guard is regulating the maritime industry "in a vacuum," according to Hazel Brown, president of the SIU's Harry Lundeberg School of Seamanship in Piney Point, Md. Speaking before a gathering of 35 Coast Guard officers at the U.S.C.G. Merchant Marine Safety School in Yorktown, Va. last month, Ms. Brown accused the Coast Guard of being far behind the times in providing for the physical and mental health and safety of today's merchant marine crews. She said the Coast Guard has shown a great deal of concern for ships and equip­ ment, but has done relatively nothing to deal with the real life problems en­ countered by the modern-day Seafarer. Ms. Brown said that the Coast Guard should be conducting studies to de­ termine the cause of shipboard stress aiid human error, boredom on auto­ mated, fast turn-around vessels, and alcoholism and drug abuse among sea­ men. She said the Coast Guard was making decisions, such as arbitrary manning reductions, without doing the proper research to justify such deci­ sions. She also cited three recent studies, including the Morely Study, The Hu­ man Element in Shipping, which tells of the lack of. concern that exists for crew fatigue and stress factors, to sup­ port her position that the Coast Guard was not doing its job in dealing with purely human factors. Also included in Ms. Brown's re- marks was an attack on Coast Guard testing and evaluation procedures. She said that Coast Guard tests for the same rating or license vary from port to port, when they should be standardized so those who have to take the tests would know what is expected of them. Shd questioned the validity of some tests, noting that "the tests are asking old questions no longer meaningful." She then pointed out to the audience several examples of poor test items and ambiguous test questions. And she re­ layed an often-voiced complaint by seamen that not enough time is allowed for some tests. HLSS Programs In addition to. these remarks, Ms. Brown outlined for the Coast Guard gathering a rundown of the Lundeberg School's programs as well as its finmediate objectives and long-term goals. She said that the school places a great deal of emphasis on job safety, job sat­ isfaction and responsibility of the in­ dividual. "Our school tries to develop concerned workers," she affirmed. Ms. Brown added: "Our programs are patterned to encourage career ad­ vancement—trying through education to reduce the high rate of turnover in the industry by developing careeroriented individuals—young men who wiH move up the ladder within the in­ dustry." She also noted that the school's pro­ grams were aimed at developing lead­ ership qualities in the student, and that the school's Vessel Operator Manage­ ment and Safety Program for licensed, experienced towboat captains is a good example of a leadership-oriented course. Ms. Brown concluded that a 'job' in­ volves a lot more than simply going through the motions. She said that "possession of skills, belief in one's abilities, change, responsibilty, ad­ vancement and achievement must be a part of a job for a man to do a good job." In closing, the Lundeberg School president told the Coast Guard officers that "the U.S. maritime industry is too important to be handled lightly," and reminded them that "the Coast Guard has a responsibility to help make it a safe and viable industry. Delta^ 2 Other Lines face Loss of Cargoes Under Brazilian Law The SlU-contracted Delta Steamship Co. and two other American-flag ship­ ping lines. Prudential and Moore-McCormack, are facing the loss of cargoes as a result of a Brazilian law that dis­ criminates against foreign carriers. The law is actually a tax incentive program which gives Brazil's exporters an 8 to 15 percent rebate on freight taxes when they ship their goods on Brazilian-flag ships. Prudential Lines has reportedly already lost some cargoes of frozen concentrated orange juice, a major commodity for Prudential on this route. The controversy prompted Robert J. Blackwell, assistant secretary of com­ merce for maritime affairs, to visit both Brazil and Argentina last September to discuss the problem with South Ameri­ can officials. Upon returning, Blackwell noted: "I think we made some progress in obtain­ ing fair minimum shares for U.S. car­ riers," but the matter is by no means settled. SIU President Paul Hail, in a letter to Blackwell, urged that "the U.S. Mari­ time Administration seek to obtain equal treatment for U.S. vessels on Brazil-U.S. trades, whether through a bilateral shipping arrangement dr other type of agreement." Brazilian officials are expected to visit Washington, D.C. this month to discuss the problem further. In the past, all such problems con­ cerning maritime affairs with South America have been handled diplomati­ cally. However, if the situation cannot be resolved to assure U.S. flag ships a fair cargo share, the Federal Maritime Commission can order any of a number of retaliatory steps. One of these steps could include barring ships of an of­ fending country from U.S. ports. Seafarers Log Page 6' >Vf- �tmsaasss -.ii—.. M m !' Headquarters Biotes by SIU Executive Vice President Frank Drozak A near tragedy was avoided this month by the alertness of the crew of the SlU-contracted Seattle, and the excellent training in safety techniques many of them had received. An engine room fire broke out, Nov. 7, while the Seattle was in the middle of the North Atlantic. The oiler on watch had been through firefighting school, so he knew just what to do when he saw a fire starting in the auxiliary generator. The day-working wiper, who also had been through firefighting school, helped him get the blaze under control. Seven other SIU brothers on the Seattle had firefighting training, making a total of nine out of the 28 SIU men on board. The complete story of their action is on Page 3 of this Log. If the two men in the blackgang had not learned the proper way to extinguish that type of oil fire, the blaze might have raged out of control before the entire crew was alerted. Instead, the ship was eventually saved, although the fire lasted about six hours. On board ships using modem technology there are many types of fires and many different situations where a fire can break out. If the wrong method is used to extinguish the blaze, the result can be disastrous. At our firefighting course in Piney Point and Earle, N.J., you get theoretical knowledge as well as practical experience. Therefore, I can only urge you to ii a take a cue from the men on the Seattle and enroll in the firefighting course immediately. Later, on Nov. 7, a lifeboat had to be lowered aboard the Seattle. Twenty-two men in the SIU crew had lifeboat training. Without this training, considering the choppy seas, there might have been a disaster just trying to get the crew off the ship. Working on ships and tugs can be a dangerous business. The recent example of the Seattle and the tragic sinking of the tug Eileen C (page two) that same day, Nov. 7, point this out. One of our brothers. Boatman James Aument, drowned when the Eileen C went down in Buzzards Bay, Mass. We extend our sympathies to his wife and his family. Of course, even when you know what you are doing, you can lose your life on the ships and boats. But safety training makes your chances of survival and your buddies' chances better. You cannot jump off a ship in case of an emei^ency and expect to walk on the water. The Union makes this training available to you and you should take advantage of it. In addition, the Coast Guard will probably require all Seafarers and Boatment to have lifeboat and firefighting training in the near future. • • * * ^ 1 *: 1 •'vll I- • • On Nov. 8, 17 more brothers received their 'A' books through the 'A' Seniority Upgrading Program. This is a good program and the men who go through it learn about their Union, they learn about firefighting and other skills, and they get a lifetime of security in the bargain. I urge all those who are eligible for this program to apply. Other courses are available at the Lundeberg School for upgrading your skills. Whether you are a Boatman or a Seafarer on the oceans or Great Lakes, whether you sail in the engine, deck or steward department, there is a course for you. I urge you to look over the list of courses in the Log (Pages 36-37) and apply as soon as possible. To preserve your job security, you should be prepared for present technology and for the technology of the future. Could Generate More Jobs YI; I i Government Study Recommends Storing Oil in Laid^Up Tankers WASHINGTON The Maritime Administration this month published a study which proposes using laid-up 100,000-ton tankers as floating storage tanks for the Government's Strategic Petroleum Reserve Program. MARAD said in the report that its initial analysis of the cost of such a program demon­ strates that "there is sufficient benefit and economic justification for an imme­ diate pilot program" involving two pro­ totype tankers. use of regional shoreside tanks or caverns, and centrally-located salt domes. In recommending the "floating stor­ age" concept, which would ultimately involve the use of 75 tankers, MARAD said that this type of storage has eco­ nomic advantages over other proposals, that it would provide transportation flexibility, and that it would allow dif­ ferent grades of crude oil to be stored in the same area. The study was prepared at the re­ quest of the Federal Energy Adminis­ tration which is exploring various meth­ ods of storing oil reserves as a buffer against possible oil embargoes from the Arab states. Other storage alternatives under study by the PEA include the Use of Clusters The study proposes the use of "clusters" of tankers anchored at vari­ ous sites on the East Coast. These areas would include Long Island Sound, Port­ land, Me., and Narragansett Bay. The tankers would be anchorsed in clusters of 15 separated by "Yokohama fend­ ers." The vessels used in this program would be purchased abroad and laid up at various anchorage sites along the East Coast. If tankers purchased by the Federal'Government are at lay-up sites abroad, U.S. crews might be used to bring the vessels to the United States whether they are towed or sailed under their own power. Additional jobs for American sea­ men would also be.provided when the tankers are under storage at anchor in the U.S. The MARAD report projects that four AB's and four fireman/oilers and two licensed officers, be assigned as maintenance crew for every five tank­ ers. In addition, five watchmen would also be assigned each cluster of 15 tankers. The MARAD reports note that the "floating storage" idea is not new. It cites the Government's Grain Storage Program of the 1950's as an example. The report also notes that some major oil companies such as Gulf and Con­ tinental are presently using tankers for storage overseas. In addition, the study notes that after private interests in Japan successfully used tankers for oil storage, the Japanese Government this year announced its intention to embark on a major floating storage program which will involve 54 tankers totalling 10,215,000 deadweight tons. The MARAD study is presently be­ ing reviewed by the Federal Energy Administration. Hall Sees Tariff Cut as Loophole in 200-Mi. Fishing Limit A proposed tariff exemption on cer­ tain fish product imports from under­ developed nations would "Create a loophole in the new U.S. 200-mile limit that could completely nullify the effects of this bill," SIUN A President Paul Hall charged in a letter to Kenneth Mason, secretary of the U.S. International Trade Commission. In his letter to the ITC—the govern­ ment agency empowered to propose and implement tariffs and tariff exemptions —^Hall said, "The Seafarers Union feels that this proposal is both poorly timed and exteremely harmful to the interests of American fishermen and would undermine the intent of Congress in Gavin Not On Pension Inadvertently, last Issue we re­ ported that Recertified Bosun Joseph P. Gavin had gone on pension. Ac­ tually, he is registered to ship as a bosun in the port of Jacksonville at this time. Our apologies to Bosun Gavin for the mis^e. passage of the Fishery Conservation and Management Act of 1976." While the U.S. imports over 75 per­ cent of its fish, much of it caught off American shores and then imported to the U.S., "American fishermen have for years had extreme difficulty in com­ peting against foreign fishing fleets which use large fishing vessels and fish­ ing techniques that have practically wiped out many species," Hall wrote. where they could take advantage of the low tariff barriers on fish imports." "It would indeed be economic trag­ edy," he concluded, "if the U.S. Inter­ national Trade Commission reduces the Fishery Conservation Act The Fishery Conservation Act which established the 200-mile fishing limit. Hall continued, was designed to correct this situation by giving "U.S. fishermen first preference in the taking of all species of fish found in U.S. waters." Considered in this light, the proposed tariff reduction would be counterpro­ ductive because, "foreign nations would be encouraged to catch and import fish into the U.S.," he said. Hall also warned the ITC that "the international fishing industry is char­ acterized by highly mobile vessels often owned by multinational corporations. These foreign fleets are susceptible to reregistry in underdeveloped countries Only the following groups of Pensioners are eligible to re­ ceive benefits, including the Death Benefit, from the Sea­ farers Welfare Plan: 1. Employees receiving Disabil­ ity Pensions from the Sea­ farers Pension Plan; 2. Employees receiving any Pension other than a Disabil­ ity Pension from the SeafarefsPefision Plan who have credit for at least 90 days of Covered Employment in the calendar year immediately r- tariff on a particular fish product im­ port at the very time a U.S. company may be planning to engage in this fish­ ery under the protection of the new U.S. 200-mile limit." Pensioners' Eligibility For Welfare Benefits preceding the date their Pen­ sion commences and who have credit for a total of at least 5,475 days of Covered Employment. 3. Employees receiving an "Op­ tion B" Pension by virtue of article 8 of the Seafarers Pen­ sion Plan; and 4. Employees receiving a Nor­ mal, Early Normal or Disa­ bility Pension by virtue of Article 9 of the Seafarers Pension Plan. Page? November, 1976 'ftp f ^s •fl 1^1 �p Wash ) and Russel B. Long (D-La.) told the Coast Guard that "We would like to know whether collision avoidance radar might have prevented the accident." ^ . • ,u i u They called the decision by the Coast Guard not to require the radar con­ fusing" and said that it might "indicate that the Coast Guard is not carrying out its mandate." Baltimore Baltimore Towage and Lighterage has signed a new three-year contract with the SIU. SIU Boatmen man their boat the C.L. No. 1, a harbor tug. Houston Boatmen working aboard the nine Slade Towing boats have begun submit­ ting contract negotiation proposals as the SIU prepares tO enter contract talks with Slade. The contract covering the Boatmen on Slade boats expires in December. Mississippi River Low water on the Mississippi and its tributaries has brought the wrecks of two turn-of-the-century steamboats "up for air." ... The first wreck sighted was the Bluff City which emerged from the Missis­ sippi near Chester, 111. during low water. The Bluff City sank in 1897 when she caught fire and exploded while enroute from St. Louis to New Orleans. Only a year old when she met her fate, the 225-foot stemwheeler was carrying a cargo of racehorses, hay and explosives when a spark from one of her stacks set her afire. The low water has also brought the remains of a steamboat believed to be the New Mattie to the surface in Desha County, Ark. where the White River runs into the Mississippi. The New Mattie sank in 1900 while enroute from Desarc, Ark. to Memphis. Carrying 35 passengers and a cargo of baled cotton, two deckhands were lost when the stemwheeler went down. Philadelphia SIU Boatmen will be crewing a new Interstate Oil boat, the Ambassador early next year. A deep sea tug, the new boat will be hauling oil barges. New Orleans The new paddlewheeler Mississippi Queen has gone back into the Avondale Shipyard after a trial run. It is expected that she will be back in service before the end of the year. Detroit Hannah Inland Waterways will be working the tug Margaret around-theclock moving petroleum barges and has added four more Boatmen to her crew. SIU Dredgemen working for Mobile Dredging are now completing a hy­ draulic job for Cleveland Illumination Co. This is Mobile's first dredging job on the Great Lakes under an SIU contract. • Port Arthur Sabine Towing will be taking delivery of a new boat within the next two months. As yet unnamed, the tug will be put into the intercoastal trade. Washington, D.C. In the aftermath of the collision between the ferry George Prince and a Nor­ wegian tanker near Luling, La. which killed 76 people last mon^, two influen­ tial senators have demanded to know why the U.S. Coast Guard does not require collision avoidance radar on all tankers operating on U.S. waterways and in U.S. ports. "Exteremely distressed" by the accident, Senators Warren Magnuson (D- "Oh, you found my ball, Captain." Scholarship Winner Finds Teaching Rewarding Every day at Cleveland Elementary School in Tampa, Fla., former SIU scholarship winner Diane Ortega Dessy sees 60 children who are having trouble with their reading and mathematics. The children work in small groups with Mrs. Dessy and two teacher aidesunder a program sponsored by the Federal Elementary-Secondary Education Act. "It's very rewarding," Mrs. Dessy says. "I follow some of the children from the first through third grade and I can definitely see improvement over the years—not only in their attitude toward school but in their performance. If it weren't for our program these chil­ dren would be lost in the shuflle. I know because I had a second grade Personals John Snyder James Bates asks that you contact him at Rt. 1, Box 159, St. Amant, La. 70774, or call him at (504) 675-5298. Lionel Shaw, Jr. Please contact the editor of the Sea­ farers Log, 675 Fourth Ave., Brooklyn, N.Y. 11232, phone (212) 499-6600, Ext. 242. Paul Goodman and Jimmy Snmpter Leo Watts asks that you contact him at Rt. 2 Box 240A, Livingston, La. 70754, or call him at (504) 698-6521. Page 8 class with 35 children. You just can't meet individual needs with that many students. The fast and the slow learners suffer." In addition to helping students with special problems, Mrs. Dessy serves as acting assistant principal in her school. This demanding but fulfilling career was made possible by the SIU Scholar­ ship Fund. When Diane Ortega Dessy won the four-year scholarship in 1963, she was already working and attending the Uni­ versity of South Florida in Tampa. going to school, and then when I got married I couldn't have possibly con- Could Finish School "It was really a wonderful opportu­ nity," she said. "I was working and R.Johnson Please contact the editor of the Log at 675 4th Ave., Brooklyn, N.Y. 11232, or call (212) 499-6600, ext. 242. Diane Dessey Leo Gallager Please contact Red Campbell at Headquarters. James R. Eagan Robert J. Eagan asks that you con­ tact him at 480 Fountain St., New Haven, Conn. 06515. WiUiam Edward Bradley Mary E. Bradley asks that you con­ tact her at 2129 E. Susquehana Ave., Philadelphia, Pa. 19125. , /• •; tinned because my husband wasn't earning much money then. The scholar­ ship allowed me to finish school and get a teaching job. I only had to use the scholarship for three years." At school she majored in teaching the mentally retarded and mindred in elementary education. Although she en­ joyed teaching second grade and the mentally retarded, she prefers her pres­ ent job. Right now she is going back to school in a masters program for teach­ ing reading, which requires special tech­ niques. Her husband is the dean of boys at a local junior high school. Mrs. Dessy's father, Alfredo Ortega, retired in 1972 on his well-deserved SIU pension. Brother Ortega joined the Union back in 1939 and sailed for 33 years as an AB and bosun. "He's keeping busy and enjoying himself," his daughter reports. Alfredo Ortega still lives in the port of Tampa. Deposit in SIU Blood BankIt's Your Life ^ V Seafarers Log �SS UNITED STATES On Oct. 18, the President also signed a bill authorizing the sale or charter of the SS United States as a floating hotel, on or in the navigable waters of the United States. The vessel has been laid up in Norfolk, Va. since December, 1969, and was acquired by the secretary of commerce in February, 1973. Ac­ cording to a Maritime Administration spokesman, this legislation expands the possible uses of the United States, and enlarges the market of possible pur­ chasers which will increase the value of the vessel for sale or charter, providing a higher return to the Government. The 95th Congress will convene on Jan. 4, with the Democrats having retained their large majority in both the House of Representatives and the Senate, during the Nov. 2 Federal election. An organizational meeting will be held Dec. 6, for the selection of House Democratic leadership, the adoption of certain caucus rules and proposed reforms, and the selection of a Demo­ cratic Caucus Chairman. However, an individual member's committee assign­ ments will be made at a later date. On Dec. 10, House Republicans will meet to select House Minority Leader and Minority Whip, as well as Republican Conference Chairman. ALASKA GAS PIPELINE On Oct. 22, 1976, President Ford signed into law H.R. 3521, a procedural bill, designed to expedite the selection of a route for the proposed Alaska Gas Pipeline. The new law sets a deadline of May 1, 1977 for the Federal Power Commission (FPC) to make a recommendation, and gives the President until Sept. 1, 1977 to select a route. Congress will then have to vote on the Presi­ dent's decision within 60 days. WATER RESOURCES DEVELOPMENT ACT On Oct. 22, President Ford also signed the Water Resources Development Act, providing for the construction, repair and preservation of certain public works on rivers and harbors, and certain flood control projects. Included in the law is authorization relative to the improvement of the Gallipolis Locks on the Ohio River and the Vermillion Locks and Dam in the New Orleans area. Originally, this act included language providing for the replacement of Locks and Dam 26, but the provision was taken out at the last minute on the Senate floor, as a compromise to assure passage of the act. WAR RISK INSURANCE A law extending the War Risk Insurance Program to Sept. 30, 1979, was signed by the President on Oct. 18, and includes restrictions on foreign-flag carriers. The legislation requires the secretary of commerce to consider the characteristics, employment, and general management of an American-owned foreign-flag vessel, prior to issuing or reissuing war risk insurance to the vessel. DELTA QUEEN On Oct. 18, the President signed a bill that exempts the paddlewheel steam­ boat Delta Queen from Federal fire safety standards until 1983. This is the fourth extension given to the wooden vessel, which has been operating since 1928. "This legislation will preserve a splendid reminder of America's past," the President said upon signing the bill. REP. SULLIVAN TO HEAD CONSUMER GROUP Rep. Leonor K. Sullivan, chairman of the House Merchant Marine and Fisheries Committee has been appointed as head of the Federal Reserve Board's new Consumer Advisory Council. A long-time consumer advocate, Mrs. Sullivan is retiring from the House of Representatives after 24 years service, and 12 years as head of the Consumer Affairs Subcommittee of the House Banking Committee. The new 25-member council is presently headed by William D. Warren, dean of the law school at the University of California. COMMITTEE ADDRESSES U.S. OCEAN POLICY The House Subcommittee on Oceanography has begun hearing testimony from key Government officials to determine the future direction of America's total oceans policy. Rep. John Breaux (D-La), subcommittee chairman, in­ tends to use these sessions as a preamble to the consideration of legislation during the first part of the 95th Congress. Secretary of Commerce Elliot Richardson told the committee that one prob­ lem he sees is, "the lack of a comprehensive approach to setting ocean poli­ cies." He said that a Cabinet-level policy body could help the President in setting priorities. J. William Middendorf, secretary of the navy, also testified, suggesting the U.S. Navy be given "a major role in these areas ... to avoid duplication and provide maximum economy." Secretary Middendorf maintains that the U.S. is behind the Soviet Union in all but one area of ocean technology—research and development. But, he says, the U.S. has been literally giving away to the Soviets much of its scientific and even technological information and it has received little in return. "f T'l •' 'I;!: "f I: SPAD is the union's separate segregated political fund. It solicits and accepts only voluntary contributions. It engages in political activities and makes con­ tributions to candidates. A member may voluntarily contribute as be sees fit or make no contribution without fear of reprisal. Seafarers are urged to contribute to SPAD. It is the way to have your voice beard and to keep your union effective in the fight for legislation to protect the security of every Seafarer and bis family. A copy of our report is filed with the Federal Election Commission and is available for purchase from the Federal Election Commission, Washington, D.C. HL55 President Elected Co-Chairman of the NTATC in 1977 Hazel Brown, president of the Harry Lundeberg School of Seamanship, has been elected to serve as co-chairman representing labor of the National Transportation Apprenticeship and Training Conference in 1977. She was unanimously chosen for the post by the approximately 200 delegates to this year's NTATC meeting held recently in San Francisco. training and upgrading programs avail­ able for SIU members at the school. They also explained the Lundeberg School's approach of providing total educational opportunities for SIU mem­ bers, which includes academic training to bolster the student's comprehension of the advanced, technical skills needed by the modern-day Seafarer. Ms. Brown said that the goal of the annual conference, which draws repre­ sentatives from all the major modes of U.S. transportation, is to enhance co­ operative labor-management relations in the areas of apprenticeship and train­ ing as well as to discuss mutual prob­ lems in these areas and share the finer points of individual organization's training programs. Along with Bob Kalmus, director of vocational education at the Lundeberg School, Ms, Brown outlined for this year's NTATC meeting the kinds of Good Cross Section November, 1§76 ,\ The conference featured speakers from a good cross section of manage­ ment as well as labor people from the air, rail, water and trucking industries. The speakers described the training programs available in their individual industries and almost unanimously agreed that well-trained men and wo­ men are the keys to job safety and worker production. The NTATC gathering also included one full day of subcommittee meetings during which the delegates broke up into groups to discuss their own special areas of training and apprenticeship. Ms. Brown met with people involved in running union schools or industry and private vocational academies. She said this meeting gave ber an opportu­ nity "to more fully discuss the programs and philosophy of the Lundeberg School." The conference also featured two speakers from outside the transporta­ tion industry. Dr. F. Ray Marshall, chairman of the Federal Committee on Apprenticeship, and Ross A. Von Weigard, director of- Labor Management Services of the National Council on Alcoholism. Hazel Brown Marshall told the conference that the growing problem of unemployment in the nation was causing a tragic waste of good manpower, while Von Weigard spoke about alcoholic rehabilitation programs in industry and noted that "companies without rehabilitation pro­ grams will soon be out of step with the rest of industry." Page 9 .ii fe HiiJ �Soviet Subverting of Grain Part Focus of New Talks Ever since signing the U.S.-USSR Bilateral Shipping Agreement in 1972, which stipulates that at least one third of all grain cargoes moving between the two nations be carried on U.S.-flag ships, the Russians have tried all kinds of schemes to circumvent its terms.rThe unfortunate thing is that the Russians have been so successful at it that in the four years of the treaty, U.S. ships have only carried about 22 per­ cent of the grain cargoes. As a U.S. delegation, headed by MARAD chief Robert J. Blackwell, prepares to negotiate a new shipping agreement for 1977 and beyond, ways and means to prevent a repeat Russian performance should be high on the list of things to do. Negotiations are sup­ posed to begin Nov. 29, 1976, as the old agreement runs out at the end of this year. 'Quid Pro Quo' Scheme The latest Russian scheme to get around terms of the 1972 agreement is a cozy little 'quid pro quo' deal with big American oil companies, which was brought to the public eye in a story carried in the Oct, 14 issue of a New York newspaper. Under this scheme the Russians char­ ter tankers from U.S. oil companies to carry grain to the USSR, and in return the oil companies charter Russian ships to carry oil to the U.S. Several such arrangements were carried out in Sep­ tember and October, having the effect of freezing out independent tanker operators who depend heavily on the grain trade to stay in business. Fortunately, though, for the inde­ pendents, after the story came to light the oil companies passed down the word that the 'quid pro quo' deal must stop. Although the news story said there was technically "nothing illegal" about the arrangement, the abruptness of the oil companies' abandonment of the practice seems to suggest a fear of legal actions being brought against them. The practice could be viewed as an antitrustAdolation in the form of placing conditions on the availability of one service or product on another. Notice is hereby given to all employees covered by collective bargaining agreements pursuant to which the Seafarers Pension Plan is maintained that on December 27, 1976, the Board of Trustees of the Seafarers Pension Plan, Tax­ payer Identification Number 136-100-329, the administrator of the Seafarers Pension Plan, Plan Identificatidn Number 001, will make an application for a determination as to the qualified status of the Seafarers Pension Plan under Sec­ tion 401(a) of the Internal Revenue Code. This application will be made to the District Director of the Internal Revenue Service, at 35 Tillary Street, Brooklyn, New York 11202. The application relates to Plan amendments, and the Internal Revenue Service has previously issued a determination letter as to the qualified status of the Plan. Participants in the Seafarers Pension Plan include: 1. Employees or former employees who had any credit for service under the Plan as of January 1,1976; and 2. Employees who are not Participants under paragraph 1 above, but who receive credit for 125 days of service within the 12 month period imme­ diately following their first day of employment under the Plan subsequent to December 31, 1975; and 3. Employees who are not Participants under paragraphs 1 and 2 above; but who receive credit for 125 days of service in any calendar year begin­ ning on or after January 1, 1977. - 4. Pensioners, and Beneficiaries receiving Survivors' Benefits under the Plan. Each person to whom this notice is addressed is entitled to submit, or request the Department of Labor to submit, to the District Director of the Internal Rev­ enue Service at 35 Tillary Street, Brooklyn, New York 11202 a comment on the question of whether the iPlan meets the requirements for qualification under part I of Subchapter D of Chapter 1 of the Internal Revenue Code of 1954. Two or more such persons may join in a single comment or request. If such a person or persons request the Department of Labor to submit a comment and that depart­ ment declines to do so in respect of one or more matters raised in the request, the person or persons so requesting may submit a comment to the District Director in respect of the matters on which the Department of Labor declines to comment. A comment to the District Director of the Internal Revenue Service must be received on or before February 10, 1977. However, if the comment is being submitted on a matter on which the Department of Labor was first requested, but declined to comment, the comment must be received by the District Director on or before the later of February 10, 1977 or the 15th day after the day on which the Department of Labor notifies such person or persons that it declines to comment, but in no event later than February 25, 1977. A request of the Department of Labor to submit such a comment must be received by such depart­ ment on or before January 21, 1977 or, if the person or persons making the request wish to preserve their right to submit a comment to the District Director in the event the Department of Labor declines to comment, on or before January 11,1977. Additional informational material regarding the Plan and the procedures to be followed in submitting, or requesting the Department of Labor to submit, a com­ ment, may be obtained at your local Hiring Hall or by writing to: Seafarers Pension Plan 275 20th Street Brooklyn, New York 11215 NS:-' The demonstrations proved a suc­ cess because American ships got their one-third share in October and are ex­ pected to get their one third shares for November and December. Grain Demonstrations The 'quid pro quo' deal with the oil companies actually came right on the heels of another scheme in which the Russians tried to shut American ships NOTICE OF THE APPLICATION BY THE BOARD OF TRUS­ TEES OF THE SEAFARERS PENSION PLAN TO THE INTERNAL REVENUE SERVICE FOR AN ADVANCE DETERMINATION AS TO THE QUALIFIED STATUS OF THE SEAFARERS PENSION PLAN UNDER THE INTER­ NAL REVENUE CODE. Page 10 out of the grain trade. Last August the Russians set "condi­ tions," such as demanding delivery of grain in dry bulk vessels at times when, conveniently, no U.S.-flag dry bulk ships were available, that completely negated U.S. ship movement in the grain trade for August and September. During this period, the Russians also demanded deliveries from off-beat routes such as the U.S. Pacific Coast to the Baltic Sea, and the U.S. Gulf Coast to Siberian ports instead of the other way around. As a result, hundreds of angry Amer­ ican seamen, many of them SIU mem­ bers, protested the situation at the footsteps of Federal Buildings in ports throughout the country. However, for the entire year, U.S. ships have received only 24.6 percent of the grain cargoes to Russia, far short of the U.S. flag's rightful 33 percent share. As negotiations near for the new agreement, the Soviets say they will take a "positive approach" in working out the treaty. Maritime Administrator Robert Blackwell said, "we hope this means we will get off to a good start on this round of negotiations." Blackwell affirms that he will try to settle two very important points before signing a new agreement—a specific plan under which the Soviets will make up the shortage in using U.S. ships, and more importantly, a new set of ground rules for hiring U.S. ships for the grain trade. Whatever the result of the new round of negotiation, the question will prob­ ably still remain—What else do the Russians have in their bag of tricks? Politics is Porkchops Donate to SPAD NOTICE OF THE APPLICATION BY THE BOARD OF TRUS­ TEES OF THE GREAT LAKES TUG AND DREDGE PENSION PLAN TO THE INTERNAL REVENUE SERVICE FOR AN ADVANCE DETERMINATION AS TO THE QUALIFIED STATUS OF THE GREAT LAKES TUG AND DREDGE PENSION PLAN UNDER THE INTERNAL REVENUE CODE. Notice is hereby given to all employees covered by collective bargaining agreements pursuant to which the Great Lakes Tug and Dredge Pension Plan is maintained that on December 27, 1976, the Board of Trustees of the Great Lakes Tug and Dredge Pension Plan, Taxpayer Identification No. 131-953-878, the administrator of the Great Lakes Tug and Dredge Pension Plan, Plan Identifi­ cation No. 003, will make an application for a determination as to the qualified status of the Great Lakes Tug and Dredge Pension Plan under Section 401 (a) of the Internal Revenue Code. This application will be made to the District Director of the Internal Revenue Service, at 35 Tillary Street, Brooklyn, New York 11202. This application relates to Plan amendments, and the Internal Revenue Service has previously issued a determination letter as to the qualified status of the Plan. Participants in the Great Lakes Tug and Dredge Pension Plan include: 1. Pensioners, and Beneficiaries receiving Survivors' Benefits under the Plan. 2. Employees or former employees who satisfy the service requirements for a Normal, or Deferred Vested Pension. 3. Employees or former employees who are eligible to receive a Withdrawal Benefit. Each person to whom this notice is addressed is entitled to submit, or request the Department of Labor to submit, to the District Director of the Internal Rev­ enue Service at 35 Tillary Street, Brooklyn, New York 11202, a comment on the question of whether the Plan meets the requirements for qualification under part I of Subchapter D of Chapter 1 of the Internal Revenue Code of 1954. Two or more such persons may join in a single comment or request. If such a person or persons request the Department of Labor to submit a comment and that depart­ ment declines to do so in respect of one or more matters raised in the request, the person or persons so requesting may submit a comment to the District Director in respect of the matters on which the Department of Labor declines to comment. A comment to the District Director of the Internal Revenue Service must be received on or before February 10, 1977. However, if the comment is being submitted on a matter on which the Department of Labor was first requested, but declined to comment, the comment must be received by the District Director on or before the later of February 10, 1977 or the 15th day after the day on which the Department of Labor notifies such person or persons that it declines to com­ ment, but in no event later than February 25, 1977. A request of the Department of Labor to submit such a comment must be received by such department on> or before January 21, 1977 or, if the person or persons making the request wish to preserve their right to submit a comment to the District Director in the event the Department of Labor declines to comment, on or before January 11, 1977. Additional informational material regarding the Plan and the procedures to be followed in submitting, or requesting the Department of Labor to submit, a com­ ment, may be obtained at your local Hiring Hall or by writing to: / Great Lakes Tug and Dredge Pension Plan 275 20th Street Brooklyn, New York 11215 Seafarers Log �!«!»Sma3aBBOBa3S21'!S8Wa^^ I] . More jobs were made available to Seafarers early this month when the modem, 35,000-dwt tanker, the SS Zapata Rover (Zapata Bulk) recrewed in Todd Shipyards, San Pedro, Calif. The 71 f-foot, 16.5-knot ship was first ciewed by the SIU on Oct. 26 but due to engine trouble, the crew had to get off on Oct. 29. At present, the ship is laid up for engine repairs until some time in December She joins her sisterships, the SS Zapata Ranger and-the SS Zapata Patriot, Another new tanker, the SS Zapata Courier will be ready later this year. % 1 I '• f ! ?a The smokestack and radar boom of the Zapata Rover. Looking forward from the ship's flying bridge we can see the deck of the modern tanker. QMED/Pumpman Joseph Arpino checks a gauge in the pumproom. New Tanker SS Zapata Rover Crews in San Pedro Piney Point QMED grads Joseph McGauley (left). Mitchell Hill (center) and Jack Davis check out the vessel's main en­ gine control panel. Looking forward out from the wheelhouse of the 35,000-dwt ship. November, 1976 ,. , . .. ^ 'i'' '••• AB Louie Alleluia (left) and Recerti­ fied Bosun Sal Sbriglio scan the auto­ mated bridge controls. i- ' A �Moscow Moves to Join 2 N. Atlantic Conferences The Soviet Union has taken the first steps towards joining international con­ ferences which set shipping rates on key North Atlantic trade routes, a move which could lead to the end of Russian rate slashing. However, the Soviets have not ac­ tually signed any agreements and have set a condition on their entry into two of the Atlantic conferences: the con­ ferences must be restructured to give Soviet shippers special status which would allow them to undercut confer­ ence rates by 10 percent in' 1977 and 6.5 percent in 1978. And although the Soviet line operat­ ing between the U.S. West Coast and the Far East, FESCO, has also dis­ cussed the possibility of joining Pacific conferences, thus far it has failed to reach any agreement with representa­ tives from those conferences. Of all the Soviet block shipping lines, it is FESCO which has most deeply cut into the U.S. trades as a third-flag car­ rier by continually slashing freight rates to unprofitable levels far below con­ ference rates. Even if they were willing to take a loss to meet this Russian competition, U.S.-flag and other carriers in the American trades are legally bound to the conference rates and cannot indi­ vidually lower their freight charges. Last year, with the U.S. Congress threatening to limit Soviet participation in the American trades because of their predatory rate-cutting, the Soviets told the Federal Maritime Commission they would consider entering rate confer­ ences if the FMC could end "rebating" by conference carriers. Rebating is an illegal practice where­ by a carrier returns a portion of a posted cargo tariff to the shipper. Although always a problem, many conference carriers said they had to rebate in a desperate attempt to compete with So­ viet price cutting. Realizing that the security of the entire U.S. merchant marine was being severely threatened by the Russian ratecutting practices, the FMC began a drive against rebating last year in the hope of bringing Soviet carriers into the rate conferences. Hall Urges Construction Restart on Cross-Florida Canal "The Seafarers, representing nearly 6,000 workers crewing towboats and tugboats serving our nation's coastal and inland waterways, is convinced that the Cross-Florida Barge Canal will provide the State of Florida and the U.S. as a whole with a multitude of benefits, not the least being jobs and better, and more efficient water trans­ portation," SIU President Paul Hall told Col. Donald Wisdom, the U.S. Corps of Engineers' Jacksonville dis­ trict engineer, in a letter last month. struction of the Cross-Florida Barge Canal because, "once completed, the canal, as an essential viaduct of trade, will attract over 100 industries and gen­ erate approximately 27,000 new jobs." "In addition," Hall told the Corps' district engineer, "we see the CrossFlorida Barge Canal aiding the marine transportation mode to better serve the energy needs of our nation. It will al­ low Gulf Coast-produced petroleum products to reach markets on the At­ lantic Coast faster and at considerably less cost. GREAT LAKES "Also, as power plants begin to con­ vert from petroleum to coal consump­ tion, they will need ever increasing amounts of Midwest coal. The canal, linking the Atlantic Coast with the Gulf and river navigation systems, will be the natural route for the transportation of this essential energy resource," Hall wrote. The district engineer's draft impact statement, which includes Hall's letter, must be put into final form and filed with the Council of Environmental Quality, the Federal courts and Con­ gress by February 1977. Congress will make the final determi­ nation on continuing construction of the Cross-Florida Canal based on this final statement and on recommenda­ tions by the State of Florida's cabinet. Construction of the canal which be­ gan in 1964 was illegally halted by President Nixon in 1971 when it was about 40 percent completed. The proposed canal route started at Jacksonville, headed south along the St. John River and then cut west to Dunnellon on the Gulf of Mexico. A Federal court found this Presiden­ tial action unconstitutional but ordered the Corps of Engineers to compile an environmental impact statement before continuing with the construction. After two-and-one-half years the Corps has prepared a draft of this state­ ment which included Hall's letter. This letter urged resumption on con- Bad News—Seven Shots! Boatman Jim Bernachi is shown here with his wife, Lu Ann, his son Buddy, and 16-month old baby, Kenny. Fate Seems to Link Boatman Jim Bernactti to the Rivers SIU member Jim Bernachi seems to be connected by fate to things mari­ time. Brother Bernachi was born in St. Louis and spent the first year of his life in a house across the street from the building which now houses the SIU Hall there. He is the son of a 30-year Navy man, builds model boats, and sails even in his spare time. And he currently lives in St. Louis with his wife, Lu Ann and sons. Buddy and Kenny in an INLAND On a Pier 7, Brooklyn, N.Y. sign on the overseas bound SS Stonewall Jackson (Waterman), 2nd tripper Saloon Messman Jack Sutton (right) gets the bad news that he needs seven shots after Dr. Manuel Alvarez (center) and Nurse Maureen Lynch (left) checked his innoculation card for shots required in foreign ports. Seafarer Sutton graduated from Piney Point last year sailing on the SS Mount Vernon Victory (Mount Shipping) since then. Page 12 apartment overlooking the Mississippi River. So it is only natural that Jim Bern­ achi now works on SiU-contracted towboats. He tried other occupations such as machinist and mechanic, but, as he puts it, "I've found my career on the river." Brother Bernachi first came to the St. Louis SIU Hall a year-and-a-half ago. He soon shipped out and has been working as a deckhand on SIU boats ever since. His work has taken him over many thousands of miles of inland waterways, including the Mississippi, Illinois, and Ohio Rivers and the Gulf Intracoastal Waterway. But Brother Bernachi is not content to remain a deckhand. He hopes to attend the next Towboat Operator Course at the Harry Lundeberg School: "The Union gives us all a chance to advance," he says. "I'd be crazy not to take advantage of Piney Point. I mean, 1 can improve myself with just a plane ticket." Brother Bernachi knows what to ex­ pect from Piney Point because he has just returned from the conference on alcoholism which was held there. "What impressed me the most about Piney Point." he says, "was the friendly way everyone there treated me. It made me understand the meaning of the Brother­ hood of the Sea." In addition to being impressed with the friendly atmosphere and the exten­ sive facilities at the Lundeberg School, Brother Bernachi reports that he learned a lot about alcoholism. "Above all, 1 learned that it is a disease which can be treated and cured. Maybe I'll be able to steer some of my brothers on the boats who need help to the pro­ gram at Piney Point." Brother Bernachi will be in an even better position to help his fellow Boat­ men—someday soon—when he's cap­ tain of his own boat. Seafarers Log �HEW Seen Easing on Closing of 8 USPHS Hospitals The U.S. Department of Health, Ed­ ucation and Welfare may be softening its longtime, hardline stand that the eight remaining USPHS Hospitals should be closed and care for its nearly 250,000 recipients, including 200,000 American seamen, be transferred to community centers. The apparent change in sonft of HEW's attitudes toward the USPHS Hospitals came to light recently in an HEW published report entitled "For­ ward Plan for Health—Fiscal Year 1978-82," which contains the first posi­ tive statements by HEW concerning the hospitals in years. Taking into full consideration the fact that repeated attempts by HEW to close the hospitals had failed in the face of strong opposition from the SIU and other concerned groups, the report, published in August 1976, stated: "It is unrealistic to believe that either closure (of the PHS hospitals) or trans­ fer without financing is possible, and if would therefore seem more appropriate to concentrate on maximizing and in­ tegrating the utilization of these re­ sources.** The report suggests that to maximize their use, the PHS hospitals should be allowed "full provider" status, which would allow the hospitals to provide full services to third-party recipients, such as Medicare and Medicaid pa­ tients. This move would increase third party reimbursements to the hospitals, which in turn could offset costs of run­ ning and refurbishing the hospitals. The HEW report also suggests that in PHS communities where an excess of inpatient beds already exist, the hos­ pitals could be partially converted for specialized services such as longterm care and rehabilitation, as well as con­ solidation with other public health ser­ vices like primary and ambulatory care and community education. The report noted that such moves involving the PHS hospitals "make economic and planning sense." In addition, the HEW report made it clear that "primary and secondary beneficiaries (which includes Seafarers) could still retain favored eligibility sta­ tus at PHS hospitals by being exempt from any cost-sharing or service limita­ tions." Still Only Proposals It must be remembered that points made in the HEW report are still only proposals and not statements of inten­ tion. However, it should be noted that the HEW report was published just after a two-month long hearing in the House Merchant Marine and Fisheries Com­ mittee, during which representatives of the SIU and other maritime unions, as well as representatives from the mari­ time industry and civic groups called on Congress to halt any attempt to close the hospitals. As a result, the House Committee report on the hearings recommended that Congress "not act" on legislation proposed by HEW earlier this year that would allow the Administration to close the PHS hospitals. In addition, the House Committee report also recommended that: • The hospitals be fully funded for fiscal 1978 at least at the minimum level as outlined in the 1973 Military Pro­ curement Bill. • The PHS system should be mod­ ernized to meet all applicable health and safety standards. • HEW should end its continuing efforts to shut down the hospital system "and develop an adequate, well ex­ pressed continuation policy which in­ cludes expansion of needed services, and the retention of competent staff with assurances to beneficiaries that they will not be shoved from pillar-topost under an uncertain process of con­ tract care." The committee report, coupled with the HEW proposals concerning the PHS hospitals, seem to indicate that HEW may finally be seeing the handwriting on the wall—the SIU and other con­ cerned groups are not about to let the PHS hospitals go down the drain. What all this means to the individual seaman who depends on the PHS hos­ pitals for medical care is that the hos­ pitals may be secure against HEW closure and cutback attempts for the first time in years. f1 .i ' i • • '/W-. • I California Could Stall Movement of North Slope Oil The State of California appears to be tossing a monkey wrench into the long awaited machinery that would bring North Slope oil from Valdez, Alaska in U.S. tankers to a proposed new Standard Oil of Ohio Co. (SOHIO) Terminal in Long Beach, Calif. Citing environmental concerns, Cali­ fornia's Air Resources Board said that the proposed unloading of 1.2 million barrels of Alaskan oil per day in 1977 and 1.6 million barrels by 1980 would add hydrocarbons to the already pol­ luted air of Southern California. Con­ cern was also voiced over increased tanker traffic in the area. As a result of these concerns, the board has ruled that only enough tankers to serve the Cali­ fornia market may enter Long Beach Harbor. The^^board's ruling, however, is by no meams the final word in this contro­ versy because the port of Long Beach has come out with its own report which shows that the ARB's projected emis- Notiu to Members Oe Sb^fpiag Pretmkm When throwing in for worit dur­ ing a job call at any SIU Hiring HaU, members most produce the following: • membership certificate • registration card • clinic card • seaman's papers In addition, when assigning a job the dispatcher will comply with the following Section 5, Sub­ section 7 of the SIU Shipping JRules: T "Within each class of seniorityrathig in every Department, prior­ ity for entry rating jobs shall be given to all seamen who possess Lifeboatman endorsement by the United States Coast Guard. The ^facers Appeals Board may vraive the preceding sentence when, in the sole judgment of the Board, undue hardship will result or extenuating circumstance war^^jpit.such.waiven".. November, 1976 sion statistics are "grossly exaggerated," and are 31 to 48 times higher than they should be. Public hearings will soon be held to break the environmental impasse. Several Alternatives Whatever the outcome of the hear­ ings, SOHIO's original plan—which includes a good deal of construction— will be delayed for several years. The complete plan called for the carriage of Alaskan oil in U.S. tankers to a new Long Beach Terminal where it could be transhipped via an existing 600-mile gas pipeline (with 300 new miles of ex­ tension pipe added on) to Houston. From there, some of the oil could be transhipped again via existing pipeline relays to a number of sites in the Mid­ west. But now that this plan appears in serious jeopardy, or at the very least delayed, several alternatives have been advanced. The most talked-about alternative is to ship the oil, which will begin to flow in the summer or early fall of 1977, via U.S. tankers through the Panama Canal to Houston and then by pipeline to the Midwest. Another alternative, though less likely because of significantly increased carriage costs, is to ship the oil via supertanker around Cape Horn to the U.S. East Coast. In either event, U.S. tankers would benefit from at least the same, if not increased, employment opportunities as the original Long Beach plan. However, a third alternative, the least likely of all at this time, could seriously hurt U.S.-flag tanker partici­ pation in the carriage of Alaskan oil. It is a "swap" plan where the Alaskan oil would be shipped to Japan while more Middle East oil would be brought to the U.S. East Coast predominantly in foreign-flag tankers. The "swap" plan is unlikely because it would actu­ ally increase the nation's dependency on foreign energy sources despite in­ creased oil production in the U.S. MARAD to Intervene Robert J. Blackwell, assistant secre­ tary of commerce for maritime affairs. has made it clear that no matter what the final outcome of the controversy, the Administration wants the Alaskan oil to be moved in U.S.-flag tankers. Blackwell said that if California in­ sists on making a major environmental issue of the Alaska oil movement through the state, the Maritime Ad­ ministration would intervene to insure the oil carriage for U.S. ships. A- _ Great Land's Fine Galley Team Getting the glad hand (center) is Chief Steward/Cook Ken Hayes, secretaryreporter of the SS Great Land (international Ocean Transport) from Saloon Messman M. Abdulla (left) for^the clear and clean galley while Cook/Baker Frank Hall (right) helps to keep the galley shipshape. Change of Address i Or New Subscriber Editor, SEAFARERS LOG 675 Fourth Ave., Brooklyn, N. Y. 11232 1 would like to receive the SEAFARERS LOG—please put my name on your mailing list. (Prim information) NAME ADDRESS CITY STATE. ZIP. 1 SIU members please give: Bk# Soc..Sec.# /_ ./ TO AVOID DUPLICATION: If you are an old suhscrlher and have a change of address, please give your former address below or send mailing label from last issue received. s ADDRESS CITY STATE. ZIP. Page 13 �Wheelsman Louis Talarico works the deck controls. The M/V Paul Thayer takes on coal in Lorain, Ohio. Steward Allen Sholette puts up the rice for dinner. Laker Paul Thayer Speeds Coal-Ore Cargo eventeen Lakes Seafarers are on board the M/V Paul Thayer (Pringle Transit Co.) which carries coal and iron ore between ports in Lake Superior and Lake Erie. Here the ship is making one of its frequent stops in Lorain, Ohio on Lake Erie to take on a load of coal. The cranes on land are stationary and pick up the boxcars, turning them upside down to dump the coal into the chute. The ship moves hack and forth to take cai^o into the various holds. The Paul Thayer can cany 19,700 short tons of taconite iron ore pellets, or 11,500 short tons of coal. Two special Lakes ratings are employed aboard this self-unloading vessel—one SIU conveyorman and one SIU gateman. When the ship unloads, material is fed from the gates at the bottom of the cargo hold to the tunnel conveyor below. The conveyorman controls the belt system while the gateman works in the tunnel and watches the amount of cargo being discharged. If the system jams, they have to take care of the trouble. The M/V Paul Thayer has an overall length of 630 feet with a beam of 68 feet. Its midsummer draft is 26 feet and its speed is 15 mph. The vessel, which was launched in 1973, was one of the first Lakes ships to he built with all the cabins aft and the boom aft. S Past the lighthouse and breakwaters of Lorain. Ohio, the waters of Lake Erie seem vast as the ocean. QMED William Ziolkowski, an HLSS upgrader, said, 'It's hard to get Lakes guys to go to the Lundeberg School, but once you've been there, you can't stay away." He intends to return for a refrigeration me­ chanic certificate. One of the M/V Paul Thayer's diesel engines. Page 14 While enjoying their afternoon coffee, (I. to r.) Steward Allen Sholette, Wheelsman Louis Talarico SIU Cleveland Representative George Telegadas, and Porter Maneh Ahmed talk about shipping on the Lakes. Seafarers Log �...x» r- -•fT'vi/. * \ 1 Union Brotherhood Key to Alcoholic Rehabilitation Program The key to the success of the Alco­ holic Rehabilitation Program for Sea­ farers is that same quality which has made the SIU successful—Union bro­ therhood. The program began less than a year ago. Already it has helped many members make a new start in life. This success would not have been possible without the understanding and moral support of every SIU member. We know that alcoholism is a disease and that it can be treated. We are dedi­ cated to helping each and every boat- quality of life for our members. We recognize alcoholism as a disease. Through the Welfare Plan, we have established a program to help our mem­ bers recover from that disease. And at the Seafarers Alcoholic Rehabilitation Center, alcoholic members are getting well and building new lives. ;—the same plan that provides for hos­ pital and medical benefits—the Alco­ holic Rehabilitation Center has been established for our members at Valley Lee, Md. Through the encouragement of our oflicials and fellow members, many brothers have come to the center and started down the road to complete recovery from alcoholism. The program at the ARC is designed to meet the special needs of Seafarers who are suffering from alcoholism. A competent and professional staff works These are successes of which we can all be proud. But the task is not finished. If the program is to remain successful, every member must continue to con­ tribute both his moral support and his understanding of his alcoholic brother. We must work to make the program work. I sBrotherhood in Action man. Seafarer and Laker in our Union have the best possible life. When wages and working conditions stood in the way of this goal, we worked together to beat that problem. When we saw that our members needed vocational and academic education to get more pay and better jobs, we founded HLSS and overcame that obstacle, too. Now we are turning our attention to a disease that afflicts many of our mem­ bers. Anything that hurts one of us, hurts all of us; and we are working to help these members get well and stay well. Through the Seafarers Welfare Plan ,4?,T with each member to assist him in build­ ing a new life without alcohol. At the same time, fellow Seafarers—^both on the staff at the center and in treatment with him—support him in his decision not to drink. The surroundings at the ARC also contribute to the Seafarer's recovery. Green lawns and colorful flower beds surround the buildings. Living quarters are quiet and pleasant. Meals are nour­ ishing and lare eaten in a family-style dining room. Weight lifting, pool tables, reading materials and other forms of recreation are available. In short, we are once again making a pioneering effort in improving the Seafarer Leiand ("Lee") Buchan (left) is the cook at the ARC and is himself a recovered alcoholic. Brother Buchan serves his fellow SIU members at the Center with nourishing, family-style meals prepared in the ABC's newly-re­ modelled kitchen. Good nutrition is an important part of the program for recov­ ery at the Center. (All the individuals in this photo gave permission for their picture to be taken). Alcohollsnn is a cliseas< it can be trsalsd. This is the story of my first six months of sobriety' Brother John A. Sullivan, who took part in the SlU's Alcoholic Re­ habilitation Center, wrote to the Log recently telling us the story of his "first six months of sobriety." As he had done in a previous issue of the Log, Brother Sullivan has sent us a well written, honest and very in­ teresting account. We urge all SIU members to read it. By John A. Sullivan This is the story of my first six months of sobriety. I've said this before and I'll say it again. Someone in this Union, in an official capacity, thought enough of me to think I was worth saving for myself and I will be forever grateful. It's not easy to show appreciation to someone who said, "you're an alco­ holic". You tell him he's nuts. You say, "Hell, I can take it or leave it alone". But, deep down in your heart and mind, you know you have a prob­ lem—a problem that you can't correct yourself—you need help. I got that help. But, now I have to prove something, not only to myself, but to those who gave me the courage, the will, the desire to stop drinking. It wasn't easy and it still isn't easy. It's an every day job. It's not a job you can relax on. You must fight the desire to take a drink every day. I must tell you, from deep down in my gut, it's been the best six months I have every spent. I have learned to enjoy many things. Things I never thought about before. There is. golf, bowling, the food I eat which tastes better. I sleep, not a hang­ over sleep but a nice, tired sleep. I wake November, 1976 up feeling good—real, real good. I have learned to enjoy meeting people. I have met many wonderful people since I joined the A.A. Program—not only at "The Center, but here, in Seattle, where I attend meetings. Without these meetings I know I could not stay sober. I attend all the meetings I think I need and then I go to a few more, besides, to be sure I have enough. Also, I attend these meetings because I flatly enjoy them. I enjoy the stories the people tell about themselves. I enjoy listening to the experiences others have had and I can relate to most of them. I'm looking back on a well wasted life just because I was an alcoholic and didn't know it or wouldn't admit it. Be­ fore leaving The Center, I was told the first six months would be the hardest and the roughest and the counsellors at The Center were right. It has been tough but worth it. At The Center, it was also said that we should change our circle of friends —which isn't easy for a seaman. In our line of work we don't have the oppor­ tunity to meet people in different occu­ pations, especially if we are on a ship. The friends we do have—^where do we meet them?—^At the Union Hall or in a tavern near the Union Hall which puts temptation always before us. Tempta­ tion we don't need. But then, again, temptation is always before us. As alcoholics, we can never relax our vigil. We must be on our toes at all times by living one day at a time— always saying, "I will not take a drink today". Pretty soon, you just don't think about a drink but we still need help. Attending A.A. meetings regularly is the one way to obtain that help. By attending A.A. meetings regularly you are not only helping yourself but you are helping others stay sober. Isn't this what this is all about?—^Your will and desire to stay sober. By attending A.A. meetings you soon start to meet new friends and remember that the new friends you meet have the same problems you have. They, in turn, are asking for your help, for they have the same desire that you have. Staying sober. It's a wonderful feeling, knowing you are helping someone else. This is one story in a chapter of my life. The chapter of my drinking days is closed but the story isn't ended. For no self-confessed alcoholic's story can ever end. He must constantly be on guard lest he open the book of life, again, and find the sickness and despair, loneliness and heartbreak he thought he had beaten. So you can see this is a story without end. This story is like a long journey. It can't begin until we have taken the first step. The first step is the desire to stop drinking. The next step is to call the Alcoholic Center at Piney Point or your nearest Port Agent for his help in call­ ing The Center. DO IT NOW. "1 Alcoholic Rehabilitation Center 1 tin I am interested in attending a six-week program at the Alco­ holic Rehabilitation Center. I understand that this will be kept strictly confidential, and that no records or information about me will be kept anywhere except at The Center. , Name Book No. Address (Street or RED) (City) (State) Telephone No Mail to: THE CENTER Star Route Boxl53-A Valley Lee, Md. 20602 or call, 24 hours-a-day, (301) 994-0010 ^ (Zip) I I | • •m\. a j \ J Page 15 •.i ^k �Seattle Committee SIU Patrolman Teddy Babkowski (seated) signs SPAD receipt for Recertified Bosun Jose Gonzalez (far right, reading the Log), ship's chairman of the containership SS Seattle (Sea-Land). Looking on are the rest of the ship's com­ mittee of, from the left: Steward Delegate Barney Johnson; Engine Delegate A. Okrogly, and Deck Delegate F. Campogasso: The payuff took place in Port Elizabeth, N.J. last month before the big fire. (See story in this Log.) Lyman Half Committee The ship's committee and another member of the crew of the SS Lyman Hall (Waterman) are, from the lef{: Chief Steward J. B. Morton, secretary-reporter; Engine Delegate J. D. "Whitey" Harmon; Educational Director John Manen; Recertified Bosun John Altstatt, ship's chairman, and crewmember Saloon Messman Carl McKinley. The payoff took place recently on Hoboken, N.J. Pier C. Jeff Davis Committee Transcolorado Committee During a payoff recently in the Military Ocean Terminal in Bayonne, N.J., the ship's committee and another crewmember aboard the Jeff Davis (Waterman) have their photo taken. From the left are: Steward Delegate Leonardo Manca; Deck Delegate Wan D. Joyner; Engine Delegate Cleveland Taylor; Recertified Bosun George Annis, ship's chairman, and AB Dick Maley. Posing for a photo in the crew's mess is the ship's committee aboard the Transcolorado (Hudson Waterways) which paid off recently in the port of San Francisco. From the left are: Recertified Bosun Ted Tolentino, ship's chairman; Steward Delegate G. Frazza; Engine Delegate P. Bradshaw; Deck Delegate L. Snodgrass; Secretary-reporter J. Pitetta (standing), and Educational Direc­ tor P. Peterson. Eric K. Holzer Committee Williamsburgh Committee At a recent payoff of the Eric K. Holzer (Puerto Rico Marine) in Port Elizabeth, N.J., Bill Reid (standing, second from left) of the PRM shoregang joins the ship's committee for a photo. Standing from left are: Steward Delegate Jose Chacon; Reid; Engine Delegate C. Cuevas, and Chief Steward Harold Strauss, secretary-reporter. Seated left is Recertified Bosun Roberto Zaragoza, ship's chairman, and seated right is Edward Slintak; deck delegate. The ship's committee along with another crewmember from the' tl Wllllamsburgh (Westchester Marine) have their photo taken at the Holiday Inn at JFK airport in New York during a payoff on Oct. 28. From the left are: Engine Dele­ gate William Foley; Utilityman Richard Smallwood; Deck Delegate Wayne Shackelford; Chief Steward Frank Costango, secretary-reporter, and Steward Delegate Hugo Fuentes. The crew was flown in from Greece. PageJ6 Seafarers Log �..:...vj3V ibsaskttbimajs&i>rjika:r,^«rmKM Hi fgaii? ii^A^.wy-fjaac TfetM.f'.wiAaK-- i«:»- •T*»rt:.s-ii5'-si>L.'^.--ir*rtM£-V.Srjrtu-'T-. j;„,. »=.. ..i' /• Delivering fuel oil to Perth Amboy, N.J., the SIUcontracted Esther S. (Steuart Transportation) works out of the port of Piney Point. X. > SID Boatman Duane Madden, senior captain aboard Interstate Barge 35 ties up his barge at an oil ter­ minal in Port Jefferson, Long Island. The SID manned tug Shamok/n (Express Marine) brought the barge from Philadelphia to the small Long Island Sound harbor. A Link in the Chain That Keeps Northeast Yfarm s the Northeast prepares itself A for another winter, SIU Boat­ men are busy distributing fuel oil Both manned by SlU Boatmen, the tug Shamokin pushes Interstate Barge 35 up to an Oil terminal dock in Port Jefferson, Long Island. throughout the area brought by large tankers from the Persian Gulf and other oil producing sections of the world. While economy dictates the use of large tankers (such as those manned by deep sea SIU members) to carry foreign oil from its point of origin to the U.S., the job of getting that oil to smaller terminals like Port Jeffer­ son, Long Island, and Perth Am­ boy, N.J. where it can eventually be pumped into delivery trucks and brought to the consumer is done most efficiently and economically by the deep sea tug and oU barge. Quicker and less costly than over­ land transportation, SIU boats and Boatmen are an indispensable link in the chain which keeps homes warm and factories producing in our North­ east. 1 •• r' ;1 I t -f*. • V;1 ' "Lj- |¥:t ' X-?• if'•'J % Xl ^f V " ;;i; - • Sx iI L W,T -v' * A 'L.' 5-1^' ' S'SI-J. 'iNii Utilltyman Gary Fulford adjusts the throttle in the Shamokin's engineroom. November, 1976 Mate David Owens tells the Shamo­ kin's engineer to reverse engines. Boatman James Felip, mate aboard the Interstate barge, directs the Shamo­ kin's bridge as the loaded barge is tied up. �Washington, D.C. Thirty-four U.S.-flag ships of six SlU-contracted companies were among the 316 vessels "adopted" this month by elementary school pupils under a 40-year old Adopt-a-Ship Plan sponsored by the national Propeller Club. Under the plan, school children and ship captains exchange visits aboard ship and in the classrooms. They and their teachers also write to one another and to other ship officers asking about the crew, origin of cargoes, ships, countries visited, trade routes, climate, weather, geography, history and the importance of their cargoes to manufacturing industries far inland from the seacoast. Today there is a waiting list of applications from more than 25 classes for whom no ships are currently available. The SIU companies and the number of their ships participating in the plan are: American Steamship Co. (12) Delta Line (11) Maritime Overseas Corp. (11) Reynolds Metals Co. (1) Sea-Land Service (3) and the Waterman Steamship Corp. (6). SS Cantigny Two young girls were saved in the Gulf of Mexico by Seafarers of the tanker SS Cantigny (Interocean Management) when they were taken off the Liberian chemical carrier 55 Stolt Surf which was on fire. only Filipino wages when they should have been paid at the agreed-upon Interna­ tional Transport Workers Federation (ITF) rate. The difference, $150,000 in back wages, is pending in Federal Court. In early October, the Japanese firm posted a bank bond for that amount in case the crew won their case, but the crew demanded September's pay at the ITF rate and asked to get paid for October before they sailed the 500-foot vessel to Oswego, N.Y. and Kingston, Ontario, Canada late last month. "These demands were met," said SIU Representative Andrew Boyle, "so the men decided to rejoin the ship." Mobile The U.S. Maritime Subsidy Board (MSB) has approved a new 20-year operat­ ing differential subsidy contract for the SlU-contracted Waterman Steamship Co. on its Atlantic-Gulf-Far East routes. Waterman, the most recent of U.S.-flag liner companies to join the other 10 getting subsidy has still pending applications for long-term subsidy for its GulfAtlantic-U.K.-Continent-Scandinavia-Baltic routes. Recently, a 20-year subsidy extension was approved by the MSB for the com­ pany's Atlantic-Gulf-India-Pakistan-Persian Gulf-Red Sea routes. On the routes. Waterman can make 18 to 30 sailings a year with its eight Mariners, up from 12 to 18 sailings this August. Under the new subsidy agreement. Waterman will be required within six months to contract for four new LASH ships. SS Delta Mexico SS Potomac The longest pieces of cargo ever to be carried on a Delta Line vessel, 150-foot long, 66-ton chemical tanks, were aboard the 55 Delta Mexico last month. They were being transported from the port of Houston to a chemical plant being built in Salvador, Brazil. Between Nov. 24 and Dec. 9, the 55 Potomac or the 55 Columbia (both Hud­ son Waterways) will carry 22,000 tons of wheat from a Gulf port for delivery to the port of Haifa, Israel. Atlantic City, N.J. SS Cove Communicator, SS Merrimac, SS Warrior, SS Maryland Jersey City, N.J. SIU Representative Edward Pulver was reelected to a fouryear term as secretary-treasurer of the 750,000-member New Jersey AFL-CIO by 800 delegates at the organization's 15th annual convention here last month. A Navy rescue plane dropped extra pumps to the 55 Cove Communicator (Cove Tankers) last month after the ship reported she was taking on water while about 260 miles northwest of Midway Is. No danger to the crew was reported. The ship was on a voyage from Longview, Wash, to the port of Inchon, South Korea . . . The 15,995-dwt bulkcarrier 55 Merrimac, (Ogden Marine) hauling coal to Holland, had machinery trouble last month 300 miles out of the port of New York so she radioed for a tug... Also in trouble with engine woes last month was the 8,673-ton containership 55 Warrior (Sea-Land) drifting and needing help north of Lisbon . . . Also, the 265,000-dwt tanker 55 Maryland (Interocean Management) went aground last month off the Bahamas. Montreal, Canada The SIU of Canada gave food and shelter to a 22-man Filipino crew stranded for a month after they walked off a Panamanian freighter in a wage dispute with her Japanese owners. The crew left the Oriental Victory Sept. 22 claiming the company had paid them Hair-Raising Lake Superior Tale Has Happy Rides Out 50 MPH Blizzard on Jinx Ship to 46-Yeor Morrioge Back in June 1927, when he was 18, now retired Lakes Seafarer Bud Knuckey rode the 55. George M. Hum­ phrey out of the shipyard in Lorain, Ohio. On the maiden voyage, "the illfated jinx ship" popped 60,000 rivets, Knuckey wrote the Log when he read that the ship last month was nearing its 50th year of service on the Lakes. Later, it was almost doomed when it sank in an accident in 1943. The article about the raised and sal­ vaged Humphrey (now called the 5.5. Consumers Power) in the March "At Sea" Column brought back fond and terrifying memories. Brother Knuckey nearly went down with the ship twice. However his second and last hair-rais­ ing journey on the Humphrey resulted in a loving marriage that has lasted 46 years. ". . . Home in Duluth one day, I re­ ceived a call from the fink hall. Would I take, you guessed it, the Humphrey to Buffalo to layup," Knuckey wrote. "Arriving aboard the Humphrey at 6 p.m. Dec. 3 in a howling blizzard Sweeping in with a strong N'easter off Lake Superior, we sailed within the hour for Port Arthur, Ontario, to load on storage grain. One quartermaster, me, was all the fink hall could supply. Page 18 If I had known what was ahead, I would have jumped ship immediately." As they tried to pull out of the chan­ nel and head into. Lake Superior, they found the ship would not answer the helm. 50 MPH Blizzard "Yelling above the uproar of a 50 mph blizzard, Cap't. Stewart finally raised someone to sound the ballast tanks," Brother Knuckey continued. The tanks were empty. "Notwithstand­ ing that the sea cocks had been open since the minute we cleared the drydock, Cap't. Stewart ordered the engine room to put the pumps on the tanks. All this did was blow pump gaskets as the tanks would not accept the water." Knuckey then sounded the tanks with a rod dipped in Karo syrup sup­ plied by the cook. When he reeved in the rod he found splinters of ice adher­ ing to the syrup and knew that water had frozen over the pump's inlet. The engineers pumped water from the hot well to melt the ice. "Hardly waiting for the screw to get down, Cap't. Stewart signalled to heave up and we were on our way again. We pumped all ballast tanks full but still she pitched wildly as the seas broke over her pilot house, icing up everything it touched. It was the first time I saw a Lakeship throw water through her steel hatch covers as now we were forced to run water into her cargo hold in a des­ perate attempt to prevent the terrible poimding she was taking." After reaching Port Arthur they loaded the grain. But- 'the telescop­ ing hatch covers installed during the heat of the previous June would now not come together due to the extreme contraction of the metal in 25 degrees GREAT LAKES below temperatures. We finally as a last resort drew them closed and used half-inch cable through the pinholes, clamped to keep the hatch covers from opening in a sea." When they reached Lake Huron, despite another N'easter, "the pride of the Great Lakes fleet" went out and took a 24-hour pounding. She was so heavily laden with ice when she reached the shallow St. Clair River, that the crew had- to hose her down with hot water for an entire day in order to navigate the river. To top off the voy­ age, the Humphrey went aground at Bar Point and ended up in the Lorain Shipyard, But the cold winter tale had a happy ending. "The Humphrey always comes to mind with special emphasis," Knuckey concluded in his letter. "Had I not signed on that last trip, I would very likely have spent the winter as a lumber­ jack in northern Minnesota. Being now back in Lorain only .90 miles from Ashtabula, I decided to pay a visit to a girl J had met the previous summer and spend Christmas there. We were subsequently married two yehrs later. We recently celebrated our 46th wed­ ding anniversary." Seafarers Log �— y W!^.~K- ^VTJlfXT^T Satellite Ship-to- Shore Phone Con Save Lives A QMED is gripped by severe chest pains while his tanker is in the middle of the Atlantic enroute to the Persian Gulf. He can barely breathe. Quickly, the designated medical corpsman on board, who has studied emergency med­ ical treatment, begins to administer first aid for a heart attack. He picks up a ship-to-shore phone and calls the North Shore University Hospital on Long Island, N.Y. The doctor in the emergency room asks for an electrocardiogram. The medical corpsman hooks up the patient to the ship's EKG electrocardiogram machine and transmits the reading to North Shore. Meanwhile, a computer­ ized data retrieval system wires the pa­ tient's medical history to the emergency room. Finally, the doctor—using the two-way phone connection—gives the ship's medical-man detailed instructions on how to help the stricken QMED. Is this a pipe dream? According to a feasibility study prepared for the Na­ tional Maritime Research Center at Kings Point, N.Y., space age technology —specifically satellite communications —would make such rapid and complex emergency consultations possible. Already two MARISAT maritime commimicatioii satellites are orbiting the earth. Launched earlier this year, one is stationed over the Atlantic, the other over the Pacific, covering more than two-thirds of the world's major sea lanes. They were designed and devel­ oped hy the COMSAT General Cor­ poration and can make real-time, almost instantaneous ship-to-shore communi­ cation possible. By using the satellites, messages can be sent without the uncertainty and hours of delay of current long-distance radio-telephone techniques which de­ pend on reflecting signals back and forth between the earth and the ionos­ phere. These messages are affected by the time of day and the season of the year. Adminijjfrators at the North Shore University Hospital, who prepared the feasibility study for the U.S. Mari­ time Administration, recommended that MARAD, the Department of Health, Education and Welfare and other ap­ propriate agencies fund an experiment using satellite communications for ship­ board medical care. Since MARAD is equipping 10-U.S.flagships with satellite terminals to see how shipboard operations and maritime services to ships at sea can be improved, the same 10 ships could be used to test the new space age medicine, the study suggested. Already, using a satellite system with an EKG relay, a doctor at North Shore was able to advise treatment for a simu­ lated heart attack and a case of pneu­ monia on a ship located near the coast of France. Two-way, slow-scan TV might also be used to diagnose injuries. The study pointed out the frightening lack of medical care for seamen aboard American-flag merchant ships. There is no governmental agency responsible for the health care of seafarers while ships are at sea. Present Federal law does not impose any formal requirements for current medical training of an individual aboard U.S. merchant ships. Twenty-eight per­ cent of men responsible for medical care, the study showed, had only an outdated, basic first-aid course. Another 22 percent had no training at all, only experience. A few had USPHS marine physicians assistants training. A survey of medical reference books on board ships showed that most were outdated and that several ships had none. A look in the medicine cabinet showed that most of the medicines had expired—if there were any drugs or medications on board at all. The only Federal law and statute which relates to medical supplies aboard ships were written more than 100 years ago and have not been re­ vised since. These laws basically require a ration of salt, lime-juice and vinegar for each sailor. Training of a medical corpsman, or physician's assistant, for each ship and adequate medical supplies and refer­ ence books would therefore be an es­ sential part of the program. While satellite terminals and medical equipment are an expensive investment for a shipping company, the study ex­ plained how millions of dollars are lost by the companies each year because of compensation due to men who become ill or injured on board ship and subse­ quently seriously disabled because of the lack of medical care. With a physician's assistant on board and a satellite communications system, unnecessary and expensive evacuations and reroutings could be avoided. A satellite terminal also would help a ship's operation in many other ways as well. MARAD has not yet acted on the North Shore proposal. Meanwhile, other organizations such as the SIU and the U.S. Public Health Service Hospi­ tals are also looking into ways of im­ proving medical care on board ship and the SIU's Lundeberg School in Piney Point has established an excellent first aid course which many bosuns and upgraders have already taken. Congress Adjjourns, Food Stamp Program Saved for Now With the 94th Congress adjourned and a new Congress due back Jan. 4, the nation's Food Stamp Program was temporarily saved from Congressional cutbacks. Leading the fight to save the program was the Amalgamated Meatcutters and Butcher Workmen Union whose inter­ national vice president, Leon B. Schachter wrote to the SIU last month, thanking the Union for its help: "This [adjournment] is a big victory for labor and its allies since the present program will now remain in effect without any cutbacks. "The activities of your union and of other organizations both in Washington and around the country balanced the anti-food stamp campaign of President Port New York Philadelphia Baltimore Norfolk Jacksonville Detroit Houston New Orleans Mobile San Francisco Wilmington Seattle Piney Point San Juan Columbus Chicago. ........... Port Arthur Buffalo St. Louis Cleveland Jersey City ......... November, 1976 Date Dec. 6 Dec. 7 Dec. 8 Dec. 9 Dec. 9 Dec. 10 Dec. 13 Dec. 14 Dec. 15 Dec. 16 Dec. 20 Dec. 24 Dec. 11 Dec. 9 Dec. 18 Dec. 14 Dec. 14 Dec. 15 Dec. 17 Dec. 16 Dec. 13 Ford, right wing groups and conserva­ tive Congressmen... "... The beneficiaries of this success are some 18-million unemployed, strik­ ing, elderly and other poor persons. "The fight will begin again next year, but hopefully we will be in a better position then because food stamp meas­ ures will be tied to farm legislation ..." When Congress returns, a bitter fight on cutting food stamp benefits is ex­ pected on the House floor. Last August, the House Agriculture Committee voted 20-17 for H.R. 13613 to cut food stamp benefits for the unemployed and low wage earners and ban eligible strikers and their families from receiv­ ing food stamps. In that food stamp bill, a family of four could only have a yearly income Deep Sea Lakes, Inland Waters .... 2:30p.m. 2:30 p.m. 2:30 p.m. .... 9:30 a.m. 2:00 p.m. 2:30 p.m. 2:30 p.m. 2:30 p.m. .... 2:30p.m. 2:30 p.m. 2:30 p.m. 2:30 p.m. 10:30 a.m. .... 2:30p.m. of $5,500 instead of the present $6,636, to qualify for stamps under the Gov­ ernment's fixed poverty level. Also standard deuctions allowable from gross income would have been severely limited in H.R. 13613. These deductions are used in figuring a fam­ ily's net income to see if they are eli­ gible for food stamps. And in that bill, states would have had to contribute 2 percent more of the Food Stamp Program's cost. SIU members are asked to write their Congressmen and urge them to oppose any further cutbacks in the Food Stamp Program. 'f?. i'U. M: iI ' • t • .i 1 ' • rl. Walter Rire Crew Saves 3^ Cat Seafarers on the bulk carrier SS Walter Rice (Reynolds Metals) saved three fishermen and an Angora cat off the sinking smack SS Diane late last year. The rescue took place at night as the Walter Rice was on her way to a payoff in the port of Corpus Christi. According to Chief Steward Crisanto M. Modellas the ''rescue operation started at 4 a.m., but the deck gang worked until 10:30 a.m. when the lifeboat was secured in place." He added that the "steward department stood hy to keep breakfast hot for the hoys." At 2 p.m., "The captain passed the word to extend his sincere appreciation for a job well done." :n UIW • t 'I 7:00 p.m. 7:00 p.m. 7:00 p.m. 7:00 p.m. ri'# '• • 14 • - 7:00 p.m. .J : 1:1 • 1:00 p.m. 2:30 p.m. .... Some of the crewmembers of the VJalter Rice along with the survivors of the Diane, are, from the left: Kenneth Kramlich, AB; William Ducey of the Diane; Floyd Pence, bosun; Joseph McAndrew, galley utilityman; Crisanto Modellas, chief steward, and Allen Larsen and James Murphy, both survivors of the Diane. Page 19 •;» '• �v'SWttKftt- i.:.: i' :>' SlU Patrolman Jack Caffey (standing third from left) discusses subsistence pay and draws with Seattle crewmembers in JFK Airport. qpafarers Thomas Johnson (left) and Alf Olsen land in JFK Airport with the few belongings they were able to save and in clothes they borrowed from brothers aboard the Sea-Land Consumer. Finally home are Seaff/e steward department members from the left; Cook & Baker Barney Johnson; Messman Richard Williams, and BR E. Gorum. / ! I The Eileen C. (Marine Towing) waits for a new crew last September near New York City. Continued were unable to locate his body. Mariner stood by and held the barge until the tug Cherokee took over. The barge was finally moved to a facility in Massachusetts. Captain Blank thinks that the steer­ ing gear on the tug and the auxiliary steering might have failed, causing the tug to turn and head for the barge. At that time, the tow line seems to have They are happy to be home! Waiting in JFK Airport are Seattle crewmembers, from the left: Third Cook Jay Haga; OS John Cahill; Wiper Ray Gould, and OS Tommy Stark, all graduates of the Lundeberg School trainee program. From the left, Seafarers Ray Gould, Walter Stevens and Al O'Krogly were the first men to reach the generator which caught fire in the Sea/f/e's engine room. They had the fire under control when they ran out of CO2 extinguishers and were forced by the spreading fire to abandon the engine room. from Page 2 gotten caught up in the propeller, tight­ ened up and pulled the stern under, fill­ ing the engine room with water. The boat went down by the stem in forty feet of water. SIU Boston Port Agent Ed Riley noted, "The crew of the tug Mariner should he cited for the seamanship they showed in the rescue of the crew mem­ bers of the Eileen C. Seafarers are taken off the Seattle the morning after the fire and transfered to the Sea-Land Consumer. This photo was taken by Seattle crewmember Jay Haga. iA • •' 2 SlU Firelighters With •- . Blaze Continued from Page 3 down 20 feet of smoke-filled passage­ way and out onto the deck. Spillane was forced out his port-hole which opened onto the main deck. i>. } k. •• Reacted Calmly The entire crew quickly sized up the situation and, reacting calmly, a head count revealed that three men were still missing. Putting a ladder over the side, the three were found still trapped in their fo'csles and one. Oiler Merle Duck­ worth, had to be pulled out through his lower deck porthole and carried to the main deck. The others climbed out their portholes to safety on ropes lowered by their quick-thinking shipmates. AB Alf Olsen, sailing since 1938, said, "We were lucky it was daytime or a lot of men would have died." The whole house was now engulfed in smoke and the mates could not reach the engine room's CO^ system controls on either the main or lower deck with­ out breathing apparatus, SIU members noted. The masks, however, were kept in a locker near the bridge and only after . ' '.U •' With the fire under control but not the smoke let up a bit could the mates fully extinguished, according to SIU get to the equipment. members, the men in the lifeboat were Trouble Unlocking brought back aboard the Seattle around Once they got to the locker, they three p.m. had trouble unlocking it and then get­ By this time the temperature in the ting the equipment to work properly, engine room was reported to be between according to some of the SIU crew. 150° and 185°, and many still feared Finally, with AB Charlie Fediw and that the settling tanks would explode. others manning their safety lines, they One hour later the first two ships an­ got to the CO2 controls on the main swering her distress call reach^ the deck and set off the system. It was sometime, however, before smoldering Seattle, a Greek and a Rus­ the system on the lower deck could be sian freighter. The Seattle's captain or­ reached and exploded. dered that no lin6s be taken from the Unable to do anything other than ships according to some SIU members, wait and see if the CO2 system would and the two stood by until the Sea-Land smother the fire, the crew assembled Consumer reached the scene a few forward around noon and the motor­ hours later. ized lifeboat on the lee side was or­ Though the Seattle was dead in the dered over the side. water, it wa? decided that the choppy When Brothers Staric, Fediw and waters and darkness made it too dan­ others had lowered the boat, it was gerous to transfer the crew to the Con­ polled forward, tied to the how by the sumer and the men spent a sleepless painter and about 20 men were put night in the Seattle's messroom. aboard. (Twenty-two of the SIU men The next morning the Consumer low­ on hoard the Seattle had lifeboat cer­ ered its boats and picked up most of tificates.) the tired Seattle crew who had high Choppy seas prevented lowering the praise for their brothers aboard the other motorized lifeboat and the rest Consumer. of the crew remained aboard the Seattle. Joined by two salvage tugs, Bosun •V Jose L. Gonzalez, AB Antonio Reyes, AB Harold Spillane, Chief Electrician Alien Quinn and Chief Steward Platak —all SIU members—^wefe among the men who stayed aboard the Seattle for the 1,400 mile tow hack to New York. N.Y. Patrolman George Ripoll (far left) met with crewmembers of the Eileen C. last September while the boat was docked at the Greater N.Y. Marine Term­ inal The boatmen are (I. to r.): Tankerman Jerry Kleva; Tankerman John Cartos; AB Vin Kuhl, and AB Rabe Walton. Brothers Kleva. Cartos and Walton were aboard the Eileen C. when it sank Nov. 7. The rest of the crew was taken to Rotterdam aboard the Consumer and then flown back to New York. Hampered by 22 foot seas, it took over a week before the tugs could take the Seattle in tow and, as the Log goes to press, she is expected to reach New York within a few days. (The next issue of the Log will contain a follow-up story on the Seattle's crew and their slow tow backtoN.Y.) - Shaken hut Alive Still shaken, dressed in clothes bor­ rowed from brothers aboard the Con­ sumer, and carrying the few belongings they were able to salvage in pillow­ cases, the Seafarers flown into N.Y. were relieved that their ordeal was over. Laying their narrow escape to train­ ing, cool heads and luck. Third Cook Jaymee Haga said he was just glad to be alive. These five Seafarers remained aboard the Seattle as she was towed 1. 0 miles back to New York after being totally disabled by an engine room fire in the mid North Atlantic. The tug Mariner (Mariner Towing) pictured here in Owl's Head Passage, Me., came to the rescue of the Eileen C. as soon as a Mayday signal was trans­ mitted. Page 21 Page 20 • \ 'i* . ; u. , ..!>.• T-t- .. 'r'. •' V ' • • ( ( t ; • . -iTl �"/ Navy Turns Deaf Ear to Commercial Tug Savings Like an ostrich with its head in the sand, the U.S. Navy simply re­ fuses to face up to the facts—by maintaining their own tugs when less costly commercial tug charters are available, they are wasting scarce funds that could be better used to construct defense-related vessels. Three years ago the Navy's own Naval Reserve Systems Analysis Di­ vision documented how commercial tugs could provide the Navy with towing services at a much lower cost. In Norfolk, for example, the Navy maintained 25 tugs that cost $185,000 each to man in 1973 and which worked, on the average, under 25 hours a week. It doesn't take an expensive study to see that civilian Boatmen could provide the same service on an hourly or daily basis at a substantial saving. Under mounting pressure to jus­ tify the maintainence and operation of an estimated 142 tugs in the con­ tinental U.S., Hawaii, Guam and Puerto Rico, last year the Navy hired a private research firm to study the efliciency of its tug program. Using Charleston, Norfolk, San Diego and Mayport, Fla. as case studies, this private group reached the same conclusion: "Significant savings were estimated for each of the locations if commercial services were substituted for a portion of Navy owned and operated tugboats." Yet despite the findings of their own studies, the Navy made no real move to charter private boats. Then, late last year, the Govern­ ment Accounting Office (GAG) re­ leased a report which again sup­ ported the argument that the Navy should transfer its tug operations to the private sector. The GAG, citing just one ex­ ample, told the Navy it could save $240,000 a year just by replacing two of its tugs in Treasure Island, Calif, with commercial tugs. Finally provoked into action by the weight of the evidence, the Navy has chosen to question the findings of the GAG report rather than take any constructive steps towards uti­ TAKE OFF THE BLINDFOLD FINANCIAL ADVANTAGES OF COMMERCIAL TUGS lizing the private towing fleet. Unfortunately for the Navy, their objections to the report don't stand up under scrutiny. It seems that the sole purpose of the Navy's move is, as Transporta­ tion Institute President Herbert Brand told the GAG, "to discredit this excellent (GAG) study and avoid having its conclusions adopted by the Congress." It's time the Navy takes its own advice and begins transferring its tug requirements to our experienced, ef­ ficient commercial tug fleet. Every­ one will benefit. The Navy will be able to conserve its budget funds, eliminating not only its expensive and underutilized tug fleet but also the extensive backup force of dispatchers, yeomen and other naval personnel it maintains for its tugs. The American public will benefit, with private boats generating more jobs and private industry paying more taxes. And it's a solution to the problem of holding down defense costs that will actually enhance the Navy's abil­ ity to protect us by freeing it from non-essential duties. Railroads Crippling Waterways The nation's railroad industry is always at odds with any other trans­ portation mode that threatens to pro­ vide legitimate competition by de­ livering better and more economical service. And now, according to a growing number of inland water industry spokesmen, the railroad industry has set its sights on crippling America's inland waterway operations. Gne feels that "the railroads in­ creasingly seem to want to be pro­ tected from competition," and points to the heavily financed railroad fight to prevent modernization of Lock and Dam 26 on the Mississippi as the latest attempt by the railroads "to place an artificial lid on the expan­ sion of barge traffic in order to pro­ tect railroad traffic." With their "monopoly power," it's also easy for railroads to use their economic leverage to suppress, for example, the efficiency of a joint rail- ii 1 'J water route in favor of all-rail serv­ ice, the same spokesman warns. Enlarging on the roadblocks fac­ ing those working America's inland waterways, another cites "over-regu­ lation, environmental challenges to new waterway development and un­ realistic challenges to the industry from the railroads," as factors threatening our inland industry. "Gur cost efficiency and our en­ ergy conservation is going by the boards because of tactics of confu­ sion and delay practiced by various groups," the industry spokesman cautions. The SIU shares in their concern over these challenges to the contin­ ued growth of America's inland fleet. Having learned from our past struggles, we invite all interested parties to join us in our fight to pro­ tect the gains we have already made and to foster continued expansion of an efficient, healthy inland water in­ dustry. Letters to the Editor V j CHAftLUWMOIICAN < gill'-;;. N^amiMr, 1976 Official Publication of the Seafarers International Union of North America, Atlantic, Gulf, t.akes and Inland Waters District, AFL-CIO HISTORIC PRESERVATION Vol. 38, No. 11 Executive Board Paul Hail Not Like the Early Days President Frank Drozak Joe DiGiorgio Executive Vice President Cal Tanner Secretary-Treasurer Earl Shepard Lindsey Williams Vice-President Paul Drozak Vice-President Vice-President Vice-President Marietta Homayonpour 389 Editor-in-Chief James Gannon Managing Editor Ray Bourdius Jim Mele Ruth Shereff Assistant Editor Assistant Editor Assistant Editor Frank Cianciotti Dennis Lundy Chief Photographer Associate Photographer Marie Kosciusko George J. Vana Administrative Assistant Production/Art Director Published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y, 11232. Tel. 499-6600. Second class postage paid at Brooklyn, N.Y. Page 22 I began receiving SIU pension checks June 1 of this year. If anyone suggested in the early days that anything like this and all the other benefits I would ever be available to any seaman in the entire world, he probably would I have been spit on. | With my SIU pension. Social Security and some interest bearing assets, I am ^ going to enjoy my twili^t yeare. T? In closing, I want to say that the SIU never had a more sincere Union mem- ber. This is not to say that I am among the few. I am one of the many who are ! grateful to the SIU for its work over the years. Fraternally, Frank Reid Tamj^Fla. mi?" • V f IMofa I«||4 IWF isi'' ' "• : ' vtt' Seafarers tog �a The Harry Lundeberg School ^ 1 Training Programs to Meet the Industry Needs This is the sixth in a series of articles which the Seafarers Log is publishing to explain how various organizations affect the jobs and job security of Seafarers. The Harry Lundeberg School was established by the Seafarers International Union to provide Seafarers and Inland Boatmen with the finest training and upgrading programs available any­ where in the United States. The Lundeberg School is located on 60 acres bordering St. George's Creek on the southernmost tip of Maryland where the Potomac River flows into the Chesapeake Bay. Named after the first president of the SIU, the Harry Lundeberg School is the result of coopera­ tive efforts between the SIU and the management of privately-owned American-flag ships and inland waterways towboats. It is financed entirely by deep sea. Great Lakes and inland waterways companies under contract with^the SIU. The school is committed to provide the mari­ time industry with skilled, knowledgeable and responsible Seafarers and Boatmen. The programs at the Lundeberg School focus on three key areas: • Providing young people who have no mari­ time experience with the basic skills needed to serve aboard deep sea and Great Lakes ships, coastal tugs and inland waterways towboats. • Providing professional advancement for ex­ perienced men through career upgrading pro­ grams. designed to assist each student in assessing his strengths and weaknesses in terms of his past training, life experiences and on-the-job experi­ ences. Through the assistance that the courses offer, SIU members can advance in their chosen profession to jobs of greater prestige, higher pay and more responsibility. The school serves as the avenue to success. Academic Education Academic education is completely integrated with the vocational training and Union programs. The aims of the academic programs are: • To offer high school diplomas through the high school equivalency courses. • To provide the necessary education skills to enable students to advance to more respon­ sible and better paying jobs. • To provide enrichment studies to expand each man's intellectual horizons. All students are given a reading comprehension examination during the first week to determine their individual reading levels. Students reading below the sixth grade level are encouraged to spend part of each day in the Reading Lab where they can receive individual instruction. Trainees or upgraders who speak English as a second lan­ guage also receive special assistance with their course materials. All classes are small, permitting teachers to give • Providing the academic education which is an essential background for learning modern technical skills needed in the maritime industry. The staff of the Lundeberg School consists of highly qualified educators who can meet the chal­ lenges of fast-moving technology in the maritime industry. As vocational education has become more advanced and specialized, the staff has de­ veloped and written new manuals and texts. The training programs, all approved by the Coast Guard and the Maryland State Department of Education, consist of: entry or beginning job skills, upgrading to unlicensed ratings, licensing, and specialized or advanced courses. All of these programs are interrelated and together make pos­ sible a career that offers advancement up the lad­ der of greater responsibility, and greater satisfac­ tion personally, economically, and professionally. The basic vocational Deckhand/Tankerman Program, for example, is a 12-week course em­ phasizing hands-on training. During the program the trainees learn deck seamanship, fundamentals of the towing industry, marine diesel engines, duties and skills of a tankerman, duties and re­ sponsibilities of the steward department, firefighting, safety and survival techniques as well as lifeboat training. Emphasis at all times is placed on safety and environmental protection. The programs, both entry and upgrading, are Deep sea, Lakes or inland waters members can take advantage of the courses available at HLSS. Boatman Ruben Salazar of Houston is shown here learning the use of the Radio Direction Finder as part of the Mate and Masters upgrading course. November, 1976 :! Upgrading courses are available in all departments aboard a ship or boat. Preparing to upgrade to FOWT, a deep sea member works on the engine room equipment available at the School. personalized tutoring help to each student allow-. ing him to concentrate on his individual needs. Evaluations are made frequently so that the materials are appropriate to the student's needs. Student-teacher conferences are held often to keep the lines of communication open so that each student might advance satisfactorily. A modern library exists on the schoolship Zimmerman where thousands of volumes are available to all students. The collection includes such reference tools as encyclopedias, almanacs, research documents and directories. It also con­ tains historic journals, a large maritime collection, and materials about the history of the maritime industry, seamen's unions, the history of ships and shipbuilding. A special selection of paperback books is avail­ able, together with editions of several hundred popular and subject-oriented periodicals. These books encourage recreational reading. The library serves as the resource center for the entire school. It is the place to find the answer to a question or to stimulate a new interest. Because the thrust of the school's program is to encourage career opportunities for all SIU mem­ bers, rather than eliminate those with personal or learning problems, the school offers a counsel­ ing program designed to define individual prob­ lems and to seek ways to overcome them. The staff at the school recognizes that each student is an individual. Each man differs in his own understanding of the world and how to deal with it. He has his own set of values and his own concept of how he fits into the environment. He differs in his understanding of himself, his self- -4, '4 ,. '• W' ^ . '1. •3- I At the Lundeberg School, entry trainees and sea­ soned Seafarers can improve their academic skills. Here a Seafarer studies for his high school equiva­ lency diploma. esteem, his self-confidence and in his working relationship with others. The school sees every student as a whole person and provides educational programs to meet these needs. Application forms and current schedules for course offerings are available by contacting the Admissions Office, HLS, Piney Point, Md. 20674. Telephone: 301-994-0010. , J •J u. J ' il I ; ^ COURSE OFFERINGS Deck Department Ordinary Seaman (Entry-Rating) Deckhand/Tankerman Able Seaman Lifeboatman Quartermaster Fre-Towboat Operator Original Towboat Operator License Master/Mate, Uninspected Vessels Not Over 300 Gross Tons Upon Oceans First Class Pilot Radar Observor Vessel Management and Safety LNG/LPG Welder •I'f :-s- i t .1 Engine Department Wiper (Entry-Rating) Fireman, Watertender, Oiler QMED Any Rating: Pumpman, Boilermaker, Refrigeration Engi­ neer, Electrician, Deck Engineer, Junior Engi­ neer, Deck Engine Mechanic Advanced Electrical Procedures Advanced Pumpman Procedures Automation Refrigerated Containers LNG/LPG Welder Diesel Engines Pre-Engineer Diesel Engines Chief Engineer Uninspected Motor Vessel Assistant Engineer Uninspected Motor Vessel Tankerman Steward Department Entry-Rating Steward Third Cook Inland Cook Assistant Cook Cook and Baker Chief Cook Chief Steward Academic Education Department Science Social Studies English Math Reading Study Skills Dockside Independent Study ' i • 7 i: 1 • f 1"i .L 4. - 4.•f •'1" -v ' i : f X y /y �Pages from the History of the American Seamen*s Labor Movement This article continues the story of American maritime unions as told in newspapers of the day and in other material gathered by the Seafarers Historical Research Department. The following report was made to union seamen by delegates attend­ ing an historic convention held in 1892 to create the National Seamens Union, the name of which was changed in 1894 to International Seamen's Union. The report includes some of the more important sections of the new constitution and by-laws. It is interesting to note that the first major order of business of the fledgling union was to support the "seamens bill" then under considera­ tion in Congress. It was many years before this legislation culminated in the Seamens Act of 1915. NATIONAL SEAMEN'S CONVENTION One of the grandest and most en­ thusiastic conventions that ever met in Chicago was brought to a close on April 22, 1892. The convention was com­ posed of representatives of the various seamen's unions—the Pacific Coast, Great Lakes and Gulf. The Atlantic unions were not represented in the convention, although they telegraphed greetings and good wishes for the birth of the National Seamen's Union. The initiative meeting of the dele­ gates was brought to order by Mr. Richard Powers of Chicago, who wel­ comed the representatives to the City by the Lakes, and feelingly expressed the hope that those present would be able to be successful in forming a Na­ tional Seamen's Union on a basis worthy of the sailors of the United States. After the committee on credentials had reported, and the various delegates given seats, committees on ways and means, organization, legislation and resolutions were appointed, and then the convention got down to work. The most important business was that of the organization committee, which recommended the formation of a national union of seamen, and the levying of a per capita tax on all unions represented at the convention for the purpose of thoroughly organizing the Atlantic Coast. After forming itself into a permanent organization, the convention appointed a committee to draft a suitable constitu­ tion and by-laws, of which the follow­ ing are a few of the most important subjects: PREAMBLE — Recognizing that or­ ganization is the only means by which the seamen may hope for their amelio­ ration and final emancipation from the many evils attending their calling, and for the purpose of furthering organiza­ tion, strengthening it where it already exists, and bringing into closer fraternal relations the various bodies of organ­ ized seamen in America, we have or­ ganized this "National Seamen's Union of America." Article I. This organization shall be known as the "National Seamen's Union of America." (The word seamen shall be interpreted to include all unions whose members make a living by fol­ lowing the sea or on the Lakes in any Page 24 iii capacity in steam or sailing vessels.) Article II. Form of Organization. Sec. 1. This union shall be com­ posed of delegates representing bona fide seamen's organizations from the four districts, viz.: The Atlantic Coast, the Gulf Coast, the Great Lakes and the Pacific Coast. Sec. 2. Delegates shall establish their claims to membership by certificates of election furnished by their respective unions, signed by the Secretary and bearing the seal of the union. Article III. Representation. Sec. 1. The basis of representation shall be 3 delegates for the first 500 members, or for unions with a membership of less than 500 or a fraction thereof of not less than 200, and 1 delegate for each additional 500. Sec. 2. Absent delegates shall be per­ mitted to vote by proxy. Sec. 3. No member of a subordinate union shall be eligible to election unless he shall have been a member of that union for at least one year prior to the election, except in a case where the union which he represents has not been in existence that period of time. Sec. 4. The expenses of attendance of said delegates on the annual sessions of this union shall be defrayed by the subordinate unions they respectively represent. Sec. 5. Delegates shall be elected for the term of one year, their term to com­ mence with the annual session of this union. Article IV. Meetings. The meetings of the National Seamen's Union of America shall take place annually on the 18th day of April, at such a place as the preceding convention shall desig­ nate prior to adjournment. Article V. Officers and Election. The officers of this union shall consist of President, Vice-President, SecretaryTreasurer and Sergeant-at-Arms. They shall be elected at the annual session of the union for the term of one year. Article VI refers to duties of officers. Article VII. Executive Board. There shall be an Executive Board, consisting of the National Secretary and the four District Secretaries. The Executive Board shall have power to act in the interest of the National Union between annual meetings; should at any time arise serious trouble, such as a general strike threatening, it shall have power to call a meeting of the National Union if in their judgment the occasion de­ mands it. Article VIII. Districts. Sec. 1. The secretary of each district shall furnish the National Secretary with a quarterly report of receipts and expenditures, the number of members in good standing, etc. He shall keep the National Secre­ tary informed of the condition of his union and of all matters of interest to the seafaring class, and shall communi­ cate to him all suggestions, resolutions and amendments offered by his union for the consideration of the National Union. Sec. 2. Membership in one district shall be recognized in another without charge of initiation fee. Any member leaving his district shall procure a trav­ eling card from his secretary, which he may deposit in any other district in which he desires to sail, and shall be admitted to membership upon payment of the regular monthly dues into that union. Sec. 3. All official correspondence between the National Secretary and the district secretaries must bear the seal of their respective unions to insure recog­ nition. Article IX. Revenue. Sec. 1. The in­ come of this union shall be derived from dues payable quarterly by the dis­ trict union to the National Secretary, ,upon the basis of a per capita tax of 9 cents per quarter levied on all mem­ bers in good standing. Sec. 2. Districts in arrears for more than 30 days shall stand suspended until paid up, and the National Secre­ tary shall notify all other districts of such suspension. Sec. 3. The fiscal year shall date from April 1St to March 31 st. Article X. Disbursement. Disburse­ ment for running expenses and secre­ tary's salary shall be limited to 25 per cent of the income and shall not be in­ curred except on proper presentation of bills. The remaining 75 per cent shall be devoted for organizing purposes. After the convention had adopted the Constitution and By-laws, it was re­ solved that the by-laws as adopted by the convention be submitted to the vari­ ous unions represented for their adop­ tion or rejection. Carried. The following resolution was then in­ troduced and carried unanimously: Resolved, That immediately upon the adoption of this Constitution by the subordinate unions, the National Sea­ men's Union requests its subordinate unions to set apart at once a sum equal to six months' dues, subject to the oi^er of the National Secretary, for the pur­ pose of organizing the Atlantic Coast, said sum to be credited to them on their account with the National Union. Resolved, That two organizers be elected at once—one by the Lake Sea­ men's Union and one by the Sailors' Union of the Pacific. Resolved, That said organizers shall be under the immediate supervision of the National Secretary, and to receive their instructions and the means to carry on their work from him, and that they shall endeavor to organize a district union, with headquarters and branches on a basis in conformity with the plan of the National Union. Resolved, That they be paid a regular salary of $75 per month by the National Union, but only until the union to be or­ ganized becomes selfsupporting, during which time the organizers shall give weekly a full account of their receipts, expenditures and requirements to the National Secretary. The following resolution, submitted by the Milwaukee Branch of the Lake Seamen's Union, was passed: Whereas, It is the practice of vesselowners of Cleveland, and other places on the Lakes, to employ to a large ex­ tent men who are permanent residents of Canada, thereby injuring American seamen and depriving them of their prior right to employment in American vessels. Resolved, That the seamen of Amer­ ica, in convention asembled, protest against the employment in American vessels of aliens with permanent resi­ dence abroad, and with no intention of becoming American citizens, and Resolved, That we urge upon Con­ gress to enact such laws as will better protect the American seamen from the competition of aliens, and insure them employment in preference to the latter in American vessels. The following resolution was read and passed unanimously: Whereas, The Sailors' Union of the Continued on Page 25 Seafarers Log �NATIONAL SEAMEN'S CONVENTION Continued from Page 24 Pacific has caused to be drawn up an appeal to Congress known as "An Act to amend the laws relating to Shipping Commissioners, seamen and owners of vessels, and for other purposes"; and whereas. We recognize that the mari­ time laws of the United States are sadly deficient in provisions for the protection of the interests of seamen, and have, in fact, fallen behind those of other na­ tions, and enactments for the better pro­ tection of seamen, their lives, their health and their comfort have not kept pace with the general advancement of the age; and whereas, The amendments offered in the above-named appeal are of a nature so modest and just as to commend themselves to every rightthinking, justice-loving, humane being; therefore be it Resolved, That we, the National Sea­ men's Union of America, in convention assembled, give them our hearty en­ dorsement, and that we will use all means in our power to push the said bill before the House of Representatives in Congress to work and vote for it. The following officers were then elected for the ensuing year: President, Charles Hagen of New Orleans; Vice President, F. Waterhouse of San Fran­ cisco; Secretary-Treasurer, T. Elderkins, Chicago; Sergeant-at-Arms, T. Finnerty, San Francisco. A motion was made, seconded and carried unanimously that the Coast Sea­ KNOW YOUR RIGHTS men's Journal of the Pacific Coast be made the official organ of the National Seamen's Union. Upon motion, the editor of the Coast Seamen's Journal was requested to draw up and have printed a call to the seamen of America to join hands with us under the banner of the National Union. The following report of the San Fran­ cisco delegates to the National Conven­ tion speaks for itself: tion; and while the representatives of the different unions felt that their work must necessarily be imperfect at this first convention, and that their judgment has probably been insufficient to meet all the requirements of so vast an insti­ tution as the National Union of Seamen promises to be, they join in the hope and the belief that their humble efforts will prove to be the foundation of one. of the most powerful organizations in existence. To THE MEMBERS OF THE SAILORS' UNION OF THE PACIFIC: Gentlemen: Your delegates desire to state that while it has been the object and endeavor to build the National Union on a firmer and more consolidat­ ing basis than the Constitution submit­ ted for your consideration permits, they have found obstacles that made a closer affiliation of the various unions inexpe­ dient, if not impossible, at this time. The Lake Seamen's Union has one dis­ tinctive feature of its objects, a sick benefit; the Gulf Union caused some perplexity by the fact that it is com­ posed of firemen as well as sailors, be­ sides this, it excludes colored men, of whom there is quite a number on the Gulf Coast, and it would seem that the feeling against colored men is too strong in the Gulf States to prevail upon the union there to join them or to even at­ tempt to organize them into separate assemblies. Aside from these difficulties we could not fail to observe that it was the wish of the unions, as expressed through their delegates, not to lose their identity in a National Union such as your delegates had conceived. Under these circumstances an amalgamation or federation, as outlined in the sub­ mitted constitution, as the only course to be recommended. We must state, however, that in spite of these differ­ ences nothing but the most conciliatory spirit and unanimity of desire prevailed and guided the actions of the conven­ Regarding the Atlantic Coast, from which there was no representative pres­ ent, we beg to say that from inquiries made we learn that practically no or­ ganization exists among the men sailing on that coast, excepting perhaps a small remnant in Boston, and you will sec that it has been one of the chief objects, in fact the chief object, of the convention to give consideration to the organizing of the Atlantic Coast. This is a work that concerns all the unions alike equally as much, and the union of the Pacific more so, and the delegates trust that the resolution dealing with the im­ mediate procedure or organizing will re­ ceive your unanimous approbation. Your delegates further, while in Chi­ cago, have gone before various tradesunions with your proposed amendments to the Maritime Law, and have labored for and received the assurance of their assistance; the Central Labor Union and the Trades and Labor Assembly have given promise to push the bill with all the means at their commandWith this brief comment we submit our report as a whole, trusting that your action thereon will be the realization of the hopes which we have in the life, ac­ tivity and efficiency of a "National Sea­ men's Union of America." JOHN HAIST, FRANK WATERHOUSE, THOMAS FINNERTY. The next convention will be held in New Orleans. KNOW YOUR RIGHTS FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommenda­ tions. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. AH trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights Efhd senior­ ity are protected exclusively by the contracts between the Union and the shipowners. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the shipowners, notify the Seafarers Appeals Board by certified mail, return re­ ceipt requested. The proper address for this is: Frank Drozak, Chairman, Seafarers Appeals Board 275 - 20th Street, Brooklyn, N.Y.11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are avail­ able in all SIU halls. These co.i-.acts specify the wages and conditions under which you work and live aboard ship.. Know your contract rights, as well as your obliga­ tions, such as filing for OT on the proper sheets and in November, 1976 the proper manner. If, at any time, any SIU patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY —SEAFARERS LOG. The Log has traditionally refrained from publishing any ar­ ticle serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual, to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circum­ stances should any member pay any money for any reason unless he is given such receipt. In the event anyone at­ tempts to require any such payment be made without sup­ plying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to headquarters. > I -ii' •'k I. ;.i1 KNOW YOUR RIGHTS -- f? CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its con­ tents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. EQUAL RIGHTS. All Seafarers are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no Seafarer may be discrimi­ nated against because of race, creed, color, sex and na­ tional or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify headquarters. .« - Y SEAFARERS POLITICAL ACTIVITY DONATION —SPAD. SPAD is a separate segregated fund. Its pro­ ceeds are used to further its objects and purposes includ­ ing biit not limited to furthering the political, social and economic interests of Seafarer seamen, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions are vol­ untary. No contribution may be solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as a condition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Sea­ farers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Support SPAD to protect and further your economic, political and social interests, American trade union concepts and Seafarer seamen. If at any time a Seafarer feels that any of the above rights have been violated, or that he has been denied his constitutional right of access to Union records or infor­ mation, he should immediately notify SIU President Hall at headquarters by certified mail, return receipt requested. h Page 2? • V -A'f m • •fl •• f I �•I •i i 1 1 m 1 PM - >• liUv 4- , PRESIDENT Paul Hall SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Frank Drozak I_ !J ll i pm |HPH VICE PRESIDENTS Earl Shepard Lindsey Williams Cal Tanner Paul Drozak HEADQUARTERS ALPENA, Mkb 6754ATe^BklyD.11232 (212) HY 9-6600 800 N. 2 Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Mass 215 Essex St. 02111 (617)482-4716 BUFFALO, N.Y.... .290 Franklin St. 14202 (716)1X3-9259 CHICAGO, 111.. .9383 S. Ewing Are. 60617 (312) SA 1-0733 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) MA 1-5450 DETROIT, Mkfa. 10225 W. Jefferson Ave. 48218 (313) VI3-4741 DULUTH, Minn. 2014 W. 3 St. 55806 (218) RA 2-4110 FRANKFORT, Mkh P.O. Box D 415 Main St. 49635 (616)352-4441 HOUSTON, Tex 5804 Canal St. 77011 (713) WA 8-3207 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, NJ. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala. IS. Lawrence St 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504)529-7548 NORFOLK, Va. 115 3 St 23510 (804)622-1892 PADUCAH, Ky 225 S. 7 St 42001 (502)443-2493 PHILADELPHIA, Pa.. .2604 S. 4 St 19148 (215) DE 6-3818 PINEY POINT, Md. St Mary's County 20674 (301)994-0010 PORT ARTHUR, Tex 534 9 Ave. 77640 (713)983-1679 SAN FRANCISCO, CaUf. 1311 Misshm St 94103 (415)626-6793 SANTURCE, P. R. 1313 Fernandez Juncos, Stop 20 00909 (809) 724-2848 SEATTLE, Wash.. 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo.. .4581 Gravois Ave. 63116 (314)752-6500 TAMPA, Fla..2610 W. Kennedy Blvd. 33609 (813)870-1601 TOLEDO, Ohio 935 SmnmH St 43604 (419)248-3691 WILMINGTON, Calif. 510 N. Broad St 90744 (213)549-4000 YOKOHAMA, Japan P.O. Box 429 Yokohama Port P.O. 5-6 Nihon Ohdori Naka-Ku 231-91 201-7935 »»»»»» :j|f Shipping dropped off slightly last month at SIU A&G deep-sea ports. A total of 1,232 Seafarers, 889 of them full *A' s^miority book men, shipped during the period of Oct. 1-31,1976. Despite the slight drop­ off, shipping for deep-sea members is expected to remain foir to good at most ports. Dispatchers Report for Deep Sea OCT. 1-31,1976 Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals Port Boston New York Philadelphia Baltimore Norfolk Tampa..., Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals *TOTAL REGISTERED TOTAL SHIPPED All Groups Class A Class B Class C 0 6 0 0 0 0 0 0 0 0 0 0 0 0 0 1 7 All Groups Class A Class B Class C DECK DEPARTMENT 3 1 0 57 20 1 17 4 0 10 8 0 16 1 2 3 2 0 16 7 0 35 8 0 32 2 0 25 11 0 18 9 0 34 7 0 6 4 0 89 21 6 0 2 0 4 0 2 365 107 11 2 3 0 78 14 1 8 1 0 16 3 0 11 1 0 430 20 2 0 77 11 0 27 3 0 38 9 1 17 7 0 29 9 0 13 0 0 59 10 0 0 0 0 1 0 0 370 76 2 ENGINE DEPARTMENT 1 4 0 49 18 1 7 1 0 10 0 0 7 2 0 340 15 2 0 28 5 0 25 3 1 38 5 0 7 4 0 24 7 0 5 2 0 72 28 0 0 2 0 0 0 0 291 77 2 1 79 16 22 14 4 29 47 34 31 24 42 6 74 0 7 430 i ;.. , .^. Port Boston 0 40 6 5 4 6 8 23 11 23 11 16 6 24 0 1 184 Philadelphia Baltimore Norfolk Tampa Mobile New Orleans ; Jacksonville San Francisco Wilmington .... J Seattle Puerto Rico Houston Piney Point Yokohama Totals 1 9 2 3 2 3 0 5 0 3 2 1 1 5 0 0 37 0 1 0 2 1 0 1 1 0 1 1 1 0 0 1 0 10 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 STEWARD DEPARTMENT 2 2 0 37 32 0 10 6 0 6 3 0 8 5 0 4 0 1 9 8 0 23 16 0 14 5 0 27 17 2 8 5 0 21 9 0 9 3 0 51 18 5 0 9 0 1 0 0 233 138 8 Port All Groups Class A Class B Class C 9 141 27 57 26 10 32 135 47 63 34 67 16 119 0 6 791 3 112 17 41 ' 31 7 25 107 41 61 20 41 19 88 0 2 615 fage 26 0 9 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9 8 31 7 8 5 2 4 26 4 15 8 10 2 9 0 2 141 0 5 0 0 1 0 0 1 0 1 0 0 0 2 0 0 10 1 58 12 23 20 6 21 67 17 47 8 17 14 55 0 2 368 0 4 0 3 4 1 1 4 0 3 3 1 0 1 0 0 25 3 36 . 4 67 1 13 SSSr.:;:::;:::::::;:::;;:::::; Tampa t5 S3 ?1 12 16 18 21 6 15 8 28 0 1 .489 20 44 9 30 11 17 8 43 12 1 305 Philadelphia 3 ; 12 0 MU' 5. * v, 0 1 v 1 ^ 4 1 ' 0 % 1 ' 4 0 1 ' 341^^1%^ - iiAw® 2 52 6 104 5 49 .V ' ,Q ^ ' /'I ' < ?| § fo ' , . ^ ^ if,.. . . . /V 12 30 ^94 14 OQ ^ 53 im 15 33 ^.,7 34 ii ^ S fc « 22 9R 12 17 0 1 0 3 Totals All Departments 1,173 428 43 889 322 21 2,091 ""Total Registered" means the number of men who actually registered for shipping at the port last month. """Registered on the Beach" means the total number of men registered at the port at the end of last month! 760 ^ ^ - ' i'v .-Or'- 4 12 6 7 9 4 1 15 0 3 2 2 2 7 0 0 74 ! 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ENTRY DEPARTMENT Boston New York Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals **REGISTERED ON BEACH 0 O 3 n o % n 3 | 0 0 87 106 y*. Seafarers Log �SEA-LAND FINANCE (Sea-Land Service), September 19 — Chairman, Recertified Bosun J. Pulliam; Secretary D. Nunn; Deck Delegate J. Long; En­ gine Delegate J. Mooney; Steward Del­ egate C. Carlson. No disputed OT. Pamphlet on Educational Series No. 1 was received and put out for all to read. The August issue of the Seafarers Log was shown and discussed. Chairman reports that everything is fine and we have a good crew. INGER (Reynolds Metals), Septem­ ber 12—Chairman, Recertified Bosun Charles D'Amico, Jr.; Secretary Duke Hall; Educational Director Oscar Cooper; Deck Delegate Jose Salinas; Engine Delegate Barney Hireen; Stew­ ard Delegate Richard Sherman. $69.11 in ship's fund. No disputed OT. Last is­ sue of the Seafarers Log was read and discussed. Chairman held a discussion on the importance of donating to SPAD and the importance of voting in the coming election. Educational director urged all to take advantage of the op­ portunities offered at Piney Point to up­ grade and learn new skills that are re­ quired on the new ships. These old ships will not always be here and unless you have learned the skills required for the new ships then you may not have a job. A vote of thanks to the steward de­ partment for a job well done. TRANSINDIANA (Hudson Water­ ways), September 19—Chairman, Re­ certified Bosun H. B. Walters; Secre­ tary W. J. Fitch. $25.09 in ship's fund. No disputed OT. All communications were read and posted. Notice of the Al­ coholic Rehabilitation Program has been permanently posted. For those of you who may be in need of this assist­ ance please read it. This is one of the best programs the SIU has come up with and no one needs to be ashamed to have to use it. A suggestion was made to paint all top steps of the out­ side stairwells white instead of yellow. A vote of thanks to the Seafarers Log for keeping us abreast of all data in the shipping industry. Observed one minute of silence in memory of our departed brothers. Next port, Gitmo. PANAMA (Sea-Land Service), Sep­ tember 11—Chairman, Recertified Bo­ sun C. Mize; Secretary J. E. Higgins; Educational Director N. Bathia; Deck Delegate C. Perreira; Steward Delegate L. Russi. $12.20 in ship's fund. No dis­ puted OT. Educational director held a discussion on the benefits of attending classes at Piney Point. A vote of thanks to the steward department for a job well done. DELTA BRASIL (Delta Steamship), September 12—Chairman, Recertified Bosun Louis Guadmud; Secretary B. Guarino; Educational Director Hugh Wells, Jr.; Deck Delegate Robert L. Rudolph; Engine Delegate Juan Cruz; Steward Delegate H. B. O'Brien. $1,175 in movie fund. $95 in ship's fund. No disputed OT. Chairman thanked every­ one for their cooperation in making the last trip a smooth one. Also advised everyone to take advantage of the up­ grading school at Piney Point. Observed one minute of silence in memory of our departed brothers. Next port, Dakar. BORINQUEN (Puerto Rico Marine Mgt.), September 12—Chairman, Re­ certified Bosun Calixto Gonzales; Sec­ retary J. Prats; Engine Delegate Juan Guaris. $4 in ship's fund. No disputed OT. Chairman held a discussion about the importance of the objectives and re­ quirements of the Alcoholic Rehabili­ tation Program so that the membership will be aware of this important program and its goals. A vote of thanks to the steward department for a job well done. SEA-LAND ECONOMY (Sea-Land Service), September 5—Chairman, Re­ certified Bosun F. H. Johnson; Secre­ tary L. Nicholas; Educational Director W. E. Fitzgerald; Deck Delegate B. Jarratt; Engine Delegate C. V. Grab; Stew­ ard Delegate S. Morris. No disputed OT. A safety suggestion was made for installing cleats on deck for tugboats and the painter. Also a suggestion box was installed on bulkhead in main pas­ sage for any and all safety suggestions. The pamphlet on the MTD was re­ ceived and read with interest. Next port, Rotterdam. HOUSTON (Sea-Land Service), Sep­ tember 19—Chairman, Recertified Bo­ sun Frank Teti; Secretary C. Gibson; Educational Director Roberts; Deck Delegate W. W. Lawton; Engine Dele­ gate Donald R. Nilsson. No disputed OT. Chairman held a discussion on a number of stories that appeared in the Seafarers Log. Alcoholic rehabilitation poster was received and posted. Anyone who thinks he needs help with the prob­ lem is urged to read the poster care­ SEA-LAND PRODUCER (SeaLand Service), September 11—Chair­ fully. A vote of thanks to the steward man, Recertified Bosun M. B. Woods; department for all around good food Secretary L. H. Waldrop. $21 in ship's , and service. Next port, Elizabeth, N.J. fund. Some disputed OT in engine and OVERSEAS VALDEZ (Maritime steward departments. Chairman advised everyone to be sure to vote in the elec­ Overseas), September 26—Chairman, tion, absentee ballot if necessary. Also Recertified Bosun William Smith; Sec­ discussed the importance of donating retary J. Mojica. Some disputed OT in to SPAD, and for all crewmembers to deck and steward departments. Chair­ read the new Constitution changes in man discussed the laminated poster that the Seafarers Log. A vote of thanks to was received describing the objectives the steward department. Next port, and requirements of the Alcoholic Re­ habilitation Program. The poster will Port Everglades. be put on the bulletin board so that the JEFF DAVIS (Waterman Steam­ entire membership will be made aware ship), September 13—Chairman, Re­ of this important program and its goals. certified Bosun George Annis; Secretary Report to the Seafarers Log: "A vote A. Rudnick; Educational Director Vic­ of thanks was given to the crew for the tor Polumbo; Steward Delegate Leo­ cooperation they gave to all three de­ partments. A vote of thanks to the stew­ nardo Mania. Some disputed OT in ard department for a job well done. Ob­ engine department. A vote of thanks to served one minute of silence in memory the steward department for a job well of our departed brothers." done. Nfext port, Djibouti. November, 1976 NEWARK (Sea-Land Service), Sep­ tember 5—Chairman, Recertified Bo­ sun C. Dawson; Secretary L. Crane; Educational Director R. P. Coleman; Deck Delegate A. J. Janacek; Engine Delegate A. L. Craig; Steward Delegate J. Arshon. No disputed OT. Chairman informed the crewmembers of the stor­ ies that appeared in the new issue of the Log and asked everyone to read them so as to be better informed on what is going on in the Union. Held a discus­ sion on the importance of donating to SPAD. Next port, Seattle. TRANSCOLORADO (Hudson Wa­ terways), September 26—Chairman, Recertified Bosun T. A. Tolentino; Sec­ retary J. Pitetta; Educational Director J. Peterson; Deck Delegate Lee Snodgrass; Engine Delegate Paul Bradshaw; Steward Delegate John Shaw. $7 in ship's fund. No disputed OT. Chairman advised all crewmembers to get new clinic cards when they leave. Also dis­ cussed the importance of SPAD. Ob­ served one minute of silence in memory of our departed brothers. ST. LOUIS (Sea-Land Service), Sep­ tember 6—Chairman, Recertified Bo­ sun Alan E. Whitmer; Secretary T. R. Goodman; Deck Delegate Albert C. Pickford; Engine Delegate Kenneth H. Bowman; Steward Delegate Fritzbert A. Stephen. $30 in ship's fund. No dis­ puted OT. It was reported that Bosun, Alan E. Whitmer did his homework. At weekly meetings he held discussions on fire control, safety on board ship, drugs and the problem they cause, what SPAD is all about and that fact that all SIU seamen are American ambassadors in foreign ports. The man is great. Chief Steward T. R. Goodman has done his job too and there are no beefs. Just completed Sea-Land first round trip to Damman, Saudi Arabia and back to Rotterdam. Thank the crew for good cooperation. Evangelos I. Dimitrakakos kept the crew up-to-date with educa­ tional literature which he posted on the bulletin board. Frank Adkins, chief cook turned out beautiful, tasty good food that kept the crew happy. All com­ munications received were read, dis­ cussed and then posted. It was noted that ship should have new and better hydraulic booms installed for lifting gangway. Observed two minutes of si­ lence in memory of Brother Donald B. Wasson who passed away on August 29, 1976 in a hospital in the port of Pireaus, Greece. A vote of thanks to the steward department. Next port. Damman. OGDEN WILLAMETTE (Ogden Marine Transport), September 5— Chairman, Recertified Bosun R. D. Schwarz; Secretary E. Kelly; Educa­ tional Director H. Meredith; Deck Del­ egate C. H. Spina; Engine Delegate C. Killeen; Steward Delegate I. Gray. No disputed OT. Chairman discussed the Seafarers Log and asked that all mem­ bers read this paper and ask any ques­ tions about anything they don't under­ stand. All communications received were read and posted. A vote of thanks to the steward department. SEA-LAND CONSUMER (Sea-Land Service), September 12 — Chairman, Recertified Bosun F. A. Pehler; Secre­ tary S. McDonald; Educational Direc­ tor K. L. Hart; Deck Delegate R. S. Davis; Engine Delegate R. L. L. Elliott; Steward Delegate M. P. Cox. No dis­ puted OT. A vote of thanks to the stew­ ard department for good food and serv­ ice. Crewmembers were advised to get their correct addresses to Headquarters. Steward read a letter of commendation to the crew for getting 100 percent on public health inspection and thanked them for their cooperation. Next port, Rotterdam. MOBILE (Sea-Land Service), Sep­ tember 26—Chairman, Recertified Bo­ sun A. Waters; Secretary Taylor; Edu­ cational Director Bryant; Steward Delegate A. Allen. No disputed OT. A vote of thanks to all departments for keeping the shipclean. Next port, Kobe. GUAYAMA (Puerto Rico Marine Mgt.), September 26—Chairman, Re­ certified Bosun W. Velazquez; Secre­ tary A. Aragones; Educational Director D. Terry, Jr.; Engine Delegate H. F. Welch. No disputed OT. Chairman dis­ cussed the importance of SPAD. Edu­ cational director reported that the Al­ coholic Rehabilitation Program has been a success. All members should give encouragement to those affected. A vote of thanks to the steward depart­ ment for a job well done. A vote of thanks to all crewmembers for good brotherhood and good companionship. Observed one minute of silence in memory of our departed brothers. Next port, Charleston, S.C. • • % . i C'. •* ••'i- • % :: V- f f .0.. Official ship's, minutes were also re­ ceived from the following vessels: OVERSEAS TRAVELER OGDEN CHAMPION SAM HOUSTON CAROLINA COLUMBIA HUDSON PORTLAND LYMAN HALL THOMAS JEFFERSON COASTAL CALIFORNIA SEA-LAND MARKET SAN JUAN SAN FRANCISCO TAMPA SEA-LAND VENTURE WORTH MERRIMAC BOSTON PUERTO RICO OVERSEAS ANCHORAGE JOHN TYLER DELTA MAR SEA-LAND EXCHANGE LONG BEACH BRADFORD ISLAND EAGLEVOYAGER ARECIBO CHARLESTON ARTHUR MIDDLETON DELTA ARGENTINA WALTER RICE OVERSEAS JOYCE OGDEN WABASH NECHES FORTHOSKINS AFOUNDRIA POINT JULIE SAN PEDRO DELTA SUD SEA-LAND GALLOWAY SEA-LAND RESOURCE FLOR OAKLAND GOLDEN DOLPHIN ROSE CITY OVERSEAS ALICE „ 1 ' ^5 .a-. Page 27 i J* f # i\ �PENSIONERS Herbert E. Atkinson,^8, joined the SIU in the port of Baltimore in 1951 sailing as a chief steward. Bro­ ther Atkinson sailed 23 years. He was born in Jacksonville and is a resident there. Theodore E. Blades, 75, joined the SIU in the port of New York in 1955 sailing as a bosun. Brother Blades sailed 46 years. He was bom in Pennsylvania and is a resident of San Francisco. Sigmiere E. Boggan, Jr., 59, joined. the SIU in 1945 in the port of Gal­ veston sailing as an AB. Brother Boggan sailed 29 years. He was bora in Louisiana and is a resident of Houston. Sacarias D. Cabildo, 70, joined the SIU in the port of Seattle in 1962 sailing as a cook. Brother Cabildo sailed 33 years and is a veteran of the U.S. Navy in World War II. He was born in the Philippine Islands and is a resident of Seattle. John F. Castronover, 56, joined the SIU in the port of New York in 1955 sailing as a chief steward. Bro­ ther Castronover sailed 33 years. He was born in New York and is a resi­ dent of St. Simon's Is., Ga. Wong Han Chin, 62, joined the SIU in the port of San Francisco in 1955 sailing as a cook. Brother Chin sailed 27 years and with the U.S. Army Transport Service in World War II. He was born in Shanghai, China and is a resident of San Fran­ cisco. William D. Cooper, 65, joined the SIU in the port of New York in 1955 sailing as a fireman-watertender. Brother Cooper sailed 25 years and walked the picket line in the 1954 ILS strike and the 1961 N.Y. Harbor strike. He is a veteran of the pre-World War II U.S. Navy. Born in Iowa, he is a resident of Seattle. William J. Emerson, 60, joined the SIU in 1938 in the port of De­ troit sailing as an AB. Brother Em­ erson sailed 38 years and was on the picket line in the 1961 N.Y. Harbor strike. He was in the Civilian Con­ servation Corps from 1933 to 1937 and the Officers Maritime Service, New London, Conn, in 1943. Born in Centerville, Md., he is a resident there as a gentleman farmer. Page 28 Eugene H. Crowley, 61, joined the SIU in 1941 in the port of New York sailing as an AB. Brother Crowley sailed 35 years. He was born in Cali­ fornia and is a resident of New Or­ leans. Recertified Bosun Edwin C. Craddock, 48, joined the SIU in 1947 in the port of Mobile sailing for 32 years. Brother Craddock graduated from the December 1974 Recertified Bosun Program class, attended a Piney Point Crews Conference in 1972 and is a GED grad. He was born in Mobile and is a resident there. William D. Campbell, 63, joined the SIU in the port of Seattle in 1960 sailing as a fireman-watertender. Brother Campbell sailed 25 years, was on the picket line in the 1961 N.Y. Harbor strike and is a veteran of the U.S. Navy in World War II. He was born in Bisbee, Ariz, and is a resident of Tacoma, Wash. Ernest M. "Bud" Bryant, 57, joined the SIU in 1943 in the port of Savannah sailing as a chief steward. Brother Bryant sailed 35 years. He was born in Georgia and is a resident of Jacksonville where he practices his hobby of carpentry. Ernesto Cortes, 62, joined the SIU in 1938 in the port of New York sailing as a bosun. Brother Cortes was on the Sea-Land Shoregang from 1972 to 1976. He was born in Ponce, P.R. and is a resident of San Juan. Ralph A. Piehet, 62, joined the SIU in 1941 in the port of New Or­ leans sailing as deck maintenance. Brother Piehet was a member of the New Orleans Shoregang. He was born in New Orleans and is a resi­ dent there. Marion H. Maynard, 62, joined the SIU in 1944 in the port of Nor­ folk sailing as a cook. Brother May­ nard is a veteran of the U.S. Navy in World War II. He was born in Texas and is a resident of Dallas, Tex. William E. Ekins, 62, joined the SIU in 1946 in the port of New York sailing as a bosun. Brother Ekins sailed 34 years. He was born in Theodore, Saskatchewan, Canada and is a resident of Houston. Sidney D. Turner, 59, joined the SIU in 1941 in the port of Baltimore sailing as a bosun. Brother Turner was a member of the Civilian Con­ servation Corps from 1934 to 1936. He was born in Pinkhill, N.C. and is a resident of Vass, N.C. Rufino S. Felipe, 65, joined the SIU in the port of San Francisco in 1968 sailing as an AB. Brother Fe­ lipe sailed 33 years. He was born in Manila, P.I. and is a resident of Seattle. Seafarers Welfare, Pension and . Vacation Plans Cash Benefits Paid Sept. 23-Oct. 27,1976 SEAFARERS WELFARE PLAN ELIGIBLES Death In Hospital Daily @ $1.00 In Hospital Daily @ $3.00 Hospital & Hospital Extras Surgical Sickness & Accident @ $8.00 Special Equipment Optical Supplemental Medicare Premiums DEPENDENTS OF ELIGIBLES Hospital & Hospital Extras Doctors' Visits In Hospital Surgical Maternity Blood Transfusions Optical PENSIONERS & DEPENDENTS Death Hospital & Hospital Extras Doctors' Visits & Other Medical Expenses Surgical Optical Blood Transfusions Special Equipment ^^eotal Supplemental Medicare Premiums ...... SCHOLARSHIP PROGRAM TOTALS Total Seafarers Welfare Plan Total Seafarers Pension Plan Total Seafarers Vacation Plan Total Seafarers Welfare, Pension & Vacation Number MONTH TO DATE Amount YEAR TO DATE MONTH TO DATE . 114 5,083 2,315 128 25 53,108 12 1,139 263 $ 24,500.00 320.00 384.00 1,710.20 120.00 46,216.00 1,182.32 3,524.65 1,165.00 $359,742.05 5,083.00 6,945.00 20,878.33 2,991.80 424,864.00 3,775.56 34,141.23 14,133.20 3,912 757 1,094 169 15 1,033 138,092.98 3,968.67 23,451.75 8,100.00 39.00 3,574.22 1,121,205.83 31,180.56 178,418.58 59,900.00 1,137.50 29,992.81 22 186 101 6 81 1 7 — 2,103 130 1,624 990 110 594 4 32 7 18,727 81,500.00 41,667.55 4,401.82 1,507.00 2,545.55 126.00 307.29 — 15,737.00 491,328.95 286,978.47 44,093.07 21,525.00 16,871.94 756.79 5,256.32 1,816.00 137,524.60 14 89 6,744.37 34,532.77 9,721 2,594 1,615 13,930 91,474 22,702 14,288 128,464 12 320 128 17 2 5,777 3 115 8 454 89 131 22 1 . 121 ' YEAR TO DATE 410,885.37 3,335,073.36 659,776.88 5,739,498.77 743,980.72 6,851,436.70 $1,814,642.97 $15,926,008.83 Seafarers Log �eEr'-^-:r?re=mF?l1 ni Edward J. Rogg, 55, joined the SIU in 1944 in the port of Boston sailing as a bosun. Brother Rogg sailed 34 years and received a Union Personal Safety Award in 1960 for sailing aboard the accident-free ship, the SS A casta. He was born in Ken­ tucky and is a resident of Dayton, Ky. •:\n Clifton Aaron, 55, joined the SIU in the port of Mobile in 1960 sailing as a cook. Brother Aaron sailed 20 years and is a 1959 graduate of the Andrew Furueseth Training School in Mobile. He is a veteran of the U.S. Army in World War II. Born in Ala­ bama, he is a resident there. George J. Campbell, 59, joined the SIU in 1941 in the port of Philadephia sailing in the steward de­ partment. Brother Campbell sailed 38 years and on the Murmansk run during World War II. He was born in Philadelphia and is a resident of Baltimore. Peter S. Vicare, 65, joined the SIU in 1955 in the port of New York sailing in the steward department as a B/R utilityman. Brother Vicare is a veteran of the U.S. Navy in World War II. He was born in Elizabeth, N.J. and is a resident there. Harvey E. Fairburn, 58, joined the SIU in the port of New York in 1961 sailing as an oiler. Brother Fairburn sailed 30 years and during the Vietnam War. He was born in Ponchatoula, La. and is a resident of Grand Saline, Tex. Lee A. Smith, 65, joined the SIU in 1938 in the port of Mobile sailing as a pumpman. Brother Smith sailed 39 years. He was born in Mississippi and is a resident of Lucedale, Miss. Anthony M. Korsak, 55, joined the SIU in the port of Philadelphia sailing as an OS. Brother Korsak sailed 33 years. He was born in Browndale, Pa. and is a resident of Forest City, Pa. Earl G. McNab, 55, joined the SIU in the port of New York in 1951 sailing as an AB. Brother McNab sailed 29 years. He was bom in Bri­ tish Honduras and is a resident of Miami, Fla. Andrew Lewis, 54, joined the SIU in the port of New York in 1956 sailing as a chief cook. Brother Lewis sailed 22 years and was on the picket line in the 1961 N.Y. Harbor and 1962 Robin Line beefs. He was born in Texas and is a resident of Berkeley, Calif. Marcelino Valentin, 61, joined the SIU in 1948 in the port of New York sailing as a hreman-watertender. Brother Valentin sailed 31 years. He was born in Isabella, P.R. and is a resident of Mayaguez, P.R. Antonio Rodriguez, 66, joined the SIU in the port of Tampa in 1952 sailing as a fireman-watertender. Brother Rodriguez was bora in Flo­ rida and is a resident of Tampa. Rene Pelliccia, 65, joined the SIU in the port of Baltimore in 1955 sail­ ing as a third cook. Brother Pelliccia sailed 23 years and is a veteran of the U.S. Army in World War 11. He was born in Puerto Rico and is a resident of Santa Cruz, Calif. Cipriano G. Sonaco, 65, joined the SIU in the port of Seattle in 1962 sailing as a third cook. Brother Son­ aco sailed 34 years, for the U.S. Army Transport Service in both the Atlantic, Meriterranean and Pacific during World War II and for the Military Sealift Transport Service for seven years. He was born in the Phil­ ippines and is a resident of Seattle. Lennot Wilfert, 65, joined the SIU in the port of Lake Charles, La. in 1956 sailing as a pumpman. Brother Wilfert sailed 25 years. He is a vet­ eran of the U.S. Army in World War II. Born in Louisiana, he is a resi­ dent of Eunice, La. Cbarles H. Stepbenson, 59, joined the SIU in the port of San Francisco in 1955 sailing as a wiper. Brother Stephenson is a wounded veteran of X the U.S. Army Infantry in World r War II. He was born in Keokuk, Iowa and is a resident of San Fran­ cisco. " Ifr I i' •a J^ I -Y' Matthew V. Rosato, 59, joined the SIU in 1938 in the port of New Orleans sailing as a fireman-watertender. Brother Rosato sailed 39 years. He was born in Louisiana and is a resident of Kenner, La. George E. Znkas, 64, joined the SIU in the port of New York in 1957 sailing as a deck engineer. Brother Zukas was a member of the Sailors Union of the Pacific in 1951. He was born in Helsinki, Finland and is a naturalized U.S. citizen. Seafarer Zukas is a resident of San Francisco. Thomas C. Pias, 75, joined the SIU in the port of Seattle in 1969 sailing in the steward department for 24 years. Brother Pias was born in £ the Philippines and is a resident of ' Seattle. Willougbby C. Byrd Jr., 51, joined the SIU in 1947 in the port of Balti­ more sailing as a bosun. Brother Byrd sailed 31 years and is a World War II veteran of the U.S. Navy. He was born in Richton, Miss, and is a resident of Mobile. Frank B. Cake, 65, joined the SIU in the port of Philadelphia in 1954 sailing as an oiler. Brother Cake sailed 25 years. He w^ bora in Merchantville, N.J. and is a resident of Haddonfield, N.J. Sanford H. Word, 65, joined the SIU in 1947 in the port of New York sailing as a deck engineer. Brother Word sailed 31 years and is a Piney Point upgrader. He was born in Texas and is a resident of Fairhope, Ala. Nils H. Lindsjo, 62, joined the SIU in 1942 in the port of Baltimore sailing as a bosun. Brother Lindsjo sailed 39 years. He was born in Swe­ den and is a resident of Sharon Hill, Pa. Antonio A. DaCosta, 65, joined the SIU in 1949 in the port of New York sailing in all departments for 57 years. Brother DaCosta was born in Lisbon, Portugal and is a resident of Brooklyn, N.Y. Alfred J. «A1" Garilner, 58, joined the SIU in 1943 in the port of Mobile sailing as a chief steward. Brother Gardner sailed 34 years and attended the Union's 1972 HLSS Educational Conference. He was born in Watertown, Mass. and is a resident of Needham, Mass. Valentine V. H. Benner, 62, joined the SIU in 1948 in the port of New York sailing as a chief steward. Bro­ ther Benner sailed 29 years, hit the bricks in the 1961 Greater N.Y. Har­ bor strike and upgraded at the HLSS. He was bora in New York and is a resident of Bergenfield, N.J. § %• •lii • • •» Clarence W. "Wbifey" Gabriel, 65, joined the SIU in the port of Norfolk in 1956 sailing as a firemanwatertender. Brother Gabriel sailed 31 years, during the Vietnam War and is a U.S. Navy veteran of World War II. He was bora in Meadow, Ga. and is a resident of Lufkin, Tex. Dominador F. Escalona, 65, joined the SIU in the port of Seattle in 1960 sailing as an AB. Brother Escalona sailed 34 years. He was born in the Philippines and is a resident of Seat­ tle. Lars Nielsen, 65, joined the SIU in 1945 in the port of Norfolk sailing as an AB. Brother Nielsen sailed for Bull Line and during the Vietnam War. He is a veteran of the U.S. Army in World War II. Born in St. Croix, V.I., he is a naturalized U.S. citizen. Seafarer Nielsen is a resident of New York City where he does woodcarving as a hobby. Member, 1976 pmmm Pace 29 : A I "I Ills • - - • • 1| �!• David Backovitz, 72, joined the SIU in the port of Philadelphia in 1962 sailing as a third cook. Brother Backovitz sailed 24 years and at­ tended the Piney Point Crews Con­ ference No. 5 in 1970. He was born in Russia and is a naturalized U.S. citizen. Seafarer Backovitz is a resi­ dent of Philadelphia. I'* Joseph E. Woolford, 65, joined the SIU in the port of Norfolk in 1951 sailing as a bosun. Brother Woolford sailed 45 years. He was born in Portsmouth, Va. and is a resident of Norfolk. Joseph N. McGIII, 50, joined the SIU in the port of Tampa in 1950 sailing as a bosun. Brother McGill sailed 32 years. He was born in Bay Minette, Ala. and is a resident there. • / 1 ' 11. Clifton H. Jackson, 64, joined the SIU in the port of Baltimore in 1955 sailing as a deck engineer. He sailed 31 years. Brother Jackson walked the picket line in the Isthmian strike, helped to organize Cities Service, ran for Baltimore patrolman in 1960 and attended HLSS Crew Conference No. 3. He was born in Deltaville, Va. and is a resident of Baltimore. Luther E. Wing, 61, joined the SIU in 1938 in the port of Mobile sailing as a bosun and fireman-watertender. Brother Wing sailed 37 years, had been a member of the old ISU, upgraded at Piney Point in 1970, and during World War II was aboard the SS Algic when she was hit by a dud torpedo in the Amazon River. He r, was born in Mississippi and is a resiH"' dent of Prichard, Ala. Bobby L. Messerall, 55, joined the SIU in 1944 in the port of New York sailing as an oiler. Brother Messerall is a veteran of the U.S. Navy in World War II. He was born in Penn­ sylvania and is a resident of Reno, Nev. Shipping Report for Inland Waters FOR THE MONTH OF OCTOBER 1976 TOTAL JOBS SHIPPED Permanent Jobs Relief Jobs Class A 'i Class B Class C Class A BALTIMORE .. BOSTON HOUSTON JACKSONVILLE NEW YORK . . . MOBILE NORFOLK . . .; NEW ORLEANS PADUCAH PHILADELPHIA PINEY POINT . PORT ARTHUR PUERTO RICO . RIVER ROGUE . ST. LOUIS .. . . TAMPA .. . . 2 0 3 0 0 0 0 2 2 0 0 0 0 33 9 0 0 0 5 0 0 0 0 1 1 0 23 0 0 17 15 0 0 0 16 0 0 0 0 0 18 0 0 10 13 0 15 0 0 0 0 0 0 90 25 0 1 67 0 0 0 0 0 0 TOTAL ALL PORTS 51 62 72 183 Class B 0 0 0 0 0 0 0 0 0 58 0 0 0 0 0 0 58 TOTAL MEN REGISTERED ON BEACH Class C Class A Class B 0 0 0 0 0 0 0 0 30 0 0 1 0 0 0 0 31 2 0 4 0 0 0 71 32 5 83 0 3 0 10 11 0 2 0 2 0 0 0 0 31 1 133 23 3 0 0 27 0 221 222 Warning to Seafarers Young and Old: Drug Possession Means Panama Ship, 20, Seized With Loss of Seaman's Papers $134-Million in Drugs If you are convicted of possession of any illegal drug—heroin, baibitnrates, i^eed, LSD, or even marijuana—the U^. Coast Guard win revoke yonr seaman papers, widiont i^peal, FOREVER. That means that yon lose for the rest iri! yonr Uie die ri^t to make a livii^ by die sea. ilowever, it doesn't quite end there even if yon receive a suspended sentence. You may lose yolir right to vote, your right to hold public office or to own a gun. You also may lose the opportunity of ever becoming a doctor, dentist, certified public accountant, engineer, lawyer, architect, realtor, pharmacist, school teacher, or stockbroker. You may jeopardize your right to hold a job where you must be licensed or bonded and you may never be able to work for the city, the county, or the Federal government. If8 a pretty tough rap, but diafs exacdy bow it is and yon can't do any­ thing abwt it. The convicted drug user leaves a black mark on his reputation for die rest of his life. However, drugs can not mily destroy your r^t to a good livelihood, it destroy your life. Drag abuse presents a serions threat to bodi yonr physical and mental bcaldi, and die personal safety of those around you. This is especially true aboard shl^ where clear min& and quick reflexes are essoitial at aD times for the safe operation of die vesseL Dont let drags destroy yonr natnral rl^ to a good, happy, productive m. Stay dragirae and steer a clear course. : Page 30 Twenty Colombian crewmembers of the Panamanian SS Don Emilia (Compania Financiera Velrus) were arrested on the high seas Oct. 15 when their 325-foot freighter was boarded and seized by a Coast Guard cutter crew with a near record $134-million worth of contraband narcotics 15 miles east of Eleuthera, the Lower Bahamas. Towed 500 miles by the cutter Sher­ man to Miami, the U.S. Drug Enforce­ ment Administration there found in the cargo 82 tons of marijuana worth $50million and 400 pounds of cocaine and hashish worth $84-million. The crew and their captain, Carlton Bent Hooker, were held as illegal aliens to be prosecuted by Panama. One crew- member disappeared at sea during the towing. According to her manifest, the Don Emilia sailed from the port of Carta­ gena, Colombia on Oct. 4 carrying a cargo of 1-million kilos of asbestos bound for the port of St. John's New­ foundland, Canada. The cutter's captain, H. W. Villette said there had been reports that the freighter had 160-tons of pot on board. He added that the vessel was boarded "at the request of the Panamanian Government." This was confirmed by Panama's Consul General Edgardo Lo­ pez in Miami, according to newspaper reports. "The Maritime Bureau of Panama which had information of a possible smuggling activity by Don Emilia, asked the Coast Guard for collabora­ tion," Lopez declared, adding "we have had information to suspect that it was not the first time that this freighter has been engaged in such activities. We also believe that Don EmUio might have been loaded with marijuana off the coast of Colombia." Seafarers tog At,, , . • ' �r Natural Cos Pipeline—A Reporf: Arguments Favor All-America Alaska Route WASHINGTON — Growing indica­ tion of the need for public financing by the United States on either of two pro­ posed Canadian routes for Alaska natu­ ral gas is causing some Administration energy spokesmen to express doubts about the benefits of the Canadian routes. John Hill, deputy administrator of the Federal Energy Administration first raised this possibility last month. Others are now suggesting that public financing may be necessary and they are question­ ing the wisdom of investing U.S. money in a pipeline that would be under Cana­ dian control and built with foreign workers and equipment. Richard Fairbanks, former aide to FEA Administrator William Ruckel- house, said recently that as a result of his talks with FEA, the Interior De­ partment and the Federal Power Com­ mission, he felt sure that the Canadian proposals would be rejected. He said that from a national security standpoint, the Canadian gas line routes are unac­ ceptable. Other arguments are cropping up against the proposed Canadian routes. A Canadian legal expert has revealed that loopholes exist in Canadian law that would enable individual provinces to ignore a U.S.-Canada pipeline treaty and impose property taxes, royalties and other restrictive measures on future gas pipelines. George S. Levev, of Vancouver, B.C., said: 'Trovinces could enact legislation Cook Shows How Its Done respecting, for example, direct taxing powers on a pipeline right-of-way. He noted that unlike the U.S. where a treaty is a part of the 'supreme law of the land,' there is an absence in Canada of a similar provision making a treaty obligation part of Canadian Domestic Law. This means that the provinces are pretty much free to enact taxing legis­ lation on their own and that any thruCanada pipeline would be subject to tbe taxing powers of every province it passes through." Earlier this year. Transportation In­ stitute, a Washington-based maritime research and education organization, cited another argument against the thruCanada pipeline. In their monthly news­ letter Currents, the Institute said: "One of the fundamental arguments in support of an all-U.S. route is that it assures uninterrupted availability of the energy resource." The Institute then pointed to Can­ ada's political behavior when it knuckled under Communist Chinese pressure to bar the Chinese from Tai­ wan from participating in the Summer Olympics in Canada, and then warned; "Under the circumstances, consider then the precariousness of a gas pipe­ line route running across Canada to service the American communitv. It would be sheer folly to pretend that Canada could remain aloof from the possibility of political pressure aimed by the Communist world, and possibly others, against the United States." The thru-Canada pipeline would also deprive the U.S. of significant economic advantages. It was learned recently that Canadian Arctic Gas Pipeline Ltd. had signed a letter of intent with Steel Co. of Canada for most of the pipe needed to build the trans-Canada pipeline. Follow Oil Pipeline In contrast, the El Paso Natural Gas proposal (the All-America route) would follow the U.S. oil pipeline into south­ ern Alaska, where U.S.-owned and operated tankers would move the gas to U.S. markets. In building the AllAmerica pipeline, U.S. workers and U.S.-made pipes and equipment would be used. And—most important—the U.S. would be assured of the uninter­ rupted availability of this vital energy resource. The Federal Power Commission is now studying the three pipeline pro­ posals—two which would run across Canada to the U.S. midwest, and the All-American El Paso route to southern Alaska. The FPC must render a deci­ sion by May 1, 1977, and the President must then make a selection by Sept. 1. ^ it '4 ?> ,;y 1 ••i id Seafarers Plans Must Haye Member's Latest f'. In the galley of the SS Anchorage (Sea-Land) Chief Cook Frank Bradley shows amateur cooks how to prepare a roast. The vessel paid off on July 27 in Port Elizabeth. N.J. It Was Family Day at the Clinic Becau^ the^^rnpl^^ Retirement Income Security Act of 1974 (often referred to m the Pension Reform Act) it is extremely important that the latest correct address of each member be on file. If the Seafarers Plans have your latest address, you will be able to receive all the neces­ sary and vital material which is required to be sent to you under the new Law. It is also very important that the Plans be aware of your marital status. Therefore, you are strongly urged to fill in the form below and send it to: Claims Department, Seafarers Welfare and Pension Plans, 275 20th St., Brooklyn, NAT. 11215. I'M Seafarers Welfare and Pension Plans '.T : iwc.aec.IF. •i '1 'Name ... Print First Name . LastNaiM Penmancailt Addri^ Print Numiw and Street ^Dtite of Birdi Mo / Ci^ / Yew. ••• \ nuse'S'l^i'aBae . •• .•«. . • *... Print Last Name N^ Date ofBlrdi Wife of pensioner Seafarer Chee Mohat, Mrs. Mary Mohat (left) gets blood pressure test from Dr. Joseph Peluso in the Headquarters CImic recently. November, 1976 . Mo / Day / Year State ' |i1rsf''Y(mr:of'SiU» DIU Enq^oyment lAddress Print " ^ Middle Initial * •. FirSt Name ' City ^ r• ^ .. Middle Initial ^ . Zip Code Stiate ^ . .. - > Page 31 �. •1 ^ 1 i 1 Pensioner Roy Atizado, 73, passed away on Oct. 16. Brother Atizado joined the Union in the port of New York in 1951 sailing as a cook. He sailed 24 years. A native of the Philippines, he was a resident of Seattle. Surviving are his widow, Rizalina; a son, Roy, and a sister, Matilde of Paeay, Razel, P.I. Pensioner Dan E. Brannen, 69, died on Oct. 24. Brother Brannen joined the Union in 1938 in the port of Savannah sailing as a bosun. He sailed 41 years and was a veteran of the pre^World War II U.S. Navy. Born in Georgia, he was a resident of Jack­ sonville. Surviving are a sister, Mrs. Susie Drew of Jacksonville, and a niece, Mrs. Jeanne Kerns of Arlington, Fla. 5^! Pensioner Benedicto Luna, 75, died from a heart attack in the Galveston USPHS Hospital on Oct. 10. Brother Luna joined the Union in 1946 in the ' port of Galveston sailing as a chief steward. He sailed 31 years. Bom in the Philippines, he was a resident of Galveston. Burial was in Mt. Olivet Cemetery, Dickinson, Tex. Surviving is a daughter,. Mrs. August (Bennie Lee) Bermea of Galveston and a grandson, Sharland Gera. Pensioner Thomas J. King, 68, was found dead in Los Angeles on Oct. 4. Brother King joined the Union in 1944 in the port of Boston sailing as an AB. He sailed 46 years. Sea­ farer King was a veteran of the preWorld War II U.S. Navy. Born in Rhode Island, he was a resident of San Francisco. Burial was in St. Francis Cemetery, San Francisco. Surviving are his mother. Rose and a brother, Ed­ ward, both of Providence, R.I. 5 <A"'•f.'i' } '-•• ••. ' • -' If Pensioner Frank i Nagy, Jr., 66, died of heart failure in Mon|roe Township, N.J. on Oct. 23. Brother • Nagy joined the i Union in 1946 in the port of Baltimore sailing as a bosun. He sailed 30 years and was on the picket line in the 1961 N.Y. Harbor strike and in the 1965 District Council 37 beef. Seafarer Nagy was a veteran of the U.S. Army during World War II. Bom in Bonhamton, N.J., he was a resident of Spotswood, N.J. Surviving are his brother, Bertalan of Spotswood, and a daughter, Barbara. Scott B. Myhre, 24, died in Buena­ ventura, Colombia, on Oct. 14. Brother Myhre joined the Union in 1971 in the port of New York sailing as an AB. He was a 1971 Piney Point grad and received his GED diploma there also. Seafarer Myhre was bom in Santa Fe, N.M. and was a resi­ dent of Honolulu, Hawaii. His hobbies were yachting and leather crafting. Sur­ viving are his parents, Mr. and Mrs. Robert J. Singleton of Pittsburg, Calif. George E. De Greve, 67, died on Oct. 25. Brother De Greve joined the Union in 1944 in the port of New York sailing as a bosun. He sailed 40 years and was a veteran of the U.S. Army Medical Corps in World War II. Seafarer De Greve was born in Belgium and was a resident of Stam­ ford, Conn. Surviving is his widow, Sophie. Albert H. Powers, 42, died of a heart at­ tack in the Sault Ste. Marie, Mich. War Memorial Hospital on July 15. Brother Powers joined the Union in the port of Detroit in 1967 sail­ ing as an AB for the American Steam­ ship Co. and for the Kinsman Marine Transport Co. for 10 years. He was a Piney Point upgrader last year and was a veteran of the U.S. Air Force after World War II. A native of Cleveland, he was a resident there. Burial was in West Park Cemetery, Cleveland. Sur­ viving are three sons, Tom of Cleveland, Albert and Patrick; a daughter, Vic­ toria; his father, Albert; his mother, Helen, and a sister,' Mrs. Marie F. Wonko, of Parma, Ohio. Pensioner Charlie F. Ridley, Sr., died of heart failure in San Saba, Texas Hill County Memorial Hospital on Aug. 13. Brother Ridley joined the Union in the port of Houston in 1957 sailing as a cook for the G & H Towing Co. for 12 years. He was a vet­ eran of the World War II U.S. Army Field Artillery. Bom in Cleburn, Tex., he was a resident of San Saba. Burial was in Wallace Creek- Cemetery, San Saba County. Surviving are his widow, Margaret Mae; two^ons, Charles and Rayborn; a daughter, Annie, and his father, Willie of Fort Worth, Tex. Daniel Clark died of a heart attack on Sept. 5. Brother Clark joined the Union in Norfolk in 1968 sailing for the Steuart Oil Co. from 1968 to 1969, Interstate Oil Co. in 1970 and for Al­ lied Towing this year. Pensioner William S. Downing, 76, died of heart failure in Windsor, Va. on Sept. 22. Brother Downing joined the Union in Norfolk sailing as a chief engineer. He was a World War II Armed Services veteran. A native of Harrellsville, N.C., he was a resident of Windsor. Burial was in Forest Lawn Cemetery, Norfolk. Surviving is his widow. Novella. WiUiam E. Shores, 60, died on Oct. 26. Brother Shores joined the Union in the port of Philadelphia in 1969 sailing as an AB for the Interstate Oil Co. from 1969 to 1976 and for the Delmarva Oil Co. from 1967 to 1968. He was a veteran of the U.S. Army in World War II. Born in Dames Quarter, Md., he was a resident of Baltimore. Surviving are his widow, Mary, and a daughter, Mrs. Carolyn M. Dawson. Pensioner Lester Hanna, 74, passed away on Sept. 14. Brother Hanna joined the Union in the port of Toledo in 1961 sailing as a dredgeman for the Price Brothers Co. in 1954, the Hydro Dredge Corp. from 1961 to 1968 and for Dunbar and Sulli­ van. He was a veteran of the U.S. Army in World War I and the U.S. Navy in World War II. A native of Defiance, Ohio, he was a resident of Swanton, Ohio. "His ashes were scattered on one of his beloved Great Lakes." Surviving are his widow, Cleo, and a daughter, Mrs. Catherine J. Spitza of Springfield, Ohio. Pensioner Henry J. "Harry" Grondin, 72, died of a heart attack in Mackinac Straits (Mich.) Hos­ pital on July 8. Brother Grondin joined the Union in the port of Detroit in 1961 sailing as a fireman-watertender for the Mackinac Transportation Co. from 1961 to 1966. He sailed 37 years. Born in St. Ignace, Mich., he was a resident there. Surviving is a nephew, Arthur Grondin of. Owosso, Mich. Melford L. Grier, 63, passed away on July 20. Brother Gri­ er joined the Union in the port of Buffalo in 1971 sailing as a second engineer and fireman - watertender for 13 years. He was born in Soo, Mich, and was a resident of Dearborn, Mich. Surviving is a daughter, Mrs. Gail Elisson of Lansing, Mich. Earl Mansfield, 57, died of heart failure on Sept. 21. Brother Mansfield joined the Union in the port of Norfolk in 1975 sailing as an AB for the Union Boat Service Inc., Morgan City, La. He sailed 25 years. A native of Norfolk, he was a resident there. Burial was in Forest Lawn Cemetery, Norfolk. Sur­ viving is his widow, Helen, and a daughter, Teresa. Pensioner Charles A. Jarvis, 56, died of a lung infection in the Norfolk USPHS Hospital on July 10. Brother Jarvis joined the Union in the port of Norfolk in 1962 sailing as a cook for Curtis Bay Towing Co. from 1950 to 1954 and.for the Sheridan Transport Co. from 1954 to 1969. He was a vet­ eran of the U.S. Army in World War II. Born in Mathews, Va., he was a resi­ dent there. Burial was in Poplar Wood Cemetery, Cardinal, Va. Surviving are two sisters, Pauline and Elsie of Miles, Va. Ernest W. Sarvis, 32, died of a kidney infection in the Uni­ versity of Texas Hos­ pital, Texas City, Tex. on Sept. 14. Brother Sarvis joined y the Union in the port of Houston in 1968 sailing as an AB for the G & H Towing Co. from 1967 to 1976. He was a vet­ eran of the U.S. Air Force. A native of East Point, Fla., he was a resident of Galveston. Interment was in Galveston Memorial Park Cemetery, Hitchkok, Tex. Surviving are a son, Alan; a daugh­ ter, Kim; his father, Luther; his mother, Florida; his brother. Inland Boatman John G. Sarvis, and a sister, Mrs. Linda Fabain. Augusto Miranda, 56, died of a heart at­ tack in Queens, New York on July 25. Brother Miranda joined the Union in 1941 in the port of New York sailing as a bosun. He sailed 35 years and was on the picket line in the 1961 Greater N.Y. Harbor strike. Seafarer Miranda was bom in Puerto Rico and was a resident of Queens. Burial was in San Juan, P.R. Municipal Cemetery. Surviving are his widow, Olga; two sons, Augusto and Juan; three daughters, Mrs. Inez Irrizarry of Santurce, P.R., Oglita, and Carmen; his father, Pedro, and his mother, Mrs. Matilde S. Pellot. Lynn W. Hansplant, 53, died of cancer of the bladdef in the Philadelphia Veterans Adminis­ tration Hospital on Aug. 18. Brother Hansplant joined the Union in the port of Philadelphia in 1972 sailing as a X\x^' and launch captain for the Independent Towing and Pier Co. from 1970 to 1976 and for the Hog Is. Launch Serv­ ice in 1970. He sailed during the Kor­ ean War for the U.S. Army. Born in Toronto, Canada, he was a naturalized U.S. citizen residing in Primos, Pa. His remains were cremated. Surviving is his widow, Gervaise. Herman Fields passed away in Mo­ bile on Oct. 14. Brother Fields sailed for the Mobile Towing Co. in 1968 and for the Alcoa Co. in 1951. Pensioner Torsten J. Forsberg, 61, died of emphysema in New Orleans on Aug. 20. Brother Forsberg joined the Union in 1945 in the port of New York sailing as an AB for 45 years. He was a veteran of the U.S. Army in World V/ar II. Seafarer Forsberg was born in Helsingfors, Finland and was a resident of Tylertown, Miss. He was a U.S. nat­ uralized citizen. Interment was in Tylertown Cemetery. Surviving are a sister, Mrs. Olga Grachrist of Hoboken, N.J. and a sister-in-law, Mrs. Lola Sartin of Tylertown. Leonard R. McDonald, 74, passed away from lung cancer in the Alpena (Mich.) General Hospital on July 19. Brother McDonald joined the Union in the port of Alpena sailing as a deck­ hand for the Huron Cement Co. from 1959 to 1969. He was a resident of Al­ pena. Interment was in Holy Cross Cemetery, Alpena. Surviving are his widow, Elaine and a daughter, Mrs. Helen Schilling of Alpena. Seafarers Log Page 32 s-' it" �.m r / iMiSiiC-oC Dispatchers Report for Great Lakes OCT. 1-31,1976 •TOTAL REGISTERED All Groups Class A Class B Class C TOTAL SHIPPED All Groups Class A Class B Class C ••REGISTERED ON BEACH All Groups Class A Class B Class C I> f r. f 'i ' •-!- DECK DEPARTMENT Alpena Buffalo Cleveland Detroit Duluth Frankfort Chicago Totals 1 0 1 4 0 0 0 6 1 0 0 0 0 0 0 1 15 6 1 15 13 8 6 64 11 1 1 18 4 5 0 40 1 0 0 3 0 0 1 5 0 2 1 1 3 0 1 8 0 0 3 2 0 0 0 5 0 1 0 0 2 0 1 4 0 0 0 1 0 1 2 4 0 0 0 1 0 0 0 1 0 0 0 0 0 0 1 1 4 2 2 8 1 3 5 25 18 1 8 11 3 4 0 45 10 14 6 41 9 12 2 94 89 56 107 1 0 0 4 0 0 0 7 7 2 4 13 4 2 1 33 1 0 0 1 0 0 0 2 5 2 3 12 0 0 5 27 2 0 0 1 0 0 0 3 ''. ' !1 • • VI .:i' ENGINE DEPARTMENT Alpena Buffalo Cleveland Detroit Duluth 0 1 2 4 0 0 0 7 Chicago Totals 0 0 0 0 0 0 1 1 3 3 2 17 5 4 0 34 6 0 1 5 3 0 1 16 • 1-..' i •Vf, 1 % ;• -", . "t,: *; V STEWARD DEPARTMENT Alpena Buffalo Cleveland Detroit Duluth Frankfort Chicago Totals 0 1 6 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 3 0 1 6 3 3 1 17 2 0 0 1 3 2 0 8 V' • I ENTRY DEPARTMENT Alpena Buffalo Cleveland Detroit Duluth Frankfort Chicago Totals 6 . .. ............ 3 10 4 7 1 9 2 1 8 8 8 0 36 5 5 4 7 1 0 1 23 64 12 26 115 Totals All Departments . . . 124 49 ""Total Registered" means the number of men s«ho actually registered for shipping at the port last month. ""Registered on the Beach" means the total number of men registered at the port at the end of last month. I 1 '4 SlU Strives to Keep Lake Mictiigan Ferries Afloat Continued from Page 3 ber and other building materials would skyrocket. SIU representatives in the area agreed that the Chicago lines were probably cutting their rates to attract cargo and squeeze out the ferry systems. Several private buyers have been" looking at the old Ann Arbor system and the SIU is keeping its eyes open to make sure that the job security of the members is protected in case the owner­ ever, there has been some trouble guar­ anteeing that same right for workers ship changes. When the Ann Arbor Railroad firsts on the Chief Wawatam, since that sys­ went bankrupt, it was taken over by tem was partly owned by a private com­ ConRail under the Regional Railroad pany, the Soo Line, when the law was Reorganization Act of 1973. This was passed. before the State of Michigan inter­ In Arbitration vened. The SIU then made sure that the At present, the SIU has the case in workers on the Viking and Arthur K. arbitration and maintains that the Chief Atkinson would be guaranteed their severance benefits under that law in Wawatam comes under ConRail's juris­ case the ferries stopped running. How- diction since it was two-thirds owned by the Penn Central, an original ConRail company. As workers for a ConRail company, the SIU crew would be en­ Lifeboat Class Graduates 2 .>)• ' i Lifeboat Course grade Walter E. Snovelle (left) and Joseph Magyar show their diplomas recently. The course instructor Is Bill Bowles. November, 1976 titled to many benefits if they are laid off. Lawyers informed the Log that they feel the case will be won. In any event, the SIU looked ahead during 1971 negotiations with the oper­ ator of the Chief Wawatam, Mackinaw Transportation Co. (Penn-Central, Soo) when it saw the company was in bad shape. Instead of taking the wage increases negotiated for the railroad industry, both SIU and MEBA agreed that the company would use the wage increase to establish an escrow account, from which a severance benefit would be paid if the crew were laid off. i Vi <• I SlUNA Backs MC&S vs. Japanese Cartel's Pooling Continued from Page 5 that the pooling arrangements "repre­ sent massive invasions of antitrust pol­ icies." The law judge found that the ar­ rangement "cannot be justified in terms of trade growth, increased efficiency, holding down overtonnaging or main­ taining necessary service," and that it has "resulted in serious, adverse effects on certain American-flag carriers." The judge then ruled that the Japa­ nese lines must drop two vessels from the U.S. West Coast-Japan trades. This decision must be upheld by the full Federal Maritime Commission before it can take effect. [It was learned shortly before the Log went to press that the full Federal Maritime Commission has reversed the law judge's decision which ordered that two Japanese ships he removed from the trade, and has given "blanket approval" to the Japanese policing agreement which it extended to August, 1977.] Although pleased with the judge's decision, the Marine Cocks and Stew­ ards has asked the PMC to go beyond his ruling and completely nullify the pooling arrangement. Meanwhile, the governments of Bel­ gium, Denmark, Finland, France, Italy, Japan, The Netherlands, Norway, Swe­ den and the United Kingdom have noti­ fied the U.S. Government that "uni­ lateral reduction by one government of foreign tonnage in its foreign trade is objectional." The Council of European and Jap­ anese Shipping Associations (CENSA) organizations of state-owned foreign shipping companies, have also ex­ pressed, through indirect contacts, their concern over the ruling to members of the FMC. In his letter to Bakke, Hall called CENSA's conduct in the matter "most reprehensible" and said that it "violates every concept of our system of due process and fair and proper administra­ tion of our decisional-rnaking process. Page 33 I 7 5 •'* J ;ii II I'' SI ••it ,1^- t �Letters to the Editor 'New Sense of Purpose' THE CHARU5 WHORCAN ,v»V' S•• • ,.; I.Tif ^'•• HISTORIC PRESERVATION My son, Doug, is a recent graduate of the Harry Lundeberg School of Sea­ manship and has been at sea on the Mount Explorer since July 1, his 18th birthday. I am very grateful for the opportunity given him by the SIU. He has been transformed from a high school drop-out, who was disgruntled and frus­ trated, to a young man with a new sense of confidence and purpose. The SIU has a great program with excellent personnel and facilities at the Lundeberg School. When I listen to people like Senator Dole criticize the Democratic Party for its ties with the labor movement, I cannot but think how lucky we are that we will soon have an Administration that will listen to labor. Continued irom Page 22 Fraternally, Frederick Lawton Betliesda,Md. •' /wVtV-- Oldtimer Passes On A very special thanks to the SIU Clinic staff in Brooklyn, and to the SIU Welfare Plan for their prompt and wonderful help when I needed it most. My husband, the late Lawrence P. Hogan, was very proud of being an oldtimer in the SIU. Good sailing to all his SIU brothers. Mrs. Ada Hogan Brooklyn, N.Y. Detailed Answers I wish to thank the SIU Pension Plan for their clear and helpful answers to my question relating to my pension benefits. I appreciate the clarity of the reply and the time taken to check my f>ersonal situation in such a careful and detailed manner. Fraternally, Rune G. Olsson Grand Jet., Colo. Seventy-;one cents of every dollar spent in shipping on American-flag vessels remains in this country, making a very substantial contribution to the national balance of payments and to the nation's economy. Use U.S.-flag ships. It's good for the American maritime industry, the Ameri­ can shipper, and America. SIU Signs 1st Vacation Plan for inland Boatmen Continued from Page 3 bership, will result in a new vacation plan to start Jan. 1,1977. The SIU's goal in the area of vaca­ tion for Boatmen is to bring all of the Union's contracted tug, towboat and dredging companies into the Seafarers Vacation Plan one-by-one as each com­ pany's contract comes up for renewal. For a Boatman to be eligible for the vacation benefit, he must be employed by a company(s) that is contributing to the Seafarers Vacation Plan and have accumulated at least 90 days of employ­ ment after the effective date of the con­ tract with that company. In other words, for each 90 days worked, the Boatman would be eligible to collect vacation benefits. The payment schedule for vacation benefits varies depending on the group (there are five of them), or rating, a a man sails. Group I includes the ratings of senior captain, junior captain and captain. Group U includes mate, pilot, chief mate, senior chief engineer, chief engi­ neer, junior chief engineer and pilot operator. Group III includes the ratings of senior barge captain, barge captain, as­ sistant engineer, refrigeration techni­ cian, second mate and leverman. The ratings in Group IV include ableseaman, cook, tankerman, bargeman, lead deckhand, deck mate, utility engi­ neer, trainee pilot, trainee engineer, oiler striker and chute operator. Finally, Group V includes deckhand, ordinary seaman, utilityman, wiper and deck linesman. The following vacation rates are based on 180 days worked in each of the three years of the contract. Therefore, in the first year of the con­ tract, Group I men working 180 days would receive $700 in vacation benefits from the Seafarers Vacation Plan. The second year of the contract, the benefits increase to $950 and the third year to $1,200. Group II men would receive $600 the first year, $800 the second year and $1,000 the third. Group III men would receive $550 the first year, $700 the second year and $900 the last year of the contract. For Group IV men working 180 days in each of the three years, the benefits would be $500 the first year, $600 the second and $800 the third. And for Group V men, the benefits would be $450 the first year, $550 the second and $700 the third. The benefits described above are based on the industry-wide plan which will be established for all Boatmen. However, since the Boatmen employed by Steuart had an extensive company administered vacation plan, the Union negotiated higher benefits for them. The benefits mentioned above are neither the minimum nor maximum available. Boatmen may get either higher or lower benefits depending on the number of days worked. For in­ stance, if a Group I man works only 90 days in the first year of the contract, he would receive $350 in vacation pay. But if he worked 270 days, he would receive $1,050 in vacation money. The money provided SIU Boatmen through the Seafarers Vacation Plan will supply these members with a sig­ nificant increase in their annual in­ comes. Although only two inland companies have been brought into the Seafarers Vacation Plan so far, the SIU, in a few years will have expanded this to cover all SIU Boatmen working for the Union's contracted inland operators. The Steuart contract negotiating team included SIU Boatmen Orville Pruitt, James A. Allen, Bill Crockett, Jerry White, Williard White, Bill Dean and Wendell Miles. Happy ^dm^sgiving Carter Victory Highlights Labor's Role in the Election Continued from Page 5 (D-Wisc.) who polled 1 percent, or 654,770 votes. As close as the popular vote was, a swing in Carter's favor of about 1.75 million, two other elections in recent memory were much closer. In 1960, John F. Kennedy nipped Richard M. Nixon by 110,000 votes, and in 1968 Nixon beat Sen. Hubert Humphrey (DMinn.) by 550,000 votes. The closeness of the Carter victory, and the indispensable role labor played in it, is better demonstrated in the final tally of electoral votes, the tightest in more than 50 years. Carter got 297 electoral votes (27 more than needed to elect) while winning 22 states and the District of Columbia, to 241 elec­ toral votes for President Ford. As it turned out. New York, which Page 34 holds 41 electoral votes, was the pivotal state. If New York, which went to Car­ ter by 275,000 votes, had gone the other way, Gerald Ford would still be President next year. However, a heavy turn-out-the-vote effort by labor in New York, coupled with the traditional ILGWU sponsored rally in New York City's garment dis­ trict, put Carter over the top in the state. Labor also played a key role in turn­ ing out the vote for Carter in such crucial states as Pennsylvania (27 elec­ toral votes) and Ohio (26 electoral votes). AFL-CIO President George Meany saluted the Carter-Mondale victory as evidence that "the nation needed and wanted a Government of compassion, whose primary concern would be the welfare of the American people." Meany pledged that as President Carter "sets forth to solve the problems facing America, he will have the full cooperation and assistance of the AFLCIO." The AFL-CIO president extended his personal thanks to "the thousands of union volunteers who worked tire­ lessly for this victory and for the large turnout of workers at the polls. I am proud of each and every one of them." An independent syrvey showed that, nationwide, union households repre­ senting literally millions of voters gave Carter a 60 percent to 40 percent majority. As he noted so often in his campaign. President Carter will pledge his Admin­ istration to getting America's millions of unemployed workers off the unem­ ployment lines and back to work. In victory. Carter called President Ford a "good and honest man." House, Senate Flections When Jimmy Carter takes the reins of Government, he will undoubtedly have a cooperative Congress to work with. In this year's elections, the House of Representatives retained its political makeup, with the Democrats holding on to at least a 2 to 1 majority. In the Senate, which had 33 of its seats up for election, the political pend­ ulum didn't move an inch as the Demo­ crats held on to an identical 62-38 seat majority. The Republicans actually de­ feated seven of the 22 Democratic in­ cumbents up for election, but the Dems came back to win seven of the 11 Re­ publican seats at stake. Seafarers Log �'-• :>•_»: mr' 17 Get Full "A" Books With the successful completion by 17 more members this month, the "A" Seniority Upgrading Program has now graduated 297 Seafarers with full "A" book status. The graduates this month are: Craig Smith, Robert Miller, Mike Bacha, Randolph Boiling, Dave Taylor, Scott Jansson, Warren McLain, Robert Scotten, David Millard, Daniel James, Freddie Goethe, Mike Gunter, Eddie Washington, John Quirke, Brian Sowatzka, Kenneth Hall and Robert Martin. The purpose of this program is to give new full book members a chance to sharpen their seafaring skills and at Not only does the "A" Seniority Pro­ gram benefit the new full book member who will have greater shipping oppor­ tunities with his "A" book, but it also benefits the entire membership. The brothers who graduate from this pro­ gram are valuable additions to our Union's membership because they are well prepared to take on the responsi­ bilities and obligations of a full "A" book member, thereby increasing the SIU's strength and unity. Brian Sowatzka Randolph Boiling Seafarer Brian Sowatzka began shipping with the SW in 1971 after graduating from the Harry Lundeberg School as a trainee. Sailing in the deck department, Broth­ er Sowatzka also ob­ tained his AB's ticket through the pro­ gram at the Piney Point school. Brother Sowatzka was born in Wisconsin and now lives in Lake Tomahawk, Wise. He ships from the port of Tampa. Mike Gunter the same time gain a better understand­ ing of our Union's operations, functions and goals. Seafarer Ran­ dolph Boiling first shipped with the SIU in 1972 after graduating from the Harry Lundeberg School. Sailing in the deck depart­ ment, Brother Boi­ ling returned to the school to earn his AB ticket before starting the "A" Seniority Program. Brother Boiling is a native and resident of Slidell, La. He ships from the port of New Orleans. Daniel James Seafarer Mike Gunter started sail­ ing with the SIU after finishing the trainee program at the Harry Lunde­ berg School in 1973. Shipping out in the engine de­ partment, Brother Gunter also earned his FOWT endorse­ ment at the Piney Point school. A na­ tive of Wilmington, Calif., Brother Gunter now lives in his hometown with his wife, Shizu. He also ships from the port of Wilmington. Seafarer Daniel James has been sail­ ing with the SIU since graduating from the Harry Lundeberg School in 1974. Brother James ships as an AB, a rating he studied for at the Piney Point school before entering the "A" Seniority Program. Born in Penn­ sylvania, Brother James now lives in San Franscisco and ships from that port. Eddie Washington Mike Bacha Seafarer Eddie Washington gradu­ ated from the An\drew Furuseth Training Program in 1968 and began sailing in the engine department on SW ships. Before start^ ing the "A" Senior­ ity Program,. Brother Washington upgraded to QMED at the Harry Lundeberg School. Brother Washing­ ton is a native and resident of Mobile. He ships from the port of New York. Seafarer Mike Bacha graduated pom the New York Andrew Furuseth Training Program in 1970 and began sailing in the engine department. Before attending the "A" Seniority Upgrad­ ing Program, Brother Bacha obtained his QMED endorsement at the Harry Lundeberg School. Born in Ohio, Brother Bacha now lives in New York and ships from that port. Warren McLain *1 Seafarer Warren McLain has been sailing in the engine ^ department since graduating from the Harry Lundeberg School four years ago. Brother Mc­ Lain returned to the Lundeberg School for his FOWT endorsement before be­ ginning the "A" Seniority Upgrading Program. A native and resident of New Orleans, Brother McLain ships from that port. November. 1976 Robert Scotten Seafarer Robert Scotten began sail­ ing with the SIU after graduating from the Harry Lundeberg School in 1973. Brother Scotten, who ships in the engine de­ partment, also earned his FOWT endorsement at the Piney Point school. A native and resi­ dent of Philadelphia, Brother Scotten ships out of that port. David Millard Freddie Goethe Seafarer David Millard started sail­ ing with the SIU in 1972 after graduat­ ing from the Harry Lundeberg School. A member of the engine department. Brother Millard re­ turned to Piney Point to upgrade to FOWT before at­ tending the "A" Seniority Program. Brother Millard is a native and resident of Tampa, and ships from that port. Seafarer Freddie Goethe has been sailing on SIU ships since 1971 when he graduated from the Harry Lundeberg School. Shipping as a day-working AB, Brother Goethe also earned his A B ticket at the Lundeberg School before starting the "A" Seniority Program. Brother Goethe is. a native and resident of Jacksonville, and ships out of that port. Scott Jansson Seafarer Scott Jansson graduated from the trainee program at the Harry Lundeberg School in 1973. Shipping in the deck department. Broth­ er Jansson also earned his AB ticket at the Lundeberg School. Brother Jans­ son is a native and resident of Auburn, Miss. He ships out of the port of New York. ' i Kenneth Hall ' > Seafarer Kenneth Hall first shipped with the SIU in 1965. A member of the deck depart­ ment. Brother Hall upgraded to FOWT and electrician at V-R. ivsHarry Lunde/r.'ix berg School before attending the "A" Seniority Program. Born in Tampa. Brother Hall now lives in New Jersey and ships from the port of New York. 'if' i,:! : •/; > •..'i ••• -J )• • T ^ i'- I ^ I ' Robert Miller Robert Martin Seafarer Robert Martin graduated from the trainee program at the Harry Lundeberg School in 1974. Sailing in the engine department. Broth­ er Martin returned to the school to upgrade to FOWT before entering the "A" Seniority Program. Brother Mar­ tin is a native and resident of Brooklyn, N.Y., and ships from that port. John Quirke Seafarer John Quirke finished the trainee program at the Harry Lunde­ berg School and be­ gan sailing with the SIU in 1973. Broth­ er Quirke returned to Piney Point to earn his AB ticket before entering the "A" Seniority Up­ grading Program. A native and resident of Brooklyn, N.Y., Brother Quirke ships from the port of New York. Craig Smith Seafarer Craig Smith has been in the SIU since 1974. A graduate of the trainee program at the Harry Lunde­ berg School, Broth­ er Smith upgraded ' FOWT at the •I school before at­ tending the "A" Seniority Upgrading Program. Brother Smith is a native and resident of New Orleans and ships from that port. Seafarer Robert Miller first shipped out with the SIU in 1970 after graduat­ ing from the Harry Lundeberg School. Sailing in the en­ gine department. Brother Miller also upgraded to FOWT and pumpman at the Lundeberg School. A native and resident of Plymouth, Conn., Brother Miller ships from the port of Wilmington. 'J ia • •: V Dave Taylor Seafarer Dave Taylor began sail­ ing with the SIU four years ago when he graduated from the Harry Lunde­ berg School. A member of the deck department. Broth­ er Taylor ships as AB out of the port of Seattle. Also a native of Seattle, Brother Taylor still lives in his hometown. pi I -I Blue Ticket AB Rules Blue Ticket ABs (12 month) who have accumulated two years of watchstanding seatime since passing their Blue Ticket examination may now ob­ tain their Green Ticket (Unlimited— Any Waters) without taking an addi­ tional examination. You can apply for your Green Ticket at any Coast Guard office when you have accumulated the required seatime. Also, Harry Lundeberg School grad­ uates arc now eligible to enter the AB Upgrading Course at the School after accumulating eight months seatime as an OS. All those who have the required sea­ time are urged to apply for this program. irT Page 35 r' •••IJ * �I ll The Harry Lundeberg School of Seamanship "For a better job today, and job security tomorrow. 'T'HE Harry Lundeberg School of Seamanship IS a center of vocational and academic educanon for all SIU memhe .s, whether they sail deepsea, on the Great Lakes or on the nation's network of inland waters. Since the Lundeberg School was founded on i^ts present site at Piney Point, Md. in 1967, it has grown to be the largest educational facility for boatmen and unlicensed Seafarers in the U.S. The School offers wide-ranging educational programs for all SIU members that will enable them to upgrade to higher ratings and higher paying jobs aboard deepsea vessels plying the oceans and Great Lakes, or on tugs and towboats working the harbors, rivers and coastal trades of our nation. The Lundeberg School's career oriented pro- Brother Donald St. Don, a 34-year34-vearold Seafarer from New Bedford Mass recently received his high school di­ ploma through the General Educational Development (GED) Program at the Hany Lundeberg School, Piney Point Md. ' Brother St. Don, who has been a Sea­ farer for four years, learned of the GED upgrading to QMED at the school. He also holds endorsements for refrigeration mechanic and firefighting."IVe always wanted my '^'Ploma. It's something everybody's got to have and it is important to advance your career," he grams are specifically designed to enable our merahers to upgrade themselves to the top of ^ir individual departments in a minimal amount of time. And the School's staff of instuctors, which includes experts from all areas of Ae maritime industry, has adopted the most modern teaching aides and techniques to make ea:ii;\~od: In addition to vocational courses, the School has developed excellent academic programs in niath, science and social studies to make some of the more difficult vocational material more understandable. These academic programs can also lead to a high school equivalency diploma for members interested in the School's vei-y Educational Development (GJiiD) Program. The following three pages of the Log outline course descriptions, requirements and starting dates for the deepsea and inland waters courses offered on a regular basis. However, there are many important courses not described here which are offered at wider intervals. These courses are named in the Directory of All Vp. grading Courses, reprinted on the following page. If you are interested in them, or any other of the Lundeberg School's vocational or academic programs, fill out the upgrading applicaHon adjacent to the Directory and mail it to the iJchool A Lundeberg staff member will then send you all pertinent information concerning the course you would like to take. The Lundeberg School was founded and developed for the betterment of all SIU members. Use It for your own good.! Seafarer Graduates From rrOlfl CEP Program at HLSS Course Directory Following is a directory of all courses, both deepsea and inknd waters, that are offered at the Lundeberg bchool. If you are interested in taking one of these courses, fill out the applJ . cation on the adjoining page and a Lundeberg staff member will provide you with pertinent information concerning starting dates, requirements and complete course description. DEEPSEA, LAKES COURSES . . sdiu. "The school has the best teachers " St. Don noted, adding, They're not like the teachers back home. Here, they have a lot of pa­ tience and don't down you for not Knowing something." Seafarer St. Don doesn't think he could have gotten his diploma anywhere else. You can t do it on your own, you need someone to help you." Brother St Don recommended the school's pronght foolish not to take advantage of the opportunity the school offers." in RmTpoim^Md *• "'8 Lundeberg School SIU Gives 7 Scholarships to Members, Dependents lother part Dart of of tb^ <?TTT'o Another the SlU's total educational program for its members is the Union s College Scholarships Fund. Each year the SIU awards five $10,000 fouryear scholarships, of which one is reserved for a Union member and four for depen­ dents of members. The Union also awards two $5,000 twoyear scholarships reserved exclusively for members. The two-year scholarships offer various opportunities especially for the member who plans to keep shipping. In such a program you may develop a trade or skill which would improve your per­ formance aboard ship as well as helping you obtain a better paying job when you are ashore. The $10,000 scholarships may be used any ac­ credited college or university in the U.S. or Its territories. In regard to our members, application requirements are geared for the man or _ ^tcoholism is a major problem. One out of eoerylOAmericam who drinkhm a seriout drinking problem. Alcoholism is a disease, hcan be treated > I' -".v woman who has been out of school for a number of years, so you will only be competing with other seamen with similar educational backgrounds. The awards are granted in April of each year and the deadline for the receipt of all applications IS usually around April 1. Eligibility requirements are as follows: tiifll r J nf ac­ tual employment (three years for the oar em or guardian of dependents) on veS employment on a vejel in the six-month period immedi­ ately preceding date of application. nmT Page 36 M'--.:'- ie,.. Deck Department • ^le-seaman, 12 Months Any , Waters ^ Able-seaman, IffilimifcdAny ^ ^^ ^ters • ^ Lifeboatman Quartermaster ' vessel f^P'oyment vessel in^b in the previous calendar year. on a Fick up a scholarship application now. They are avaUable for you and your dependents at the local Union hall or bv writing to the Seafarers Welfare Plan, lyn, RY. 112lf Engine Department^ • Fireman, Oiler* Watertender ' (FOWT) • QMED—-Any Rating -T • Advanced Pumpman Procedures • Automation , • LNG-LPG ' f Refrigerated Containers • Welder ' • Diesel Engines Steward Department • Assistant Cook • Cook and Baker • Chief Cook • Chief Steward , INLAIVD WATERS COURSES • Able-Seaman • F'"e-Towboat Operator ; ' Original Towboat Operator • Uninspected Vi.J: set Over 300 Gross Tons Upon Oceans • First Class Pilot • Radar Observer • Pre-Engineer Diesel Engines • aiefEngineer^ Motor Vessels * '" %vf Tankerman 5 Towboat Ldand Cook • ' Vessel Operator Management " flnd Safety Course ^ Seafarers Log " �'T 12 Boatmen on Course for Master or Mate Licenses itainine a license as a master or mate mato Obtaining for uninspected vessels on the oceans is a big step in career advancement for Boat­ men. The Harry Lundeherg School has a course for men who wish to obtain this license. Currently 12 Boatmen are enrolled in I lie course, which is 10 weeks in length. Tiiese men are of different ages and come from different ports, hut they share the same goals of a better job and higher pay. The Masters and Mates Course will help them reach that goal. During their 10 weeks at the Lundeherg School, they learn all the facts and skills they need to pass a lough Coast Guard licensing examination. They study celestial navigation, rules of the road, chart navigation, handling of tugboats, seamanship, aids to navigation and safety. In addition, they will complete a certified Cardio-Pulmonary Resuscita­ tion (CPR) Program. When they complete this course, these men will have achieved a major goal and significantly advanced their careers. And this is the purpose of the Harry Lunde­ herg School—to provide all SIU mem­ bers, on the seas, the Lakes, and the water­ ways, with the education and skills they need to build their careers and enjoy to the fullest the benefits of membership in the SIU. I v • ( H:: I, Tit.T-9,. 'J •• , ] ^ • !P : •> .. - itiil Students get practical Instruction in chart reading and navigation during their classroom time. Shown in class with their instructor, John Luykx, are (left to right) L. W. Gibbs (Houston), Sam Rowe, Leonard Downs, Ruben Salazar, Leon Mansfield, and Lennard Fuller (Houston). K .. LUNDEBERG UPGRADING APPLICATION Name. ^ (Last) : )• I'i Date of Birth (First) • I (Middle) 1i Mo./Day/Year ^ l/ j Address I I - (Street) (State) Shown as they practice using the sextant are (left to right) Boatmen Jesse Williams (Houston), Steve Nelson (Corpus Christi), Bert Thompson (Houston), and Jim Walters (Houston). (Zip Code) (Area Code) Inland Waters Member • Lakes Member • I Book Number. I j Date Book Was Issued I Social Security #_ I Piney Point Graduate: • Yes No • (if so, fill in below) I I Entry Program: From to. I I I fl Telephone #. (City) Deepsea Member • 'iH Seniority Port Presently . Registered In Port Issued. ; -• - ( .r, Endorsement (s) Now Hcld. m I.. Endorsement (s) Received (Dates Attended) f: I Upgrading Program; From. Endorsement(s) Received .to. (Dates Attended) Do you hold a letter of completion for Lifeboat: 'i. • Yes • No; Firefighting: • Yes • No I I I j Dates Available for Training . (Refer to Directory for all course listings.) I: I Am Interested in the Following Course(s). • , I I I II I I I RECORD OF EMPLOYMENT TIME—(Show only amount needed to upgrade in rating noted above or attach letter of service, whichever is applicable.) VESSEL RATING HELD DATE SHIPPED DATE OF DISCHARGE V I-; Li !• i SIGNATURE. Brother Larry Long, left, practices chartwork in class, as Leon Mansfield, right, operates the LORAN aboard the Daunf/ess. j it - I Leonard Downs (left) and Sam Rowe,of Norfolk, are shown as they use the gyro-repeater to take celestial and surface bearings. Brother Rowe said that the upgrading program is "a great way to improve yourself." November, 1976 J 'l DATE. , !I RETURN COMPLETED APPLICATION TO; LUNDEBERG UPGRADING CENTER, PINEY POINT, MD. 20674 vL-'ij ' *^'ii f i Page 37 �52SHavc SEAFARERS POUTICAL ACTIViTY DONATION BROOKLVN, N.T. 11232 •78 FOURTH AVENUE llMiateil $100 or , S.S. No.. Date. .Book No.. Contributor's Name. Address. . 9Ute City .Zip Code More Ttt SPAII SPAD is a separate secreiiated fiindj Its proceeds are used to forther;-lts object and purposes including, but not limited to furthering the political, social and economic Interests of Seafarer seamen, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to politicial candidates for elective office. All contributions are voluntary. No contribution may be solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as a condition of membership in the Union (SlUNA AGLIWD) or of employ­ ment. If a contribution is made by reason of (he above improper conduct, notify the Seafarers Union or SPAD at the above address, certified mail within thirty days of the contribution for Investigation and appropriate action and refund. If involuntary. Support SPAD to protect and further your economic, political and social interests, American trade union concepts and Seafarer seamen. Since •cjiinning nf '70 (A copy of our report is filed with the Federal Election Commission and is available from the Federal Election Commission, Washington, D.C.) Signature of Solicitor No. 1976 Port The following Seafarers and other concerned individuals, 528 in all have demonstrated an active interest in participating in political and legislative activities which are vital to both our job security and our social and economic welfare, by voluntarily donating $100 or more to the Seafarers Political Activities Donation (SPAD) fund since the beginning of 1976. (The law prohibits the use of any union money, such as dues, initiation fees, etc., for political activities. The most effective way the trade unionist can take part in politics is through voluntary political contributions. SPAD is the union's separate segregated political fund. It solicits and accepts only voluntary contributions. It engages in political JFK Payoffs for Williomsburgh, Columbia, Neches B ecause the 225,000 dwt supertanker, the TT Williamsburgh (Westchester Marine) can't dock in the continental United States, and because the 37,000ton U.S. Naval Ships Columbia and the Neches are on shuttle runs in the Far East, Seafarers on these vessels who had completed their signed ship's articles were flown from overseas to payoffs at JFK Airport, New York recently. The Columbia and the Neches were the former Falcon tankers SS Princess and Falcon Lady^ once operated by the Iran Destiny Co. The ships are run by the Militaiy Sealift Command. Seaforers have been riding the two fully-automated ships since the early part of this year for the Mount Shipping Co. of New York after the firm won a one-year contract in competitive bidding with 60 other U.S.-flag operators. i < C- J:' SlU Patrolman Teddy Babkowski (seated center) is at a JFK Airport payoff In New York City on Oct. 24 with part of the crew of the U.S. Naval Ship Columbia (Mount Shipping). Seated right Is Recertified Bosun Billy K. Nuckols, ship's chairman and from left, standing are: ABs GIno Bousson, Basir Zaine, and Mike Delaney; Engine-Deck Utilltyman Lee Drennen; AB Dave McNeil and Steward Delegate M. Hussein. Another JFK Airport payoff last month was for the USNS Neches (Mount Shipping). SlU Patrolmen Ted Babkowski (seated far left) and Jack Caffey (seated 2nd left) make out Union dues and SPAD receipts for AB Rick Forrest (standing center), Cook and Baker Tom Maley (standing right) and QMED George Elot, Jr. (seated right). Here's the USNS Columbia tied up at North Pier, Yokohama, her home port. SlU Representative George RIpoll (seated left) shakes hand of OS Sal Noblle (far right) on giving him his SPAD receipt on Oct. 28 at a JFK Airport payoff at the Holiday Inn there. Waiting their turn from the TT Williamsburgh (Westchester Marine) are, (I. to r.): Chief Steward Frank Costango, secretary-reporter; Utilltyman Ahmed Sallm and Messman Bob Page. The crew was flown in from Greece. �r — from preceding activities and makes contributions to candidates. A member may voluntarily contribute as he sees fit or make no contribution without fear of reprisal.) Thirty-four who have realized how important it is to let the SIU's voice be heard in the Halls of Congress have contributed $200, eight have contributed $300, three $400, one $500, one $600, and one $1,100. For the rest of the year the LOG will be running the SPAD honor rolls because the Union feels that in the upcoming months our political role must be maintained if the livelihoods of Seafarers are to be protected. (A copy of our report is filed with the Federal Election Commission and is available for purchase from the Federal Election Commis­ sion, Washington, B.C.) SPAD Honor Roll AbrMmtjR. AcmdOfV. AdaaMoii,R.R. Agniinr,!. Agoflair^A. Alr,R. AJieiaindar«G. Alexander, H. Aigiurin,M. A11,N.M. Allen,!. Alomo,!. • I •••: Alfaicx,P. Annit,K. i,W. ,P. Andenon,A. ABdecBon,A. ABdenon,D. Andenon,E.C Anderson,H. Aiidetw«,R. AnderaonjIL Aners<Hio,C Anni>,G. AnticI,M. Antonio,!. A4aino,G. AK!iliiald,H. Ai«Hilca,A. _^;.';''Ati^!. "•AieK^,S. Atidaion,D. A*iapiiOII,i£. A*aiil,IS.-iiniiiEoxidd,'T. 4'^ Bndgett,!. Baiiy,D. Bartiett,!. Bean,C BeedtinK,M.E. ilclllnter,W. Bennett,!. Bc^firia,!. BeiHgteln,A. Bjoi!Bnon,A. Btanfon,M.!. B!onstetn,D. Binitt,!. Bobalek,W.!. Bonser,L. Bortz,C. Bmidiean,R.!. BO«SNHI,E. Boyie,D. Boyne,D.F. Bindley,E. Bnuinan,G. Brown,G. A. Brown,!. Rrown,!. Biyan^B. BIKCI,P. Bmlat,F. Bafce,T. Bimiette,P*' Baifon,SL Bnysee,1i. Bynie,E. Byrne, W. Caiillda,S. Caffoy»!. Cidn,F. CanqMA. CaiapMi,A.G. CamplM^H. Caiieila,F.!. C8iaba«o,iL Caibone,V^ Caraidlo,ir Cherire,!. Cirignano,L. Cllffofd,R. Cofone, W. Coniptoo,W. Conidin,K. Conner,S. Cooiunans,R. Cooper, N. Cooper, W.D. Cosfauiga,F. Co8telio,M. Conrfney,!. Craig,!. L. Crawford, W. Crocco,G. Cross, M. Cniz,A. Daris,!. Davfa,!. DaxB,!. DeBarrios,M. DeChanip,A. DegnxBnui,F. DennMoe,!. Dickey, W. Dfliing,L. l>oak,W. DolMon,T. Dol^^D. Dongias,V. Dowd,V. DrngKdii,A. Drake, W. Drosak,P. DttBoie,N. OnPaoia,R. Dwyer,!. Dyer,A. Eddin,!. EiiiB,P. EscaliMM,D. Eqpinoea,R. Fagan,W. FanningjR. Fmner.D. F«niea,F. Fnnt,!. Fay,!. Fayad, A. FerTgoson,M. Fietciwr,B. f1orons,C. Forgeron,L. Foster,!. Foz,P. Fkanco,P. FlRBnk!r.,S. Freenuu^B. Ftonnfdltcr,D. Fnentes,!!. Fli^W. Foifond,S. Fnnk,W. F\nnkawa,H. F^li, S. G8iiiiro,M. Gaiicki,H. GaIii80S,P. rtlolHnnij WGaBWMB,K. .Gpniy»F. ' ' Garda,P. Garcia,R.F. Gair%an,M. Gaikili,lL Ganiw,!. Gcitiie,C GiM,Di Gioin8,S. Giidewcii,T. Goff,W. Gomez, M. Gonzalez, C. Gooding, H. G<»bea,R. Go68e,F. Greroe,Ii. Gtjina,y. Gtoii,W. Goernsey,W. Gnidry,F. Gnfllen,A. Gnderr^C. Iiaber,E. llagen,B. HaD, E. IIan,M. HaU,K.M. Haii,L. Haii,W. Hainblct,A. Hairb,!. Hart,R. Ha88an,H. Has8Ni,B. Hayes,K. HiQmes,B. iIebert,T. Bdfaner,B. Aimfla,E. Hendrick,R.G. Ifernandez,E. Hflronz,A. Hidaii,A.A. H[incs,T. liiBtze,C. Hoift,E. Hotaa^E. Honmyonponr, M. Hdnd(o,S. Hoaciiins,C.Bf. HndBon,S. HnffBian,R.L, HnSord,!!. Hns8ein,M. Hnttmi, G. IOvino,L. !acolMi,R. Annswn,S. !<dinson,A. !<duison,C. !<duison,R. • !(»ie8,!. !one8,!.R. !ones, T. !ose^,E. Kanak,W. Kastina,A. keUy,!. Kendrick,D. K»niwe,&-..,:^:: Kecr,R.A.; Kiliffiey,!. KifalieiM,B. Kizzitc,C. iaein,A. Kbllowitck,W. Konbck,T. KowntdUfi. Kramer, M. Kn8inioto,Y. LanAert,lL Lawrence,M. ^ Leader,W. Lebda,F. Lee, H. v Les,Ku" $1,100 Honor Roll Christenberry, R. A. S600 Honor Roll Ponieilane,R. $500 Honor Roll Rkhonx,!. $400 Honor Roll Dryden,!. Pansier, L. Liiiedaid,IL $300 Honor Roll Brooks, S.T. Coniey,M.,Msgr. ApostiesiiipoftiieSea CnnninginumW. Fetfara,A. Haii,P. McFariand, D. Nielsen, K. Paczkowski,S. $200 Honor Roll Aigina,!. Aipeda,!. Bamman, G. Bergeria,S. Brand, H. Browning, G. Bni,R. Coker,D. Ciirtis,T. DiGiorgio,!. Drozak,F. Dudley, K. EciievaiTia,R. Foster, W. Lesnansky,A. Loma8,A. Lombardo,!. Mahw,T. McCaiiogh,L. Morris,!. (Mesro,C. Poik,E. PnHiBii,!. Pnirer,E. Qninter,!. Reck,L. RkUwrg,!. Sana€o,C. Sanchez,R. Sannder8,L. Seabron,S. Sfewart,E. Terpe,K. Zioikowskf,W. Ldoadc,L. Leo, A. Lescovlch,W. Lessard, A. Libby,H. Lighlfoot,R. Lindsey,H. Lobodat,T. Log Staff Logne,!. Loieas,P. Lopez, R. Mi^;rod«r,W. Maiensky,G. MaidonBdo,0. Manafe,D. Mancini,R. Mandene,S. Marcns,M. A. Marineiii,P. Martin,!. Martin,!. Martin, T.!. Mask,W. Matson,!. Matthes,B. Mattiiey,N. Mavdone,S. McCartney, G. McCiinttm,!. L McDeIlas,C.M. McEln»y,E.L. MdKay,D. McVay,H. Mears,F.!. MeBadea^A.^ Mercer,!. MMord,H. Middleton,a Blignano,B. Mize,C. Moiiacd,C. Mow^!. Mongeiii,F. Moody,0. Mo«mqr,E.X. BfRnMMy,S. Moore, W. Monjs,E. Morris,E.W. MmriB,W. Miwrison,!. M<Mrtensen,0. Mnnsie,!. Morniy,R. Myerchak,!. Myers, H. MJTOXIL. Ndpoii,F. Na8li,W. Nelson,!. Newberry,!. Nieisen,R. Nielsen, V. Nortbcott,!. OVriemE. Oettei,F. Okrog!y,ILA. CHirera,W. 01son,F. Paiadino,F. Paiano,!. PqpaiBiuinoa, D. Paradise, L. Parad|ise,R. Parndi,!. Patton,S.M. Payne,0. Peraita,R.L. Perez,!. Peth,C.L. Phanenf,P. Piatak,S. Pollard, G. Pow,!. Powdl, S. Praza,L. Prentke,R. PrevaSjP. PreTatt,C. Prindle,D. Prott,T.L. Psaleh,A. Pnrgvee,A. QnankOjL Qniles,R. Qninamwz,R. Ratcliff,C Reed, A. RciBOsa,G. A. Rdnosa,!. ReUe,!. Reynolds, H.T. Riddle,D.W. Ries,C. Riley,E. Ripoll,G.M. Rima,A. Roades,O.W. RiDberts,H. Roberts,!. Robertson, T. RoUnron,!. Rodrktnez,F. Rodilgnez,!. RodMBaez,R. Ro^!.T. Rogm»G. Ron^,C. Rostfio,P. R^,B. Ri^{rid,F. RHI,G. Rna80,M. Ryan,!. Ry»i,N. Sacco,M. Sacco,!. Salaar,R Salei^F.N. Salky,Ri Sancliez,A. Sandhe2^M.E. Saii8H',A. Santos,F. Sapp,C. Schawbland,!. Sclinffeis,P. Scott,C. ScnDly,!. Seagord,E. Seiix,F. Selzcr,R. SdKr,S. Sengeknib,B.!. Sep*'ivcda,R. SeclB,M. Sgag|iardich,A. Shackelfofd,W. Snnp, G. Sharp,T. Shaw,L. ShNiaan,R. Sholar,E.W. Sigler,M. Slva,M. Si^y,R.A. Skonipski,E. maflsar,K. Sinitli,H.C. Sniith,R. Smith, W. Snyder,!. Solomon, A. Somos,N. Sore8i,T. Spence,B.Ri Siiepar^E.S. Spiegel, H. Sta^,F. Stearns, B. Ste^iens,C. Stevens, iL Stevens, W. Stever,lL Straass,H. Stnbblefield,P. Stnbblefield,W. Stobbleficd,B. Sollivan,W.!. Shmnann,!. SiiiTick,R. Swidersld,!. Tannar,C. Taylor,F.E. TBy*"»G. Ta^OT,S. Tdega^C Teti,F. llNHnas,!. l]ion9son,G. Tirclli,E. Yowns, R, , 1>oy,S. Tnraer,G. UIBse,T. Vallejo,A. Vattdeiiende,D. yelazqnez,W. yelez,A. y«zoB,R. yogel,A. yogd,c. yiikinir,G. Wagnar,M. Walkar,F. WaBEar,T. Waflk«r,W. WaHis,!. Waltas,!!. Ward,C. Wadiington,E. Wass,K. Weaver, A. WeIber,H. White, F. White, W. Wflburn,R. Wlllianis,L. Wilson, B. WBson,C.W. Winder,R. Wing6eld,P.G. Whm,L. Winqiiist,G. Wolf,P. Worley,M. Wotster,R. Wright,A. Yafai,K. Yakel,R. Yarmola,!. Yonng,!. Zeioy,!. Zielwinski,& . Ut 1:- • K r:| ^ i', , Ht • •' 3 i IC ' '• • f-1^. "Ji *. i ^ '• 1-^ I .'t- V7 -f'i i ••i >^i V - .} i vi: - -• t : I a«,T. ' .1 Page 39 •l? 1 "f 11 f1 November. 1978 11 Ii < * I'l �••SEAFARERS w LOG November, 1976 «Mticial pubUcatiM af the SEAFARERS INTERNATIONAI. UNION• Atlaatle, Onlf, Lakas and loIandWatara District* AFL-CIO liiiSiiii nm - '^0 mh 7\' A f.f. V- - J %A: r-1: f J ®'' - 4 ' "" , I \ ' I \:m a-y, 'V V ..V, "-.-1 f&t'XXX-'X/ 04 ^®iil • • •'4Ai0§ii •X" '- < : S4'4V:: tr .' 1 V'.-'j'.-" ' '• 0i04x$40 f'A- " 'i . , - .01 , ' / , -"jMyB" , . • y ^0' i ^03' \I - '* . » J X" ^ • . .. ix: ^'\~-- x:Ax'ci^-':: r< „-V ' I: I I -y ^x'""» L ./: -.-,Va':jg"7jJ V."' • \y-'W " — m —•C' '. ' M » -a- life of a Seafarer brother or your own. All you have to do is donate one pint of your bic^ to the Union's Blood Bankso you, yoin dependents and shipmates wUI h lifetime supply of life-saving blood ayailable when an emergency strikes. The transfusion of blood is available to you and yours no matter if you are stricken at sea or ashote or''Where :y family resides. Just ask your port agent about the details. 0CA^''44 • y...-:. MX'A'A I. an adequate supply of blood on hand always, ail you would have to do is give a pint of blood eadi year. Then you would be fulfilling your individual responsibility to your family, your iiAAxx 'xW-'-K Brothers of the Sea and yourself. I ? (. i '' ' f) 11 I been in existence, 10,000 pints of blood ut clinic alone. As blood is always needed, why don't you give a pint of blood at the medical Taciiity in your port or when you are at the |S1U Medical Chnic at |lfeu will never be sorry that you did. ta" X'H" .1 ' U4m:tX;zXi?.i::XS9 / -TJAM 'U i ^ • -V'.,y•' 'iij.X' u/rXxXl- f. i'^ u.00;•' .'.C,. • 4 y;:i.%r;!' AXxx'A � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource November 1976 Description An account of the resource Headlines: TUG EILEEN C. SINKS; COOK DROWNS UNEMPLOYMENT UP TO 7.9% AS THE ECONOMY LAGS BLAZE CRIPPES SS SEATTLE IN MIDATLANTIC SIU STRIVES TO KEEP LAKE MICHIGAN FERRIES AFLOAT SIU SIGNS 1ST VACATION PLAN FOR INLAND BOATMEN DISCUSS SIU-IBU MERGER AT P.P. MEETING HEALTH, SAFETY ON RUNAWAY SHIPS ATTACKED BY ILO CARTER VICTORY HIGHLIGHTS LABOR'S ROLE IN THE ELECTION MEANY NAMES HALL, 4 OTHERS TO PANEL ON LESILATION FOR CONGRESS SIUNA BACKS MC@S VS. JAPANESE CARTEL'S POOLING COAST GUARD REMISS ON CREWS' HEALTH, SAFETY, SAYS HLSS HEAD DELTA, 2 OTHER LINES FACE LOSS OF CARGOES UNDER BRAZILIAN LAW GOVERNMENT STUDY RECOMMENDS STORING OIL IN LAID-UP TANKERS HALL SEES TARIFF CUT AS LOOPHOLE IN 200-MI. FISHING LIMIT SCHOLARSHIP WINNER FINDS TEACHING REWARDING HLSS PRESIDENT ELECTED CO-CHAIRMAN OF THE NTATC IN 1977 SOVIET SUBVERTING OF GRAIN PACT FOCUS OF NEW TALKS NEW TANKER SS ZAPATA ROVER CREWS IN SAN PEDRO HALL URGES CONSTRUCTION RESTART ON CROSS-FLORIDAL CANAL BAD NEWS - SEVEN SHOTS! FATE SEEMS TO LINK BOATMAN JIM BERNACHI TO THE RIVERS HEW SEEN EASING ON CLOSING OF 8 USPHS HOSPITALS CALIFORNIA COULD STALL MOVEMENT OF NORTH SLOPE OIL LAKER PAUL THAYER SPEEDS COAL-ORE CARGO UNION BROTHERHOOD KEY TO ALCOHOLIC REHABILITATION PROGRAM 'THIS IS THE STORY OF MY FIRST SIX MONTHS OF SOBRIETY' A LINK IN THE CHAIN THAT KEEPS NORTHEAST WARM RIDES OUT 50 MPH BLIZZARD ON JINX SHIP TO 46-YEAR MARRIAGE SATELLITE SHIP-TO-SHORE PHONE CAN SAVE LIFE CONGRESS ADJOURNS, FOOD STAMP PROGRAM SAVED FOR NOW NAVY TURNS DEAF EAR TO COMMERCIAL TUG SAVINGS RAILROADS CRIPPLING WATERWAYS TRAINING PROGRAMS TO MEET THE INDUSTRY NEEDS PAGES FROM THE HISTORY OF THE AMERICAN SEAMEN'S LABOR MOVEMENT PANAMA SHIP, 20, SEIZED WITH $134-MILLION IN DRUGS ARGUMENTS FAVOR ALL-AMERICA ALASKA ROUTE 34-YEAR-OLD SEAFARER GRAUDATES FROM GED PROGRAM AT HLSS SIU GIVES 7 SCHOLARSHPS TO MEMBERS, DEPENDENTS JFK PAYOFFS FOR WILLIAMSBURGH, COLUMBIA, NECHES Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 11/1/1976 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. XXXVIII, No. 11 1976 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/3e96e3fe843e5eb5d07b36229f058dc9.PDF 6b28a7fd6490f476e17c02f8d4e72a7d PDF Text Text ^ 1 '- •.t:>, i -: I'lliJl 'r'% I, -.'• ft i • •; 'j:. ' w' ft '-ft: il. W.. •«, »' •. ft •••• -> r k. A-, r '• i m •I ri ^ c. ftfvi 1^1 •"'*.'• 'Ij. y^ •••. • • -;!:/Ste' ^••y ^yyyy y:'c-;yy'y^y^y • ^y';-:;;^ ^^^y �T V! I On 16-Day Tow, Jwy Crew Fought High Seas That Parted 5 Lines Fire-Ravaged 55 5eattle Makes It Back to Port Twenty-three days after an engine room fire disabled her in the mid At­ lantic off Canada, the SS Seattle (SeaLand) was finally towed into Port Elizabeth, N.J. on Nov. 30 by the Canadian salvage tug Irving Birch. Because of heavy seas, it took over a week before even the first tow line could be strung between the Seattle and the salvage tug. While most of the crewmembers were transferred to the SS Sea-Land Con­ sumer after the fire and taken to Rotter­ dam, five Seafarers—Recertified Bosun Jose L. Gonzalez, AB Antonio Reyes, AB Harold Spillane, Chief Electrican Arlen Quinn and Chief Steward Stephen Piatak—stayed aboard the Seattle for the long, cold tow back to Sea-Land's facilities in New York Harbor. Five tow lines, including a new 1Cl­ inch manila line, parted as the Sea­ farers who remained aboard the deadin-the-water Seattle fought storms and extremely high seas that crushed con­ tainers and threatened the rolling ship with foundering during the 16-day tow back. Not only dangerous, the long trip back was also uncomfortable, the SIU members noted, as the ship was with- The Seattle lies tied at her dock in Port Elizabeth, N.J., 23 days after a fire left her helpless in the mid Atlantic off Canada. out any heat, hot water, or cooking facilities, and only limited electricity supplied by an emergency generator. Background on Fire The ship was three days out of New York and bound for Rotterdam when the fire started in a generator around 10:30 a.m. on Sunday, Nov. 7 (For a m PwliMI 5 oxb: American Labor Has Played Powerful Role :.i I i •i < • If- • i There are only a few short days left in the year 1976—^America's Bi­ centennial—a year that started out with such a big bang but is now winding down very quietly as the nation waits and hopes for meaningful change in 1977 and beyond. But before we move ahead to the futureand file away 1976 into the musty chronicles of history, I think it is important that we realize the indispensable role the American labor movement has played in the shaping of our history and what it can mean to us in the years to come. I single out labor's role because it is my firm belief that the labor move­ ment has initiated more beneficial change in the lives of millions of ordinary, hard working Americans than any other one factor in the nation's history. Considering the overwhelming opposition from the all-powerful com­ panies, and an unresponsive Government to the early labor movement, the fact that it ever got off the ground was a tremendous accomplishment in itself. But it did get off the ground because the roots of American labor can be traced to the deep-set human need for change—change that can bring an end to the burdens of unliveable wages, unbearable working conditions and the troubled helpless feelings on the part of workers of not being able to provide a decent life for themselves and their families. Railroad workers wanted more than a life in the disgrace of George Pullman's slums; coal. miners wanted more than a life-long debt to the company store; sailors wanted more th^ a few dollars a month and a bucket of salt water a day to wash in. Workers in general wanted more, not only because they physically and economically.needed more, but because they wanted the dignity of being full account of the fire and the crew's quick, calm reaction, see the November issue of the Log). Discovered by Seafarer A1 O'Krogly, the 8-to-12 oiler on watch, the fire was contained in the generator by O'Krogly and Seafarers Ray Gould and Walter Stevens of the engine room until they emptied all the available COo extin­ guishers and were forced to abandon the engine room. Meanwhile, crewmembers asleep in their foc'sles were awakened by thick smoke which filled the house. Many in foc'sles on the main deck climbed out their portholes and some on the lower deck were trapped by choking smoke in the passageways. According to Bosun Gonzalez, the chief mate tried to reach these trapped men using breathing apparatus but, be­ cause he was unfamiliar with the equip­ ment, was unable to get it working properly. Seafarer Gonzalez, who learned how to use breathing apparatus when he at­ tended firefighting training during the Bosuns' Recertification Program, said he offered to take over but the mate re­ fused to let him touch the equipment. Crediting the firefighting course with preparing him for shipboard emergen­ cies like the Seattle's fire. Bosun Gon­ zalez -said, ^That Firefighting Coarse is beautiful. They teach you everything there." Eventually Bosun Gonzalez put a ladder over the side for one trapped man, the BR, and climbed down an­ other to pull out one man overcome by the smoke. After everyone was evacuated, the mates tried to set off the engine room Continued on Page 33 able to control their own lives and destinies. So, workers from all industries banded together in unions to fight for what they believed was rightfully theirs. There were numerous strikes filled with violence in which scores of workers were killed on the picket line. Often times, the companies, aided by a business-oriented Government, succeeded in breaking the strikes and sometimes breaking the union. But the companies couldn't wipe out the need for change nor could they break the desire of the -.vorkers for real freedom. As a result, the labor movement took deep root, and watered by each success, grew stronger and stronger. Unions slowly won higher pay scales and better working conditions for their members. But most importantly, these unions were providing their members with new hope that the future could be better and better. Eventually, the voice of labor reached Congress and such national dis­ graces as child labor, sweatshops, 6-day, 80-hour weeks were outlawed. In later years, labor pushed for and won such programs as unemployment insurance, minimum wage standards. Social Security, pension reform and occupational health and safety laws. There is no question that American labor has made tremendous gains in aU areas—^political, economic and otherwise—affecting the lives and liveli­ hoods of the nation's workers. And I believe the reason for this widespread success lies in the fact that labor strived not to compromise its goals, nor to allow itself to stagnate in its own success and fall down in the fight for a better life for all workers. As we move into 1977—the beginning of the nation's third century of independence—believe labor's role must and will become more prominent in shaping the nation's future than ever before because the need for change is still with us. Our first priority will be full employment legislation to get America's nine million unemployed workers back on the job. From there, we can work jlor such important goals as national health insurance; raises in Social Security benefits for the elderly and disabled; raises in the minimum wage scales; meanin^ul tax reform, and an end to discrimination against women and minorities. Within our own ranks, the labor movement must continue to work to bring the benefits of unionization to the still unprotected millions in Amer­ ica's labor force. These will not be easy goals to achieve, nor will they be achieved overnight. However, I believe that the intangible bond—unity of people, unity of purpose and unity of action—that has fostered the growth and strength of the labor movement from its very inception will again prove successful in labor's goals for tomorrow. Change of address cards on Form 3579 should be sent to Seafarers international Union, Atlantic, Guif Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave., Brooklyn. N.Y. 11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. XXXVill, No. 12, December 1976. Page 2 Seafarers Log �li SlU Breaks Ground for Algonac Hall A modern, up-to-date Union Hall will rise on the banks of the St. Clair River, in the resort city of Algonac, Mich, almost the midpoint for shipping on the Great Lakes, to serve as SIU Headquarters for the entire Lakes area. Groundbreaking began with a cere­ mony attended by Mayor Karen Cole, City Manager Fern Nichols and Town Engineer, Jack Daniels, representing the citizens of Algonac. Representing the SIU were Joseph DiGiorgio, Secre­ tary-Treasurer of SIU, Detroit Port Agent Jack Bluitt and Byron Kelly, Great Lakes area director for the in- GREAT LAKES land waters. Don McKay, who will supervise the construction also attended as did SIU pensioner John Rottaris and other SIU members. The new structure will replace the Tug Eileen C An SIU oldtlmer, Great Lakes Pensioner John Rottaris, right, shovels up first patch of ground \A/hich in four to six months will be the home of the new SIU Headquarters building for the Great Lakes in Algonac, Mich. Also shown in photo are, from the left: Jack Daniels, a city official; Fern Nichols, Algonac city manager; Joe Digiorgio, SIU secretary-treasurer; Algonac Mayor Karen Cole, and Don McKay, project supervisor for the Union. Cost-of-Liying Adjustment The SIU and its contracted deepsea operators have reached agree­ ment on the formula for a cost-ofliving raise as provided for in the deep-sea Tanker and Freightship Agreements. The cost-of-living adjustment, which is effective retroactively to Dec. 16,1976, will increase earnings for members sailing under the janker and Freightship Agreements as fol­ lows; Overtime rates of pay for work per­ formed in excess of eight hours Mon­ day through Friday, (Art. II, Sect. 21(b)). • Two percent increase in the Penalty rate of pay for work per­ formed off watch Monday through Friday, (Art. II, Sect. 21 (c)). • A two percent increase will also be applied to the annual Vaca­ tion benefits of $2200, $1800 and $1400. TANKER AGREEMENT • Two percent increase in the base monthly rate of pay. • Two percent increase in the Premium rate of pay, (Art. II, Sect. 21(a)). • Two percent increase in the FREIGHTSHIP AGREEMENT • Two percent increase in. the base monthly rate of pay. • Two percent increase in the Premium rate of pay, (Art. II, Sect. 21 (a)). • Two percent increase in the Dispatchers' reports: Great Lakes Deep Sea Inland Waters INDEX Legislative News Washington Activities Crew Saved Themselves It was a narrow escape for the crewmembers who survived the sinking of the tug Eileen C (Marine Towing) in Buzzards Bay, Mass., Nov. 7. The tug DEEP SEA Overtime rates of pay for work per­ formed in excess of eight hours Mon­ day through Friday, (Art. II, Sect. 21(b)). • Two percent increase in the Penalty rate of pay for work per­ formed off watch Monday through Friday, (Art. II, Sect. 21 (c)). • And a two percent increase will also be applied to the annual basic Vacation benefits of $2200, $1800 and $1400. A full text of the cost-of-living agreement, including the new pay rates for all shipboard ratings, as well as clarifications, will be pub­ lished in the January 1977 issue of the Seafarers Log. sank at about 6 a.m. and one SIU brother. Cook James Aument, drowned. "If the accident had happened 30 min­ utes earlier or later, we would have lost more men," Eileen C Deckhand Rabe Walton said. "We were lucky to have been changing watches at the time." According to Walton and Mate James Lupton, two of the SIU brothers on board, the fuel barge they were haul­ ing rammed the tug and pulled it over on its side. The steering gear went out SBHI and they couldn't get out of the way, they said. From the time they saw the barge coming, to the time the tug sank, it was less than one m.inute. Six of the crewmembers saved themselves by jumping onto the barge. The two tankermen were already on the barge at the time. (See story in November 1976 Log.) "I had just come off watch," Walton recalled. "We were sitting in the galley eating breakfast when the mate, LupContinued on Page 33 First Inleind Vacation Check Page 9 Union News Algonac hall Page 3 President's Report Page 2 . Cost of living Page 3 Cab drivers strike Page 5 Claims Dept. head ...".. .Page 15 Headquarters Notes Page 7 SPAD honor roll Pages 38-39 Steward program Pages 30-32 Houston Meeting ..Page 10 Lakes Picture Page 8 Inland Lines Page 6 At Sea-Ashore Page 15 Great Lakes halls Page 4 General News National unemployment .. .Page 8 Alaskan oil ..Page 25 AFL-CIO organizers Page 5 Food and Beverage Dept. .Page-? Shipping Grain barges ;...Page12 Sea«/e follow-up Page 2 Ship's Committees Page 16 Pollow-up on Eileen C Page 3. Ship's Digests !.. .Page 14 PRMSA case Page 5 4 more LASH vessels Page 5 Widening Lakes activities . Page 9 December, 1976 . .Page 28 ..Page 26 ..Page 29 SIU Hall now located in River Rouge, Mich. With the letting of contracts to area builders, it is expected that the new Union Hall will be open for member­ ship use within four to six months. &cretary-Treasurer DiGiorgio said at the ground-breaking ceremonies that the SIU is making the move to Algonac "to bring the Union closer to the mem­ bership." He underlined the point by stating: "Our ships are constantly pass­ ing through the St. Clair and the Union wants to be in a location which will better enable it to provide first-class, immediate service to our membership." Port Agent Jack Bluitt said, "the new building is a port agent's dream." With the Algonac Hall, he added, "the, SIU will continue to be in close touch with Continued on Page 33 Training and Upgrading Seafarers participate in 'A' seniority upgrading Pages 36-37 GED program Back page Upgrading courses and application .. .Pages 34-35 Membership News Nils Richardson Father, son team First inland waters vacation John Ziereis dies New pensioners Final departures Former scholarship winner Backpage Page 9 Page 3 Page 6 .Page 27 Page 29 Page 11 Speciai Features Alcoholism seminar .Pages 17-24 What is AFL-CIO? Page 13 Articles of particular interest to members in each area can be found on the following pages: Deep sea; 2, 3, 5, 15, 16 Inland Waters: 3, 6, 8, 12 Great Lakes: 3, 4, 8, 9 With vacation check in hand, SIU Boatman Arthur E. Lawson (r.) can get ready for a winter rest. In November, Jacksonville SIU Representative Tony Aronica (I.) presented Lawson with the first vacation check issued under the break­ through Union vacation plan for Inland Boatmen negotiated with Stcuart Petroleum. Lawson currently ships as a deckhand on the Esther S. He joined the Union in 1972. The negotiation with Steuart was the SlU's firsi step in its plan to establish an industry-wide vacation benefit for all Inland Boatmen. (See story on Page 3 of November 1976 Log). Page 3 ) > m • • '.I.I 'i. • I ' '\ -•'X' V -• r • i, r.\ i u �In the control room of the Detroil Hall, Port Agent Jack Bluitt keeps track of the SlU-contracted ships and the crewmembers on board. Pensioner Mike Pesenak of Detroit talks about the dangers and romance of shipping out on the long, narrow Lakes freighters. From Duluth to Buffalo, Industry Relies on Lakers rom Doluth to Buffalo on the shores of the Great Lakes, industry depends upon shipping and upon skilled and capable SIU crews. SlU-contracted freighters loaded with gypsum, sand-suckers and bulk cement carriers serve the construction trade. Self-unloading vessels bring coal to fire the DetroitEdison electric plants and carry iron ore, processed as taconite pellets, to supply steel mills and auto factories. In the summer. Seafarers man passenger boats that run from Detroit to the Boh-Lo Island Amusement Park. They also fit out and crew boats that bring vacationers from St. Ignace, Mich, to the Mackinac Island resort. But duriug the winter, as the Lakes and linking waterways freeze over, most of the ships lay up. The regular shipping season ends Dec. 20. On that date, flie extended winter season starts and a man can leave his vessel once the Union Hall finds him a replacement. Under the Great Lakes shipping rules, he keeps his seniority and can rejoin the same vessel in the spring. If the vessel doesn't fit-out after the thaw, he gets reassigned in the fleet according to his seniority. When a new permanent Job opens, it is fifled through the Union Hall, provided there is no seniority man from that fleet available. SIU representatives are available 24 hours a day to provide relief men or women for the vessels from the list of Seafarers registered at the hall. F ;'1 The Detroit Hall in River Rouge, which is now the main hall for the Great Lakes, occupies a converted . auto showroom. Ground was broken for the newGreat Lakes headquarters in Algonac, Mich., Nov. 23. (See story in this issue of Log on Page 3). The Detroit Hall bulletin board lists the SlU-con­ tracted Great Lakes vessels and the ratings em­ ployed on each one. Mahy of these, vessels are 50 years old. ^^ T/ ^DC AT I A l/'CO^ k( OMtMI LMIVCO LLJa2_ Retired Cook and Steward John White of Detroit remembers almost every vessel that sailed on the Great Lakes since the 1920's. I- In the Cleveland Hall on the bank of the Cuyahoga River, Lakes Seafarers wait for their ships and listen to B. J. Canty, OS (far left) tell amusing stories about his trips to New York. The others are (I. to r.): Jim Breard, deckhand; Henry Jung, QMED; Richard Palmer,.deckhand, and Terry Desnoyers, porter. Page 4 Seafarers Log �2 to 1 Vote Denies Jurisdiction to NMU NLRB Upholds SlU's Manning of 3 PRMMI Ships The National Labor Relations Board in Washington, D.C, has voted 2 to 1 to uphold an earlier ruling by an NLRB administrative law judge that the SIU has legal jurisdiction to man the three Ro-Ro ships SS Eric Holzer, SS Ponce de Leon and SS Puerto Rico, operated by Puerto Rico Marine Management, Inc. The ships had been manned by NMU crews until Oct. 1, 1975 when the Puerto Rico Merchant Shipping Au­ thority, which Jiad chartered the ships from the NMU-contracted company, Transamerican Trailer Transport, transferred operation to PRMMI. In turn, PRMMI, who held a fleet-wide contract with the SIU, recrewed the three ships with SIU members. At the time, Seafarers were already manning the PRMSA's eight other vessels, which had been purchased from Sea-Land Service and Seatrain Lines. The NMU retained jurisdiction on a fourth Ro-Ro, the SS Fortaleza, which was not transferred to PRMMI for op­ eration. The removal of the NMU crews from the three Ro-Ro's prompted the NMU to set up picket lines at PRMMI termi­ nals in Puerto Rico' and the United States. The U.S. District Court in San Juan issued a temporary restraining order later that month which ended the NMU's picketing. However, on Oct. 24,1975 the same court ruled that NMU crews be put back on the ships until the NLRB made its ruling. The SIU appealed this de­ cision, and the U.S. District Court of Appeals in Boston ruled in favor of the SIU, and SIU members remained aboard the three Ro-Ro's. The issue was then handed over to the NLRB, and in May 1976 an NLRB administrative law judge upheld the SIU's jurisdiction on the vessels, ruling the SIU had a valid contract with PRMMI to man all vessels under the company's operation and that the NLRB had jurisdiction over the dis­ pute. The NMU then brought the case to the National Labor Relations Board in Washington, D.C. but was again dis­ appointed when the board ruled in fa­ vor of its jurisdiction and the SIU. The NMU will probably make one last effort to get the ships back by ap­ pealing the NLRB's final decision be­ fore the U.S. District Court of Appeals in Boston where the case will be heard. May Sell Fleet The SIU's success in this long legal battle, however, may be in contest again because Puerto Rico Governor-elect Carlos Romero Barcelo has indicated he is considering selling the PRMSA fleet of 12 ships, 11 of which are oper­ ated by PRMMI and manned by SIU members. Therefore, the SIU in accordance with its contract has demanded com­ pensation of $2-million per ship if sell­ ing the fleet results in the loss of jobs for Seafarers on any or all of the vessels. According to a spokesman for PRMSA, a sale would create many problems, the most serious of which is that Puerto Rico would "almost cer­ tainly" lose the service of the Ro-Ro vessels for the island because these ships "are in great demand in other parts of the world, especially in the Per­ sian Gulf." The spokesman said the Ro-Ro's "are an absolute necessity for Puerto Rico," because they are suited to carry "cars, odd sized cargo, heavy lift equip­ ment used in construction, and trailer tanks for the pharmaceutical and rum industry." The spokesman said that many local officials are convinced that the new governor "will eventually decide against going ahead with the sale." %1 li If I'll I. •A f'' iI " • 1; . AFL-CIO Organizers Discuss Fight to Unionize Workers Regional directors and staff repre­ sentatives of tlie AFL-CIO Department of Organization and Field Services met for three days last month to discuss the immediate and long-term goals for bringing the benefits of unionization to unorganized workers in this coimtry. SIU President Paul Hall, chairman of the Standing Committee on Organiz­ ing, conducted the heavily-attended conference along with AFL-CIO Pres­ ident George Meany; Alan Kistler, di­ rector of Organizing and Field Services, and Donald Slaiman, deputy director of the department. The participants suggested ways to halt the flight of organized union fac­ tories and other unionized businesses to right-to-work states to break union contracts. They also talked about ways of coping with anti-union sentiment in these traditionally non-union areas. However, it was the general consen­ sus among committee members that ag­ gressive organizing activity is the key to keeping the trade union movement alert and strong. A number of freshmen field organiz­ ers also participated at the meetings. Afterwards, they were provided with additional training and orientation ses­ sions at the AFL-CIO's George Meany Center for Labor Studies. One of the most notable achieve­ ments of the Organization ^nd Field Services Department was the aid it gave to the United Farm Workers in that union's efforts to bring union represen­ tation to thousands of deprived farm­ workers in California. A special committee, headed by Paul Hall, visited the farm areas for five days and succeeded in pressuring the State 5IUNA Cab Strike Report: of California to enforce its Agriculture Labor Relations law against union bust•ing. Prior to that time, UFW organizers had been intimidated and threatened at gunpoint while trying to do their jobs. y . fi nf I SIU President Paul Hall, far right, chairs session of three-day conference of the AFL-CIO Department of Organizing and Field Services. Hall Is chairman of the Standing Committee onOrganlzlng. Beside Hall (r. tol.)ls AFL-CIO'Pres. George Meany, and Alan Kistler, director of Organizing and Field Services, and Donald Slaiman, deputy director of the department. Large AFL-CIO Rally Pledges Labor Support SAN DIEGO, Calif Pledges of allout support for the striking workers at the Yellow Cab Company here came from AFL-CIO President George Meany, SIUNA President Paul Hall and other labor leaders at a huge rally MAR AD CivesWaterman Green Light to Build 4 LASH Ships As the year ends the Union's deep sea contracted fleet continues to expand since the U.S. Maritime Administration has given the SlU-contracted Waterman Steamship Co. final okay to build four more LASH-container vessels under provisions of the Merchant Marine Act of 1970. MARAD set the construction subsidy rate at a formal ceremony last month. SIU Executive Vice President Frank Drozak was on hand to repre­ sent the Union. Ed Walsh, president of Waterman, said that the company will send out its specifications on the jiew ships to vari­ ous yards and then await bids. He said construction on the first ship should get under way in about six months. The four new LASH ships will re­ place eight old Waterman Mariners now servicing the U.S.-Atlantic and Gulf to Far East run. These old vessels were scheduled to be taken out of service in the near future. / December, 1976 •* waierman s rieet presently includes" three recently built LASH vessels, the SS Robert E. Lee, the SS Stonewall Jackson and the SS Sam Houston. In another plus for the SlU-con­ tracted company, the Maritime Admin­ istration awarded Waterman a 20-year operating subsidy contract for Trade Routes 12 and 22—the U.S. Atlantic, Gulf to Far East. The four new LASH ships will operate exclusively on this run. Waterman still Uas applications pend­ ing for 20-year subsidy contracts cover­ ing its Gulf-United Kingdom and Con­ tinent, Atlantic-United Kingdom and Continent, North Atlantic-Scandina­ vian, Baltic and South Atlantic-United Kingdom and Continent north of Por­ tugal services. The company already has secured a long-term contract for its Atlantic and Gulf-India, Pakistan, Red Sea, Persian Gulf service. held Dec. 4 marking the 100th day of the strike. The strikers are members of the Transportation and Allied Workers of California, an affiliate of the Seafarers International Union of North America, AFL-CIO. In a telegram to the members of the Striking cab drivers union, AFL-CIC President Meany praised them for their "dedicated resistance to the anti-union tactics of the Yellow Cab Company." The telegram, which was read at the rally by R. R. Richardson, executive secretary of the San Diego-Imperial Continued on Page 33 ptllOW W: ji^liNFAiR IfefrfrfirfS " l^touTt- i -, pthilW , •.. Striking cab drivers me: nh In a "Union Is Alive—^Yellow Cab Is Dead" parade In San Diego marking the 100th day of their strike. They carried a makeshift coffin signifying the death of Yellow Cab and later led a motorcade through the streets of the city. ,1•lA r J �last month. The riverboat sustained only slight damage in the incident, whUe the 565-foot Liberian bulk carrier Star Nadine sustained no visible damage. The accident occurred as the Star Nadine was being tended by two tugs before docking at a grain elevator. The wind apparently caught the ship and turned her sideways in the river jusi as the Delta Queen was headed upriver during a weekend plantation river cruise. No crewmembers were hurt, but a few passengers suffered minor injuries. The Delta Queens cruise schedule was not interrupted, and she will still be running between New Orleans and Natchez, Miss, and Vicksburg, Miss, until Jan. 2, when the steamboat will lay up for one month before beginning her 1977 season. St. Louis Negotiations are under way for a new contract with Eagle Marine Service, a St. Louis-based harbor and fleeting service. The present contract expires on Jan. 31 of next year. A negotiations committee was elected by the 30 SIU members who work for Eagle Marine. Several meetings have already been held. Detroit Most dredging projects of SlU-contracted companies in the Great ^akes have already shut d9wn for the winter, but Great Lakes Towing Co. boats in all Great Lakes ports are still busy docking ships and bringing domestic ships into harbor for lay up. By Jan. 1, however, all SlU-contracted inland operations on the Great Lake's will have ceased, except for six tugs which Hannah Inland Waterways operates year-round in the cross-Lakes towing of petroleum products. Paducah, Ky. * • * • Ice has been appearing in the Mississippi River here about a month earlier than normal, both because of the early and severe winter the region has been experiencing and the drought this summer and fall which left the river danger­ ously low. The Coast Guard says it foresees no immediate problems with river navigation in the St. Louis port, but warmer temperatures and some rain would certainly be welcome. The M/V Southland, a fleeting towboat operated by American Commercial Barge Line, sank at the company's dock in Cairo, 111. on the Ohio River, about 40 miles from Paducah. The cause of the sinking is as yet unknown. No one aboard was injured, and the crew was rescued by the ACBL boat D. Ray Miller which was nearby making up a tow. The Southland was eventually raised, but the company plans to sell her and replace her with another boat. Meanwhile another ACBL boat, the W.A. Kernan, is taking up the Southland's fleeting dutif 3 at Cairo temporarily. Jacksonville Shipping is good here, as Caribe Towing Co. is now operating four boats^— the Defender, the Bulwark, the Monitor, and the Pioneer—on the container barge run from Jacksonville to Puerto Rico. New Orleans The 1800 hp. towboat Lenward Stevens, owned and operated by American Commercial Barge Line Company of Jeffersonville, Ind., has just crewed up here for operation on the Gulf Intracoastal Waterway and the Mississippi River System. The Stevens will be joined by an identical boat, the Delmar Jaeger in coming months. The SlU-contracted riverboat Delta Queen had a minor scraping collision with a ship in the Mississippi River near Westwego in New Orleans Harbpr You win, Fenwick, there is a Santa Clans. Old Salt Saw the Steamboat, Sailing Days John 'Bananas' Z/ere/s^ 71, Passes Away Retired Seafarer John "Bananas" Ziereis, 71, died in his sleep of a heart attack last month in St. Louis, Mo. He was a man of many nicknames, many experiences, and many talents. His family called him Jack. Among his shipmates he acquired the name "Bananas" because of his fondness for the fruit. His sea stories and "old salt" appearance, complete with white beard and tattoos, won him the nickname "Captain John" among his friends and neighbors around the SIU Hall in St. Louis, where he spent the last five years of his life. He was born in Dubuque, la. on the banks of the Mississippi River in 1905. The excitement of the passing steam­ boats and of the ever-flowing river filled young Jack Ziereis with an adventurous spirit and a love of boats and water which were never to leave him. In his early teen years, he managed to get odds jobs on excursion steamers working, in the Dubuque Harbor. At 18, the desire for further adventure overtook him and he signed as an ordi­ nary seaman on the cargo ship Archer, headed for the Philippines. During the next 16 years Brother Ziereis sailed both non-union and with the old International Seaman's Union. He worked on all kinds of ships—on the Great Lakes, from both coasts, and on South American and Indian runs. t' ''•.'<*«' L A recent photo shows the late Captain John "Bananas" Ziereis at his desk in the St. Louis Union Hall. Loved by all who knew him, Brother Ziereis passed away in his sleep in his apartment above the hall, surrounded by his beloved maritimememorabilia from 50 years of seafaring. Seafarer Ziereis had an abiding de­ for 25 days" work as quartermaster back light in sailing ships. The job of which in 1928. he spoke most fondly was in 1926 sailJoined SIU in 19>39 ing on the yacht Cythera which he In January of 1939, just a few called "one of the finest sailing vessels months after the SIU was formed, John I've ever been aboard." Ziereis joined the Union in the port of He was always keenly aware of the Baltimore. Brother Ziereis sailed with SIU's contribution to the welfare of the the SIU as AB and bosun for 32 years. merchant seaman, since he could re­ During that time he became rather member such things as being paid $50 famous in seafaring circles. Author Richard Bissell, who grew up in Dubuque with Ziereis and has writ­ ten several books about the river, men­ tions Ziereis in his book My Life on the Mississippi, Or Why I Am Not Mark Twain. Bissell tells of being interviewed for a job with a barge line in Chicago by a man who had worked "on the deep water and the Seven Seas as a deck officer and he was a pistol." Bissell, when asked by his cocksure interviewer whom he had sailed with on the Exochorda, replied, "The only officers I knew were Mr. Kelly and Mr. Faye. Frank Pickard was bosun. And Jack Ziereis was on there, they called him 'Bananas.' He was sort of famous." "So you shipped with 'Bananas,' did you?," the interviewer asked. "He was on the Grace Line with me." Bissell got the job. The telling of sea stories would have to rank first on a list of Brother Ziereis' talents. In his nearly 50 years of sea­ faring, "Captain John" experienced his share of excitement and near disaster. He could tell quite a tale of adventure aboard ship and in the many exotic ports which he visited. John "Bananas" Ziereis had an artis­ tic streak which showed up in the poetry which he wrote and the photographs which he took. Predictably enough, his Continued on Page 28 Seafarers Log Page 6 •••if I.:'. �IT Headquarters ^^otes by SIU Executive Vice President Frank Drbzak The brotherhood of the sea and the community of Seafarers, Lakers and Boatmen in the SIU is a good one. For many of us, it is the only community we know. Through our Union, young people who otherwise might not have had a chance in life get to learn a trade. They can upgrade their skills at the Harry Lundeberg School and qualify for high paying, responsible positions on ships and tugs. Or they can get a high school equivalency diploma. We have friend­ ship, freedom and self respect. However, our community is threatened on many fronts. The Coast Guard is seeking to eliminate unlicensed ratings aboard ships. Government support for the shipping industry is unpredictable. But perhaps the most deadly threat comes from alcohol. Alcohol eats away at the inside of a person leading to an early death. It is a killer disease. Although some of the brothers who suffer from this disease are able to perform their job on board ship, many cannot. Some alcoholic brothers are too drunk to even appreciate the fine community we live in and their be­ havior separates them from the other members. It is not dilficult to see why drinking might become a problem for a sailor. Many of our members come from broken homes. In addition, our work takes us away from the homes we do set up. Loneliness and maintaining a good family life becomes a problem. Modem ships with their long voyages and short stays in port add to the strain. Many of our problems were overlooked in the past and one of our most im­ portant ones was a drinking problem. But now, we are confronting alcoholism the same way we confront our other problems—we seek a constructive solution. We have decided that we must give an alcoholic a chance in life and that we. as a Union, must deal with psychological as well as economic problems. Through the Seafarers Alcoholic Rehabilitation Center, we offer a sick brother real help. During the one year the Center has been around, more than 80 members have been through the program and the success rate for treatment is high. Re­ cently we had a seminar on "Rehabilitation: One Union's Approach to Alco­ holism" and we had a chance to hear these brothers speak for themselves. They told the audience how much they were enjoying their new lives as sober produc­ tive members of our community. And they had only the highest praise for the Center and the staff. (See special supplement in this Log). Port agents, management representatives and two elected delegates from each port attended the conference which was held on the weekend of Nov. 12, 13 and 14. The object was to show everyone just how our program works and why it is important to deal with the alcoholism problem head-on. At the last seminar, held in January 1976, we were asking what the Union could do about the problem. Now we know. At this conference, we learned step by step how to identify an alcoholic brother, how to confront him, and how to get him into treatment. Needless to say, laughing at an alcoholic brother, or blaming him for his disease is no solution. Nobody knows why some people can drink every day and never become addicted, while others start to develop a problem from the very first shot. The only solution is to get the sick brother into the Seafarers Alcoholic Rehabilitation Center or into a program in his home port, if he can­ not go to Piney Point. To save our alcoholic brothers, to show real brotherhood, we are going to have to make some changes in our own attitudes. Shipping out an alcoholic or covering for him will not help. The idea that you are ratting on a friend if you confront him with his drinking problem is no longer acceptable. We want to save the lives of members who are alcoholics and everyone in this Union is going to have to participate. Given the spirit of the SIU brother­ hood, I'm sure we can make the program work. Already since the seminar, attendance at the Alcoholic Rehabilitation Center has increased. The Center and the staff can take care of 14 residents at a time, yet last year, which was our first year, we averaged eight members in treatment. Now the Center is filled to capacity and more members are asking about the program. This means that delegates and port agents who attended the seminar carried the word back home. / h /P, I Vf \ri -I- Drozak Sees Congress Widening Use of Lakes Fleet A determined effort "to broaden U.S.-flag service on the Great Lakes" will be initiated in the next Congress, according to Frank Drozak, executive vice president of the SIU. Making these remarks last month on behalf of Paul Hall, SIU and AFL-CIO Maritime Trades Department presi­ dent, at the 17th Annual Dinner-Dance of the Greater Chicago and Vicinity MTD Port Council, Drozak summed up the problem in one word, "cargo." He said that "over the years, the major­ ity of the cargo moving out of the Lakes to ports throughout the world has moved on foreign-flag vessels. Our job is to reverse that trend." Drozak affirmed that the only sure answer to U.S. maritime expansion for the Great Lakes as well as for the en­ tire nation is passage in Congress of a national cargo policy. Such a policy would reserve a percentage of Amer­ ica's foreign commerce for U.S. ships through cargo preference and bilateral sharing agreements. Vice President Drozak predicted that a national cargo policy would be of special significance to the Great Lakes because "the Lakes maritime industry is based on a wide variety of cargoes and on a geographical balance in the shipment of goods." He also stressed that "putting more Lakes cargo on U.S. ships would mean additional vessels under the U.S. flag, with the new jobs they would produce." He forecasted "it is likely that these vessels would be built in the Great Lakes area, thus expanding the employ­ ment generating benefits." Drozak then called for the "grass­ roots support" of the Chicago and other Port Councils throughout the nation in the legislative fight for a national cargo policy. The Chicago Port Council itself, under the 17-year leadership of Coun­ cil President Benny Pachalski, has December, 1976 grown to 52 member afliliates and is very active in local union and political activities. Pachalski is also president of the Iron Workers District Council of Chicago. Some Headway Made Even without a cargo preference law. Vice President Drozak asserted that the U.S. merchant marine has made signifi­ cant advancement on the Lakes in the past year. He said the breakthrough came last year when Congress passed legislation reserving a portion of Title XI (Mer­ chant Marine Act of 1970) construc­ tion and operating subsidy money for the Lakes. He said, "this landmark achievement meant that new U.S. ships built to operate to foreign ports from the Lakes could be assured adequate subsidy support." Drozak also pointed out that there has been a "gradual modernization of the Great Lakes fleet, once the oldest in the world. He said the Lakes fleet has seen an influx of new and efficient vessels, employing technology such as self-unloading ore carriers, tug-barge vessels and other modern ships. The SIU vice president noted another SIU Joins Group recent plus for Great Lakes shipping— the establishment this year of Maritime Administration branch office in Cleve­ land "to better facilitate Great Lakes companies using various MARAD pro­ grams." In closing. Vice President Drozak af­ firmed that the positive steps already taken by the Maritime Trades Depart­ ment to revive U.S.-flag shipping on the Great Lakes is "only the beginning of a major new program to assure U.S. vessels a major share of cargo from every U.S. port." SIU Executive Vice President Frank Drozak, second right, presents ships wheel to Frank Bryant of the Painters District Council at the annual Chicago MTD Port Council Dinner-Dance last month. Bryant was given the Council's Man of the Year award. Far left in photo is Bernard Sniegowski, vice president of the Painters International Union, and far right is Bernard Pachalski, presi­ dent of the Greater Chicago and Vicinity MTD Port Council. Pachalski is also president of the Iron Workers District Council. AFL-CIO Reactivates Food Trades Department WASHINGTON—The SIU joined with 11 other national unions in reac­ tivating the AFL-CIO Food and Bev­ erage Trades Department. The new labor group immediately agreed to co­ operate on common legislative goals and organizing efforts, and to work to­ gether to resolve jurisdictional prob­ lems. James T. Housewright, president of the Retail Clerks, was elected president. Daniel B. Conway, president of the Bakery and Confectionery Workers, was named secretary-treasurer. In addition to the SIU, Retail Clerks and the Bakery and Confectionery Workers, the member unions of the new AFL-CIO department include the Meat Cutters, Hotel and Restaurant Employees, Distillery Workers, Grain Millers, Laundry Workers, Service Em­ ployees, Operating Engineers, Plumb­ ers, and the Retail, Wholesale and De­ partment Store Union. The Department will hold its first regular convention in December 1977 in Los Angeles. Meanwhile, a major legislative goal for the Department will be to strengthen the Fair Labor Stand­ ards Act in order to raise the minimum wage and do away with exemptions on coverage of the wage law. AFL-CIO President George Meany pledged the full support of the federa­ tion to the programs of the department. Page? i �The Lakes Picture Detroit Ice is forming very early this year in the Detroit area with temperatures in early December dipping below zero. The intense cold, coupled with predictions of a very difficult winter, threaten this port's "extended shipping" season which is scheduled to run from Dec. 20 to Feb. 15. SIU operators originally slated 15 deep draft vessels to run during the "ex­ tended" season, employing about 300 Great Lakes Seafarers. However, if the present weather trend holds true, the number of ships sailing could be cut to as few as three. Bad weather in the Saginaw Bay area may force the SlU-manned sandsucker Niagra to come south early this year. Presently, she is delivering sand to car factories, which use the product for molds. Ice has already formed over much of the bay. Despite the weather, the 1,000-foot long tug-barge marriage known as the Presque Isle is expected to operate throughout the "extended" season. Erie Navigation has informed the Detroit Union Hall that its two vessels were laid up for the winter this month. The Day Peckinpaugh, a cement carrier, will call Utica, N.Y. home for the winter, and the sandboat M/V St. John will weather the winter in Lorain, Ohio. Buffalo An early winter blizzard buried the city of Buffalo this month under snow and drifts four feet high. The snow, making many roads impassable, forced a number of establishments and offices including the SIU Hall here to shut down for awhile. The weather has also put four SlU-manned ships of the Kinsman fleet into suspended animation here. The vessels, fully loaded with grain, are waiting to unload at Buffalo's grain terminals, presently inoperative due to the weather. When they do unload, however, the four ships will join six sisterships in winter layup in either Cleveland, Lorain or Toledo, Ohio. Transit have gone into winter layup. The ships take passengers from Mich­ igan's Upper Peninsula to scenic Mackinac Island, a favorite summer tourist spot for Michiganites. x. • y A u- u • A , The ships provide the only transportation to the island which is dotted with old French forts and other areas of historic interest. No cars are allowed on the island and transportation is restricted to feet, bicycles and horse buggies. One of the Arnold Transit ships will remain in operation the entire winter. Cleveland The Coast Guard has scheduled a seminar here for February to discuss the problems of winter navigation on the Lakes, as well as to conduct a new round of safety hearings. This is the second group of safety hearings to be conducted by the Coast Guard since the tragic loss of the Edmund Fitzgerald late last year, in which 29 men including one SIU member lost their lives. The SIU will be represented at the February seminar. Alpena Gale force winds on Thunder Bay have forced many of the ships in the area onto the hook. The Coast Guard released gale warnings every day for four weeks here in late November and early December. ^When They Lay Up' When the winter winds and ice force scores of huge Lakers into hibernation in some sheltered port, the crew doesn't just disappear. In fact, when a ship lays up for the winter, the work for some of the crew can last for as long as three to six weeks. Deck department men have several days work stowing all the deck gear as well as closing down the pilot house and boarding up the windows. The blackgang works on general maintenance, and depending on the amount of work needed, they could be at it up to six weeks. As long as some of the crew is aboard working, several steward department members, usually a chief steward, a cook and a porter, remain aboard to keep the crew well fed. Eventually, though, the entire crew is gone and these giant silenced Lakers stand tall side-by-side waiting for another Great Lakes winter to subside. Diiliith Temperatures nosedived in this Lake Superior port this month reaching as low as 22 degrees below zero, with a stiff wind chill factor making it feel like 59 below. On Nov. 28 there was no ice in Duluth's Harbor, but just four days later the Siberian-like temperatures quickly formed 9 inches of ice. As a result, the Coast Guard ordered all low horsepower vessels into layup, and navigation for the bigger ore carriers is slow and difficult. Early this month, it took the new SlU-manned self unloader Sam Laud four hours to make a usual one hour run across the ice-bound Duluth Harbor to an unloading site. Frankfort i The weather is bad here, too, but come hell or high water, the SlU-manned carferry Viking will operate throughout the long winter on its route across Lake Michigan from Frankfort, Mich, to Kewaunee, Wise. The trip usually takes three-and-a-half to four hours. Six of the seven SlU-manned small excursion ships, operated by Arnold November Jobless Rate of 8.1 Percent Hits '76 Peak Last month the nation's unemploy­ ment rate climbed to 8.1 percent, a high for the year, from October's 7.9 percent. The U.S. recession peak of 8.9 percent jobless was reached in May 1975. A key factor in the jump of the monthly unemployment rate was the layoffs of adult men whose jobless rate rose from 6.3 percent to 6.5 percent (a 1976 high) and for married men whose unemployment rate increased from 4.4 percent to 4.6 percent. For fulltime workers, the rate went from 7.6 percent to 7.7 percent. Houston IBEW Beef Backed Also apparently related to the higher jobless rate for adult males was the fact that during last month 147,000 more workers lost their last job bringing to a total of 3,925,000 those who had suffered the same fate. This figure is the top for this year and is 460,000 above the May low. In November, 200,000 more jobless workers in the country were added to the 7,769,000 in the ranks of the un­ employed. Only 357,000 persons found jobs last month and almost 560,000 more workers entered the 95.9-million labor force. ^Qa5on6' (ftQQtin^5 Pages Me? You were supposed to relieve Queuten! Houston SIU picketers show their support for the International Brotherhood of Electrical Workers (IBEW) Local No. 66 strikers against the Houston Lighting and Povyer Co. recently with placards and music in a protest demonstration there. Seafarers Log �Washington Activities A. R By B. Rocker The study maintains that "the United States can no longer maintain parallel military transportation capabilities when the private sector can do the job." NACOA WILL ADDRESS PROBLEMS OF MARINE TRANSPORTATION The National Advisory Committee on Oceans and Atmosphere (NACOA), an arm of Congress, this month adopted a motion to begin a study of the entire field of marine transportation, including the problem of conflict between com­ mercial and national security goals, and the failure of present merchant marine policy. Committee director. Dr. Donald McKeman pointed out the steady decline of the U.S. merchant marine, particularly in comparison to fleets of other nations. McKernan said that despite direct subsidies to merchant shipping, the U.S. merchant marine has failed to prosper in the way it was intended under the Merchant Marine Act of 1936. The study will require 18 months to complete, and former Congressman Larry Hogan (R-Md.) suggested that along with the executive and legislative branches, trade associations and unions ought to be petitioned for help. r .•fie, . - •; '1 •i- President-elect Carter's meetings with members of the Ford Cabinet and appointments for his own Administration have been highly visible and the sub­ ject of much speculation. Congress, with considerably less visibility, is preparing for the First Session of the 95th Congress, opening Jan. 4. The Senate will swear in 18 new senators, the largest group since 1958, which may have an influence in changing that very traditional body. In addi­ tion, a proposal to reorganize the committee system in the Senate is pending and Sen. Stevenson, chairman of the Select Committee, expects the Senate to act on the plan early in the session. The House was reorganized in 1974. Majority Leader Thomas P. "Tip" O'Neill (D-Mass.) will replace retiring Carl Albert as speaker of the House. Rep. Leonor Sullivan, chairman of the Merchant Marine and Fisheries Committee and Rep. Thomas Downing, chair­ man of the Merchant Marine Subcommittee, both retired this year. Rep. Thomas Ashley (D-Ohio) who is the senior Democrat on the committee and thus in line for chairmanship is also second in seniority on the Banking and Currency Committee, and has not decided which option to pursue. TRANSPORTATION POLICY COMMISSION CONVENES The National Transportation Policy Study Commission, established under the Federal Aid Highway Act, met last month to set up the ground rules for its assessment of the nation's present and future transportation needs. The com­ mission is charged with defining the proper mix of highway, rail, air, pipeline and marine transport. The maritime industry will be monitoring the activities of the commission very closely. Deep concern has already been voiced over the makeup of the 19-member body, which is conspicuously without a single member from the maritime industry, either labor or management. CARGO PREFERENCE AND THE 95TH CONGRESS With President-elect Jimmy Carter on record in favor of a strong, viable U.S.-flag fleet, the maritime industry looks forward to steps toward a compre­ hensive national cargo policy after the inauguration and the opening of the 95th Congress. The industry feels that in addition to a cargo preference law there will be a reaffirmation of the Jones Act, which protects the nation's coastwise shipping, and the establishment of a Cabinet-level office for the coordination of all mari­ time activities. STUDY URGES GREATER DEFENSE ROLE FOR MERCHANT FLEET A Washington, D.C., research organization, the American Enterprise Insti­ tute for Public Policy Research, has just published an in-depth study of the nation's defense transportation system, concluding that the private transporta­ tion sector can meet most, if not all, of the needs of the Department of Defense at a significant saving, and without impairing overall defense readiness. SPAD is die union's separate segregated political fund. It solicits and accepts only voluntary contributions. It engages in political activities and makes con­ tributions to candidates. A member may voluntarily contribute as he sees fit or make no contribution withont fear of reprisal. Seafarers are urged to contribute to SPAD. It is the way to have your voice heard and to keep your union effective in the fight for legislation to protect the security of every Seafarer and his family. A copy of our report is filed with the Federal Election Commission and is available for purchase from the Federal Election Commission, Washington, D.C. A Father and Son Combination: In the Harbor and on the Sea Someday deepsea member Raul Guerra just might find himself on a ship that is being docked by his son, Raul Jr. The senior Brother Guerra, a mem­ ber of the engine department, ships out of the SIU port of Houston. He is currently sailing as electrician and re­ frigeration maintenanceman on the 55 Sea-Land Consumer. The younger Raul Guerra works as a tug deckhand for an SlU-contracted shipdocking company, G & H Towing Co. of Houston. Brother Guerra Sr. has sailed on SIU ships for 25 years, so it was only nat­ ural that his name'sake become inter­ ested in working on the water, too. In­ stead of following exactly in his father's footsteps, however, Raul Jr. decided to work on tugs instead of ships. The 23-year-old Boatman chose an excellent route to his present career. As soon as he graduated from high school he enrolled in the Harry Lundeberg School's entry Deckhand Program. Truly a veteran Piney Point Boatman, Brother Guerra was a member of IBU Class No. 3, back in 1973. He went stiaight from Piney Point to his job December, 1976 with G & H, where he has been ever since. "I like working four days on and four days off," says the younger Brother Guerra, explaining his preference for working on boats. "This schedule gives me pienty of time to follow my outside interests. And besides," he adds with a chuckle, "on a harbor tug you're al­ ways in sight of land." Brother Guerra Jr. has a most re­ warding outside interest to pursue when he is not working on his regular boat, the tug Ling. He is starting his own real The SIU father and son team of Boatman Raul Guerra, Jr. (left) and Sea­ farer Raul Guerra, Sr. get together on the deck of the Sea-Land Consumer in the port of Houston, last month. In the background is the son's company, G & H Towing. estate business, in which he purchases and refurbishes houses and mobile homes for resale. Although father and son do not work together on the water, their interests blend nicely on land—Raul Sr. enjoys helping his son with the electrical work on his income property. Dad spends his sparetime on other mechanical pursuits as well, such as repairing autos and building go-carts for his children. Raul Guerra Sr. and his wife Betty have five other offsprings in addition to Raul Jr., the oldest. The Guerra family lives near Houston in Texas City, just a few blocks from the waterfront, where they all enjoy fishing and other water sports. And at least one more Guerra son is considering a career with the SIU. Raul Guerra Sr. has a comfortable SIU retirement to look forward to in a few years. And what of his son's future? "I want to go back to Piney Point to upgrade," Raul Jr. says wisely. So, if the son's tug ever does dock the father's ship. Brother Raul Guerra Jr. will probably be in the Ling's wheelhouse, running the whole show. ^ INLAND [Hi Pages J �Houston Meetmg:New Hall, Carter and the USPHS I Second Pumpman Charlie C. Connor (left) and OS Pete Dolan who later took jobs on the SS Eagle Voyager (Sea Transport), await the start of the Houston membership meeting. SlU Vice President Paul Drozak dis­ cusses the opening of a new Houston hall in the spring. • './• / • :.' . ' 'i' '7 ' i.';';'-'' Registering on the beach with Patrolman Joe Perez (right) during the meeting was Brother Bob Fulk. In a group shot, Houston members listen attentively to Union business being discussed. , Page 10 ^^ At the monthly meeting last month were Seafarers Robert Bunch (left) of the engine department and Albert Coles of the deck department. T "Can President Carter help to keep the USPHS Hospitals open?" asks QMED Perry Ellis of the chairman. OS Johnny Hagen (left) talks some matter over with Wiper Russell Haynes. V Seafarers Log �I McCartaey Stirs SlU Support for U.S. Cargo Policy At a conference held in New York City Nov. 23 to debate the role of third-flag ocean carriers in American foreign trade, George McCartney, SIU N.Y. port agent, emphasized the Un­ ion's support for a national cargo-pol­ icy. "The elements of this cargo policy would include cargo preference and bi­ lateral shipping arrangements between the United States and its trading part­ ners," he said. As an example of cargo preference, he mentioned the SIU support for legis­ lation requiring that a percentage of America's crude oil imports be carried on U.S^ilag tankers. Although this leg­ islation was pocket vetoed by President Ford, Brother McCartney noted that "we will be pursuing that goal again in the coming months in the new Con­ gress." The ctmference was called by the Friends of the Seaman's Church Insti­ tute and held in the institute's New York City headquarters. Other speakers at the conference in­ cluded representatives x)f third-flag car­ riers—^Danish and Soviet lines, freight forwarders, American steamship lines, shippers . and Government maritime agencies. Because each of the speakers represented a different point of view, debate was heated and centered around whether to protect the American mer­ chant marine against the often cheaper third-flag carriers. Here the state-supported Soviet steamship lines was singed out for cri­ ticism by Donald Aldridge, executive vice president of the United States Lines as well as by freight forwarders and shippers who themselves take ad­ vantage erf the cheaper Russian rates. It was pointed out that rate cutting by the Russians, who do not need to make a profit from their operations, could put the American merchant fleet out of business. Afterwards, the Russians could raise their rates whenever they wanted. McCartney noted that the SIU was "especially concerned about the inva­ sion of American foreign commerce by Soviet ships, through rate-cutting which cannot be matched." A good solution to the overall prob­ lem of third-flag shipping would be cargo preference legislation and bi­ lateral shipping agreements, McCartney suggested. "We subscribe to something like the 40-40-20 percentage arrange­ ment, which the United Nations Con­ ference on Trade and Development (UNCTAD) appears tp favor over­ whelmingly. That is, 40 percent of the commerce between two nations to be carried out by each of the trading part­ ners, with 20 percent to be carried by third-flag vessels." If the trading part­ ners don't have the cargo carrying capability, then the third-flag ships can play a greater role, he explained. Flag-of-convenience vessels "which is a nice way of referring to tax-dodg­ ing, runaway flag ships" also contribute to Ae problems of American shipping, McCartney pointed out. "We feel that the operators of the vessels contribute nothing to our economy but rather are a drain on our balance of payments. We are constantly battling this deviceof reg­ istering American-owned ships under registries of countries such as Liberia and Panama, a practice which eventu­ ally must be eliminated in the national interest." The fact that foreign-flag carriers dominate U.S. ocean-going foreign trade was behind the concern about third-flag ships. Lajst year, U.S.-flag carriers transported 31 million tons, or 5.1 percent of the 612 million tons of waterbome cargo that moved in our foreign trade, according to Howard F. Casey, deputy assistant secretary for maritime affairs of the U.S. Maritime Administration. He blamed the situa­ tion partially on- the lack of a modem bulk carrier fleet. Cannery Yforkers Ink 1st Contract in U.S. Samoa Culminating a bitterly fought threeyear organizing campaign, the SIUNAafiiliated United Cannery and Indus­ trial Workers of the Pacific has suc­ ceeded in negotiating the first contract ever for workers in American Samoa. The Union won the right to bargain for the workers at Van Camp Sea Food Co. after receiving a 2 to 1 mandate from the company's 600 employees in an NLRB-conducted election last year. The Union actually had lost a. pre­ vious NLRB election there, but filed unfair labor charges against the com­ pany, and the Labor Board subse­ quently overturned the election and ordered a new one. The new contract, which provides for hourly increases of 12 to 19 cents an hour in each of the two years of the agreement, was unanimously approved by the workers. Steve Edney, president of the Can­ nery Workers, said that when the Union first began organizing in Samoa- "the people were afraid because they didn't know what unions stood for, and the company threatened them with the lie that the carmery would move out of Samoa if the union was accepted." Edney also remarked that the new contract "may appear modest by U.S. mainland standards, but you have to start somewhere and I believe it will go a long way toward bringing better working conditions for all Samoans." Anoflm Drive Presently, the Union is involved in another bitter organizing drive in Samoa at the Star Kist cannery, which employs 700 people. There has already been one NLRB election that the Union lost. However, the Union filed unfair labor charges against the company, and again, the NLRB overturned the election. At first, the Labor Board simply ordered a new election. But the Union appealed this decision on the grounds that the com­ pany's extreme unfair labor practices "had destroyed conditions for effective organizing." The NLRB General Counsel agreed and subsequently issued a bargaining order for the Union, contingent on concurrance from an NLRB administra­ tive law judge. In other words, the Union may be awarded bargaining status for the workers without another election. Public hearings on the issue begin next February. Steve Edney said "such rulings are rare, but with the backing of the NLRB General Counsul, we feel we have a good case and" will come out on top." During the Star KIst Drive, Union or­ ganizers were threatened and coerced. whfle a company hired front organiza­ tion, the National Liberation Move­ ment, led a widespread anti-union rampaigii. Congratulate Moynihan New Sen. Daniel Patrick Moynihan (D-NY) on the _ right gets congratulatory handshake from N.Y. Port Agent George McCartney (left) and the good wishes of Seafarer Louis N. Cirighano, who is a member of the Passaic (N.J.) Board of Education, at an election rally held in New York City on Nov. 2. Quarterly Financial Unit Meets For Soyiet-American Relations The seven members of the Union's Quarterly Financial Committee met early this month to check the books at Headquarters. On the committee, elected at the December membership meeting in New York, are, clockwise from far left: Chief Cook Raymond Perez; Chief Steward Ivan Buckley; AB Nick D'Amante; Chairman Warren Cassidy of the steward department; William Koflowitch of the engine department; Chief Steward Aingel Seda, and Chief Steward Bob L. Scarborough. December, 1976 Seafarers of the SS Eagle Traveler (Sea Transport) add to Soviet-American relations by joining with part of the Russian crew of the M/V General Leseldze -on board the U.S.S.R. vessel in the Russian port of Poti. Page II •W "Si - \ •1 �'V-- ?•... Boatmen Moved Bumper '76 Grain Crop SlU Boatmen who handle grain barges a vital role in oar nation's economic well-being. Dei^ite low water conditions on the Mississippi and delays at Locks 26, the towing industry transported 40 percent of diis year's hamper crop of midwestem grain. Much of this grain moved throi^h the St. Louis area, where the Boatmen on this page can be seen doing their usual eflBcient job. Some SIU Boatmen work on large linebbats such as the Jack Wofford of American Commercial Baige Une Co. of Jeffersonville, Ind. These boats operate up and down tiie Missi^ippi and Illinois Rivers, dropping off empty baiges npbonnd and picking up loads downbonnd. Barge fleeting services, such as the INUWID ,„,™e LJOtfATERS SlU-contracted Ea^e Marine Service of St. Louis, hdp assemUe grain barges into larger tows for their southward journey. Their job includes shuttling empty and loaded barges m and out of the several local grain terminals. The efficient flow of grain on the in­ land waterways is cracial to our na­ tion's economy. Without low-cost grain transportation, we would all be paying more for scores of grain related prod­ ucts. The towing industry also enables our country to export some of its grain, contributing significantly in the nation's balance of trade with foreign countries. I Boatman Bud Prine, sailing lead deckhand, works aboard grain barge tow of his boat, the Jack Woffard, op­ erated by American Commercial Barge Line. The boat was locking through Lock 26 at Altoh,.lll. on the Mississippi River. MAfhile moving her tow of grain and soybean products through Lock 26, the M/V Jack Woffard seems to have disturbed a hungry flock of birds. Alas! Grain, grain everywhere but not a morsel to eat. SIU Deckhands Melvin Hand and John Johns of the boat Nancy Allen drop off empty grain barge at St. Louis grain terminal. .Page 12 ti Deckhand Frank Floyd of the Jack Woffard unwinds ratchet as boat locks through at Alton, III. Boatman David Ricketts works on tow of the Jack Woffard at Lock 26. Seafarers Log i •• /. r .-v' . A. : • �Hepresenfafion and Goals Cited How the AFL-CIO Serves the Labor Movement This is the seventh in a seriesS of articles which the Seafarer^ I Log is publishing to explain how 1^, various organisations affect the I Jobs and job security of Seafarers, The American Federation of La­ bor and Congress of Industrial Or­ ganizations—known more familiarly as the AFL-CIO—is a voluntary federation of 109 national and inter­ national unions in the United States. It was established on Dec. 5, 1955 when the two separate labor federa­ tions merged into a single trade union center. At its base, the AFL-CIO is peo­ ple, more than 14-million men and women in occupations as diverse as America itself—steelworkers. Sea­ farers, machinists, actors, television cameramen, waiters, cannery work­ ers, sales clerks, fishermen, engi­ neers, garment workers, college professors, printers, letter carriers, nurses, tugboat captains, school­ teachers, cab drivers, zoo keepers, etc., etc. In nearly every field of human endeavor, workers have formed unions to bargain collectively with their employers, striving to improve their way of life by achieving just wages and working conditions. The AFL-CIO itself does no bar­ gaining. It is a union of unions which was formed to represent the Amer­ ican labor movement and to serve its affiliated unions by: • Speaking for the whole labor movement before Congress and other branches of government. • Representing American labor in world affairs through its participa­ tion in the International Labor Or­ AMERICAN FEDERATION STAFF Accounting Civil Rights Community Services Data Processing Education International Affairs Legislation Library Organization and Field Services Political Education Publications Public Relations Purchasing Research Social Security Urban Affairs TRADI AND INDUSTRIAL DEPARTMENTS Building Trades Induslrio! Union Label Trades Maritime Employees Metal Trades Public Employee Railway Employees [ 749 Loi .'' Department Councils December, 1976 ganization (ILO), a United Nations agency, and through direct contact with the central labor organizations of free nations throughout the world. • Helping to organize the unor­ ganized in the United States. • Coordinating such activities as commuriity services, political educa­ tion and voter registration for greater effectiveness. The organizational structure of the AFL-CIO insures the preserva­ tion of the democratic process within the federation. Broad, general policies are estab­ lished at conventions which are held every two years, and which are par­ ticipated in by every affiliated na­ tional union. The convention elects the AFL-CIO president, secretarytreasurer and 33 vice presidents. These officers make up the AFL-CIO ployees, and the Food and Beverage Executive Council which governs Trades. These departments have federation affairs between conven­ their own executive boards, hold tions, supplements convention poli­ their own conventions, and manage cies and keeps them up-to-date. and finance their own programs. SIU President Paul Hall is a vice The aims and aspirations of the president of the AFL-CIO and is a AFL-CIO are clearly spelled out in member of the Executive Council. its constitution. In summary, these There is also a General Board, objectives are: made up of the Executive Council • To improve wages, hours and plus an officer of each affiliated union working conditions for workers. and each constitutional department. • To bring the benefits of free collective bargaining to all workers. The AFL-CIO also has eight con­ • To achieve equality of oppor­ stitutional departments which are trade and industrial groupings for tunity for all workers, regardless of unions with strong common interests. race, creed, color or national origin. • To support legislation which They are the Maritime Trades De­ will aid workers and to oppose harm­ partment, Building and Construction Trades, Metal Trades, Railway Em­ ful legislation. • To protect and strengthen dem­ ployees, Industrial Union, Union La­ bel and Service Trades, Public Em- ocratic institutions and to preserve America's democratic traditions. • To aid in promoting the cause of peace and freedom in the world. • To protect the labor movement against corruption and racketeers. • To safeguard the labor move­ ment from communists, fascjsts and other totalitarians. • To encourage workers to regis­ ter and vote, and to exercise fully their responsibilities as citizens. • To encourage the sale of unionmade goods through the use of the union label. Specific programs to achieve the AFL-CIO's goals are developed at conventions and by the Executive Council. These are carried out by standing committees established by the AFL-CIO, and are implemented on a day-to-day basic by the field and headquarters staff under the direc­ tion of the AFL-CIO president. The standing committees were set up to deal with legislation, civil rights, political education, ethical practices, international affairs, or­ STRUCTURAL ORGANIZATION ganization, education, Social Secur­ of the ity, economic policy, community OF LABOR AND CONGRESS OF INDUSTRIAL ORGANIZATIONS services, housing, research, public relations, safety and occupational NATIONAL CONVENTION GENERAL BOARD health, and veterans affairs. Executive Council and (Every 2 Years) one principal officer of The SIU takes an active part in each national and in­ T ternational union and the affairs of the AFL-CIO, partici­ affiliated Department EXECUTIVE COUNCIL pating in organizing drives, educa­ President, Secretary-Treosorer, 33 Vice Presidents tion programs, legislation and politi­ STANDING COMMITTEES cal action. In addition to his activities Civil Rights as a vice president of the AFL-CIO Community Services OFFICERS Economic Policy and member of the Executive Coun­ President and Secretary-Treasurer Education Ethical Practices cil, SIU President Paul Hall is also Headquarters, Washington, D. C. Housing International Affairs the chairman of the federation's Or­ Legislotive ganizing Committee. Organization Political Educotion The AFL-CIO, for its part, has Public Relations 109 Research stood side by side with the SIU in Safety and Occu­ NATIONAL AND many of our Union's struggles. Dur­ pational Health INTERNATIONAL UNIONS Social Security ing the long legislative battle for en­ Veterans Affairs actment of a cargo preference law— the Eneigy Transportation Security 60,000 Lacal Unions of Act of 1974—the AFL-CIO lent its National and International Unions influence in Congress to help win STATE CENTRAL BODIES in 50 States ond passage of the act. The Federation 142 Local Unions Directly 1 Commonwealth Affiliated with AFL-CIO was also instrumental in helping to win passage of the Merchant Marine Act of 1970. And, the AFL-CIO will Membership of the AFL-CIO, January 1, 1976 stand with ns in this next session of LOCAL CENTRAL BODIES in 745 Communities Congress when we again seek to 14.200.000 achieve a cargo preference law which will promote the jobs and job secur­ ity of SIU members. 1 V 1 ] Page 13 r i''i-: :U �w 91 B83SSy*^^fyaser<-#^i INGER (Reynolds Metals), October MAYAGUEZ (Puerto Rico Marine 3—Chairman, Recertified Bosun Wil­ Mgt.), October 3—Chairman, Recert­ liam Bushong; Secretary Duke Hall; ified Bosun M. Landron; Secretary S. Educational Director Oscar Cooper; Gamer. No disputed OT. Chairman Deck Delegate Jose Salinas; Engine discussed and read a letter on the Alco­ Delegate Barney Hireen; Steward Del­ holic Rehabilitation Program. The im­ egate Walter Cutter. $69.11 in ship's portance of donating to SPAD was also fund. No disputed OT. The last issue of discussed. A vote of thanks to the stew­ the Seafarers Log was read and dis­ ard department for a job well done. cussed and the chairman advised all Next port, Baltimore. crewmembers to read the Log from PANAMA (Sea-Land Service), Oc­ front to back to get all the news. Also tober 3—Chairman, Recertified Bosim discussed the importance of donating C. Mize; Secretary J. E. Higgins; Edu­ to SPAD. Next port, Corpus Christi. cational Director N. Bathia. $10.20 in OGDEN WILLAMETTE (Ogden ship's fund. Some disputed OT in deck Marine Transport), October 17— department. The Alcoholic Rehabilita­ Chaiman, Recertified Bosun R. D. tion Program poster was received and OGDEN WABASH (Ogden Ma­ NEWARK (Sea-Land Service), Oc­ Schwarz; Secretary E. Kelly; Educa­ posted. Observed one minute of silence tober 17—Chairman, Recertified Bo­ rine), October 24—Chairman, Recert­ tional Director H. Meredith; Deck Del­ in memory of our departed brothers. sun K. Hellman; Secretary L. J. Crane; ified Bosun J. Delgado; Secretary H. egate C. H. Spina; Engine Delegate C. SHOSHONE (Hudson Waterways), Educational Director Roger P. Cole­ Huston; Educational Director M. Wil­ Killeen; Steward Delegate I. Gray. No. October 10—Chairman, Recertified man; Deck Delegate G. Hayes; Engine liams; Deck Delegate J. Spell; Engine disputed OT. A discussion was held on Bosun A. E. Weaver; Secretary B. Delegate A. L. Craig; Steward Delegate Delegate T. Rodriguz; Steward Dele­ the Alcoholic Rehabilitation Center at Fletcher; Educational Director T. G. A. Lazorisak. Some disputed OT in gate O. Rios. No disputed OT. Letter Piney Point and the good job it is doing. Clark; Deck Delegate R. Rogers. No deck department. Chairman informed was received from Executive Vice Pres­ Also, a discussion on President Paul disputed OT. Chairman noted that the the members of the articles that are ident, Frank Drozak, explaining the Hall's Report. A vote of thanks to the Seafarers Log is being received regu­ contained in the Seafarers Log and that Ogden Marine 12-month articles in steward department for a job well done. larly. Discussed item Nos. 3 and 7 in they should read them so as to be better regard to days off and transportation, SEA-LAND MARKET (Sea-Land the highlight notices of the August Log. informed on what is going on in the and was read and posted. A vote of Service), October 24—Chairman, Re­ Also advised crewmembers to read the Union and around them. Secretary ex­ thanks to the steward department. Re­ certified Bosun W. Byrne; Secretary R. Know Your Rights column in the Log. tended a vote of thanks to all depart­ port to the Seafarers Log: "This is a Hutchins. Chairman reported that the Next port. Corpus Christi. 30-hour ship. We pump out in 30 ments for making everything run Piney Point Alcoholic Rehabilitation hours, have 30 hours at sea and re­ MOUNT EXPLORER (Mount smooth on the ship and for keeping the Program is now in operation and any­ Shipping), October 6—Chairman, Re­ messrooms and pantry clean. Next port, turn. From Guayama, Puerto Rico to one who knows of a shipmate who either Aruba, Puenta, Cadone, Vene­ certified Bosun Billy G. Edelmon; Sec­ Seattle. needs help can take him to the SIU hall SEA-LAND COMMERCE (Sea- zuela or Puerto La Cruz. We sometimes retary A. Salem; Deck Delegate Marvin to register. The agent will take it from Zimbro; Engine Delegate Paul C. John­ Land Service), October 10—Chair­ lose track of what day it is. The weather there and see that he is enrolled. No son; Steward Delegate Young Mc­ man, Recertified Bosim L. G. G. Reck; is good, we have no snow." disputed OT. The entire crew gave the Millan. No disputed OT. Chairman will Secretary Gus Skendelas; Educational FORT HOSKINS (Interocean Mgt.), steward department a vote of thanks for hold a discussion on the Alcoholic Re­ Director John B. Kirk; Steward Dele­ October 24—Chairman John Floyd; a job well done and for making the trip habilitation Program. A vote of thanks gate Walter R. Stewart. No disputed Secretary G. Rosholt; Educational Di­ pleasant. Observed one minute of sil­ was given to the steward department , OT. $339.20 in movie fund. Chairman rector C. Landa. No disputed OT. ence in memory of our departed for exceptionally good food and good advised crewmembers to read, the Sea­ $11.68 in ship's fund. Chairman has brothers. farers Log more closely to be up-to- folder about the Alcoholic Rehabilita­ service. Next port, Texas City. BOSTON (Sea-Land Service), Octo­ tion Program which will be posted on SAN FRANCISCO (Sea-Land Serv­ date on what our Union is doing. A ber 3—Chairman, Recertified Bosun vote of thanks to James Fuller, QM, the billboard for all those who are in­ ice), October 16—Chairman, Recerti­ L. E. Joseph; Secretary J. Keno; Edu­ for playing tapes on the public address terested. Observed one minute of sil­ fied Bosun Anthony Palino; Secretary cational Director Glen; Deck Delegate system; the crew really, appreciated it. A. Seda. Some disputed OT in deck and A vote of thanks to the steward depart­ ence in memory of our departed A. Mouiglio; Engine Delegate J, Diaz; brothers. engine departments. Chairman noted ment Steward Delegate S. Bell. No disputed for a job well done. Next port that the ship will go to Northern Europe SEA-LAND ECONOMY (Sea-Land OT. A poster was received on the Alco­ Long Beach. on the next voyage. Also discussed the Service), October 31—Chairman, Re­ holic Rehabilitation Center and posted BORINQUEN (Puerto Rico Marine importance of donating to SPAD. A certified Bosun F. H. Johnson; Secre­ in the messroom. At this meeting the vote of thanks to the steward depart­ Mgt.), October 3—Chairman, Recertitary L. Nicholas; Educational Director program was discussed and the general ment for a job well done. Observed one ified Bosun Calixto L. Gonzales; Secre­ H. DuHadaway; Deck Delegate C. feeling is that it is another benefit along minute of silence in memory of our de­ tary J. Prats; Engine Delegate Juan Johnson; Engine Delegate R. Clious; with the many wonderful benefits which Guaris. $34 in ship's fund. No disputed parted brothers. Steward Delegate H. Jones. $35 in our Union affords it's membership. BR AMERICAN EXPLORER (Hudson OT. A discussion was held by ship's ship's fund. No disputed OT. The SIU Louis Moreno was returning to the ship Waterways), October 3—Chairman, chairman on the SIU and IBU merger educational pamphlet was received and when he tripped somehow on the gang­ Recertified Bosun D. D. Fleming; Sec­ and if we continue like this we are going p(5sted. Chairman" discussed the Alco­ way and fell through the ropes. He retary D. G. Chafin; Educational Direc­ to be one strong Union governed by one holic Rehabilitation Program and made landed on the dock and was badly hurt tor S. J. Browning. No disputed OT. unified Constitution. Also a discussion reference to the poster in the messhall and rushed to the hospital. The crew Chairman gave a report on the Seafarers was held on the President's Report and which contains all the information made inquiries this trip as to the condi­ Alcoholic Rehabilitation Program and why we cannot afford to sit still. Com­ needed for this service. It was suggested tion of Brother Moreno and was very the poster on the program was re­ paring our Union-^s il was 30 years that it be brought up at the next safety happy to hear he was doing very well. ceived and put on the bulletin board in ago, the American maritime labor meeting for the mates to be more speci­ We wish him a speedy recovery. The the crew messroom. Also asked all movement after years of struggling for fic on instructions of duties of each per­ crew was asked to pay special attention crewmembers to read the Seafarers Log recognition and dignity has achieved son at fire and boat drill. This has been when going on and off the ship in since it contains a lot of good informa­ many A^ictories. We should, keep the brought to the attention of the safety Texas, to do so with all precaution as tion. A vote of thanks to the steward SIU- strong and break new ground in ^meeting before. Next port, Rotterdam. this is still a very dangerous dock; developing a base of security for all department for a job well'done. Seafarers,* both the young men just starting out and the old-timers who are Official ship's minutes were also received frbm the following vessels: ready to retire. A vote of thanks to GALVESTON AMERICAN EXPLORER President, Paul Hall for all of his efforts ZAPATA PATRIOT TRANSINMANA MOHAWK to make the SIU today the strongest OGDEN CHALLENGER John Ashley CHARLESTON maritime Union in America. Also noted :^MOBILE. DELTA MAR Oliver N. Myers asks that you con­ was the importance of donating to PORTLAND LONG BEACH YELLOWSTONE tact him at Apt. 2F, 536 9th St., Brook­ SPAD. MARYLAND OAKLAND MAUMEE lyn, N.Y. 11215. LYMAN HALL EAGLE TRAVELER SEATTLE ; DEL ORO (Delta Steamship), Oc­ DELTA MEXICO IBERVILLE Clarence 'Tee Wee" Prior AGUADBLLA tober 24—Chairman, Recertified Bo­ DELTA PARAGUAY NECHES TAMARA GUILDEN • Vern Poulson asks that you contact sun Donald E, Pool; Secretary Teddy TEX JEFF DAVIS BALTIMORE him at 6039 South Tacoma, Wash. Kross; Educational Director Benjamin SEA-LAND MC LEAN JOSEPH HEWES OVERSEAS TRAVELER® Cooley; Deck Delegate George L. EsPuget Sound 98409. SEA-LAND VENTURE PONCE DE LEON | SEA-LAND RESOURCE teve; Engine Delegate Orlando Gon­ MERRIMAC Bernard Lee Gay CAROLINA ANCHORAGE I zales; Steward Delegate Cesar Guerra. GALLOWAY SAN JUAN TRANSCOLUMBIA f Ruby Gay-Cloutier requests that you $120 in movie fund. $70 in ship's fund. ALLEGIANCE- V - . DiELTA URUGUAY SEA-LAND EXCHANGE! contact her as soon as possible c/o Don Some disputed OT in deck department. COLUMBIA THOMAS LYNCH SEA-LAND PRODUC^^I Whitman at Box 488, Coats, N.C. Chairman explained the . work of the THOMAS JEFFERSON PENN I BANNER ships' committees and also discussed 27521. IZABETHPORT PUERTO RICO JACKSONVILLE f Piney Point. Report to Seafarers Log: Charlie Gard 5EA-LAND CONSUM«» JOHN TYLER GALVESTON "Ship just left Belem, Brazil. Will ar­ lEAVER STATE HUMACAO SEA-LAND FINANCE; Chris Killeen asks that you contact rive in Monrovia, Liberia on the 27th WRIH POTOMAC VAI^GE DEFENDEll, him as soon as possible at 926 Monroe of October. Then to Lagos-Apapa, lASlto CAOFORNIAlnr BROOi^^ Ave., Scranton, Pa. Nigeria." Personals Page 14 Seafarers Log �; , I V SS Manhattan Montreal^ Canada The 115,000-ton tanker, the 55 Manhattan (Hudson Waterways) has been charted by the Exxon Corp. for 18 months to carry oil from the North Slope's Alaskan Pipeline to the lower 48 states when the pipeline is completed by around the middle of next year. Exxon chartered the 55 Manhattan in 1969 converting her hull to an ice­ breaker when she made a successful test run from the port of Philadelphia plowing up through 15-foot thick ice-clogged Canada's Northwest Passage to Point Barrow, Alaska. The run was to test the economic feasibility of carrying oil over the northern route to East Coast ports. Last June she was on the grain run to Russia. Roman Gralewicz, 46, president of the SIU of Canada, in Geneva, Switzer­ land was named to the governing executive board of the Joint Maritime Com­ mission of the International Labor Organizationr. The 36-member commission nominated by the International Labor Con­ ference oversees international maritime affairs and sets worldwide standards for the wages and working conditions for seamen. Gralewicz was appointed by the Canadian Government as a "workers dele­ gate" to the 62nd International Maritime Conference in Geneva. SS Sea-Land Producer Last month, U.S. Attorney General Edward H. Levi gave the conditional green light to Federal construction licensing by waiving objections to proposed deepwater Gulf super oil ports off Freeport, Tex. and Grande Isle, New Orleans. Levi said he was okaying the ventures because of the nation's need for large oil import facilities. He urged requirements that would let all shippers use both ports. An onshore superport for Galveston faces a referendum vote next Jan. 15. Chief Steward Lambert Waldrop of the S-L 7 containership 55 Sea-Land Producer (Sea-Land) last month got a letter of commendation from the U.S. Public Health Service for attaining a perfect 100 score on sanitary inspection of the ship's steward department. She is the fourth Sea-Land vessel based in the port of New Orleans to be so cited, according to the company's port steward there, Art Lesh. The others are the Sea-Land Consumer, Sea-Land Venture and the Sea-Land Economy. SS Transindiana Seafarers and officers aboard the 55 Transindiana (Hudson Waterways) en­ joyed quite a delicious Thanksgiving Day Bicentennial dinner hosted by Capt. O. Sewell and prepared by maitre (T Chief Steward Walter J. Fitch, Chef James P. Barclay, Vegetable Cook Jose Cubano and Baker German Rios. Maitre d' Fitch served the crew such appetizing canapes as real caviar, anchovies stuffed, deviled eggs and smoked salmon and oysters to begin the feast. Or they could have had a shrimp cocktail, or egg nogg or a fruit salad with sour cream to start. Or crab soup imperial or Oriental-broiled fresh hali­ but steak. Chef Barclay then offered Seafarers a grilled, marinated shell steak smothered in mushroom sauce. Next came a sherry-basted roast young Tom turkey with oyster dressing, hen gravy and cranberry, spiced apple rings. If you were still hungry, you could have had a serving of baked, glazed Virginia ham in wine sauce. All of this gourmet food with a Portuguese red wine. Cook Cubano featured wild rice, candied sweet potatoes, asparagus and fresh corn on the cob. Baker RioS pro­ vided rolls, hot mince and pumpkin pie and fruit cake. An after dinner treat was Edam cheese. SS Delta Norte The 55 Delta Norte (Delta Line) has inaugurated a first port of call of one of the company's LASH vessels to Santo Tomas de Castilla, Guatemala. SS Golden Endeavor On Christmas Day, the 55 Golden Endeavor (Aeron) hauled 76,000 tons of crude oil from a West African port to the Caribbean. J Freeporf, Tex., New Orleans^ Galveston Washington, D.C. The Washington-based Transportation Institute (TI) has urged President Ford to reject proposals to boost Panama Canal tolls for the second time in two years. In a letter to the President, the institute said the proposed 19 percent hike —on top of 1974's 20 percent increase—"would seriously jeopardize the abil­ ity of a large segment of American-flag shipping to continue a portion of their intercoastal operations." While a further increase "would place an additional burden on Panama Canal users" it would "do nothing to alleviate the basic financial problem of the Panama Canal Co." Rapidly rising operating costs are plaguing the com­ pany. Herb Brand, president of TI, mentioned the company's 1974 accounting decision whereby it began to write off treaty rights, excavation and other items thus raising measurable costs which must be covered. Congressional legislation to require the company to revert to its old accounting system failed to garner the necessary votes to pass. Brand added ffiat in view of the "large question surrounding this matter, we believe a cautious approach is called for. Consequently, we respectfully urge that you (Ford) do not approve the Panama Canal Co. petition for a rate in­ crease until an in depth examination can be made of all factors involved." Some South American nations and the nonsubsidized American Maritime Assn. have also objected to a jump in canal rates. Ii The U.S. has signed treaties with the Soviet Union and Mexico on America extending its 12-mile fishing zone to a 200-mile limit off her coasts on Mar. 1 and allowing Yankee fisherman to fish in a 200-mile area off the Mexican coasts. All vessels will have to register, obtain fishing permits and respect fish catch quotas. Japan and the U.S. are set to sign a fishing pact. Tom Cranford Heads Unit That Processes 2.5,000 Claims a Year It takes a lot of people to keep the SIU's Headquarters operations running smoothly. And one of the "smoothest operators" of all these people is Tom Cranford, head of the Claims Depart­ ment of the SIU Welfare Plan. Cranford's department annually pro­ cesses upwards of 25,000 welfare claims from SIU and UIW members and their dependents, translating into nearly $6 million in cash payments. His department, made up of 28 people, also handles all pension claims as well as applications for the,SIU's Annual Col­ lege Scholarship Program. Yet despite the workload, if a welfare claim is received by Cranford's depart­ ment on a Monday, and if all pertinent informatioff accompanies the claim, a check is in the mail to the member or his dependent by Friday. He explains, however, that claims are often delayed due to a lack of im­ portant information on the claim form or the failure to include other necessary documents such as doctor or hospital bills. As a part of the operation, the Claims Department maintains a tele- type office to get in quick touch with men)bers on ships or the ports, as well as a microfilm library which stores thousands of members' records. The Claims Department also works closely with the Union's computer data center Tom Cranford, standing, head of the Claims Department of the SIU Welfare Plan, goes over some work with Lou Delma at the Plan's offices in Brooklyn. to establish such items as a member's eligibility. Working for Union 16 Years Cranford, now 36 years of age, has been working for the Union for 16 years. He started out in June 1960 as a multilith operator printing forms for the Welfare Plan. He got the job with the Union just three days after coming to New York from his hometown of Lynch, Ky. When he first started the job, Cran­ ford actually planned to work only for the summer, and then continue his col­ lege studies at a school in New York. He had gone to Kentucky State College for four years but was 27 credits short of a degree in Business Administration. He originally wanted to be a teacher, but instead he decided to stay with the SIU. As the years went by, he became more and more involved in the Union and its operations. Cranford joined the Claims Depart­ ment in 1962 as a processor, working his way up to supervisor by 1967. In Continued on Page 33 Page 15 December, 1976 • • r-t';' J i. I �• It'k' '•• •"• Warrior Committee At a John F. Kennedy Airport payoff In the port of New York last month was the Ship's Committee of the SS Warrior (Sea-Land) of (I. to r.): Deck Delegate 0. Ensala; Chief Steward Oscar Smith, secretary-reporter; Educational Di­ rector Mikal Overgeaard; Engine Delegate Dennis Whalen, and Recertified Bosun John Japper, ship's chairman. The Warrior had experienced engine trouble north of Lisbon, Portugal and the crew was flown home. •\ Joseph Hewes Committee Recertified Bosun Raymond Ferrera (standing far left) ship's chairman of the SS Joseph Hewes (Waterman) stands by at a payoff with (seated I. to r.): N.Y. Patrolman George Ripoll, the ship's Deck Delegate William Moody and N.Y. Patrolman Teddy Babkowski. Standing (center to r.) are: Educational Director William Egan; Chief Steward Robert Outlaw, secfetary-reporter, and Engine Delegate Harry Foster. The ship paid off at Brooklyn's Pier 7. ; -J 4'• T'.fC;'. • > >'-1 ' ' 4* • • 1,..- .V. Vantage Horizon Committee Iberyilie Committee Waiting for the loading of grain for Russia to be completed in1he port of Gal­ veston is the Ship's Committee of the SS Vantage Horizon (Vancor) of (seated I. to r.): Engine Delegate Peter Mikos; Houston Patrolman Gene Taylor, and ship's chairman, Lonnie Cole, recertified bosun. The rest of the committee at the payoff are (standing I. to r.): Chief Steward Cieo Jones, secretary-reporter; Deck Delegate Tony Maben, and Steward Delegate R. E. Crawford. The Ship's Committee of the SS Iberville (Waterman) pose for a payoff photo last month in Port Newark, N.J. They are (standing i. to r.): Chief Electrician Edgar Armstrong, educational director; Steward Delegate Don Hewson, and Engine Delegate Bob Spencer. Seated (I. to r.) are: Recertified Bosun Tom Price, ship's chairman, and Deck Delegate Desal Barry. 4. Robert E. Lee Committee Boston Committee Part of the Ship's Committee of the SS Boston (Sea-Land) are (I. to r.): Chjef Cook S. Bell, steward delegate; Engine Delegate J. Diaz; Recertified Bosun Leyal Joseph, ship's chairman, and Educational Director James Glenn. The ship paid off on Nov. 14 in Port Elizabeth, N.J. ) Page 16 I ii:>-. SlU Headquarters Representative Leon Hail (seated center) is with the Ship's Committee of the SS Robert E. Lee (Waterman) last month of (I. to r.): Deck Delegate E. Clarke, Jr.; Recertified Bosun Alfred Hanstvedt, ship's chairman; Engine Delegate S. Hawkins, and Steward Delegate Vincent Herbert. The ship paid off in the port of New York at Brooklyn's Pier 7. .. - Seafarers Log -r'- I'' rs r • �H SEAFARERS Special Supplement Ofnetal pabUcatlM •! tha SBAPAHBIIS INTBRNATIONAI. UNION• AtUatle, GaU, Lalus muA lalMid Waten District- AFL-CIO r -I Seminar Rallies Help for Alcoholics "Telling it like it is" might have been the theme of the seminar on alcoholism held at the Harry Lundeberg School, Nov. 12, 13, and 14. If anyone thought they would leave the weekend of lectures, films and meetings the same way they came in, they were clearly mistaken. From all over the country, port agents, management representatives and invited guest speakers gathered. Each SIU port elected two dele­ gates from the rank and file to attend. Other unions also sent rep­ resentatives to see how the Al­ cohol Rehabilitation Center works. From the time we arrived till the time we left the seminar, "Rehabili­ tation: One Union's Approach to Alcoholism," our attitudes and ac­ tions toward alcoholics were chal­ lenged. We learned that alcoholism is a killer disease but one that can be treated if the Union members face up to this fact, pull together, and encourage the alcoholic broth­ ers to seek help. "Help is available right in the fam­ ily—at the Alcoholic Rehabilita­ tion Center," one of the speakers, Seattle Port Agent Harvey Mesford Bill Hibbert, director of the Alcoholic Rehabilitation Center, greeted the audience and introduced the guest speakers. • C- I .5 SIU members and guests gather in the auditorium of the Charles S. Zimmerman. told the participants. In addition, the delegates were given a list of rehabilitation facilities in each port. The key to treatment we learned is to stop covering for alcoholic broth­ ers, laughing at them, blaming them, or hoping their problem will disappear by itself. "Save a life," was the message. On Friday night, all day Satur­ day, and Sunday morning, the speakers explained how to tell who is an alcoholic, what the medical and psychological symptoms are and how the disease can be brought under control. We leamed how the Alcoholic Rehabilitation Cen­ ter works and were given specific instructions on how to convince Union brothers to attend. Visitors were able to tour the Center Satur­ day afternoon and attend an open Alcoholic Anonymous meeting Sat­ urday night. The most inspiring moment came on Sunday morning when nine of the brothers who have completed the program spoke about their ex­ periences. They thanked the Union and offered living proof of the mir­ acle of recovery. I It was a long trip from San Francisco, but well worth it according to, from the left: Jack Kingsley, bosun; Steve Troy, San Francisco port agent, and Steve Mooney, QMED. The last seminar, held in late January 1976, brought the sailors' drinking problem out of the closet. At that time, the SIU was forming its policy on ways to help alcoholic members and the Rehabilitation Center was just getting under way. Since then, over 80 Seafarers, Boat­ men and Lakers have been through tiie program and the success rate for treatment has been high. The benefits of this second semi­ nar are already visible. During its first year the Center had an average of eight residents at a time, although the staff and spacious facility were able to accommodate 14 men. Since the mid-November seminar, the Center has been filled to capacity and many more brothers are show­ ing an interest in signing up for the six-week program. •m St. Louis Port Agent Scotty Aubusson (I.) and SIU Boatman Jim Bernachi from St. Louis were enthusiastic about the seminar. After the lectures, the deep-draft Great Lakes delegation got together for a photo. They are, (I. to r.): Jack Allen, SIU Duluth representative; George Telegadas, SIU Cleveland representative; Fred Farnen, Headquarters representa­ tive; Jack Bluitt, Detroit port agent, and Leo Godley, a Detroit delegate. �Drozak Declares the ARP Proved Successful Both Aboard Ship and on Shore On Saturday morning, SIU Execu­ tive Vice President Frank Drozak opened the session with: "I believe the Alcoholic Rehabilitation Program has proved successful on board ship and on shore," he declared. "Already we can see a difference in the Ship's Com­ mittees and the functioning of the Union on board the ships. "We were shy about admitting that the bottle can get the best of you, but this program has improved the rela­ tionship with the membership 100 per­ cent," he said. "Shipping today is completely differ­ ent from what it used to be. These large automated high speed ships and the fast turn around ships have an effect on the Seafarer. The short stay in port espe­ cially creates problems and pressures. We need to discuss our problems with each other and that is what we are doing. "In particular, if we talk about the problems of alcohol and about the Re­ habilitation Center, we can save a life. Many of our brothers who seemed like hopeless cases went through the Center and became competent, useful Seafarers again," Brother Drozak pointed out. "The Alcoholic Rehabilitation Pro­ gram is one of the greatest things the Union could have done. Many of the people who come into our industry come from broken homes and many of these homes were broken by alcohol. Some of the Seafarers come from or­ phanages and some have their kids in orphan homes. But this program can help the situation. "We have a brotherhood and a com­ munity here. But a guy who Is drunk all the time cannot even appreciate the community he has. That is why we have the program, to make our com­ munity even stronger. "I suggest we help our brothers," Vice Presdent Drozak concluded. "If a brother asks you about the Center or asks you for help, don't brush him off." '\..We Are Concentrating on What We Can Do for the Alcoholic—Brown "We are grateful for your support," Hazel Brown, president of the Harry Lundeberg School, told the audience as she followed SIU Executive Vice Pres­ ident Frank Drozak on the podium. Noting that there has been a growing awareness about the problems of al­ coholism on the part of Union members, she posed a challenge. "The first con­ ference in January 1976 was one of awareness. Now we are concentrating on what we can do." The problem is pressing. Ms. Brown cited the October collision between a ferry and tanker on the Mississippi River in Louisiana. Newspaper reports indicated that the captain of the ferry may have been drinking. "A combina­ tion of alcohol and fatigue distorts per­ ceptions of time, space and distance and impairs the motor facilities," she noted. Jobs in the shipping industry are dan­ gerous and alcoholism must be con­ trolled, she said. Deal With the Alcoholic "People who get rid of a drunk in the hall by shipping him out are causing a problem," she said. "We want the port agents who are on the firing line in dealing with the members to take note of this and deal with alcoholics." She called attention to the booklet of material given to each participant at the seminar. It included a list of al­ coholic rehabilitation resources avail­ able in each port which could be used if members with a drinking problem were not willing or not able to go to the Piney Point Center. Increased use of all facilities for dealing with alcoholism would help the members and the Union, she said. ..Result of Too Much Drinking Is Harm to the Body "The most direct result of too much drinking is physical harm to the body," Dr. LeClair Bissell explained in her speech about the medical aspects of alcohol. Alcohol is involved in certain types of cancer and liver disease. But other results are less direct and people don't always realize alcohol is the cause. "For example, alcohol hurts sexual potency," she said. "People think, they drink because they have problems in the bedroom, but the problem is often caused by alcohol to begin with. Al­ cohol can even make you feel insane, although once you stop drinking you may find out you are perfectly normal. "Many people who are hospitalized with severe burns or broken legs are alcoholic," she continued. "Most pa­ tients who are in the hospital cold unit recovering from overexposure after lying out in freezing weather are alco­ holic, unless they are diabetic or had a stroke. Alcoholics are likely to get knife or gunshot wounds, or convul­ sions." Dr. Bissell, who is the chief of the Smithers Alcoholism and Treatment Center of the Roosevelt Hospital in New York City and had been an ac­ tive alcoholic herself, got her M.D. de­ gree from the Columbia College of Physicians and Surgeons—also in New York. Her specialty is internal medi­ cine and treatment of alcoholism. She estimated that 30 to 60 percent of hospital beds were occupied by al­ coholics and declared it was about time the alcoholism itself was treated, rather than the results. But the medical estab­ lishment has been slow in coming around to this point of view. Alcoholism Is a Disease "Alcoholism is a disease and like all diseases, nobody wants to get it," she declared. "A kid doesn't say when he is 5-years-old, 'Daddy I want to be an alcoholic when* I grow up.' You should not hold an alcoholic responsible for becoming one, because in fact he is not Page 18 responsible," she stressed. "However, once a person knows he is an alcoholic, he is responsible to work on his cure, just as you would expect a diabetic to be careful about eating sugar." • Alcohol can be a deadly drug. "You can die of an overdose of alcohol if you happen to chug-a-lug a bottle of vodka and don't vomit it back," she pointed out. "However, it is more common to die when withdrawing from alcohol be­ cause the withdrawal can be very severe. That is why an alcoholic has to be detoxed in a hospital. You cannot try to detox while on a ship, because you can die of convulsions or delirium tremors." Withdrawal is severe because of the way alcohol affects the nerves, she ex­ plained. Alcohol is part of a family of drugs called "sedative-hypnotics" which includes wood alcohol ("gets you high before you die"), laughing gas, chlorohydrate (Mickey Fins), quaalude, Milltown, Valium and librium. They are sold for fun, for anesthesia, as sleeping rem­ edies and as minor tranquilizers. All affect the nervous system in the same way. When you first take the drug, you relax and your nervous tension drops, but later, you become more tense than you would have been normally. In the case of alcohol, the calm state lasts 20 minutes to an hour, while the tension remains for six to eight hours. After an evening of heavy drinking, the resulting tension results in a hangover or sleep­ less night. Often, a habitual heavy drinker cannot sleep late the "morning after" as he plans, because the tension wakes him up and he must take another drink to sedate himself. The more you drink, the faster the cycle goes and the longer the tension lasts. An alcoholic has to drink again and again to sleep through a night, or to keep himself calm. As his tolerance increases, he gets less high and must drink more for the same effect. At the same time, the tension—which is the after effect of drinking—gets worse.The five senses become irritable. The skin prickles, so the alcoholic thinks there are ants and roaches crawling on hiiu. He sees and hears things and finally may have convulsions. Convulsions and "D.T's" are medically the same as a hangover, only convulsions are more severe. Many doctors prescribe valium and other drugs from the "sedative-hyp­ notic" family as an alternative to drink­ ing and to calm the alcoholic's nerves. However these drugs cause the same problems as alcohol only the results are not as extreme because they act slower. Dr. Bissell explained. She is opposed to the use of these sedatives except to counteract severe withdrawal symp­ toms. "If you switch your addiction from one drug in the family ,to another, you may feel better and think you are cured," she said. "But in fact, you are still drunk, only on another drug." The only cure is to kick the habit altogether, she stressed, and commended the SIU for meeting the problem head on. During the question and answer pe­ riod, Dr. Bissell explained what to do if someone has an alcoholic convulsion. "Ease them down," she said, "so they don't hit their head. And turn them over on their side or their stomach with their head to one side so that if they vomit, they won't breathe it in and choke. Do not try to put anything in their mouth." Byron Kelley (r.), iSreat Lakes area director for the inland waters, attended the seminar with Dave LeBarron (I.), assistant area director, and Dick Gimpel. Brother Gimpel is the Detroit area job steward for the inland waters. Seafarers Log �-N^ot Easy to Discern Social Drinker and Alcoholic Even with years of experience in the field of rehabilitation, it is not easy to tell the difference between a heavy so­ cial drinker and an alcoholic, according to Jim Bryan. Identifying who is an al­ coholic is important however, because the sooner you catch the disease and begin treatment, the easier it is to cure. On Saturday afternoon, Bryan gave the audience a list of clues that he uses when interviewing people at the Beach­ comber, a rehabilitation center in Delray Beach, Fla., where he works as clinical director. Before joining the Beachcomber, Bryan worked at the Chit Chat Foundation, an alcoholic rehabili­ tation center in Pennsylvania. He warned that anybody could show a few of the symptoms and not be an alcoholic, but a combination of the symptoms is a sign, that a person has a serious drinking problem. It's not necessary to show all the symptoms either. If you even wonder about a friend, that is a good indicator that he or she should seek help, Bryan said. An alcoholic will deny that his prob­ lems are caused by drinking, Bryan told the audience. "He will mention having nervous breakdowns, but you know he has never been hospitalized for one. At the same time he will be reassuring you that everything in his life—his family life, for example—^is going well. "Alcoholics often live in the past, bragging about past achievements, or blaming problems in the past for the present situation, while minimizing the problems they have now." When they are denying their prob­ lem, alcoholics do not want to hear about Alcoholics Anonymous, Bryan said. An alcoholic will give you many reasons for drinking and you know he is trying to convince himself. He claims to know what type of drinker he is, "only beer, only wine, only after 5 o'clock, to show he doesn't have a prob­ lem. He can't accept that alcohol is a drug because he doesn't want to think of himself as an addict," Bryan ex­ plained. As the drinking problem gets worse, you will see an alcoholic become less responsible, Bryan pointed out. He will change doctors or go to several doctors. A regular churchgoer, he will stop go­ ing to church altogether. His eating habits will get worse and his weight will change. After a few beers, an alcoholic will get quite bloated, then later shrink down to almost nothing. He will get shaky and need two hands to light a cigarette. He will be hospitalized re­ peatedly. According to Bryan, all these personality changes are clues to the al­ coholism problem. Unfortunately, the people who are closest to the alcoholic are the most likely to cover up the problem, Bryan pointed out. They don't want to "ex­ pose" their loved ones or friends. The attitude that "it's a crime to stop drink­ ing" in a society that places a high value on social drinking makes it worse. But the real crime is to avoid the situation. Once a person is in treatment he can learn what a beautiful life he can lead without alcohol. Industrial rehabilitation programs like the SlU facility are the best, Jim Bryan noted, because they keep people on the job and don't isolate them from their co-workers. Using employment as a threat isn't necessarily bad because often you need to confront the alcoholic to get him into treatment. Having other recovering alcoholics around who have successfully completed a rehabilitation program also helps. "Taking the first step and admitting you have lost control of yourself begins the cure," Bryan concluded. "Hope is the basis of the recovery." Expert Says Alcoholic Rehahilitation Protects Job Security The AFL-CIO's cooperation with the National Council on Alcoholism is part of the labor movement's wider partici­ pation, in community affairs, W. G. "Chief" Brant told the audience Satur­ day afternoon. As labor program direc­ tor of the National Council on Alcohol­ ism, Brant serves as liaison between the AFL-CIO and the council's rehabilita­ tion programs. He also helps labor unions around the country with their own treatment programs. "The AFL-CIO believes that what is good for the community is good for labor. We believe our members should be active in community affairs," he emphasized. The AFL-CIO, through its Commu­ nity Services Division runs a variety of programs including strike assistance, family counseling, children's clubs and senior ctizens centers, blood collections, disaster service and alcoholism rehabil­ itation programs. In 10 cities, the AFLCIO has staff members working on al­ coholism control. Because many grievances and prob­ lems on the job are alcohol-related, labor unions are beginning to set up treatment programs and are more will­ ing to talk about the problem. "We took up grievances for workers who came in late or were absent frequently. Now we know when alcohol is the cause of the problem," he explained. "Instead of pleading to get the worker another chance, there is something we can do about it. We can save the worker's job as well as his life." In the past, management didn't rec­ ognize the problem either. Now they realize that alcoholism is costly and that it affects the bottom line. But manage­ ment is still lagging behind unions in dealing with alcoholism. Brant commended the SIU for taking the lead in alcoholism control. "Hope­ fully what you have done will be a project for other unions to follow," he said. Brant summed it up when he said, "Since the business of the union is to protect job security, alcoholism rehabil­ itation is the best way to do it, because you save a life at the same time." Mesford Tells How to Deal With Your Alcoholic Shipmates Wrapping up Saturday's session Har­ vey Me.sford, SIU Seattle port agent, electrified the audience with his specific instructions for dealing with alcoholic brothers. Mesford is a "recovering" al­ coholic himself with 15 years sobriety. During the past year he has sent 14 SIU men to the Rehabilitation Center so he was well able to answer the ques­ tion, "What can we do?" First he advised port agents and members to distinguish between the drinker—who spends time between job calls in gin mills looking for companion­ ship, even getting good and high—and the habitual drunk. "We should look for the individual with the poor work record such as missing ships, unable to stand watches, drinking while at sea and going on watch drunk. They are well known, each port has them," he said. Convincing the person that he needs help is the hardest job for the port agent but Brother Mesford has worked out a strategy. "On my first contact with a person, I get him alone and explain to him that I realize he has a problem caused by drinking and that my only concern is to try to help him with this problem. I then explain that alcoholism is a dis­ ease and that it is a treatable disease and that we have an excellent treatment program right here in our own family. Then 1 usually sit back and prepare my­ self to field the denials." Here Mesford feels he has an edge December, 1976 then explaining the urgency of treat­ ment and the importance of getting off the merry-go-round syndrome. "By this time, I am in control," he said. "I immediately set up the first nonstop flight to Piney Point and tell him exactly where and when I'll pick him up, preferably, at his place of resi­ dence. I then pick up the plane ticket, then him, and proceed to the airport. I usually plan my trip so that 1 have about an hour with him at the airport to help strengthen his resolve. After he over the officials who never had a seri­ boards the plane, I wait until the plane ous drinking problem. "The alcoholic is actually airborne for obvious rea­ learns to deny reality so that he can sons. Then I call the Treatment Center blame other factors for the problems he and give them the exact plane flight and has, which were actually produced by of course they pick him up personally at Dulles." drinking. I think, my God, he is repeat­ Although port agents are on the ing the same things I made up years frontline of the recruitment campaign, ago. "This is when you are going to win Mesford had some words for Union or lose the person, and believe me, it is members and instructors and employes a game of selling," he explained. "Los­ at Piney Point. "One of the most important things ing could mean losing his life. If you have documentation of his performance,' an alcoholic's shipmates can do is to it helps a lot because he will usually stop covering for him. We cannot lose give you some of the most beautiful sight of the fact that alcoholism is an excuses and alibis you have ever heard. illness. We should say Tf this guy is I usually knock these down by smiling going to recover, maybe I better help and repeating after each one, 'Wasn't it him realize he's got a problem'. We must spread the word and here our re­ really the bottle?'" Most guys don't come around at covering alcoholics are the best people once, but usually they will call back to do it." Mesford used the word "recovering" and ask for more information. Although in place of the more typical "recovered" the individual is interested, he may want to make one more trip before going to stress the chronic nature of the ill­ for treatment. Mesford recommends ness and its eternal susceptibility to re­ lapse. That is why followup after a brother graduates from the Center is so important. When a graduate arrives back home, Mesford recommends picking him up or having another "fecovering gradu­ ate" pick him up and get him into a local AA group right away. He has returned as a different person. Therefore, Mes­ ford tries to get the wife to meet with a professional counselor trained in al­ coholism. "She finds out from the coun­ selors how to handle the recovering alcoholic and how to learn to live with his sobriety because she has been living for five to 30 years with a drunk," he said. AFL-CIO community service groups, state and county agencies, and of course AA, Alanon and Alateen (which are for wives, husbands, and children of alcoholics) provide important help. Relapses Problem Relapses are another problem in fol­ lowup. A high percentage of alcoholics experience one or more relapses during the recovery process, especially during the first two years. "Most relapses follow a similar pat­ tern—first they become overconfident and second they stop going to AA meet­ ings." But a relapse is not the end of the world. "The best way to handle the relapser is to get him back into the AA program as soon as humanly possible," Brother Harvey Mesford concluded. Pjige 19 �" V:f We Kicked the Alcohol Hohilat the Center and Saved Our Lives Oskar Kirs Brother Oskar Kirs ships out of New York as a bosun and A.B. Since he left the program a few months ago, he hasn't had a drink and attends A.A. meetings. "The main thing is just to do it," he declared. "i had a problem with my drinking," Brother Kirs explained. "I lost a lot of good jobs. I would get fired aboard ship or quit." He heard about the program through the Log and the port agents. "The Cen­ ter gives you good ideas," he said. "I was very comfortable here. The staff is good and it's a good program." •,i "I love this program," Brother Sulli­ van added. "We should talk it up all the time, even in bars. I've argued with many of the Union's programs, but not with this one. If there is any more brotherhood than this program, I can't see it." Staying away from that first drink isn't easy however, but support, from other people helps. "A couple of months ago I had the urge to get a drink," Sullivan said. "I got dressed up and went downtown. I know I could have called Harvey, but I didn't. I was on my way to the Frontier when my car blanked out right across from the Sea­ man's Club. I went in to call my old drinking buddy to pick me up and I walked right into an A.A. meeting. So I was saved." John Sullivan 1 V:." •ft • "I didn't know you could have such a good time sober," Brother John Sulli­ van from Seattle told the audience at the Sunday morning meeting. "I went to an A.A. picnic this summer, and be­ ing a nosey Irishman I had to look around. I didn't see any booze any­ where, but everyone was having a good time. "Since I left the rehabilitation pro­ gram, I have been working on the SeaLand shoregang in Seattle. I'm in school for my stationary engineer's li­ cense and I will graduate next month. But for awhile, I never thought I would make it to retirement. "While I was going for treatment, my wife was drunk also, but she was going to A1 Anon, which is for the family of alcoholics. I told her that she needed A.A. too, so she went. Now we are both sober and I can sit and watch T.V. in the evening with my wife at my side. 'Harvey Mesford conned me and sweet talked me into going to the treat­ ment Center. He thought I could still be a credit to this Union. And Tm glad he did. When Harvey said you have to get tough with guys who have a drinkii^ problem, I disagreed. But now 1 know you must get tough because some guys are stubborn and are not going to come here. - ^y^sidentshorh the surrounding communifj^ and speakers at the seminaltold the.story of their struaale with alcohol .By sharing stories, people with a drinking problem learn they are not alone. They suji port each other in an effort tQ remain sober and learn rnor^ about what a drinking prohr iem really means.The purpose is not to compare who is worse off, but to identify with the speaker's effort to remain d free and serene person. The Center's dining room , comfortable and warm, the at­ mosphere at the meeting wak A1 Pelton Charles Wysozki -i: TTart process ol • ering from a drinking probielf I involves giving testimony. At I the open Alcoholics AnonyI mOus 'meeting Saturday night, 1 Sea/arers who have been I through the Alcoholic Rehabil­ itation Center, men trom the When Charlie Wysozki told the Log why he came to the treatment Center, he said he didn't mind if the story was printed. "I'm not ashamed to admit I'm an alcoholic," he explained. "I've been a drunk for 35 years. People might as well know I'm sober." At the time of the seminar. Brother Wysozki, who sails as an AB from New York, was just finishing the six-week rehabilita­ tion program. "I don't know how I managed be­ fore," he said. "I even came up before the Coast Guard twice as a result of my drinking. I kept getting sick till I got tired of being sick. Once I even tried to sober up on rubbing alcohol. It should have killed me but it didn't because I'm a fighter. Now I'm fighting alcoholism and diabetes too. "Some friends of mine, former drink­ ing partners, went through the program. I saw it worked for them and I thought it would work for me. "What scared me most were my blackouts. I stood watch on a LASH ship for two months, but it seemed like two weeks. I remember going into ports, but I don't remember coming out. There could have been an accident, but God was with me." In a letter about his six-week stay at the Center, Brother Wysozki said, "I needed help and I have been getting help for the past six weeks. It's the best thing that ever happened to me. I learned a lot about myself. I also learned to surrender and turn my will and life over to a higher power and through Him I believe that it works. By taking and following the steps "easy does it', 24 hours-a-day, one day at a time, even minute by minute," he said he would make it and not take the first drink again. Brother Charles Wysozki intends to continue attending A.A, meetings whenever he can. Brother A1 Pelton, who ships from New York as an AB, went through the program last January. "I wasn't bad on ship, I took it easy with the drinking while I worked," he said, "but I was having problems and got in a lot of arguments. I decided I needed some help." "This program helped me a lot. It changed my life and I'm feeling better all the time. I only wish they had it sooner," Brother Pelton said. nar, he found time to bake his usual spread of cakes and cookies for the Al­ coholics Anonymous meeting on Satur­ day night. His nutritious meals are praised by all the visitors and residents at the Center. At the Sunday morning meeting, Brother Buchan told the' representa­ tives, "I'd like to thank the brother­ hood for the Center and for saving my life. It's a beautiful program. The best Christmas present we can give ourselves is to help one brother." Lee Buchan Page 20 When Bill Hibbert introduc^ Broth­ er Frank Conway he said, "Here is a guy who came to the Center in sad shape. Now he looks like an ad for Esquire Magazine." "I reached the bottom in San Fran­ cisco," Frank Conway told the brothers at the seminar. "I had nowhere to go. The hospitals didn't want me and the Union was angry too. I was stealing money out of the welfare fund by tak­ ing my in-hospital benefit payments and drinking them up. I spent it all on booze. "Finally I went to Steve Troy in San Francisco and he was very gentle with me. In a few hours I was on a plane headed for the Center. I was scared. But they welcomed me here with open arms. I received such loving care. I didn't know things like that happened any­ more. "Now I'm back in the human race. I have my life and my dignity. And I want to thank the Union for saving my life." Brother Conway now ships out as a QMED from New Orleans. He at­ tended the program in March. rr^ti^W^Mmei _ Zimmermcm, nine of the broth­ ers thanked, the Union for sending them to the rehabilita­ tion center and told how kick­ ing the drinking habit had changed their lives. Here are their stories. Oliver Myers Asa Moore Frank Conway At the time Brother Lee "Buck" Buchan enrolled in the program, he was living nearby the Center in Maryland. However, most of his shipping had been done on the Great Lakes (R. M. Kyes, J.T. Hutchinson, J. p. Schelkopf). He and his wife read about the program in the Log and contacted Bill Hibbert. Then Buck's wife drove him over to the Center. "Over the years my drinking got worse," he explained. "I could admit I was an alcoholic, but I didn't accept it deep down inside. Many people don't accept it deep down inside." Before shipping out with the SIU, Brother Buchan had re-enrolled in the Air Force where he served as a flight engineer during the Vietnam War. "The Air Force couldn't accept that I was an alcoholic either," he noted. "They gave me tranquilizers." But tranquilizers didn't solve the problem. After going through the program earlier this year. Brother Buchan stayed on as the cook. He's a good cook tooi During the busy weekend of the semi- friendly and loving. People who spoke called themselves "'recovering" alcoholics. Al­ though many had been sober for months or even years, they continue to attend A.A. meet­ ings and work at staying away from that first drink. Their stor­ ies of recovery were dramaf/c, and inspiring, Of course at an A.A.meeting you cannot take notes or pictures. It is 'just that—ariony- v| mous. But before and af ter the meeting, several of the brotlv-h ' ers who have been through fhe SIU rehabilitation prograrri^ and two who were residente,told the Log their story. And I Sunday morning, at a seminani Asa "Al" Moore ships as a bosun and A.B. out of New York, although he originally comes from Georgia. He had just arrived at the treatment Center a few days before the seminar began, Nov. 12. He agreed to tell why he came there. "I drank my way out of pro football, out of a home and out of the love of a daughter. On my last good drunk in August, I took $400 and threw it out of a car window. I knew then I needed help," Brother Moore began. "I called Bill Hibbert and told him I was coming, but I changed my mind before the Union could come and pick me up. Instead I shipped out again. I was telling myself I could do it on my own." Brother Moore performed his duties fine aboard ship. "But then, I went through a $2,500 payoff in two days," he said."I borrowed money from Union brothers to get to Macon and then tried to borrow money from my mother. But she said if I didn't come up to the treatmoiit Center, she would cut me out of her will. My daughter, who is in college, started crying because I had brpken so many promises to her. "My mother and nephew drove me to Jacksonville and turned me over to the Union. They gave the brothers money for booze to knock me out andget me on the plane, and that's how I got here. They had to help me into this place. "Seamen live a lonely life; they don't have a real chance to practice A.A. Tm scared, but I'm going to give it a try, that's all I can do. "The personnel here go out of their way to make you feel welcome. This is another SIU first. I've been sailing with the SIU since 1948." "I was 6 feet above the bottom and close to the grave, a hard drinker all my life," Oliver Myers said. "I had been having blackouts. After the last one, my head was busted open and I failed to join a vessel. When I came to the hall trying to lie my way out of it, George McCartney talked me into com­ ing down to the, rehab Center. I agreed, but I went feeling belligerent." Brother Myers, who ships as an oiler, maintenance-utility, or electrician from New York, continued his story. "I'm a big guy and nobody can knock me down. But Sue Shinkle (the nursecounselor), that little bit of dynamite, got to me. It's like selling a bill of goods—you have to know what you want. If you want sobriety, you can stay sober. And they convinced me of it. "I don't feel physically better, but I feel mentally better. I can cope with my problems and see an end to problems that seemed insurmountable before. I have gotten in touch with some of my family and I am paying off debts that are long overdue. I have many people to make amends to and I want to do it before I die." Brodier Myers condnded his testi­ mony to the audience by saying, "Thank yon for not letting me go down into the grave." Brother Eugene Repsch, who sails as a cook on the tugs in Philadelphia, ad­ mits to battling a drinking problem for years. "Back in 1939," he said, "I was drui^ once for seven weeks in a row. When I was hauled into court the judge said, 'you're here more than me.' I even Carried a bottle of Four Roses when I met my wife, instead of the usual bouquet." Since 1950, Brother Repsch has at­ tended Alcoholics Anonymous meet­ ings, "but I have had a few relapses," he explained. "Anyway, I would go right back to A.A. It's my salvation." Before his last drinking bout in Feb­ ruary 1976, he had been dry for seven years. That drinking episode, which lasted eight days, really upset his wife. "When I came home my wife called Agnes Keifer, who works in the Phila­ delphia Hall. Agnes arranged with John Fay to have me sent down to the Center. My wife, Audrey, then got another fel­ low to get me drunk enough to pass out. They threw me in the back seat of the car and drove me down to Piney Point. I haven't had a drink since then." Mrs. Repsch accompanied her husband on his trip to the November seminar. Although Brother Repsch wanted to stay the full six weeks, something came up and he had to leave. But he still found it helpful. "I've been in a couple of rehab places and the Center down here is the best," he declared. "It's the way they discuss things, the way they read the A.A. book, and the counsel­ ing." That February drinking bout had an­ other positive effect. His drinking part­ ner was Brother John Lynch, who then learned about the program through Repsch and later attended himself. Patrick Donovan "A lot of guys think the Union will use it against you, if you come to the alcoholic rehabilitation center," Brother Patrick Donovan said. "But if they wanted to throw you out, they could have done it better when you were drunk. It says right in the con­ tract that the Union will provide a sober crew. "Now I've been shipping from Seattle as a QMED since I left the Cen­ ter..And I'll tell you, the company, the Union and the crew trust you more when you are sober. "Before I came here I was fighting captains and chief en]gineers. I was in everybody's fight inclnding my own. Everyone on board used to turn away when I came around because they thought it would he another beef," Donovan explained. "When I came to the Center, Harvey Mesford put me on the plane from Seattle and told me I could have two drinks. So I got those two little bottles and put them in my socks, just in case. I drank them on the ride to Piney Point, and the counselor who met me didn't say anything. But when I got here, 1 knew I would live up to the program. "Everything is better now. My wife was drinking too and we both quit. Our friends, who were truly our friends, are coming back. The others, who wanted to booze and burn holes in our rugs, don't come around anymore. "I've been out of the Center for seven-and-a-half months. I no longer have a lot of debts. I have money in the bank and money in my pocket. I have a good family life. This program is one of the best things that ever happened." John Lpch I "I had been drinking since 1958," John Lynch explained. Brother Lynch works as a captain on the McAllister tugs in Philadelphia Harbor." I would drink on the boat. After docking a ship, the captain would say 'How about a drink?' so I got in the habit. Soon I was drinking for the sake of drinking. "I would go home and drink and just sit at the kitchen table like a zombie. I didn't talk to my wife or children. Soon I didn't trust anyone either. I didn't get along with the port agent or the crew. "I was able to do my work, but I dreaded it. I dreaded coming home too. One night I told my wife, 'Rosemarie, I need some help.' "We had seen and heard a little about the Center from Gene Repsch, and I decided to attend. I had no idea what it would be like. When I first came, I didn't look my counselor, Frank McCutcheon, in the eye. But they are the kindest people I know. My family came down on weekends, and the staff even counseled my family. "These people have a way of getting to the root of things. I am really very grateful for what they have done. I am also grateful to the Union and to the company. Without the program I might have gone down the drain in a year or two. "It is easy to go to work now, and I feel friendlier toward everyone. Since I've sobered up, it's hard to find any­ one I dislike. My family life is better too. I still go to Alcoholics Anonymous whenever I have the opportunity." I . Hi; sms Page 21 ... ir.-i -"m Sf n �^'The Quality of Care Must Be Preceded by the Quality of Caring "The quality of care must be pre­ ceded by the quality of caring," Uwe Gunnersen told participants in the Alcohol Rehabilitation Seminar. The director of the Alcoholism Division of the Joint Commission on Accreditation of Hospitals, Gunnersen was responsi­ ble for drawing up the guidelines for evaluating alcoholism treatment cen­ ters. During his speech, the first one on Sunday morning, he outlined the re­ quirements for accreditation. Caring was high on the list and in this regard he complimented the labormanagement alcoholism treatment pro­ grams. "There is a great deal of caring for the members in the unions that have these programs," he said. He explained that accreditation is necessary to guarantee high quality of care in hospitals and other medical and psychiatric treatment centers. The med­ ical industry and hospital industry were themselves responsible for setting up accreditation machinery. Part of the reason is that insurers such as Blue Cross didn't want to pay for inferior care and needed some standards to go by. Alcoholic treatment centers came to be accredited in 1970 when the Na­ tional Council on Alcoholism decided these centers should be part of the main stream of medical care and asked the Joint Commission on Accreditation of Hospitals to do the job. But it was dif­ ficult to decide what standards to use. Gunnersen said, because there are as many approaches to rehabilitation as there are people in the field. "We look at the environment, the quality of per­ sonnel, the clinical treatment, and the care after the patient leaves the treat­ ment center." he added. One problem is that insurers pay for the most expensive kind of care which is hospital treatment, while the small centers can often do the job better. That is why his committee is trying to get around to look over the alcoholism treatment centers. However, there are so many centers around the country that accreditation of all of them will take awhile, he explained. 'The Way to Prevent a Re-occurrence Is to Avoid the First Drink' After the SIU brothers testified about rehabilitation in action, Sunday morn­ ing, Dr. Maxwell Weisman summarized the major points made at the confer­ ence. The director of the Alcohol Con­ trol Administration for the State of Maryland, Dr. Weisman has spent much of his time as a psychiatrist and physi­ cian dealing with the problem of alco­ holism. "Many alcoholics feel they are re­ sponsible for their condition, but this is a destructive attitude," he emphasized. "If an alcoholic feels guilty for becom­ ing one, then he may feel there is no reason or hope for a cure. Nobody knows the cause of the disease." He added that an alcoholic, like ,a diabetic, must be held responsible in his own treatment. "The way to prevent a re­ it as a mental disease and prescribe sedatives for anxiety," he noted. He agreed with Dr. L^lair Bissell that substituting a solid pill for liquid al­ cohol is a poor solution. Dr. Weisman learned about Alco­ holics Anonymous when he was work­ ing in a hospital emergency room. After telling drunks to quit drinking and see­ ing them come back intoxicated over and over again, he decided to learn something about the problem. "In med­ ical school, we didn't learn anything about alcoholism," he explained. Soon he was referring patients to A.A. and experiencing a higher success rate in treatment. occurrence is to avoid the first drink." Alcoholics may also feel their con­ dition is hopeless if they tried to do something on their own and failed. But he pointed out that through A.A. and other programs, the miracle of recovery is everywhere. He expressed admira­ tion for the SIU brothers who went through the Center and are living proof of that fact. "When alcoholic patients recover, they discover some marvelous qualities in themselves they never knew they had," Weisman told the audience. That is why he is opposed to treating alcohol­ ism as a mental disease. "Unfortunately, some doctors treat Hall: "...We Have Only Scratched the Surface As the seminar came to a close and buses pulled up to bring the delegates and guests to the Washington, D.C. Airport, SIU President Paul Hall briefly summed up the progress of the alcohol­ ism program and put it in perspective for the Union. First thanking director of the pro­ gram, Bill Hibbert and his staff and HLSS President Hazel Brown and her staff for a stimulating session, he re­ minded the audience that in less than a year the Center had treated over 80 Seafarers. "While that's a good number, we have only scratched the surface. All officers should take an example from Harvey Mesford in Seattle," Hall said. "He works in a one-man port, but 14 out of the 80 residents came hom his port. George McCartney and John Fay are also trying to make a start in recruit­ ment, but we have to work hard to make this work." Here, the recovering al­ coholics are our best help. Hall added. "We should follow the Wobblie organ­ izing concept of every man taking a man." The image of the drunken sailor is not entirely false. Hall ad­ mitted, "but we are responsible because in the past we did not deal with the problems peculiar to our business. Now we have to compensate," Hall declared. Many Seafarers come from broken homes to begin with and the pressures of the job add to the difficulties. Once the problem of alcoholism among Seafarers is licked, Hall pre­ dicted the Union could turn to deading "What does a sailor do when he is on a ship and comes back to find his wife, who is an alcoholic, gone? What a mental strain it must be while he is on board a ship. What can he do with his children when seafaring is the only job he knows?" Hall asked. The answer he gave is to deal with mental hygiene. "We must put the proper emphasis on the total value of the human being." Calling on the membership and of­ ficials to pull together behind the chal­ lenge, Hall concluded, "If you try to make this program work, you repay a debt to our whole commuuity. We want to build a better life for ourselves. We want to release the pain in all of our people caused by all of our problems." with the problems of alcoholic wives and broken homes, both of which are a strain on the Seafarer or Boatman when he is away. OrSTER C-OCKTAIL TOSSED ENTREE • FRLEP -SHRTM-P- • FRIED- SCALLOPS FRIED FlUET OF-FLOUNDER STEAMSHIP . ROUND AU JUS I- - . r^ESH VEGETABLES FROM. OiJR VAttEY LEe FARM FRESH HOME MADE BREAD S ROLLS CUT KERNEL CORN BUTTERED BROCCDU BAKED POTATO W SOUR CREAM DESSERT i 1/11.,„.. • Norfolk delegates C. C. Williams (I.) and Floyd Payton enjoyed learning about the Rehabilitation Center. Both men ship as chief cook. *^^MOOE ^"~-WA - SANAA i,_ " This fabulous menu for the Saturday night buffet was prepared by Lundeberg School cook, Seafarer Bill Bellinger. Brother Bellinger went through the Re­ habilitation Program this past year. Seafarers Log •" Page 22 • -••v.,. *'::' . •' 11, • 'A', " :i �Visitors Admire Center's Old-Homey Atmosphere • -r rrr• V .° \ ''U': ' The staff of the ARC poses on the farmhouse porch. In the front row (I. to r.) are: Frank McCutcheon, counselor; Bud Garrlty, counselor; Sheila Eglinton, office manager; Sue Shinkle, nurse-counselor, and Bill Mitchell, Seafarer-coun­ selor. Behind them stand Bill Hibbert, director (I.) and Lee Buchan, cook. James Faust, QMED (I.) and Rowland Williams, Calmar shoregang bosun represented the members from the port of Baltimore. . From Houston came (I. to r.): Recertified Bosun Bill Joyner; Port Agent Mickey Wilburn, and AB James L. R. Jackson. The leisurely setting of the Seafarers Alcoholic Rehabilita­ tion Center impressed the visi­ tors ivho toured through the main building and bunkhouse on the HLS Valley Lee Farm. Several of the delegates took the opportu­ nity to try out the pool table and exercise machines on the porch of the main building, a 100-year old farmhouse, while others browsed through racks of maga­ zines by the fireplace in the liv­ ing room. In addition to meeting the staff, they were introduced to Blackie and Minnesota, two adopted dags who have made the Center their home. Blackie was found dying of starvation last Christmas. Although still sus­ picious, she manages to befriend the sickest resident, according to Counselor Frank McCutch­ eon. "// he tries to leave before he's better, she won't let him go," he said. Bill Mitchell, a skydiver, mo­ torcyclist and SW bosun who just joined the staff as the rotat­ ing six-month Seafarer coun­ selor was enthusiastic. "/ knoiv half these guys anyway," he pointed out. "/'re been sailing for 34 years." Brother Mitchell licked his own drinking problem nine years ago. As they went on the tour, the director of the Center, Bill Hib­ bert, told the guests that he was impressed by the turnout. "JFe want you to know we are not just a name of something you read and hear about. We are real and we can help. / hope you all spread the word and work to re­ move the stigma from alcohol­ ism. If the membership doesn't buy the program, it won't suc­ ceed." The Mobile, Ala. delegation got together before the tour. They are (I. to r.): J. L. Danzey, deck department; David Norris, QMED, and Harold Fischer, patrolman. December, 1976 Union and management representatives arrive at the ARC farmhouse for a tour. Looking over the dining room are (I. to r.): Boatman Jim Bernachi; St. Louis Port Agent Scotty Aubusson; New York Port Agent George McCartney, and Counselor Bud Garrity. The Philadelphia delegation gathered on the farmhouse porch. They are (I. to r.): A. Raio; John Lynch, tugboat captain; John Fay, port agent; Eugene Repsch, tugboat cook; and P. Huss. chief pumpman. Visitors admire the ARC kitchen. Page 23 �HSEAFARERS 4 MM- LOG.n Official pabUcatiMi mt thm SBAFARBRS INTBRNATIONAL UNION• Atlaatie, GaU, LakM aad lal«a4 Waters District. AFL-CIO Management Is impressed by Progress at ARC -.-Mi-- During lunch, SlU brother Lee Scott (second from left) tells management rep­ resentatives about his experiences at the ARC. Sitting around the table are (clockwise I. to r.): Pat Postiglione from Maritime Overseas Corp.; Art Steier from Zapata Bulk Transport: William Kambar from Ogden Marine, and Ted David from Interocean Management Corp. M anagement representatives from SW-contracted compa­ nies attended the weekend seminar to see for themselves the progress that has been made over the past year. In addition to attending the film and lectures in the auditorium of the Charles S. Zimmerman, they enjoyed the opportunity to visit the Harry Lundeberg School and meet with SW port agents and delegates from around the country. Several had attended the seminar on alcoholism last January and their comments were enthusiastic. Cap­ tain T. G. Dennen, from Waterman Steamship said, "Last year the Cen­ ter was just getting under way as a pilot project and people thought the rehabilitation program might work. Now we know that it does in fact work.'' Pat Postiglione, from Mari­ time Overseas added that the Center was a step in the right direction. "The kind of seminars you are having here are something new and long overdue," Ted David from In­ terocean Management Corp. com- Irv Saunders of Dunbar and Sullivan Dredging Co. discusses the seminar with John Jaeger, an attorney from Cleveland, Ohio. I 1 Alcoholic Rehabilitation Center ""1 I I am interested in attending a six-week program at the Alcoj holic Rehabilitation Center. I understand that this will be kept strictly 1 confidential, and that no records or information about me will be kept j anywhere except at The Center. I I I Name- Book No I I j Address I (Street or RFD) (City) (State) Telephone No. . :. . Mail to: THE CENTER Star Route Boxl53-A Valley Lee, Md. 20692 or call, 24 Iwurs-a-clay, (301) 904-0010 ......" (Zip) I I Sheiir^Egiim^, office manager at the ARC, talks about the program with (I. to r.): Thomas Cassidy from the Staten Island Public Health Service Hos­ pital; Michael Swayne from Transoceanic Cableships Co.. and Captain T. G. Dennen from Waterman Steamship Co. mented. "In fact, the industry will not have dealt with the problem un­ less rehabilitation reaches all strata, including officers." William Kam­ bar from Ogden Marine agreed that, "many a good officer has ruined his career through drinking." Dave Merrill from Sea-Land Serv­ ice stated, "I think it is a construc­ tive program that should lead to a better quality of man on our ships. We strongly support the program. With the type of ships we have to­ day, we can't take a chance with a The Seafarers Alcoholic Rehabili­ tation Center (ARC) has been in full operation for approximately a year. In that year, more than 80 SIU members who have alcohol­ ism have received treatment at the Center. This success is a big achievement for all of us. But if we are going to stay on this course and successfully eliminate alcoholism among our membership, there is still a lot of work to be done. This work requires individual effort from each of us. At one time or another, virtually every one of us has worked aboard a ship or boat where a fellow crewmember was an alcoholic. Fre­ quently, if the man was a friend, we stood his watches for him or did his work for him or covered for him in some way. Even more frequently, we despised him and worked hard to get him put ashore as soon as possible. Either way, though, we carried him. But did that help? Of course not. Because when he got back to port, he was troublesome to the other members and aggravating to have around the Union Hall. So the solu­ tion was simple—"Put him on a ship and get him out of here." guy being drunk on watch." Other industry representatives who participated in the seminar and felt it had been a worthwhile experi­ ence included Edward Liaw, Puerto Rican Marine Management; Mike Swayne, Transoceanic Cable Ship; C. J. Braco and Stanley Johnson, Hudson Waterways; Arthur Steier, Zapata Bulk Transport; Leo Eng­ lish, Delta Line; Guy Siciliano, Vic­ tory Carriers; Irv Saunders, Dunbar and Sullivan Dredging, and M. DiPrisco, American Maritime Associd- ' " lion. In behaving this way, we acted like the man's worst enemy. Whether we liked him or hated him, we were help­ ing him to kill himself. So we've got to work hard now to change our attitudes and behavior toward our alcoholic brother. No more covering up — confront him with the facts of his illness, don't "carry him" at Work. Urge him to ac­ cept treatment. Believe it or not, this course of action may be harder than actually doing the man's work for him. But as Seafarers, we have never taken the easy way out. Unionism in the SIU is Seafarer helping Seafarer. We don't stop to ask if helping is going to be hard or easy. Most of us know the alcoholics aboard-our ship or boat or in our Hall. We don't need to be doctors to know a man has alcoholism. We've probably been complaining or laugh­ ing or worrying about "that old drunk" for years. Let's not lose sight of who he is — a Seafarer, our Union brother. Through our Welfare Plan, we have the ARC, the way to help him get better. As Union members, we owe it to him and to ourselves to help and encourage him to get well. �m Alaskan Oil: Don't Detour It to Japan When the first gush of precious oil flows from the Alaska Pipeline about a year from now, it will undoubtedly be pumped into the belly of a big tanker for shipment somewhere south. Until recently, it was planned that the oil be moved by U.S. tankers to Long Beach, Calif., where the excess oil could be transhipped by pipeline to Midland, Tex. This plan would necessitate the construction of 300 miles of pipeline to hook up with an existing, but abandoned, natural gas pipeline. However, strong opposition to this plan by California's Air Resources Board has at the very least seriously delayed the project, and may halt it outright. This controversy has left a very big question to be answered, and that is, what do we do with the oil? Standard Oil of Ohio (SOHIO), which owns about half of the Alaska reserves, is seeking permission to ship the oil to Japan, which will in turn have a comparable amount of her oil imports from the Middle East rerouted for delivery to the U.S. East Coast. SOHIO says that this oil "swap" plan would last only until the Cali­ fornia controversy could be cleared up and the pipeline to Texas built. The SIU is vehemently opposed to this plan, even for a short while, for a number of reasons. First of all, supposed "temporary" plans and programs, like taxes and bridge tolls, have a strange way of becoming permanent establishments once allowed to go into effect. Why should it be any different for the SOHIO swap. The original intent of the all- Alaska oil pipeline project was to help decrease America's dependence on foreign energy sources, which has nearly doubled in the past seven years. The SOHIO plan, quite to the contrary, would increase the nation's dependence on foreign crude—an intolerable situation. Now is not the time to be exporting U.S. produced oil, when we can't even come close to fulfilling pur own energy needs. As the saying goes, there must be a better way! The SIU believes there is a better way, and that is simply to ship the 1'-)' • ..•!.• . ^ Really Appreciafes HLS5' Dacsmbar, 1576 Official Publication of the Seafarers International Union of North America, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO •®' Vol. 38, No. 12 Executive Board Paul Hall President Frank Drozak Executive Vice President Earl Shepard Joe DiGiorgio Secrelary-Treasurer Lindsey Williams Vice-President Vice-President Cal Tanner Vice-President Paul Drozak Vice-President 8KAFAanii»ifsr<oo mfflTTO luiMmssI Marietta Homayonpour 399 Editor-in-Chief James Gannon Managing Editor ' RayBourdius Jim Mele kJistant Editor Assistant Editor Ruth Shereff Assistant Editor Frank Cianciotti Dennis Lundy Chief Photographer Associate Photographer Marie Kosciusko George J. Vana A Administrative Assistant \ Published monthly by Seafarers District, AFL-CIO, 675 Fourth Ave., Brooklyn. N.Y. 11232. fel. 499 >600. Second class class nSrtage postage V paid at Brooklyn, N.Y. 'i-S- a graduate Of the Cook and Baker I learned the lifeboat techniques cor­ ^iirse Of Nov. 11 at the Lundeberg rectly. I didn't realize before just how good School, I Want to thank all the teachers at the School who were so helpful, the School was. Now that I have been particularly the girls on the Simmons. there, I can really appreciate it. While at HLSS, 1also took the Life-^ Fraternally, boat arid Firefighting Course arid I esT Pedro Mena pecially want to thank Lifeboat lnstrucNew York City tor Chuck Dwyer for making sure that ; . HISTORIC PRESERVATiON Alaskan oil in U.S.-manned tankers through the Panama Canal to Hous­ ton, where it can be transhipped via existing pipeline relays to sites in the Midwest. Robert J. Blackwell, head of the U.S. Maritime Administra­ tion, has already assured the skeptics that there are plenty of available U.S. tankers to do the job. By utilizing this plan, the U.S. will first and foremost retain use of mil­ lions of barrels of domestic Alaskan oil for purely domestic purposes. Secondly, this plan will create hundreds of permanent jobs for American seamen on the involved U.S. oil tankers, as well as many jobs in pipeline construction when the en­ vironmental impasse in California is resolved. By no means does the SIU stand alone in support of the shipping-toHouston plan. This month the Fed­ eral Energy Administration came out strongly in opposition to shipping any Alaskan oil to Japan. Frank G. Zarb, head of the FEA, put it very simply: "It is not in the nation's best interest to let that oil go abroad." Zarb also expressed concern that exporting the Alaskan oil to Japan would pdstpone meaningful action to get the delayed pipeline projects out of litigation in California and into the construction stages. He said, "The time to face the question is now, jand not put it off until a later date." The SIU agrees wholeheartedly with Mr. Zarb. Too much time, ef­ fort and money has gone into con­ struction of the Alaska Pipeline in an effort to ease America's oil depend­ ence. We feel that it would be noth­ ing less than criminal to let this im­ portant accomplishment go down the_ drain even before it is remotely re­ alized. Mr. Zarb said that the FEA will conduct public hearings during the next 30 days, and then will publish its final recommendations. However, Zarb said that it will be the Carter Administration that will have the final word in this matter. We sincerely hope that the 'final word' will reflect the best interests of the nation, and sound something like, "let's keep our own, muchneeded oil resources in the U.S." :4:: an As a 76-year-old pensioner I wish to I would have been unable to live in and say how thankful I am to have been a enjoy our comfortable home. member of such a fine organization as Merry Christmas and Happy New the Seafarers International Union. Year to all my brothers at the SIU. Without all the benefits I have re­ Fraternally, I; ceived from the Welfare Plan over the AlexMcC^ou^A years since my disability, my wife and , New Jersey • • - ^ . I was happy to read a few issues back that the Seafarers Log was expanding its coverage of the Union's ac­ tivities on the Great Lakes. As a former Great Lakes member who worked for Reis Steamship, I'm always glad to read as much as possible about the ftegion arid my Union brothers. ActuI ally, I enjoy reading anything to do with the Union or the maritime industry, but the Great Lakes features are closer to home for me. Keep up the good work. Fraternally, Daniel McGinnes Page 2R December, 1976 - v<.- :A-<: • 'A'- • ' . . �m I u-^ > PRESIDENT Paul Hall SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Frank Drozak t > .!; . jf"- VICE PRESIDENTS Earl Shepard Lindsey Williams Cal Tanner Paul Drozak HEADQUARTERS «754ATe^Bk|yii.ll232 (212)HY9*MM ALPENA, Mich. CM N. 2 Are. 49707 (517) EL 4.3416 BALTIMORE, Md. 1216 E. BalthiioK St 21202 (301) EA 7.4900 BOSTON, MM.. .... .215 EMCZ St 02111 (617)482.4716 BUFFALO, N.Y.... .290 FMdIn St 14202 (716) TL 3-9259 CHICAGO, IlL. .9383 S. Ewii« ATC. 60617 (312) SA 1-0733 CLEVELAND, Ohio 1290 OMRhwRd. 44113 (216) MA 1-5450 DETROrr, Mkh. 10225 W. Jeffenoa Are. 48218 (313) VI3-4741 DULUTH, Mtan. 2014 W. 3 St 55806 (218) RA 2-4110 FRANKFORT, Mkh. P.O. Box D 415 Mirin St. 49635 (616)352-4441 HOUSTON, Tex. 5804 Caul St 770ir (713) WA 8-3207 JACKSONVILLE, Fla. 3315 Ubcrty St 32206 (904)353-0987 JERSKYCrrY,NJ. 99 MoatBomcry St. 07302 (201) HE 5-9424 MOBILE, Ala.. ...IS. Lawraice St 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Axe. 70130 (504)529-7546 NORFOLK, Va. 115 3 St 23510 (804)622-1892 PADUCAH, Ky 225 S. 7 St 42001 (502)443-2493 PHILADELPHIA, Pa.. .2604 S. 4 St 19148 (215) DE 6-3818 PINEY POINT, Md. St Mary's Comty 20674 (301)994-0010 PORT ARTHUR, Tex 534 9 Axe. 77640 (713)983-1679 SAN FRANCISCO, Calf. 1311 Mlirioa St 94103 (415)626-6793 SANTURCE, P. R. 1313 Fernandez Juncos, Stop 20 00909 (809) 724-2848 SEATTLE, Wash.. 2505 1 Axe. 98121 (206) MA 3-4334 ST. LOUIS, Mo.. .4581 Gnixob Axe. 63116 (314)752-6500 TAMPA, Fla..2610 W. Kennedy Blxd. 33609 (813)870-1601 TOLEDO, Ohio 935 SmnmitSt 43604 (419)248-3691 WILMINGTON, CaUf. 510 N. Broad St 90744 (213)549-4000 YOKOHAMA, Japai P.O. Box 429 Yokohama Port P.O. 5-6 Nibon Ohdori Naka-Ku 231-91 201-7935 Shipping at most A&G deepsea ports picked up last month as 1,418 Seafarers found johs on SIUcontracted vessels. Tltot*s a pick­ up of 119 jobs for seniority men and 60 johs for hook men over the previous month. Shipping has been consistently good for deep-sea members and is expected to remain that way for the forseeable future. Port Boston 7 101 5 28 13 8 32 83 30 27 16 29 8 87 0 1 475 New York Philadelphia . Baltimore ... Norfolk Tampa Mobile New Orleans . Jacksonville .. San Francisco Wilmington .. Seattle Puerto Rico .. Houston Piney Point .. Yokohama .. Totals Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile ..; New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals " 1 85 11 18 15 4 20 60 22 32 10 15 6 57 ' 0 2 358 15 10 J Port Boston New York Philadelphia Baltimore Norfolk Tampa ................... Mobile ..... New Orleans Jacksonville San Francisco Wilmington ?... Seattle Puerto Rico Houston Finey Point Yokohama Totals 0 4 0 0 0 0 0 0 0 0 1 0 0 5 0 0 10 TOTAL SHIPPED All Groups Class A Class B C^a^sC DECK DEPARTMENT 6 10 0 100 23 4 0 10 5 0 24 0 0 25 9 10 0 3 13 0 6 0 65 14 28 1 11 0 6 21 0 16 5 0 34 11 3 0 2 5 83 20 0 0 4 0 0 5 130 10 442 •TOTAL REGISTERED Ail Groups Class A Class B aass C NOV. 1-30,1976 3 5 35 0 3 214 4 11 4 2 3 0 1 10 1 2 1 1 2 8 0 0 50 3 30 4 5 4 0 6 6 3 7 3 4 0 12 0 0 87 1 5 1 3 2 1 0. 0 0 0 2 0 0 0 3 0 18 ••REGISTERED ON BEACH All Groups Class A Class B Class C 0 7 0 0 0 0 0 0 0 10 150 18 52 17 8 45 141 48 57 32 64 19 106 0 3 770 4 16 5 8 3 1 1 17 0 2 2 0 2 5 0 0 66 1 0 0 3 0 0 11 0 0 0 0 0 1 .0 0 0 0 1 0 0 3 0 0 5 ENGINE DEPARTMENT 3 0 2 0 65 36 7 0 2 0 13 2 0 21 9 0 2 4 3 0 12 37 0 18 0 16 7 30 10 0 0 1 4 18 0 29 3 5 0 59 15 2 0 0 4 0 3 1 308 134 2 2 131 15 40 20 5 35 109 34 58 23 28 17 81 0 2 600 6 35 7 9 5 0 8 20 7 14 7 7 1 9 0 0 135 0 4 0 0 1 1 0 1 0 1 1 0 0 3 0 0 12 0 1 0 0 0 . 0 0 0 0 0 0 0 0 0 0 0 1 STEWARD DEPARTMENT 0' 0 1 57 0 28 3 0 7 19 3 0 2 4 7 6 0 0 0 1 7 33 19 0 18 8 1 22 3 7 7 3 1 20 0 8 1 0 8 9 16 41 0 0 12 0 2 0 258 118 16 1 58 11 20 16 3 27 66 18 36 8 15 12 52 0 2 345 1 5 1 4 3 1 1 3 0 1 1 1 0 0 0 22 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 131 31 49 20 6 27 89 21 28 17 19 17 51 0 2 509 732 5 43 0 14 1 1 0 2 2 2 2 0 3 •12 0 0 87 111 Ji 0 ENTRY DEPARTMENT • •••**«• • ••••••• • •••••• 4' • •••«••• • ••••••• • ••••••• • ••••••• • ••••••• 0 " 3 35 94 20 6 20 17 11 15 2 4 13 22 38 49 20 8 21 21 5 12 10 25 9 7 36 24 0 17 2 1 204 363 2 20 0 3 2 1 0 0 3 1 1 0 2 18 0 0 53 518 1,251 Totals All Departments 69 1,008 382 28 2,015 •"Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. Seafarers Log �'5 George L. Domingo, 68, joined the Union in the port of Seattle in 1967 sailing in the steward depart­ ment. Brother Domingo sailed 39 years, part of that time for the U.S. Military Sealift Transport Service. He was born in the Philippines and is a resident of Seattle. James E. HiU, 70, joined the Union in the port of Baltimore in 1959 sailing in the steward depart­ ment. Brother Hill sailed 17 years. He was born in Baltimore and is a resident there. ^ y%,- Max P. Sarol, 72, joined the Union in the port of New York in 1953 and sailed as a chief cook. Brother Sarol sailed 54 years, organ­ ized at the Atlantic Refinery Co. where he worked 23 years, and at­ tended a Piney Point Educational Conference. He was born in Hawaii and is a resident of New Orleans. Julius W. Scheidel, 60, joined the Union in 1946 in the port of New York sailing as a bosun. Brother Scheidel was on the Delta Line shoregang in New Orleans from 1974 to 1976. He is a veteran of the U.S. Army Quartermaster Corps in World War II. Born in New Orleans, he is a resident of Metairie, La. r Charles Zubovich, 54, joined the Union in the port of Baltimore in 1954 and sailed as a cook. Brother Zubovich sailed 24 years. He is a wounded veteran of the U.S. Army in World War II. A native of Leisenring. Pa., he is a resident of Masontown, Pa. Victor V. Sanabria, 47, joined the Union in the port of Mobile in 1951 sailing as a chief cook. Brother Sana­ bria walked the picket line in the 1961 N. Y. Harbor strike. He was born in Puerto Rico and is a resident of Aguadilla, P. R. James Lear, 65, joined the SIU in the port of Wilmington in 1959 sail­ ing as'an AB. Brother Lear sailed 32 years. He was born in Lake Provi­ dence, La. and is a resident of San Francisco. Frank J. O'Malley, 63, joined the SIU in the port of Norfolk in 1955 sailing as a pumpman and ship's dele­ gate. Brother O'Malley sailed 49 years. He was born in San Francisco and is a resident of Norfolk. Frederico P. Delos Reyes, 74, joined the SIU in the port of San Francisco in 1966 sailing in the stew­ ard department. Brother Delos Reyes sailed 51 years. He was born in the Philippines and is a resident of San Francisco. Calvin McGahagin, 67, joined the SIU in the port of New Orleans in 1959 sailing as an AB. Brother Mc­ Gahagin sailed 32 years. He was born in Ocala, Fla. and is a resident of /Tampa. Frank K. Robertson, 70, joined the SIU in the port of New York in 1955 sailing as a cook. Brother Robertson sailed 26 years and was on the picket line in the N.Y. Harbor strike in 1961. A native of Scotland, he is a resident of Union Beach, N.J. December, 1976 Hubert L. Lanier, 62, joined the Union in 1946 in the port of New York sailing as a chief steward. Brother Lanier sailed for the Isth­ mian Line and attended the 1970 SIU Crews Conference No. 5 at the HLSS, Piney Point, Md. and another conference there. He was also on the picket line in the 1946 Isthmian strike. Born in North Carolina, he is a resident of Chinquapin, N.C. Harry C. Downey, 67, joined the SIU in 1938 in the port of Boston sailing in the steward department for 46 years. Brother Downey was born in North Carolina and is a resident of Oakland, Calif. Thomas H. Forgrave, 62, joined the Union in the port of Sault Ste. Marie, Mich, in 1961 sailing as a deckhand for Daejon and Kiewit Co. from 1956 to 1960 and for the Great Lakes and Dock Co. from 1960 to 1976. Brother Forgrave is a U.S. Navy veteran of World War II. He was born in Sault Ste. Marie and is a resident of Brimley, Mich . Carl F. Davis, 68, joined the Union in 1946 in the port of Buffalo, N.-Y. sailing as a deckhand. Brother Davis sailed 49 years. He was born in Buffalo and is a resident of Cleve­ land, Ohio. Hunter F. Grimes, 70, joined the Union in the port of Buffalo, N. Y. in 1961 sailing as a deckhand for the Peter Kiewit & Son Co. from 1962 to 1976. Brother Grimes was born in Newport News, Va. and is a resident of Marathon Bay, Fla. a UNION LABEL feature: AIM: We make it for you Meet the union label of the Allied In­ dustrial Workers of America (AFL-CIO)—a 100,000-member union, chartered in 1935, which today represents workers in a cross section of American industry. You'll find AIWmade products with familiar names used by you and millions of other Americans nearly every day. The electric coffee maker, electric frypan and other cookware you used In your kitchen this morning could have been made by AlW members at the West Bend Co., at Regal Ware, Inc., or the Aluminum Speciality Co., all represented by AlW locals in Wisconsin. Perhaps you cooked with products of the A. E. Staley Co. of Decatur, III., makers of food products processed by AlW members. If you've got a power mower in your garage, chances are good its engine was made by Briggs & Stratton Corp. of Mil­ waukee, the world's largest maker of small gasoline engines — and an AlW-organized company. If you'd rather play golf than mow lawns, take your Harley-Davidson motorcycle to the golf course, slip your Arnold Palmer clubs out of your locker and into your golf cart and enjoy, your 18 holes with the help of AlW. Your Harley-Davidson was made by union members in Milwaukee, your golf clubs at the Pro Group, Chattanooga, Tenn. and your golf cart at Outboard Marine Division's Lin­ coln, Neb. plant or by another division of the Harley-Davidson Motor Co. Fishing? Put your tackle in a Kennedy Mfg. In 1976, the Allied Industry Workers International Union adopted this op­ tion ot the Universal Union Label. Co. tackle box from Van Wert, Ohio, or choose one from Atkinson Mfg. Co., Ludington, Mich. You'll need your AlW-made Chrysler Outboard Motor from Hartford, Wise. (Sorry, fishing luck is up to you.) The toys your kids ask for this Christmas may be put together by AlW members who make many popular items such as Play-Doh and "The Six Million Dollar Man" at Kenner Products' Cincinnati plant; Etch-a-Sketch from Ohio Art, Bryan, Ohio; Duncan Yo-Yos from Flambeau Products, Baraboo, Wise.; and HiFlier Kites from Decatur, III. The Allied Industrial Workers union has its roots in the automobile industry. Today, AlW members manufacture Checker cabs in Kala­ mazoo, Mich, and FWD trucks in Clintonville, Wise., as well as many key automotive parts. Union members at Globe-Union, Inc., in Milwaukee make Diehard batteries for Sears, and in Hartford, Wise, they make Midas Mufflers at International Stamping Co., Inc. At Briggs & Stratton, Milwaukee, AlW workers assemble the locks used by the major auto manufacturers. Perhaps the many AlW-made products you used today were shipped to you in an AlWmade Fruehauf Corp. truck trailer, or in one from Highway Manufacturing Co. of Edgerton. Wise. Those truck trailers rolled over AlW-made axles from North American Rock­ well, Kenton, Ohio and on wheels and brake drums from Motor Wheel Corp., Lansing, Mich. You'll find the Union Label of the Allied Industrial Workers behind many fine products Americans use and enjoy every day. Page 27 �John 'Bananas' Ziereis, 71, Passes Away Continued from Page 6 subject matter was usually related to ships, boats, and water. Sense of Humor Seafarer Ziereis' sense of humor was a talent in itself. He had a witty way of talking and an arsenal of favorite quo­ tations, such as the one with which he started every morning as he sat down with his coffee and newspapers: "Ah, the nights that were, and the days that are yet to come!" For the last five years of his life, after his retirement from the SIU, Brother Ziereis worked as a jack-of-all-trades at the SIU Hall in St. Louis. He lived over the Union Hall in an apartment filled with mementos from his years as a Boatman and seaman. One of "Captain John's" duties in St. Louis was to drive people around town on Union business. As St. Louis Port Agent Scottie Aubusson puts it, "John was the unofficial tour guide for St. Louis. No one knows more routes to the airport than John knew." Brother Aubusson remembers with a chuckle the day that one of John's "scenic routes" made him miss his plane. Until this summer Brother Ziereis conducted his chauffeur-tour guide duties in his vintage, white 1957 Ford Fairlane convertible. He finally had to stop driving the auto which had become his trademark because it was wearing out and he wanted to preserve it. He bought a new car to drive, but the old one retained its number one spot in his heart and in his garage. • J: - f A Kind Man Brother Ziereis' most important quality had nothing to do with adven­ ture or talent. It was, simply, kindness. The millions of favors which he did for others, especially for the SIU Boatmen and the office staff at the St. Louis Hall, will never be forgotten. A very appropriate passage of Scrip­ ture was read at Brother Ziereis' fu­ neral. In Matthew, Christ speaks of what he will say to the righteous at the Second Coming: "I was hungry and you fed me, thirsty and you gave me drink; I was a stranger and you received me in your homes, naked and you clothed me; I was sick and you took care of me, in prison and you visited me." He goes on to say, "Whenever you did this for one of the least important of my brothers, you did it for me." A more appropriate passage could hardly have been chosen, for Brother John Ziereis was known for his gen­ erosity and compassion. The whole world was like one big brotherhood of men to him. Seafarer Ziereis is buried at SS. Peter and Paul Cemetery in St. Louis, only a few hundred miles south of his birth­ place and is survived by his wife Lela, his brothers Joe and Bill, and his sisters Harriet and Monica. He sailed around the world many times, but his life ended, as it began, on the banks of the Mississippi, Father of Waters. Dispatchers Report for Great Lakes Buffalo ....: Cleveland . v Detroit puluth...... Frankfort -.; Chicago .... '•Totals . Alpena Buffalp stand Clevefand /Detroit •.Duluth •-Frankfort•••*••.••..•». .•...••.•••* •/• Ghlcss® •• •• '•• .•••.•••••••>-•* •••- • -• • • • • •••.I-.'-. .•.•*•• • .• • *• • • • ;• •.'• /•Totals •••..-. -. -.•.•». Tdtals All Departrnents *"Total Registered" means the number of men who actually registered for shipping at the port last month. **"Registered on the Beach" means the total number of men registered at the port atthe end of last month. - , Warning to Seafarers Young and Old: Drug Possession Means Loss of Seaman's Papers t : I I w, • • •' -f^j: '* If you are conykted of possession of any Ulegiri drug—heroin, barbitnrates, speed, LSD, or even marijuana—the UJS. Coast Guard will revoke your seaman papers, widiout i^p^, FOREVER. That means that y^a lose for the rest of your life die r^bt to make a living by die sea. However, it doesn't quite end there even if you receive a suspended sentence. You may lose your right to vote, your right to bold public office or to own a gun. You also may lose the opportunity of ever becoming a doctor, dentist, certified public accountant, engineer, lawyer, qrcbitect, realtor, pharmacist, school teacher, or stockbroker. You may jeopardize your right to hold a job where you must be licensed or bonded and you may never be able to work for the city, the county, or the Federal government. Ifs a pretty tough rap, butffiat's exactly how it is and you cant do anydiing about it. The convicted drug user leaves a black mark on his reputation for die rest of his life. However, drugs can not only destroy your right to a good livelihood. It can destroy your life. Drug abuse presents a serious direat to bodi your physical and mental healdi, and the personal safety of those around you. This is eqieciaDy true aboard ship uhere clear mimb and quick reflexes are essmtial at aD times for the safe operation of the vesseL Dmit let drugs dc^roy your natural ri^ to a good, luqppy, producdve Kfe. Stay drug free and steer a dear course. Another Panama Ship Seized WithPot,15 CrewmembersHeld The U.S. Coast Guard netted another Panamanian freighter carrying an esti­ mated 21,700 pounds of -marijuana worth almost $6-million and arrested 15 crewmembers of the vessel. Seized was the 220-foot SS Rio Chagres by the cutter SS Point Estero off Gulfport, Miss, right after the ship crossed the U.S. 12-mile offshore limit. On Oct. 15 off Miami, the Coast Guard captured a Panamanian freighter the SS Don Emilio loaded with $134million in marijuana and cocaine found in rear cargo compartments. (Seafarers Log Nov. '76.) On Oct. 18, Coast Guard searchers discovered 80 more tons of pot aboard the ship in forward cargo areas bringing the total to a rec­ ord-breaking seizure of 160 tons worth $184-million! Later on Nov. 1 in a WesT Coast midnight marijuana raid off San Sim­ eon, Calif., sheriff's deputies grabbed 14 men attempting to smuggle in 5 tons of illegal concentrated pot valued at more than $30-million. Police said that four of the smug­ glers were arrested after a four-hour chase by a Coast Guard cutter during which, authorities say, they may have dumped some marijuana overboard from their 79-foot fishing boat. Seafarers Log Page 28 •t �Fred L. Miller, 64, died on Nov. 9. Brother Miller joined I the Union in 1949 in the port of New York sailing as an AB. He sailed for 43 years. Seafarer Miller was born in Jacksonville, Fla. and was a resident of Molino, Fla, Surviving is a sister, Mrs. Beulah A. Enfinger of Pensacola, Fla. Pensioner Anders E. Strom, 78, died of a urinary infection in the Tampa General Hospital on Jan. 7. Brother Strom joined the Union in 1947 in the port of New York and sailed as a chief steward; He sailed 26 years. Seafarer Strom was born in Finland and was a resident of Tampa. Cremation took place in the National Cremation So­ ciety Crematory, Tampa. Surviving is a daughter, Lillian of Tampa. Romeo J. Ringuette, 54, died of heart failure in the San Francisco USPHS Hospital on Oct. 7. Brother Ringuette joined the Union in the port of Wilming­ ton in 1968 sailing as an AB. He attended the U.S. Merchant Marine Maritime School, Sheepshead Bay, Brooklyn, N.Y. from 1942 to 1943. Born in Green River, N.B., Canada, he was a naturalized U.S. citi­ zen and he was a resident of San Pedro, Calif. Cremation took place in the Skyview Crematory, Callejo, Calif. Surviv­ ing are a son, Frank of La Jolla, Calif., and his parents, Mr. and Mrs. Comee Ringuette of Canada. Pensioner John J. Knowles, 65, died of a liver ailment in the Mobile Medicenter on Aug. 28. Brother Knowles joined the Union in 1938 in the port of Mobile sailing as a chief cook. He sailed 37 years and attended the 1970 Piney Point Crews Conference No. 5i Born in Flomaton, Ala., he was a resident of Mobile. Burial was in Rock Cemetery, Flomaton. Surviving is a brother, Robert of Ceola, Ala. Norwood T. Steadham, 59, died on Nov. 3. Brother Steadham joined the Union in the port of Mobile in 1963 sailing as an AB. He sailed 16 y^ars in the U.S. mer­ chant fleet, was a pre- and World War II veteran Of the U.S. Coast Guard and attended a 1970 Crews Conference in Piney Point, Md. Born in Mcintosh, Ala., he was a resi­ dent of Prichard, Ala. Surviving are his widow, Audrey; a stepson, John E. Robinson; a stepdaughter, Darlene Scarborough, and a sister, Mrs. Agnes SwinduU of Chickasaw, Ala. December, 1976 Pensioner Nicho­ las J. Wuchina, 62, died of heart failure in the USPHS Hos­ pital, Baltimore on Sept. 13. Brother Wuchina joined the Union in 1943 in the port of New York sailing as a fireman-watertender. He was born in Pennsylvania and was a resi­ dent of Ligonier, Pa. Burial was in Ligonier Valley Cemetery. Surviving are his widow, Thea; a son. Seafarer Hans P. Wuchina, and a sister, Linda of Blairsville, Pa. Pensioner Henry J. Wintzel, 62, died of lung failure in the New Orleans USPHS Hospital on Sept. 11. Brother Wintzel joined the Union in 1939 in the port of New Orelans sailing as a chief steward. He sailed 38 years. Born in Mississippi, he was a resident of New Orleans. Interment was in St. Paul Cemetery, Pass Christian, Miss. Surviving are a brother, Charles of New Orleans and two sisters, Mrs. Mar­ garet Fournier and Mrs. Mabel Kowalski of Pass Christian. James S. West, 39, died on the 55 Ogde/i •Champion (Ogden Marine) on Nov. 14. Brother West joined the Union in the port of San Francisco in 1968 sailing as an AB for 11 years. He was born in Pageland, S.C. and was a resident of Lincolnton, N.C. Surviving is his mother, Allie of Lincolnton. Robert L. Dwyer, 48, died on Sept. 12. Brother Dwyer joined the Union in the port of Chicago in 1961 sailing as a deckhand for the W. C. Ritchie Co. from 1943 to 1946 and for the Great Lakes Towing Co. from 1948 to 1976. Inland Boatman Dwyer was a veteran of the post-World War II U.S. Air Force. He was borri in Chicago and was a resident of Homewood, 111. Surviving are his widow, Peggy, and a daughter, Maren Kay. James N. Barnes, 43, died of a heart ailment in Virginia on Oct. 31, Brother Barnes joined the Union in the port of Norfolk in 1968 sail­ ing as an AB. He sailed 10 years and during the_ Korean conflict. Seafarer Barnes was a veteran of the post-World War II U.S. Air Force and was a 1971 Piney Point upgrader. Born in Rocky Mount, N.C., he was a resident of Chesapeake, Va. Burial was in Meadowbrook Memorial Gardens, Suffolk, Va. Surviving are his widow, Phyllis, and his parents^ Mr. and Mrs. Norfeet N. Barnes. Clifford P. "Slim" Thompson, 51, died of a heart attack in p New Orleans on Oct. 26. Brother Thomp­ son joined the Union in 1947 in the port of ^ New York sailing as " a bosun. He sailed 26 years and was a veteran of the U.S. Marine Corps in World War II. Sea­ farer Thompson was born in Ohio and was a resident of New Orleans. Crema­ tion took place in the St. John Cemetery Crematory, New Orleans. Surviving are a son, Clifford P. Thompson III; his mother, Mrs. Helen McLenna, and his father, Clifford P. Thompson, Sr. Francis J. Staples, 29, died of head in­ juries suffered in a fall on Aug. 22 in Philadelphia. Brother Staples joined the Union in the port of New York in 1963 sailing during the Vietnam War as a QMED and engine delegate. He sailed as a third assistant engineer with MEBA's District 2 from 1968 to 1975 following his graduation from the SIU-MEBA School of Marine Engineering, Brooklyn, N.Y. Seafarer Staples was also a graduate of the An­ drew Furuseth Training School, Brook­ lyn, in 1963 and graduated from Piney Point in 1968. In 1963, he walked the picket line in a Union maritime beef. Born in Philadelphia, he was a resident there. Surviving are his widow, Bar­ bara; two sons, and his mother, Eliza­ beth of Philadelphia. Ulyss W. Crider, 70, passed away on Nov. 2. Brother Crider joined the Union in the port of Detroit in 1957 sail­ ing as a cook for the Bo-Lo Co. until this year. He was born in Marion, Ky. and was a resident there. Surviving is a sister, Mrs. Vera Barnes of Toledo, Ohio. James G. Aument, 56, drowned as the tug Eileen C. (Marine Towing) sank in Buzzards Bay, Mass. on Nov. 7. Brother Aument joined the Union in the port of Norfolk in 1973 sailing as a cook for the Allied Towing Co. for three years and for the Norfolk Towing and Lighterage Co. from 1973 to 1976. He was a retired veteran of the U.S. Navy. Inland Boatman Aument was born in Wilmington, Del. and was a resident of Elizabeth City, N.C. Sur­ viving are his widow, Estelle, and his daughter, Joan. Ronald P. Broussard, 34, died on Oct. 30. Brother Broussard joined the Union in the port of Houston in 1969 sailing as a tankerman for Dixie Car­ riers from 1973 to 1976, Sabine Tow­ ing from 1972 to 1973 and for Slade Inc. from 1971 to 1972. Inland Boat­ man Broussard was a veteran of the U.S. Army. He was born in Port Ar­ thur, Tex. and was a resident there. Sur­ viving are his widow, Faye and his mother, Mrs. Theresa L. La Maire of Port Arthur. Pensioner Steven W. Dul, 57, died of natural causes in the Staten Island (N.Y.) USPHS Hospital on Nov. 3. Brother Dul joined the Union in the port of New York in 1963 sailing as a deckhand and mate for the Erie-Lacka­ wanna Railroad from 1943 to 1975. He was born in Windber, Pa. and was a resident of Garfield, N.J. Burial was in St. Michael's Cemetery, South Hackensack, N.J. Surviving are his widow, Anne; a son, Peter; three daughters, Lois, Catherine and Adele, and his parents, Mr. and Mrs. Peter Dul. Pensioner John F. McCarthy, 72, passed away on Oct. 23. Brother Mc­ Carthy joined the Union in the port of New York in 1960 sailing as a mate for the Penn Central Railroad from 1926 to 1976. He was born in Jersey City, N.J. and was a resident there. Surviving are his widow, Agnes and a daughter, Mrs. Claire Schiller. �Steword Pepqitment Recertification Progrgm CURRICULUM COMMITTEE'S REPORT From November 21, 1976 to De­ cember 6,1976 the membership elected Steward Department Recertification Curriculum Committee met at the Harry Lundeberg School of Seaman­ ship in Piney Point, Maryland and at Union Headquarters in New York. As a result of their meetings, the Commit­ tee issued its report on the Curriculum for the S.l.U.'s Steward Department Recertification Program. The following is the full text of the Committee's Report. e.. •r The meeting of the Steward Depart­ ment Recertification Program Committee was called to order on November 21,1976 at 9:00 a.m. by Frank Drozak, Executive Vice President. In attendance were the following Brothers: James Colder C-72 Nicholas Hatigimisios H-542 Bernard McNally M-1011 William Hand * H-556 Donald Collins C-336 H. W. Roberts R-428 Harry Hastings H-211 Walter Kilgore K-18 Thomas Ulisse U-20 Nominations for Chaiiman of the Com­ mittee were opened and Brother Don Col­ lins, C-336, nominated J, Colder, C-72. The nomination was seconded by H. Hast­ ings, H-211, and a motion was made to close nominations and elect J. Colder, C-72, by acclamation. After his election as Chairman, J. I (• ri Chef All candidates must have seatime and/ or training in compliance with one of the following. (a) Eighteen months combined seatime as Cook and Baker or Second Chef or Second Cook, Assistant Cook or Third Chef (12 months must have been as Cook and Baker or Second Chef) and hold a certificate of completion from the HLSS Cook and Baker or Second Chef, and As­ sistant Cook or Third Chef Training Pro­ grams. (b) Eighteen months as Chief Cook. i-i ^ Colder, G-72, called the Committee into session. The report of this Committee and its recommendations relative to rules, regu­ lations, and eligibility requirements and a comprehensive curriculum for the Stew­ ards Department Recertification Program is as follows. INTRODUCTION This Committee met daily from No­ vember 21, 1976 to December 6, 1976. During this period we were given the fullest cooperation by Hazel Brown, Mike Sacco and the entire staff at the Harry Lundeberg School of Seamanship. At Union Headquarters, Frank Drozak, Executive Vice President and the Head­ quarters staff provided this Committee with any assistance required. Based upon these discussions, studies, and observations, this is our report. r.-". 1. Eligibility Requirements In order to qualify for the Steward De­ partment Recertification Program, the fol­ lowing are required. Chief Steward/Cost Accountant All candidates must have seatime and/ or training in compliance with one of the following. (a) Twelve months as Chief Cook or Chef and hold a certificate of completion from the HLSS Chief Cook or Chef, Cook and Baker or Second Chef and Assistant Cook or Third Chef Training Programs. (b) 42 months as Steward or Steward/ Cook. I.(J • • I I) ^ • page 30 '-V, All candidates must have seatime and/ or training in compliance with one of the following. (a) Twelve months seatime as Third Cook, Assistant Cook or Third Chef and hold a certificate of completion from the HLSS Third Cook or Third Chef Training Programs. (b) Twelve months as Cook and Baker. Third Chef All candidates must have seatime and/ or training in compliance with one of the following. (a) Nine months seatime as Steward Assistant and hold a certificate of com­ pletion from the HLSS Entry Rating Training Program. (b) Twelve months as Third Cook or Assistant Cook. One qualified chief steward was elected from each constitutional port on Nov. 19 to take part in the Curriculum Committee on the Steward Department Re­ certification Program. Here they get ready to begin their work at Piney Point, Md. with the help of some of the HLS staff and SlU officials. Clockwise aroundtable from far left are: William Hand, Detroit; Barney McNally, Baltimore; W. L. Kilgore, Houston; Henry W. Roberts, Mobile; Don Collins, New Orleans; Bob Kalmus, director of vocational education at HLS; Hazel Brown, HLS president; Frank Drozak, SlU executive vice president; Mike Sacco, HLS vice president; Thomas Ulisse, San Francisco; Nicholas Hatgimisios, Philadelphia; Harry" Hastings, St. Louis, and James Colder, New York. The report of the Curriculum Committee on the Steward De­ partment Recertification Pro­ gram, reprinted here, was read, voted upon and passed at the De­ cember membership meetings. An application for the Pro­ gram and the dates of the courses can be found on the following pages. Any new details on the Pro­ gram icill be carried in upcoming issues of the Log. ' vi Second Chef Stewhrd Assistant All Seafarers must have successfully completed the Entry Rating Course at the HLSS'and have been certified as Steward Assistant. Those Seafarers who hold certificates of completion from the HLSS for Third Cook or Assistant Cook, Cook and Baker or Chief Cook, dated April 11, 1975 or after, holds an appropriate firefighting certificate issued by the Maritime Admin­ istration, and possess the service require­ ments stated above will automatically qualify in the rating they have completed without returning to the school. Requirements and Policies for Steward Department Courses Certificates and Shipping - Getting assistance from SlU officials at Headquarters, the Curriculum Com­ mittee for the Steward Department Recertification Program completes its work. Clockwise around the table, starting from far left"are: Tom Ulisse: Don Collins; Bill Hand; Barney McNally; Nicholas Hatgimisios; George McCartney, New York port agent; Frank Drozak, SlU executive vice president; Leon Hall, Headquarters representative; Henry W. Roberts; Walter Kilgore; Harry Hast­ ings; Cliff Wilson, SlU representative, and Jimmy Colder. a CLASS SCHEDULE : for Chief Steward: (12 weeks) Start April 11 June 13 August 15 October 10 Decernber 12 February 13 Graduate July 5 Septembers ; November 7 January 3,1978 Marchb May 8 Classes for Chief Chef: (9 weeks) Start 11 • June 13 August 15 October 10 December 12 rebruary 13 graduate June 10 August 12 October 14 December 9 February 10 April 14 ^ Graduate June 3 " Augusts October 7 December 2 February 3 April 7 Classes for Assistant Steward: (d weeks) Siart^\/ April 11 June 13 August is October lO December 12 February. 13, Disenrollment Candidates having poor scholastic rec­ ords whether written or practical, having poor attendance or not meeting the gen-eral rules and regulations as promulgated by the HLSS may be disenrolled at any time. Educational Grant Classes for 2hd Chef ah4llTil (8 weeks) ^ Start Apnl 11 June 13 August 15 October 10 December 12 February 13 Candidates successfully completing the HLSS courses for Chief Steward, Chef, Second Chef, 3rd Chef or Steward As­ sistant will be issued an appropriate certificate and will receive preferential shipping in their seniority status. Since all courses include LNG safety training, can­ didates successfully completing the Stew­ ard Department Programs will also receive certification for sailing on LNC vessels. The LNC course is based on Inter-Coverninental Maritime Consultative Organ­ ization standards (IMCO) and will include a field trip to an LNC facility. CT-y^Graduate': May 20 July 22 Septemper 23 November 18 January 20 March 24,, Chief Stewards admitted into the pro­ gram will receive an educational grant of $110.00 per week since Chief Stewards constitute part of the permanent Ship's Committee. Housing and Meals The HLSS will provide at no cost ade­ quate living facilities and meals. Length of Course The course for the Chief Steward will be completed approximately 12 weeks after the date it begins. The final two weeks will be at Union Headquarters. The course for the Chef will be com­ plete approximately nine weeks after it begins. The final week will be at Union Headquarters. The course for the Second Chef or Third Chef will be completed approxi­ mately eight weeks after it begins. The Continued on Page 31 Seafarers Log �Contiimedfrom Page 30 final week will be at. Unioa Headqiuuten. The course for Steward AssittW will be completed approximately six weeks after it begins- The final week will be at Union Headquarters. The Seafarers Log will carry a schedule of the starting and termination dates for all classes, prior to the commencement of the first class, April, 1977. have held. He will perform the duties of Chef in order to become familiar with the responsibilities of that rating. Third Chef The course being offered to Third Chefs will prepare him through classroom 2. Stewards Committee to select appli­ cants for the Programs. Due to the length of the various courses involved, when necessary, a special meet­ ing will be held in New York, following the re^lar monthly meeting to elect a committee of three Stewards, who on the following day will select the necessary number of applicants to complete the spe­ cific classes. This committee will be paid one day's pay at the stand-by rate.^ The first committee will be elected fol­ lowing the March 1977 general member­ ship meeting in order to select applicants for the Program which will commence in April 1977. In making their selections, the Selec­ tions Committee shall consider the prior employment record of all applicants. I^ch class will consist of the following ratings: 5 Chief Stewards 5 Chefs 5 Second Chefs 5 Third Chefs 5 Steward Assistants The Seafarers Appeals Board shall have the authority to regulate the admission of applicants to this Program. Each selected applicant must acknowl­ edge his acceptance of the class he is assigned to by notifying the Seafarers Appeals Board in writing or by telegram as soon as possible. Requests from applicants for class reassignments must be directed to and ap­ proved by the Seafarers Appeals Board. Failure to comply could result in sub­ stituting another applicant in your place. 3. Vocational Chief Steward/Cost Accountant The Steward Department course is be­ ing offered to Chief Stewards in order to make the S.I.U.'s Steward Department the most progressive afloat. The course was designed with special emphasis on new management techniques and the latest changes in food service industry. This will be helpful in keeping pace with the ever changing hospitality field. Assignments will vary depending upon goals to be met for the period and the ability of the indi­ vidual member to accomplish these goals. Each Chief Steward will perform the duties of each job in the Steward Depart­ ment. He will supervise, inspect and eval­ uate the work of the other members in this training program. Chef The course being offered to Chefs will prepare them for their duties as efficient and effective galley managers in the newly constructed Steward Department. The goal will be the elimination of waste and mismanagement in the galley. The Chef will perform some of the duties of the Chief Steward to gain an understanding of that rating. He will supervise and co­ ordinate the galley personnel to insure proper preparation, cooking and serving meals. Instruction will also be given in identifying, correcting and cleaning un­ sanitary conditions in the galley and reefer spaces. The course covers many of the culinary skills employed in hotels and res­ taurants. Second Chef The course being offered to Second Chefs will provide instruction in their new responsibilities on board ship and to pre­ pare them for advancement. The purpose of the course is to qualify the Second Chef to perform the duties required in the bake shop and in the galley for breakfast cookery. He will also work the Third Chefs schedule and those of the entry ratings as a review of former Jobs he may Steivard Assistant presentations and (m^the-job training, the proper practices, procedures and methods that are being used successfully in the hospitality indu^. These include in­ struction in sanitation, cooking serving meals, baking, beverage and salad prepa­ ration, dining room and stateroom skills. The course being offered to Steward Assistant is designed to assist members in the entry rating in the responsibilities of the Assistant Steward aboard ^ip. He will perform some of the duties of the ratings Continued on Page 32 STEWARD DEPARTMENT WECERTIFICATION PROGRAM ATTACH APPLICATION (Please Print) PHOTO •• HOME PORT • ' y -'-' - DATE:__1 NAME: (In Full). Middle First list r ( ) Cfede Phone ADDRESS: Oty, State, Zip Street , - ,..c S(X3AI.$EG0RII^ DATCOFBlHTH:. PLACE OF BIRTH: ' " ROOK NUMBER: HEIGHT: PRESENT SENIORITY STATUSL WEIGHT: DEPARTMENT: EYES: RATING: HAIR: LAST SIU CLINIC CARD DATE:. No AMERICAN CITIZEN? Yes Place: Certificate No.:• - '; IF NATURALIZED, Date: _ Alien Registration No.: IF ALIEN, Type of Alien: CHECK ONE (1) OF THE FOLLOWING RATINGS YOU WISH TO UPGRADE TO IN THE RECERTTFICATION PROGRAM: (See reverse side for service requirements). . ' CHIEF STWD./COST ACCT. • CHEF'. . • SECOND CHEF THIRD CHEF STEWARD Assrc: : • Q • DO YOU HOLD A U S. COAST GUARD ENDORSEMENT AS A LIFEBOATMAN ESf IHE U.S. MEi^| CHANT MARINE? | • YES __ NO . • DATE :RECEIVED Ik) YW HOLD A MARI^^ FIRE-FIGHTING CERTIFICATE? " YES - . NO ^:DIAIE:,RE(:EIVED ' HAVE YOU ATTENDED ANY OF THE FOLLOWING PROGRAMS? AFTS/HLSS ENTRY PROGRAM: YES_ NO FROM TO PORT HLSS/MEBA UPGRADING: YES__ NO FROM / * -^ ^. ^ - V' , ' ".-1 TO EDUCATION \ \^ Name BG^Ghide Ctwnplt^ Grammar, Junior High High School College or Univ.. Trade Schools ^ ' -'.v '' •;—r- :Gnidiiated Yes No ( ) ( ) ( ) ( ) ( ) ( ) ( ) ( ) Type of Course ^ L-L_ • -1 Page 31 December. 1976 •1- H'iyv.iiyyiVr.V �• ta ronstaution uaderstand^ietS be V « and laundty f'"J^juble P«l"'a taking opM»"°°Le inslinntio® ^any '^bee^'a oT'ibe joasinucb itjistoie^P^ on tbe .t»°'d ^^'^ion. «.'V:„S nnd «•' Snnn'^^^^crntMy^' SlSi« Bnr- contract, shtpP'"® . jp^oard t«eet «»= •'T^mmHlee in '!« »« "'"I wotVi rules, ^eeWy ''b P ^ oppo^ Si>\P'? f AgreeinenK »n^^ „eetinP. >° tmporlanneoy^Nhat P'o;"^", ,o P'"'"e»®E!„ auend skip*"'" ings »h''=''d «, cre« •""SationsWP- " metnoeis >°"« '°ljrImpl°y"'"S^tin<:tion " nam i" *' Jut-Snc«'a''',' d i„ doco- is 5Ki:Ts.Tis r~%-si - •" •^, rBlFs?-!™"' .ov nn^ 1 CA3Sro®^^ rhief Cools: mt'^% .m PC keid ^ In -- Baker or Sec Various ri» t ..•,r:v..:i^ai^^s«®^..:.i- -• „»dChe Assist^^^^d hoW ®,S^fcook ot Ihirf '.,: SecoiidCh ) . and Ass^ a v nt TIM^^ ^ draining -t.KS-""-:: , . -material tp"- . • course. indnsttV and d 4 of * p^icoin, anWn^wkS onr =0"""^* of onr gtains. (.^V; andBaket.• . ...Mant ^^d hold» Rta™®- . ..rookand®"'® andkol^ the Ha.^ <•> K r&isssSi B«'»«'»" ' _ M aeafateta-- ^ familianaad « »• \ ^ for ^"'V,„Msiration r>"-*'''Ze comthe pension, Emphasis v/J ^'^ufcookJo'^^^^iulUmems'''^'''' iiakie ,o wr ^^^55 «UkTEj«gS^ .^ged on p^ans and Unions purity. W«nh.' st:jorh%^rkt:;«^5^r. »»5f„ pardcipao^^ng ceni«a"^ia i„ to ofctain a »f B"^ ufekoat t!:„ the course posset opponnn^^ _.,«nrtur an '?"Sko'doOOtP'»^opporton>°LSn^"»hodoOOt •„ «> seoote one op programCood^SB. J a comprebenjff "wrM^ ;s™;;d«Bgnintion,>^^^^^^^ icyrAL' ®"rCn?ricolnn'C^"'"'^ iolastealendatyndi. SSSSMONST^ ^attamHond ,1 eotryintotk ,1976 pateiPe®®®^®* ' Seala" '•»"<'^T' '4- • i;.: Page 32 �SlU Breaks Ground for Algonac Hall 'ta/1 from 4mM Page T^nni9 3 ^ Continued our contracted vessels and our members who man them." Panoramic River View The Union Hall will bd located at the south end of Algonac's riverfront _park and will overlook the clear blue waters of the St. Clair River. The main build­ ing of the complex will house the Hiring Hall, offices and lounge areas. The face of the Hiring Hall, running the entire length of the 115-foot long building, will be enclosed in glass to provide a panoramic view of the river. Betwejen the hall and the river will be a professionally landscaped promenade, and parallel to the building will be a hundred foot dock for small craft. The main building will be used for ments for the ships will be transported monthly membership meetings as well from the Hall, via the launches, to the as the Hiring Hall for the area. The ships as they pass by. Also, the Union grounds will be complete with parking will be better able to provide the ships facilities. The Hall will further serve the with the latest periodicals and other local SIU~members and retirees as a important materials. place to gather and meet casually and About 95 percent of all SIU deepfor social affairs. draft Great Lakes vessels regularly pass Next to the main building will be a through the St. Clair River on their voy­ new boathouse to replace the structure ages between the upper lakes and the which has occupied the site since 1960. lower lakes. The St. Clair River and The boathouse will provide space for Lake are the connecting links between two launches at water level. The space Lake Erie on the south and Lake Huron above will be occupied by ship-to-shore on the north. radio equipment which will enable SIU The two buildings of the complex officials to maintain close contact with will be joined by an indoor walkway. the Union's contracted vessels. According to the architect's design, the SIU patrolmen, as well as replace- buildings will be constructed of brick with wide expanses of glass enclosing the space above the docking area of the boathouse on three sides, as well as the Two ships, a Greek and a Russian entire length of the main building facing freighters, reached the dead-in-the- the river. The roof will be edged with water Seattle that afternoon and, ac­ cording to SIU members, when the Seattle's captain refused to take a line from them, stood by until the Sea-Land Continued from Page 3 Consumer reached the scene around 4 ton, looked out the window and saw p.m. the barge was passing us. He said 'we've The salvage tug arrived later that got to do something and do it right night. now.'" According to Walton, Lupton Darkness and choppy water made it ran up to the wheelhouse while he and too dangerous to take the crew off the the two engineers went out the galley Seattle that night and the next morning door, out the starboard engine room those leaving were transferred to the door and ran to the bow. Sea-Land Consumer. By the time Walton and the engineers Taken to Rotterdam aboard the Seagot to the bow the tug had already Land Consumer, these Seafarers were started turning over on her side, he then flown back to New York. said, "so we jumped up on the rubber Fire-Ravaged SS Seattle Continued from Page 2 CO2 system using the main controls on the main deck. For reasons as yet undetermined, only part of the system could be acti­ vated by the main controls and the mates, again using breathing apparatus, had to go down to the lower deck to a second set of CO2 controls, according to SIU members. Finally flooded with CO.j, the main fire was put out but residual fires burnt for almost six hours and by late after­ noon the temperature in the engine room was still between 150 degrees and 185 degrees—hot enough to disinte­ grate the galley's floor tiles, Crew Saved Themselves Tom Cranford Heads Unit Continued from Page 15 1973, the entire department was turned over to him, and since then he has done an excellent job. Married, 2 Children In 1967, Cranford married the for­ mer Johanna Henrickson of Brooklyn. They now have two children, an eightyear-old-daughter, Telsa, and a fouryear-old son, Julyan. The couple live in a 50-year-old brownstone on a vintage tree-lined block in Park Slope, Brooklyn. Since moving in, Cranford has done a lot of work on his own to restore much of the home's hand carved woodwork. He has also restored the house's stained glass windows. Looking back at his decision to stay with the SIU instead of continuing school, Tom Cranford says in his sin­ cere, frank manner; "I don't regret it. I like the Union, I like the job, 1 like the people I work with and 1 have a good family. What else can a person ask for." Large AFL-CIO Rally Continued from Page 5 partment and the Maritime Port Coun­ Counties Labor Council, said: cil of San Diego also gave the striking "The national AFL-CIO and its of­ cab drivers pledges of support. O. Wil­ ficial state and local labor councils in liam Moody, MTD administrator, and California pledge their full and con­ Les Parker, president of the Port Coun­ tinuing support to the striking affiliated cil, said "We stand solidly behind the members of the Seafarers Interna­ courageous members of the Transpor­ tional Union of North America in this tation &. Allied Workers who have struggle." stood fast for 100 days against the SRINA President Paul Hall, in a slave labor tactics of the Yellow Cab telegram to Michael Spadacini, presi­ Company." dent of the striking union, said: 'Shoulder to Shoulder' "You can count on the SIUNA as Pledges of support also came from we intend to fight along with you with two other SIUNA affiliates in San all the vigor at our command to assist you in reaching a favorable agreement." Diego. Jack Tarantino, president, and Support also came from the Building Jim Bozzo, secretary-treasurer of the & Construction Trades Department, Fishermen's Union of America, Pacific AFL-CIO. President Robert A. Georg- and Caribbean, and Antoinette Garcia, San Diego business agent of the SIUNA ine told the strikers; "The Building Trades Department United Cannery Workers and Indus­ and its California Councils stand be­ trial Workers of the Pacific, told the hind you 100 percent in your efforts to strikers that they would stand "shoulder reach a fair and equitable agreement." to shoulder with you until you win your John Bennings, president of the Cali­ just cause." The strike against the Yellow Cab fornia Labor Federation, pledged that "One million AFL-CIO members in Company began Aug. 27 after the com­ California stand behind you 100 per­ pany refused to bargain in good faith when their contract with the union cent." came up for renewal. The AFL,CIO Maritime Trades De- December, 1976 copper facia and the building's facade will be trimmed with bronzed alum­ inum. The whole design will integrate the building complex with the surrounding park and riverfront area. The grounds will have shrubs and trees. Algonac is a favored resort com­ munity for Detroit residents and many SIU active members and pensioners make the scenic city their home. Algonac City Manager Fern Nichols stated at the ground breaking ceremon­ ies that "construction of the new Union Hall is especially important now, for the city," where rebuilding through the city's urban renewal program is begin­ ning under the direction of Town Engi­ neer Jack Daniels. Algonac's Mayor Karen Cole said that the SIU's move to her city "would he mutually beneficial for the SIU and the city of Algonac." fenders. If it hadn't been for the mate looking out the galley window, I wouldn't be telling this story today." Meanwhile, after asking Brother Aument to go with him up through the boat. Mate James Lupton said he headed for the wheelhouse to see what was going on. "There are two flights of stairs going up to the wheelhouse. I-got up the first alright," Lupton explained, "but on the second I had to pull myself up." The boat was already halfway tipped over, he said. Once in the wheelhouse, he helped an AB escape by pushing him out the window. Then he climbed out the win­ dow himself. The captain escaped from the wheelhouse by dropping from the lower win­ dow into the water, according to Walton. Next Lupton climbed down the side of the boat which by then was hitting the barge. "Each time it hit, a man would go onto the barge," he continued. "After we were on the barge, the boat sank completely. It all happened so fast." The cook, James Aument, did not make it to the barge. Two days later the U.S. Army Corps of Engineers re- covered the body in the galley. He was not a regular on the Eileen C and had been sent out by the Norfolk Hall to replace the cook just a few days earlier. From the barge, Lupton radioed the U.S. Coast Guard, sending Mayday sig­ nals over Channel 6 and then Channel 13. The Coast Guard answered the sec­ ond call and a helicopter arrived first. Approximately 40 minutes later two Coast Guard 45-footers arrived from Woods Hole, Mass. Lupton said he let them know everyone on the barge was in good condition and the Guard started checking the water for the lost man. The SlU-contracted tug Mariner soon came by and took the men on board, giving them coffee and clothes. Just before the accident, the Eileen C had traveled up Buzzards Bay heading for the Cape Cod Canal with the barge on a hawser approximately 1,200 feet long. They had shortened the hawser to 300 feet in order to get behind the barge, but decided to continue towing since the water was rough. When the steering went out, according to the SIU members, the barge came up on the boat and the tug could not move out of the way. It sank in 45 feet of water, two-and-one-half miles west of West Falmouth, Mass. Other SIU members on board could not be reached for comment. They were: Sam Bonnette, deckhand, and John Cartos and Jerry Kleva, tankermen. Marine Engineer Beneficial Asso­ ciation members Walter Hazel, captain, Ed Ellison, chief engineer and T. McCormick, second engineer (relief) also survived the incident. The boat was salvaged last month and a full Coast Guard report will be ready by mid-January. Amount of Pensions The Board of Trustees of the Sea­ farers Pension Plan has enacted a rule concerning the amount of pen­ sion benefits which specifies that in order to receive any pension benefit increase, including those negotiated in 1975 and 1976, an employee must receive credit for 90 days of employ­ ment between the effective date of the increase and the last day of the calendar year in which the effective date occurs, or in any subsequent calender year. If the effective date of an increase is within 90 days of the end of the calendar year, an em­ ployee must receive credit for 90 days of employment within the 12month period beginning on the ef­ fective date, or in any calendar year subsequent to the effective date. This rule will be waived if an em­ ployee b continuously disabled from his last day of employment until he becomes eligible and applies for a pension, provided he becomes eligi­ ble, and applies for the pension bene­ fit after the effective date of the rate increase. Page 33 �asiiw^ahu. The Harry Lundeberg School of Seamanship "/or a better job today, and job security tomorrow* y) 99 Refrigerated Container Mech., Welding, Antomation, Pnmproom Maint. Upcoming M 1 HLSS Gives New Look to Next Year V Courses The new year won't be the only thing new at the Lundeberg School this year because the HLSS Vocational Education Department has revamped many of the School's upgrading courses to better re­ flect projected cTianges in the industry and advances in technology on the newest ships of today's American merchant marine. Among the upcoming'new look' courses of special interest to our deep-sea mem­ bers are Refrigerated Container Me­ chanic, Welding, Automation and Pumproom Maintenance and Operation. Starting dates for these courses are as follows: • Refrigerated Container Me­ chanic—Jan. 10, and Sept. 5, 1977. • Welding—Jan. 10, April 4 and Sept. 19, 1977. • Automation—Feb. 21, and July 25, 1977. • Pumproom Maintenance and Operation—March 7 and Nov. 14, 1977. A complete outline of these courses along with course requirements is carried under course descriptions for the engine department. In addition to the new look in the courses, SlU members will be pleased to know that the Lundeberg School is open­ ing a new upgrading center on the School's grounds as of Jan. 1, 1977. This new facility, complete with modern class­ rooms and a shop building, will provide more comfortable surroundings for SIU upgraders as well as being a more condusive place to learn and study. Many of the courses themselves have been increased by two weeks to include important additional material for con­ sumption by Seafarers. QUARTERMASTER ABLE SEAMAN The course of instruction is four weeks in length and leads to the Coast Guard en­ dorsement of Able Seaman—12 Months —Any Waters or Able Seaman—Unlim­ ited—Any Waters. Course Requirements: Able Sea­ man 12 Months—Any Waters. You must: • Be 19 years of age • Have 12 months seatime as Ordi­ nary Seaman, OR Be a graduate of HLS at Piney Point and have eight months seatime as Ordinary Seaman • Be able to pass the prescribed physi­ cal, including eyesight requirements. Able Seaman Unlimited — Any Waters. You must: • Be 19 years of age • Have 36 months seatime as Ordinary Seaman or 12 Months Able Seaman • Be able to pass the prescribed physi­ cal, including eyesight requirements. Starting dates: Jan. 24, May 12, Aug. 4 and Oct. 27, 1977. V Note: Courses and starting dates are subject to change at any time. Any change will he noted in the LOG. The course of instruction leading to certification as Quartermaster consists of Basic Navigatiorl instruction to include Radar; Loran; Fathometer; RDF; and also includes a review of Basic Seaman­ ship; use of the Magnetic and Gyro Compass; Rules of the Road; Knots and Splices; Firefighting and Emergency Pro­ cedures. Course Requirements: Must hold endorsement as Able Seaman (Un­ limited—^Any Waters). Starting dates: March 21, June 13, Sept. 5 and Nov. 28,1977. - UFEBOATMAN The course of instruction is two weeks in length and leads to the Coast Guard endorsement of Lifeboatman. Course Requirements: Must have 90 days seatime in any department. Starting dates: Jan. 6, 20; Feb. 3, 17; March 3, 17, 31; April 14, 28, and May 12, 26, 1977. Note on Lifeboat: The requirements and course material for the endorsement of Lifeboatman is identical for all personnel. So the above outline and starting dates of the Lifeboat course applies to our deepsea and Lakes Seafarers as well as to boat­ men. WELDING The course of instruction in basic weld­ ing consists of classroom and on-the-job training including practical training in electric arc welding and cutting; and oxyacelylene brazing, welding and cutting. On compl(!lion of the course, an HLS Cer­ tificate of Graduation will be awarded. Course Requirements: • Engine department persorinel must have 6 months seatime in an engine room rating • Deck and steward department personel must hold a rating in their dejiartment. Starting dates: Jan. 10, April 4 and Sept. 19, 1977. AUTOMATION The course of instruction leading to certification for automated vessels con­ sists of both classroom and. practical training which includes; operation and control of automated boiler equipment, automated marine engineering plant op­ erations including, turbines, main and auxiliary condensate systems, lubrication systems, generators, fire, sanitary and bilge_systems. Basic principles of instru­ mentation are covered in the course with the actual application of instruments used in automated systems control. The course is instructed primarily with SIU Gives 7 Scholarships to Members, Dependents Another part of the SlU's total educa­ tional program for its members is the Union's College Scholarships Fund. Each year the SIU awards five $10,000 fouryear scholarships, of which one is reserved for a Union member and four for depen­ dents of members. The Union also awards two $5,000 twoyear scholarships reserved exclusively for members. The two-year scholarships offer various opportunities especially for the member who plans to keep shipping. In such a program you may develop a trade or skill which would improve your per­ formance aboard ship as well as helping you obtain a better paying job when you are ashore. Page 34 The $10,000 scholarships may he used to. pursue any field of study at any ac­ credited college or university in the U.S. or its territories. tual employment (three years for the par­ ent or guardian of dependents) on vessels of companies signatory to the Seafarers Welfare Plan. In regard to our members, application requirements are geared for the man or woman who has been out of school for a number of years, so you will only be com­ peting with other seamen with similar educational backgrounds. The awards are granted in April of each year and the deadline for the receipt of all applications is usually around April 1. • Have one day of employment on a vessel in the six-month period immedi­ ately preceding date of application. Eligibility requirements are as follows; • Have not less than two years of ac­ • Have 90 days of employment on a vessel in the previous calendar year. Pick up a scholarship application now. They are available for you and your de­ pendents at the local Union hall or by writing to the Seafarers Welfare Plan, College Scholarships, 275 20th St., Brook­ lyn, N.Y. 11215. Education and upgrading is the key to job advancement and job security in the modern -day U.S. merchant marine. New ratings mean more responsible jobs aboard ship, and most importantly, it means higher pay for you. The Lundeberg School, and the School's staff of professionals, are at your disposal. There is no reason that it shouldn't be utilized. So check the courses you might like to take and make application to the School. Do it soon; the sooner the better! the aid of a full scale engineering plant console. All students will leam and con­ trol main and auxiliary engine plant op­ erations directly from the engine room console. Engineering plant malfunctions will be covered in the class and each stu­ dent will gain experience in actual con­ sole emergency procedures and opera­ tions. This engine plant console is similar to those found aboard automated ships. Requirement: Applicant must hold Coast Guard endorsement as QMED —Any Rating. The normal length of the course is four weeks. PUMPROOM OPERATION AND MAINTENANCE The course of instruction leading to certification in Pumproom Operation and Maintenance consists of cargo properties and emergency procedures, tanker devel­ opment and construction, operation and maintenance of valve loading procedures, cargo pump operations, cargo measure­ ments, discharging procedures, ballasting procedures, tank cleaning, inert gas sys­ tems, fire fighting and safety, pollution control and cargo control systems. All students will learn the use of metal lathes and milling machines by completing prac­ tical ship board projects. Requirement: All applicants must have six (6) months seatime in a rating. The length of the course is six weeks. REFRIGERATED CONTAINER MECHANIC The course of instruction leading to certification as Refrigerated Container Mechanic consists of both classroom and on-the-job training that includes the fol­ lowing: instruction covering all units on refrigeration, electrical and engine tune up on gasoline and diesel units, operation, maintenance and trouble shooting on all refrigeration units, instruction of funda­ mentals of operation and servicing and diagnostic procedures used with electrical circuits. Requirements: Applicant must hold Coast Guard endorsements as Elec­ trician and Refrigerating Engineer or QMED—Any Rating. The normal length of the course is six weeks. Seafarers Log �License for Western Rivers. Inland Waiters. Oceans Towhoat Operator Courses Coming Soon One of the most important courses of­ fered to SIU Boatmen at the Lundeberg School will be conducted several times during the coming year. The course, broken down into ^veral categories ac­ cording to area, is Original Towhoat Op­ erator for Western Rivers, Inland Waters or Oceans not more than 200 miles off­ shore. The course of instruction leads to Coast Guard licensing as either Ist or 2nd class operator of uninspected motor vessels. Upcoming dates for the course include; • Western Rivers—^Jan. 10, AprU 18 and Sept. 12,1977. • Inland Waters and Oceans not more than 200 miles—Feh. 14, May 23 and Oct. 19, 1977. Eligible boatmen should not hesitate to apply for the course because it gives you a chance to earn a license, which carries along with it higher pay and increased job security. Requirements for this course are as follows: * All candidates for 2nd class operator must be at least 19 years of age and have evidence of 18 months service on deck on a towing vessel. This service must have Steward Department Steward Courses Will Be Changed All Steward Department Courses Lead To Certification By HLSS. CHIEF COOK The course of instruction is six weeks in length and students specialize in the preparation of soups, sauces, meats, sea­ foods, and gravies. Course Requirements: All candi­ dates must have seatim'e and/or training in compliance with one of the following: • 12 months seatime as cook and baker OR • Three years seatime in the steward department, with six months as 3rd cook or assistant cook and six months as cook and baker OR • Six months seatime as 3rd cook or assistant cook and six months as cook and baker OR • 12 months, seatime as 3rd cook or assistant cook and six months sea­ time as cook and baker and hold a certificate of completion for the HLS cook and baker training program. Starting dates: Jan. 6, Feb. 3 and March 3, 1977. COOK AND BAKER I LUNDEBERG UPGRADING APPLICATION Name- • 24 months in the steward depart­ ment with six months as a 3rd cook or assistant cook OR • Six months seatime as 3rd cook or assistant cook and hold a certificate of completion from the HLS assist­ ant cook training program. Starting dates: Jan. 6, 20; Feb. 3, 17; and March 3,17,1977. ASSISTANT COOK The course of instruction is six weeks in length and students specialize in the selection and preparation of vegetables and salads. Course Requirements: All candi­ dates must have 12 months seatime in the steward department, OR three months seatime in the steward department and he a graduate of the HLS entry rating program. Starting dates: Jan. 20, Feb. 17, March 17, 1977. December, 1976 Along with the inception of the SlU's Steward Department Recertification Program in April, the Lunde­ berg School's Steward Department Program will change in both name and content. To find out what these programs will be like, as well as their starting dates, refer to the special section re­ served in this issue of the Log for the Steward Recertification Program. Date of Birth. (L..t) Mo./Day/Ye«r (Middle) (Fir.t) Address (Street) . Telephone #. (City) (State) Deepsea Member • (Zip Code) . Inland Waters Member • (Area Code) Lakes Member • . Seniority Book Number Date Book Was Issued Port Presently . Registered In- . Port Issued- Endorsement (s) Now Held. Social Security #. Piney Point Graduate: • Yes No • (if so, fill in below) .Endorsement(s) Received. to. Entry Program: From. (Dates Attended) The course of instruction is six weeks in length and students specialize in the selection and preparation of breakfast foods, breads, desserts, and pastries. Course Requirements: All candi­ dates must have seatime and/or training in compliance with one of the following: • 12 months seatime as a 3rd cook or assistant cook OR included training or duties in the wheelhouse. • All candidates for 1st class operator must show evidence of three years service on deck of a towing vessel. One year of this service must have included training or duties in the wheelhouse. All candidates must have at least three months service in each particular geographical area for which application for licensing is made. • All candidates must pass a physical exam given by a medical officer of the USPHS or a certified, reputable physician. Upgrading Program: From. .to a (Datei Attended) .Endorsement(s) Received. Do you hold a letter of completion for Lifeboat: • Yes • No; Firefighting: • Yes • No Dates Available for Training (Refer to Directory for all course listings.) 1 Am Interested in the Following Course(s) Directory of All Upgrading Courses i IMSEPSEA, LAKES COURSES Deck Department • Able-seaman, 12 Months Any Waters V , • Able-seaman, Unlimited Any :, Waters ' • Lifeboatman ^ • Quartermaster | ^ •, ? ; .J. -W Engine • Fireman, Oiler, Watertender (FOWT) • QMED—^Any Rating ^; • Advanced Pumpman Procedures j ft * Automation • LNG-LPG . • Refrigerated Containers ^ Welder ft" • Diesel Engines • • • • Steward Department Assistant Cook Cook and Baker Chief Cook Chief Steward INLAND WATERS COURSES RECORD OF EMPLOYMENT TIME—(Show only amount needed to up­ grade in rating noted above or attach letter of service, whichever is applicable.) VESSEL SIGNATURtL RATING HELD DATE SHIPPED DATE OF DISCHARGE DATE. RETURN COMPLETED APPLICATION TO: LUNDEBERG UPGRADING CENTER, PINEY POINT, MD. 20674 • • • • Able-Seaman Pre-Towbo«it Operator . ft J >fi Original Towhoat Operator M Master/Mate Uninspected Ves-ftjj sels Not Over 300 Gross Tons ft| r Upon Oceans • First Class Pilot | ' • Radar Observer' • Pre-Engineer Diesel Engines , ft • A^istant Engineer Uninspected fti| Motor Vessels • ^' • Chief Engineer Uninspected Motor Vessels ft* Tankerman ^ T* Towhoat Inland Cook• • Vessel Operator Management 'I : V. and Safety Co,.ra. •, , ;.i Page 35 �:r it . '•>' \! James Briordy Seafarer James Briordy finished the trainee program at the Harry Lundeberg School and be­ gan sailing with the SW in 1974. Broth­ er Briordy, shipping in the engine de­ partment, returned to Piney Point to upgrade to FOWT before starting the "A" Seniority Pro­ gram. A native and resident of New York City, Brother Briordy ships from that port. Thomas Goodin •,. J 1J jI Seafarer Thomas Goodin has been scaling with the SW since graduating from the trainee program at the Harry Lundeberg School in 1975. , Shipping in the deck _ department, Broth­ er Goodin returned to upgrade to AB at the Piney Point school before attend­ ing the"A" Seniority Program. A native and resident of Seattle, Brother Goodin ships from that port. William Robles Seafarer William f 4 Robles began sail­ ing with the SlU in 11 1970 after attend­ ing the A ndrew Furuseth Training School in New York. Brother Roif -i A ships in 1 the steward depart­ ment as a cook and baker. A native of New York, Brother Robles lives with his wife Ada and his five children in Florida. He ships out of the port of New York. •r 'i'•'•N Kamin Lambenson Seafarer Kamin Lambertson, who I seals with the SIU in the deck depart\ment, graduated from the trainee program at the Harry Lundeberg School in 1972. Brother Lambertson also obtained his AB ticket at the Piney Point school. A native of Boston, Brother Lambertson now lives in New Mexico and ships from either Houston or New York. This month 12 more Seaforers joined the ranks of the SIU full book mem­ bers by participating in and gradnating from the 'A' Seniority Upgrading Pro­ gram. This brings the number of Sea­ farers who have earned their 'A' books through this program to 309. They are Gary Carter, Thomas Gioodin, Louis Almodovar, James Briordy, John Neff, Stephen Patton, Tom Tankerdey, William Robles, Jay Shuler, Mark Lmce, WUliam Sullivan and Kamin Lambertson. Before graduating from tihe program, these new *A* book members were given the opportunity to sharpen their sea­ faring skills by learning about the latest innovations in the maritime industry. The 'A* Seniority Program also pro­ vided these Seafarers with a thorough woiking knowledge of the SIU's history, functions, operations and goals. This two-pronged approach uSed to upgrade these Seafarers into full 'A' book status insures that the SIU wDl always have a solid membership that can participate in Union activities with an understanding of the modem mari­ time indnslry and their Union's role in that industry. Marie Lance Stephen Patton Seafarer Mark Lance has been sail­ ing with the SIU since graduating from the Harry -Lundeberg School in 1974. Shipping in the steward de­ partment as a third cook. Brother Lance is also a graduate of that Lundeberg School training program. Brother Lance ships from the Gulf and lives in Cali­ fornia. He is a native of St. Louis, Mo. Seafarer Stephen Patton has been sailing with the SIU in the engine de­ partment since grad­ uating from the Harry Lundeberg School three years ago. Brother Patton returned to Piney Point for his FOWT endorsement be­ fore starting the "A" Seniority Upgrad­ ing Program. Raised in the Midwest, Brother Patton now lives in Houston and ships from that port. Gary Carter Seafarer Gary Carter first shipped out with the SIU in 1971 after graduat­ ing from-the Harry \ Ltfndeberg School. Sailing in the en­ gine department. Brother Carter up­ graded to FOWT in 1972. Brother Carter ships from the port of Houston and continues to live in hfs hometown, Clarksburg, W. Va. Thomas Tankersley Seafarer Tom Tankersley went \ through the trainee program at the ' Harry Lundeberg I School in 1971. I Shipping in the deck I department, Broth-r \er Tankersley now I sails as AB. Brother Tankersley, a native of Baltimore, now lives in Tokoma Park, Md. He ships from the port of Baltimore. Seventy-one cents of every dollar spent in shipping on Amcrican-fis^ vessels remains in this country, making a very substan&l contribution to the national balance of payments aiid to the nption's economy. Use U.S.-dag ships. It's good for the American maritime IndnStry, the Ameri> can slih>per, and America. Page 36 •! New 'A' Book Members : •/, , si-1 ' - Program 'A' Seniority John Neff Seafdrer John Neff graduated from the trainee program • at the Harry Lunde\ berg School in 1970 and began sailing with the SIU in the deck department. \ Before attending the "A" Seniority Up­ grading Program, Brother Neff returned to Piney Point and obtained his AB ticket. A native of Suitaland, Md., Brother Neff now lives in Marcos, Tex. and ships from the port of Houston. Port Date New York Jan. 4 Philadelphia Jan. 4 Baltimore ......... Jan. 5 Norfolk Jan. 6 Jacksonville Jan. 6 Detroit Jan. 7 Houston Jan. 10 New Orleans ........ Jan. 11 Mobile Jan. 12 San Francisco Jan. 13 Wilmington Jan. 17 Seattle —i.. Jan. 21 Piney Point Jan. 8 San Juan Jan. 6 Columbus Jan. 15 Chicago .VJan. 11 Port Arthur Jan. 11 Buffalo Jan. 12 St. Louis Jan. 14 Cleveland * • Jan. 13 Jersey City ........ t Jan. 10 JayShnler Seafarer Jay Shuler has been sailing with the SIU since graduating from the Andrew Furuseth Training Program in New York in 1967. A member of the en­ gine department. Brother Shuler obtained his QMED en­ dorsement at the Harry Lundeberg School before attending the"A" Senior­ ity-Upgrading Program. Brother Shuler is a native of New York City and now lives in Oneonta, N.Y. He ships out of the port of New York. Louis Almodovar Seafarer Louis Almodovar gradu­ ated from the An•drew Furuseth Training School in I New York in 1970 I and began sailing in the engine departI ment on SIU ships. \NOW an FOWT, Brother Almodovar is planning to re­ turn to Piney Point to upgrade to QMED in the near future. A native of Puerto Rico, Brother Almodovar now lives in New York with his wife Donna and ships from that po/t. iY.'-:.:' William Sullivan Seafarer William Sullivan graduated from the Harry Lundeberg School and began sailing in the engine depart­ ment with the SIU in 1974. Before starting the "A" Se­ niority Program, Brother Sullivan also upgraded to FOWT at the Lundeberg School. A na­ tive of Philadelphia, Brother Sullivan continues to live in that city with his wife, Margaret. He also ships from the port of Philadelphia. ' • . • - j'j - " • --Vi a Deep Sea Lakes, Inland Waters . . . , , . , , , , UIW 2:30 p.m. 7:00 p.m. 2:30p.m 7:00 p.m. 2:30 p.m 7:00 p.m. 9:30a.m. ...; .... 7:00 p.m. 2:00 p.m — 2:30 p.m — 2:30 p.m 7:00 p.m. 2:30 p.m — 2:30 p.m — 2:30 p.m — 2:30 p.m. — 2:30 p.m .".... — 10:30 a.m — 2:30 p.m. .......... — — 1:00 p.m. 2:30 p.m. Seafarers Log �A' Seniority Honor Roll ^ow Niiiters lii 7 is Following are the names and departments of the 309 Seafarers who have completed the 'A' Seniority Upgrading Program. Xfams, Francis, Deck ADSe, Luciano. Eiifine Mien, Lawrence, Enfine Aiiison, Murpiiy, Engine Abmaii, Bin, Deck Aimodovar, Louis, Engine Ames, Mian, Deck Andrepont, P. I., Engine Armitstead, Daniei, Engine Arnoid, Mott, Deck Aversano, Ciifford, Engine Badia, Mike, Engine Bamett, Jay, Engine Bartoi, Thomas, Deck Baxter, Aian, Engine Bean, P. L., Deck Beauverd, Arthur, Engine Beiiinger. Wiiiiam, Steward Bermndez, Frank, Deck Berry, George, Ei«ine Bertei, Kevin, Engine Beruiis, Wiliian. Deck Biietz, John, Engine Bishop, Hoyd, Steward Biackiok, Richard, Engine Blasquez, Gregory, Engine Biigen, Archie, Engine Bohannon, Christopher, Engine Boien, James, Deck Belen, Timothy. Dedi Boies, John, Ei«ine Boiiing, Randoiph, Deck Brackbiii, Russeii, Deck Briordy, James, Engine Brooke, George, Engine Bruschini, Mario, Steward Burge, Bernard, Engine Burke, Lee Rey, Engine Burke, Timothy, Deck Bumette, Barney. Steward Butch, Richard, Engine Caio, Jose, Engine Cammnso, Frank, Deck Carhart, David, Deck Carruthers, Francis, Engine Carter, Gary, Engine Caruthers, Russeii, Deck Castie, Stephen, Deck Cavanaugh, Jadtson, Deck ;.CIark. Garrett, Deck . tdlahgelo, Joseph, Deck Conkiin, Kevin, Engine •*•' Corbett, Wiiiiem, Deck Correii, Pani, Engine Cosentino, Dominic, Deck Ceyie, Michaei, Engine Cunningham, Rohert, Deck Curran, John, Deck Daniei, Wadsworth, Engine Davis, Dan, Deck Davis, Wiiiiam, Deck Day, John, Engine Denardo, Michaei, Engine Derke, Michaei, Engine Deskins, WiiiMm, Steward Diaz, Rohert, En^ne Disiug, Maximo, Engine Dobiong, James, Engine Douroudous, Emanuel, Steward Dukehart, David, Engine Duron, Roberto, Engine Echeverio, Ronald, Steward Eddings, Otis, Jr., Engine Edgeii, Pat, Engine Egeiand, Ralph, Deck Eiiiott, Byron, Engine Escodero, Tomas, Engine Esposito, Gennaro, Engine Ewing, Larry, Steward Farmer, Wiiiiam, Deck Farragot, John, Deck Farreii, Gerald, Steward Fiia, Marion, Deck Fonviile, James, Engine Foxvog, Mark, Deck Frak, Stan, Deck Freehurn, Michaei, Deck Fried, Peter, Engine Frost, Stephen, Deck Fuentes, Luis, Steward Galka, Thomas, Engine Gallagher, Patrick, Deck Galliano, Marco, Deck Gannon, Kevin, Deck Garay, Stephen, Deck Garcia, Rohert, Deck Gaston, Thomas, Deck Giilhtte, Ronald, Deck Giiiiam, Rohert, Steward Goethe, Freddie, Deck Gomes, Glenn, Deck Goodin, Thomas, Deck Gotay, Raul, Steward KNOW YOUR RIGHTS Gower, David, Engine Graham, Patrick, Deck Grey, Joseph, Steward Grimes, M. R., Deck Grisham, Steve, Ded( Gunter, Mike, Engine Hagar, Ken, Deck Hale, Earnest, Deck Hail, Kenneth, Engine Mailer, Charles, Engine Mailer, John, Engine Marris, Nathaniel, Engine Manks, Fletcher, Engine Mart, Ray, Deck Mawker, Patrick, Deck Maynes, Biake, Engine Meick, Carroii, Deck Meiier, Douglas, Steward Memming, Rohert, Engine Moofcs, Bobby, Steward Mooper, Allen, Engine Mumason, Jon, Deck Mnmmerick, James, Jr., Steward Munt, Mike, Engine Mussein, Mohammed, Steward Mtttchinson, Richard, Jr., Engine iiison, James, Engine ivey, D. E., Engine James, Daniei, Deck Jansson, Scott, Deck Joe, Wiiiiam, Engine Johnson, M., Deck Johnson, Oscar, Steward Jones, Leggette, Deck Jones, Nelson Cory, Steward Jordan, Carson, Deck Kanavos, PanaMrtis, En^ne Kegney, Thomas, Engine Keith, Robert, Deck Keiiey, John, Deck Keiiy, John, Deck Kerney, Paul, Engine Kirksey, Charies, Engine Kittieson,LQ., Deck Knight, Donaid, Engine Knoles, Donaid, Steward Konetes, Johnnie, Deck Kunc, Lawrence, Deck Kundrat, Joseph, Steward Lambeftson, Kamin, Deck Lamphere, Thomas, Engine Lance, Mark, Steward • Ronnie, Engine Lang, Gary, Deck Lasater, Thomas, Deck Laughiin, Douglas, Engine LeCiair, Lester, Steward Lehmann, Arthur, Deck Lentsch, Robert, Deck Lesko, Samuel, Deck Loane, Barney, Deck Long, Alton, Engine Lundeman, Louis, Deck Lusk, George, Deck Mahaffey, J. C., Steward Makarewicz, Richard, Engine Maiioiy, Arthur, Deck Manning, Menty, Steward Maurstad, Mitcheii, Steward Marcus, M. A., Deck Martin, Rohert, Engine McAndrew, Martin, Engine McCabe, John, Engine McCabe, T. J., Engine McCants, Aivin, Deck McCauiey, Roy, Engine McLain, Warren, Engine McMuiiin, Clarence, Steward McPariand, Jmnes, Engine Mefferd, Michaei, Engine Merson, Don, Deck Miiici, Robert, Deck Millard, David, Engine Miller, Robert, Engine Minix, R. G., Jr., Engine Miranda, John, Engine Moneymaker, Ernest, Engine Moore, C. M., Deck Moore, George, Deck Moore, James, Engine Moore, Peter, Engine Moore, Thomas, Engine Moore, Wiiiiam, Deck Mortier, Wiiiiam, Deck Mouton, Terry, Engine Muii, David, Engine Neff, John, Deck Noble, Mickey, Deck Nuotio, Ken, Deck Ostrander, Duane, Deck Painter, Philip, Engine Paloumbis, Nikoiaos, Engine Papageorgiou, Dimitrios, Engine Parker, Jason, Deck KNOW YOUR RIGHTS FINANCIAL REPORTS. The constitution of the SlU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommenda­ tions. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates.. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and senior­ ity are protected exclusively by the contracts between the Union and the shipowners. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the shipowners, notify the Seafarers Appeals Board by certified mail, return re­ ceipt requested. The proper address for this is: Frank Drozak, Chairman, Seafarers Appeals Board 275 - 20lh Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are avail­ able in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard ship. Know your contract rights, as well as your obliga­ tions, such as filing for OT on the proper sheets and in December, 1976 the proper manner. If, at any time, any SIU patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY — SEAFARERS LOG. the Log has traditionally refrained from publishing any ar­ ticle serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has" been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circum­ stances should any member pay any money for any reason unless he is given such receipt. In the event anyone at­ tempts to require any such payment be made without sup­ plying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to headquarters. Parr, Steven, Deck Patten, Stephen, Engine Paulson, Glenn, Deck Peyton, Giibmt, Deck Pepe, Christopt^er, Steward Perez, Jose, Engine Perkins, Cy, Deck Petrick, L, Engine Pickford, Albert, Deck Piiisworth, Pat, Deck Poietti, Pierangeio, Deck Prasinos, George, Deck Quirke, John, Deck Reamey, Bert, Engine Reed, Pete J., Deck Restaino, John, Engine Ripley, Wiiiiam, Deck Rivers, Sam. Engine Roback, James, Deck Robies, Wiiiiam, Steward Rodriguez, Charies, Engine Rodriguez, Mector, Engine Rodripez, Robert, Engine Rogers, George, Engine Ruiz, Steve, En^ne Sahb, Caidweii, Jr., Engine Sali^, Robert, Jr., Engine Sanders, Darry, Engine Sanger, Alfred, Deck Scotten, Robert, Engine Shaw, Lex, Deck Shaw, Lucien, Deck ' Shaw, Ronald, Engine Shuier, Jay, Engine Siifast, George, Deck Simonetti, Joseph, Steward Simpson, Spurgeon, Engine Sisk, Keith, Deck Smith, Craig, Engine Smith, D. B., Steward Smith, George, Deck Smith, Robert, Deck Snyder, John, Engine Sowatzka, Brian, Deck Speii, Gary, Engine Speii, Joseph, Deck Spencer, Craig, Engine Spencer, M. D., Engine Springfieid, Marry, Steward Stanfieid, Pete, Deck Stark, Wiiiiam, Deck Stauter, David, Engine Stein, Warren, Engine Stevens, Duane, Deck Strauss, Grepry, Engine Sullivan, Wiiiiam, Engine Svoboda, Kvetosiav, Engine Szeibert, Stephen, Steward Tankersiey, Thomas,, Deck Tanner, Leroy, Engine Taylor, Daniei, Steward Taylor, Dave, Deck Tell, Georp, Engine Thomas, Robert, Engine Thomas, Timothy, Deck Townsend, Joe, Steward Trainor, Robert, Deck Trott, Lieweiiyn, Engine Turpin, Richard, Engine Utterback, Larry, Deck Vain, Thomas, Deck : Vaiton, Sidney, Engine i Vanyi, Thomas, Steward ;; Vazpez, Jose, Engine Venus, Guy, Engine Venus, Steve, Steward Vukmir, George, Deck Waiden, Tim, Deck Walker, Marvin, Engira Wambach, Albert, Deck Washington, Eddie, Engine Wass, Klaus, Steward Waugaman, Jerry, Engine Wayman, Lee, Deck Weils, John, Deck Westerhoim, Gary, Engine Wiiheim, Mvfc, Engine Wiiisch, Edward, Deck Wilson, Richard, Steward Wilson, Robert, Engine Wolfe, John, Deck Woodcock, Wayne, Steward Woodhouse, Ashton, Engine Wright, Charlie, Engine Zukier, Mans, Engine •"'ii -/'j KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGA­ TIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its con­ tents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials,-etc., as well as all other details, then the member so affected should immediately notify headquarters. EQUAL RIGHTS. All Seafarers are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no Seafarer may be discrimi­ nated against because of race, creed, color, sex and na­ tional or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify headquarters. SEAFARERS POLITICAL ACTIVITY DONATION —SPAD. SPAD is a separate segregated fund. Its pro­ ceeds are used to further its objects and purposes includ­ ing but not limited to furthering the political, social and economic interests of Seafarer seamen, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions are vol­ untary. No contribution may be solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as a condition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Sea­ farers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Support SPAD to protect and further your economic, political and soci^ interests, American trade union concepts and Seafarer seamen. If at any time a Seafarer feels that any of the ahove rights have been violated, or that he has been denied his constitutional right of access to Union records or infor­ mation, he should immediately notify SIU President Hall at headquarters by certified nu^, return receipt requested. Page 37 �mm II " I'i SOGHave mum ROUUGXI Anmin DOMTION MOOKLVN, N.Y. 11232 B7S FOinTH AVEMiC ,7' Date. :BOOK NO.. Contributor's Name. r-1 Address. INiaatcil $IIHI or S.S. No.. IT- City .Zip Code . State . SPAD is a separate setregated fund, its prpcdeds at* used to further Its objects and purposes including, but not limited to furthering the-^oliticai,, soclai and ecopomic interests of Seafarer seamen, the preservation and furthering of the American MeroMnt iTsrine with MnnaiM employment opportunities for seamen and the advancement of trade union concepi- in coniieetldn with such objects, SPAO supports and contributes to Mliticial candidates for elective office. All contributions are voluntary. No contribution may be solicitea or received because of force, job .discrimination, financial reprisal, or threat of such conduct, or as.a condition of membership in the Union (SlUNA AGLIWD) or of employ­ ment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAO at the above address, certified mail within thirty days of the contribution for Investigation and appropriate action and refund, if involuntary. Support SPAD to protect and further your economic, political and social interests, American, trade union concepts and Seafarer seamen. |-;i •,1 More To Sil'AII Sioce (A copy of our report is filed with the Federal Election Commission, and is available from the Federal Election Commission, Washington, D.C.) Signature of Solicitor No. » •h r t,*' t 1976 Port Beghiniiifi of '7G The following Seafarers and other concerned individuals, 566 in all have demonstrated an active interest in participating in political and legislative activities which are vital to both our job security and our social and economic welfare, by voluntarily donating $100 or more to the Seafarers Political Activities Donation (SPAD) fund since the beginning of 1976. (The law prohibits the use of any union money, such as dues, initiation fees, etc., for political activities. The most effective way the trade unionist can take part in politics is through voluntary political contributions. SPAD is the union's separate segregated political fund. It solicits and accepts only voluntary contributions. It engages in political activities and makes contributions to candidates. A member may voluntarily contribute as he sees fit or make no contribution without fear of reprisal.) Thirty-seven who have realized how important it is to let the SIU's voice be heard in the Halls of Congress have contributed $200, nine have contributed $300, three $400, one $500, one $600, and one $1,100. The LOG is running the SPAD honor rolls because the Union on foUowing Availability of Plan Doeumenfs f'-'i . . i'i i.'l n -''i .• , it 1-'' As all Union members have been notified, all documents relating to the various Welfare and Pension Plans are available for inspection, for free, at the Union Halls. The documents are the trust docu­ ment, which describes the rules by which the particular Plan is admin­ istered; the Plan regulations, which contain the rules concerning eligibil­ ity for benefits and the amount of benefits under the Plan; and the Plan de^ription, which contains general Information about the type of Plan. K yon want a copy of die documents for your own records, you shmrid send a check for the proper amount to the Plan office (Seafarers' Pension Plan, Seafarers* Welfare Plan, etc.) at 275 20th St, Brook­ lyn, N.Y. 11215. By enclosing a check with your request, you wiU speed your order through. You can order each item sepa­ rately or you can pay $30.70 and receive the trust document. Plan reg­ ulations and Plan descriptions for each of the fidlowing: Seafarers* Pension Plan; Seafarers* Welfare Plan; Seafarers' Vacation Plan; Great Lakes Tug and Dredge Pen­ sion Plan; Harry Lundeberg School of Seamanship; UIW Welfere Plan; and UIW Pension Plan. ' NOTE: As documents are amend­ ed, prices may change. Seafarers Welfare, Pension and Vacation Plans Cash Benefits Paid Oct.27-Nov.24,1976 SEAFARERS WELFARE PLAN ELIGIBLES Death In Hospital Daily @ $1.00 In Hospital Daily @ $3.00 Hospital & Hospital Extras Surgical Sickness & Accident @ $8.00 Special Equipment Optical Supplemental Medicare Premiums DEPENDENTS OF ELIGIBLES Hospital & Hospital Extras Doctors' Visits In Hospital Surgical Maternity Blood Transfusions Optical PENSIONERS & DEPENDENTS Death Hospital & Hospital Extras Doctors'Visits & Other Medical Expenses .. Surgical Optical Blood Transfusions Special Equipment Dental Supplemental Medicare Premiums SCHOLARSHIP PROGRAM TOTALS Total Seafarers Welfare Plan Total Seafarers Pension Plan Total Seafarers Vacation Plan Total Seafarers Welfare, Pension & Vacation Number Amount MONTH TO DATE YEAR TO DATE MONTH TO DATE YEAR TO DATE 13 245 188 18 1 5,523 3 98 64 127 5,328 2,503 146 26 58,631 15 1,237 327 $ 36,956.94 245.00 564.00 2,317.38 162.00 44,184.00 822.95 2,952.81 2,431.10 $396,698.99 5,328.00 7,509.00 23,195.71 3,153.80 • 469,048.00 4,598.51 37,094.04 16,564.30 524 87 144 18 2 134 4,436 844 1,238 187 17 1,167 176,914.93 3,451.76 21,323.30 7,800.00 210.00 3,987.00 1,298,120.76 34,632.32 199,741.88 67,700.00 1,347.50 33,979.81 145 1,854 1,098 123 657 4 36 8 20,835 55,409.50 43,220.23 3,913.96 2,410.00 1,780.75 — 1,195.00 450.00 15,537.80 546,738.45 330, i98.70 48,007.03 23,935.00 18,652.69 756.79 6,451.32 2,266.00 153,062.40 8 97 2,682.09 37,214.86 9,612 2,597 1,556 13,765 101,086 25,299 15,844 142,229 15 230 108 13 63 —, 4 1 2,108 430,922.50 3,765,995.86 653,043.19 6,392,541.96 705,299.60 7,556,736.30 $1,789,265.29 $17,715,274.12 Deposit in the SlU Blood Bank— It's Your Life Page 38 Seafarers Log �*uKll'^tm, 'rt/pfT ''"""^ '"'' """' ''^ "^'"'"'"ed if the livelihoods of Seafarers are to be protected. (A copy of our report IS filed with the Federal Election Commission and is available for purchase from the Federal Election Commission, Washington, D.C.) SPAD Honor Roll sAcevedo,V. .^Adnns/P.' A(fa»iisoii,R.R. Adlnm, M. AgnHirjA. Ak.RAtexander.C. Alexander, if. Algabri,A.K. Aigarin,M. AU,N.M. Alien,!. Alonso,!. Alvarez, P. ';Aniat,K. i Atnmann, W. 'Amper, P. Anderson, A. Anderson, A. Anderson, D. Anderson, E. C. Anderson, H. Anderson, R. Anderson, R. Anersono, C. Annis, G. Antki,M. Antonio,!. Aquino, G. Archibald, H. Aronka, A. Ames,!. Arroyo, S. Atkii^n, D. Aubnsson, E. Auger, E. Avanf,E. Babkovrski, T. Badgett,!. Barry, D. Bartlett,!. Bean,C. Beeching,M.E. Bennett,!. Bergeria,!. Bernstein, A. Bjomsson, A. IHanfon,M,!. Bldnstein,D. BInitt,!; Bobalek,W,!. Bonser,L. ^ Bortz,tC. , ,;BottdKm,R7ilt^' |lBoos$on,E. Boyle, D. Boyne,D.F. Bradley, E. Braggs,W. Brannan,G. Brown,G. A. Brown,!. Brown,!. Biyiini,B, •Bncci,P. |Bnrke,,P.;'^ |BuHie,T. I Borate, P, |Burton,R. ' |Bays«e,T. ' iByme,E. Byrne,W. Cabilda,S. Caffey,!. Cain,F. Can«^lo,F. CampbeB, A. CainpbeU,A.G. €ainplieii,H. CapeU^F.!. , CafabaBo,R. ' , Ctirljone,V. Cannetlo,!. December, 1976 ^'':Genfile,C. Gilford,D. Goins,S. Glidewell,T. Goff.W. Gomez, M. Gonzal^C. Gooding, H. Gorbea,R. Gos%, F. Greene,H. Grima,V. Grinnell,!. Gt6h,W. Guernsey, W. Guidry,F. Guillen, A. Gutierrez, C. Habef,E. Hagen, B. Ilan,E. Ha!I,M. IIaU,K.M. HaU,L. Hall,W. IIamblet,A. Harris, J. Hart,R. Hadiins, A.R. Hassan, H. . Ha^n,B. Hayes, K. Haynes,B. Hebert,T. Heimer,B. Heimila, E. Hendrick,R.G. Hernandez, E.. Heroux, A. Hidais,A.A. Hines,T. Hintze,C. Hoitt,E. Holman, E. Homayonpour, M. Homko,S. Hoover, G. Honchins, C. M. Hudson,S. Huffman, R. 1.. Hufford, R. Hussein, M. Huttdn,G, iovino^ !.> ; ; !acol», R. !anniSon,S. !apper,!. !ohnson,Ar !ohnson,C^ !ohnson,R^^ !ones,!. . !ones,!. R. !ones,T. !oseph,E. Karlak,W. Kastina, A. Kelly,!. Kcndrkk,D. ' j Keomwe,S. . Keragood,M. , -< ) Kerr, R. A. Kinf^ky,!. Kirk,!. ,Kitebens,B.'^^"^ Kizzire,C. Klein, A. Koflowitrfli, W. Galliam,R. Kool,l.. Gi|llien,M. r •%( Konbek,T. " ci Gatuion,lv. Kouvardas,!. iGaray,F. Ipkainer, M. . ^, Garcia,P. ICusimoto,Y. ^ Garcia, R.F;''^''':'^'^' ';!.amb«rt,H. t ht, Gan1|i^n,M. iAngford,C.R, 1 Gaskill,H. •Ijiwreiice,lVI. Gauiw,!. :0^wreB^, W.: ^ Clark, Cliffotd,R. Cofone,W. Compton,W. Conklin,K. Conklin, K. Conner,S. Cooknuins, R. Cooper, N. Cooper, W.D. Costanga,F. Costello, M. Courtney,!, c Cra%,!.L. Crawford, W. Crocco, G. Cross, M. Cruz, A. Dauocol, F.G. Davis,!. Davis,!. Davis,!. DeBarrios, M. DeChaiqp, A. Deguzman, F. Demetrios,!. Diaz, R. Dkkey.W. Dilling, L. Doak,W. Dobson,T. Doigen, D. Douglas, V. Dowd,V. Dragazis, A. Drake, W. brozak, P. DuBois, N. Dunn, P. DoPaola, R. Dwyer,!. Dyer, A. Edan, A. Eddins,!. EUis,P. Emidy,!. < E$caiona,D. Espinosa, R. Fagan,W. Fanning, R. Famier,D. Famen,F. Faust,!. Fay,!. Fayad, A. Fetis,B. Fengosdn,M. Fgrshee, R. Fleteher, B. Fiorous, C. Fdrgeron, 1.. , Foster,!. Foii,S. Fox, P. Franco, P. Frank Jr., Freeman, B. Froonfelter, D. Fuenteis, H. Fugitt,W. Fnlfond,S. • Funk,W. F^rukawa,!!. Galkki,b. Leader, Lebda,F. 1 Lee,H. f Lee,K. 1 Le^,!. i Lelomk,L. Is Leo, A. |v-LescovhA,W. 1 Lessard,A. ^ Libby,H. L%^oot, R. Lindsey, A. Lindsey,H. I.obodat,T. I.ogStaff Logue,!. Loiea8,P. Lopez,R. Mi^rodcr,W. Malensky, G. Maldonado, O. IVfanafe, D. Mancini,R. Mandene,S. Marcus,M. A. MarinelU,P. Martin,!. Martin,!. Martin, T.!. Mask,W. Matson, J. Matthes,B. Matthey,N. Mansfield, L. Mavdone, S. McCartney, G. McClinton,!.!. Mcl)ellas,C. M. McElroy,E.L. McGinnis, A. McMillion,W. McVay.H. Mears,F.!. • Melindez,A. Mercer, !.Me$fnrd,H. Middleton,!!. , Mignano,B. Mize,C. Mollard,C Mmw,!. Bdoneyniaker, E. C. Mongelli,F. Moody,O. Mooney,E.X. Mooney,S. ' Mome, W. Morris, E. Morris, Rms .. - Morris, W. - Mdrrkon,!. ||.Mortensen,0. \ Munsie,!. ; Mnnay,R. is Myerchak,!. . Myei^,H.:•. s ' '\Myi«x,Li: P Napoli,F. • Nadt,W. , Nelson,!, Newbony,!. • Nielsen, R. ; • ; NieIsen,V. Northcutt,!. ;-D'Bnen,E.S V ' ' OettekF. <Birogly,H.A. Ollvera,W. o6on,Fl Paladino,F. Palanp,L : Papimannou. D. , Paradise,!.. i^ Paradise. R. ParncRL ' $1,100 Honor Roll Christenberry,R. A. $600 Honor Roll Pomerlane, R. $500 Honor Roll Richoux,!. $400 Honor Roll Dryden,!. Fansler, L. Liiiedahl,H. $300 Honor Roll Brooks, S. T. Conley, M., Msgr. Apostleship of the Sea Cunningham, W. Feirara, A. Hall, P. McFarland, D. Nielsen, K. Paczkowski, S. Pullian, J. $200 Honor Roll Algina, J. Aipeda, J. Bamman, G. Bellinger, W. Bergeria, S. Brand, H. Browning, G. Bra, R. Coker, D. Curtis, T. DiGiorgio, J. Drozak, F. Dudley, K". Echevarria, R. Foster, W. I.esnansky, A. Lomas, A. I.ombardo.!. Maher.T. McCullogh.!.. McKay. 1). Morris, J. Oleseii. C." " Payne, O. Polk, E. Pulver, E. Quinfer,!. Reck. I.. Richburg,!. Sanaco, C. Sanchez, R. Saunders. I.. Seahron. S. Stewart, E. Terpe, K. Whitsitt, M. Ziolkowski. W. %tlra,S.M. S|psey;R.A.'-rs PecqBex,F. SauwupsldjE; i Peralta,R.L. Slaflsar,K. Perez,!. Slnssce,W. Petli,C.L. Sniiai,H.C. Phanenf,!!. Smith, R. Pias,T. Smith, W. Piatak,S. ^ydcr,!. Poll8rd,G. Soloraon,A. i' Pow,!. Somos,N. Pow^S. S(»esi,T. nraza,L. l^pence,B.R. Prentke,R. ^iqpaTd,E.S. Prevas,P. Spinel, H. Prevatt,C. Staples, F. PrnkBe,D. Steams, B. Pratt, T.L. Stephens,C. Psaldi,A. Stevens,R. Pnrgvee,A. %evais,W. Quanko,!. Stever, H. Qu3es,R. Strauss, H. Quhmonez, R. Siabbkfie!d,P. Ratcliff,C. Stubbkfield,W. Reed, A. Stubblefird,B. Reinosa,G.A. Sullivan, W.!. Reinosa,!. • Surmann,!. Relile,!. lAurkk, R. Reynolds, H. T. SwideiskI,!. Rhoades, O. Tanner, C. Riddk,D.W. Taylor, F.E. Rles,C. Taylor, G. Riley, E. Taylor, L. RlpoU,G.M. Taylor, S. Rivera, A. Telegadas, C. Roades,O.W. Teti,F. RobertSjH. Thomas,!. Roberts,!. Thompson, G. Robertson, T. TitelIi,E. Robinson,!. Towns,R. Rodriguez, F. Trayer,!. Rodriguez,!. •ftoyjS. Rodriguez, R. Tomer, G. Roe,!.T. Ulisse,T. Rogers,G. Underwood, G. W. Rondc,C. yaBeio,A. Rosario,P. Vanderiende,D. Roy, B. Vdazquez,W. Royal,F. Velez,A. Rnf,G. Venzon,R. Riissc,M. Voano,!. Ru3!9«ki,S. yogd,A. Ryan,!. Vogel,C. Ryan^N. ynkmlr,G. Sacco,M. Wagner, M. Iteccd,!. Walker,F. SaecdS. . Walker, T. . V Salazar,H. Walker, W. Saleh,F.N. Vi^is,L Salley,R. Walters, H. Stenche;i^A. Ward,C. Sanchez, M.Ei WariungtoOjE. Sanger, A, WasSfKi . Santos, F. Weaver, A. Sapp,C, Welbcr.H. SchawMand,!. - White,F. Schuffds,?. White, W. Schwarz,R. WQbum,R^ Scott, C. Williams,!.. Scully,!, Waiiams,S, Seagord,E. Wilsoh,B, v Selix,F. Wilson, C.W. Sdz«r,R. Winder, R. Selzor,S. Wingiield,P.G. Sef«eiwb,B.!. Winn,!$epnlveda,R. Winquisf,G, Seriis,M. Wolf, P. Sgaffandich, A. ; Woriey,M. Siucketloid,W. Worstcr,R. Shalbi,N. . Wright, A. Stetp, G.' • ^. : Yafai,K. \:M Sfcwp.T. Yakei,R. ShaWjL. Yamuda,!. Sherinan,lL Youi^,!. St»olar,E.W. 1 : ;Zeloy,!. ^ 't.t Slfder,M. • ^ r 7Jeiwinski,S. Siiva,M. Page 39 �•; hB,' iiuX: r;-. -: . -a/ •r0 %-• 'X' c 3 A* •, f.lb v., •'•••'' ' . -'' ;.,i '^vC- • |Mte' ?rl5^- ll I*' ''W • !'\*'..»•• - ^. Its -':• . .-^"<'• Bjeftfaivr Ji»lun If^ioy owili»^ E:»sgpriei1^ **I t0 l^etier af«rso» and one sitt^e way to do tilta^ w toiMltcf JOIK» said, IMted wifbool it '• iny eilncaficm.'' B^Mlber /• lb- fl;- In addifiOtt to iieipiiig^^l^^ perscnal canear goals, f&e GE0 bas openNsd d^ hi^er ediu^tlon lor niany SIU m^ifoers. Several gradnates liaye enrolled In college or trade vocaffonai i^hoolN, and SealarensBill Lopez and fl^ngelo FoUeii, bodi eained tlueir li^ iddplonsi^ at i|Q^ i«»»^dscbOlB^blp awai^db dM tO;lfe;Sd£C^; €d:.tbe L^ teachers at HLSS are dedicated to fielping each Sea:;aire: iiti^piwtd^ ;'|liy|^|(^tii;^*'Eyf»ydiji^^^ ^ii;'teai^.; and want to learn more... the teachm work witdi yon as mi individoal and giye yon all the help yon need." Brofher John Barber adde^ care aboot yon. They're very ea^ to ran:the:tiiiBeym v|riid lei^ 'Pri^^m l^ciho^^idd to hint in adb^ing fahii goaBi shoidd write to: Acadeoik Ilarry Lmj^eb^ SchooL ^674, and rt^ooestan inlo^ kit It^ worth faking the time to R'liIrS:.!;-.-. - ••^asr Science teacher Cindy McCalf helps a GEO student with an experiment. 1|n the study lounge, students can discussJheir homework and receive inIdividual attention from the teachers. ^ -y ' . V. write becaese, as C®0 iNrogram pneyPoint is the best aroond^ Dipiwha Ftm m^umm ist Seafarer (76) Graduates p • The High Sdiool Equivalency Pfovgram at tlie Harry Lundeberg School has graduated mai^I^afaj^ ybung and old from biparte of Ret^ndy HLSS celebrated the gradu­ ation of its "Bicentennial studenf, 7jS^ar-old J^chardscm timore, Md., the oldest Seafarer to _ ^ Brother Richardson, who is a retired Seafarer receiving an SIU pen-;. , sion, began shipping in 1915 in his ' ; native Norway. He first learned to fit4%"'... -'i 'i •. ' ,q)eak English in 1917 when working| vM - ' ^aboard vr^ls mdnt^ lish Seametf s llni ingabd^Affl^^ and sei^ throu^out World War II. Nils Richardson, the oldest Seafarer to get a high sGhbol equivalohcy diploma,^ Richardson learned of the GED proudly holds his speclatsraduation certificate. With hint are Margaret Nafen Jh-ogrmn at the Lunddfcmig School Od^Hl^director of aoadernic ed^^ thiougbs^ ^Siftip^flrewr Log. He^ M b^r aataW^ cellentand inteit^^ thn»ui^ tfac^^ nouns and He added that, "tlte time Mm^housc taught me Ingram. A^e^ the Pir^y Point was so totally satirfac- about graphs and poetic feet Miss School, Ik suiioUi^%s and Ik toiy- The teachers were superb and Fiffab cf matltematics, helped me M ional crfferings^Brothm-JUpharjl: ^,,^ ™ ' -vX. if had added labor to bring mO on the right track. Our science llfeac^r led Us dirou]^ tl^ ^|bf the human body, and now wtel ikhow moite about ourselves and lp| World abotit us. : ^ also enjoj ::''#hen-: j; ,^;;tead;; ^ut"^ :tfttr;:piibi[lt; schools in Baltimore and the:disrui tibns i^used^ b^ the studeofei-i^ said, "... I wish d»|it you could Iport some of tb^ d Poittt." I At hk graduatioii ceremony, whic' v^ attend^ h^ wife and so% i^afarer : w^ oertifichl^ Irom the academic staff members; at certificate "a P'V/L. "I wasoveiWhelmed, as wms n^wd^ and Son,^^^^t V concern and affection was lavishtdf ' >" -' cm me. This graduation rates as oneib^i sympathetic. My grammar^ jirh^jppetim^ljai^^^^Mlhe gregtpccn^ .,••••, .'••••.- .,v -•- t .\r rjur.. .. .. ••,.••. .rr , ^ :'.u • ' � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource December 1976 Description An account of the resource Headlines: FIRE-RAVAGED SS SEATTLE MAKES IT BACK TO PORT AMERICAN LABOR HAS PLAYED POWERFUL ROLE SIU BREAKS GROUND FOR ALGONAC HALL CREW SAVED THEMSELVES FROM DULUTH TO BUFFALO, INDUSTRY RELIES ON LAKERS NLRB UPHOLDS SIU'S MANNING OF 3 PRMMI SHIPS AFL-CIO ORGANIZERS DISCUSS FIGHT TO UNIONIZE WORKERS LARGE AFL-CIO RALLY PLEDGES LABOR SUPPORT MARAD GIVES WATERMAN GREEN LIGHT TO BUILD 4 LASH SHIPS JOHN 'BANANAS' ZIEREIS, 71, PASSES AWAY DROZAK SEES CONGRESS WIDENING USE OF LAKES FLEET AFL-CIO REACTIVATES FOOD TRADES DEPARTMENT NOVEMBER JOBLESS RATE OF 8.1 PERCENT HITS '76 PEAK A FATHER AND SON COMBINATION: IN THE HARBOR AND ON THE SEA HOUSTON MEETING: NEW HALL, CARTER, AND THE USPHS MCCARTNEY STIRS SIU SUPPORT FOR U.S. CARGO POLICY CANNERY WORKERS INK 1ST CONTRACT IN U.S. SAMOA BOATMEN MOVED BUMPER '76 GRAIN CROP HOW THE AFL-CIO SERVES THE LABOR MOVEMENT TOM CRANFORD HEADS UNIT THAT PROCESSES 25,000 CLAIMS A YEAR ALASKAN OIL: DON'T DETOUR IT TO JAPAN AIW: WE MAKE IT FOR YOU ANOTHER PANAMA SHIP SEIZED WITH POT, 15 CREWMEMBERS HELD TOWBOAT OPERATOR COURSES COMING SOON HIGH SCHOOL DIPLOMA OPENS DOOR TO ADVANCEMENT OLDEST SEAFARER (76) GRADUATES FROM GED PROGRAM AT HLSS Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 12/1/1976 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. XXXVIII, No. 12 1976 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/fb4cb6bbda760a60b9c9ad26c3b203ca.PDF b7c82ed6e094ccac1c2d823a8cad712e PDF Text Text . r- ^ -A^'A ^ "r:;I : - J-^ tr j I - •- -:Si' i •-•1, iv-^ - ' • ,f- , ' A'iAvJimwWk [ '.'U "-j-'Ai- . .' i-JH';-'--' i' K' '< i..- -^1 , 'v ^ t-; '"" •" ^ "'1 iK-Ci yp - I"'•••-.%•>. '1 f •V'^-AAC r;^;^ I ,1 x! ti,^ V, ' ' , ^ I -CA-.T'A.: If?'-'Vii |V: .;> |i V;v' , mfWM ••' '* , •:>• V.•:.•; . -K l'.-":'" •"*' ' \. ' h.;:Ar:;'.;r--.-4j| p r:WlS?A' ' " ' i- -"x^t ,i0M^ II -• i Tv. t" > f >. •- •»- Great Lakes Seafarers Get Wage Adjustment -^^<-1 laiam A-r ut I A ' feiiJ mT' Two Inland Boatmen Die When Towllne Slips See Page 2 ft ^ New Deep Sea COLA Rates See Page 13 '." • I'lje. .}. M ^. .;iis •=:'Aii?-';£A''^ 'jl 1976 Seafarers Tax Information See Pages 23-27 . '4's ^'€6urier readv for her rriSde^'Vc^ge: From '^ef^^^ QMtD/pumpaiao; Sal Sbnglto, reP0rtti^4.J:^syn, r—' A ••>,'. ,|L A^fMwm :-''4 - -yjT - A-oV ,, r—li �' • V SlU Great Lakers Get Cost of Living Adjustment As part of an unlimited cost of living adjustment that was negotiated with the major Great Lakes steamship compa­ nies in August, 1974. the standard hourly wage for most Great Lakes Sea­ farers increased by 30 cents an hour as of Jan. 1, 1977. This 30 cent COLA adjustment applies across the board to all ratings. As a result of the 1974 con­ tract, SlU deep draft crewmembers make more money per hour than mem­ bers of other Lakes maritime unions. GREAT LAKES Under the contract, hourly wage rates are adjusted four times a year according to the Consumer Price Index. This in­ crease is added on to the paycheck after the regular hourly wage and overtime are computed. But at the end of the year, the money is "rolled in" to the wage, rate and cannot be taken away even if the Consumer Price Index goes down. Overtime, after the first of the year, is then computed according to the last year's increased pay scale. Unique Feature The SIU Lakes contract is unique because for most other unions, COLA adjustments are temporary and not Tolled into the wage scale. Since August 1974, the deep draft Great Lakes Seafarers had a total of $1.44 an hour rolled into their paycheck through cost of living adjustments. In addition, they gained three regular pay increases: one each in August 1974, August 1975 and August 1976. The industry-wide contract with the major Lakes steamship companies ex­ pires on July 31, 1977. Preliminary negotiations for a new contract begin in May and the Detroit negotiating com­ mittee has been gathering contract pro­ posals from all vessels. Two Die as Slipped Towline Knocks Them Into San Juan Harbor Two SlU Boatmen Robert Bousson, 36, and Louis Jan Lusson, 49, died in a tragic accident last month as they were making up a tow to their tug. Sea Racer, in San Juan Harbor in prepara­ tion for a trip to St. Thomas, the Virgin Islands. The accident occurred when a towline reportedly slipped off its block striking the two able seamen and knocking them overboard. SIU Deckhand S. Rivera dove into the water after them and was able to rescue Brother Bousson, who was then MSC Won't Pay 2 Percent COLA The Military Sealift Command ha.s notified the Union that it will not honor the 2 percent cost-of-liv­ ing adjustment for Seafarers on the four MSG Columbia class tankers under charter to the SlU-contracted company, Mount Ship­ ping. The four ships affected by the decision are the 37,000-ton tank­ ers Colombia, ISeclies, Hudson and Susquehanna. Telegrams have been sent from Union Headquarters notifying the ships' crews of the MSC's position. In the meantime, the Union Is pre­ paring to appeal the ruling. ru uu Paul Hall Because of 1976^ 7977 Looks Promising It's not always a good idea to start a new year off with a great deal of manufactured optimism, because if things don't work out the way we would like them to, the disappointment of failure is twice as bad. However, judging by the new programs initiated by the SIU and its members in 1976, coupled with the new programs we have slated for 1977, I feel that we have reason to be optimistic both for the coming year and for the long-term outlook. I believe the single most important occurrence for the Union and its members in 1976 was the merger of the IBU into the SIU A & G District. In essence, the merger brought two strong unions with similar ideologies and similar goals for the betterment of their respective memberships into one stronger family. In practice, the merger has given the SIU increased strength to deal more efficiently in such vital areas to all SIU members as collective bargaining, servicing, organizing, and politics on both the local and national scenes. The first tangible result of the merger came just two months after the acceptance vote when the SIU took the first step in establishing an industry wide vacation plan for inland boatmen by winning, through collective bar­ gaining, a vacation plan with two contracted inland operators. It was the first such plan ever negotiated in the inland waterway industry. Last year also saw our Alcoholic Rehabilitation Program take root. Most im.portantly, this program is providing members who have drinking prob­ lems the opportunity and help to overcome a very serious disease and get a new start in life. Yet, this program also demonstrates in a very vivid fashion that SIU mem­ bers—<lespite the economic pressures of rising costs, the social pressures of a nation that sometimes seems to be moving faster than its citizens, and the job and family pressures of the seafaring life itself—still hold deep con- LIEBS rushed to Presbyterian Hospital for emergency treatment. However, he died of his injuries the next morning. Rivera could not locate Brother Lusson be­ cause his body did not surface after he was knocked into the water. The Coast Guard conducted a thorough 12-hour search of the harbor for his body, but it also ended in failure. Lusson's body was finally discovered two days later by the crew of another tug. Boatman Bousson, who was a resi­ dent of Santurce, P.R., is survived by his wife, Margaret, and his son, Patrick, 14. Bousson, a member of the Union for eight years, was a veteran of the U.S. Marine Corps. Robert Bousson Boatman Lusson, who made his home in Bayamon, P.R., is survived by his wife. Carmen, and son, Richard, 18. A relatively new member of the Union, Brother Lusson was a retired Coast Guardsman. cern and compassion for a fellow Brother in trouble. I believe that it is this invisible bond of genuine concern for the health and welfare of others like ourscKcs, that has kept the-SIU a strong, cohesive unit since our incepp tion and will do the same for us far into the future. > — Around the industry itself last year, SlU-contract^ deep sea and inland fleets continued to slowly but steadily expand under provisions of the SlU-backed Merchant Marine Act of 1970. Even though the 1970 Act hasn't lived up to original expectations, each new vessel launched under its auspices provides more jobs and wider job opportunities for American seamen. For the year 1977, one of the SIU's new projects is already in operationthe new Vocational Training Center at the Lundeberg School in Piney Point. This modern, beautifully equipped educational facility will house all upgrading courses in deck, engine and steward. And I believe the Center will provide our members with the increased incentive to come to the Lunde­ berg School to upgrade, and then while there, the further incentive to want to come back again and again until they have upgraded to the top of their respective department^. Along with the new Vocational Center, the Lundeberg School also begins an important new educational program this year—the Steward Department Recertification Program. In the past, not enough attention has been given the educational needs of the steward department, but this new program will more than even the score. In addition to the practical aspects of the new facility and the new pro­ grams, I believe the Lundeberg School itself is the cornerstone on which the SIU and its members must build to insure for ourselves a solid future. We must realize that the maritime industry is changing at a very rapid pace. Ships are changing and the nature of our duties and jobs aboard these ships are changing. The only effective way to keep up with, arid in fact, one step ahead of this change, is through education. For SIU members, tHis means participating in the educational programs of the Lundeberg School. The year 1977 also means the resumption of the SIU's political activities. In the deep sea area, our top legislative priority will be a fair oil cargo pref­ erence bill reserving a significant percentage of all oil imports for Americanflag tankers. From there we will work for a fair share of all cagoes leaving and entering American ports, as well as maintaining vigilance on such points of attack as the Jones Act and the USPHS Hospitals. For the inland waters, the SIU will continue the fight to push through a final okay for construction of the stalled Lock & Dam 26 project, as well as working for other port and waterway programs that hold the promise of increased job opportunities for our inland members. No matter how you look at it, 1977 is going to be a busy year for all of us. Without sounding too optimistic, I believe that 1977 can be a spring­ board for a very promising future for the SIU and its members. We have the tools to get the job done. It's up to us to use them. Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf Lakes and Inland Waters District AFL-Cio RJH A... D,... i.i MV H232. Published monthly. Second Class postage paid at Brooklyn. N.Y. Vol. 39, No. 1, January. 1977. "'sincr. .•^I-LI.IO. 675 Fourth Ave.. Brooklyn. N.Y. Page 2 Seafarers Log �-=ia ^^v-e».'ate?aita-;4Mf-a •>.- M' i) / A l" Also Asks Senate Unifier Safely Legislafion Hall Calls for Oil Imports Quota Law SIU President Paul Hall has called for immediate passage of an oil imports quota bill for U.S.-flag tankers as well as tougher safety standards for all ships entering American waters to combat against increasing numbers of colli­ sions, groundings and oil spills involv­ ing foreign-flag vessels. President Hall, testifying this month before special Senate Commerce Com­ mittee hearings probing the recent rash of marine disasters involving Liberianregistered tankers, slapped the blame for these mishaps on the "inherent de­ ficiencies" in the U.S. system of oil transportation itself. Hall affirmed that any system which allows 96 percent of all oil imports to be brought to our shores, often times in substandard, improperly manned for­ eign vessels, "is woefully inadequate to protect the marine environment and the American people." He referred specif­ ically to the Liberian-registered SS Argo Merchant, SS Olympic Games and SS Sansinena tragedies, which oc­ curred within the space of two weeks in late December, to support his position. DEEP SEA The Argo Merchant went aground and broke up off Nantucket Island on Dec. 15 dumping 7.6 million gallons of oil into the sea, the worst oil spill ever in American waters. The Olympic Games grounded in the Delaware River on Dec. 27 spilling 133,500 gallons of oil 15 miles south of Philadelphia. The Sansinena blew up in Los Angeles Harbor on Dec. 17 killing nine people. protection for the American consumer and the marine environment." Hall reminded the committee that Congress had already "recognized and attempted to provide a measure of pro­ tection" against flag-of-convenience ves­ sels operating in American waters when it passed the Energy Transportation U.S. Ships the Answer The Liberian registered tanker Argo Merchant Is in pieces spewing heavy in­ dustrial oil into the sea off Nantucket Island. The ship, which went aground and broke up late last month, dumped 7.6 million gallons of oil into the water, the largest spill ever in American waters. Hall explained that most of the for­ eign vessels involved in the U.S. oil import trade are flag-of-convenience ships, owned by American oil compa­ nies but registered in Liberia, Panama and other small nations "to escape American taxes, American labor and American safety standards and require­ ments."He labeled the use of these ves­ sels "a sham against the American people." Hall told the hearings, chaired by Sen. Warren Magnuson (D-Wash.) that the best way to get these ships out of American waters is to reserve through legislation a significant portion of U.S. oil imports for American-flag, American-built and American-manned tankefs, subject to American construc­ tion and operational safety standards. He said the increased use of American ships would help to insure "maximum Paul Hall Security Act of 1974, which would have reserved 30 percent of all oil im­ ports for carriage by U.S. ships. He also noted that the main opposition to the bill, which was pocket-vetoed by President Ford, came from the major oil companies, the largest owners of flag-of-convenience vessels. Tougher Standards In addition to legislation. President Hall declared that tough construction Continued on Page 15 On Tanker Disasters. Brand Urges , U.S. Ships Carry 30% of Oil Unless the U.S. cracks down on oil tanker pollution by imposing stringent standards for vessel design, construction and operation, and crew-training and 'performance "the finite capacity of the marine environment to cleanse itself could be overburdened," warned Her­ bert Brand, president of the Transpor­ tation Instifate, as he testified Jan. 12 before hearings in Washington, D.C.,of the Senate Commerce Committee in­ vestigating recent Liberian tanker dis­ asters in American waters. Brand, whose Washington, D.C. based education and research organiza­ tion represents 130 U.S. deep sea, in­ land water and Great Lakes companies, affirmed that such standards could not be enforced "unless the U.S.-flag fleet— the only fleet unequivocably subject to U.S. control—carries a significant por­ tion of our oil imports." In this regard, he urged the adoption of a national cargo policy which would reserve 30 percent of all U.S. oil imports for car­ riage by U.S.-flag tankers. Brand blamed tlie serious problems of oil pollution in American waters "on a major deficiency in the present U.S. oil transportation systems," in which 96 percent of all U.S. oil imports is carried on foreign-flag tankers, a substantial portion of these being "flag-of-conveni­ ence" vessels—ships owned largely by American oil companies and registered in small, often underdeveloped, coun­ tries to avoid taxes, labor standards and environmental controls. Brand cited eight oil tanker accidents in American waters involving "flag-ofconvenience" ships since Dec. 16, 1976, asserting that "these incidents accu­ rately reflect the overall high casualty rate of 'flag-of-convenience' vessels." He supported his position further with a revealing statistic that showed "flagof-convenience" ships responsible for 40.7 percent of all tanker tonnage lost, even though they comprise only 26 per- INDEX Inland Lines Page 8 Brotherhood in Action .. .Page 11 Legislative News Washington Activities ....Page 9 Fishing legislation Page 10 Union News Great Lakes wage adjustment Page2 Deep sea COLA Page 13 President's Report Page 2 SPAD honor roll for 1976 Pages 38-39 Headquarters Notes ......Page 7 New Steward application Pages 33-34 Jacksonville meeting Page 4 . Lakes Picture _.. Page 6 At Sea-Ashore Page 17 General News Oil 'mports Page 3 National unemployment .. Page 15 Tenn-Tom project Page 5 Offshore agreement Page 5 Ships with MPAs Page 12 Convention on collisions . . Page 9 FMC decision Page 7 Ice jams Miss. Page 5 Commercial transport ....Page 6 Fishing controversy .... .Page 10 Shipping Zapata Courier Page'5 Ships' Committees .' Page 16 Port of Houston ....Pages 20-21 cent of the world's tanker tonnage. Change in Attitude Brand said that if the U.S. is to face the problem of oil pollution "there must be a fundamental change in national at­ titudes about the tankers that carry our oil and threaten our waters," and that "adoption of a cargo policy requiring a specified percentage of oil imports to be carried on U.S.-flag tankers is indispensible in that regard." Brand affirmed that such a U.S. cargo policy would "effectuate a speedy con­ version of oil transportation to tankers which incorporate the most advanced safety and environmental design fea­ tures," while at the same time "generate a new tanker construction program which would include the most advanced safety and environmental design stand­ ards." He also pointed out that reserving a specific percentage of oil for U.S. tank­ ers would greatly reduce our reliance Ships' Digests Page 32 In Phila. harbor Backpage Money due Page 29 Dispatchers' reports: Great Lakes Page 31 Deep Sea Page 30 Inland Waters Page 17 Chief Wawatam i.. .Page 7 Training and Upgrading Seafarers participate in 'A' seniority upgrading Page 35 New vocational center ...Page 36 GED graduates ; Page 37 Membership News Former scholarship winner on foreign-flag operators "who would otherwise prolong indefinitely the con­ struction of tankers which conform to U.S. standards so long as the U.S. does not have its own acceptable tankers." €1 . C U More Than Environmental Plus In his closing remarks. Brand ex­ plained to the committee that a national oil cargo policy carries many benefits other than environmental ones. He said that reserving 30 percent of oil imports for U.S. Vessels "would substantially strengthen the national security; con­ tribute greatly to the U.S. balance of payments and tax base, and would re­ sult in the creation of urgently needed jobs in shipyards, aboard ship and in component and supporting industries." He noted that the jobs created could constitute about 12 percent of the new jobs necessary to fulfill the Carter Ad­ ministration's objective of reducing un­ employment to 5 percent by 1980. Scottie Aubusson retires .Page 11 Blackie Neira retires ... .Page 12 New Pensioners Page 28 Final Departures Page 31 Special Features International organizations Year in review Page 14 Pages 18-19 Articles of particular interest to members in each area can be found on the following pages. Deep Sea: 3. 5,13,16,17, 20-21, 29, 30 inland Waters: 2, 5, 8, 20-21, 40,17 Page 8 Great Lakes; 2, 6, 7, 12 , 31 • •'L, ^ January, 1977 Pages , 1, '• i- • >i �Jacksonville Meeting Targets Alcoholism F ocusing on the alcohoUsm sem­ inar held at the Harry Lundeberg SchopI of Seamanship in Piney Point, Md. in November, SIU Representative Jim Davis, who chaired the port of Jackson­ ville monthly membership meet­ ing on Dec. 9, told the assembled Seafarers that as a result of the seminar more help would be made available to Seafarers who have Straddling an old sea anchor is Third Cook Larry Ewing outside the Union Hall in the port of Jacksonville. Davis also pointed out that all qualified members of the steward department could apply for the upcoming Steward Department Recertihcation Program sched­ uled to commence next April at theHLSS. He then announced that ground was broken in late November for a new Union Hall for the port of Algonac, Mich, on the banks of the St. Clair River between Lake Erie and Lake Huron. The hall will replace the Union's present Great Lakes facility at River Rouge, Mich., near Detroit. Recertified Bosuns Jack Nelson (left) and James Corder (center) with OS W. Cunningham wait to sign the present register at the counter before the meeting. Calling for launch service for a member shipping out last month, SIU Representative Jim Davis is at his desk just before he chaired the monthly mem­ bership meeting. AB Leroy Cope tries his hand at solitaire in the Jacksonville Hall while he waits for the meeting to begin. Also trying their hands at cards waiting for the meeting to start are (I. to r.) AB Scott Every and Third Cooks Raymond Jones and Larry Ewing. Page 4 fallen victim to the disease of al­ coholism. He explained how mem­ bers can now get the aid so sorely needed at the Alcoholic Rehabili­ tation Center there. Talking over shipping in the port are (I. to r.) T. S. Monaghan of the engine department and J. W. Mullis of the deck department. Here s quite a large turnout of Jacksonville Seafarers listening to a report on the Union's Alcoholic Rehabilitation Center in Valley Lee, Md at the beqinning of the meeting. Seafarers Log �*> SlUNA Is Participant Unions, Companies Vfork Out Offshore Contract WASHINGTON, D.C.—Eight inter­ national unions and seven companies involved in U.S. offshore construction signed a contract recently which will insure jobs for union workers when oil. and gas drilling begins on the West Coast outer continental shelf. The con­ tract is expected to produce work for thousands of building and maritime trades affiliated union workers over the next decade. Negotiating the contract was possible because the eight international unions first worked out among themselves all possible areas of dispute over wages and working conditions. SIUNA Vice Pres­ ident Frank Drozak is chairman of the unions' work group. He also chaired a Dec. 10 negotiating session here where the two sides reviewed the agreement and made final changes. The contract is called the General Presidents' Offshore Agreement for the West Coast and will run from Jan. 1, 1977 to Dec. 31, 1979. Similar previ­ ous agreements between the unions and The eight international unions are: International Brotherhood of Electrical Workers; Seafarers International Union of North America; United Brotherhood of Carpenters and Joiners of America; International Union of Operating En­ gineers; .International Brotherhood of Painters and Allied Trades; United As­ sociation of Journeymen and Appren­ tices of the Plumbing and Pipe Fitting Industry of the United States and Canada; International Association of Bridge, Structural and Ornamental Iron Workers, and International Brother­ hood of Boilermakers, Iron Shipbuild­ ers, Blacksmiths, Forgers and Helpers. All are affiliated with the AFL-CIO Maritime Trades Department. Representatives of International unions and U.S. offshore construction com­ panies work out the details of a contract covering oil and gas drilling opera­ tions on the West Coast on Dec. 10 in Washington, D.C. SIUNA Vice President Frank Drozak (center) chaired the session. companies were signed periodically since 1969. However the Offshore Agreement only recently came into use because of the long delay in West Coast drilling caused by the Santa Barbara oil spill. i- The companies signing the agree­ ment included: Donovan Construction Company; Kaiser Steel Corporation; J. Ray McDermott and Company, Inc.; Hudson Engineering Corporation; Tokola Offshore, Inc.; Comstock and Company, and Offshore Welding and Fabrication. AFL-CIO to Press Administration,Congress for $30-B Jobs Push WASHINGTON, D.C. — A wideranging $30 billion economic stimulus program creating nearly two million jobs for unemployed Americans will be the top legislative priority of the AFLCIO when the 95th Congress and the new Administration get down to busi­ ness. The program, aimed mostly at public works and public service jobs, was de­ veloped earlier this month by a special ad hoc conunittee on legislation set up late last year by AFL-CIO President George Meany. SIU President Paul Hall, Steelworkers President I. W. Abel, Plumbers and Pipefitters President Martin J. Ward, ILGWU President Sol Chaikin, Retail Clerks President James T. Housewright and AFL-CIO Legislative Director An­ drew J. Biemiller make up the Commit­ tee. Under the committee's jobs program, $10 billion would be spent on public works projects creating an estimated 600,000 jobs. $8 billion would go to the creation of 800,000 public service jobs, with another $8 billion going to new housing programs providing 325,000 jobs for unemployed Ameri­ cans. Youth employment and training programs would get $2 billion, creating 250,000 jobs for young Americans. The last $2 billion would go to counter­ cyclical aid for state and local govern­ ments. The committee said it called for these kinds of direct spending programs, rather than a permanent tax cut, be­ cause "these programs are more effec­ tive job generators than a tax cut, and all produce needed public goods and services." The committee also called proposed corporate tax cuts "the least effective of any stimulant program," while pointing out that the $5.2 billion cut in corporate taxes in 1975 "has not had any substan- Hailroad, Environmental Suit Halts Construction of Tenn-Tom Project A suit has been filed by the Louis­ ville and Nashville Railroad and the Environmental Defense Fund seeking to halt continued construction of the Tennessee-Tombigbee Waterway Proj­ ect. The Tenn-Tom, as it is often called, will connect the Black-Warrior-Tom- bigbee River system in southwest Ala­ bama with the Tennessee River near the junction of the Alabama, Missis­ sippi, and Tennessee state lines. $165 million has already gone into its con­ struction. Once again, as in the Locks and Dam 26 case, railroads and environmentalists have teamed up against an important waterway project on the grounds that it will damage the environment and do economic harm to railroads. However, the project was tested in Federal courts in 1972, and in 1975 Congress appro­ priated the largest sum ever for TennTom construction. It is the first water­ way to be constructed under the Na­ tional Environment Policy Act and as such has become the most tested water­ way project in history. The Tenn-Tom will provide a needed shortcut between the Gulf Coast and the Ohio River and its tributaries, January, 1977 closing the transportation gap between some cities by as much as 1,000 miles. Mobile, which is at the mouth of the waterway, could rival the port of New Orleans in size and importance. The need for a waterway such as the Tenn-Tom has been recognized for many years. In 1790 Sieur de Bienville, founder of Mobile, drew up a map to show King Louis XV of France how the building of a canal connecting the Tennessee and Tombigbee rivers would promote settlement and development of the Southeast. Development of the Southeast, some­ times called the nation's industrial frontier, is one of the expected benefits of the current Tenn-Tom Project. Un­ precedented growth in industry, popu­ lation, and employment is expected along its reaches in the next 25 years. The Tenn-Tom has been referred to as a major energy corridor, because it will open up new access routes to un­ developed coal deposits in Mississippi and Alabama. While hauling millions of tons of energy commodities at lower costs, barges also will be using less fuel than other modes of transportation. No action has yet been taken on the lawsuit, but it is hoped that a speedy and favorable conclusion will be reached so that the Tenn-Tom can be completed on schedule by 1985. lee Jamming Mississippi R. in Worst Winter in Century Low water and ice on certain seg­ ments of the Mississippi River System pose a threat to unimpeded navigation this winter. Last summer's record-breaking drought in the Midwest laid the ground­ work for the current problem by dan­ gerously reducing the level and flow of the river. The Army Corps of En­ gineers did its best to maintain a 9-foot channel depth throughout the dry fall of '76, but towing operators nonetheless experienced their share of groundings. The drought-reduced Mississippi is now doubly plagued, as the Midwest is experiencing what many fear will be the worst winter in over 100 years. Ice be­ gan to form on the Mississippi at St. Louis early in December, a full month Continued on Page 15 tial impact on new business." Fight for OU Bill Of special interest to Seafarers, the committee announced that an oil cargo preference bill for U.S.-flag tankers is a part of the AFL-ClO's long-term leg­ islative goals. The committee stated: "Recent foreign flag disasters point to a need for a whole series of new recom­ mendations concerning both maritime energy shipments and general maritime policy as well." Among labor's other long-term legis­ lative goals are: minimum wage in­ creases to $3 an hour; a national health program; more funds for occupational safety and health enforcement; pension law revisions; tax reform and new trade regulations. The Committee also announced sup­ port for programs aimed at improve­ ments in education for the handicapped, and improvements in higher education programs to help the children of work­ ing class families. The AFL-CIO will also push for a Federal Day Care Program and im­ provements in Social Security. u '• • iii 7sf Crew fo Sign On For New Tanker Zapata Courier Many more jobs v/ill be given to Seafarers out on the West Coast this month as the new, modern 35,000 dwt tanker, the SS Zapata Courier (Zapata Bulk) signs on her first SIU crew. She was built in Todd Shipyards, San Ped­ ro, Calif. The 711-foot, 16.5 knot vessel joined her sisterships, the SS Zapata Ranger, the SS Zapata Patriot and the SS Zapata Rover on Jan. 21 when the ship was delivered to her owners there. A com­ pany spokesman said the Za­ pata Courier would most like­ ly head for an East Coast port on her maiden voyage. iv .. • • "'^1 • -t • Page 5 �Duluth The Lakes Picture Winter Freeze Three SIU vessels were temporarily blocked in by ice in December. The steamer Harry L. Allen (Kinsman Marine) was ice bound in Lake St. Clair on Dec. 7 after she went aground about seven miles above the Detroit River. Shipping traffic was not stopped. On Dec. 23, ice trapped five freighters, includ­ ing the John T. Hutchinson (American Steamship), between Pelee Island and the Canadian mainland in northwestern Lake Erie. They were freed by U.S. Coast Guard cutters. As the S.T. Crapo (Huron Cement) broke out of an ice­ bound situation, Detroit T.V. crews were on hand to film a special feature on the ship that was broadcast in late December. Before the abnormally cold winter set in, 19 SIU deep draft vessels were scheduled to run through the mid-winter experimental extended shipping sea­ son. Shipping on the Lakes normally ends around Dec. 20. However due to dangerous ice conditions, all but the tug-barge combination Presque Isle (Lit­ ton) are laid-up. For awhile it seemed that several foreign-flag vessels might spend the winter on the Great Lakes instead of heading across the ocean with their cargoes.'An early freeze-up created heavy ice conditions and traffic jams in December, while the vessels were rushing to make the St. Lawrence Seaway before the Dec. 18 closing date. On Dec. 9, an ore-carrier went aground in the St. Mary's River iiear Sault Ste. Mane, Mich, causing a backlog of nearly 60 ships which were waiting to pass througii the Soo Locks. This was the worst shipping jam in a half a century on the river. To make matters worse, the upbound West Ncebish Channel of the river was already closed for the winter. The ship was freed Dec. 11, but on Dec. 13 an ice flow in the locks delayed another vessel for 13 hours. Next, a Liberian cargo vessel ran aground in the icy water. Meanwhile the Montreal-Lake Ontario section of the St. Lawrence Seaway was shut-dowa.for two days on Dec. 12 to allow a stable ice cover to form in the Beauharnois section. Floating blocks of ice had been threatening a nearby hydroelectric plant. Canadian icebreakers later cut a passage through the ice cover. All the ships made it through the Seaway by the deadline, however. A winter without snow has hit the Duluth area, following a diy summer. Families on the outskirts of town who do not receive water from Lake Superior are suffering as their wells run dry. Local schools are offering shower facilities to nearby residents. Alpena The Huron Cement Co. here flew the crew of the S.T. Crapo home for the Christmas holidays. Most of the crewmembers come from Alpena, but the ship had been docked in Cleveland, Ohio. WeUand Canal In December, the Canadian Government proposed that formal tolls be levied on ships passing through the Welland Canal which links Lakes Erie and Ontario and lies in Canadian territory. The proposal was met by a storm of protest from Great Lakes area congressmen, the Great Lakes Task Force and a Canadian Great Lakes-St. Lawrence Seaway user group. U.S. Rep. Phillip E. Ruppee (R-Mich.) said the measure would have a disastrous effect on U.S. Great Lakes port employment and would "increase the cost of transit of the Welland Canal tenfold." At present, there is a fee on the eight Welland Canal locks of $100 per lock. Ruppee, the ranking minority member of the House Merchant Marine and Fisheries Committee, noted that U.S. Great Lakes ports were already suffering from the diversion of cargo through boat, truck and rail into Canada for over­ seas shipments out of Canadian ports. Under a 1959 agreement governing the St. Lawrence Seaway System and including the Welland Canal, Canada and the U.S. are supposed to consult and agree on all matters concerning the system. However, Rep. Ruppee objected that Canada might now be seeking unilateral authority over tolls. Frankfort All the Arnold Transit ships which shuttle between Michigan's Upper Pen­ insula and Mackinac Island have laid up for the winter. However, the car ferry Viking and car ferry Chief Wawatam will continue operations throughout the winter. ''Forget your days as a pitcher and grab that shovel." DOD Should Rely More on Private U.S. Fleet The U.S. Department of Defense should rely more on the private U.S. merchant marine for its transportation needs, according to a new economic study prepared by Clinton H. Whitchurst, Jr., professor of industrial man­ agement at Clenison University in Clemson, S.C. Citing a projected tightening of de­ fense budget funds, the study affirmed that "the day of significant Department of Defense in-house transportation cap­ ability is drawing to a close. And al­ though DOD steadfastly and correctly maintains it is largely dependent on commercial transportation assets, it must be prepared to become even more so." In addition to transferring more de­ fense cargoes to privately owned mer­ chant ships, the study recommended that the DOD use union manned U.S.flag ships for at-sea replenishment, or refueling duties. The study projected that the DOD could realize "significant savings" by using privately operated vessels for these chores. The study also urged DOD to estab­ lish a single director of defense trans­ portation instead of the present system which has a manager for each trans­ portation mode, airlift, sealift and land Page 6 operations. Such a move, which was first suggested 20 years ago by the Hoover Commission but ignored, would foster more efficient movement of de­ fense related cargoes. Turning its focus to naval operations, the economic study called on the Mari­ time Administration and the Navy to put forth a program to equip merchant ships optimally to serve as military aux­ iliaries. It atlirmed that the two depart­ ments "should explore ways to insure that no otherwise suitable vessel leaves the shipyard without some specified minimum number of national defense features." The study also pointed out that the Defense Department, Congress and the Navy should develop specific policies regarding the merchant marine as a mil­ itary auxiliary. It urged Defense to "state explicitly that it considers com­ mercial resources the primary compon­ ent in the defense transportation system and that an organic DOD transporta­ tion capability is considered supplemen­ tary, to be used only if a demonstrated need can be shown." The study called on Congress to "re­ view the need for enabling standby leg­ islation to insure that, in a contingency or mobilization, commercial trans­ portation will be readily available and entirely responsive to Department of Defense needs." Finally the study said that the Navy should "make explicit its position on the use of privately operated unionmanned merchant ships in an under­ way replenishment role. If its position is negative, the burden of proof should be upon the Navy." If the Defense Department and the Navy heeds the study's proposals and suggestions, it could mean an important boost in business for the private sector as well as providing many new job op­ portunities for unionized American sea­ men. At the same time, the Defense De­ partment and the Navy would be saving increasingly tighter funds, which could be better used for construction of de­ fense related naval vessels. The SIU believes that a significantly increased role for the U.S. merchant marine in the nation's defense plans, as supported by the recent study, makes economic and strategic sense. Amount of Pensions The Board of Trustees of the Sea­ farers Pension Plan has enacted a rule concerning the amount of pen­ sion benefits which specifies that In order to receive any pension benefit increase, including those negotiated in 1975 and 1976, an employee must receive credit for 90 days of employ­ ment between the effective date of the increase and the last day of the calendar year in wjhich the effective date occurs, or in any subsequent calender year. !f the effective dirte of lin iiicrease is vilthin 90 days of the end of the calendar year, an em­ ployee must receive credit for 90 days of employment within the 12month period beginning on the ef­ fective date, or in any calendar year subsequent to the effective date. This rule will be waived if an em­ ployee is continuously disabled from his last day of employment until he becomes eligible and applies for a pension, provided he becomes eligi­ ble, and applies for the pension bene­ fit after the effective date of the rate increase. Seafarers Log �Headquarteris S»tes by SIU Executive Vice President Frank Drozak On Apr. 11, 1977 the first Steward Department Recertification Class will begin at the Lundeberg School. I can safely say that our members who attend this course will be surprised and pleased with the new curriculum for steward department training. Up-to-date shipboard techniques which are in tune with the latest developments in the restaurant field will be stressed. Furthermore, students of each rating will learn a wider variety of skills than they did under the old steward department training program. I strongly urge all of our steward department members to take advantage of this important program both to upgrade your skills and ratings within the steward department and to prepare for the department's manning require­ ments for the future. Young Seafarers should especially consider applying to this program because many of our stewards who have shipped with us for many years are now retiring, so there is great opportunity for advancement and job security in the steward field. Some of the oldtimers might be wondering why they should bother with recertification. As you know, the hospitality field and food service industry is constantly in flux. Manning scales are changing and the galley crew has a wider range of tasks now than even 10 years ago. Automation means new kinds of equipment, portion control, and other advances. Considering how complex the job has become, even an old-time steward who is familiar with his task and who is a good cook will benefit from training in management techniques and cost accounting. In addition, the Steward Department Recertification Courses for each rating will include LNG safety training. The recertified galley crew will then be qualified to sail on the fuel ships of the future. They will also learn standard first aid and cardiopulmonary resuscitation—techniques which are essential for health and safety on board ship. The Steward Department Recertification Program will provide greater mobility to each crewmember in the galley. For example, the chef will perform some of the duties of the chief steward to gain an understanding of that rating. He will learn how to supervise and coordinate a galley and learn to identify, correct and clean unsanitary conditions in the galley and reefer spaces. The Chef Course includes many of the culinary skills used in hotels and restaurants. Similarly, the Second Chef Course includes some training for the chef position. The way the program is set up, the more advanced ratings will be able to give the others the benefit of their experience. In the Entry Rating Class, the steward assistant will learn improved methods of sanitation. In addition, beverage making, salad making, vegetable prepara­ tion, breakfast cookery and baking operations will be taught. For the most part, the Seafarers who work in the galley do a good job and serve a ship well. I feel certain that this intensive course will correct a lot of our problems, and so there is something in the Steward Recertification Program for all our members. Industrial relations will round out the curriculum. On board a ship the chief steward serves as the secretary-reporter of the permanent Ship's Committee and, of course, all crewmembers attend shipboard meetings. Therefore, the program will include studies on the Union Constitution, the history of the trade union movement in the United States and details of the contract and shipping rules. All students will spend time at Headquarters to learn how the Union operates and will study the structure of our industry. All the details of this program were carefully thought out by the Steward Department Recertification Curriculum Committee which included chief stew­ ard delegates from each constitutional port. These delegates worked hard— from Nov. 21 to Dec. 6, 1976—together with the staff of the Lundeberg School and Union officials. The complete text of their report was printed in the December issue of the Log. In this current issue, you can find a complete application form for the pro­ gram. In addition, copies of the recertification application have been mailed to each steward department member's home, as well as to all SlU-contracted ships and SIU Union Halls. I want to encourage stevvard department members to clip out the applica­ tion and send it in as soon as possible to insure a spot in one of the early classes. H S' "j' -I? T "I » f' Book Tells Story of Hand-Bomber Car Ferry, Chief Wawafam For 65 years the SlU-contracted car ferry Chief Wawatam has been shuttling railcars across the Straits of Mackinac from lines on the Upper Michigan Pen­ insula to the Michigan mainland. This handfired, coal-burning ferry also used to carry mail and passengers until 1957 when the Mackinac Bridge over the straits was completed. It is the last re­ maining ferry of a fleet that used to cross the straits 'round the clock. An icebreaker, the Chief Wawatam has been able to work through the worst northern freezeups and in the 1940's was sent on a tour of duty breaking ice on shipping lanes around the Lakes. All attempts to replace her failed when the winter ice blocked passage for tug and barge combinations or other boats. Generations of local families have worked on the ship, which is well loved by the people who live in that area. Every time the railroad tried to close the ferry operation, there was an uproar of protest from surrounding commu­ nities. This year, Frances D. Burgtorf, a res­ ident of Cheboygan, Mich., published her own tribute to the ship. ''Chief Wawatam, the Story of a Hand-Bomb­ er", chronicles one day in the life of the vessel, Feb. 12, 1971, when Mrs. Burg­ torf was on board and taped interviews with the crew. She also outlined the history of the car ferry, using interviews with a sailor who rode on the maiden voyage, the galley crew who served meals until the galley was closed in 1966 and retired captains. Historic re­ search fills out the picture. A thorough investigator, Burgtorf says that Wawatam was a Chippewa American Indian chief living in the 1760's in the straits area. According to local Indians, his name meant reflec­ tions of light. FMC Gives OK to Japanese Cargo Pooling on West Coast The Federal Maritime Commission has given "blanket approval" to a sixcompany Japanese cargo pooling ar­ rangement that amounts to little less than a shipping monopoly over U.S. West Coast shipping companies. The FMC's decision overrules a pre­ vious FMC administrative law judge decision which ordered the six Japa­ nese companies in the pool "to either decrease or hold even the number of vessels operating under the agree­ ments." The final FMC decision, in effect, opens the U.S. West Coast-Japan trade to as many ships as the six-company pool can put up. the controversy first spfang up over a year ago when the SlUNA-affiliated Marine Cooks and Stewards Union re­ quested the FMC to withdraw its ap­ January, 1977 proval of the pooling arrangement on the grounds it was anti-competitive and a threat to the jobs of West Coast sea­ men. MC&S received the support of the SlUNA in its fight. Taking into consideration the union's opposition, the administrative law judge ruled that the arrangements "rep­ resent massive invasions of antitrust policies." The judge also affirmed that the arrangement "cannot be justified in terms of trade growth, increased effi­ ciency, holding down overtonnaging or maintaining necessary service," and that it has "resulted in serious adverse effects on certain U.S.-flag carriers." It is unclear how much the unfavor­ able decision will affect U.S.-flag West Coast shipping companies, but for now anyway the industry will have to live with it. Because the SIU represents the un­ licensed crew on the Chief Wawatam, several of our members tell the story of their work and lives in this book. Since the 1971 interviews, some of the people have died, retired or gone to work on Lakes freighters, according to the SIU Frankfort office. But others are still on board, including Gordon Trainor, James Bishop, Walter Douglas Litzner, Jr., Peter Robert Jones and Joseph J. Sayles, the SIU delegate. Ihe only drawback to this book, which Mrs. Burgtorf published herself, is the lack of editing, which makes it difficult to plow through the more than 300 pages. Even so, the book is a splenid memento for people who love old vessels or who worked on board, particularly since it contains over 500 photographs of the crew and equipment -past and present, and of charts, doc­ uments, diaries, scrapbooks and pages from the daily logs and trip log book. The SS Chief Wawatam casts off the State Dock at Mackinaw City, Mich, and heads out through the icy waters. (Credit: Carl Burgtorf) Seafarer Don Sutton, relief man, and SIU Brother Walter "Doug" Litzner fire the No. 1 boiler in the forward battery of the Chief Wawatam. (Credit: Robert M. Fowler) Page 7 >•,-1 �Port Arthur Sabine Towing Company has just crewed up the new 1750 hp. pushboat, the Zeus, for operation on the Gulf Intracoastal Waterway. . St. Louis Navigation has closed for the winter on the Upper Mississippi River, but tow traffic continues to pass through St. Louis as the Illinois Waterway remains open. Last.fall's drought and this winter's bitter cold, however, have created a serious ice problem which threatens continued navigation. Already the Coast Guard and Corps of Engineers have been forced to close certain stretches of the Mississippi between St. Louis and Cairo, and the situation may well get worse before it gets better. Houston The SlU-contracted G & H Towing Company has just crewed up the new ship-docking tug, the Phillip K. Currently working in the Houston Harbor, the new tug will eventually be sent to the company's operation in Corpus Christi, Tex. G & H has three additional new tugs on order with Todd Shipyards. Paducah Barge traffic on the Lower Ohio River was halted for a week when a non­ union towboat, the Universal Trader, rammed a barge into the gate at Lock 51 near Paducah. When tows began jamming the river on both sides of the dam, the Corps of Engineers created an artificial rise in the river by manipulating upriver dams. That enabled about 40 tows to pass over the lowered wickets, but the practice had to be discontinued when four wickets were damaged by passing tows. Sixty-six tows were waiting to pass through the lock when the gate was re­ placed and service was restored a week later. Much of the downbound cargo was coal for Tennessee and Cumberland River power plants. Upbound cargo included petroleum products from the Gulf area and salt headed for roads in West Virginia where the supply was reportedly gone or very short. Jacksonville Caribe Towing Co. has just crewed up two more boats, the Apache and the Dorado. This brings to six the total number of boats that Caribe is operating on its container barge run from Jacksonville to Puerto Rico. * # • * Governor Reubin Askew and the Florida state cabinet have voted against completion of the Cross-Florida Barge Canal on the grounds that the risk of environmental damage outweigh the project's possible economic benefits. The controversial project, which is about one-third completed, would link Florida's two coasts and provide waterway operators with a much-needed shortcut. The final decision as to the fate of the Cross-Florida Barge Canal now lies with Congress, but projects are seldom continued over the objection of the home state sovernor. Detroit All SlU-contracted inland operations on the Great Lakes have ceased with the exception of six tugs which Hannah Inland Waterways operates year-round in the cross-Lakes towing of petroleum products. Spring fit-out for dredging and harbor operations should begin around the last week of March. Bermuda Heavy seas and high winds forced the small container vessel Rio Haina, manned by SlU Boatmen, onto the rocks 51/2 miles off the coast of Bermuda Dec. 31 knocking a hole in her stern bottom. The vessel took on water as she was battered by waves and wind for more than two hours, but her nine-man crew remained with her until two powerful tugs arrived from St. George's to assist. The Rio Haina was then towed to port listing heavily to the rear port side with all hands safe. The vessel was enroute from Norfolk, her home port, to Bermuda with sup­ plies for the U.S. naval base there. 'Fenwick, about your dog " Scholarship Winner Urges Awardees Contribute to a Fund The day the 1956 SlU scholarship winners were announced, George Butenkoff was headed out to sea on the SS Savannah (Scatrain). Although he was one of the award winners that June, he stayed on his ship for the entire sum­ mer because he needed the money. In addition to studying electrical engineer­ ing at the Newark College of Engineer­ ing, Butenkoff was supporting a wife and daughter. "I couldn't have finished college with­ out it," the former Seafarer said. "It was a Godsend." Butenkoff started ship­ ping out at age 16 in 1948 when he worked with the SIU in the Cities Serv­ ice drive. Today he is a lawyer in East Windsor, Conn. "I feel I owe the Union a real debt," Butenkoff said. "I would like to see a fellowship set up where the former Sea­ farer scholarship winners could con­ tribute to the scholarship fund for other Seafarers or remember the scholarship fund in their will." Brother Butenkoff contacted the Log when he read we were running a series on ' former scholarship winners and dropped by the office in December. Many things had changed since his last visit to the Hall almost 20 years ago, but it stiff brought back fond memories. "I met all kinds of guys at sea—even expriests and math professors. People get Pages By 1959, with the help of the scholar­ ship, he got his electrical engineering degree and landed a job as a sales rep­ resentative with .\Uis Chalmers in Mil­ waukee. While there he started studying for a masters degree in Business Admin­ istration. Next he worked with United Aircraft in Stratford, Conn, and finished his MBA degree at the University of Connecticut in Hartford. "I was involved in local politics at the time," he explained, "I was on the schoolboard and I began to feel the need for a legal education. .Also, I had to listen to the company lawyers talk George Butenkoff to know each other better on board a ship than on land." He also remembered cartoons about shipboard life that Robert "Red" Fink posted on the ship bulletin board. Many were reprinted in the Log in the 1950's. "If I wasn't married, I might stiff be shipping out today," he said. Butenkoff met his wife Marilyn in New York in 1954 when he was on leave from the Army. She was a teller in a bank where his brother-in-law had an account. After going along with his brother-in-law each timeffie made a de­ posit, Butenkoff asked her out. Several months later they were married. about bid protests and other issues. It sounded interesting, so I went to law school at night from 1969 to 1973. "I found law more stimulating than any other course I studied. The range of subjects such as criminal law and di­ vorces broadened my outlook." Buten­ koff passed the Connecticut State Bar exam in 1973 and later passed the Fed­ eral Patents Bar exam in 1975. In his" spare time he likes to fly, go deep sea fishing, and read history books. His oldest daughter is in her last year of college and the younger daughter is a sophomore in high school. Seventy-one cents of every dollar spent in shipping on American-flag vessels remains in this country, making a very substantial contribution to the national balance of payments and to the nation's econoihy. Use U.S.-flag ships. It's good for the American maritime industry, the Ameri­ can shipper, and America. Seafarers Log �?r.: ' im } >• President-elect Carter has promised to reduce joblessness, inaugurate a national health policy, reform the welfare system, reorganize the bureaucracy, and balance the budget—an extremely ambitious program. We are most inter­ ested in his commitment to strengthen the U.S.-flag fleet with a strong national policy and a separate Cabinet-level office of Maritime Coordinator. The new year promises' to be an interesting and exciting one in our nation's capital. We hope to see a resurgence of our industry through support of Con­ gress and the Administration. ft •- •f -/d s MERCHANT MARINE COMMITTEE ON PHS HOSPITALS The House Merchant Marine and Fisheries Committee has issued a rdport declaring that the proposed closing of the Public Health Service Hospital sys­ tem would be "irresponsible and unconscionable." The committee recently completed an investigation of attempts by the De­ partment of Health, Education and Welfare to close the eight health care facilities. Representative John Murphy (D-N.Y.) strongly attacked the HEW proposal, citing the significant and far-reaching negative effects on the health of hundreds of thousands of Americans. SIU has actively participated in Congressional hearings and has urged sup­ port of other groups to keep the hospitals open, against constant efforts by the Administration to close them. Money was appropriated last year for Fiscal Year 1977. The opening of the First Session of the 95th Congress on Jan. 4 was accom­ panied by some interesting changes. It is the first time in eight years that we have had a Democratic Congress and a Democratic President. Since World War II, we have had a Republican-con­ trolled Congress only twice—1947/49 and 1953/55. The new President, who will be inaugurated on Jan. 20, is our first President from the Deep South since before the Civil War, and he resolidified the South for the first time since the New Deal. The House has a new Speaker, Thomas P. (Tip) O'Neill, Jr. (D-Mass.), chosen unanimously for the powerful and prestigious job by the Democratic Caucus in December. He replaces Speaker Carl Albert, who retired. Congressman James C. Wright, Jr. (D-Tex.) was selected for Majority Leader with a slim victory over three other contenders. His selection is expected to affect the direction of the House for at least a decade, since House leaders are rarely ousted and the Majority Leader traditionally succeeds the Speaker when he retires. Congressman Thomas S. Foley (D-Wash.) was chosen chairman of the House Democratic Caucus, and as Party Whip, Congressman John Brademas (D-Ida.). Republicans reelected John i. Rhodes of Arizona to a third term as Minority Leader. The House will have 292 Democrats and 143 Republicans, the fewest Re'publicans since the 1930's, except for the 89th Congress. The Senate count will be 62 Democrats and 38 Republicans; although there is no change in the num­ bers and probably little in ideology, nine incumbents were voted out, more than in any year since 1958. Five retirements, one primary defeat, and the Cabinet appointment of Brock Adams, chairman of the Budget Committee, opened seven committee chair­ manships in the House. Robert C. Byrd of West Virginia replaces retiring Mike Mansfield as Senate Majority Leader; he was elected without opposition when Hubert Humphrey withdrew. In an unprecedented action, the Senate later named Senator Hum­ phrey to a new post—Deputy President Pro Tem. Howard Baker of Tennessee beat out Robert Griffin for the Republican leader post. This was Baker's third attempt to become Republican leader. Reorganization on the Senate side will get under vyay in the new session. A Select Committee to Study the Senate Committee System held hearings last year and made its report to the Senate Sept. 30. The report included a recommendation to reduce from 31 to 14 the number of standing committees. Some-changes of jurisdiction will occur, of course. The Commerce Commit­ tee, which is responsible for merchant marine matters, will gain jurisdiction, will be renamed Commerce Service and Transportation Committee, and will be reduced from 18 to 17 members, if the Senate accepts the Select Committee recommendations. A resolution was introduced on Jan. 4 to make the changes recommended in the report. The resolution was referred to the Rules Committee with a request (J for tor immediate action. IMCO SUBCOMMITTEE MEETS IN LONDON The Standards of Training and Watchkeeping Subcommittee of the Inter­ governmental Maritime Consultative Organization (IMCO), a U.N. agency, met in London Dec. 13 through 17. Recommendations were presented by rep­ resentatives from 28 major maritime countries to standardize and regulate training and certification in the interest of safety. In June, the International Labor Organization (ILO) and IMCO will meet to further refine the work of the Standards of Training and Watchkeeping Sub­ committee. Finally, the material from that session will be presented at the IMCO meeting in 1978, after which they are expected to become international law. With the adjournment of the 94th Congress, all bills died which had not been passed through both houses and signed by the President. Some of the bills vital to the maritime industry were held up by action or inaction some­ where in the legislative process. We are again preparing our priority list for which we will actively seek the support of the President and both houses of Congress. Among those priorities will be cargo preference, a cabinet-level office of maritime affairs, and extension of the Jones Act. •^1 VH SPAD is the union's separate segregated political fund. It solicits and accepts only voluntary contributions. It engages in political activities and makes con­ tributions to candidates. A member may voluntarily contribute as be sees fit or make no contribution without fear of reprisal. Seafarers are urged to contribute to SPAD. It is the way to have your voice beard and to keep your union effective in the fight for legislation to protect Ae security of every Seafarer and bis family. A copy of our report is filed with the Federal Election Commission and is available for purchase from the Federal Election Commission, Washington, D.C. U.S. Ratifi^ U.N. '72 Rulas-of-Road Convention on Collisions After more than a year delay, the U.S. has deposited with the United Na­ tions its ratification of the^ 1972 "ruiesof-the-road" convention for avoidance of collisions at sea, conducted by the UN-affiliated Intergovernmental Mari­ time Consuliive Organization. The new "niles-of-the-road," which will better reflect technological ad­ vances in navigational equipment, ship size and structure, are scheduled to go into effect July 15, 1977. The year-long delay in the U.S. rati­ fication of the rules did not arise out of opposition to them. In fact, the U.S. Senate called for ratification of the rules in late 1975, and, along with the House, January, 1977 passed legislation to implement the rules in American waters. However, the legislation included a clause which empowered the House or Senate to disapprove future amend­ ments to the rules. This did not sit right with President Ford, and he subse­ quently vetoed the legislation on grounds that the amendment clause overruled what had always been a pre­ rogative of the Executive Branch, ac­ cording to the Constitution. Congress and the President still have not reached accord on new legislation, but the President authorized the U.S. ratification of the rules anyway. Mr. Fold said he changed his mind because It- "there is a critical need for a uniform world-wide system of rules designed to prevent collisions at sea." Compromise legislation on the issue is expected be­ fore President Ford leaves office Jan. 20. Important Changes According to Gordon W, Paulsen chairman of the industry advisory com­ mittee to the Maritime Law Associa­ tion, the new rules will "fully recognize the existence of contemporary naviga­ tional and communication equipment, as well as dealing with the problems encountered by vessels, which because of their great size, cannot maneuver as readily as conventionally sized ships." He said the new rules would simply "require a navigator to take different action in a given situation than he would have under the present rules." For example, Paulsen said that un­ der Rule 21 a vessel with the right of way is "obligated to keep her course and speed until it becomes apparent that collision cannot be avoided by ac­ tion of the other vessel alone." He con­ tinued that under the new rule "the ves­ sel having the right of way may take action to avoid collision as soon as it becomes apparent that the other is not taking appropriate action in compli­ ance with the rules." Pages �4 U.S. (2 SlUNA) Tuna Firms File for Foreign Flogs Four U.S.-flag tuna fishing outfits, two of them under contract to SIUNA afiiliatcs, have filed applications with the National Oceanic and Atmospheric Administration to transfer to foreign registry as the industry and the National Marine and Fisheries Service continue to clash over the controversial porpoise mortality question. The SIUNA immediately protested the proposed transferrals and has de­ manded that NOAA reject them. Industry ollicials have expressed the fear that unless the NMFS revises what they call "unrealistically low" porpoise kill quotas for U.S. yellowfin tuna fish­ erman, the initial four applications for transferral could be just the start of an attempted exodus of U.S. tuna fleets to foreign registry. Presently, the West Coast tuna fleet is out working, but a court ruling bans the fishermen from setting their nets in waters where porpoise are swimming with yellowfin tuna until the NMFS sets a new porpoise kill quota for 1977. The new quota, expected to be even lower than the 1976 limit, is not expected until March. In the meantime, the tunamen will have to concentrate on catching the less popular school turia, younger and smaller than yellowfin, and skipjack, which swim in large numbers only once every four years. One San Diego tuna boat owner said: "It's diliicult to subject your men to going to sea under this tremendous han­ dicap." Another owner said: "We will have to be lucky just to make a halfway profitable trip," The unfortunate irony of the situa­ tion is that foreign fleets, unaffected by the U.S. ban, are out fishing for yellow­ fin tuna with little concern about the porpoise mortality question. Even more ironic is that their catches will even­ tually find their way to the U.S. market, and at higher prices because foreign boats, unable to unload fish directly into the U.S., would ship it here by cargo .vessels or high cost trucking transportation. Public Hearings Held Last month, the NMFS conducted a series of emotional hearings in San Diego to air some of the Ideal objec­ tions to the regulations and the ex­ pected low porpoise kill quotas for 1977. Jim Bozzb, secretary-treasurer of the SIUNA-affiliatcd Fishermen's Union of America, Pacific and Caribbean, and Steve Edney, president of the afliliated United Cannery and Industrial Work­ ers of the Pacific, Los Angeles and Vi­ cinity District testified at the hearings. Bozzo, aflirming his union's opposi­ tion to the regulations, said "our mem­ bers have cooperated and worked very hard to conform with Government reg­ ulations. We will continue to work hard, but we must have realistic guidelines to follow. We don't want to be put out of business." Steve Edney affirmed his union's op­ position to the regulations "because we believe that the proposals are errone­ ously based on inadequate and dis­ puted information." Edney suggested an indepth study be made by Government, industry and the scientific community so that "we can find the real answer and then deal with the problem of porpoise mortality in a meaningful and effective manner," He asserted, "I do not believe that it was the intention of Congress in enacting the Marine Mammal Protection Act to destroy the American tuna industry," Demonstration Held While Edney testified inside, 200 concerned cannery workers, fearful of losing their jobs to foreign competition, demonstrated outside against the pro­ posed NMFS regulations. One worker said, "it took years for this problem to develop. We should be given a few years to iron it out without destroying peoples' lives." Another worker said, "we're proud of our jobs and we want to keep them. We don't want to be thrown on wel­ fare." As the industry awaits the ruling in March of the NMFS on the new por­ poise kill quota, the SIUNA will be fighting in the new Congress for an amendment to the Marine Mammal Protection Act so that realistic porpoise kill quotas could be set by legislative action. SlUNA-Backed Fishermen Laws Impressive The simmering controversy on the West Coast over porpoise mortality quotas for tuna fishermen is overshad­ owing what has otherwise been a very important and successful year for the American fishing industry as a whole. The year started off on a high note for the industry with passage of the SlUNA-backed Fishery Management and Conservation Act, which estab­ lishes a 200-mile limit as of Mar, 1, 1977 to protect America's coastal fish­ eries against over-fishing by foreign fleets. During the fight for this bill, the SIUNA also worked to inject additional clauses to protect U.S. tuna fishermen from retaliatory reprisals by other coun­ tries, mainly from South America. Among the clauses were: • The 200 mile limit would not Notice to Members On Shipping Procedure When throwing in for work dur­ ing a job call at any SIU Hiring Hall, members must prddiice the /ollowing: • membership certificate • registration card • clinic card • seaman's papers In addition, when a.ssignmg a job the dispatcher will comply with the following Section 5, Sub­ section 7 of the SIU Shipping Rules: "Within each class of seniorityrating in every Department, prior­ ity for entry rating jobs shall be given to all seamen who possess Lifeboatnian endorsement by the United States Coast Guard. The Seafarers Appeals Board may waive the preceding sentence when, in the sole judgment of the Board, Undue hardship will result or extenuating circumstances war* imnt such waiver.**, Page 10 cover highly migratory fish such as tuna, which would continue to be regulated by an international authority, • The U.S. Government would enter into equal access treaties with other na­ tions allowing reciprocal fishing priv­ ileges so that U.S. tuna fishermen, who depend heavily on their catch from for­ eign waters, could continue to fish in foreign waters. • The Fishermen's Protective Act would continue to cover U.S. distantwater fishermen. After the 200-mile limit bill was signed, the SIUNA was then instru­ mental in getting John Burt, secretarytreasurer of the affiliated New Bedford (Mass.) Fishermen's Union, appointed to one of the eight Regional Fishery Management Councils, which will ad­ minister the 200-mile zone. Burt will use this key position to represent the views and needs of working U.S. fisher­ men, He also represents the only voice of an AFL-CIO union on any of the councils. that stated it was not meant to affect existing collective bargaining arrange­ ments. In other legislative areas, the SIUNA is presently boosting a bill, introduced by Sen. Edward Kennedy (D-Mass.) that would provide a new source of funds for the improvement and enlarge­ ment of the U.S. fishing fleet. The bill, the Commercial Fishing Industry Revitalization Act, provides that all rev­ enues earned from tariffs on U.S. fishery imports shall be used by Regional Fish­ ery Management Councils for payments to "increase the U.S. catch and the fish­ ing capabilities of the U.S. fleet." Overall, the SIUNA's legislative ac­ tivities in 1976 provided U.S. fishing interests with some valuable tools to build a better more productive indus­ try for the future, as well as safeguard­ ing the livelihoods of the members of SIUNA-affiliated fishing and cannery unions. Seafarer Gives a Gallon Tax Incentives In a much less publicized area, the. SIUNA was instrumental in protecting the interests of U.S. fishermen in the Tax Act of 1976. During the political maneuvering before the bill was passed, the International supported an amend­ ment that would grant a 5 percent in­ vestment tax credit on funds put into a capital construction fund for use in building new vessels, including fishing vessels. The amendment can serve to stimulate the enlargement of these funds and the construction of new equipment for the industry. In addition the SIUNA opposed an amendment to the tax bill that initially declared fishermen to be "self em­ ployed" when on vessels with crews of less than 10 and when paid by a share of the catch. This amendment would have undermined collective bargaining arrangements in the U.S. fishing indus­ try and ended the existing payroll pro­ cedures of many shipping outfits. The International's opposition led to the inclusion of language in the amendment Headquarters CliRic Nurse Cheryl Edel gives Seafarer Phillip Pardovich pin and emblem after he donated a total of a gallon of blood over a period of time to the SIU Blood Bank. Seafarers Log �Scottie Aubusson^ Who Came Via Torpedo^ Retires SIU official Ernest Frank Aubusson retired on Dec. 31 leaving behind him a long string of friends in many ports, most of whom remember him by the single nickname, "Scottie." "I came into the SIU on a torpedo," says Scottie, a native, of England. It seems that the British ship he was sail­ ing on during World War II was tor­ pedoed by the Germans, and the 22year-old seaman was wounded and picked up by a British hospital ship which berthed in Loch Ewe, Scotland. When Aubusson heard that a convoy of American ships was forming in Scot­ land, he managed to sneak away from the hospital and signed up with an SIU ship, the old Gateway City. The date was Aug. 25,1942, a day which Brother Aubusson will never forget. "I had already jumped British ships three times in the United States, but each time I was caught,"~he reports. He was so anxious to get to America that he signed on a ship that was going right back to Murmansk, Russia, where he had just come from. It was a very dangerous run and most seamen avoided it. It was on the Gateway City that Aubusson was dubbed "Scottie" be­ cause he had signed on in Scotland. Brother Aubusson immediately be­ came a staunch SIU man. Having sailed for two years as a British merchant sea­ man, he was particularly appreciative of his new Union. "British ships had a union of sorts called the National Union of Seaman," he recalls, "but it was a farce. The union representatives wore uniforms, and they always took the side of the company." Aubusson was pleasantly surprised at the superior living conditions on the SIU ship. "British ships slept 12 men : to. a fo'c'sle," he remembers. "They carried no linens, no pillows or mat­ tresses. Each man had a 'donkey's breakfast,' which was nothing but a sixfoot sack of straw, to sleep on." Another big difference between the two unions showed up when Seafarer Aubusson was paid for his first SIU trip. His first day's wages were equal to an entire week's pay on a British ship. For the next 10 years Brdther Au­ busson sailed as AB, bosun, and served as ship's delegate on numerous SIU ships. In 1949, in one of the proudest moments of his life, he became a citizen of the United States. Helped on Beefs The 40's and 50's were a stormy period for trade unionists, and Scottie was always the first to volunteer to help out on beefs, both those of the SIU and of other unions. As he puts it, "Any­ time you hit the beach something was going on." Among the beefs he par­ ticipated in were the Wall Street beef of '46, the Isthmian beef of '47, and the Longshore beef of the 50's. Brother Aubusson went to work for the SIU full time in February of 1952. He truly worked his way up from the bottom, beginning as- bartender and then manager of the Union's Port O' Call Bar in Brooklyn. In 1955 he be­ came a patrolman for the port of New York. In 1959, just as he was beginning to feel like a real New Yorker, Aubusson was transferred to the Great Lakes. After spending a few months in the port of Detroit, he was sent to Chicago as SIU port agent. True to form^ Scottie often managed to be where the action was in Chicago. He assisted the SIU of Canada in the Scottie Aubusson Canadian beef of '62, and he partici­ pated in organizing drives for the SIUafliliated UIW and Local 777. He also managed to build up a large and active Maritinie Trades Department Port Council in Chicago, of which he was secretary-treasurer. Goes to Paducah In January of 1973 Brother Aubus­ son; by now a dyed-in-the-wool Chicagoan, was once again transferred, this time to serve as agent for the inland port of Paducah, Ky. "It was almost like a foreign country to me," says Scottie. "I didn't know one end of a towboat from the other." He soon learned the difference, though, and before long he became known as the Duke of Paducah. Aubusson's stint in Paducah was cut short by a stroke of fate. In November of 1973, when an automobile struck the SIU Hall in St. Louis and seriously injured Port Agent Leroy Jones, Scottie was called on to assume what was to be his last position with the SIU. During his three years as port agent in St. Louis and as cordinator— rivers for the SIU, Scottie became very knowledgeable in the inland field. He helped set up many new systems on the rivers which have enabled the SIU to function more effectively. And, once again, he worked vigorously for a strong MTD Port Council. High School Diploma When asked about the greatest achievement in his long career, Scottie singles out the obtaining of "his high school diploma at the Lundeberg School in 1974. He is the first and only SIU official to have gone through the Union's GED Program, and it must have taken some guts. "Sure I was afraid of failing," Brother Aubusson admits. "But 1 was deter­ mined to show the trainees that if a guy who dropped out of school 40 years ago at age 14 could make it, anybody could." He passed with flying colors. Scottie's example has indeed encour­ aged many young Boatmen to study for their diploma at Piney Point. Scottie's favorite handle for himself was his SIU book number, A-8, and he has no intention of giving it up now that he has retired. "No one will ever hold Book Number A-8 until I die," he pledges. "Lmay be leaving the job; but not the Union." He stresses that he re­ tired at this time for personal reasons. Brother Aubusson received many gifts upon his retirement, but his favor­ ite was a simple American flag from the SIU office staff in St. Louis. Accom­ panying the flag was a certificate which read: "This is to certify that the accom­ panying fiag was flown over the U.S. Capitol on Nov. 12, 1976, at the request of the Hon. Leonor K. Sulli­ van, member of Congress. This flag will be presented to Frank "Scottie" Aubusson from the crew at SIU." The American flag has always had a special meaning for Scottie as a former immigrant. "I always was a patriotic sucker," he admits, with a gruff voice but a tear in his eye. That's the kind of guy Frank "Scottie" Aubusson is. And a lot of people are sure going to miss him. Almost all people who are sick have one . common characteristic—they all want to get well. As long as the alco­ holic Seafarer sees his alcoholism as anything other than an illness, he can­ not get well because he has no desire to do so. As long as the Seafarer refuses to acknowledge his illness, he will make excuses for his drinking. He drinks to relax, to have fun, to be friendly, to so­ cialize—the list is endless. Of course, these excuses will last only so long, be­ cause the Seafarer's drinking behavior will eventually alienate his family and friends and cause him to lose jobs. When he does realize that he is de­ pendent upon alcohol, his reaction is likely to be one of self-hatred and selfcondemnation—"I am a drunk, a bum, I'm worthless." This reaction is as dam­ aging as the original string of excuses. His self-hatred motivates self-destruc­ tion—he continues drinking. As the alcoholic Seafarer's union brothers, we owe it to him not to accept his excuses and not to cooperate in his self destruction either. The key to his survival is confrontation with his non­ alcoholic and recovering alcoholic brothers. This confrontation is based on our concern for a fellow Seafarer. It might go something'like this: Seafarer #1: "I'm really looking for­ ward to getting ashore and hitting that little bar by the waterfront. There's nothing like a few drinks to help you relax when you're on the beach." Seafarer #2; "Face it—you want to get to that bar because you need the drinks; not because you want to relax. The ARC might be able to help you get free of needing liquor, and then you could really relax." Or the confrontation might sound like this: Seafarer #1: "I admit it. I'm a drunk. I thought I could handle my liquor, but I just can't hack it. I'm just a no good drunk." Seafarer #2: "You're drunk, but you're not a drunk. You're an alcoholic. That means you're sick. The Seafarers Alcoholic Rehab Center could help you get well." Of course the responses above are the ones that are the very hardest to give because we fear we might be risking a friendship. The easy way out is to say, "Yeah a few drinks sounds like a good time." Or "Don't worry about your drinking. You just had a few too many." So simple and so easy. Except that we're helping a brother to kill himself. Now we realize that none of us are qualified to treat alcoholism. That's • why, through the Sezifarers Welfare Plan, we have established the ARC. But all of us are qualified to give our alco­ holic brother the motivation to get well by simply helping him to understand that he has a disease. The motivation to get well is what makes our brother's recovery possible. We know who these brothers are. We are a small Union; we are friends with one another. It makes no sense at all to say that we don't know whether or not a man drinks too much after we have worked with him for five or 10 or 20 years. It's this very bond of brotherhood among Seafarers that qualifies us to help motivate a fellow Seafarer to ac­ cept treatment for alcoholism and begin his recovery. We're qualified because we're Union brothers—we're qualified because we care. ly 't 'A Alcoholic Rehabilitation Center I am interested in attending a six-week program at the Alco­ holic.Rehabilitation Center. I understand that this will be kept strictly confidential, and that no records or information about me will be kept anywhere except at The Center. Naiiie . Book No. , Address (Street or RFD) (City) (State) Telephone No (Zip) I I Mail to: THE CENTER Star Route Bo\ 153-A Valley Lee, Md. 20692 or call, 24 hours-a-day, (M)l) 994-01)10 Page 11 ^;:Jaiiuary, 1977 — MUM f. �} Mobile Port Agent Louis 'Biockie' Neiro^ 59^ Retires With more than 30 years service to the SIU under his belt, Louis "Blackie" Neira, 59, (Book No. N-1) retired as port agent in Mobile as of Jan. 1, 1977. Although he was born in New York, Mobile was his real turf. Back in 1945, when that Alabama city was still barri­ caded against the unions. Blackie or­ ganized the Mobile Towing Co. for the SIU, as well as other towboat outfits in the Mobile and Gulf area. During the 1946 General Strike, he served as chairman of the strike com­ mittee in Mobile. In 1947, he was active Here Union veteran "Blackie" Neira is shown handing cut dispatch cards to Seafarers in the Mobile hall in 1954. The men were getting set to resume work on the Waterman service to Puerto Rico after a longshoremens strike. in the Isthmian strike and later in num­ erous other Union beefs. Brother Neira is a well-known figure in the Gulf area. Before joining the Union in 1943, he shipped out of vari­ ous Gulf Coast ports working in the blackgang. In 1958 he was appointed SIU Miami port agent and was elected Tampa port agent for 1959-60. He also served as a patrolman in Mobile. As a result of the fine job he has always done, both as a sailor and as an SIU organizer and Union official, Blackie will long be remembered by the Seafarers and In­ land Boatmen. Proud to Be Oificia! Fortunately for the members of the Union, Brother Neira will not forget his days with the SIU either. In a message sent to the Log he said, 'T have been with the Union all my life and will al­ ways continue to work for the Union's best interest in any way I can. I have seen all the advantages gained by the Union since I joined, including vaca­ tions, welfare, training schools for sea­ men, and of course increased wages and better working conditions. "I wish all the members and Union officials well in all future endeavors," he added "and I have been proud to be an Louis "Blackie" Neira official of an organization that has done so much for, its members." Brother Neira will continue to live in Mobile with his wife and family. He has two daughters and one granddaughter. After taking off a few weeks for an ad­ justment period, he will make up his mind about what to do in the future. We wish him the best of luck and great happiness. Study Finds Ships With MPAs Report Less III, Injured Ships with marine physician's as­ sistants (MPAs) report a lower inci­ dence of minor illnesses and injuries than ships without MPAs, according to a study sponsored by the National Maritime Research Center, Kings Point, N.Y. After comparing the health records of 20 American-flag container and general cargo ships over a period of three years, the study concluded that "serious consideration should be given Sea Training In Medidne OKdbylLO The International Labor Organ­ ization (ILO) appears to have taken a major step toward setting up an international standard for medical care in board deep sea vessels. At the 62nd session (Maritime) of the ILO held last October in Geneva, delegates from around the world approved a resolution calling for "the training of seafarers in medical skills beyond the first-aid level." "There is a need to provide sea­ farers with medical care compara­ ble with that enjoyed by workers ashore," the text stated. .. A min­ imum level of competence in med­ ical care beyond the concept of first aid on board all merchant vessels is vital to the well-being, continuity of employment, and the health of all seafarers." Passage of the resolution entitled "Resolution Concerning Interna­ tional Maritime Labor Standards on Medical Care Aboard Ship" is only a first step. It still must be considered by the Joint Maritime Commission •and passed by the governments in­ volved in the ILO. The resolution was introduced by the SlUNA-Staff Officers Associa­ tion, AFL-CIO, and supported by the SIU. The SOA has been fighting for this type of resolution for many years. - Page 12 to reactivating the MPA Training Pro­ gram" which was discontinued in 1972. Half the vessels surveyed had pursermarine physicians assistants on board. The MPA Training Program had been run jointly by the Staff Officers Association, AFL-CIO, an affiliate of the SIU of North America, and the U.S. Public Health Service. Pursers were given a nine-month medical course dealing with the type of illnesses and emergencies that most commonly arise at sea. The results of the survey are not surprising. Today, only 13.5 percent of the crewmembers on board Americanflag ships who are responsible for med­ ical care have -the purser-marine physician's assistant certificate. A shocking 22 percent have no training at all, while 30 percent received whatever training they have more than 20 years ago. Burt E. Lampher, secretary-treasurer of the Staff Officers Association pointed to the study as proof for the need for medically trained personnel with knowl­ edge beyond the first-aid level aboard U.S. merchant marine vessels. His union has been fighting for better med­ ical care on board ships for years. The study was entitled "The Marine Physician's Assistant: Effect on the Frequency and Distribution of Illness and Injury Reports From U.S. Merchant Ships." It found that MPA ships lost about six less man-days per voyage than did non-MPA ships and that men aboard the MPA ships reported only two-fifths as many illnesses. "More important, from a financial point of view," it concluded, "is the probable reduction in post voyage P & I insurance litigation resulting from the significantly smaller number of inci­ dents reported'. . ." This may result in a corresponding premium reduction and a substantial saving for shipping companies. The MPA ships had only a slightly better record than non-MPA ships in the number of serious incidents re­ sulting in incapacity for 72 hours or more or even repatriation or hospital­ ization. However, the study did not investigate the long-term results .of hav­ ing an MPA on board. A sailor ean get sick and report an illness even if there is a doctor present, but he may not die or be disabled if he is properly treated. Cab Drivers Rally Among those at a rally held Dec. 4 to mark the 100th day of the strike called by the SlUNA-affiliated cab drivers union in San Diego were, from the left: Antoinette Garcia, San Diego representative for the SlUNA-affiliated United Cannery and Industrial Workers of the Pacific: Mike Spadacini, president of the cab drivers union; R. R. Richardson, secretary-treasurer of San DiegoImperial Counties Labor Council, who chaired the rally; Steve Troy, SIU West Coast representative; JackTarantino, president of the SlUNA-affiliated Fisher­ men's Union of America, Pacific and Caribbean; Jack Steveson, secretarytreasurer of the cab drivers union, and James Bozzo, secretary-treasurer of the Fishermen's Union. Many other local labor officials spoke from the floor. The rally was held at the San Diego Hall of the Fishermen's Union. SIU's Boston Dr. A. Ripa Dies Dr. Anthony S. Ripa, 64, the Union's medical doctor in the port of Boston for the past 20 years, died of a heart at­ tack OH Dec. 27 in Massachusetts Gen­ eral Hospital there. Dr. Ripa "was a good friend and ad­ viser to our membership and their fami­ lies and will be sorely missed by all," said SIU Port Agent Ed Riley. He was a physician in East Boston for more than 35 years and established the East Boston Medical Center in 1967. He also served on the medical staff of Boston's Logan International Airport and Suffolk Downs. Born in Palermo, Italy, Dr. Ripa came to East Boston with his family as a lad. He was a graduate of East Boston H.S. and Middlesex College of Medi­ cine. During World War II, he was a colonel flight surgeon with the U.S. Air Force. The doctor was a member of the American Medical Association and the Elks Club of Winthrop, Mass. Surviving are his widow, Veronica; a son, Russell of Peabody, Mass.; two daughters, Lucille of East Boston and Mrs. Helena L. Bacirca of Salem, Mass. and three grandchildren. A funeral Mass was celebrated Dec. 28 in St. Lazarus R.C. Church, East Boston. Seafarers Log .STT- �t V. & Base Wages, Overtime, Premium Rate, Penalty Rate, Vacation Affected 1 } Cost-of-Living Adjustment Ups Scale 2 Percent Following is a complete breakdown of how the 2 percent cost-oj-living increase in the deep-sea contract affects the base wage, overtime, premium overtime and penalty rates for all shipboard ratings sailing under both the Standard Tanker Agreement and the Standard Freightship Agreement. The formula for the 2 percent increase, worked out between the companies and the SIU Negotiating Committee last month, went into effect as of Dee. 16, 1976. In addition to wage related items. Seafarers are reminded that the annual Vacation Benefits of $2200, $1800 and $1400 have also been increased by the rate of 2 percent. It is suggested thai you cut this page out and make it a permanent part of your present Freightship and Tanker Agreements. Standard Tanker Agreement Base Wage 6/16/76 Rating Boatswain (on vessels constructed since 1970) Bodiswaiti (25,5(X) Dw'T or over) Boatswain (under 25,500 DWT) A.B. Deck Maintenance Able Seaman O.S. Deck Maintenance Ordinary Seaman Q.M.E.D. Chief Pumpman | Second Pumpman/Engine Maintenance Ship's Welder Maintenance Engine Utility Oiler Maintenance Utility Oiler Fireman/Watertender General Utility Deck/Engine Wiper Chief Steward (on vessels constructed since 1970) Steward/Cook Chief Steward (25,500 DWT or over) Chief Steward (under 25,500 DWT) Chief Cook Cook & Baker i Third Cook Assistant Cook Messman Utiliiyman 1118.61 1014.01 975.98 832.26 732.43 672.49 580.79 1118.61 1023.28 1023.28 905.90 823.91 834.03 732.43 732.43 672.49 672.49 1118.61 1118.61 1018.05 980.04 879.70 858.95 761.89 761.89 561.45 ,561.45 Plus 2% COLA Base Wage 12/16/76 1110.98 1034.29 99.5..50 848.91 747.08 685.94 592.41 1140.98 1043.75 1013.75 924.02 840.39 8.50.71 747.08 747.08 685.94 685.94 1140.98 1140.98 1038.41 999.64 897.29 876.13 777.13 777.13 572.68 572.68 Pius 2% COLA Premium Overtime 12/16/76 Premium Overtime 6/16/76 9.72 9.33 8.51 7.25 6.40 5.88 5.09 9.72 8.91 8.91 7.80 7.32 7.20 6.40 6.40 5.88 5.88 9.72 9.72 8.87 8.53 7.67 7.25 6.25 6.25 4.93 4.93 Overtime 6/16/76 9.91 9.52 8.68 7.'40 6.53 6.00 5.19 9.91 9.09 9.09 7.96 7.47 7.34 6.,53 6.53 6.00 6.00 9.91 9.91 9.05 8.70 7.82 7.40 6.38 6.38 5.03 5.03 Plus 2% COLA Overtime 12/16/76 5.29 5.29 5.29 4.06 4.06 3.22 3.22 5.29 5.29 5.29 5.29 5.29 4.06 4.06 4.06 3.22 3.22 5.29 5.29 5.29 5.29 5.29 5.29 4.06 4.06 3.22 3.22 5.40 5.40 5.10 4.14 4.14 3.28 3.28 5.40 5.40 5.'40 5.40 5.40 4.14 4.14 4.14 3.28 3.28 5.40 5.-10 5.'40 5.'40 5.40 5.'40 4.14 4.14 3.28 3.28 Overtime 6/16/76 Plus 2% COLA Overtime 12/16/76 PENALTY RATES OFF WATCH- -MONDAY THROUGH FRIDAY 6/16/76 12/16/76 5.91 4.74 4.22 0.03 4.83 4.30 Group 1 Group II Groiip III Standard Freightship Agreement 6/16/76 Base Wage Rating Boatswain (SL 7's, SL 18's, Lash & Mariner) Boatswain Carpenter A.B. Maintenance Quartermaster Able Seaman O.S. Maintenance Ordinary Seaman Chief Electrician (SL 7's, SL 18's, Lash & Mariner) Chief Electrician Crane Maintenance/Electrician Electrician Reefer/Maintenance Second Electrician Engine Utility Reefer/Maintenance Refrigerating Engineer Refrigerating Engineer (when one is carried) Chief 1st AfisLstant 2nd Assistant Q.M.E.D Plumber/Machinist Unlicensed Junior Engineer (Day) Unlicensed Junior Engineer (Watch) Deck Engineer Engine Utility Evaporator/Maintenance Oiler Oiler (Diesel) Watertendcr Fircman/Walcrtender Fireman V Wiper...... Ship's Welder/Maintenance Oiler Maintenance Utility ; General Utility Deck/Engine Chief Steward (SL 7's, SL 18's, Lash & Mariner) Steward Cook Chief Steward Chief Cook Cook & Baker Second Cook Third Cook" .'. Assistant Cook Messman Utilityman ' • • ' '. 1075.08 950.86 874.83 808.45 762.52 723.93 604.94 565.87 1150.19 1118.61 1118.61 1118.61 1045.69 1045.69 1045.69 1072.61 9.53.13 889.14 . 1075.08 958.83 914.90 823.79 887.21 835.63 766.45 723.93 779.05 723.93 723.93 723.93 672.46 898.08 835.63 672.46 1075.08 107.5.08 950.86 845.16 823.78 . 723.93 714.15 " 714.15 561.46 561.46 .' ....' ' Base Wage 12/16/76 1096..58 969.88 892.33 824.62 777.77 738.41 6x7.04 577.19 1173.19 1140.98 1140.98 1140.98 1066.60 1066.60 1066.60 1094.06 972.19 906.92 1096.58 978.01 933.20 8_40,27 _ 904.95 852.34 781.78 738.41 794.63 738.41 738.41 738.41 685.91 916.04 852.34 685.91 1096.58 1096..58 969.88 862.06 840.26 738.41 728.43 728.43 572.69 . 572.69 Premium Overtime 6/16/76 Premium Overtime 12/16/76 9.25 8.28 7.63 7.05 ' 6.65 6.31 4.95 4.95 10.09 9.72 9.72 9.72 9.11 9.11 9.11 9.44 ' 8.45 7.78 7.19 6.78 6.14 5.05 5.05 10.29 9.91 9.91 9.91 9.29 9.29 9.29 8.35 7.97 7.74 9.25 8.35 7.97 7.19 7.74 7.29 6.70 6.31 6.79 6.31 6.31 6.31 .5.88 7.74 6.79 5.88 9.25 9.25 8.28 7.37 7.19 6.25 "6.25 6.25 4.93 4.93 , 8..52 8.13 7.89 9.44 8..52 8.13 7.33 7.89 7.14 6.83 6.'H 6.93 6.44 6.44 6.44 6.00 7.89 6.93 6.00 9.44 9.44 8.45 7.52 7.33 6.38 6.38 6.38 .5.03 5.03 • ' 5.29 3.29 - 5.29 4.06 4.06 4.06 3.22 3.22 .5.29 5.29 5.29 . .5.29 5.29 5.29 5.29 ' .5.29 .5.29 .5.29 .5.29 .5.29 5.29 5.29 5.29 .5.29 5.29 4.06 4.06 4.06 4.06 4.06 3.22 5.29 4.06 3.22 .5.29 .5.29 5.29 .5.29 .5.29 1.06 4.06 4.06 3.22 3.22 5.40 5.40 5.40 4.14 4.14 4.14 3.28 3.28 5.40 5.40 5.40 .5.40 5.40 5.40 5.10 5.40 5.40 5.40 S.'W) 5.40 5.10 5.40 5.10 5.40 .5.'40 4.14 4.14 4.1 4 4.14 4.1 4 3.28 5.40 4.14 3.28 5.10 5.'40 .5.'40 5.40 5.40 4.14 4.14 4.14 3.28 3.28 PENALTY RATES OFF WATCH—MONDAY THROUGH FRIDAY 6/16/76 Group 1 Group II Group 111 I 5.91 . 4.74 4.22 12/16/76 6.03 4.83 4.30 Page 13 January, 1977 aj ,-.S i*iy f TJ.. •it 1 �Set Worldwide Health, Safety Standards SlU's Participation in ILO, IMCO, ITF Gives Union More Ciout This is the eighth in a series of articles which the Seafarers Log is publishing to explain how various organisations affect the jobs and job se­ curity of Seafarers. By participating in international organizations, the SlU helps to determine worldwide standards for ship and boat construction, wages, health and working conditions of merchant seamen, naviga­ tion and safety measures, and other issues affecting the lives of our members. Among the main international bodies dealing with maritime affairs that concern the SIU are the international Labor Organization (ILO), the InterGovcrnmental Maritime Consultative Organiza­ tion (IMCO), and the International Transport Workers Federation (ITF). The International Labor Organization was set up in 1919 to deal with the problems of working people in all types of jobs. It is now affiliated with the United Nations. Workers' representatives and employers' representatives take part in the ILO on an equal basis with representatives of govern­ ments, making it unique among world organiza­ tions. The SIU has often served as a voting workers' representative at maritime sessions of the ILO. For example, during the 62nd Maritime Session last Octobr, Earl "Bull" Shepard, SIU vice presi­ dent for the Atlantic Coast, served as the vice president representing workers. During the session, a convention (as their reso­ lutions are called) was passed attacking poor health and safety conditions on board substandard deep sea vessels. Runaway ships registered under flags of convnience were the target of this measure which recommended that port officials in nations signing the pact inspect the vessels when a com­ plaint is made. If the resolution goes into effect, conditions on Liberian and Panamanian ships would improve. At the same time, companies that cut costs by underpaying crewmembers and neglecting vessel repair would lose some of their competitive ad­ vantage over legitimate fleets such as the U.S.-flag merchant marine. Trends Are Set The catch with resolutions passed by inter­ national bodies like the ILO is that governments of participating nations later must sign the pact and enforce it. That does not always happen. However, by passing resolutions, the trends for the future are set. Other ILO maritime agreements deal with seamens' leave days, training, and living conditions on board ship. The ILO also provides technical assistance to individual countries in fields such as vocational training, manpower planning. Social ITF representatives from around the world were impressed with the automated console which will be used as a training aid in the Lundeberg School's Recently, delegates from International Transport Workers Federation (ITF) affiliated unions toured the Lundeberg School. Here, they are listening to Margaret Nalen, director of academic education at the HLSS, explain the school's educational pro­ gram for Seafarers and Boatmen. Security and occupational safety and health. The Inter-Governmental Maritime Consultative Organization was founded in 1958 by the govern­ ments of many maritime nations. It calls diplomatice conferences to establish uniform regula­ tions dealing with promotion of safety at sea and efflciency of navigation, prevention of marine pollution from ships and other craft, and other items relating to shipping activities. As with the ILO, all IMCO "conventions" must be ratified by member states before they go into effect. The United Nations helped form IMCO and the two organizations have a working relation­ ship. Subcommittees of IMCO deal with technical areas such as safety of navigation, radio communi­ cations, maritime satellites, life-saving appliances, standards of crew training, watchkeeping and qualifications of officers and crew, search and rescue, ship design and equipment, and the car.'•"age of dangerous goods. Information from the technical subcommittees and from special IMCO forums is circulated to maritime nations around the world. While visiting the HLSS, ITF members toured the Alcoholic Rehabilitation Center and heard-the st-affexplain the SlU's commitment to helping its mem.bers recover, from alcoh-e-l+sm. upgrading course in automation. The trade unionists were the guests recently of Robert Kalmus, director of vocational education at the HLSS. Page 14 Our Viewpoint Aired Often the SIU testifies at IMCO meetings. In that way, our viewpoint goes down on interna­ tional public record and can be taken into consid­ eration by the governments of other countries. "The SIU also monitors IMCO meetings clo.sely to be aware of the latest developments in international laws of the sea. The International Transport Workers Federa­ tion is a labor organization. Unions from nonCommunist countries with jurisdiction over trans­ portation and related industries belong. Workers on railways, road transportation, inland waters, fishing boats, ports and docks, civil aviation, ship­ ping and allied industries and services are repre­ sented at the ITF through their unions. The SIU of North America belongs to the Shipping and Fishing Divisions. United actions called for by the ITF accom­ plishes things that indivi(fual unions or unions in one country could not do by themselves. Repres­ sion of transportation unions in one country is often met by protest from transportation unions in the member states. The form of these protests ranges from letters to boycotts of cargoes from the offending nation. Flags-of-Convenience Crews During the past 20 years, the ITF has been active organizing crews on flag-of-convenience ships. Because the crews are multinational and cannot be represented by unions in any one coun­ try, the owners sign an agreement with the ITF itself. After signing, the ship is issued an ITF blue certificate. Since many of the runaway vessels are regis­ tered under flags-of-convenience to escape union wages and standards of shipboard safety, the drive has not been easy. Organizers from ITF affiliates not only sign up the crews, they have to check the vessels when they call in port to make sure the owners are living up to the agreement. In the past, longshoremen of member nations have refused to handle vessels if the owners did not sign with the ITF or abide by the contract. In conclusion, by participating in the ILO, IMCO, and the ITF, the SIU has more clout in dealing with problems of Seafarers than we would have if we were active only within the borders of the United States. Seafarers Log mmk �• i' 'S) Hall Calls for Oil Imports Quota Law Continued from Page 3 design and operational standards be developed under the terms of the Ports and Waterways Safety Act of 1972, and that these standards "should be vigor­ ously enforced by the Coast Guard to prevent noncomplying vessels from en­ tering our waters." However, he chided the Coast Guard for its "reluctance to impose stringent standards on all vesvels in American waters, choosing instead to wait for possible future in­ ternational action." Hall pointed out, though, that the greatest threat to our environment is not always from the vessels "but from the crew on board the vessel," because foreign crews "have not had the vigor­ ous training of their American counter­ parts." He then told the committee a little about the comprehensive entry and up­ Smoke billows from wreckage of the Liberian-registered tanker Sansinena after she blew up in Los Angeles Harbor Dec. 17 killing nine. grading training for deck, engine and steward departments at the Lundeberg School as an example of the rigorous professional training available to Amer­ ican seamen. Hall concluded tJiat "we will con­ tinue to run unnecessarily high risks of future oil spills if we continue to rely on flag-of-convenience vessels with their untrained seamen to carry a substantial portion of our oil." He also called on the/ committee to give its recommendation for passage of a bill similar to the Energy Transporta­ tion Security Act so that America can "introduce a measure of control and protection over the transportation of oil which the U.S. does not presently have." In wrapping up his testimony, Presi­ dent Hall told the commiteee that an oil imports quota bill and tougher stand­ J. ards should be "only the first step." He affirmed that the U.S. must per­ manently lay to rest the oil companies' theory of "effective control," which claims that an American owned for­ eign-flag vessel will respond to our na­ tion's needs in time of emergency. Hall noted that "there is only one type of control—the real and unequivocal con­ trol that attaches when a vessel flies a nation's flag." President Hall also brought up the problem of foreign-manned oil drilling rigs presently working on the U.S. Outer Continental Shelf "without com­ plying with American standards and without any requirements that they em­ ploy trained American workers while in our waters." Hall warned that "un­ less we act now to rectify this situation, this frontier may suffer irreparable ecological harm." • •= '. ,t. •-' . ;i •J . Mop-up boats maneuver oil containment booms around the Liberian-regis­ tered tanker Olympic Games to try and contain some of the 133,500 gallons of oil spilled when the ship went aground in the Delaware River 15 miles south of Philadelphia, Pa. on Dec. 27. Ice Jamming Mississippi R. in Worst Winter in Century Stalled traffic at Mile 18. The worst winter in years -has brought severe ice problems to the Mississippi River bringing barge traffic to a virtual halt in many sections. Above photo shows stalled traffic at Mile 95.5 near Liberty Bend. Continued from Page 5 ahead of schedule. Navigation on the Upper Mississippi above St. Louis was halted several weeks earlier than usual, but barge traffic continues on the Illi­ nois Waterway, which normally re­ mains open year-round. Serious ice problems were develop­ ing on the Illinois, however. By early January Peoria Lake was 100 percent covered with ice 10 inches thick, and tows have been forced to serve as ice­ breakers in order to keep traffic mov­ ing. This ice-chopping only makes the problem worse, because the chopped ic& freezes again at a greater thickness. Ice flows have even begun,to form below St. Louis on a stretch of the river January, 1977 where ice is relatively rare. Numerous groundings due to ice have been experi­ enced in the area, particularly at riverbends where the ice tends to pile up. The Army Corps of Engineers is struggling to maintain the authorized 9-foot channel, but its dredges cannot operate in heavy ice. According to a Corps spokesman, "We are at a critical point. Some warm weather would im­ prove the situation greatly. But it's all out of our hands." The Mississippi River hit its record low in January of 1940, when a huge ice jam at St. Louis actually held back the current. The towing industry can only hope that this record will not be broken in 1977. U.S. Jobless Rate Dips to 7.9% The country's unemployment rate last month mercifully dropped down to 7.9 percent, the same as October, from a year's high of 8.1 percent in Novem­ ber. The rate was almost unchanged for the year as the January 1976 level was 8 percent. For the second consecutive month the number of persons with jobs rose as 222,000 workers found employment in December with a total of 579,000 getting jobs in the last two months. Since March 1975,4.2-million new jobs were found. But the hard-core jobless (out 27 weeks) continued to climb. Furthermore 7,558,000 workers are still unemployed in the United States. Up 2.8-million from a year earlier. Those working parttime involuntarily fell 200,000 last month to 3,400,000. AFL-CIO chief George Meany says the true jobless rate is 10-million counting those, over a million, not looking for work. Predictions have it that the unem­ ployment rate will go down to 6.5 per­ cent by December 1977 and to 6 per­ cent by December 1978. This would mean that 4.5-m.illion to almost 6-miliion persons wTli nnffTiew jobs in the' next two years. A large part of the December decline in unemployment took place among adult men whose jobless rate fell to 6.2 percent from 6.5 percent in No­ vember. A suggested reason for this was that a large number of men, 119,000, may have retired at the close of 1976. Page 15 .-J �Houston Committee Getting their photo taken recently when the SS Houston (Sea-Land) paid off in Port Elizabeth, N.J. are (I. to r.): Recertified Bosun William Kleimola, ship's chairman; Deck Delegate N. Santana; Engine Delegate Raoul Aguilar; Oiler J. M. Gonzalez, and Chief Steward F. T. Di Carlo, secretary-reporter. Virgo Committee Recertified Bosun Joe Gavin (seated left) ship's chairman of the SS V/rgo (Apex Marine) is with the Ship's Committee and crewmembers of Engine Delegate Dave Millard (seated) and (standing I. to r.): Cook La France T. Smith, steward delegate; FOWT Joseph Collins; Chief Steward John "Red" Burke, secretary-reporter, and Educational Director Heywood Greed. The vessel paid off in the port of Jacksonville early in December. ~ Ellzabethport Committee SlU Patrolman Teddy Babkowski (seated left) makes out his report on a payoff aboard the SS Elizabethport (Sea-Land) recently with Recertified Bosun Vagn "Ted" Nielsen (also seated), chairman of the Ship's Cofnmittee. The rest of the Committee, standing I. to r., are: Educational Director Jerry Dellinger; Steward Delegate Julius Silagyi; Chief Steward George Gibbons, secretary-reporter, and Deck Delegate Frank Balasia. The ship paid off iri Port Elizabeth, N.J. Sea-Land Market Committee Writing out dues receipts for the Ship's Committee and crew of the containership SS Sea-Land Market are, seated I. to r., SlU Patrolmen Teddy Babkowski and George Ripoll. Standing (I. to r.) are part of the Ship's Committee of: Engine Delegate C. Hall; Educational Director R. Ulatowski; Steward Delegate F. Rogers, and Recertified Bosun Walter Nash, ship's chairman. The ship paid off late in December in Port Elizabeth, N.J. 9. Robert Toombs Committee Here on Dec. 29 at Brooklyn's Pier 7 in the port of New York is the Ship's Committee of the SS Robert Toombs (Waterman) of (seated I. to r.): Educa­ tional Director R. Davis; Chief Steward Clyde "Whitey" Lanier, secretary-re­ porter and Recertified Bosun Lee J. Harvey, ship's chairman. Standing (I. to r.) are: Engine Delegate C. Troncoso; Deck Delegate Harry M. Fisher, and Stew­ ard Delegate Larry Smith. Page 16 Golden Dolphin Committee Paying off in December in Port Reading, N.J. was the crew and the Ship's Committee of the SS Golden Dolphin (Aeron Marine) of (I. to r.): Engine Delegate Arnold.Orellano;- Deck Delegate Stanley Krowczynski; Recertified Bosun Bertil Hager, ship's chairman; Chief Steward T. Deloach, secretaryreporter; Steward Delegate Victor Acevedo, and Educational Director Joe Pazos. Seafarers Log �Kt I >• "A i SS Sea-Land Resource Last month QMED Don Cox was at Union Headquarters in New York City \yaiting to catch "the good ship Sea-Land Resource." He had been waiting for this ship because of the harmonious crew. He recog­ nizes ai crew as a family (good or bad) and points out everyone's 4ife revolves around a family relationship. Brother Cox spends a lot of time on ships and the family climate is important to him. New York "I didn't vote for Jimmy Carter, but if he does good for labor and the merchant marine I'm for him," said U.S. merchant marine checker champ Pensioner Fred B. Kreitzler, 54, of Atlanta, Ga. pictured with his favorite checker board last month in a visit to the Log and Headquarters. Brother Kreitzler first started playing checkers in 1941 when he was with the U.S. Army's 19th Infantry Regiment at Pearl Harbor's Schofield Barracks in Hawaii. Today, he's an ex-American Legion freestyle checker champ out of Post 147 in Atlanta. On Nov.l 1, 1970, Armistice Day, he marched in the parade down Atlanta's Peachtree Street. Last September,Seafarer Kreitzler tied for firstplace in a checker championship and won a Class B tourney on the Gulf Coast. He's in his 14th year as a member of the American Checker Federation, District 5. SS Del Rio In a letter to Capt. E. R, Seamen, manager of marine operations for Delta Line, the master of the SS Del Rio, Capt. John H. Lang wrote: "We held a memorial service on Aug. 20 at 15:20 for David Clifford Rick and scattered his ashes across the sea in latitude 22 degrees 39 minutes north and longitude 89 degrees 16 minutes west. "At 15:25 we held another memorial service for James Hand and scattered his ashes across the sea..in the same latitude and longitude. Both Seafarers died in the port of New Orleans. Pensioner Hand, 68, died on July 2 and Brother Rick, 62, died on May 21. SS Potomac From a Gulf port between Jan. 25 and Feb. 5, the SS Potomac (Hudson Water­ ways) will sail with 21,000 metric tons of ammonium phosphate fertilizer to the port of Karachi, Pakistan. Washington, D.C. U.S.-flag ship captains and owners were warned by the Maritime Adminis­ tration of trouble that may be encountered transiting the Suez Canal and that "mariners anchoring in Lagos, Nigeria are apprised that on at least two occasions during November 1976 several vessels at anchor have been boarded by bandits. On each occasion the ship's crew was attacked, robbed and cargo stolen or de­ stroyed." The trouble in the Suez Canal involves orders from pilots there to operate vessels at speeds in violation of local limits and rules of good seamanship. Viola­ tions should be reported to the Suez Canal Authority. The authority also advised that "Vessels moored in Port Said Harbor, Egypt may experience difficulties due to the close passage of vessels traveling at excessive speeds. Tugs may or may not be available to assist drifting vessels." SS Overseas Alaska Between Feb, 10-25 from Portland, Ore., the tanker SS Overseas Alaska (Mar­ itime Overseas) will haul 48,000 metric tons of wheat to the port of Chittagong, Bangladesh. SS Lyman Hall From a Gulf port between Feb. 16-25, the SS Lyman Hall (Waterman) will haul 10,000 metric tons of bagged rice to the port of Colombo, Sri Lanka, formerly Ceylon. ;• / Menio Park, N.J. Sea-Land Service started direct containership service on Dec. 24 to the port of Acajutla, El Salvador, Central America when the SS Long Beach sailed from Port Elizabeth, N.J. through the Panama Canal. The voyage takes about eight days and the ships will continue on to dock in Oakland and Long Beach, Calif. Sea-Land also expanded its Mideast service from Rotte£dam on Dec. 24 to include the port of Dubai, United Arab Emirates on the run''to Dammam, Saudi Arabia. Seatrain Lines began regular containership service from Charleston, S.C. to the Caribbean when the SS Transindiana mailed recently carrying 481 20 and 40-foot containers to Puerto Rico, Virgin Islands, Haiti, Jamaica and the Dominican Republic. SS Robert Toombs From Mar. 5-15 in the Gulf, the SS Robert Toombs (Waterman) will carry 4,650 tons of wheat to the Gulf of Aqaba. Miami, Fla. A Seafarer's wife writes: "This is to let you know that John Ohannasian (last ship was the SS Zapata Patriot), his nickname is 'the A-rab', is in Baptist Hospital, 8900 N. Kendall Dr., Miami, Fla. "He is very ill; went into the hospital with gangrene in one toe. After two opera­ tions to the same leg, he has had to have his right leg removed on Dec. 16. "I would like his friends to know what happened." Donald Cubic, Former Union Official, Passes Away - Donald James Cubic, 48, a former Great Lakes SIU official who went back to sailing in 1973, died in a tragic fall last month from his ship, the Charles H. Wilson, into the frigid waters of the Duluth, Minn, harbor. The accident occurred as he ascended a ladder fiom the dock to the deck of the high riding Wilson. He fell between the ship and the dock and was pro­ nounced dead when rescuers pulled him from the water. The late Seafarer joined the SIU in 1960 in the port of Detroit, originally sailing in the Reiss fleet as a wiper and conveyorman. He worked for the Union as a patrolman for nearly 10 years between 1964 and 1973, when he returned to sailing with American Steamship Co. Brother Cubic was born in Jackson, Mich, but he called Wyandotte, Mich, home for a number of years. At the time of his death. Brother Cubic was a resident of Holiday, Fla., coming north only for the shipping season. He was a veteran of the U.S. Ajmy and fought January, 1977 t .1 M J # # .. during the Korean War. He is survived by his wife, Carol, and four daughters. A'ft; Brother Cubic will be greatly missed by his fellow Great Lakes Seafarers, who held him in high regard as a good .1=.!.-,. human being, The SIU extends its deepest regrets to his family and friends. >-1 l-i 11fV* rirt V\Ci! o fT Report for FOR THE MONTH OF DECEMBER 1976 TOTAL JOBS SHIPPED Relief Jobs Class A Class B Class C Permanent Jobs Class A Class B Class C 0 BALtlMORE^.^./l wf. • BOSTON , 0 HOUSTON 3 JACKSONVILLE.. A... 0 NEW YORK MOBILE-S:,......'0 NORFOLK 0 NEW ORLEANS - • r.;7 ; 1 PADUCAH ... PHILADELPHIA ^ PINEY POINT PORT ARTHUR PUERTORI^O . 0 0 2 -0 0 0 21 ^0 0 0 0 u - > 0 0 • 82 j •.'.ntn''-"' 0 .: TOTAL ALL PORTS . 3'-:;. 0 0 0 0 86 8 •/A'AV 0 1 TOTAL MEN REGISTERED ON BEACH ; , 2 0 0 0 0 0 0 0 •4 60 0 0 0 0 0 ® 2 0 Of. 179 62 1 0 0 0 0 0 0 30 0 Class A 3 0 4 0 0 0 63 12 3 Class B r-. ''A l-^' 0 9 0 0 1 5" 0 40 222 121 S Page 17 • -'1 �A Review of the Year 1976 as Seen Each January the Seafarers Log highlights the major stories that ap­ peared in these pages during the past year. Through this brief summary of leading articles from each issue, our readers can get a quick view of the banner year of 1976. «l SBArAILSRS INTXmjtfATlONAi. UNIOM' AttMrtto, Mtt. LAKM <1416 January V*I.XXXVW,N*. I V JMuary, 1976 •rr: '•i-M The United States and the Soviet Union renewed their shipping agree­ ment for six years, and set the 1976 freight rate for American ships hauling grain to Russia at $16 per ton. The Russians at first demanded that the 1976 freight rate be set at $10 per ton. But U.S. Assistant Secretary of Com­ merce for Maritime Affairs, Robert Blackwell, insisted that $10 per ton would not allow American shippers to make a profit carrying the one-third of the grain cargo reserved for them. . The nation's official unemployment rate for December '75 remained un­ changed at 8.3 percent although the number of Americans holding jobs rose strongly from November. February A historic seminar on alcoholism at the Harry Lundeberg School brought the drinking problem suffered by many Seafarers out of the closet. Union dele­ gates toured the Alcoholic Rehabilita­ tion Center in Piney Point and made suggestions and recommendations as to how the program could be improved. The U.S. Coast Guard approved the elimination of all unlicensed ratings in the blackgang aboard the 35,000 dwt tanker, Chevron Oregon. Both the Na­ tional Marine Engineers Beneficial As­ sociation and the SIU protested the in­ adequate manning scale of a 15-man crew for the deck and engine depart­ ments combined. The Log answered the most common questions on the new U.S. pension bill (Employee Retirement Income Secur­ ity Act of 1974). March W«c«rs Plstrlet»JW-OP During its annual winter meeting, the AFL-CIO Maritime Trades Depart­ ment Executive Board declared 1975 a year of decline for the U.S. merchant marine. It adopted a nine-point pro­ gram to revitalize the industry ranging from continued maintenance of the USPHS Hospitals to ending the use of third flag vessels in trade on the Great Lakes between Canada ^nd the U.S. James Abel, Denver Myers and Alphonso David received their high school diplomas through the General Educational Development Program at the Lundeberg School. The SIU Tallying Committee com­ pleted its report on the results of the elections for SIU officers and job hold­ ers for 1976-79. A newSIU ship, the Sari Clemente class tanker Sr Worth (Aeron) crewed up and sailed from San Diego. The trustees of Sailor's Snug Harbor, a 144-year old home for aged and desti­ tute sailors in Staten Island, N.Y. pre­ pared to move the home to new facili­ ties in Sea Level, N.C., above the protest of many of the residents. April Seafarers 1975 Tax Information Se« Pages 16-19 AB Luis A. Malave and the SIU crew of the USNA Tallulah (Hudson Waterways) received the Distinguished Sea Rescue Award for saving 257 crew- members and entertainers off the burn­ ing British cruise liner, the MV Cunard Ambassador, near Key West, Fla. on Sept. 12, 1974. In San Pedro, Calif., Seafarers man­ ned the new 35,000 dwt tanker Zapata Patriot (Zapata Bulk Transport) which was scheduled to load grain in Balti­ more and head for Russia. SIU President Paul Hall called for a single unified U.S. maritime agency and pointed out that "We are the only ma­ jor nation with no maritime policy." At a Navy League/National Maritime Council symposium. Hall declared, "We're tired of competing with the Navy. . . . You are taking our cargo away. You are taking our jobs away." The AFL-CIO said that the U.S. of­ ficial unemployment statistics do not reflect the true picture. Although the official jobless rate was 7.5 percent for March, the labor organization counted it as 10.3 percent. Warning to Seafarers Young and Old: Drug Possession Means Loss of Seaman's Papers Iff you are convicted off possession off any illegal drug—heroin, barbitu­ rates, speed, LSD, or even marijuana—the U.S. Coast Guard will revoke -your gearean papeBSj-without appi^,- FOREVER. Tbat means that you lose ffor the rest off your life the right to make a living by the sea. However, it doesn't quite end there even iff you receive a suspended sentence. You may lose your right to vote, your right to hold public office or to own a gun. You also may lose the opportunity off ever becoming a doctor, dentist, certified public accountant, engineer, lawyer, architect, realtor, pharmacist, whool teacher, or stockbroker. You may jeopardize your right to hold a job where you must be licensed or bonded and you may never be able to work ffor the city, the county, or the Federal government. Ifs a pretty tough rap, but thafs exactly how it is and you cant do any­ thing about it. Hie convicted drag user leaves a black mark on his reputation ffor the rest off his liffe. However, drags can not only destroy your r^ht to a good livelfliood, it .can destroy-your liffe. Drag abuse presents a serious threat to both your physical and mental heaMi, and the personal safety off those around yon. This is especially true aboard ship where clear minds and qukk reflexes are essential at all times ffor the safe operation off the vessel. Dont let drugs destroy your natural r^t to a good, hai^y, productive liffe. Stay drug free and steer a clear course. $3-Mln POL7 Seized on Florida irooO in '76 U.S. Custom agents, the Coast Guard and Florida's Lee County sheriffs grabbed 10,000 pounds of marijuana worth $3-million on the street and held seven passengers aboard the 37-foot sport fishing boat, the Calypso in the Gulf of Mexico off Fort Myers early last month. Custom authorities in Miami say that the Calypso was kept under sur­ veillance for- several days before the boat left Fort Myers Dec. 3 when she rendezvoused the next night with the shrimp boat, Karen approximately 10 miles offshore. Then, agents apparently spotted the transfer of the pot to the Calypso. Last year custom agents seized a rec­ ord total of $631-million in illicit drugs and nabbed 21,000 persons on drug charges. This is a 40 percent increase ($175million) over drug seizures made in 1975. Then, $456-million in illegal drugs were taken. Also ~dhig-reiated arrests in 1976 went up a record 5 percent more than In 1975. Confiscated last year were 388 tons of marijuana, 271 pounds of heroin, 1,135 pounds of cocaine, 7,953 pounds of hashish and more than 20.7-million units of dangerous drugs such as am­ phetamineand barbituates. Page 18 Seafarers Log y--- . - , �Through the Pages of the Seafarers Log May A special supplemenf on LNG train­ ing at the Harry Lundeberg School, showed how Seafarers were learning to work on LNG tankers, the fuel ships of the future. With support from eight local Com­ prehensive Health Planning Agencies located in communities near USPHS facilities, the SIU successfully fought an attempt by the Department of Health Education and Welfare to close the re­ maining eight USPHS Hospitals. For the second year in a row, the Seafarers Log won the First Award in General Excellence in the International Labor Press Association's Journalistic Awards Contest. Another new San Clemente B class tanker, the ST Beaver State (West­ chester Marine) took an SIU crew on board for its maiden voyage. The spring thaw is fitout time on the Great Lakes. Seafarers returned to their ships, which had laid idle all winter, to paint and repair them in preparation for the 1976 shipping season. SIU port agents and representatives from the deep sea. Great Lakes, and inland waters areas met at a two-day conference at the Lundeberg School to discuss the future of the newly merged Union. Jwly SlU-Cbntracted Heet to Expand LASH Carn«rP - -S-sPos-S; -V The SlU-contracted tug Eileen C (Marine Tc Mng) sank on Nov. 7 when it was struck by the barge it was towing in Buzzards Bay, Mass. According to witnesses, the tug's steering mechanism jammed. The cook, SIU Brother James Aument, drowned. An engine room fire aboard the SIUcontracted Seattle (Sea-Land), also on Nov. 7, burned out of control for over six hours in the middle of the North At­ lantic. Two SIU engine room men with firefighting endorsements helped fight the blaze. The SIU signed the first Vacation Plan for Inland Boatmen when the SIU and Steuart Petroleum of Piney Point, Md. agreed on terms for a Vacation Plan. Anothernew supertanker, the 35,000 dwt Zapata Rover (Zapata Bulk), joined the SlU-contracted fleet. December Union Breaks Ground for New Lakes S««l>a£»3. August SIU President Paul Hall wrapped up a year-long Congressional study of the Merchant Marine Act of 1970 by call­ ing for a natipnal cargo policy, a White House level maritime affairs coordina­ tor, incentives for bulk shipping, and greater Navy-merchant marine cooper­ ation. The SIU called for Congressional hearings into the Coast Guard's failure to administer laws promoting the safety of life and property at sea. In demonstrations across the nation, hundreds of maritime workers, includ­ ing scores of SIU members, and repre­ sentatives of American-flag shipping companies protested Russia's refusal to live up to the terms of its bilateral grain shipping agreement with the United States. Another new tanker, the Zapata Ranger (Zapata Bulk) was manned by the SIU.' The first phase of the Bosuns' Recertification Program came to an end in July with the graduation of the 36th class. In all, 402 Seafarers participated in the program which began June 1, 1973. Sixteen tall sailing ships followed by 200 small sailing vessels paraded into New York Harbor, July 4, accompa­ nied -by naval vessels from countries around the world. Operation Sail, an international gathering of ships, was the high point of America's Bicentennial celebration. The International Brotherhood of Pottery and Allied Workers, a 20,000member union, became an affiliate of the Seafarers International Union of North America. Retired mariners who lived in Sailors Snug Harbor reluctantly left the Staten Island residence for the new facility in isolated Sea Level, N.C. For several years the SIU aided residents who fought the move. Two "snuggies" stayed on at the deserted home waiting for the Snug Harbor trustees W make" good on a promise that satisfactory ar­ September rangements would be made for men The membership of the SIU and who decided to remain in New York. The men were fighting eviction notices IBU approved the merger of the Inland Boatmen's Union into the SIU Atlantic at that time. and Gulf District after a month-long The SlU-contracted 90,000 dwt tanker ST Rose City (Westchester Ma­ secret mail ballot referendum. The rine) was slated to crew up at the end merger would not only save mon;^y, the Union leadership said, but would create of July. JaauaiY, 1977 , November June A merger between the SIU and IBU was proposed and approved at the New York membership meeting. The resolu­ tion was referred for membership ac­ tion in other ports, where it also was approved. A constitutional committee was elected to work out the mechanism for the merger and to suggest the ne­ cessary constitutional amendments. Seafarer William Lopez, a graduate of the Lndeberg School's GEO Pro­ gram, and four dependents of Seafarers , won' SIU four-year $10,000 college scholarships. Seafarers Michael Derke and Pierangelo PolettI won the first two-year $5,000 scholarships which will enable them to study at any junior college or post-secondary vocational school. In its 1976 presidential election plat­ form the Democratic Party adopted a plank calling for a national maritime policy. Jimmy Carter, the likely Demo­ cratic presidential nominee, pledged his support for a revitalized U.S. mer­ chant marine and a fair share of intei;national cargo for American ships. ~ lU F r-i: m •- a stronger base for protecting the in­ terests of the members. The unemployment rate soared for the third month in a row, after decreas­ ing somewhat last spring. According to the Bureau of Labor Statistics, the job­ less rate hit a record high for 1976 of 7.9 percent. The labor movement launched an allout campaign to elect the Democratic presidential ticket of Jimmy Carter and Walter Mondale. The new SlU-manned 770-foot M/V St. Clair (American Steamship Co.) began hauling coal from Duluth, Minn.-Superior, Wise, to the Detroit Edison plant on the St. Clair River, Mich. At the second seminar on alcoholism held at the Lundeberg School, Union delegates, port agents and management representatives learned how to deal with alcoholic brothers and get them into treatment. Ground was broken for a new Union Hall on the banks of the St. Clair River which will serve as SIU headquarters for the entire Great Lakes Area. The hall in Algonac, Mich, will be located at a strategic point for shipping on the Lakes. The National Labor Relations Board voted to uphold an earlier ruling that gave the SIU jurisdiction over three Ro-Ro ships operated by Puerto Rico Marine Management, Inc. The SIU's jurisdicition had been challenged by the National Maritime Union which crewed the ships until PRMMI took them over in 1975. The Steward Department Recertification Curriculum Committee issued their report, outlining the requirements and policies for the program. The first recertification class was slated to be­ gin on Apr. 11, 1977. Despite low water conditions on the Mississippi River and delays at Locks 26,^ SIU Boatmen moved a bumper '76 grain crop down the river oh baTges fbr~ New Orleans. Alcolioliom October The first issue of the merged Inland Boatman and Seafarers Log appeared with increased coverage of the tugs and barges, deep sea and Great Lakes ves­ sels. An effort to gain authorization for the replacement of Locks and Dam 26 failed in the last days of the 94th Con­ gress. The outmoded facility located on the Mississippi River at Alton, 111. had become a bottleneck for river traf­ fic. The SlU-contracted supertanker SS American Heritage (Aeron Marine) was scheduled for her maiden voyage in November. The full report of the tallying com­ mittees for the SIU and IBU gave de­ tails of voting on the merger. •it.*;, • Page iS sa �—I • , i. "i i On,_^he towboat Dixie Rebel, operated by Dixie Carriers, Houston Boatmen, below, get together in galley for photo. They are, from the left: James Faircloth, pilot; Tom Decker, able-seaman and graduate of the Lundeberg School,.and Max Merritt, relief captain. Above shows Deckhand Gerry Scogins tying up barge. Gerry works on the towboat Midas. Photo above, on the deck of the Sea-Land Consumer, a 946 ft. SL-7 containership visiting the port of Houston, SIU Recertified Bosun Fred Pehler, left, and OS Bob Jorgensen rig gang­ way. Photo below shows the Consumer's committee. They are, from thfe left: Paul Cox secre­ tary-reporter; Recertifi^ed Bosun Fred Pehler, ship's chairman; SIU Houston Representative Gene Taylor; J. D. McPhee, deck delegate; S. W. McDonald, steward delegate, and R L Elliot engine delegate. • . , The tug Mars engineer, SIU member C. R. Wright, starts up the boat's engine for a day's work in Houston harbor. SID Boatman Bill Brown, captain of the Western Towing tug, Robert B., guides his boat through Houston harbor. Boatman Jimmy Oliver, captain of the tug Mars, looks out over the port of Houston. DEEP SEA Port of Houston, Third Largest in Nation, Is Home Base for Many inland. Deep Sea Members Vantage Horizon saloon messman Roy Smith serves up some hot soup for shipmate Tony Maken, ableseaman. Page 20 - The port of Houston ttie third largest port in the nation in total tdnnage handled, ranking behind only New York and New Orleans. Hun­ dreds of SIU members, working both on inland vessels and ocean-going ships, play a part in keeping the cargo moving through this important port. Inland traffic in the Houston port consists primarily of petroleum and petroleum products, and industrial chemicals. The chief ocean-going commodities include the above, as well as grain, fertilizer, and iron and steel products. The lists are mislead­ ing, since these and many other car­ goes are often carried on both inland and deep sea vessels before they reach their destination. SKJ members work on Just about every kind of merchant vessel, that operates in the Houston area. In the deep sea field, they man roll-on rolloff ships, container ships, tankers, and freighters. In the inland field, SIU members man boats which push tank or hopper barges. Some SIU Boatmen work for ^ship-docking companies which often dock SlU-contracted vessels, or for harbor fleeting companies which sometimes handle LASH barges des­ tined for SIU ships. The unlicensed work in the engine foom, gaUey, and -on d^k is^ wrformed by both SIU Boatmen and S^farers. SIU Boatmen also fill many , of the licensed jobs on the vessels including captain, pilot and master. Photos on these pages show SIU deep sea and inland members con­ tributing to the many operations of this important, busy Gulf port. — ^ .AIso..on the Columbia, above, smiling 3rd cook Ron Farris, a 1973 graduate of the Harry Lundeberg School, washes up. Photo below, shows another smiling Columbia crewmember, Seafarer Ralph Moore, standing, getting re­ ceipt for a $20 SPAD donation he just contributed to SIU Representative Joe Perez. Moore sails as able-seaman and was elected the Columbia's deck delegate to the ship's committee. On the tanker Columbia, aiso loading grain for Russia, Seafarer Saleh Yahia, messman, sets table for lunch. Page 21 �• • . Get These Ships Off the High Seas If there were only two-ships left on earth plying the world's oceans, and both were Liberian-registered flag-of-convenience vessels, it would be safe to bet that they would even­ tually seek each other out and run each other aground spilling their car­ goes of crude. This may sound a little farfetched, but the recent rash of tragic tanker accidents involving Li­ berian-registered vessels in American waters indicates otherwise. The three most glaring incidents, which have set off a wave of contro­ versy across the nation and have prompted Sen. Warren Magnuson, chairman of the Senate Commerce Committee, to conduct public hear­ ings to probe the mishaps, happened like this: • Dec. 15, 1976 the Liberianregistered tanker 55 Argo Merchant ran aground off Nantucket Island, Mass., broke up a week later and spilled 7.6 million gallons of heavy industrial crude into the sea. It was the worst oil spill ever in American waters. The environmental impact of the resulting 120-mile long, 35-mile wide slick, presently moving away from the mainland, has yet to be determined. • Dec. 17, 1976 the Liberianregistered tanker 55 Sansinetia blew up in Los Angeles Harbor killing eight crewmen and an on-shore watchman and injuring 50 others. • Dec. 27, 1976 the Liberianregistered tanker 55 Olympic Games ran aground in the Delaware River dumping 133,500 gallons of oil into the water 15 miles south of Philadel­ phia, The spill seriously threatens the environmental stability of the shorelines of Pennsylvania, New Jer­ sey and Delaware. We are truly grateful that the very serious environmental and practical navigational problems posed by the increasing use of unsafe, improperly manned flag-of-convenience vessels has finally reached the public eye on a nationwide basis. . On the other hand, it is truly un­ fortunate that it took three major marine tragedies involving flag-ofconvenience vessels within the space of two weeks to open some eyes around the country because these types of ships have been killing crewmembers, causing collisions, running January., 1977 aground and damaging the environ­ ment for many years. In f>act, flag-of-convenience ves­ sels, for the most part owned by American oil companies and regis­ tered in places like Liberia, Panama, Singapore, Cyprus, Honduras and Somalia, account for 37 percent of all ships lost and 40 percent of all tonnage lost. More often than not, when acci­ dents involving these vessels are probed, it is found that they were woefully equipped hulks, or man­ ned by incompetent, poorly-trained crews, or both. For instance, in 1970 the Liberian tanker 55 Arrow ran aground off Nova Scotia, Canada dumping 10,000 tons of oil into the sea. An investigation uncovered that the ves­ sel had been operating with almost none of its navigational equipment serviceable. The ship's radar and echo sounder were out and the gyro compass had a permanent error of 3 degrees West. To top it off, the third officer, who was on watch when the ship grounded, had no license. To anyone familiar-with.the oper­ Official Publication of the Seafarers International Union of North America. Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO President Frank Drozak Joe DiGiorgio Executive Vice President Cal Tanner Secretary-T reasurer Vice President Earl Shepard Lindsey Williams Vice President Paul Drozak Vice President Vice President 389 James Gannon Managing Editor ftay Bourdius Ruth Sheretl Assistant Editor Assistant Editor Frank Cianciotti Dennis Lundy Chief Photographer Associate Photographer Marie Kosciusko George J. Vana Administrative Assistant Production/Art Director ^ Published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters i75 Fourth r • Ave., • ~ District, AFL-CIO, 675 Brooklyn, N.Y. 11232. Tel, 499-6600. Second class postage paid at Brooklyn, N.Y. Page 22 THE CHARLES W MORGAN lliiL HISTORIC PRESERVATIO.N Paul Hall Editor-in-Chief LETTERS TO THE EDITOR Vol. 39, No. 1 Executive Board Marietta Homayonpour ational pattern of flag-of-conveni­ ence vessels, the 55 Arrow incident shouldn't be shocking because it is a carbon copy of scores of mishaps involving these kinds of ships. It has to stop. But the only way to stop it is to get these ships off the high seas. SIU President Paul Hall has some answers. In testimony before the Magnuson hearings, Hall affirmed that the basic problem lies in the U.S. oil transportation system itself, which allows 96 percent of all oil imported to the U.S. to be brought here on foreign-flag vessels, most of them being flag-of-convenience bot­ toms. He pointed out to the committee that the sole purpose of American companies in registering vessels under a flag-of-convenience "is to avoid something — taxes, decent wages, environmental standards and requirements." He blasted this system as "woefully inadequate to protect the marine en­ vironment and the American peo­ ple." Hall then affirmed that the U.S., to be able to control its own oil trans­ portation system, must take immedi­ ate action to reserve a significant per­ centage of oil imports for U.S.-flag vessels, built in American yards and manned by highly skilled American seamen. He reminded the committee that Congress had passed legislation, the Energy Transportation Security Act, in 1974 to reserve 30 percent of all oil imports for U.S.-flag vessels, but it was pocket-vetoed by Presi­ dent Ford. Hall strongly urged the Magnuson Committee to recommend that Con­ gress enact legislation similar to the ETSA this year. President Hall also urged that con­ struction and operation standards should be carefully developed under the auspices of the Ports and Water­ ways Safety Act of 1972, and strictly applied and enforced on all vessels, both foreign and American-flag, which carry oil to our shores. President Hall's suggestions to the committee are sound advice, which carry wjth them the promise of a cleaner environment and safer sealanes for the world's commerce and the world's seafarers. And we urge Congress to take swift action to trans- , form President Hall's suggestions into programs. Some may disagree with the SIU's answers to a serious problem. But no one can disagree with our concern over the terrible problems flag-ofconvenience vessels create. The time is now to crack down on the unsafe operation of these vessels. To delay any longer would be crimi­ nal. 'Best 10 Months Ever' My husband has written to the Log on several occasions about his sobriety, so for a change I thought 1 would drop a line. I'm just grateful to the Union for starting the Alcoholic Rehabilitation Program. I'm also thankful for my husband going through the Program, but most of all I'm thankful for him stick­ ing to it. I've joined AA with him and never felt better for it. This has been the finest ten months of our twenty years together without taking a drink. This would hot have been possible if it were not for the Program. So I want to wish everyone connected with the Alcoholic Rehab Program a Happy Sober New Year. God Bless Yon All, Mrs. Rose Sullivan Seattle, Wash. Seafarers Log �Seafarers 7976 Tax "information April 15,1977, is the deadline for filing Federal income tax returns. As'is custom­ ary at this time of year, the SW Account­ ing Department has prepared the following detailed tax guide to assist SIU members in filing their returns on income earned in 1976. Highlights for 1976 Please note these important reminders and changes that have been made because of revisions in the tax law. Who Must File The income level at which an income tax return must be filed has been increased. The Standard Deduction Has been increased again. A New General Tax Credit Replaces the $30 personal exemption credit. You may claim the greater of (1) $35 per exemption shown on line 6d, or (2) 2% of line 47 but not more than $180 ($90, if married, filing separately). A New Simplified Tax Table Has been developed for use by individ­ uals with taxable income (line 47) of $20,000 or less. This table replaces the more complex tables based on the number of exemptions used prior to 1976. Earned Income Credit Rules Have Been Liberalized The dependency requirement for your child who is under 19 or a full-time stu­ dent has been eliminated. Also, you may be eligible to claim the credit if you have a disabled child 19 or over whom you can claim as a dependent. Credit for the Elderly A new expanded and simplified credit for the'elderly replaces-the more complex retirement income credit. See Schedules R & RP and related instructions. Child Care Certain payments made for child and dependent care are now claimed as a credit against tax, instead of only as an itemized deduction. Minimum Tax New tax preference items have been added, the $30,000 exemption has been re­ duced, and the tax rate has been increased from 10% to 15%. Disability Income Exclusion (Sick Fay) You may be able to exclude up to $100 a week of your pension income, but only if you are under 65 and totally and per­ manently disabled. Business Use of Home Deductions for business use, including office use, of a home are restricted. Rental of Vacation Home New limitations apply to deductions that may be taken for rental of a vacation home. See Instructions for Schedule E. Limitation on Deductible Losses Losses from certain farming, leasing, motion picture film or video tape, and oil and gas well activities are limited to the total amount you invested plus the amount for which you are personally liable. See Instructions for Schedules C, E, and F. New provisions also limit the amount of losses certain partners may deduct. See Instructions for Schedule E. Foreign Income The amount of earned income from sources outside the United States that may be excluded has been reduced from $20,000 to $15,000. Who Must File And your gross income File a return if you are: is at least: Single (legally separated, di­ vorced, married living apart from spouse with dependent child) and are under 65 $2,450 Single (legally separated, di­ vorced, or married living apart from spouse with dependent child) and are 65 or older .... 3,200 A person who can be claimed as a dependent on your parent's return, and has taxable divi­ dends, interest, or other un­ earned income 750 A qualifying widow(er) with dependent child and are under 65 2,850 A qualifying widow(er) with dependent child and are 65 or older 3,600 Married filing jointly, living together at the end of 1976 (or at date of death of spouse), and both are under 65 3,600 Married filing jointly, living together at the end of 1976 (or at date of death of spouse), and one is 65 or older 4,350 Married filing jointly, living together at the end of 1976 (or at date of death of spouse), and both are 65 or older 5,100 Married filing separate re­ turn or married but not living together at end of 1976 750 A person with income from sources within U.S. posses­ sions 750 Self-employed and your net earnings from self-employment were at least $400. If income tax was withheld or if you are eligible for the earned income credit, ihen even though you are not required to file a return, you should file to get a refund. If you are filing solely because of the earned income credit, see Form 1040A Instruc­ tions to determine whether you can file Short Form 1040A. When To File File as soon as you can after January 1, but not later than April 15, 1977. Late filing may subject you to penalties and in­ terest. Amended Return Use Form 1040X to correct any error in previously filed income tax return. Where To File Use the addressed envelope that came with your return, or use the address for your State. Mail your return to the In­ ternal Revenue Service Center for the place where you live. How To Fay Make check or money order payable to "Internal Revenue Service" for full amount on line 25. Write your Social Security number on your check or money order. If line 25 is less than $1, do not pay. Investment Interest The amount allowable as a deduction for' interest on investment indebtedness has been reduced. Rounding Off To Whole Dollars You may round off cents to the nearest whole dollar on your return and sched­ ules. You can drop amounts under 50 cents—increase amounts from 50 to 99 cents to next dollar. Example, $1.39 be­ comes $1 and $2.69 becomes $3. Prepaid Interest Deductions for interest prepayments must be allocated over the period of the loan. Advantages of A Joint Return Generally it is advantageous for a mar­ ried couple to file a joint return. There are benefits in figuring the tax on a joint re­ January, 1977 turn which often result in a lower tax than would result from separate returns. Changes in Marital Status If you are married at the end of 1976, you are considered married for the entire year. If you are divorced or legally sepa­ rated on or before the end of 1976, you are considered single for the entire year. If your wife or husband died during 1976 you are considered married for the entire year. Generally in such a case, a joint re­ turn may be filed for the year. You may also be entitled to the benefits of a joint return for the two years following the death of your husband or wife. Exemptions Each taxpayer is entitled to a personal exemption of $750 for himself, $750 for his wife, an additional $750 if he is over 65 and another $750 if he is blind. The exemptions for age and blindness apply also to a taxpayer's wife, and can also be claimed by both of them. In cases where a man's , wife lives in a foreign country, he can still claim the $750 exemption for her. In addition a taxpayer can claim $750 for each child, parent, grandparent, brother, brother-in-law, sister, sister-inlaw, and each uncle, aunt, nephew or niece dependent on him, if he provides more than one-half of their support during the calendar year. The dependent must have less than $750 income and live in the U.S., Canada, Mexico, Panama or the Canal Zone. A child under 19, or a student over 19 can earn over $750 and still count as a dependent if the taxpayer provides more than one-half of his support. The law also enables a seaman who is contributing more than ten percent of the support of a dependent to claim an exemp­ tion for that individual, provided the other contributors file a declaration that they will not claim the dependent that year. Line 17c—General Tax Credit. Reduce you tax shown on line 16 by the greater of (1) $35 times the number of exemp­ tions shown on line 6d or (2) 2% of your taxable income (line 47) but not more than $180 ($90, if married, filing sepa­ rately). Enter on line 17c the amount from line 17a or line 17b, whichever is greater. Note: If you show 6 or more exemptions on line 6d, the amount on line 17a will be greater. Caution: Married persons filing separate returns may choose the amount on either line 17a or line 17b. But if one uses line 17b (2% of line 47, limited to $90) both must use it. Earned Income Credit Line 23c. Like many others, you may be entitled to a special payment or credit of up to $400 called the earned income credit. It may come as a refund check or be applied against any taxes you owe. Generally, if you reported earned income and line 15c is under $8,000, you may be able to claim the credit. For this purpose, earned income means wages and salaries (after the disability in­ come exclusion, if applicable), tips, other employee compensation, and your net earnings from self-employment (generally amount shown on Schedule SE (Form 1040) line 13). If you are married, you must file a joint return to be eligible for the credit. Certain married persons living apart with a dependent child may also be eligible to claim the credit. Credit For Excess Social Security (FICA) Tax Faid If a total of more than $895.05 of So­ cial Security (FICA) tax was withheld from the wages of either you or your wife because one or both of you worked for more than one employer, you may claim the excess over $895.05 as a credit against your income tax. Line 48—Credit for the Elderly. A new expanded and simplified credit for the eld­ erly has replaced the former more com­ plex retirement income credit. You may be able to claim this credit and reduce your tax by as much as $375 (if single), or $562.50 (if married filing jointly), if you are: (1) Age 65 or older, OR (2) Under age 65 and retired under a public retirement system. To be eligilbe for this credit, you no longer have to meet the income require­ ment of having received over $600 of earned income during each of any 10 years before this year. For more information, see instructions for Schedules R and RP. Line 49—Credit for Child Care Expenses. Certain payments made for child and de­ pendent care may now be claimed as a credit against tax instead of as an itemized deduction. If you maintain a household that in­ cluded a child under age 15 or a dependent or spouse incapable of self-care, you may be allowed a 20% credit for employment related expenses. These expenses must have been paid during the taxable year in order to enable you to work either full or part time. For detailed information, see the in­ structions for Form 2441 on page 17. Line 50—Investment Credit. For condi­ tions under which you can take an invest­ ment credit, obtain Form 3468. Line 51—Foreign Tax Credit. If you paid income tax to a foreign country or U.S. possession, obtain Form 1116 to see if yoq. can claim a credit. Line 52—Credit for Contributions to Can­ didates for Public Office, etc. You may claim a tax credit here or an itemized de­ duction on Schedule A, line 32, but you cannot claim both, for contributions to candidates for public office and political committees and to newsletter funds of candidates and elected public officials. If you elect to claim a credit, the amount of the credit is one-half of the political contributions paid, but not more than $25 ($50 if married and filing a joint return). Do not enter more than tlie amount on line 18 reduced by the amount of credits on lines 48, 50, and 51. Make a side calcula­ tion before you enter the credit here. Credit for Purchase of New Principal Residence. You may be able to claim a credit of 5% of the purchase price of your new principal residence that was con­ structed or being constructed before March 26, 1975, which was acquired and occupied after March 12, 1975, and be­ fore January 1, 1977, and which was ac­ quired under a binding contract entered into before January 1, 1976. The maxi­ mum credit is $2,000. See Form 5405. Include the amount of credit from Form 5405, in your total for line 54. On the dotted line to the left of the line 54 entry space, write "5405 Credit," and show the amount. Dividend Income If a seaman has dividend income from stocks he can exclude the first $100 from his gross income. If a joint return is filed and both husContinued on Page 24 Page 23 I �Continued from Page 23 band and wife have dividend income, each one may exclude $100 of dividends from their gross income. Death Benefit Exclusion If you receive pension payments as a beneficiary of a deceased employee, and fhe employee had received no retirement pension payment, you may be entitled to a death benefit exclusion of up to $5,000. Gambling Gains All net gains from gambling must be reported as income. However, if more was lost than gained during the year, the losses are not deductible, but simply cancel out the gains. Welfare, Pension and Vacation Benefits Benefits received from the SIU Welfare Plan do not have to be reported as income. Payments received from the SIU Pen­ sion Plan are includable as income on the tax return of those pensioners who retire with a normal pension. There is a special retirement income tax credit to be calcu­ lated on Schedule R and RP which is to be attached to the return. Vacation pay received from the Sea­ farers Vacation Plan is taxable income in the same manner as wages. Line 15b—Disability Income Exclusion (Sick Pay).—Before 1976, an employee was able to take a "sick pay" exclusion when the employee was absent from work on account of sickness or injury. The new "disability income exclusion" applies ONLY IF you are under age 65, have not attained mandatory retirement age at the beginning of your taxable year, and were permanently and totally disabled when you retired (or were permanently and , totally disabled on January 1, 1976, if you retired before that date on disability or under circumstances which entitled you to retire on disability). If you qualify, you may be able to exclude up to $100 a week of your pension, or you may elect not to exclude your disability income and treat it as a pension- or annuity. Once made, this election cannot be changed. On a return where one taxpayer is en­ titled to the disability income exclusion, the maximum exclusion is $5,200. On a joint return where both spouts are en­ titled to the disability income exclusion, the maximum exclusion is $10,400. You must reduce the disability income exclusion by the excess of your adjusted gross income before the exclusion (line 15a) over $ 15,000. On a return where only one taxpayer is entitled to the, maximum disability income exclusion, the exclusion would be phased out entirely if the amount on Form 1040, line 15a, is $20,200 or more. On a joint return where both spouses are entitled to the maximum disability in­ come exclusion, the exclusion would be phased out entirely if the amount on Form 1040, line i5a, is $25,400 or more. For information on how to figure your exclusion or to make the election not to claim your exclusion, obtain Form 2440 and Publication 522, Tax Information on Disability Payments. Enter the amount of your disability in­ come exclusion on line 15b and attach Form 2440. Income Averaging A Seafarer who has an unusually large amount of taxable income for 1976 may be able to reduce the total amount of his tax by using the income averaging method. This method permits a part of the unusu­ ally large amount of taxable income to be taxed in lower brackets, resulting in a re­ duction of the over-all amount of tax due. Form 4726, Maximum Tax on Earned Income.—The tax on earned taxable in­ come is limited to a maximum rate of 50 percent. Obtain Form 4726 for more in­ formation if your earned taxable income was over: $38,000 and you are single, $52,000 and you are married filing jointly or are a qualifying widow(er) with dependent child, or $38,000 and you claim unmarried head of household status. Page 24 Form 2555, Exemption of Income Earned Abroad.—If you decided to ex­ clude earned income from sources outside the United States, you must figure your tax on Form 2555. Adjustments To Income Line 38—Moving Expense.—Employees, including new employees, and self-employed persons, including partners, can de­ duct certain moving expenses. The move had to be in connection with your job or business. The expenses you can deduct in­ clude the cost of moving your family, furn­ iture and other household goods, and per­ sonal belongings. You can also deduct meals and lodging while traveling to your new home. Up to a certain amount, you can also deduct for: (1) Travel, meals, and lodg­ ing for househunting trips you made after getting the job and before you moved. (2) Meals and lodging while in temporary quarters in the general area of your new place of work, for up to 30 days after you got the job. (3) Expenses for selling, buy­ ing, or leasing your new or old home. If you find you can deduct moving ex­ penses, fill in Form 3903. Also, include on Form 1040, line 9, all amounts you were paid or repaid for moving expenses. (If you were employed, these amounts should be included on Form 4782 and in total wages, tips and other compensation on the Form W-2 your employer gave you.) Then show your allowable expenses on line 38. Line 39—Employee Business Expenses (and Employer Payments).—Deductible Expenses and Excess Payments.—You can deduct the following expenses that were not paid by your employer. (/) Travel and Transportation.—You can deduct bus, taxi, plane, or train fares or the cost of using your car in your work. If you use your own car for business reasons, you can deduct what it cost you for business use. Instead of figuring your actual expenses such as gas, oil, repairs, license tags, insurance, and depreciation, you can take a fixed mileage rate. This is figured at 15 cents a mile for the first 15,000 miles and 10 cents for each mile over 15,000. Add to this amount your parking fees and tolls. For automobiles that have been or are considered fully depreciated, the stand­ ard mileage rate is 10 cents a mile for all business mileage. You can change methods of figuring your cost from year to year. But you can­ not change to the fixed mileage rate if you claimed depreciation and did not use the straight line method, or if you claimed additional first-year depreciation. (2) Meals and Lodging.—You can de­ duct these if you were temporarily away on business at least overnight from the general area of your main place of work. You cannot deduct the cost of meals on daily trips where you did not need to sleep or rest. (3) Outside Salesperson.—In addition to the above, an outside salesperson can generally deduct other expenses necessary in sales work. For example, selling ex­ penses, stationery, and postage. An out­ side salesperson is one who does all sell­ ing away from employer's place of busi­ ness. If your main duties are service and delivery, such as a milk driver-salesperson, you are not considered an outside sales­ person. If you paid part of an expense and your employer paid part, you can deduct the amount you paid. If your employer paid you more than you spent, report the dif­ ference as income. If you claim a deduction for business expenses, attach Form 2106. Payments to an Individual Retirement Arrangement. Individuals who have made contributions to an individual retirement arrangement enter the allowable deduction shown on Form 5329, Part III. Married persons, both of whom qualify for the deduction, filing a joint return, should at­ tach a Form 5329 for each taxpayer and enter the combined deductions on line 40a. Individuals who have an individual re­ tirement account or annuity, must attach Form 5329 whether-or not a contribution was made in the year. Also, attach Form 5498 to Form 5329, except for individual retirement bonds. Line 41—Forfeited Interest Penalty for Premature Withdrawal.—You can deduct a forfeited interest penalty for premature withdrawal from a time savings account on this line. Enter the amount of forfeiture shown on your Form 1099—INT here. Note: Be sure to include the gross amount of 1976 interest income in line 11. Should You Use the Standard Deduc­ tion or Itemize Your Deductions? You must decide whether to take the standard deduction or to itemize your ac­ tual deductions for charitable contribu­ tions, medical expenses, interest, taxes, etc. Because the standard deduction varies at different income levels, it will generally be helpful to follow these guidelines to help you determine whether to use the standard deduction or itemize. If you are: ^ Married filing jointly or a qualifying widow(er) with dependent child, you should itemize deductions if your in­ come on line 43 of Form 1040 is: • less than $13,125 and your itemized deductions total more than $2,100. • between $13,125 and $17,500 and your itemized deductions total more than 16% of line 43. • over $17,500 and your itemized de­ ductions total more than $2,800. ^ Married filing separately: • Divide the dollar amounts specified for joint returns in half and be sure to use only the total of your own deductions. Caution: If one spouse itemizes de­ ductions to figure tax, both must itemize deductions. If you do not itemize deduc­ tions, choose either the lowincome allowance ($1,050) or percentage standard de­ duction (16% of line 43 but not more than $1,400). But if one uses the percentage standard deduction, both must use it. ^ Single or Unmarried Head of House­ hold, you should itemize deductions if your income on line 43 of Form 1040 is: • less than $10,625 and your itemized deductions total more than $1,700. • between $10,625 and $15,000 and your itemized deductions total more than 16% of line 43. • over $15,000 and your itemized deductions total more than $2,400. ^ Dual-Status Alien, you may have to itemize deductions. See "Dual-Status Tax Year" instructions on page 4. Line 16—Tax.—How to Figure Your Tax if You Itemize Deductions—Fill in Sched­ ule A, check the box on line 44a, and enter your total deductions on line 44. Fill in lines 45, 46, and 47. If line 47 is $20,000 or less, find your tax in Tax Table and enter tax on line 16. If line 47 is more than $20,000, use Tax Rate Schedule X, Y, or Z to figure your tax and enter tax on line 16. How to Figure Your Tax If You Take The Standard Deduction Check the box on line 44b and enter on line 44 the appropriate amount you deter­ mined for your filing status. ^ If you checked the box on line 2 or 5 and line 43 is: • Less than $13,125, enter $2,100. • $13,125 or- more, but less than $17,500, enter 16% of line 43. • $17,500 or more, enter $2,800. ^ If you checked the box on line 1 or 4 and line 43 is: • Less than $10,625, enter $1,700. • $10,625 or more, but less than $15,000, enter 16% of line 43. • $15,000 or more, enter $2,400. ^ If you checked the box on line 3 and line 43 is: • Less than $6,562,50, enter $1,050. • $6,562.50 or more, but less than $8,750, enter 16% of line 43. • $8,750 or more, enter $1,400. Fill in lines 45, 46, and 47. (If you checked the box on line 43 and did not itemize deductions, see Substitute Instruc­ tion below.) If line 47 is $20,000 or less, find your tax in Tax Table and enter tax on line 16. If line 47 is more than $20,000, use Tax Rate Schedule X, Y, or Z to figure your taxand enter tax on line 16. Substitute Instructions ifYou Checked the Box on Line 43 and Did Not Itemize Deductions If you can be claimed as a dependent on your parent's return and line 43 in­ cludes income other than earned income (see "Earned Income" on this page) and if you do not itemize deductions, sub­ stitute the following instructions for line 44b. Check the box on line 44b and enter on line 44 the larger of (1) or (2): (1) 16% of that part of line 43 that is attributable to earned income but not more than $2,400 if single, or $1,400' if married filing sepa­ rately, or (2) $1,700 if single, or $1,050 if mar­ ried filing separately, but ho more than your earned income included in line 43. "Earned income" means wages, salaries, professional fees, etc., for personal serv­ ices rendered. It does not include compen­ sation for your services that was a distri­ bution of earnings and profits other than a reasonable allowance for your work for a corporation. If you were engaged in a business in which both personal services and capital were material income-produc­ ing factors, consider as earned income for personal services rendered, an amount not in excess of 30% of your share of net profits of the business. Itemized Deductions If your itemized deductions are more than 60% of line 15c of Form 1040 the excess may be considered an item of tax preference and you may be subject to the minimum tax. See Form 4625, Computa­ tion of Minimum Tax. Interest Expense Show on Schedule A only interest on nonbusiness items. Show interest paid on business items on the same schedule you use to report your business income. Generally, a cash basis taxpayer, who in 1976 prepaid interest allocable to any period after 1976, can only deduct the amount allocable to 1976. However, if pre­ payment is required by a binding contract or written loan commitment that existed on September 16, 1975 (and at all times thereafter), such prepaid interest is de­ ductible if paid in 1976, if the deduction of such interest would not materially dis­ tort income. See Publication 17, Your Federal Income Tax, Chapter 22. You Can Deduct Interest On.— Mortgage on your home. Your personal note to a bank, credit union, or person, for money you borrowed. Life insurance loan jf the interest is paid in cash. Taxes you paid late. Show only the inter­ est. If the taxes are the. kind you can deduct, enter them under the heading, "Taxes." Bank credit card plan. You can deduct the finance charge as interest if no part is Continued on Page 25 Seafarers Log �•f Continued from Page 24 for service charges, loan fees, credit in­ vestigation fees, etc. / Revolving charge accounts. You may de­ duct the finance charge added to your revolving charge accounts by retail stores if the charges are based on your unpaid balance and computed monthly. Personal property (cars, televisions, etc.), that you buy on the installment plan. Do Not Deduct Interest On.— Life insurance loan if the interest is added to the loan and you report on the cash basis. Money you borrowed to buy or carry taxexempt securities or single-premium life insurance. Contributions You Can Deduct Gifts To.— Organizations operated for religious, charitable, educational, scientific, or liter­ ary purposes, or to prevent cruelty to ani­ mals and children. These include: Churches (including assessments paid), Salvation Army, Red Cross, CARE, Goodwill Industries, United Way, Boy Scouts, Girl Scouts, Boys Club of Amer­ ica, and similar organizations. Fraternal organizations, if the gifts will be used for the above purposes, and cer­ tain cultural and veterans' organizations. Governmental agencies that will use the gifts exclusively for public purposes, in­ cluding civil defense. Nonprofit schools, hospitals, and organiza­ tions whose main purpose is to find a cure for (or to help people who have) arthritis, asthma, birth defects, cancer, cerebral palsy, cystic fibrosis, heart dis­ ease, diabetes, hemophilia, mental ill­ ness and retardation, multiple sclerosis, muscular dystrophy, tuberculosis, etc. You Can Also Deduct.— Amounts you paid for your gasoline and other expenses necessary to carry out your duties as a civil defense volunteer. (Do not deduct any amounts that were repaid to you.) Out-of-pocket expenses such as gas, oil, etc., to do volunteer work for char­ itable organizations. (Do not deduct any amounts that were repaid to you.) In­ stead Of figuring what you spent for gas and oil, you can take 7 cents a mile. In some cases, amounts you spent to take care of a student in your home under a written agreement with a charitable or educational institution. Do Not Deduct Gifts To.— Relatives, friends, or other persons. Social clubs, labor unions, or chambers of commerce. Foreign organizations, organizations opcrated for personal profit or organiza­ tions whose purpose is to get people to vote for new laws or changes in old laws. Taxes In general, you can deduct: personal property taxes, real estate taxes, state or local retail sales taxes, state gasoline taxes and state and local income taxes actually paid within the year. You cannot deduct: Federal excise taxes. Federal Social Secur­ ity taxes, hunting and dog licenses, auto inspection fees, tags, drivers licenses, alco­ holic beverages, cigarette and tobacco taxes, water taxes and taxes paid by you for another person. Medical and Dental Expenses All expenses over three percent of ad­ justed gross income for doctor and dental bills, hospital bills, medical and hospital insurance, nurse care and similar costs can be deducted. Other such costs include such items as eyeglasses, ambulance serv­ ice, transportation to doctors' offices, rental of wheelchairs and similar equip­ ment, hearing aids, artificial limbs and corrective devices. However, if the Seafarer is reimbursed by the Seafarers Welfare Plan for any of these costs, such as family, hospital and surgical expenses, he cannot deduct the whole bill, only that part in excess of the benefits paid by the plan. All expenses over one percent of ad­ justed gross income for drugs and medicine can be deducted. The deductible portion is then combined with other medical and dental expenses which are subject to the normal three percent rule. In figuring your deduction, you can de­ duct an amount equal to one-half of the insurance premiums, premiums paid for medical care for yourself, your wife, and dependents. The maximum amount de­ ductible is $150. The other one-half, plus any excess over the $150 limit is deductible subject to the normal three percent rule. Casualty or Theft Losses If you had property that was stolen or damaged by fire, storm, car accident, ship­ wreck, etc., you may be able to deduct your loss or part of it. In general. Schedule A can be used to report a casualty or theft loss. Personal casualty or theft losses are deductible, but you must first reduce each loss by insurance and other reimburse­ ments paid you. Then you can claim only that part of the net loss that is more than $100. If you and your spouse owned the property jointly but file separate returns, you both must subtract $100 from your part of the loss. Casualty or theft losses of trade, busi­ ness, rental royalty, or other income-pro­ ducing properties are not subject to the $100 limitation. If you had more than one casualty or theft loss omit lines 25 through 28 of Schedule A. On a separate sheet of paper prepare a schedule using the information on lines 25 through 29 for each loss. Add the net losses and enter the amount on Schedule A, line 29. Write in the margin to the right of line 29, "Multiple casualty/ theft losses. See attachment." You may find Form 4684, Casualties and Thefts, helpful in determining the lamount of your loss, particularly if the property is over six months old. If you fill out Form 4684 omit lines 25 through 28 of Schedule A and enter the loss from Form 4684 on line 29. MISCELLANEOUS DEDUCTIONS Alimony Paid You can deduct periodic payments of alimony or separate maintenance made under a court decree. You can also deduct payments made under a written separa­ tion agreement entered into after August 16, 1954, or a decree for support entered into after March 1, 1954. The person who receives these payments must report them as income. Do not deduct lump sum cash or property settlements, voluntary pay­ ments not made under a court order or a written separation "agreement or amounts specified as child support. For more in­ formation, obtain Publication 504, Tax Information for Divorced or Separated Individuals. Union Dues Dues and initiation fees paid to labor organizations and most union assessments can be deducted. Business Use of Home, Including Office Use.—New limitations apply to deductions relating to use of your home for business purposes. Generally, except for interest, taxes, and casualty losses, no deduction will be allowed with respect to a dwelling unit that you used for personal purposes during the taxable year. However, if you used a portion of your dwelling exclu­ sively on a regular basis in connection with your employer's trade or business and for your employer's convenience, you may de­ duct the expenses allocable to that portion. If the use was merely appropriate and helpful no deduction is allowable. Expenses for Education You can generally deduct expenses for: Education that helps you keep up or im­ prove skills you must have in your pres­ ent job, trade or business. Education that your employer said you must have or the law or regulations say you must have, to keep your present salary or job. Do Not Deduct Expenses For.— Education that you need to meet the mini­ mum educational requirements for your job, trade, or business. Education that is part of a course of study that will lead to your getting a new trade or business. Contributions to Candidates for Public Office, etc.. Itemized Deduction.—You may claim an itemized deduction on Sched­ ule A, line 32, or a tax credit on Form 1040, line 52, but you cannot claim both, for contributions to candidates for public office and political committees and to news­ letter funds of candidates and elected pub­ lic officials. If you elect to claim an itemized deduc­ tion on Schedule A. line 32, the amount of the deduction entered may not exceed $100 ($200 if you are married and file a joint return). Just write "political contri­ bution" on this line (you need not identify the person or political party) next to the amount of the contribution. You can also deduct several other types of expenses such as: Gambling losses, but only up to the amount you won and reported on Form 1040, line 36. Cost of safety equipment, small tools, and supplies used in your job. Dues to professional organizations and chambers of commerce. Certain costs of business entertainment, subject to limitations and reporting and substantiation requirements. Fees you paid to employment agencies to get a job. Necessary expenses connected with pro­ ducing or collecting income or for man­ aging or protecting property held for producing income. NOTE: If you work for wages or a salary, include the employee business ex­ penses you did not claim on Form 1040, line 39. Do Not Deduct the Cost Of going to and from work or entertaining friends. Expenses for Child and Dependent Care Services Incurred in 1975 and Paid in 1976.—You can deduct, within certain limitation, expenses for child and depen­ dent care services incurred in 1975 and paid in 1976, ONLY if you itemize your deductions. Make the following computation for each month in which an expense was in­ curred in 1975 and paid in 1976. Total the allowable monthly deductions, and enter in Schedule A, line 32, and identify as "Expenses for Child and Dependent Care Services." 1 Monthly 1975 expenses incurred $ 2 Monthly limitation 400.00 3 Enter lesser of line 1 or line 2 $ 4 Income reduction: Divide excess of your 1975 adjusted gross income (1975 Form 1040, line 15) over $18,000 by 24 and enter result... . 5 Difference, but not less than zero (line 3 less line 4) . . $ 6 Monthly amount deducted in 1975 7 Monthly deduction allowable in 1976 (line 5 less line 6) $ Other Taxes Line 55—Tax from Recomputing Prior Year Investment Credit.—Enter the dif­ ference between the credit taken in a prior year and the credit you refigured due to disposing of the property early. Attach Form 4255. Line 56—Minimum Tax.—More people will be liable for the minimum tax this year because the new law added new tax preference items, increased the minimum tax rate from 10 percent to 15 percent, and reduced the minimum tax exemption from $30,000 ($15,000 if married filing • separately) plus the regular income taxes for the year, to the greater of $10,000 ($5,000 if married filing separately) or one-half of the regular income taxes for the year. The new tax preference items are (1) excess itemized deductions (generally the amount by which your itemized deduc­ tions as adjusted exceed 60 percent of your adjusted gro.ss income) and (2) excess in­ tangible drilling and development costs paid or incurred in connection with cer­ tain oil and gas wells. Other tax preference items are acceler­ ated depreciation on real property and leased personal property; amortization of certified pollution control facilities, rail­ road rolling stock, on-the-job training facilities and child care facilities; stock op­ tions; reserve for losses on bad debts of financial institutions; depletion; and capital gains. . You must attach Form 4625 if you have items of tax preference of more than $10,000 ($5,000 if married filing sepa­ rately), even if there is no minimum tax, OR if you have any minimum tax liability deferred from a prior taxable year until this year. Line 57—Tax on Premature Distributions from Individual Retirement Arrangements. —Enter any tax due as shown on Form 5329, Part V. Line 58—Self-employment Tax.—Enter amount shown on Schedule SE, line 18. Line 59—Social Security Tax on Tip In­ come Not Reported To Employer.—If you received tips (cash or charge) of $20 or more in any month and you did not re­ port them to your employer, you must pay the social security or railroad re­ tirement tax on those unreported tips with your Form 1040. To determine the amount of social security tax on unre­ ported tips for which you are liable, you must file Form 4137 with your Form 1040. Enter on line 59 (Form 1040) the amount of tax shown on line 10 (Form 4137). To determine the amount of railroad retirement tax on unreported tips for which you are liable, contact your near­ est Railroad Retirement Board office. Enter the tax as determined on line 59 and write on the dotted line to the left of the entry space for line 59 "RR tax on tips." Be sure all your cash and charge tips, regardless of the amount, are included as income on Form 1040, line 9. Line 60—Uncollected Employee Social Security Tax on Tips.—If you did not have sufficient wages to cover the social security or railroad retirement taxes due on tips you reported to your employer, the amount of tax due will be shown on your Form W-2. Enter that amount on line 60. Line 61—Excess Contribution Tax on In­ dividual Retirement Arrangements. — Enter any tax due as shown on Form 5329, Part IV. Tax on Undistributed Individual Re­ tirement Accounts and Annuitants.—In the year you reach age 761/2 and any suc­ ceeding year, you may be liable for tax on the undistributed funds in your individual retirement account or annuity if (1) you do NOT receive any distribution during the year or (2) you receive distributions vyhich are NOT approximately equal pay-, ments over certain periods of time. In­ clude the amount of tax from Form 5329, Part VI, in your total for line 62. On the dotted line to the left of the line 62 entry space, write "4974 Tax," and show the amount. What Income To Report Examples of Income You Must Report. Wages including employer supplemental Continued on Page 26 i-'.l Page 2J �Continued from Page 25 unemployment benefits, salaries, bo­ nuses, commissions, fees, and tips. Dividends. Earned income from sources outside U.S. (See Form 2555 and note below.) Earnings (interest) from savings and loan associations, mutual savings banks, credit unions, etc. Interest on tax refunds. Interest on bank deposits, bonds, notes. Interest on U.S. Savings Bonds. Interest on arbitrage bonds issued after Oct. 9, 1969, by State and local govern­ ments. Profits from businesses and professions. Your share of profits from partnerships and small business corporations. Pensions, annuities, endowments, includ­ ing lump-sum distributions. Supplemental annuities under the Railroad Retirement Act (but not regular Rail­ road Retirement Act benefits). Profits from the sale or exchange of real estate, securities, or other property. Sale of personal residence. (See Instruc­ tions for Schedule D.) Recapture of depreciation on disposition of depreciable residential real estate and other property. (See Instructions for Form 4797.) Recapture of intangible drilling and devel­ opment costs of oil and gas properties. (See Instructions for Form 4797.) Rents and royalties. Your share of estate or trust income, in­ cluding accumulation distribution from trusts. Alimony, separate maintenance or support payments received from and deductible by your spouse or a former spouse. Prizes and awards (contests, raffles, etc.). Refunds of State and local taxes (principal amounts) if they were deducted in a prior year and resulted in tax benefits. Fees received for jury duty and precinct election board duty. Fees received as an Executor, Administra­ tor, or Director. Fmbezzled or other illegal income. Note; If you were a bona fide resident of a foreign country for an uninterrupted period of one year or more, or were physi­ cally present in a foreign country for a total of at least 510 days during any pe­ riod of 18 consecutive months, you can exclude up to $15,000 of your earned in­ come from foreign sources by filing Form 2555. However, if you elect not to exclude such earned income, attach a statement to your timely filed return stating that you elect not to have the exclusion apply. Once made the election cannot be changed ex­ cept with consent of the Commissioner. Examples of Income You Do Not Report. Disability retirement payments and other benefits paid by the Veterans Adminis­ tration. Dividends on veterans' insurance. Life insurance sums received at a person's death. Workmen's compensation, insurance, dam­ ages, etc., for injury or sickness. Interest on certain State and municipal bonds. Federal social security benefits. Gifts, money or other property you in­ herited or that was willed to you. Insurance repayments that were more than the cost of your normal living expenses if you lost the use of your home because of fire or other casualty. Repayments of the amount you spent for normal living expenses must be reported as income. Long-Trip Tax Problems A major tax beef by seamen is that normally taxes are not withheld on earn­ ings in the year they earned the money, but in the year the payoff took place. For example, a seaman who signed on for a five month trip in September, 1975, paying off in January, 1976, would have all the five months' earnings appear on his 1976 W-2even though his actual 1976 earnings might be less than those in 1975. There are ways to minimize the impacts of this situation. For example, while on the ship in 1975, the Seafarer undoubtedly took draws and may have sent allotments home. These can be reported as 1975 income. Unfortunately, this raises another com­ plication. The seaman who reports- these earnings in 1975 will not have a W-2 (withholding statement) covering them. He will have to list all allotments, draws and slops on the tax return and explain why he doesn't have a W-2 for them. Fur­ thermore, since no tax will have been withheld on these earnings in 1975, he will have to pay the full tax on them with his return, at 14 percent or upwards, de­ pending on his tax bracket. The earnings will show up on his 1976 W-2. The seaman then, on his 1976 return would have to explain that he had re­ ported some of his earnings in 1975 and paid taxes on them. He would get a tax refund accordingly. In essence, the seaman would pay taxes twice on the same income and get a re­ fund a year later. While this will save the seaman some tax money in the long run, it means he is out-of-pocket on some of his earnings for a full year until he gets refunded. This procedure would also undoubtedly cause Internal Revenue to examine his re­ turns, since the income reported would not coincide with the totals on his W-2 forms. That raises the question, is this pro­ cedure justified? It is justified only if a sea­ man had very little income in one year and very considerable income the next. Otherwise the tax saving is minor and probably not worth the headache. Declaration of Estimated Tax In general, a declaration is not required to be filed if you expect that your 1977 Your 1976 Tax Form— Form 1040 Many Seafarers will need only short Form 1040A or Form 1040 in filing their 1976 returns. Schedules and forms that may be required in addition to Form 1040 include the following, which you may obtain from an Internal Revenue Service office, and at many banks and post offices: Schedule A & B iov itemized deduc­ tions and dividend and interest income'''; Schedule C for income from a per­ sonally owned business; Schedule D for income from the sale or exchange of capital assets; Schedule E for income from pensions, annuities, rents, royalties, partnerships, estates, trusts, etc.; Schedule F for income from farming; Schedule G for income averaging; Schedule R & RP credit for the elderly; Schedule SE for reporting net earnings from self-employment; and Some specialized forms available only at Internal Revenue Service offices are: Form 1040-ES for making estimated tax payments. Form 1310, Statement of Claimant to Refund Due Deceased Taxpayer; Form 2106, Employee Business Ex­ penses; Form 2120, Multiple Support Declara­ tion; Form 2210, Underpayment of Esti­ mated Tax by Individuals; Form 2440, Sick-Pay Exclusion; Form 2441, Credit for Child Care Ex­ penses; Form 3468, Computation of Investment Credit; Form 3903, Moving Expense Adjust­ ment; Form 4136, Computation of Credit for Federal Tax on Gasoline, Special Fuels, and Lubricating Oil; Form 4137, Computation of Social Se­ curity Tax on Unreported Tip Income; Form 4562 for optional use by individ- ."3ge26 uals, etc., claiming depreciation; Form 4683, U.S. Information Return on Foreign Bank, Securities, and Other Fi­ nancial Accounts, and Foreign Trusts; Form 4684 for reporting gains and losses resulting from casualties and thefts; Form 4797, Supplemental Schedule of Gains and Losses; Form 4798 for computing a capital loss carryover; Form 4831 for reporting rental income; Form 4832, Asset Depreciation Range (for determining a reasonable allowance for depreciation of designated classes of assets); Form 4835 for reporting farm rental in­ come and expenses; Form 4868, Application for Automatic Extension of Time to File U.S. Individual Income Tax Return; Form 4972, Special 10-year Averaging Method; and Form 5329, Return for Individual Re­ tirement Savings Arrangement. ^Schedule B must be completed and at­ tached to your return if your income from either dividends or interest exceeds $400.00. IRS will figure your tax if your income on line 15c is $20,000 or less, was only from wages, salary and tips, dividends, in­ terest, pensions and annuities, and you want to take the standard deduction. All you do is: 1. Place your name and address label on your return, or fill in name, address, and social security number. Also fill in occupa­ tion. On a joint return, show names, social security numbers and occupations of both you and your spouse. If you are married, give social security numbers of both you and your spouse even though you file separately. 2. Fill in lines 1 through 7. 3. Check appropriate "Yes" or "No" box(es) on line 8 (Presidential Election Campaign Fund). 4. Fill in lines 9 through 15c, lines 19, 21, 23a, b, and e, if necessary, and check the box on line 44b. Also, attach Schedule B and Form 4683 (foreign accounts and trusts), if applicable. 5. On a joint return, show your and your spouse's income separately in the space below your spouse's signature so IRS can figure your tax in the way that will give you the smallest tax. 6. Sign your return. Both you and your spouse must sign a joint return. 7. File on or before April 15, 1977. We will then figure your tax and send you a refund check if you paid too much or bill you if you did not pay enough. NOTE: If you are eligible to claim the earned income credit, we will figure the credit for you if you write EIC on line 23c. Also write the first name of your child who qualifies you for the credit in the space to the left of the line 23c entry space if not shown on line 4 or line 6b. If you have a credit for the elderly, we will figure that also. Just attach Schedules R & RP after you have checked the applicable box for filing status and age and filled in line 2(a) for Schedule R, or lines 1, 2, and 5 of Schedule RP, whichever schedule is ap­ plicable. Then write CFE on line 19 of Form 1040. Short Form 1040A Who May Use*Short Form 1040A You may use Short Form 1040A if all your income in 1976 was from wages, salaries, tips, other employee compensa­ tion, and not more than $400 in dividends or $400 in interest and you do not itemize your deductions. You may disregard the $400 limitations for dividends and interest if you are not Form 1040 will show (1) a tax refund, OR (2) a tax balance due to be paid to IRS of less than $100. Citizens of the United States or resi­ dents of the United States, Puerto Rico, Virgin Islands, Guam and American Sa­ moa must make a declaration of estimated tax if their total estimated tax is $100 or more and they: (7) Can reasonably expect to receive more than $500 from sources other than wages subject to withholding; or, (2) Can reasonably except gross in­ come to exceed— (a) $20,000 for a single individual, a head of a household, or a widow or widower entitled to the special tax rates; (b) $20,000 for a married individual entitled to file a joint declaration with spouse, but only if the spouse has not received wages for the tax­ able year; (c) $20,000 for a married individual living apart from spouse as de­ scribed on page 7; (d) $10,000 for a married individual entitled to file a joint declaration with spouse, but only if both spouses received wages for the taxable year; (e) $5,000 for a married individual not entitled to file a joint declaration with spouse. See Form 1040-ES for details. required to file a return but are filing solely to get your earned income credit refunded and you are not required to file Form 4683 as explained below. Who May NOT Use Short Form 1040A File Form 1040 instead of Short Form 1040A if: • You received more than $400 in divi­ dends or $400 in interest (Disregard if you are not required to file but are filing solely to get a refund of your earned income credit) • You had income other than wages, sal­ aries, tips, other employee compensation, dividends or interest • You had pension or annuity income • You received $20 or more in tips in any one month, and you did not fully re­ port these tips to your employer • Your Form W-2 shows uncollected em­ ployee tax (social security tax) on tips • You claim a credit for the elderly an investment credit a foreign tax credit a credit for Federal tax on special fuels — nonhighway gasoline and lubricating oil a credit from a regulated investment company a credit for purchase of a new princi­ pal residence a credit for child care expenses • You choose the benefits of income aver­ aging • Your spouse files a separate return and itemizes deductions. Note: You may ig­ nore this and still file Form 1040A be­ cause you are "not married for tax pur­ poses," if all three of the following statements are true: (1) you did not live with your spouse at any time during 1976, (2) you furnished more than half the cost of keeping up your home for 1976, AND (3) your child or stepchild lived in your home for more than 6 months of 1976, Continued on Page 27 Seafarers log �s > AND you can claim that child as a dependent • You were an uninarried dual-status alien (if you were both a resident alien or U.S. citizen and nonresident alien during 1976) or a dual-status alien mar­ ried to a citizen or resident of the U.S. at the end of 1976 and do not elect to file a joint return. (See Form 1040 Instructions) • You were a nonresident alien (use Form 1040NR) • You were married to a nonresident alien at end of 1976 and you both do not elect to be taxed on your worldwide in­ come (unless you are "not married for tax purposes" as previously described) • You received capital gain dividends, a lump-sum distribution from a qualified plan, or nontaxable distiibutions (return of capital) • You claim a deduction for business ex­ penses as an outside salesperson or for travel for your job • You claim a disability income exclu­ sion (sick pay) • You claim a moving expense deduction because you changed jobs or were trans­ ferred • You claim a deduction for payment to an Individual Retirement Account, or for an Individual Retirement Annuity, or Bond • You claim a deduction for a penalty on a premature withdrawal from a time sav­ ings account • You are a railroad employee represen­ tative and claim credit for excess hospital insurance benefits taxes paid • You must file Form 2210, Underpay­ ment of Estimated Income Tax by Individ­ uals, because you were required to make payments of estimated tax and line 22 is $100 or more and over 20% of line 19. See instructions for Penalty for Not Pay­ ing Enough Tax During the Year on page 8. • You file Form 2555, Exemption of In­ come Earned Abroad • You are required to file Form 4683, U.S. Information Return on Foreign Bank, Securities, and Other Financial Ac­ counts and Foreign Trusts, because: (1) at any time during the taxable year you had any interest in or signature or other authority over a bank account, securities account or other financial account in a foreign country (except in a U.S. military banking facility operated by a U.S. finan­ cial institution), (2) at any time during the taxable year you were a beneficiary of a foreign trust, or (3) you were either a, grantor of. or transferor to, a foreign trust during any taxable year, which foreign trust was in being during the current tax­ able year. If you want IRS to figure your tax: Skip lines 13a through 18a, 19 and 21 through 25. Be sure that lines 18b and 20a, b and c are filled in. If you are eligible . to claim the earned income credit (see page 2), write "EIC" on line 20d and also write the first name of your child, who qualifies you for the credit, in the space to the left of the line 20d entry space, if not shown on line 4 or 6b and we will figure the credit for you. See the instruc­ tions that follow for filling in lines 18b, and 20a, b and c and for completing your return. If you are filing a joint return and both you and your spouse have income, show the income of each separately on page 1 at the bottom left margin below the arrow, so IRS can figure your tax the way that gives you the smaller tax. File on or before April 15. 1977. IRS will then figure your tax and send you a refund check if you have overpaid or bill you if you did not pay enough. from line 17a or line 17b, whichever is greater. If you show 6 or more ex­ emptions on line 6d, the amount on line 17a will be greater. CAUTION: Married person.s filing sep­ arate returns may clioo.se the amount on either line 17a or line 17b. But if otte uses line I7h (2% of line 47, lim­ ited to $90) both must u.se it. Step 16.—Fill in lines 48 through 66 if you have credits, other taxes, or other payments to report. Complete the forms or schedules asked for. Enter the amounts from these lines on the front o.'" Form 1040. Fill in any other amounts needed for lines 18 through 28. _Step 17.—If you owe tax, show amount on line 25. Attach check or money order for full amount when you file. Make it out to Internal Revenue Service and be sure to write your social security .number on it. If line 25 is under $1, you do not have to pay. -Step 18.—If we owe you a refund, show amount on line 26. On line 27 or 28, show whether you want sorne or all of the money refunded or cred­ ited to 1977 estimated tax. If line 26 is under $1, we will send you a refund only on written request. _Step 19.—Recheck Your Return. Go over all items and make sure they are right. Also check your arithmetic. _Step 20.—Sign and Date Your Return and Make Sure the Preparer (If any) Also Signs. It is not considered a return unless you sign it. Both you and your spouse must sign a joint return. If the person who. prepares your re- turn for pay is not an employee of a firm, corporation or another individual, then that person must sign the return as preparer and enter his or her social security number and address. If the person who prepares your re­ turn for pay is an employee of a firm, corporation or another individual, then that person must sign the return and also enter the employer's name, identi­ fication number, and addre.ss. NOTE: The law recjuires such tax re­ turn preparers to include their identify­ ing number and to furnish you a copy of the return. If prepared by your regular, full-time employee, such as a clerk, secretary, or bookkeeper, your employee does not have to sign. _Step 21.—Attachments. Attach Forms W-2, or W-2P (copy B) to front of Form 1040. If you took an adjustment for disability income exclusion on line 15b be sure to attach Form 2440. At­ tach schedules in alphabetical order and forms other than W-2 or W-2P in nu­ merical order to the back of Form 1040. If you owe tax, be sure to attach your payment to the front of Form 1040. Guide for Preparing a Refurn—Form 1040 You may find it helpful in completing your Form 1040 to follow these steps and check them off as you go. 3tep 1.—Gather up your income rec­ ords including all Forms W-2, W-2P, and 1099. If your employer does not give you a Form W-2 by January 31, or if the one you have is not correct, contact your employer as soon as pos­ sible. Only your employer can issue your W-2 or correct it. If unable to secure Form W-2 from your employer by February 15, contact an Internal Revenue Service office. _Step 2.—If you are going to claim any credits or itemize your deductions, col­ lect all necessary information and ex­ pense records, such as medical and dental bills, real estate taxes. State in­ come tax, home mortgage interest, and charitable contributions. Check the credits and types of expenses you can deduct. Put these records aside until later. JStep 3.'—Get any forms or schedules you need but did not receive by mail. _Step 4.—Name and Address. Use the mailing label on the forms sent you. Correct your name and address if nec­ essary. Also show your apartment num­ ber if you have one. If you did not receive forms with a label, print or type your name and address. _Step 5.—Social Security Number. If your social security number is wrong on the label or if you did not receive a label, show your correct number on your return. If you are married, give numbers of both you and your spouse whether you file jointly or separately. If you do not have a social security number, get an application Form SS-5 from a Social Security Administration office, post office, or from IRS. File it with the local office of the Social Se­ curity Administration. Do this early enough to make sure you receive a number before April 15. If you do not receive a number by April 15, file your return without it and write "Applied for" in the space for social security number. Be sure to show occupations in spaces in upper right corner just below social security blocks. Step 6.—Filing Status. Check only one box (lines 1 through 5). Your tax rate and your standard deduction depend on the box you check. So before you decide, see instructions for Filing Status on page 7. _ _Step 7.—Exemptions. Fill in lines 6a, b, c, d, e, and f. See instructions for Exemptions on page 7. Step 8.—Check appropriate "Yes" or "No" box(es) on line 8 (Presidential Election Campaign Fund). If you check the "Yes" box(es), it will not increase your tax or reduce your refund. Step 9.—Fill in the schedules and forms mentioned for lines 10, 11, 15b, 29 through 33, and 38 through 40a if you need to. Enter the totals from your schedules on the correct lines on Form 1040. If you file Schedule B, be sure to answer the questions in Part III and attach Form 4683, if it is required. If you need more space qn forms or schedules, attach separate sheets and use the same arrangement as the printed forms, but show your totals on the printed forms. Be sure to put your name and social security number on these separate sheets. Fill in lines 9, 12 through 15a, 15c, 34 through 37, and 40b through 42. Step 10.—Now fill in line 43. If you have unearned income and can be claimed as a dependent on your par­ ent's return, be sure to check the box. .Step II.—Decide whether to use the standard deduction or itemize your de­ ductions. The instructions "Should You Use the Standard Deduction or Itemize Your Deductions?" will help you de­ cide. Step 12.—If you decided to itemize deductions, fill in Schedule A, enter your total deductions on line 44 of Form 1040, and be sure to check the box on line 44a. Skip step 13. Sept 13.—If you decided to take the standard deduction, use the larger of (a) or (b). (a) Percentage Standard Deduction. —You are permitted a deduction of 16% of line 43, subject to a maximum amount. (b) Low-Income Allowance.—You are permitted a deduction of a flat amount to insure that you will not be subject to Federal income tax if your income is below certain levels. Instructions will help you compute your standard deduction. Enter your standard deduction on line 44 and be sure to check the box on line 44b. _Step 14.—Fill in lines 45, 46, and 47. If line 47 is .$20,000 or less find your tax in the Tax Table, show the tax on line 16, and check the Tax Table box. If line 47 is more than $20,000, use Tax Rate Schedule X, Y, or Z to figure your tax. Show the tax on line 16 and check the Tax Rate Schedule X, Y, or Z box. * jStep 15.—Figure your general tax credit. Enter on line 17c the amount NOTE : If you tnove after filing your re­ turn and you are expecting a refund, you should notify both the post office serving your old addre.ss and the service center where you filed your return, of your ad­ dress change. This will help in forwarding your check to your new address as promptly as possible. Be sure to include your social security number in any cor­ respondence with the IRS. DEEP SEA GREAT LAKES ¥ ¥ Change of Address Editor, SEAFARERS I.OG Or New Subscriber 675 Fourth Ave., Brooklyn, N. Y. 11232 I would like to receive the SEAFARERS LOG—please put my name on your mailing list. {Print information'^ NAME ADDRESS STATE CITY ZIP. SIU members please give: v. Bk # Soc. Sec. # /. TO AVOID DUPLICATION: If you are an old subscriber and have a change of address, please give your former address below or send mailing label from last issue received. ADDRESS CITY .... STATE ZIP. | Page 27 January, 1977 m �r BE Ragnar E. Gundersen, 72, joined the Union in the port of Philadelphia in 1961 sailing as a deckhand, der­ rick captain and hoisting engineer for the Independent Lighterage Co. from 1961 to 1971, Merritt, Chap­ man and Scott Corp. from 1956 to 1961 and for the Philadelphia Der­ rick and Salvage Co. from 1927 to 1956. Brother Gundersen was born in Norway and is a naturalized U.S. citizen. He is a resident of Philadel• phia. A- % Charles E. Higgs, 67, joined the Union in the port of Tampa in 1966 sailing as a chief engineer for Dixie Carriers from 1955 to 1976, Debardleben Marine Corp. from 1951 to 1955 and for R. C. Hoffman Co. from 1937 to 1951. Brother Higgs was born in Swainsboro, Ga. and is a resident of Ocean Springs, Miss. John Nicholson, Jr., 62, joined the Union in the port of Baltimore in 1957 sailing as a chief engineer for the Curtis Bay Towing Co. from 1939 to 1976. Brother Nicholson was born in England and is a na­ turalized U.S. citizen. He is a resi­ dent of Stevensville, Md. Woodrow W. Wilcox, 64, joined the Union in the port of Sault Ste. Marie, Mich, in 1961 sailing as a tanker deckhand for Dunbar and Sullivan from 1961 to 1976 in Soo, Mich. Brother Wilcox sailed 34 years. He was born in Prosrott, Mich, and is a resident of Brimley, Mich. Lawrence M. Lamyotte, 65, joined the Union in the port of Frankfort, Mich, in 1960 sailing as a firemanwatertender for the Ann Arbor (Mich.) Car Ferries Co. from 1960 to 1965. Brother Lamyotte sailed 45 years. He is a veteran of the U.S. Army in World War II. Born in St. Ignace, Mich., he is a resident of Elberta, Mich. A, Page 28 lllPfNSlONfRS Recertified Bosun Nicholas "Nick the Greek" Bechlivanis, 58, joined the Union in 1947 in the port of New York. Brother Bechlivanis sailed 36 years and graduated from the Sep­ tember 1974 Bosuns Recertification Program. He is also a veteran of the U.S. Army in World War II. Sea­ farer Bechlivanis was born in Island Pallea Psara, Chios, Greece and is a resident of Brooklyn, N.Y. Recertified Bosun Daniel M. "the Senator" Ticer, 58, joined the Union in 1945 in the port of New York. Brother Ticer sailed 34 years. He graduated from the Bosuns Recerti­ fication Program in September 1974. Born in Oklahoma, he is a resident of Manteca, Calif. Joseph Luburich, 65, joined the Union in the port of New . York in 1955 sailing as a fireman-watertender. Brother Luburich sailed 33 years and was on the picketline in the 1962 Robin Line strike. He was born in Yugoslavia and is a natural­ ized U.S. citizen. Seafarer Luburich is a resident of Santa Cruz, Calif. Harvey M. Lee, 65, joined the Union in the port of New Orleans in 1954 sailing as a chief steward. Brother Lee sailed 29 years and at­ tended an SIU Educational Confer­ ence. He was born in Alabama and is a resident of Mobile. Recertified Bosun Sebastian C. "Jim" Foti, 59, joined the Union in 1941 in the port of Boston. Brother Foti also sailed as a chief baker and rode the Bull Line. He was a July 1974 graduate of the Recertified Bo­ suns Program when he earned his GED Program diploma. Born in Bos­ ton, he is a resident of Wilmington, Calif. Charles J. Dougherty, Jr., 54, joined the Union in 1942 in the port of New York sailing as a chief elec­ trician. Brother Dougherty sailed 31 years. He was on the picket line in the 1961 N.Y. Harbor strike and the 1965 District Council 37 beef. Sea­ farer Dougherty upgraded at Piney Point in 1968 and in 1970 attended Crews Conference No. 8 there. He is also a veteran of the U.S. Army in World War 11. A native of Phila­ delphia, he is a resident of New York City. Manuel D. Aguas, 62, joined the Union in the port of New York in 1952 sailing as a chief electrician. Brother Aguas sailed 42 years, rode the Isthmian Line, was on the picketITne in the 1961 N.Y. Harbor strike, attended the SIU-MEBA School of Engineering in Brooklyn, N.Y. and then worked on the Sea-Land Shoregang in 1966. He is a wounded vet­ eran of the U.S. Army in World War II and is a machinist. Born in Portu­ gal, he is a U.S. naturalized citizen and is a resident of Albertson, L.I., N.Y. Jesse C. Hampton, 65, joined the Union in the port of Jacksonville in 1961 sailing as a cook. Brother Hampton sailed 16 years and is a veteran of the U.S. Army during World War 11. Born in Newport, Tenn., he is a resident of Jackson­ ville. Frank P. De La Rosa, 67, joined the SIU in the port of Seattle in 1957 sailing as an AB. Brother De La Rosa sailed 33 years. He was born in the Philippine Islands and is a resident of Seattle. Ernest T. Leckrone, 69, joined the Union in the port of Elberta, Mich, in 1955 sailing as a fireman-watertender. Brother Leckrone sailed 22 years. He was born in Brethren, Mich, and is a resident of Copemish, Mich. Eugene J. Ackcrman, 67, joined the Union in the port of Seattle in ; 1957 sailing as a chief cook. Brother Ackerman sailed for 34 years. He was born in Chicago, 111. and is a ' resident of Seattle, Joseph C. Gilchrist, 67, joined the Union in the port of Mobile in 1956 sailing as an oiler for the Radcliffe Materials Co. Brother Gilchrist was born in Allen-Whatley, Ala. and is a resident of Grove Hill, Ala. Marvin J. Blanton, 62, joined the Union in 1944 in the port of Jack­ sonville sailing as a bosun. Brother Blanton sailed 30 years. He was born in Alabama and is a resident of Willis, Tex. Henry E. Caswell, 66, joined the SlU in the port of Detroit in 1960 sailing on the Great Lakes as a fireman-watertender. Brother Caswell sailed 20 years. He also sailed for the U.S. Navy Seabees in World War II. He was born in St. Augustine, Fla. and is a resident of Alpena, Mich. Pablo LaTorre, 59, joined the Union in 1943 in the port of New York sailing as a chief cook. Brother LaTorre sailed 36 years, part of that time on the Bull Line. He was om the picket line in the 1961 N.Y. Harbor strike, the 1965 District Council 37 strike and in a 1971 beef. Seafarer LaTorre is also an amateur fisherman. Born in Puerto Rico, he is a resident of Staten Island, N.Y. Andrew A. Treschak, 70, joined the SlU in the port of Cleveland in 1960 sailing on the Great Lakes as a coal passer as well as in the steward department for the Kinsman Marine Transport Co. for 36 years. Brother Treschak was born in Pennsylvania i and is a resident of Parma, Ohio. Walter D. Makin, 56, joined the Union in 1944 in the port of New York sailing as a cook for 32 years. Brother Makin upgraded at the Harry Lundeberg School of Seaman­ ship in Piney Point, Md. He was born in Alabama and is a resident of Robertsdale, Ala. Delaware P. Eldemire, 57, joined the SIU in 1946 in the port of New York sailing as a bosun. Brother Eldemire sailed 34 years and hit the bricks in the 1946 maritime strike and Wall St. beef. He was born in Cayman Brae, B.W.l. and is a resi­ dent of Tampa. Gilbert T. Beloy, 67, joined the SIU in the port of Seattle in 1967 sailing as a third cook. Brother Beloy sailed 26 years, is a U.S. Army vet­ eran of World War II and is also an automobile mechanic. Born in the Philippines, he is a resident of Seattle. James Robinson, 54, joined the Union in 1946 in the port of Jack­ sonville sailing as a bosun. Brother Robinson sailed 34 years, rode the Bull Line and walked the picketline in the 1961 N.Y. Harbor strike. He was born in Alabama and is a resi­ dent of Red Bay, Ala. John S. Sweeney, 67, joined the SIU in the port of Wilmington in 1956 sailing as a bosun. Brother Sweeney sailed 46 years, graduated from the HLSS Quartermaster Recertification Course in 1972 and is a veteran of the pre-World War II U.S. Navy. He was born in South Dakota and is a resident of Newark. N.J. V Seafarers Log -tr '<1 �t Money Due From Ogden Marine, Inc. Ogden Marine, Inc. has informed us that the following SW members have unclaimed wages due them for retroac­ tive contract increases. If your name appears, the company asks that you send a request to its office stating name, Social Security number and current mailing address. The ad­ dress of the company is: Ogden Marine, Inc., 280 Park Ave., New York, N.Y. 10017. Name Raymond A. Clemente Terry Flemmings Alex A. Jaradie Edwin D. Johnson Steven C. Burch Dennis R. Oblander Jack Rosenberg Arthur Shedrick Jr. John F. Short Francis E. Smith Alfred Torres Fred G. Anderson Robert J. Aumiller William C. Baker James Buggs Isaias Cambronero Jean Cropeau Martin T. Dale Gordon E. Dalman Jonathan Dierenfeld Albert W. Dykes David J. Finneras Jr. Paul Giron Gerard M. Halligan Thomas Hankins Carl Harcrow Jr. Charles L. Lester Wilson McAvoy Edward J. McMaster Ray C. Miller Raymond J. Montalbo Jr. Salen N. Muthana John Neff Rafael M. Pereira Claudie E. Pickle Tommie R. Sanford Percival L. Shauger Richard J. Sherman Nicholas R. Tatar Alex R. Vasquez Victor Vasquez Thomas J. Walker Carthel Williams Thomas J. King Musaid M. Abdulla Alcus J. Brown William P. Connerty Bart H. Dawson Michael E. Gay Robert E. Graham Vincente Guzman Alfred R. Haskins Douglas A. Heller Richard H. Huford Harold V. King Michael L. Mefferd Bobby L. Messerall William R. Proctor Ernesto Ramirez Carlos R. Soto Ruben Velez Gerald M. Westphal Patrick J. Dorrian Stanley L. George Jimmie L. Morris Julian Sawyer Robert G. Swander Thomas C. Taylor James A. Waller Raymond Baker David H. Berger Carlos CoeUo James Gardiner Eugene T. Grantham Dewitt Haynes Jr. Victor E. Isaulo Lionel Jackson George F. Kimbrell Willie J. Kitchen Alejandro Martinez Sam Morris James E. Nooman Stanley L. Palprey Paul B. Powers Ernest Ross January, 1977 Ship Albany Albany Albany Albany Albany Albany Albany Albany Albany Albany Albany Connecticut •• Connecticut Connecticut Connecticut Connecticut Connecticut Connecticut Connecticut Connecticut Connecticut Connecticut Connecticut Connecticut Connecticut Connecticut Connecticut Connecticut Connecticut Connecticut Connecticut Connecticut Connecticut Connecticut Connecticut Connecticut Connecticut Connecticut Connecticut Connecticut Connecticut Connecticut Connecticut James James James James James James James James James James James James James James James James James James James Merrimac Merrimac Merrimac Merrimac Merrimac Merrimac Merrin^ Missouri Missouri , Missouri Missouri Missouri Missouri Missouri Missouri Missouri Missouri Missouri Missouri Missouri Missouri Missouri Missouri Harmando Salazar Richard Smallwood HulunWare Ernest Waters Eddie Jackson Robert J. Bird Wayne Carpenter John Chestnut Joe Clark Philip Cogley Clifford Feurtado Clyde Fields J. Fletcher Eugene Foreman Jr. David Gower Haywood Green Paul Holloway Joseph Justus Martin Kelly Torry Kid Jr. Walter Kokins William Lewis I.ouis McBride Teddy McDuffie Patrick O'Nneal Curtis Primeaux Tony Rabago La France Smith Daniel Stewart Jimmie Szabary Charles Thorpe William Weekley Sidney Wilson Wayne Carpenter Doyle Ellette Bobby E. Fletcher R. Garriss Giles Glendenning Jon C. Humason E. Lasoya Eugene McKenna Charles Minix Leon Norc:^k D. Papadopoulos Rafael J. Scarpa Marshall Wilson James R. Abrams Ray D. Absher Robert J. Aumille Ray A. Blairl •' / Missouri Missouri Missouri Missouri Challanger Challanger Challanger Challanger Challanger Challanger Challanger Challanger Challanger Challanger Challanger Challanger Challanger Challanger Challanger Challanger Challanger Challanger Challanger Challanger Challanger Challanger Challanger Challanger Challanger Challanger Challanger Challanger Challanger Potomac Potomac Potomac Potomac Potomac Potomac Potomac Potomac Potomac Potomac Potomac Potomac Potomac Mohawk Mohawk Mohawk Mohawk Paul E. Coursey Maurice Culpe Frank Cutrone Winston Gardner Louis A. Gracia Jeroirie R. Haymaker Ed. D. Henry Konstantinous Koutouros Samuel Miller Augustine W. Morales Robert H. Mullen Guy D. Regan Steven C. Vinson Barry E. Broadus Wilson H. Deal Harry E. Fisher Jr. Benjamin E. Fowler Clyde Greeson Raul L. Guerra David C. Hume Bernard C. Jordon Kenneth L. Knoles Kenneth J. Lewis James V. McClantoe Joe F. Martin Edward L. Negron Robert Sanchez Wilbur H. Schug Samuel A. Solomon Jr. Rainey G. Tate Robert S. Wolfe Earl H. Cotton Stephen M. Green Francis V. Guidry Weseley R. Herrin Joe L. Johnson Nolan R. Ledet Vincent E. Monte Ervin H. Salyers Jr. David E. Wilson John J. Wynne Charles Barnett Henry Cracknell Ferdinand DeLeon James Dixon Charles Marshall Paul Papp Anton Ratkovich David Rich Harold Steen Seafarers Welfare, Pension and Vacation Plans Cash Benefits Paid Number Nov. 25Dec. 22,1976 SEAFARERS WELFARE PLAN ELIGIBLES Death . In Hospital Daily @ $1.00 In Hospital Daily @ $3.00 Hospital & Hospital Extras Surgical Sickness & Accident @ $8.00 Special Equipment Optical Supplemental Medicare Premiums ........ ' • .• : •' Mohawk Mohawk Mohawk Mohawk Mohawk Mohawk Mohawk Mohawk Mohawk Mohawk Mohawk Mohawk Mohawk Platte Platte Platte Platte Platte . Platte Platte Platte Platte Platte Platte Platte Platte Platte Platte Platte Platte Platte Sacramento Sacramento Sacramento Sacramento Sacramento Sacramento Sacramento Sacramento Sacramento Sacramento Wabash Wabash Wabash Wabash Wabash Wabash Wabash Wabash Wabash Tayloe Swan William Tries Arthur J. Lennon Leon L. Abbott Emmett L. Avery Jose G. Bagat John J. Duffy Willie J. Kitchen John Kucharski Terence A. McNee Davis Quinones Pete Vasquez James H. Brewer Joseph L. Diosco Frank G. Mamerto Donald O'Neal Luke E. Guadamud Joseph P. Arpino Nathaniel Ayler Richard O. Bradford Joseph T. Brunson Maximo Bugawan Douglas K. Campbell Felix Cardova John V. Connors Kim Crabb Richard Daiskcy M. Dawson Oliver Dotson William M. Drew Edward Fahle James Flippo Orlando Frezza Hugo Fuentes Robert Graham Angel S. Hernandez Donald J. Hewson Howard R. Hill William McKeon Daniel O'Neil Ole E. Poulson Edward Rokicki Dennis Ruscki Jeffrey W. Savage Peter K. Shaughnessy John Shaw Gary L. Spell Duane Taylor Arthur Trotter Albert Wamback Harold Weaver Van Whitney Leroy Williams Leonard Wright DEPENDENTS OF ELIGIBLES . Hospital & Hospital Extras Doctors' Visits Ii^ Hospital .............. : Surgical ......................... • JHaternity Blood Transfusions ............... . . ... ^Jptical .............................. MONTH TO DATE Amount YEAR TO DATE MONTH TO DATE 13 233 116 17 2 5,257 1 86 2 140 5,561 2,619 163 28 63,888 16 1,323 329 $ 51,500.00 233.00 348.00 3,257.05 342.00 42,056.00 126.50 2,682.99 254.40 $448,198.99 5,561.00 7,857.00 26,452.76 3,495.80 511,104.00 4,725.01 39,777.03 16,818.70 453 75 148 : 6 4,889 919 1,386 193 22 1,254 130,866.87 3,449.43 23,673.18 1,945.00 700.50 2,592.00 1,428,987.63 ' 38,081.75 223,415.06 69,645.00 2,048.00 36,571.81 161 2,077 1,188 138 698 5 40 8 24,930 63,000.00 28,717.25 3,205.50 2,897.00 1,240.91 26.00 425.15 29,910.90 609,738.45 358,915.95 51,212.53 26,832.00 19,893.60 782.79 6,876.47 2,266.00 182,973.30 107 5,025.87 42,240173 112,082 30,525 17,829 160,436 398,475.50 1,332,216.27 914,335.97 $2,645,027,74 4,164,471.36 7,724,758.23 8,471,072.27 $20,360,301.86 YEAR TO DATE S 87 Wabash Wabash Willamette Willamette Willamette Willamette Willamette Willamette Willamette Willamette Willamette Willamette Rio Grande Rio Grande Rio Grande Rio Grande Rio Grande Yukon Yukon Yukon Yukon Yukon Yukon Yukon Yukon Yukon Yukon Yukon Yukon Yukon Yukon Yukon Yukon Yukon Yukon Yukon Yukon Yukon Yukon Yukon Yukon Yukon Yukon Yukon Yukon Yukon Yukon Yukon Yukon Yukon Yukon Yukon Yukon Yukon • / -'wA PENSIONERS & DEPENDENTS • 'i' • • K,. • " -.n -•V•t'i'- '--' T.'ei. Hospifial & Hospital Extru .......... V...' Doctors' Visits & Other Medical Expenses .. Surgical . .••.......................... ^Jptical Blood Transfusions .......... Special Equipment ,................... l^ental .............................. Supplemental Medicare Premiums ........ .. v" ic. -v'' 223 90 15 41 1 4 • 4,095 10 SCHOLARSHIP PROGRAM TOTALS Total Seafarers ^VcIfare Plan ............ ; 10^996 5,226 Total Seafarers Pension Plan .. . . .. .. . . . . 1,985 Total Seafarers Vacation Plan ........... 18,207 Total Seafarers Welfare, Pension & Vacation . •' • r'.-y, "•'rW- • ''-'rli • -i'': Page 29 / f •III Vl m 1 �tttOmawim ^ -y ^ y PRESIDENT Paul Hall SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Frank Drozak VICE PRESIDENTS Earl Shepard Lindsey Williams Cal Tanner Paul Drozak HEADQUARTERS ALPENA, Mich 675 4 Ave., Bklyo. 11232 (212) HV 9-6600 • 800 N. 2 Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Mass 215 Essex St. 02111 (617) 482-4716 BUFFALO, N.Y 290 Franklin St. 14202 (716) TI. 3-9259 CHICAGO, III.. .9383 S. Ewing Ave. 60617 (312) SA 1-0733 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) MA 1-5450 DETROIT, Mich. 10225 W. Jefferson Ave. 48218 (313) VI3-4741 DULUTH, Minn 2014 W. 3 St. 55806 (218) RA 2-4110 FRANKFORT, Mich.. P.O. Box D 415 Main St. 49635 (616) 352-4441 HOUSTON, Tex 5804 Canal St. 77011 (713) WA 8-3207 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, NJ. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala. ...IS. Lawrence St 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va.. . ; 115 3 St. 23510 (804)622-1892 PADUCAH, Ky. .225 S. 7 St. 42001 (502)443-2493 PHILADELPHIA, Pa.. .2604 S. 4 St. 19148 (215) DE 6-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 PORT ARTHUR, Tex 534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, CaUf. 1311 Mission St. 94103 (415) 626-6793 SANTURCE, P. R. 1313 Fernandez Junco.s, Stop 20 00909 (809) 724-2848 SEATTLE, Wash.. ..... .2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo.. .4581 Gravols Ave. 63116 (314)752-6500 TAMPA, Fla. . 2610 W. Kennedy Blvd. 33609 (813)870-1601 TOLEDO, Ohio 935 Summit St. 43604 (419)248-3691 Wn.MINGTON, Calif. 510 N. Broad St. 90744 (213) 549-4000 YOKOHAMA, Japan P.O. Box 429 Yokohama Port P.O. 5-6 Nihon Ohdori Naka-Ku 231-91 201-7935 •••••• •••••• ••••% %•••• ••••••.••%% VvVSV. Shipping at SIU A & G deep sea ports picked up slightly last month as 1,442 Seafarers shipped out, an increase of about 25 jobs over the previous month. Shipping has been stable at most ports for the past year, and the outlook for shipping in 1977 is fair to good at all ports. Page 30 Dispatchers Report for Deep Sea *TOTAL REGISTERED All Groups Class A Class B Class C DEC. 1-31, 1976 Port Boston 0 9 0 1 1 1 0 0 0 0 0 0 0 7 0 1 20 TOTAL SHIPPED All Groups Class A Class B Class C DECK DEPARTMENT 0 7 0 0 0 0 0 0 0 1 .0 1 0 15 0 1 25 **REGISTERED ON BEACH All Groups Class A Class B Class C 8 143 16 53 23 13 55 139 51 59 28 58 18 107 0 3 774 3 18 5 7 5 2 4 16 0 1 3 2 2 7 0 0 75 0 8 0 1 1 0 0 0 0 0 1 0 0 3 0 0 14 2 152 14 41 25 13 43 117 42 55 25 38 16 88 0 2 673 2 30 7 10 6 2 11 15 4 14 4 12 2 10 0 0 129 0 5 0 0 0 1 0 1 0 1 1 0 0 5 0 0, 14 2 60 10 20 24 7 31 73 20 28 9 16 8 44 0 2 354 1 6 1 4 3 0 2 3 0 2 1 5 1 1 0 0 30 0 1 0 0 0 0 0 0 0 0 0 0 0 1 0 0 2 1 53 13 30 12 5 25 61 19 34 8 18 16 29 0 1 325 3 121 26 40 26 11 35 75 23 30 13 23 13 49 0 2 490 4 57 0 16 1 1 0 0 2 3 3 1 2 14 0 0 104 120 542 924 451 67 2,126 *"Total Registered" means the number of men who actually registered for shipping at the port last month, **"Registered on the Beach" means the total number of men registered at the port at the end of last month. 724 134 •2 14 2 4 5 3 4 11 1 1 4 2 3 9 0 0 65 6 78 8 27 17 11 23 69 43 40 17 42 16 95 0 3 495 New York .-. .. Philadelphia . Baltimore ... Norfolk Tampa Mobile New Orleans . Jacksonville . . San Francisco Wilmington . . Seattle .;.... Puerto Rico . . Houston .... Piney Point . . Yokohama . . . Totals ..!... 4 36 7 9 5 5 2 29 3 7 5 8 5 24 4 0 153 ENGINE DEPARTMENT Port Boston New York Philadelphia Baltimore Norfolk Tampa . . .' Mobile .' New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 6 75 4 15 5 4 8 62 38 37 13 34 16 81 0 2 400 2 14 5 6 4 4 4 9 3 8 4 12 5 8 0 0 88 1 89 7 ' ". . 15 10 27 66 30 40 14 38 10 65 0 2 0 4 0 0 0 0 0 1 0 0 0 0 0 7 0 2 12- Port Boston New York Philadelphia Baltimore . Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals . . . . Port Boston .... New York . . . Philadelphia Baltimore . . Norfolk ..... Tampa ..... Mobile . . . . . New Orleans Jacksonville . San Francisco Wilmihgtori . Seattle . ^ . . . Puerto Rico . Houston . Piney Point . Yokohama .. Totals Totals All Departments 9 38 6 5 2 5 2 21 8 11 6 11 5 15 5 1 150 2 61 5 23 3 1 18 47 16 40 13 24 9 40 0 2 304 0 1 0 0 1 0 0 0 0 0 0 3 . 0 11 0 0 16 STEWARD DEPARTMENT 0 4 0 1 1 0 1 3 0 1 1 5 1 1 4 . 0 23 3 45 6 13 12 6 13 38 17 15 7 12 8 30 0 0 225 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2 2 41 6 16 1 3 5 38 16 23 4 17 13 35 0 0 220 1 34 7 5 , 1 2 2 24 7 14 5 10 10 10 16 0 148 3 0 0 1 • 0 0 0 0 1 2 0 6 0 13 0 0 26 ENTRY DEPARTMENT 1 32 6 21 7 3 11 46 22 22 8 18 13 32 0 0 242 1,406 8 78 16 23 12 12 13 45 21 29 9 30 12 36 21 1 366 - 5 30 0 9 1 0 0 0 1 4 2 12 : 0 ^ 22 0 0 86 -3-. Seafarers Log �Pensioner Juan Pola, Jr., 68, died on July 18. Bro­ ther Pola joined the Union in 1944 in Puerto Rico sailing as a chief steward. He was on the picket line in the 1961 N.Y. Harbor strike. Born in Puerto Rico, he was a resident of the Bronx, New York City. Surviving are his widow, Isabel; two sons, Juan I and Juan II, and two daughters, Lydia of New York City and Nilda. Pensioner Brian Byrne, 78, died of a ruptured artery in St. Joseph's Hospital, Chicago, on June 1. Brother Byrne joined the un­ ion in the port of Chicago in 1961 sail­ ing as a deckhand, oiler and tugboat cook for the Great Lakes Towing Co. from 1957 to 1966 and for the City of Chicago from 1949 to 1956. He was born in Ireland and was a resident of Chicago. Burial was in All Saints Cem­ etery, Desplaines, III. Surviving are his widow, Madge, of Park Ridge, 111.; two sons, Bernard and John, and a daugh­ ter, Peggy. Pensioner John G. Avery, 65, died of a heart attack on arrival at the Uni­ versity of South Ala­ bama Medical Cen­ ter, Mobile on May 26. Brother Avery joined the union in 1956 in the port of Mobile sailing as an AB for the Mobile Towing Co. He was born in Baldwin, Mich, and was a resident of Mobile. Burial was in Mobile Memorial Gardens Cemetery. Surviving are his daughter and son-inlaw, Mr. and Mrs. Donald E. and Donna Beck, and his sister, Mrs. Lora Frost, all of Monroe, Mich. Pensioner John R. Marchant, 87, drowned in the Eliza­ beth River, Norfolk on June 21. Brother Marchant joined the Union in the port of Norfolk in 1959 sail11' ing as a bridgetender for the Chesapeake & Ohio Railroad Yard from 1924 to 1967. He was born in Mathews, Va. and was a resident of Norfolk. Interment was in Forest Lawn Cemetery, Norfolk. Surviving are a brother, Tom of Norfolk; a sister, Mrs. Winnie Ashburn of Weems, Va.; a nephew, W. B. Marchant, Jr. of Co­ lonial Beach, Va., and a niece, Ms. Frances M. Baker of Maple Grove, Va. WUUam A. Brooks, 55, died in Mo­ bile in July. Brother Brooks joined, the SIU in the port of Savannah in 1952 sailing as an OS. He sailed 25 years. A native of Alabama, he was a resident of Mobile. Surviving is a sister, Mrs. Min­ nie R. Wilson of Montgomery, Ala. January, 1977 Matthew C. Yelland, 21, died on July 31. Brother Yel-land joined the SIU in the port of Hous­ ton in 1974 follow­ ing his graduation from the HLSS. Sea­ farer Yelland sailed in the steward department. He was a former fisherman. Seafarer Yelland, who also sailed as an OS, was born in Blackfoot, Idaho and was a resident of Ellensburg, Wash. Surviving are his parents, Mr. and Mrs. Robert Yelland, and three brothers, all of Ellensburg. Pensioner Frank H. Tyre, 73, passed away on June 30. Brother Tyre joined the Union in the port of Philadelphia in 1961 sailing as a tug fireman for the P. F. Martin Co. from 1942 to 1968 and for the American Dredge Co. in 1941. He was born in Delaware and was a resident of Selbyville, Del. Surviving are his widow, Marion; a son, Lemuel, and a daughter, Sally Mae. Herman M. "Bus­ ter" Bryant, 50, died of a heart attack in Fraser Memorial Hospital, Macclenny, Fla. on May 26. Brother Bryant joined the SIU in 1950 in the port of New York sailing as an AB. He sailed for 27 years and was a veteran of the U.S. Marine Corps in World War II. Born in Georgia, he was a resident of St. George, Ga. Interment was in North Prong Cemetery, Baker County, Fla. Surviving are his widow, Faye; his mother, Jane of Jacksonville, Fla.; his father, Henry of St. George, and a brother. Bud. Pensioner Jack C. Trosclair, 44, suc­ cumbed to heart fail­ ure in the Mobile General Hospital on Dec. 14, 1974. Brother Trosclair joined the Union in 1947 in the port of Mobile sailing as a bosun. He sailed 24 years. A native of Mobile, he was a resi­ dent there. Interment was in Serenity Memorial Gardens Cemetery, Mobile. Surviving are his widow, Jean Ann; a daughter, Jacqueline; his mother, Mrs. Virgie Massingale of Mobile; a niece, Tenna Joy Harden; a stepson,'Broe E. W. Miller, and a stepdaughter, Rhonda F. McNeil. Pensioner Anthony J. Arcediano, 74, died of lung failure in Hackenshck (N.J.) Hospital on Nov. 8. Brother Ar­ cediano joined the Union in the port of New York in 1963 sailing as a deck­ hand for the Erie-Lackawanna Railroad until 1966. He had sailed for the Penn Central Railroad from 1923 to 1926. He was born in Castelbuono, Italy, was a naturalized U.S. citizen and a resident of Hoboken, N.J. Burial was in Holy Name Cemetery, Jersey City, N.J. Sur­ viving are his widow, Anna and four daughters, Mrs. Antoinette Donaldson, Olympia, Mrs. Catherine Hilke, and Mrs. Anna Parry. John L. Svarny, 68, died on Nov. 18. Brother Svarny joined the Union in the port of Duluth in 1953 sailing as a fireman-watertender for the American Steamship Co. in 1965, for Kinsman Marine in 1969 and for the Reiss Steamship Co. from 1969 to 1972. He sailed 46 years. Brother Svarny was born in Homestead, Pa. and was a resi­ dent,of South Range, Wise. Surviving are his widow, Delores; a stepson, Bruce A. Baitylla, and two sisters, Mrs. Betty Szymarek of Grove City, Pa. and Mrs. Paluine Molnar of Stoneboro, Pa. Ben B. Williams, 65, died on July 5. Brother Williams joined the Union in port of Detroit in 1957 sailing as an oiler for the Ameri­ can Steamship Co. and for the Boland and Cornelius Steamship Co. He sailed 19 years and was a wounded veteran of the U.S. Navy in World War II. A na­ tive of Loudon County, Tenn., he was a resident of Lenoir City, Tenn. Sur­ viving are his widow, Virginia; a son, James of Lenoir City, and a sister, Mrs. Fannie Hazel Griifin. Darby M. Dixon, 52, died on July 28. Brother Dixon joined the Union in port of Cleveland in 1962 sailing as a deckhand and fireman for the Great Lakes Towing Co. from 1954 to 1975. He was a veteran of the U.S. Navy in World War II. Seafarer Dixon was born in Cleveland and was a resi­ dent there. Surviving are a son. Darby, Jr. of Cleveland and two daughters, Jacqueline and Sheilah. Pensioner Waller A. Gill, 72, died from heart disease in the Jersey City (N;J.) Medical Center on Sept. 1. Brother Gill joined the Union in the port of New York in 1960 sailing as a mate for the Penn-Central Railroad from 1927 to 1969 and as a utilityman for the Standard Oil Co. of N.J. from 1925 to 1926. He was a veteran of the U.S. Air Force in World War II. Born in Jersey City, he was a resident there. Surviving are a brother, Tom and a sister, Mrs. Margaret Murtha, both of Jersey City. Dispatchers Report for Great Lakes *TOTAL REGISTERED Ail Groups Class A Class B Class C DEC. 1-31, 1976 TOTAL SHIPPED All Groups Class A Class B Class C ••REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT Alpena . . Buffalo . Cleveland Detroit . . Duluth . . Frankfort Chicago . Tovals . . «•• • •.• Buffalo . Cleveland ******* » • 4"-» •> • • 3 0 2 12 2 4 7 30 f' 0 0 0 1 0 0 0 1 8 1 4 13 4 7 4 41 3 0 1 4 0 7 1 16 • 3 0 0 4 0 0 0 7 0 1 7 10 2 1 2 23 2, 0 0 0 0 0 0 1 1 3 9 0 •,'.. 0 , V 0 0 3- 0 2 y -0 ••• 0 0 0 '%v^0 : vJ ;rO-.' , ' ' '• ' "S .6. •mil 0 ' 0 0 0 0 1 2 T'' • 0 0 2 ? S • • # .• 3 1 5 • ;r"--.i2 • Q ••'• 2 0 .... .0, 10 0 2 9 2 1 2 26 .„•. Totals All Depaitnseiits •2, ' •• • » * •. 2 16 2 3- s • -s-/.: 0 0 . ,. •••• 2-'-v:. 27 -:4- MS.-;.,:.., 1 0 1 1 0 0 0 .3.. :• 0 1 0,, 0 • -::o 1 STEWARD DEPARTMENT 1 0 1 7 3 3 1 16 0 0 0 0 0 0 0 0 3 0 1 2 0 1 0 7 -m ENTRY DEPARTMENT Alpena ,; Buffalo . Cleveland Detroit ; . Duluth ., Frankfort Chicago . Totals -. 0 0 0 2 0 0 0 2 1 0 1 3 0 0 0 5 ENGINE DEPARTMENT 1 4 16 •••Alpena • #!'.'. .'. Buffalo ...;.. . . ^ . . .. .; . v Cleveland Detroit ................ ii • Duluth .........,.................. Frankfort ....... . ..... ....... ... Chicago .............. ... ... .,..... • Totals ... ... 1 0 0 2 0 1 0 4 0 0 0 0 1 0 1 2 0 0 0 0 D 0 1 3 r 2 ••••": 0 4 • 4 6 A A .•• 0 - .1. • 0 18 •:• A': 13 4 1 4 m • v.: 87 49 12 v^^'Tdtal Registered'^eana th^^rnlser df men who ^ctHSJly regis^^ ""Registered on the Beach" means the total number of men registered at the port at the end of last month. Page 31 �•J': •"-agmermmBu PONCE DE LEON (Puerto Rico Marine Mgt.), November 1—Chair­ man, Recertified Bosun R. Burton; Sec­ retary W. Nihem; Educational Director L. Phillips; Deck Delegate Lawrence Conticello; Engine Delegate George Lindsay; Steward Delegate Robert Spencer. No disputed OT. All repair lists have been turned over to the proper people including the captain and the patrolman. Report to the Seafarers Log: "Crewmembers have reported that the Public Health Service is no longer ac­ cepting seamen for treatment in Miami, Florida unless they have with them dis.charges from past employment, al­ though they are on a ship at the time and have a signed master's certificate." JACKSONVILLE (Sea-Land Serv­ ice), November 7—Chairman, Recer­ tified Bosun Manuel Sanchez; Secretary H. Alexander. Some disputed OT in steward department. Chairman spoke to the captain who said there would be a fire and boat drill when we pull into port. Observed one minute of silence in memory of our departed brothers. TRANSINDIANA (Hudson Water­ ways), November 14—Chairman, Re­ certified Bosun H. B. Walters; Secre­ tary W. J. Fitch; Deck Delegate Jose Cortez. $24.70 in ship's fund. No dis­ puted OT. All communications re­ ceived were read and posted. Report to the Seafarers Log: "A vote of thanks to the Log for their good work in keeping us posted in all shipping matters." Ob­ served one minute of silence in memory of our departed brothers. Next port, Norfolk. FLOR (Altair Steamship), Novem­ ber 12—Chairman, Recertified Bosun Kenneth Gahagan; Secretary David E. Edwards; Educational Director Eugene P. Foreman, Jr. $12.66 in ship's fund. Some disputed OT in engine and stew­ ard departments. Chairman reported that AB Mills and FWT Oakes were in­ volved in a motorcycle accident in Cas­ ablanca in which AB Mills lost his life and FWT Oakes was confined to a hos­ pital. NECHES (Mount Shipping), No­ vember 28—Chairman, Recertified Bo­ sun M. Cross; Secretary J. Reed; En­ gine Delegate H. Robert Hill. No disputed OT. The Seafarers Logs were received from New York. Report to the Seafarers Log: "There was a discussion between the bosun and the crew about the Rehabilitation Center for Alcohol­ ics at Piney Point. The copy of the Light paper was discussed and then posted." The bosun and the crew ex­ tended to the steward and his depart­ ment a vote of thanks for a job well done and for the fine Thanksgiving Day dinner and supper. Next port, Port Said. G. W. Smith Dave Phillips asks that you contact him at 15578 Russell, Allen Park, Mich. 48101. Bill Guernsey George Arnold and Dennis ask that you contact them at the Seattle Hall. Roger Lee Tedesco Dubby asks that you contact him; not urgent. Clarence David Simmons Your daughter, Mrs. R. H. Sizemore, asks that you contact her as soon as possible at 2100 Olive, Baytown, Tex. 77520. Page 32 ARTHUR MIDDLETON (Water­ man Steamship), November 7—Chair­ man, Recertified Bosun C. R. Dammeyer; Secretary John E. Adams; Educational Director P. Walker; Deck Delegate Charles P. Johnson; Engine Delegate F. A. Torres. Some disputed OT in deck department. Brother C. L. Engelurid was hospitalized in Bremerhaven, Germany on October 15, 1976 and Brother P. Dolan was hospitalized in Bremerhaven, Germany on October 29, 1976. A vote of thanks to the stew­ ard department. Next port, Boston. PISCES (Apex Marine), November 14—Chairman, Recertified Bosun R. Broadus; Secretary C. Loper; Educa­ tional Director W. Weekly; Deck Dele­ gate James Waldron. No disputed OT. Posted all communications that were received. Report to Seafarers Log: "About three days out of Mobile, Ala­ bama on our way to St. Croix the cap­ tain took in tow the M/V Georges of Tampa, Florida. Dropped it off at the Grand Cayman Island. Without his help it would have surely sunk. The crew did a fine job taking it in tow." SEA-LAND FINANCE (Sea-Land Service, November 7—Chairman, Re­ certified Bosun J. Pulliam; Secretary J. Mar; Educational Director F. Carruthers; Deck Delegate J. Long; Engine Delegate D. Armistead; Steward Dele­ gate C. Carlson. No disputed OT. Chairman suggested that all crewmem­ bers should read the Seafarers Log and the literature that is brought on board. It was suggested that mooring winches should be put on these ships. Next port, Yokohoma. OGDEN CHAMPION (Ogden Ma­ rine), November 21—Chairman J. Bermudez; Secretary S. Davis; Educa­ tional Director H. Sanford. $113 in movie fund. No disputed OT. Chair­ man reported: "Brother James West expired on November 14 and his re­ mains were taken ashore in the Suez Canal. A donation of $360 was made by the crew and forwarded to his bene­ ficiary. Brother F. Pence, bosun, was hospitalized in the port of Port Said. Brother J. Bermudez was appointed acting bosun. Captain Morrow noti­ fied Ogden Marine, Inc. and SlU Head­ quarters in New York." A vote of thanks to the entire steward department for an outstanding job done. Particu­ larly the cookqut every Saturday eve­ ning. Next port Aden, Yemen. DELTA MEXICO (Delta Lines), November 13—Chairman, Recertified Bosun Michael Casanueva; Secretary Thomas Liles, Jr.; Educational Direc­ tor John James Ashley; Deck Delegate Robert A. Christensen; Engine Dele­ gate Donald E. Sidney; Steward Dele­ gate Ellis D. Strait. $12.20 in ship's fund. No disputed OT. Chairman gave a vote of thanks to the steward depart­ ment for good service and food and a special vote of thanks to the baker for extra baked goods. Next port Recife, Brazil. CAROLINA (Piierto Rico Marine Mgt.), November 9—Chairman Recer­ tified Bosun W. Wallace; Secretary J. Kindrat; Educational Director M. Heckman; Deck Delegate James E. Prater. Some disputed OT in deck de­ partment. Report to the Seafarers Log: "A collection was taken up by the crew to send flowers to the mother of a ship­ mate Glen James Jr., who died in an automobile accident." Next port, Balti­ more. INGER (Reynolds Metals), Novem­ ber 14—Chairman, Recertified Bosun Thomas L. Self; Secretary Duke Hall; Educational Director Oscar Cooper; Engine Delegate Barney Hireen; Stew­ ard Delegate Walter Cutter. $69.11 in ship's fund. No disputed OT. The last issue of the Seafarers Log was received and discussed by the crew. Report to the Seafarers Log: "On the night of No­ vember 8, 1976 at 2130 hours we came alongside a 90 foot boat named Golden Dragon, adrift with engine breakdown. The captain came aboard with the broken part and chief welded it for him. He said they were all right now so we got underway. No pictures were taken as we did not have a camera with a flash to take pictures at night." Ob­ served one minute of silence in memory of our departed brothers. Next port. Corpus Christi. BORINQUEN (Puerto Rico Marine Mgt.), November 21—Chairman, Re­ certified Bosun Calixto Gonzalez; Sec­ retary J. Ross. $40 in ship's fund. No disputed OT. Chairman discussed the importance of donating to SPAD. A vote of thanks to the steward depart­ ment from the crew for work well done. SEA-LAND CONSUMER (SeaLand Services), November 29—Chair­ man, Recertified Bosun F. A. Pehler; Secretary S. McDonald; Educational Director T. W. Venable; Deck Delegate J. McPhee; Engine Delegate R. L.* L. Elliott; Steward Delegate M. P. Cox. Some disputed OT in engine depart­ ment. A suggestion was made to donate money to buy more film for voyages. A vote of thanks to the steward depart­ ment for the good food and Thanksgiv­ ing meal. Report to the Seafarers Log: "Welcomed the Seattle crew aboard on November 8 at sea after their engine room burned up. All hands did what they could to make their stay as pleas­ ant as possible while enroute to Rotter­ dam. Had to hospitalize one of the Seattle crew in the Azores and we wish him a speedy recovery." Next port, Houston. DELTA SUD (Delta Steamship Co.), November 21—Chairman, Recertified Bosun R. Lambert; Secretary E. Vieira; Educational Director J. C. Dial. $32 in ship's fund. No disputed OT. The cap­ tain praised the crew for their excellent record with cargo operations and for having three accident free voyages. A vote of thanks was also given to the steward department. Next port, Nor­ folk. AQUADILLA (Puerto Rico Marine Mgt.), November 21—Chairman, Re­ certified Bosun Victor Carbone; ^cretary W. W. Reid; Educational Director S. Wala. No disputed OT. Chairman noted that now that the IBU and SIU have merged the Seafarers Log will add more pages to its publication. Also re­ quested all crewmembers to leave,all communications that are posted on the bulletin board for all to read. Next port, Baltimore. ELIZABETHPORT (Sea-Land Serv­ ice), November 20—Chairman, Re­ certified Bosun V. T. Nielsen; Secretaiy George W. Gibbons; Educational Di­ rector Jerry W. Dellinger; Deck Dele­ gate Frank J. Balasea. $133 in ship's fund. $275 in movie fund. Some dis­ puted OT in engine department. Chair­ man held a discussion on the import­ ance of donating to SPAD. A vote of thanks to the electrician for keeping the air conditioner working in hot weather. Also to the deck department for keep­ ing the pantry and messroom clean, and to the steward department for a job well done. Next port, Philadelphia. DELTA ARGENTINA (Delta Steamship Lines), November 21— Chairman, Recertified Bosun Arthur McGinnis; Secretary John H. Ratliff; Educational Director U. H. Saunders, Jr. Some disputed OT in deck, engine and steward departments. $315 in movie fund. Chairman spoke on alco­ holism and the Rehabilitation Center in Piney Point. Also discussed the im­ portance of donating to SPAD. A vote of thanks to the steward department Next port. Baton Rouge, La. Official ship's minutes were also re­ ceived from the following vessels? JOHN B. WATERMAN SHOSHONE SEA-LAND RESOURCE SAN JUAN *—* ARECIBO ... rU) SEA-LAND MCLEAN BALTIMORE WORTH SAN FRANCISCO VIRGO ZAPATARANGER GUAYAMA SEA-LAND PRODUCER OGDEN WILLAMETTE COASTAL CALIFORNIA DELORO TAMARAGUILDEN HUMACAO SEA-LAND MARKET HOUSTON MAYAGUEZ DELTA NORTE MOBILE 'fit COUNCIL GROVE PANAMA • : -J SEA-LAND COMMERCE til GALLOWAY DELTA PARAGUAY DELTA MAR JAMES SEA-LAND VENTURE" • C-i ALEX STEPHENS VANTAGE o 'i I»:LTA URUGUAY C<M.UMBIA : ,ii:.:BOOTON' .. vi-: .ROSE CITY 'V . tLCWGMEACH COUNCIL GROVE i S^ . .••••:' -DEL SOL • • X • . ERNA ELIZABETH ^DENDOLBHIN X> Seafarers Log �ke ta Memben fki SUp^ AvcMfare When throwing in for work dur­ ing a job call at any SIU Hiring Hall, members must produce the following: • membership certificate • registration card • cHniccard • i^eaman's papers In addition, when ass^ping a job the disfuitcher will comply with die following Section 5, Sub­ section 7 of the ;:§IU Siilppmg Rules:^ Within each class of seniority* rating in every Department, prior­ ity for entry rating jobs shall be to all seamen who porawss Lifeboatiiian endorsement by the United States Coast Guard. Ibe Seafarers Appeals Board may waive the preceding sentence vdien, hi the sole jud^irait of the Board, undue hardship will result or extenuating circumstances war­ rant such waiver." If You've Met Steward Dept. -:•>. Corrected Steward Dept. Application Due to an inadvertent printing error, a sentence on the steward assistant requirement was left out of the Steward Department Recertification Program application printed in the December Log. We are therefore running the corrected application below and urge all eligible members to apply for this Program as soon as possible. (If you have already sent in the first application then there is no need to send in this one.) STEWARD DEPARTMENT RECERTIFICATION PROGRAM ATTACH • •. V;- • v'-', v.-:' • • '• • APPLICATION (Please Print) PHOTO ";v _ " V Hd^vlE PORT:. Yv-"'v.v?-'!r'. DATE: V' - NAME: (In Full). Last First Middle ( ADDRESS: Street City, State, Zip ) Code Phone DATE OF BIRTH:. SOCIAL SECURITY NO.:. PLACE OF BIRTH:. BOOK NUMBER:__ HEIGHT: PRESENT SENIORITY STATUS:. WEIGHT: DEPARTMENT: EYES: RATING: HAIR:. LAST SIU CLINIC CARD DATE:. • • Any SIU member who has al­ ready met the requirements for one of the new steward department rat­ ings as explained on the back of the Steward Department Recertification Program application, should send the following mate­ rial to the Vocational Department, Lundebeig School of Seamanship, St. Mary's County, Piney Point, Md. 20674. (1) a copy of your seatime, (2) dates in which you attended the Lundeberg School, (3) a list of the certificates you received at the School, (4) a photo of yourself. The School will then send you a card showing that you have been recertified in the particular rating. Deposit in the AMERICAN CITIZEN? Yes IF NATURALIZED, Date: _ Blood Bank — Certificate No.: IF ALIEN, Type of Alien: Alien Registration No.: CHIEF STWD./COST ACC'T. [J CHEF • SECOND CHEF • THIRD CHEF • STEWARD ASST. • DO YOU HOLD A U.S. COAST GUARD ENDORSEMENT AS A LIFEBOATMAN IN THE U.S. MER­ CHANT MARINE? YES NO DATE RECEIVED DO YOU HOLD A MARITIME ADMINISTRATION FIRE-FIGHTING CERTIFICATE? YES. NO.^ DATE RECEIVED AFTS/HLSS ENTRY PROGRAM: NO FROM TO. PORT TO PROGRAM HLSS/MEBA UPGRADING: Wr YES . > - • NO FROM - EDUCATION '•^ Graduated Yes No Highest Grade Completed '' • ( )" ( ) Junior High . ( ) ( ; High School ( ) ( ) ( ) ( ) ( ) ( ) ( ) ( ) Grammar__ Type of Course TT731' .;rv V-., ' ^^^^ Trade Schools .' :.:;y^y January, 1977 • HAVE YOU ATTENDED ANY OF THE FOLLOWING PROGRAMS? CoIiege.or Univ..• _ It's Your Life Place: CHECK ONE (1) OF THE FOLLOWING RATINGS YOU WISH TO UPGRADE TO IN THE RECERTIFI­ CATION PROGRAM: (See reverse side for service requirements). YES SIU No : ^OVER—- • Page 33 �,^- Troy Advises Senate Unit SIU Opposes Alaska Oil for Japan At a recent U.S. Senate hearing, SIU San Francisco Port Agent Steve Troy testified to the Union's opposition to sending Alaskan oil to Japan or other countries. The employment of thousands of U.S. Seafarers depends upon "the shipping demand generated by Alaskan oil supplies moving to the U.S. West and Gulf Coast ports," he said. The hearing of the Senate Joint In­ terior-Commerce Committee in Los Angeles Dec. 7, was held to discuss the . SERVICE REQUIREMENTS ALL CANDIDATES MUST HAVE SEATIME AND/OR TRAINING IN COMPLIANCE WITH ONE Oip THE FOLLOWING; Chief Stwd./Cost Acc't— (a) 12 months seatime as Chief Cook or Chef and hold a certificate of completion from the HLS Chief Cook or Chef, Cook and Baker or Second Chef and Assistant Cook or Third Chef Training Programs. (b) 42 months seatime as Steward or Steward/Cook. Chef — (a) 18 months combined seatime as Cook and Baker or Second Chef or Second Cook, Assistant Cook or Third Chef (12 months must have been as Cook and Baker or Second CheO and hold a certificate of completion from the HLS Cook and Baker or Second Chef, and Assistant Cook or Third Chef Training Programs, (b) 18 months seatime as Chief Cook. Second Chef — (a) 12 months seatime as Third Cook, Assistant Cook or Third Chef and hold a certificate of completion from "the HLS Third Cook or Third Chef Training Pro­ grams. (b) 12 months seatime as Cook and Baker. Third Chef — (a) Nine months seatime as Steward Assistant and hold a certificate of completion from the HLS Entry Rating Training Program. (b) 12 months seatime as Third Cook or Assistant Cook. Steward Assistant — (a) All seafarers must have successfully completed Entry Rating Course at the Harry Lundeberg School and have been certified as Steward Assistant. - (b) 3 months seatime in any other previous Steward Department entry ratings. Those Seafarers who hold certificates of completion from HLSS for Third Cook or Ass't. Cook, Cook arid Baker or Chief Cook, dated April 11, 1975 or after; an appropriate Maritime Administration Fire-Fighting Cer­ tificate; and possess the service requirements stated above will automatically qualify ir) the rating they have com­ pleted without returning to the school. LIST SEATIME REQUIREMENTS FOR YOUR APPROPRIATE PROGRAM: Year Vessel Company Rating Signed on Signed off Number of Days -to. . -if. -to. .to -to. -to. -to. .to. .to. .to Mat Brown, 62, Waterman N.O. Steward Dead TOTAL: List one (1) day's seatime in last six (6) mo. & ninety (90) days in last calendar year. PORT: DATE:. .SIGNATURE:. (Full Name in Ink) At the meeting of the Steward Dept. Selection Committee, held on. Brother ' has been (Approved or Disapproved) for entry into the Steward Dept. Recertification Program for ' _s -• SELECTION COMMITTEE -T •••- surplus supplies of North Slope Alas­ kan oil that will be available when the Alaskan Oil Pipeline opens in mid1977. It is estimated that the Prudhoe Bay fields will produce more fuel than is needed in the Washington, Oregon, California market. Some oil companies have proposed that the oil be shipped to Xapan while oil from the Mideast na­ tions be shipped to the U.S. to fill the gap on the East and Gulf Coasts and Midwest. "An oil swap with a nation such as Japan would not only be contrary to the nation's security interests, but would also exchange U.S. shipyard and shipping jobs for foreign jobs and would increase the already rapid de­ cline in U.S. shipping employment," Troy declared. He pointed out that the "U.S.-flag independent tanker operators whose vessels are manned by SIU seamen have spent hundreds of millions of dol­ lars to build U.S. vessels suitable for carrying Alaskan oil. Because the Alas­ kan pipeline was delayed by environ­ mental objections, these tankers have been underemployed and their crews out of work." Using foreign ships with foreign crews to ship Alaskan oil would make the situation worse, he said. Because of the Jones Act, American vessels would be put to use if Alaskan oil is directed to the American market. The environment and economy would also benefit. "In an oil swap," Brother Troy ex­ plained, "the oil companies would have every incentive to use the cheapest tonnage available, much of which would be from countries with lax safety standards . , . Many flags of conven­ ience tanker fleets have records of accideqts and oil spills that are 100 per­ cent to 300 percent worse than U.S.-flag ships." Shipping under the American flag would help our balance of pay­ ments situation and provide wage and tax benefits for the economy through salaries paid to American seamen, he added. U.S. flag vessels will be able to han­ dle all Alaska's oil, Troy predicted, not only oil shipped to the West Coast but the surplus oil that must temporarily move to the U.S. Midwest by way of Gulf Coast ports as well. . ^. v,. ^ (Chairman): Page 34 Waterman Steamship Company's New Orleans Port Steward Mathew Brown, 62, died of natural causes on Dec. 1 in the Mobile (Ala.) Medicenter. He had undergone open-heart sur­ gery previously. Brown was Waterman's New Orleans port steward since 1965. He joined the company in 1934 sailing as a messboy on the SS Yaka and becoming a chief steward in 1936. In 1941, he became New York port steward for Waterman until he was named their Mobile port steward in 1955 for the Penn-Atlantic Steamship Company, a subsidiary. Born in Mobile, Brown was a resi­ dent there. Burial was in Pine Crest Cemetery, Mobile. Surviving are his widow, Rosemary; two sons; two daughters, Rosemary of West Germany and Peggy of Mobile, and four grandchildren. Seafarers Log ssa �12 More'A SenioHty Upgraders Thomas Cangro Seafarer Thomas Cangro first ship­ ped out in 1972 after he finished the trainee program at the Harry Lundeberg School. A member of the deck department, he completed his AB course in Piney Point in 1975 and re­ ceived a fire fighting certificate as well. Brother Cangro was born and raised in New York State and now lives in Zephyrhills, Fla. Jay Sides Seafarer Jay Sides graduated from the Harry Lundeberg School in 1972 and began shipping out in the engine depart­ ment. He got his QMED ticket at the Lundeberg School in 1976 then stayed on for the"A" Seniority Upgrading Pro­ gram. Born and raised in Indianapolis, Ind., Brother Sides now lives in Santa Clara, Calif. He currently ships out of the port of New York. John Courtney Seafarer John Courtney, a mem­ ber of the engine department, has been shipping out with Sill since 1969. At that time, he graduated the Harry Lundeberg School in New Or­ leans. He attended the school in Piney Point in 1975 to get his QMED en­ dorsement and returned again for a life­ boat ticket in August 1976. A native and resident of New Orleans, he ships out of that port. DEEP SEA Gary Smuck Christopher Dowe Seafarer Gary Smuck graduated from the Harry Lundeberg School in 1974 and then shipped out in the engine department. That same year he returned to the school to get his FOWT endorsement. A native of Balti­ more, he lives in Catonsville, Md. Bro­ ther Smuck ships out of the port of Baltimore. Seafarer Christo­ pher Dowe attended the Harry Lundeberg School Trainee Program in 1973. After gradu­ ating, he shipped out in the engine department. In 1975 he upgraded to FOWT at the Lundeberg school. Brother Dowe was born in Brooklyn, N.Y., and raised in South Amboy, N.J., where he now lives. He ships out of the port of New York. Nathan Sumrall Seafarer Nathan Sumrall first went to sea with the SlU in 1970 after grad­ uating the Harry Lundeberg School in New Orleans. He > ships out in the ^ deck department. § In 1976 he earned his AB ticket and lifeboat ticket at the Piney Point school. A native and resi­ dent of Sumrall, Miss., (a town named after his ancestors). Brother Sumrall ships out of the port of New Orleans. Leon Penton Seafarer Leon Penton began ship­ ping out with the SIU in the engine department after graduating from the Harry Lundeberg School in 1973. In 1974 he obtained an FOWT endorse­ ment, also at the Lundeberg School. Brother Penton was born and raised in New Orleans. He still lives in New Or­ leans and ships out of that port. A1 McQuade Frank Campobasso Seafarer Frank Campobasso start­ ed sailing with the SlU in 1973 after graduating from the Harry Lundeberg School. He sailed in the deck depart­ ment for two-anda-half years, then returned to Piney Point in 1976 to get his AB ticket. A native and resident of Jersey City, N.J., Brother Campobasso ships out of the port of New York. Seafarer Al Mc­ Quade was a 1972 graduate of the Harry Lundeberg School trainee pro­ gram. After ship­ ping in the black gang for several years, he upgraded in 1976 to FOWT at the Piney Point school. A native and resident of Chicago, III., Brother Mc­ Quade ships from the port of New York. 7 Graduate QMED Course Date .... New York Philadelphia .... .... Baltimore .... Norfolk .... Jacksonville .... .... Detroit Houston New Orleans .. . .... Mobile San Francisco .. .... Wilmington .... Seattle Piney Point .... . ... San Juan Onliimhiis Port Arthur PufTaln January, 1977 Seafarer Mar­ shall McGregor be­ gan sailing in 1971 when he completed the trainee pro­ gram at the Harry Lundeberg School. He received his high school equivalency diploma there at the same time. In 1973 he went back to earn an AB ticket and lifeboat ticket. However he currently ships out in the engine department as an FOWT. Bro­ ther McGregor was born and raised in Washington, D.C. and makes his home in Portland, Me. He ships from all ports, but intends to stick with the port of New York for awhile. Mark Folk Seafarer Mark Folk has been sail­ ing with the SIU since graduating from the Harry Lundeberg School in 1974. In 1975 he returned and up­ graded to AB. He earned FOWT and lifeboat tickets from the Piney Point school as well. Brother Folk, who ships in the deck department, was born in Charlotte, N.C. and raised in Miami, Fla. He lives in Miami and ships from the port of Jacksonville. Michael Russo Seafarer Michael Russo started sail­ ing with the SIU in 1968. A member of the engine depart­ ment, he obtained his QMED endorse­ ment at the Harry Lundeberg School in Piney Point in 1974. In 1975 he also successfully com­ pleted the LNG Program, lifeboat train­ ing, and the Advanced Electrical Pro­ cedures Course. A native of Glendale, Calif., Brother Russo lives in Seattle, Wash, and .ships from that port. MEMBERSHIP MEETINGS' SCHEDULE Port Seven more Seafarers graduated from the QMED Course given at the Harry Lundeberg School of Seamanship at Piney Point, Md. last month. They are (front and back I. to r.): E. Gonzalez; D. K.'Kelly; H. W. Roberts; Reid Langford; Woodie Woodhouse; Robert Nailer, and Hans Bang. Marshall McGregor Qt T DIIIQ Jersey City Feb. 7 Feb. 8 Feb. 9 Feb. 10 Feb. 10 Feb. 11 Feb. 14 •. .. . . Feb. 15 Feb. 16 Feb. 17 Feb. 22 Feb. 25 Feb. 12 ..... Feb. 10 Feb. 19 Feb 15 Feb 15 . Feb. 16 Feb. 18 Feb 17 Feb. 14 Deep Sea Lakes, Inland Waters . 2:30 p.m 2:30 p.m 2:30 p.m 9:30 a.m 2:00 p.m. 2:30 p.m 2:30 p.m 2:30 p.m 2:30 p.m 2:30 p.m 2:30 p.m 2:30 p.m 10:30 a.m 2:30 p.m UIW • 7:00 p.m. 7:00 p.m. 7:00 p.m. 7:00 p.m. ... — — — ... ... ... ... — ... 7:00 p.m. ... — ••• _ 2:30 p.m — , , — Page 35 �gyiiai HLSS Opens New Vocational Training Center Less than a year after ground was broken for new vocational education and shop buildings at the Harry Lundeherg School, these buildings oflicially open Jan. 1, 1977, and upgrading courses for all Seafarers will be held in them. The new buildings provide a total learn­ ing environment for the SIU members who attend HL.S. The cla.ssrooms are .spacious and modern and are equipped with the newest learning aids and audio­ visual materials. The classrooms for the steward department and automation classes, for example, feature the same facilities and equipment that would be found on board a vessel. Quiet lounges for studying during the Seafarers' free time have also been incorporated into the building. The shop area of the new buildings is large, well-lighted and well-ventilated, it features a wide variety of shipboard equipment for the on-the-job training that is an essential part of the HLS uj)grading courses. Electrical models, refrigeration trainers, and individual welding l)Ooths are among the learning aids available to the students. The new Vocational Center at HLSS opened for use by SIU members Jan. 1,1977. In total, the Lundeberg School's new vocational education areas are designed to provide each .Seafarer who comes to the school with the motivation, the environment, and the facilities to study and to learn. These new buildings are one more This modern classroom with individual work benches will be home base for QMED-any rating course. Bill Eglinton checks out the center's Thermo King for use in refrigeration class. example of the SlL's continuing commit­ menl to meeting the educational needs of each and every Seafarer. Instructor Bill Eglinton, left, demonstrates use of metal lathe in the new center's machine shop as an SIU upgrader looks on. Instructor and student confer on welding procedures in the welding area of machine shop. Seafarers Log Page 36 mmrn �2 More Seafarers, Ages 55 and 34, Get High School Diplomas at HLS Seafarers John Rozmus and Bill Eckles have joined the ranks of members who have completed the GED Program at the Harry Lundeberg School and earned their high school diplomas. John Rozmus is 55 years old and has been sailing since 1950. He started ship­ ping on the Great Lakes in the deck de­ partment as able seaman, but in 1961 he switched to the engine department sailing as oiler. A few years ago. Brother Rozmus at- Seafarer John Rozmus is shown working with HLS math teacher Jean Poiak to prepare for his GED examinations. tended HLS and received a QMED en­ dorsement. He returned to the school to get his high school diploma for "personal satisfaction." When asked about the pro­ gram, he commented, "It is amazing the amount of learning the teachers can help you with in so short a time. I could hardly count when I came, now I haVe finished algebra and some geometry." Rozmus plans to continue sailing with the SlU. "Sailing is a good life," he said, "and the SlU has been good to my family and me." Now that he has studied and acquired his diploma, he is proud of the knowledge he has attained. "I will now know what my grandchildren are saying when they come to me for help with their homework. 1 will be able to understand them and assist them." The other new high school grad, Bill Eckles is 34 years old and makes his home in Philadelphia, Pa. He has been a mem­ ber of the SlU for 12 years and learned of the GED Program from the Seafarers' Log. He dropped out of school in the lOlh grade and decided to come to the school for his diploma because "I wanted to take a college course and couldn't without my diploma." When asked his opinion of the pro­ gram, Brother Eckles commented, "It is terrific—1 received a lot of personalized help whenever I needed it. "I would definitely recommend the High School Equivalency Program to others," stated Brother Eckles, "the whole staff works together as a unit." This is Seafarer Eckles' first visit to the Lundeberg School. He feels that "there is no other Union that has so much to offer. Just being here is great for mem­ bers of the SlU . . . times are changing and it is nice that the Union lets its mem­ bership know these changes. The school makes this possible." The High School Equivalency Program at the Lundeberg School is open to all .SIL members in good standing. If you are interested in obtaining more informa­ tion about the program, or if would like to enroll in it, contact your port agent, or write the following address: Academic Department, Harry Lundeberg School, Piney Point, Md. 20674. SIU Gives 7 Scholarships to Members, Dependents Another part of the SIU's total educa­ tional program for its members is the Union's College Scholarships Fund. Each year the SlU awards five $10,000 fouryear scholarships, of which one is reserved for a Union -member and four for depen­ dents of members. The Uiiion also awards two $5,000 twoyear scholarships reserved exclusively for members. The two-year scholarships offer various opportunities especially for the member who plans to keep shipping. In such a program you may develop a trade or skill -which would improve your per­ formance aboard ship as well as helping you obtain a better paying job when you are ashore. A Lifeboatman The $10,000 scholarships may be used to pursue any field of study at any ac­ credited college or university in the U.S. or its territories. tual employment (three years for the par­ ent or guardian of dependents) on vessels of companies signatory to the Seafarers Welfare Plan. In regard to our members, application requirements are geared for the man or woman who has been out of school for a number of years, so you will only be com­ peting with other seamen with similar educational backgrounds. The awards are granted in April of each year and the deadline for the receipt of all applications is usually around April 1. • Have one day of employment on a vessel in the six-month period immedi­ ately preceding date of application. Eligibility requirements,are as follows: • Have not less than two years of ac­ li, • Have 90 days of employment on a vessel in the previous calendar year. Pick up a scholarship application now. They are available for you and your de­ pendents at the local Union hall or by writing to the Seafarers V^'elfare Plan, College Scholarships, 275 20th St., Brook­ lyn, N.Y. 11215. 0, Gets His QMED Tankerman Towboat Cook Seafarer James A. Nesler displays his lifeboat diploma earned at the HLSS. January, 1977 Seafarer Bill Eckles recently be­ came the ,825 th graduate of the Lundeberg School's High School Equivalency Program. Inland Boatman Charles Bauer shows the diplomas that make him a towboat cook. Holding his QMED certificate from Piney Point is Seafarer Julio Reyes. Recertified Bosun Eugene Bousson of New York now has his tankerman ticket. Page 37 �twt- >W', ' "i-KT'v 'iiw-; i5>^ ,•«<:•> ,-•••'%, .v^y ••S'^4^ y??;;*, • ^-Ni SEAFARERS POLITICAL ACTIVin DONATION BROOKLYN, N. V. 11232 Date. S.S. No.. . Book No.. Contributor's Name im Address. City . Zip Code State «I4 lloiiatcil $I4KI or m Vi V;;Y S7S FOURTH AVENUE SPAO is a separate segregated fund. Its proceeds are used to further Its objects and purposes Including, but not limited to furthering the political, social and economic interests of Seafarer seamen, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and the advancement of trade union concepts. In connection with such objects. SPAO supports and contributes to politiclal candidates for elective office. All contributions are voluntary. No contribution may be solicited or received becajse~pf force, job discrimination, financial reprisal, or threat of such conduct, or as a condition of membership in the Union (SlUNA AGLIWD) or of employ­ ment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD at the above address, certified mail within thirty days of the contribution for investigation and appropriate action and refund, if involuntary. Support SPAD to protect and further your economic, political and social interests, American trade union concepts and Seafarer seamen. iUorc To 8PAII (A copy of bur report is filed with the Federal Election Commission and is available from the Federal Election Commission, Washington, D.C.) Signature of Solicitor No. 1976 llnriiig 197ft Port The following Seafarers and other concerned individuals, 614 in all, have demonstrated an active interest in participating in political and legislative activities which are vital to both our fob security and our social and economic welfare, by voluntarily donating $100 or more to the Seafarers Political Activities Donation (SPAD) Fund during 1976. (The law prohibits the use of any union money, such as dues, initiation fees, etc., for political activities. The most effective way the trade unionist can take part in politics is through voluntary political contri­ butions. SPAD is the Union's separate segregated political fund. It solicits and accepts only voluntary contributions. It engages in political activities and makes contributions to candidates. A member may voluntarily contribute as he sees fit or make no contribution without fear of reprisal.) Forty-six who have realized how important it is to let the SIU's voice be heard in the Halls of Congress have contributed $200, nine have contributed $300, four $400, one $500, one $600 and one $1,100. The LOG is running the SPAD Honor Rolls because the Union feels that our political role must be maintained if the livelihoods of Seafarers are to be protected. (A copy of our report is filed with the Federal Election Commission and is available for purchase from the Federal Election Commission, Washington, D.C.) (Continued on following page) KNOW YOUR RIGHTS KNOW YOUR RIGHTS KNOW YOUR RIGHTS FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommenda­ tions. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and senior­ ity are protected exclusively by the contracts between the Union and the shipowners. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the shipowners, notify the Seafarers Appeals Board by certified mail, return re­ ceipt requested. The proper address for this is: Frank Drozak, Chairman, Seafarers Appeals Board 275 - 20th Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are avail­ able in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard ship. Know your contract rights, as well as your obliga­ tions, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY — SEAFARERS LOG. The Log has traditionally refrained from publishing any ar­ ticle serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circum­ stances should any member pay any money for any reason unless he is given such receipt. In the event anyone at­ tempts to require any such payment be made without sup­ plying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to headquarters. CONSTITUTIONAL RIGHTS AND OBLIGA­ TIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its con­ tents. Any time you feel atiy member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. EQUAL RIGHTS. All Seafarers are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no Seafarer may be discrimi­ nated against because of race, creed, color, sex and na­ tional or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify headquarters. SEAFARERS POLITICAL ACTIVITY DONATION —SPAD. SPAD is a separate segregated fund. Its pro­ ceeds are used to further its objects and purposes includ­ ing but not limited to furthering the political, social and economic interests of Seafarer seamen, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions are vol­ untary. No contribution may be solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as a condition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Sea­ farers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Support SPAD to protect and further your economic, political and social interests, American trade union concepts and Seafarer seamen. If at any time a Seafarer feels that any of the above rights have been violated, or that he has been denied his constitutional right of access to Union records or Infor­ mation, he should Immediately notify SIU President Hall at headquarters by certified mall, return receipt requested. Deposit in the SIU BloocI Bank — It's Your Life Seafarers Log Page 38 i'. ? - >• �AbramSjR. Acevedo, V. Adams, P. Adamson, R. R. Adlum, M. Aguiar,J. Aguilar, A. Air,R. Alexander, G. Alexander, H. AIgabri,A.K. Algarin, M. Ali,N.M. Allen,!. Alonso, J. Alvarez, P. Amat, K. Ammann, W. Amper, P. Anderson, A. Anderson, A. Anderson, D. Anderson, E. C. Anderson, H. Anderson, R. Anderson, R. Anersono, C. Annis, C. Anticl, M. Antonio, J. Aquino, G. Archibald, H. Aronica, A. \rnes, J. Arroyo, S. Atkinson, D. Aubussqn, E. Auger, E. Avant,E. Babkowski, T. Badgett,J^ Barnes, A. Baryy, D. Bartlett,J. Bean, C. Beeching, M. E. Benediet, J. Benisy, W. Bennett, J. Bergeria, J. Bernstein, A. Biedrzycld,E. Blonsteln,l>. Bluitt,!. Bobalek,W.J. Bonser, L. Bortz, C. Boudreau, R. J. Bousson, E. Boyle, D. Boyne,D.F. Bradley, E. Braggs, W. Brannan, G. Brown, G. A. Brown,!; Brown,!. Bryant, B. BnccijP. , Backo,J. B«4k€,P. Burke, T. . Bbmetfe,K CablMii,^ Caffey, J; Clark, J.W. Clausen, C. Clifford, R. Cofone, W. Compton, W. Conklln, K. Conkiin; K. Conner, S. Cookmans, R. Cooper, N. Cooper, W. D. Costanga, F. Costello, M. Courtney, J. Craig, J. L. Crawford, W. Crocco, G. Cross, M. Cruz, A. Dalman, G. Dauocol, F.G. Davis, J. Davis, J. Davis, J. DeBarrios, M. DeChamp, A. Deguzman, F. Denietrios, J. Diaz, R. Dickey, W. Dilling, L. Doak,W. Dobson, T. Dolgen, D. Douglas, V. Dowd, V. Dragazis, A. Drake, W. Drozak, P. DuBols, N. Ducote, C. Dunn, P. DuPaola,R. Dwyer, J. Dyer, A. Edan, A. £ddlns,J. Ellis, P. Emidy, J. Erickson, R. Escaiona,D.^ Espinosa, R. Fagan, W. Fanning, R. Farmer, D. Faust, J. Fay, J. Fayad, A. Feris, B. Ferrgoson,M. Fgrshee,R. Flaherty, W. Fletcher, B. Florous,C. Forgerdn, Foster,!. Foti, S. Fox, P. Franco, P. Frank !r.,$. Freeman, B. Fronnfelter, D. Foentes, H. Fiigitt,W. FnlCond,S. ' Fiiiik,W. FumkawayH. GaUcfci^; GalfegM,P. Galliam,R. fSuBhitMbK. 7VV.4; CanipbeO,A. C:am|il«U,A.G. C:aU]pbeU,H. CapitojF.J. Caraballo,R. Carbond,V. Carmello,!. Ganiy,jF; Gaic^P« Garcia,R.F. Ganig8n,M. GaskiU,H. Gaulw,!. Gentfle,C. Given,M. Ciiesire,!. Gifford, D« Cirignano,L. Gioins,S. January, 1977 GUdeweU,T. Goff,W. SPAD Golder,!. Gomez, M. Gonzalez, C. Gooding, H. Gorbea,R. Gosse, F. Greene, H. Grima, V. Grinnell,!. Gtoh, W. Guernsey, W. Guillen, A. Gustavson,W. Gutierrez, C. Haber, E. Hall, E. HaU,M. Hall,K.M. HaU,L. Hall,W. Hamblet, A. Harris,!. Hart,D. Hart, R. Haskins, A.R. Hassan, H. Hassen, B. Hastings, H. Hayes, K. Haynes,B. Hebert,T. Heimer, B. Heimila, E. Hendrick, R. G. Hernandez, E. Heroux, A. Hldais,A.A. Hlnfze,C. Hoitt, E. Holman, E. Hoihayonpour, M. Homko, S. Hoover, G. Horn, F. Houchins, C. M. Hudson, S. Huffman, R. L. Hufford,R. Hussein, M. Hutton, G. !ovino,L. !amsson, S. !apper,!. !ohnson, A. !ohnson, C. !ohnson,!.. !ohnson, R. !ones,!. !ones,!. R. !ones, T. !o$eph, E. Karlak,W. Kastina, A. Kelly,!. Kendrick, D. Keomwe, S. Kerngood,M. Kerr,R. A. KilIlan,W. Kingsley,!. ' C Kirk,!. , ; Kitelmas,B. ^7 ICiwi«,C. j Kicin,A. Kollowik^W, Kool,L. Koubek,T. Kouvardas,!; i Kiwner,M. J'C 'Kwdmoto, Lamb^, lL ^ Lampiiere,L. Xaingford, C.R. Lawrence, M. Lawrence, W. Leader, W. ;Lebda,F;,,:7t|7: Lee,H. Legg,!. - Honor Roll !• $1,100 Honor Roll Christenberry, R. A. $600 Honor Roll Pomerlane, R. $500 Honor Roll Richoux,!. $400 Honor Roll Dryden,!. Pansier, L. LiUedahl,H. McFarland, D. $300 Honor Roll Brooks, S. T. Conley, M., Msgr. Apostleship of the Sea Cunningham, W. Ferrara,A. Hall, P. Morris,!. Nielsen, K. Paczkowski, S. Pullian,!. $200 Honor Roll ^ Algina,!. Alpeda,!. Bamman, G. Bellinger, W. Bergeria, S. Bjornsson, A. Blanton, M. Brand, H. Browning, G. Bru, R. Coker, D. Curtis, T. DiGiorgio,!. Drozak, F. Dudley, K. Echevarria, R. Farnen, F. Foster, W. Guidry, F. Hager, B. Hines, T. !acobs, R. Lesnansky, A. Lomas, A. Lombardo,!. Maher, T. McCullogh, L. McKay, D. Olesen, C. Payne, O. Pearson, A. Polk, E. Pulver,E. Quinones, D. Quinter,!. Reck,L. Richburg,!. Sanaco,C. Sanchez, R. Saunders, L. Seabron, S. Stewart, E. Terpc, K. Ulisse,T. Whitsitt, M. Ziolkowski, W. Lelonek, L. Leo, A. Lescovich, W. Lessard, A. Libby,H. Lightfoot, R. Lindsey, A. IJndsey, H. Lobodat, T. Log Staff Logue,!. Loleas, P. Lopeiz, R. Magruder, W. Malensky, G. Maldonado, 0. Manafe, D. Mancini, R. Mandene, S. Marcus, M. A. Marinelli, P. Martin,!. Martin,!. Martin, T.!. Mask,W. Matson,!. Matthes, B. Matfhey, N. Mansfield, L. Mavdone,S. McBean, N. McCartney, G. McClinton,!. I. McDellas, C. M. McElroy, E. L. McGinnis, A. McMillion, W. McVay, H. Mears, F.!. Melindez, A. Mercer,!. Mesford, H. Middleton,H. Mignano, B. Miller, C. MitcheU,B. Mize.C. MoHard, C. Mone,!. Moneymaker, E. C. Mongelli, F. Mqody, O. Mooney, E. X. Mooney,S. Moore, W. Morales, H. Morris, E. Morris, E. W. Morris, W. Morrison,!. Mortensen, O. Mucia,!. Munsie,!. Myerchak,!. Murray, R. Myers, H. Myrex,L. Napoli, F. Nash,W. Nelson,!. Newberry,!. Nielsen,R. Nielsoi,V. Northcutt,!. <PBrien,E. Oetfd^F, Glurogiy,!^ 01ima,W. 01»aB,F. PackMLA. : Pagaiio,!. Patadino,F. ~ Palano,!. Papaisannou, D. Paradise, L. Paradise, R. Pamell,!. Patton,S. M. Pearce>M. PecqoeXjF. iXPeralta,R.L. Pci%z,!. Peth,C.L. Phaneuf, P. PhiUips,R. Pias,T. Piatak, S. Pollard, G. PouLsen, V. Pow,!. Powell, S. Praza,L. Prentice, R. Prevas, P. Prevatt, C. Prindle, D. Prott,T.L. Psaleh, A. Purgvee, A. Quanico, I. Quiles, R. Quinnonez, R. Ratcliff,C. Reed, A. Reinosa, G. A. Reinosa,!. Relile,!. Reynolds, H. T. Rhoades, O. Riddle, D. W. Ries, C. Riley, E. Ripoll, G. M. Rivera, A. Roades, O. W. Roberts, H. Roberts,!. Robertson, T. Robinson,!. Rocha, C. Rodriguez, F. Rodriguez,!. Rodriguez, R. Roe,!. T. Rogers, G. Rondo, C. Rosario,P. Roy,B. Royal, D. Royal,F. Ruf, G. Russo,M. RuzyskI, S. , Ryan,!., Ryan, N. Sacco, M. Sacco,!. Saeed S. Salazar, H. Saleh,F.N. Salley, R. Sanchez, A. Sanchez, M. E. Sanger, A. Santos, F. Sapp, C. Schawbland,!. Schuffels,P. Schwarz, R. Scott, C. Scully,!. Seagord, E. Sellx,F. Selzer,R. SdUser, S. Seii^geiaub,B.!; Sepulveda,R. Serils,M. SBa8llardicb,A. SiuickelfonXW. ShaibkN. . l%arp,G.' SBarpiT. Shaw,L. Shepard, E. Shei^n, R. Siiolar,E.W. $igler,M. SOva, M. Slpsey,R. A. Skorupski,E. Slatisar,K. Siussee, W. Smith, H.C. Smith, R. Smith, W. Snyder,!. Solomon, A. s Sonios, N. Soresi, T. Spence, B. R. Spencer, R. Spiegel, H. Staples, F. Stearns, B. Stephens, C. Stevens, K. Stevens, R. Stevens, W. Stever, H. Stover, M. Strauss, H. Stubbletield, P. StubblefieId,W. Stubblefird, B. Sullivan, W.!. Suniroll, N. Surniann,!. Surrick, R. Swiderski,!. Tanner, C. Taylor, F. E. Taylor, G. Taylor,!. Taylor, L. Taylor, S. Telegadas, C. Tellez, A. Teti, F. Thomas,!. Thompson, G. Tirelli, E. Tobin, G. Tobio,!. Towns, R. Trayer,!. Troy, S. Turner, G. Underwood, G. W. Vallejo, A. Vance, R. Vanderlende^ D. Varono,!. Velazquez, W. Velez, A. Venzon, R. Verano,!. Vogel, A. Vogel, C. Vukmir,G. Wagner, M. Walker, F. Walker, T. Walker, W. Wallace, E. Wailis,!.. Walters, H. Ward, C. Washington, E. Wass,K. • Weaver, A. Welber,H. Wells,!. White. F. White, W. Wilburn,R. WUisch,E. Williams, L. Williams, S. Wilson,B. W3son,C.W. Winder, R. Wingfleld,P.G. Winn,L. Winquist,G. Wolf, P. Worley,M. Worster,R. : Wright, A. Yafai,K. Yakel,R. • : • Yarmola,X 4 ' X Young,!. \ Zeloy,!. ZielwinskI, S. Zien, T. Page 99 �BSEAFARER^ '~i Official pabUcatlcB t the SEAFARERS INTERNATIONAL UNION• AtUatic, Golf, Lakes aa« laUad Waters District- AFL-GIO SlU's Philadelphia Story The Tug Wagners Point (Curtis Bay) nudges the deep sea SlU-contracted SS Tamara Guilden (Transport Commercial) into Pier 18. As we neared the South Philadel­ phia waterfront on the Delaware River at year's end on a bitter cold mom, SlU Representative Geoi^e T. ^Fuzzy" Brannan guided cur steps to Piers 5 and 36 'neath the Ben Frank­ lin Bridge to the Jersey shore. At the piers we beheld some of the fugs of SlU-contracted Curtis Bay's Blue Diamond fleet and some of those of the Big M Independent line with their icy bumpers tied up at dockside on a day before New Year's Eve. Jumping aboard the tug Neptune (Independent) we talked to Inland Boatman Capt. Ray McMullen who told us he had been marching since he was six as a clown in the local Mummers Parade up Broad Street on New Year's Day—only missing four years while he was in the Navy. At our next stop we clambered onto the tug Lambert Point (Cur­ I tis Bay) where the "good" Capt. Vin­ cent M. Kelly, and Mate Earl L. Osborne—a world traveler who, with his wife, has driven from Scotland to Istanbul on vacation—took us . upriver, away from a Liberian tahker oil spill, to witness the working tug Wagners Point (Curtis Bay), pi­ loted by Capt. John Southard, move the SlU-manned SS Tamara Guilden (Transport Commercial) into Pier 18 to load on coal. On the return tiip downriver we spotted SlU-contracted McAllister tugs berthing a ship, pushing sand and gravel barges, and docking and towing oil barges. As we completed our journey, we saw a Taylor and Anderson tug, also SlU-contracted, maneuver an Interstate Oil Co. barge across the wide river. All of this is part of a typical day around the Phila­ delphia harbor. -".Viv . •: i- Philadelphia Inland Boatmen (I. to r.) are: Cook A1 Siler of the Tug Neptune- (Independent) slicing beets for lunch; handling the wheel of the tug Lambert Point (Curtis Bay) is Mate Earl L. Osborne; his Capt. Vincent M. Kelly poses for the camera, and over a cup of java, Capt. Ray McMullen of the- Neptune reminisces. � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource January 1977 Description An account of the resource Headlines: NEW SIU-CONTRACTED TANKER ZAPATA COURIER BEGINS CREWING SIU GREAT LAKERS GET COST OF LIVING ADJUSTMENT TWO DIE AS SLIPPED TOWLINE KNOCKS THEM INTO SAN JUAN HARBOR MSC WON’T PAY 2 PERCENT COLA HALL CALLS FOR OIL IMPORTS QUOTA LAW ON TANKER DISASTERS, BRAND URGES U.S. SHIPS CARRY 30% OF OIL JACKSONVILLE MEETING TARGETS ALCOHOLISM UNIONS, COMPANIES WORK OUT OFFSHORE CONTRACT AFL-CIO TO PRESS ADMINISTRATION, CONGRESS FOR $30-B JOBS PUSH RAILROAD, ENVIRONMENTAL SUIT HALTS CONSTRUCTION OF TENN-TOM PROJECT ICE JAMMING MISSISSIPPI RIVER IN WORST WINTER IN CENTURY DOD SHOULD RELY MORE ON PRIVATE U.S. FLEET AMOUNT OF PENSIONS HEADQUARTERS NOTES BOOK TELLS SOTRY OF HAND-BOMBER CAR FERRY, CHIEF WAWATAM FMC GIVES OK TO JAPANESE CARGO POOLING ON WEST COAST SCHOLARSHIP WINNER URGES AWARDEES TO CONTRIBUTE TO A FUND WASHINGTON ACTIVITIES U.S. RATIFIES U.N. ’72 RULES-OF-ROAD CONVENTION ON COLLISIONS 4 U.S. (2 SIUNA) TUNA FIRMS FILE FOR FOREIGN FLAGS SIUNA-BACKED FISHERMAN LAWS IMPRESSIVE SCOTTIE AUBUSSON, WHO CAME VIA TORPEDO, RETIRES MOBILE PORT AGENT LOUIS ‘BLACKIE’ NEIRA, 59, RETIRES STUDY FINDS SHIPS WITH MPAS REPORT LESS ILL, INJURED SEA TRAINING IN MEDICINE OKD BY ILO CAB DRIVERS RALLY COST-OF-LIVING ADJUSTMENT UPS SCALE 2 PERCENT SIU’S PARTICIPATION IN ILO, IMCO, ITF GIVES UNION MORE CLOUT HALL CALLS FOR OIL IMPORTS QUOTA LAW DONALD CUBIC, FORMER UNION OFFICIAL, PASSES AWAY A REVIEW OF THE YEAR 1976 AS SEEN WARNING TO SEAFERS YOUNG AND OLD: DRUG POSSESSION MEANS LOSS OF SEAMAN’S PAPERS $3-M IN POT, 7 SEIZED ON FLORIDA BOAT; $631-M, 21,000 IN ‘76 GET THESE SHIPS OFF THE HIGH SEA SEAFARERS 1976 TAX INFORMATION MONEY DUE FROM OGDEN MARINE, INC. TROY ADVISES SENATE UNIT SIU OPPOSES ALASKA OIL FOR JAPAN HLSS OPENS NEW VOCATIONAL TRAINING CENTER 2 MORE SEAFARERS, AGES 55 AND 34, GET HIGH SCHOOL DIPLOMAS AT HLS SIU GIVES 7 SCHOLARSHIPS TO MEMBERS, DEPENDENTS SIU’S PHILADELPHIA STORY Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 1/1/1977 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. XXXIX, No. 1 1977 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/f710fc75e47dec40a5762d114a4c9512.PDF 2417b0896e04d33b86fd805c8abdbabc PDF Text Text 7f ..J ./ 1 I i „,. At the mid-winter meeting of-the.I^rlttrrra Trades Department, SlU President.., |v Paul Hall (far right), who Is also president of the MID, met with Carlos'Romefp:;; • Barcelo (far left) governor of Puerto Rtco, and F. Ray Marshall (oenler), C/.S, kSecre^tary of Labor. Both'men addressed the Board. . , ...... - �• V ii '• •i Lakes Coast Guard to Study Training, Manning Drozak Asks for Crew Wellbeing at Safety Seminar The SIU will present its position on vessel manning, crew qualifications and occupational safety on the Great Lakes GREAT LAKES at a seminar in Cleveland, Ohio, Mar. 2. At first, these issues were not going to be discussed at the Marine Industry Seminar which is sponsored by the 9th U.S. Coast Guard District (Great Lakes). But when the SIU was invited to attend. Executive Vice President Frank Drozak pointed out that it is impossible to talk about marine safety while ignoring the wellbeing of the crew. In a letter to Rear Adm. J. S. Gracey, commander of the 9th Coast Guard District, Drozak said, "The Seafarers Union believes that in view of recent tragic accidents on the Lakes, the sub­ ject of marine safety is a vital one. 1977 Marks 20lh Year of Lundeberg Death This year marks the 20th anniversary of the untimely death of the SIUNA's first president and founder, Harry Lundeberg, who died of a heart attack at the age of 56 on Jan. 28, 1957 in Peninsula Hospital, San Francisco, Calif. A leading figure in the revival of maritime unions dating back to the early 1930's, he led a seamen's strike on the West Coast in 1934. Lundeberg suc­ ceeded pioneer Andrew Furuseth as secretary of the Sailors Union of the Pacific in 1936. Furuseth passed away in 1938. Like Furuseth, who authored the 1915 Seamen's Act, Lundeberg was born near Oslo, Norway. His father and three of his brothers had been seafarers and he went to sea at 10. During World War I, he rode English nitro ships which were torpedoed from under him a few times. He sailed on nine different for­ eign-flag ships until he settled in the port of Seattle in 1919 transferring from the Australian Seamen's Union to the SUP. Safety not only encompasses the hard­ ware aboard the ship but the training and qualifications of the crew as well." He recommended that a special workshop cover "Crew qualifications, including the training of AB's on the Lakes and the use of QMED's in the engine room; the safety of Great Lakes operations and the need to provide greater protection for Lakes' crews dur­ ing an accident, and the need for estab­ lishing occupational safety and health criteria for the Lakes fleet in such areas as sanitation and food service arrange­ ments." The additional workshop was then added to the agenda. At the session, there will be speeches on topics chosen by the Coast Guard, including commercial vessel safety and loading, tank venting and sewage, ports and waterways safety, pollution pre­ vention and LORAN-C. Aside from the workshop suggested by the SIU, other scheduled workshops will include the handling of hazardous materials, vessel construction and modi­ fication, and handling pollution inci­ dents. Jack Bluitt, SIU Detroit port agent will attend the seminar, along with George Telegadas, SIU representative in Cleveland, and Byron Kelley, Great Lakes area director for the inland wa­ ters. Representatives from other mari­ time unions on the Lakes will be there as well. Union Wins Arbitration Case to Haye Tug Captain Reinstated A Philadelphia arbitrator has ordered the Interocean Transport Co. (Mariner Towing) to reinstate SIU Boatman Leslie Collier as senior captain of the tug Voyager II with full back pay and Harry Lundeberg A great organizer, Lundeberg be­ came SUP Seattle port agent in 1934 a year after he became a U.S. citizen. In 1938 he founded the SIUNA and in 1941 the A & G was born. Lundeberg never forgot he was a sailor. Visiting his family in Norway in 1947 after a 30-year hiatus, he shipped out as an A B on the SS Marine Jumper working for his passage roundtrip. full seniority, while at the same time rejecting the company's contention that it could freely demote licensed person­ nel without sufficient cause. Brother Collier was originally pro­ moted to captain under provisions of the SIU contract in 1974, and to senior captain the following year. However, on Sept. lOj 1976 the company notified him he was being demoted to mate and transferred from the company's Gulf fleet to its Atlantic fleet. Collier contacted the SIU which immediately filed a grievance. The arbitration hearing was held on Nov. 30, 1976 and the ruling was handed down last month. In his ruling, the arbitrator con­ cluded that Collier was demoted with­ out just cause, stating that "the over­ whelming weight of the evidence dis­ closed that Captain Collier maintained his concern for the safe operation of the vessel, his loyalty to the company, and his sense of professionalism despite the lack of cooperation afforded to him by his superior. The inevitable conclu­ sion is that Collier was wrongfully de­ moted " The arbitrator also ordered the com­ pany to reimburse Collier for the .ex­ penses he incurred in processing his grievance. AFL—CIO Statement on Alaska Gas Pipeline Route As this issue of the Log went to press, SIU President Paul Hall was attending the mid-winter meeting of the AFL-CIO Executive Council at which a number of vital labor issues were taken up. Instead of President Hall's usual column, this month "we are reprinting action taken by the AFL-CIO Executive Council on the Alaskan gas pipeline route. A related article, concerning President Hall'sf news conference early this month on the gas pipeline, can be found on page 3. Statement by the AFL-CIO Executive Conucil on Alaska P^line Route Febniary 25,1977 Bal Harbour, Fla. The nation's need for new energy supplies has been compounded by the effects of the harsh weather con­ ditions which have raised the demand for fuel supplies to unprecedented levels. The dual effects of the cold winter in the U.S. east and midwest, AFL-CIO Acts On Maritime issues At the time the Log was going to press, a number of maritime is­ sues were acted upon by the AFL- . CIO Executive Council which was meeting in Bal Ilail>our, Fla. A full report on all these actions will be printed in the next issue of the Seafarers Log, coupled with the drought on the West Coast, have produced economic chaos that has affected the nation's vital industries and many homes. In the early months of this year hundreds of thousands of American workers have been temporarily and in many cases permanently thrown out of work because of the lack of adequate energy supplies, particu­ larly natural gas. In the West the con­ tinuing drought has not only caused economic problems but threatens the supply of cheap hydroelectric power which is the basis for the operation of many industries in the West. These problems have heightened and dramatized the immediate need for additional energy sources, of which natural gas is in the shortest supply. One of the most immediately available new sources of energy for the U.S. are the huge reserves of natural gas available on the North. Slope of Alaska. The production of this gas would make a major contri­ bution towards the nation's efforts to become more self-reliant in its energy supplies. There are three proposals now being considered by the Administra­ tion for moving Alaska gas to con­ sumers in the lower 48 states. Of the three only one would be entirely un­ der U.S. control. This is the TransAlaska gas route. The line would largely parallel the Alaska oil line across Aaska and would involve the construction of a complex of gasifi­ cation and liquefication facilities as well as a fleet of liquid natural gas vessels to carry the gas to the U.S. West Coast. The other two lines both involve gas pipelines across Canada. The decision on which of these three lines the Administration will support will be made by the President later this year. The President's de­ cision will then be forwarded to Con­ gress for it to approve or disapprove. Of the three proposed routes, the Trans-Alaska line will provide the maximum job benefits in Alaska as well as in the lower 48 states, par­ ticularly during the construction in U.S. yards of the fleet of LNG ves­ sels needed to carry the gas. The line would employ over 44,000 construc­ tion, trade and shipyard workers dur­ ing the peak construction phase. In addition the Alaska gas line, because it would use many of the facilities built for the Alaska, oil pipeline, could be constructed sooner than the two competing routes across Canada. As important as the employment benefits are, however, the need to obtain secure supplies of gas for the lower 48 states as soon as possible to meet the present shortage clearly transcends all other considerations. On this basis also the Trans-Alaska line is clearly superior. Therefore, the AFL-CIO urges the Administration to approve the Trans-Alaska gas route in order to assure the expedited availability of the secure new gas supplies that will increase U.S^ energy self-reliance. Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf Lakes and Inland Waters District. AFL-CIO, 675 Fourth Ave 11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 39, No. 2, February, 1977. Brooklyn N.Y. Page 2 Seafarers Log �At Mid-Winter Meeting AfTD Calls for Cargo Policy for U.S. Fleet At their mid-winter meeting, the Ex­ ecutive Board of the Maritime Trades Department of the AFL-CIO called for the development of a national cargo policy that would assure the American fleet a substantial share of U.S. cargoes in all the trade routes of the world. In their list of maritime legislative goals, the 43-union group called a cargo policy "the foremost priority for the maritime industry". The meeting, chaired by SIU President Paul Hall who is also president of the MTD, was held Feb. 17-18 in Bal Harbour, Fla. For full details of the MTD Executive Board meeting see the special supple­ ment in this Log. A fair share of cargo could be guar­ anteed, the Board said, through a law requiring that 30 percent of U.S. oil imports be carried on U.S. ships. Simi­ lar legislation was pocket vetoed by President Gerald Ford in 1974. The Board also recommended bilateral agreements with U.S. trading partners granting American bottoms a substan­ tial share of U.S. dry bulk cargo and the use of American vessels in Federal programs. Two of the guest speakers. Congress­ man John Murphy (D-NY) and Con­ gressman Leo Zeferetti (D-NY) called for cargo preference legislation as the way to revitalize the American Mer­ chant Marine. The Executive Board also condemned tax breaks for runaway-flag vessels which are owned by U.S. companies but registered in countries where taxes and safety regulations are "virtually non­ existent". The idea that these vessels would be available to the U.S. in a time of emergency is a myth, it said. Support for Jones Act Support for the Jones Act was re­ affirmed during the meeting when the labor leaders urged that cargo between the Virgin Islands and the U.S. main­ land be carried on American-flag ships. They also reaffirmed their support for operating and construction differential subsidies to keep the U.S. fleet com­ petitive in the world market. SIU President Paul Hall, left, who is President of the MTD, chaired the MTD Executive Board Meeting on Feb. 17-18. Sitting next to him is O. William Moody, Jr., administrator of the MTD. An active U.S. Merchant Marine would maintain jobs for present workers and create jobs for those who are now without work, according to a booklet issued at the meeting entitled "Martime Incentives: Job Stimulus for the U.S. Economy." On related issues, the MTD Execu­ tive Board took a firm stand in favor of an all-American route for transport­ ing natural gas from Alaska's north slope to the lower 48 states. This would involve an all-Alaska pipeline route and a fleet of U.S.-flag liquid natural gas tankers. The Board condemned the Coast Guard for failing to enforce the Occu­ pational Safety and Health Act on board ships and spoke out against tolls on the St. Lawrence Seaway. At the meeting, the MTD presented an outline for a rational and coordinated energy policy for the United States. Board members also repeated their support for the continued operation of the eight remaining U.S. Public Health Service Hospitals. Labor issues and international trade were also discussed and many promi­ nent leaders spoke including Carlos Romero Barcelo, the governor of Puerto Rico, and F. Ray Marshall, Secretary of Labor. Hall Urges Approval for All-Alaska Cas Pipeline WASHINGTON, D.C.—At a press conference held here Feb. 2, SIU Presi­ dent Paul Hall strongly urged the Fed­ eral Power Commission, the President and Congress to approve an all-American delivery system to bring natural gas from Alaska's North Slope to the lower 48 states. He criticized the Feb. 1 deci­ sion of Federal Power Commission Ad­ ministrative Law Judge Nahum Litt who ruled in favor of the trans-Canada pipe­ line route proposed by the Alaskan Arctic Gas Pipeline Co. (Arctic). A third proposal sponsored by the Apply Now For Steward Program All steward department members are reminded that the first class of the Steward Department Recertlficatlon Prt^am will begin on Apr. 11, 1977 at the Lundebei^ School. This new vocational education program has something for just about everyone in the steward department. For our younger members, the pro­ gram offers a unique opportunity to upgrade to higher ratings and higher pay while at the same time building a solid career and a lifetime of job security in this important shipboard department. For our older members who have already been sailing as chief steward, the program offers the opportunity to INDEX Legislative News Washington Activities Page 9 Union News San Francisco meeting ....Page 4 Page 7 Headquarters Notes .. Brotherhood in Action .. .Page29 Lakes Picture Page 14 Inland Lines Page 13 At Sea-Ashore Trustee meeting General News Page 13 Law of the Sea Page 3 Gas pipeline learn the latest methods of food prep­ aration and the newest theories of balanced meal planning. The pro­ gram will also provide some tips on accounting and bookkeeping as well as some fresh ideas dn the manage­ ment of a modem shipboard galley. Applications for the new program have been sent to all sbips. Union halls and members' homes. The ap­ plication was also printed in the Jan­ uary 1977 issue of the Log which may be cut out and sent to the Lundeberg School. Steward department members are urged to fill out an application for the program as soon as possible to insure a seat in one of tbe earliest classes. Good cooking! Commercial tugs Page 5 National unemployment .. .Page 6 Tuna fishing Page 15 Grain deal Page 6 Great Lakes meeting Page 2 IMCO meeting Page 8 USPHS hospitals Page 9 Case won for captain Page 2 Hearings on Coast Guard .. Page 7 Shipping Around Jacksonville harbor Back page Lenward Stephens Page 5 Ships' Committees Page 12 Ships' Digests Page 26 Dispatchers' reports: Great Lakes Page 7 Alcan Pipeline Co. was ruled too un­ certain and poorly prepared to be con­ sidered in the running. In deciding among the three projects, Judge Litt called the all-American route proposed by the El Paso Alaska Co. "viable". This delivery system would parallel the Alaska Oil Pipeline from Prudhoe Bay to the south where the gas would be liquified and carried in LNG tankers to the American market. A final deci­ sion rests with the President and Con­ gress and should be made by the end of the year. President Hall asserted that the El Paso proposal would deliver the muchneeded Alaskan gas at an earlier date than could the rival proposals to bring the gas across Canada. He cited unset­ tled Canadian native claims, opposition to crossing the Arctic Wildlife Range and financing difficulties as delaying factors. But from his point of view, the major obstacle was the unsettled Cana­ dian political situation. Criticizes Dependence Hall criticized continued heavy U.S. dependence on foreign fuels and for­ eign-flagships and noted that placing U.S. natural gas supplies in Canadian hands would only increase the problem. It's basically "a political decision", he said. "But most important," Hall stressed, "are the overwhelming economic bene­ fits of the all-American proposal." El Paso's project would invest $8-billion directly into American goods and serv­ ices, instead of spending billions in Canada, Japan and Western Europe as the trans-Canadian projects are com­ mitted to do. "The all-American line would pro­ vide 750,000 man-years of American jobs without spending a cent of the taxpayers' money. If there is anything our economy needs more than these jobs, I don't know what it is," said Hall. "Since the American gas consumer is paying the bill, it would be foolish not to invest that money in American jobs and goods," he added. Safe Carriers Hall then addressed the issue of the safety of the liquified natural gas (LNG) carriers. He said they would be the most Continued on Page 29 Page 35 Page 15 New Pensioners Page 31 Final Departures .Pages 32, 33, 34 Training and Upgrading Seafarers participate in 'A' seniority upgrading Page 39 Diesel course Page 37 Courses and application Pages 36-37 GED graduate Page 38 Scholarship information .. Page 38 Special Features The SIU pension Page 25 MTD meeting Pages 17-24 Social Security and you .. Page 28 Brooklyn shipyard .. .Pages 10-11 Articles of particular interest to members in each area can be found on the following pages: Deep Sea: 3, 5,12,13, 26, 35,39 Deep Sea Inland Waters Membership News Young Boatman Former scholarship winner Page 14 Inland Waters: 2, 5, 6, 14,15, Back Page Page 15 Great Lakes: 2, 7, 8 Page 3 February, 1977 m '$ i. J - �S. F. Meeting: No Alaska Oil for Japan '•* sr- . -'Al •it Citing a possible trade off by the United States with Japan for North Slope oil from the Alaska Pipeline, San Francisco Seafarers of the SIU's opposition to sending such oil to that country or other countries this year when the line IS scheduled to open. Speaking at the port's monthly membership meeting on Jan. 13, Brother Troy declared that the Union favors the transshipment ^ tankers from the Alaskan port of Valdez to Panama where it would he transferred to smaller tankers for passage through the canal to Gulf ports. ^ He had testified before the U.S. Senate Joint Interior-Commerce hearing on Dec. 7 in Los Angeles saying that the employ^ of Seafarers depends upon «fhe shipping demand generated by Alaskan oil supplies moving to the U.S. West and Gulf Coasts ports. ^ IT K had tX'thrhearin^ contrary to the nation's security interests, hut would also exchange foreign jobs and would increase the already rapid decline in U.S. shipping employment," he Some oil coinpanies knowing that the West Coast states wouldn't need all (he oil coming from Prudhoe Bay had suggested that the excess fuel he shipped to Japan with the U.S. East Coast and the Mideast getting theirs from the Middle East countries. I he Jones Act stipulates that American vessels he used to carry all commerce heLween U.S. ports. i"-: • "• Port Agent Steve Troy is at the speak­ er's podium.' Recertified Bosun Wallace Perry, Jr. (left) eyes his shipmates ABs Tony Brooks and Elmer Annis. Having their registration cards stamped prior to the meeting by Seafarer Lou Ciamboli (left) are Brothers Frank White in the cap and Joe Springer. San Francisco Seafarers (left) seem to be in a pensive mood at the monthly meeting on Jan.13.The steward department' Andrew Green (right) speculates on what is being said. Baby bottle in hand, Chief Cook Ron­ ald Fluker a '67 HLSS grad, wheels in his 13-month old son, Jason. Page 4 Seafarers Log jimw-m «-T(r s.»w RSI �SlU ACLIWD Proposes Merger to SUP, MCS and MFOW Following is the text of the merger proposal adopted by the Executive Board of the SIU Atlantic, Gulf, Lakes and Inland Waters District. SUBJECT; SIU A&G'S PROPOSAL FOR MERGING SEAMEN UNIONS The AGLIWD has found merger of maritime unions to be in the interest of the membership of the merging unions. In fact, the AGLIWD as presently known was the result of a merger be­ tween the International's old Atlantic District and Gulf District. Again in 1972, the International's Great Lakes District by overwhelming membership vote approved merger with AGLIWD. Only last year, the IBU of the AGLIWD by almost unanimous vote approved merger of its organization of its or­ ganization with the AGLIWD. The AGLIWD further recognizes that under the structure and laws of our International as demonstrated by Con­ vention action at our International's Seventeenth Biennial Convention held September 1975 at Washington, D.C. "Our International is a federation of autonomous unions. As such, any question involving a merger or other comparable action which is fundamental to an affiliate's auton­ omy must be determined and con­ sented to solely by each affiliate. The International has demon­ strated that it will continue to as­ sist affiliates in bringing about mergers and establish appropriate guidelines for mergers, but only where the affiliates themselves have consented to and agreed to the merger." The record makes clear that for quite some time and continuing to date, employment opportunities in the U.S. maritime off-shore industry have been decreasing. This has had a substantial adverse impact upon the membership of some of the maritime unions. For­ tunately and notwithstanding this trend the AGLIWD has been able to maintain a substantial segment of employment opportunities with increased economic benefits for its members. This is in sharp contrast to some of the other unions. Furthermore, as distinguished from some other unions, the AGLIWD's fi­ nancial posture has continued to in­ crease over this period. Most important however, is reliable indications are that employment oppor­ tunities for AGLIWD members, and their collective assets as a union will continue and improve. Unfortunately such prospects are not probable for some other maritime unions. Based upon its experience with merg­ ers over many years resulting in bene­ ficial gains for the merged membership and recognizing the shrinking employ­ ment opportunities in the off-shore maritime industry with disturbing effect upon the membership of some of the maritime unions and consistent with SIU International Union action, the AGLIWD proposes that the SUP, MFU and MCS comprising the SIU Pacific District, separately or collectively merge with the AGLIWD. Such merger shall be upon the following terms and conditions, subject to legal require­ ments, restrictions and authority. (a) Consolidation of all facilities such as hiring halls, office and administrative buildings, etc. and disposition of un­ necessary or duplicate facilities, build­ ings, including reduction of duplicate and unnecessary administrative per­ sonnel. (b) Elected officers and named job holders of the organizations merging with the AGLIWD to continue in their employ at not less than their present wages and benefits, for the balance of the term of the offices presently held by the AGLIWD officials, to wit, Decem­ ber 1979 subject to assignment as to duties and/or locations depending upon needs. (c) The AGLIWD constitution to be amended, to accommodate to the changes necessitated by the merger, shall be applicable and controlling. An appropriate amendment shall provide for a constitutional Vice President, plus such assistants as may be agreed upon for each of the vessel's Department, Deck, Engine and Steward, and for of­ ficials and offices at Ports, where the same are not pre.sently provided for by the AGLIWD constitution, i.e., Port­ land, Honolulu, etc. (d) All deep sea contracted jobs, present and future of the merging unions, shall be the employment oppor­ tunities of the merged membership who as of this proposal's date, have shipped regularly in accordance with the merg­ ing unions shipping rules. (e) AGLIWD as the merged organi­ zation to succeed to all or part of the SIU Pacific District rights and rights of individual unions depending upon number of affiliates merged, including the merged union being a party to bene­ ficial funds. Rights and benefits of exist­ ing members in all beneficial funds to be preserved. (f) Financial certifications to deter­ mine assets and liabilities and transfer of assets to the merged AGLIWD or­ ganization and its assurs(Siii(^jj|^appropriate liabilities. - (g) The appointment by each union of an appropriate committee in com­ pliance with constitutional requirements if any, for the purpose of forthwith holding sessions to discuss and imple­ ment the'contents of this merger pro­ posal with authority to discuss any re­ lated subjects and conditions as may be appropriate. (h) Any and all agreements of merger The Seafarers International Union, Atlantic, Gulf, Lakes and Inland Wa­ ters District has presented a proposal for merger to the SIU Pacific District affiliate unions—The Sailors Union of the Pacific, The Marine Cooks and Stewards Union and the Marine Fire­ men's Union. The executive officers of the SUP, MFOW and MCS have the merger pro­ posal under advisement. In keeping with the autonomous character of the SIUNA district unions, the AGLIWD offered the proposal to each union individually for its consid­ eration. Acceptance or rejection of the proposal would be made individually. The AGLIWD executive board pro­ posal recalled that "Under the structure and laws of our International as dem­ onstrated by convention action at our International's 17th Biennial conven­ tion held September 1975 in" Washing­ ton, D.C.: 'Our International is a feder­ ation of autonomous unions. As such, any question involving the merger or other comparable action which is fun­ damental to an affiliate's autonomy must be determined and consented to solely by each affiliate'." The merger proposal was predicated on a desire to more effectively preserve and expand the job opportunities of the membership to the respective organiza­ tions and to bring about economies in face of constantly escalating costs of operations and administration. arrived at, including a governing con­ stitution, shall be subject to approval by membership referendum of each organ­ ization as required by their respective constitution. (v) In accord with 1975 International Convention action, notification be given to t^e International by^lhe affiliates vol­ untarily participating in the merger dis­ cussions with request for authorized assistance in bringing about such merger. SIU Asks That Navy Use Commereial Tugs and Oilers WASHINGTON, D.C. — The SIU has again urged Congress to trim the Navy's shipbuilding program budget by transferring funds the Navy has re­ quested for building new fleet oilers and tugs to the construction of combat ves­ sels. Included in the Navy's 1978 Pro­ posed Shipbuilding Program are four AO 177-class oilers and five T-AFT ocean tugs. The tentative budget for 1979 calls for building four more oilers and two additional ocean tugs. In a letter to Rep. Charles E. Ben­ nett, chairman of the Seapower Sub­ committee, SIU President Paul Hall congratulated the chairman for spon­ soring a bill which would cut the Navy's request from four oilers to two and from five ocean tugs to three. But Hall also said that "in view of the capability of the merchant marine to supply both commercial tugs and oilers to the Navy ... the Congress should consider elim­ inating all Navy construction of these two types of support vessels." Hall said that eliminating the new oilers and tugs from the Navy's ship­ building budget would produce a sav­ ings to the Navy of more than $700 million that could be used to build February, 1977 needed U.S. warships. He noted: "The Navy could contract from the merchant marine for the services of equivalent numbers, of privately manned and op­ erated merchant vessels to fill its needs. This would ensure that the Navy's read­ iness was not impaired." Review Navy's Program SIU President Hall also sent letters to other members of the House Armed Services Committee requesting that they review the Navy's shipbuilding pro­ gram, and to Rep. John Murphy, chair­ man of the House Merchant Marine and Fisheries Committee, requesting a meeting to "discuss the way the nation's economy and security could benefit from greater employment of the U.S. merchant marine as a Navy auxiliary." Over the years, the SIU has been in­ volved in an effort to convince the Navy of the security and economic advant­ ages of maximizing the use of private vessels for the Navy's sealift support and underway replenishment missions. In the few experiments the Navy has tried—including the highly successful use of the privately-contracted Erna Elizabeth—the U.S. merchant marine has demonstrated that it can completely fulfill the Navy's underway replenish­ ments needs. Hall also reminded Congress that "only by using American-Hag vessels and crews in peacetime can they obtain the experience they will need to serve the military in war." Hearings on the Navy's proposed budget—including its shipbuilding pro­ gram—are now underway in Congress. Lenward Stephens Launched One of the SIU's fastest-growing com­ panies, American Commercial Barge Line Co. of Jeffersonville, Ind., recently launched a new 1800 hp. towhoat, the Lenward Stephens. The Stephens is a relatively small boat for ACBL, measuring only 80 x Great Lakes, Atlantic and Gulf Coasts. 3 The boat was built at Grafton Boat Works in Grafton, 111. * iJ H d 30 X 8 feet. The company plans to oper­ ate the new boat primarily on the Gulf Intracoastal Waterway, where smaller boats are needed to navigate in the nar­ row channel. The Lenward Stephens is the sev­ enth new boat which American Com­ mercial has launched in the past year and a half, and an eighth—the Delmar Jaeger—is due out next month. All of these new vessels mean more jobs and better job opportunities for SIU members sailing on the inland waters. Many other SlU-contracted inland companies are also involved in the mod­ ernization and expansion of their fleets in many areas including the rivers. Pages �'Make-Up Plan' for U.S. Ships To Be Pait of '77 Grain Pact After months of nation-hopping negotiations, U.S. and Soviet shipping officials have reached accord on the key issues of a new grain shipping pact for 1977, which will include a program to make up an estimated one million tons of grain due U.S.-flag ships but not al­ located them under the old agreement. The basics of the new grain agree­ ment are essentially the same as the old. U.S. ships will be guaranteed at least one third of all grain cargoes going to Russia, and U.S. operators will be paid $ 16 a ton—a rate set in December 1975 —for the grain movement. However, the Russians have also agreed to pay an additional $.47 per ton on the cargo due U.S. ships from past years but not booked. In addition, the Russians have assured American of­ ficials that U.S. ships will get their full one third share, unlike the first five years of the pact during which time U.S. ships got only about 23 percent of the cargoes. An estimated 6.4 million tons of grain will be exported to the Soviet Union this year. For Seafarers, the new pact will mean continued good shipping, especially in the Gulf where most of the cargo is loaded. Robert J. Blackwell, assistant secre­ tary of commerce for maritime affairs and head negotiator for the U.S. on this issue, said that the pact hasn't as yet been signed because the two nations are still dickering over a few technicalities. The negotiations, which have been held in Washington, D.C., Moscow and London, have been going on at intervals for the past eight months. U.S. Safety Board Faults Skipper for Loss of Transhuron WASHINGTON, D.C. —The Na­ tional Transportation Safety Board found recently that a crippled SIUmanned tanker, afire, and adrift in the Arabian Sea in 1974 for more than 63 hours, which finally ran aground on a reef, was lost as the result of the ship's master failing tg anchor or to accept aid from other ships standing by. Earlier, a Coast Guard probe of the SS Transhuron (Hudson Waterways) also had come to the same conclusion and faulted the ship's three out of four engineers for negligence in fighting the smoky daylight fire which knocked out the main propulsion plant. Later the en­ gineers put out the blaze. The Coast Guard added ". . . There is evidence that the action on the part of the master, in permitting his vessel to drift without propulsion for 63 hours into a vicinity of small islands, amounted to gross negligence and a complete disregard for the safety of his vessel and crew. No action was taken to January's Jobless Rate 7.3%; Cold Lays Off Nearly 2-M Although January's U.S. jobless rate fell to 7.3 percent from December's 7.9 percent, a freezing cold snap over parts of the country triggered a natural gas shortage in factories and farms which closed them resulting in the layoff of nearly 2-million workers early this month. While 561,000 workers lost their jobs in January, 444,000 stopped looicmg for work. The total number of unem­ ployed in the nation came to an official 6,958,000. A harsh winter helped to lay off 900,000 in Ohio; 750,000 in New York State; 164,000 in Pennsylvania; in Ken- N of ice on Series The ninth part of the Log series showing how various organizations affect the job security of Seafarers will not he run this month due to prodiuction difficulties. However, the series will be continued in the March issue of tiie Log. tucky 60,000; in Indiana 45,000; in New Jersey 46,000; in West Virginia 35,000; in Georgia 26,000, and in Flor­ ida 25,000. insure the safety of the vessel and crew by requesting assistance from the nu­ merous vessels offering support which were in the area, even though the master had no positive assurance that the tug he requested from the operating company was enroute until after the grounding occurred. Assistance was sought by the master only after there was insufficient time to allow for a safe and timely rescue." The MSC-chartered SS Transhuron, underway from Bahrein Is. in the Per­ sian Gulf to Subic Bay, P.I., hit a reef off Kiltan Is. in the Laccadice Island chain off the southwest coast of India on Dec. 26, 1974 two days after the blaze erupted. Her 33-man crew left the T-2, 117,251 barrel tanker without in­ cident. However, the coral ripped a gash in the 547-foot ship's hull. The safety board reported that an Clearing ice on the Rivers Thus Government labor officials forsee a 1 percent rise in the unemploy­ ment rate figures for February. Another sidelight of the winter weather and fuel-related crisis was that tiie"iayoffs pushed new state unemploy­ ment insurance benefits claims in the first week of this month to the highest point since mid-1975. The Government reported that initial claims for that week totaled 537,000, up from 417,000 claims filed the week before. Also 2,893,000 persons col­ lected jobless benefits in the last week of January, a hike of 136,000 over the previous week's level. Overall 5,442,600 persons collected state and Federal job­ less benefits in fhat period, up from 5,378,000 a week earlier. A high volume of new claims in February's first week were found in Tennessee, Illinois, Wisconsin, Mary­ land, Indiana and Georgia. electrical fire in her main engine con­ trol switchboard was triggered by in­ coming splashing salt water which shorted out the system. This, they say, forced the egineers to shut down her engines, leaving the ship at the mercy of bad weather, wind and tide. Beside a faulty radar and fathometer, the board cited slow communications and equipment failure for the ground­ ing. A burst iron pipe nipple in the air conditioner caused the salt water to spray onto high voltage propulsion wires. Due to a delay in communications, the National Transportation Safety Board urged the Maritime Administra­ tion to ask shipowners to install the new, longrange voice MARISAT com­ munications satellite system in their vessels. It could have helped to save the Transhuron, they said. —" r~ • ^ • /"i ^ ' . .• - •- '' "***' ' ,i % ^ " if ''-'MA • * ^ H'- Financial Committee Meets fv r - •^4 yv In the middle of this month the Union's Quarterly Financial Committee went over the SlU's record of expenditures at Headquarters. Shown (clockwise from left) are the seven members of the elected committee of: James R. McPhaul; Warren Cassidy; Chairman Jim Colder;-Tom Maley; Donate Giangiordano; Horace D. Jones, and Anthony Gregiore. Page 6 i As ice accumulated on America's inland waterways during one of the coldest winters on record, many SlU-contracted boats tried to clear channels on the rivers. In this photo, two SlU-manned towboats, the Charles Lehman and Jack Buliard (the boats farthest to the front) helped to ram a 10-foot thick wall of ice on the lower Ohio River until they cleared a channel 300 feet wide. Both boats are owned by American Commercial Barge Lines. Seafarers Log �I I room and tankerman courses and a special course for towboat cooks who work in the one-person galley. All the members should look over the list of 1977 courses at the Lundeberg School, no matter what area they sail in, because the more you know about the industry as a whole, the better off you will be. (See pages 36-37of this Log for Directory of Courses.) Dieselization of steamships is another major change in the maritime industry. On the Great Lakes, several steamships have been converted to diesel engines, while on deep sea vessels, diesel engines are the trend of the future. The new SlU-contracted ships of the Zapata tanker fleet are diesel powered. The Sugar Islander and the four SIU manned MSG tankers Columbia, Neches, Hudson and Susquehanna are diesel powered as well. Although most of the present SlU-contracted deep sea vessels have steam engines, this will not be the case in the future, since a diesel engine is often more economic to operate than a steam engine. But again, the Lundeberg School is prepared for the future with a new course in the operation and main­ tenance of diesel engines. The course begins on May 16 and lasts for six weeks. It is open to all interested students. Members of the black gang should look into this so that they will be prepared to sail on any of our contracted ships. (See page 39 of this Log.) On Apr. 11, the Steward Department Recertificatiou Program begins at the Lundeberg School covering all galley ratings. Once again, 1 would urge all members of the steward department to sign up as soon as possible so you can guarantee your job security in a rapidly changing field. (An application for the Program can be obtained aboard ship or at an SIU Hall. Also, an applica­ tion appeared in the January issue of the Log.) The LNG course is another essential for Seafarers who want to keep up with the times. Anyone who has been ashore during this severe winter is certainly aware that natural gas has been in the headlines every day. One thing is certain —LNG ships are the wave of the future and SIU members are going to be aboard those ships. Finally, it would be a mistake to talk about upgrading without mentioning the importance of reading, writing and basic science skills in keeping up with rapidly changing technology. Many of our members had to go to sea at a young age and did not have a chance to finish high school. If you have trouble reading or writing, there is nothing to be ashamed of. At the Lundeberg School you can get personal instruction in reading and writing skills and can study for a high school equivalency diploma. All members should think seriously about the General Educational Development program and encourage the brothers who have trouble with reading or lack of academic education to enroll in it right away. Headquarter^^ ^^otes by SIU Executive Vice President Frank Drozak Your future as SIU members is only as secure as you make it. At the Lundeberg School, both Seafarers and Boatmen can take courses, absolutely free, which will help you keep up with the latest developments in the maritime industry. All you have to pay is transportation to and from the school. If we take inland water transportation, for example, we can see that it is a rapidly expanding field. Tugs and barges are cheaper and cleaner to operate than railroads or trucks. For the same amount of fuel, a tug can haul far more cargo than a freight train or a fleet of trucks. Because of fuel shortages and pressure from the ecology movement, the nation will be turning more toward inland water transportation in the future. But as water traffic increases, certification requirements for boatmen on tugs, towboats and barges are bound to become stricter. The Harry Lundeberg School in Piney Point, Md. has prepared for this possibility with an expanded schedule in 1977 for inland and harbor workers. A member on an SlUcontracted boat can now upgrade from deckhand through to captain. The job opportunities as you upgrade are limitless. Our own manpower study shows there will be a growing need for captains and mates on the tugs right in SlU-contracted companies. There is no reason why our own members cannot upgrade into these positions. Beginning with the trainee program, a Boatman can then proceed to get his AB endorsement, his original towboat operator license, his license for master/mate, pilot, or radar observer. Members who have not been through the trainee program can upgrade at the HLSS the same way. The courses are designed to fit the needs of individual students. For example, when you study navigation, you will be studying the particular waters of the area where you work. There is also a complete line of tug and towboat engine J I SIU, MarMime Unions Prepare to Do Battle With the Coast Guard The SIU has requested the help of other maritime unions in its effort to prepare for Congressional hearings on the U.S. Coast Guard's inefficient and haphazard method of dealing with ves­ sel manning, personal and environ­ mental safety, and other shipboard con­ ditions. The subcommittee on Coast Guard of the House Committee on Fisheries is expected to hold the hear­ ings in the near future. Last July 1, SIU President Paul Hall wrote to Rep. Mario Biaggi (D-N.Y.), chairman of the subcommittee, asking for an investigation into Coast Guard practices on vessel manning, manning of offshore drilling rigs and platforms, watchstanding, tankermen, training and certification of able seamen and appren­ tice mates, riding crews, and occupa­ tional safety and health. The Union's accusations against the Coast Guard were backed up by a folder of docu­ ments dealing with dangerous incidents on board ships that were a direct result of Coast Guard policies. In a followup letter sent Dec. 20, 1976, President Hall informed Con­ gressman Biaggi that "we have con­ tinued to monitor the activities of the Coast Guard in these areas and we are presently updating and expanding the material sent to you last July. This data will further illustrate the failure of the Coast Guard to act consistently with Congressional mandates." Copies of this letter were sent to all other Ameri­ can maritime unions. Brother Charlie Maynard requested that the Log run a special notice asking Robert (last name not remembered) of Erie, Pa. to get in touch with him. Seafarer Maynard's address is: Tower Trailer Ct., B-11, Carteret, NJ, 07008. Inland Boatman of the Pacific news­ paper and IBU of the Pacific President Merle Adlum is preparitig to testify be­ fore the subcommittee. Thomas Glea- Many of the unions have agreed to help in the effort to prepare evidence against the Coast Guard. President Hall's letter was reprinted in full in the son, international president of the Inter­ national Longshoremen's Association also is planning to testily as are other union leaders. . s •« ior Great •TOTAL REQisretteo 1-31, i977 Ml Groups Class A Class B Class C 1 0 , , -. Alpena Buffalo Cli^land Detroit Duluth Frankfort 1 . d 0 0 " ••REGISTERED ON BEACH All Groups Class A Class B Class C : TOTAL SHIPPED All Groups Class A Clase B DECK DEPARTMENT 3 4 0 0 0 d Q •T'-; 0 5 0 0 0 0 0 0 d 1 3 0 0 0 5 0 0 0 2 0 0 0 2 •?3 0 3 17 d 1 3 27 0 -V 4 0 d 0 7 0 d 2 0 4 0 0 0 0 0 . d X 1 0 2 0 6 14 2 1 2 27 0 1 ENGINE DEPARTMENT 0 Alpena Buffalo d 0 Cleveland'-,,, iDUlUtn ...» « 0 Y K d 0 0 0 1 i9 „ Alpena Buffalo ., Cleveland Detroit .., Duluth ... Frankfort , Chicago .. Totals ... d X-: 0 d 1 0 i 2 0 0 0 d STEWARD DEPARTMENT te:-' I' Alpena liRUffalo land! Cleveland it..-', ; iwDetroit Duluth Frankfort Chicago Totals T • •'""•'••rZ-:'-'.-;. 0 0 0 1 v.: w. • -1.- ^ •W'* v.'-C "'-.'v. . •. mm:-:. ^ 1 1 19 0 2 1 25 66 0 0 0 0 0 0 0 0 5 5 • 0 1 12 1 3 0 22 31 d •-•'C • • 0 d 0 0 0 :-d 0 0 0 1 0 1 ^0 0 0 0 0 0 d • 0 0 0 • 0 0 2 0 2 1I d 1 5 0 5 0 12 12 7 Id 4 Totals All Departments •"Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. o '•:''^'d«!8 0 0 d rl d d 6 1 3 1 27 1 4 2 39 99 5 1 3 15 1 4 0 29 1 4 7 13 3 3 3 34 43 38 i I �The Lakes Picture •f. Detroit Although the SlU-contracted tug-barge combination Presque Isle (Litton Great Lakes) was slated to run through the extended winter shipping season, it was forced to lay up in early January after getting stuck several times in the ice clogged turns of the St. Mary's River. The vessel was the last SlU-contracted freighter left running this winter. The Presque Isle is spending the winter in Milwaukee, Wise. Domestic shipments on the Lakes of iron ore, coal and grain increased during 1976, up 4.6 million tons over 1975. The new total of 158,082,849 net tons was the highest figure for cargo movement in the past three years, accord­ ing to the Lakes Carriers' Association. Due to the larger ships coming out each year, the increase in tonnage does not result in an increase in jobs. * * * With all the ships laying up this cold winter, for a switch, notice went out Feb. 4 to the crew of the M/V Richard Reiss (American Steamship) asking them to report in mid-February to fit-out the vessel. The Reiss will begin run­ ning Mar. 1 carrying much-needed coal from Toledo, Ohio to Detroit. Buffalo Blizzards and driving winds created a state of emergency in Buffalo, N.Y. by Feb. 1, leaving motorists stranded in their cars and people trapped in their homes without supplies. As a result of the severe winter, one of the worst in Buffalo's history, the SIU Hall has been periodically closed along with other places of business and schools. Frankfort Paul Allers, the captain of the ferry responsible for stocking Lake Huron's Mackinac Island with beer and food for the winter was featured in a recent article in the Detroit Free Press. Brother Allers, a full book SIU member, had to steer the M/V Huron (Arnold Transit) around huge chunks of ice in December while bringing in the last supplies before the freeze. "This is the earliest I've seen the ice in all the 20 years I've been sailing to the island," he said. Sure enough, the boat laid up in January. Four to six weeks after the ferry stops running, the islanders can travel over the ice by snowmobile, horseback or foot to St. Ignace on the Upper Michigan Peninsula. The carferry M/V Viking got stuck on the ice inside the breakwall in Frank­ fort, Mich, on Jan. 29 when it was leaving that port with a load of rail cars and passengers headed for Kewaunee, Wise. Four days later on Feb. 1 it was freed by Coast Guard ice-breakers and returned to Frankfort to take on more freight cars and let the passengers off. After the Viking took off again that same day, it got stuck on the ice outside the breakwall and didn't get free until the next morning. Nevertheless, the carferry will continue to run through the winter. Fve decided to spend my vacations right here on board. Pages IMCO Committee Stresses Need for Suryiyal Techniques Seafarers of all nations should be trained in personal survival techniques before going to sea, according to the Sub-Committee on the Standards of Training and Watchkeeping of the In­ tergovernmental Maritime Consultative Organization (IMCO). At the SubCommittee's 9th session held in Lon­ don, Dec. 13-17, it also recommended strict international requirements for certifying seafarers in the use of survival craft. The Sub-Committee of IMCO, an agency of the UN, has been meeting over a four year period to draft interna­ tional standards for the training of mar­ itime personnel. Two more sessions remain before the Sub-Committee pre­ sents its recommendations to IMCO in 1978. At that time, the proposals covering the whole range of training for maritime personnel will be worked into a treaty that will become international law if enough countries sign. The recommended training in per­ sonal survival techniques would require that all first-trip seafarers be given prac­ tical instruction in putting on a life jacket, entering the water and swimming with a life jacket on, boarding liferafts and lifeboats from the water, and oper­ ating and maintaining survival craft. Recommendations for instruction in all aspects of emergency situations and how to survive during an accident at sea were also outlined. Earl ''Bull" Shepard, SIU Atlantic Coast vice president attended the Lon­ don meeting as a State Departmentdesignated advisor representing labor. Robert Kalmus, director of vocational education at the Lundeberg School in Finey Point, Md. was also present. Kalmus noted that in many instances, the requirements for training in survival techniques were more stringent than present U.S. regulations. "This means the American maritime community will have much work to do to come up to future world standards," he said. He pointed out that the Lundeberg School already gives future SIU Seafarers safety training, as well as basic training in entry skills in the deck, engine and galley departments. During the same session, the SubCommittee on Standards of Training and Watchkeeping recommended that a seaman have a minumum age of llVz with 12 months of sea service in order to qualify for certification in survival craft, or nine months sea service follow­ ing completion of an approved training course. The Sub-Committee also discussed where the new safety and training regu­ lations would apply. Such treaties at sea usually do not hold for "designated near coastal waters" because sailors in domestic trade may not need as much training as those on deep sea vessels. However, there has been a lot of debate as to how far out "designated near coastal waters" extend. After a long dis­ cussion, the Sub-Committee tightened up the definition to mean waters just off the flag state's shore or near neighbor­ ing states' shores. This would prevent unqualified seafarers from bringing their vessels into international waters, or for that matter into American terri­ torial waters as well. Notke to Mmters On Pnadme When throwing in for work dur­ ing a job call at any SIU Hiring Hall, members must produce the following: • membership certificate • registration card • clinic card • seaman's papers In addition, when assigning a Job the dispatcher will comply with the fellcwing Section 5, Sabsection 7 of the SIU Shipping Rules: "Within each class of seniorityrating in every Department, prior­ ity for entry rating Jobs shall be given to all seamen who possess Lifeboatman endorsement by the United States Coast Guard. The Seafarers Appeals Board may waive the preceding sentence when, in the sole Judgment of the Board, undue hardship will result or extenuating circumstances war­ rant such waiver." ice Lays Up Presque Isle In early January, even the SlU-contracted tug-barge combination Presque Isle (Litton Great Lakes) v\/as forced to lay up earlier than scheduled after getting stuck several times in the ice-clogged turns of the St. Mary's River. The 1000-foot bulk carrier arrived covered with ice at its winter home, the frozen port of Milwaukee, Wise. Seafarprs Log ijwirgil 2 �ADAMS ORDERS STUDY OF TANKER REGULATIONS Closely following the recent Senate investigation into foreign-flag tanker accidents, Transportation Secretary Brock Adams has appointed a Marine Safety Task Force to review all regulations dealing with tankers operating in U.S. waters in order to insure the highest possible standards of safety. At the same time, Secretary Adams announced the issuance of safety regulations which set a minimum level of proper navigation practice and equipment for all vessels of 1,600 or more gross tons operating in U.S. navigable waters. In issuing regulations to increase marine safety, the secretary called the current frequency of tanker accidents in U.S. waters "intolerable." Policy for the maritime industry is determined by the laws passed by Congress and signed by the President, regulations front the Coast Guard, and funding through the Maritime Administration. The maritime industry must be alert at all times to hearings and planning meetings and must maintain ciose contact with members of Congress, their staffs, and the agencies to present their views and make information available about their needs. Listed below are some of the new appointments and activities which affect the industry. I I NEW CHAIRMAN OF MERCHANT MARINE COMMITTEE The Merchant Marine and Fisheries Committee of the House of Repre­ sentatives, which has a key role in all bills relating to the maritime industry, has anew chairman. Rep. John Murphy (D-N.Y.) is replacing Leonor Sullivan, who retired at the end of the 94th Congress. Chairman Murphy, from the 16th District, has served on the Merchant Marine Committee for 14 years and has been chairman of the subcommittees on Coast Guard, Oceanography, Panama Canal and the Select Committee on Outer Continental Shelf. Rep. Murphy has lent his support over the years to the fight to keep the Public Health Service Hospitals open, against repeated attempts by the Admin­ istration to close them. The Staten Island facility, in his district, is one of the eight remaining hospitals. Murphy was the chief sponsor of the 1976 House bill on the outer continental shelf, a bill to revise procedures for development of Federal offshore oil and gas resources. The bill, and its "buy-American" Murphy amendment, died in September in the adjournment rush. BLACKWELL ASKED TO STAY ON AT MARAD Robert Blackwell, assistant secretary of commerce for maritime affairs since 1972, has been asked to stay on as head of the Maritime Administration, the agency which administers operating and construction differential subsidies and Title XI loans. • When a new President takes office, appointed officials from the previous Administration usually resign, allowing the President to make his own appoint­ ments. ••T . i f'J WRITING TO YOUR REPRESENTATIVE If you wish to express your views to elected representatives on matters of concern to you, the correct form for addressing letters is: The Honorable (Senator's Name) or (Representative's Name) Senate Office Building House Office Building Washington, D.C. 20510 Washington, D.C. 20515 Senate Committees 20510 House Committees 20515 Increase your influence by describing yourself as: 1) A constituent 2) a voter (also campaign contributor, precinct worker, etc.) 3) a taxpayer (union member, homeowner, etc.) 4) an active citizen (member of civic group, veterans' or religious organization). When writing to congressmen not your own, mention family, friends or business interests you have in the districts or states served by them. 11 CARGO PREFERENCE Three bills have been introduced to require that up to 30 percent of our oil imports be carried in U.S.-flag ships. Chairman Murphy, who has stated that cargo preference is one of the priorities for the Merchant Marine Committee, is the author of one of two House bills. Rep. William Whitehurst (R-Va.) has introduced an identical bill. The third was introduced in the Senate by Sen. Ernest Hollings (D-S.C.). The House bills have been referred to the Merchant Marine and Fisheries Committee and Senator Hollings' bill will be sent to the Senate Commerce Committee. No hearings have been scheduled. SIU President Paul Hall, testifying last month before' the Senate Commerce Committee on recent oil spills, urged Congress to require that more oil be shipped on American tankers with their better trained American seamen. fl SPAD is the union's separate segregated political fund. It solicits and accepts only voluntary contributions. It engages in political activities and niakes con­ tributions to candidates. A member may voluntarily contribute as be sees fit or make no contribution without fear of reprisal. Seafarers are urged to contribute to SPAD. It is the way to have your voice beard and to keep your union effective in the fight for legislation to protect the ^ security of every Seafarer and bis family. ^ A copy of our report is filed with the Federal Election Commission and is % available for purchase from the Federal Election Commission, Washington, ^ D.C. S PHS System Heeds More Funds for Full Service The USPHS system may have to begin cutting back on personnel and services the end of this month unless it gets some kind of commitment from Congress for supplemental appropria­ tions of $10 million to cover increased medical and operational costs this year. The hospitals' budget for fiscal year 1977 had been set by Congress at $128 million last year. The request for the additional funds now sits with the House and Senate Appropriations Com­ mittees. The hospitals do not need the extra funds immediately, but they must have at least a promise that the money will be forthcoming later this year. If they do not get that promise soon, the hospitals \vill be forced to cut back in preparation for the projected fiscal shortcomings months from now. How­ ever, USPHS has not announced where the manpower and service cuts would be made. In other news involving the USPHS system, the Department of Health, Education and Welfare has finally sub­ mitted, four months late, a study it conducted to determine the cost of modernization for the eight USPHS Hospitals. Congress has been holding back on allocating appropriations for modernization of the facilities while waiting for HEW's belated cost pro­ jections. The modernization costs, which are expected to be about $120, million, would include funds to move the Gal­ veston USPHS Hospital from its present site to the abandoned Space Memorial Hospital also in Galveston. However, bids on the abandoned hospital are expected to be called early next month, which leaves Congress little time to evaluate HEW's cost study and then act on it. In the meantime, the SIU will be working in Congress to cut some red tape so the opportunity of acquiring the modern Space Memorial facility does not elude the USPHS system. Despite the latest problems facing programs and the. care they provide their beneficiaries, despite constant attempts by the Department of Health, Education and Welfare to undermine the system, is a tremendous tribute to USPHS Contributions the hospitals, staffs and the officers of the USPHS system." Although HEW will probably con­ The Committee c^.-idemned HEW's tinue its fight to close the eight remain­ attempts "to thwart the will of Congress ing hospitals. Congress is aware of the by seeking termination of the system," hospitals' contributions to local health and affirmed that "the weight of evi­ needs and has publicly stated it intends dence in these hearings makes it abun­ to keep the hospitals open. dantly clear that to close any single one This staunch Congressional support of the eight hospitals would be irrespon­ for the system emerged out of hearings conducted several months back by the , sible and unconscionable." The Committee strongly suggested House Committee on Appropriations that instead of trying to close the investigating the need for keeping the USPHS Hospitals, HEW should use its hospitals operating. energy "to develop an adequate wellAt that time, the Committee con­ expresssed continuation policy which cluded that "the eight general care hos­ includes expansion of needed services pitals of the USPHS system are an and the retention of competent staff invaluable resource for the use in deal­ with assurances to beneficiaries that ing with the health needs of this they will not be shoved from pillar to nation." And the Committee noted post under an uncertain process of con^emphatically that "the high quality of tract care." their operation, training and research the USPHS Hospitals, the serious threats to the system's survival posed by HEW's continuous attempts to shut it down seem to have passed. IV ; ^ �.yiSSSp^FlpcrsTIB:;— - The Old Brooklyn, New York Navy Yard: A Study in Especially on one of those dark grey cloudy days, when an early winter wind would whip up thousands of tell-tale whitecaps in New York harbor, you could stand alone in eerie silence in the abandoned Brooklyn Navy Yard and hear the faint, forgotten echoes of work­ men's hammers as they built the most famous ships in America's history. You might have heard clanging on the bulkheads of the legendary battle­ ship Maine, blown up in ISavana harbor in 1898; or the U.S.S. Arizona, sunk in the Japanese attack on Pearl Har­ bor in 1941; or the U.S.S. Missouri, aboard which the Japanese formally surrendered, closing one of the darkest chapters in the history of mankind. World War II. But that was all in the past and pre­ tend the year is now 1966, the Brooklyn Navy Yard's 165th, and what many believe is its last birthday. It is in that year that the U.S. Navy Department pulls up stakes leaving the Yard to New York's sizeable pigeon population. The Navy left the Yard a sad shell of its great historic past. It was like a vast steel and cement ghost town with wind­ swept leaves feigning tumblewced and (PHOTO PILOT: JAY BECK) Here's a bird's eye aerial view of the Yard this month. Note the TT Stuyvesant (left) and the TT Manhattan (center). -•V its huge empty graving docks serving as a Boot Hill for the nation's naval past. With the Yard's closing, there were various plans for its use including turn­ ing it into a vast industrial park. One city planner even wanted to build a new house of detention there. Nothing came of these plans, though, whether it was due to a lack of funds or lack of ini­ tiative—or maybe it was fate. Fortunately, in late 1969 the Brook­ lyn Navy Yard was resurrected for the work it had been meant to do. Seatrain Shipbuilding, a subsidiary of the SIUcontracted Seatrain Lines, leased a large part of the Yard from New York City to build ships unlike any ever built there before—giant ships called super­ tankers. All the ships would be built under the auspices of the SlU-backed Merchant Marine Act of 1970. Before long, the Navy Yard was alive with activity again as nearly 2,500 SIUaffiliated United Industrial Workers, hired mostly from the surrounding hardpressed areas of Brooklyn, worked on the first of four 225,000-ton supertank­ ers slated to be built at the Yard. The first ship, appropriately named the Brooklyn, was launched in July 1973 and became the largest merchant vessel ever built in the United States. Her sistership, the Williamshnrgh, was launched and put into service the following year, and it appeared that the Brooklyn Navy Yard was well on its way to a new career as a merchant ship­ yard. However, in late 1974, a serious dip .. "• /• ' >0''^ • 7-''V" The barge Antoine under construction Is nearly In the completion stage. Entrance to the main administration building of the Seatrain Shipbuilding Corp. in the Y^rd. Page 10 Looking at a front view of the supertanker TT Manhattan undergoing modifica­ tions to her Icebreaking bow. Toolroom Supervisor Stenio Augustin in the window takes orders from Welders Joseph Poole III, (left) and Michael Hodelin on Feb. 17. Seafarers Log �9 Progress From An Exriting Past to a Brigitt Future in the world tanker market, coupled with President Ford's pocket veto pf the Energy Transportation Security Act, which would have reserved 30 percent of all U.S. oil imports for U.S.flag tankers, brought operations at the Yard to a halt. Left unfinished were flie Brooklyn's sisterships, Stuyvesant and Bay Ridge, During this idle period for the Yard, the SIU negotiated for several months with government officials and eventu­ ally was instrumental in securing a $40 million loan for Seatrain to complete the ships. Most of the laid-off men re­ turned to woH(, but the future of the Yard was still in doubt Soon after, though, the Yard won a $20 million contract to build eight 370foot seabarges for Bulk Food Carriers of San Francisco, and the Yard again was on the road to recovery. That was Welder Edgar Hoper (above photo on left) welds on the inside of a bulkhead of the TT Bay Ridge in one of the about a year-and-a-half ago. fabrication sheds at the Yard. While (above right) Insulator Darryl White unloads pipe insulation off a truck to be used Today, business is booming at the Yard and UIW members are busier in the TT Stuyvesant. Below (left) Painter Errol Mayers takes a break while painting TT Stuyvesant. And below (right), next tfian ever. Work is nearly completed on to a snowdrift, is the administration bidg. of the SlU-affiliated United Industrial Workers (UIW) of North America. the supertanker Stuyvesant, and the Bay Ridge is more than half done. In addition, the Yard has won recent contracts to build six various types of oceangoing barges at a cost of nearly $53 million. Among tbese baizes will be two triple-decked roll on/roll off barges, built as part of a unique tug-barge sys­ tem. The huge vessels, capable of carry­ ing all kinds of wheeled commercial and mUitary equipment, will be 568 feet in length, 85 feet wide and will draw 13 feet The contracts also include one 440foot self propelled roll on/roll off con­ tainer barge for Cove Carriers; two 438-foot oceangoing barges for Union Carbide, and one 300-foot ocean barge for McAllister Brothers of New York. In addition to this work, UIW mem­ close your eyes and listen to the noisy, bers are removing the ice-breaker bow modify an oceangoing deck bai^e for ity in World War II employed 72,000 metallic work, you can also experience men and women in the war effort, is of the SlU-contracted tanker Manhat­ use in carrying coal. the historian's pen as a new chapter The Brooklyn Navy Yard, which for now a major contributor to the U.S. tan, once the largest ship in the U.S. Is written in the incredible life of the merchant marine. 165 years built 26 different kinds of merchant fleet. Brooklyn Navy Yard. If you go there today, and simply The Yard also has a contract to warships, and at the height of its activ­ Installina a pipe on the TT Stuyvesant (photo on left) is Pipefitter Bob Horstmann. In center photo Carpenters (I. to r.) Rene Jeantine, Osmond Kalaba and John Knott strip No"3 tank on the TT Stuyvesant. At right, is the TT Stuyvesant which is nearing completion. February, 1977 Page 11 #1 • li if �Oyerseas Natalie Committee Manhattan Committee Having her bow modified at the Seatrain shipbuilding facility at the old Brook­ lyn (N.Y.) Navy Yard, was the TT Wan/7affan(Hudson Waterways) in the middle of last month. Part of her crew and the Ship's Committee are (I. to r.): Engine Delegate S. Plaisance; Recertified Bosun David Dickinson, ship's chairman; Chief Steward M. J. Mundine, secretary-reporter; Saloon Messmap Charles Hall; Deck Delegate Teddy McDuffie, and Steward Delegate Rainey Tate. Paying • off last month at Stapleton Anchorage, S.I., N.Y. was the crew and the Ship's Committee of the SS Overseas Natalie (Maritime Overseas) of (I. to r.): Chief Steward Frank Paylor, secretary-reporter; Educational Director Clofus Sullivan; Steward Delegate Don Richards, and Engine Delegate G. Garza. San Juan Committee American Heritage Committee On Jan. 18 on her maiden voyage out of the West Coast, the new tanker ST American Heritage (Westchester Marine) paid off her SlU crew at Stapleton Anchorage, S.I., N.Y. Her Ship's Committee are (I. to r.): Steward Delegate Don Knoles; Engine Delegate George R. Rogers; Deck Delegate Bob Ray; Re­ certified Bosun Billy Mitchell, ship's chairman, and Chief Steward John Shields, secretary-reporter. Ready to get off the SS San Juan (Puerto Rico Marine) after a payoff in Port Elizabeth, N.J. recently is the Ship's Committee of (I. to r.): Steward Delegate Julio Rivera; Deck Delegate D. Manzanet; Recertified Bosun Robert Gorbea, sjnip's chairman, and Engine Delegate C. Garcia. Sea-Land Calloway Committee John B. Waterman Committee Seated around a mess table of the SS John B. Waterman (Waterman^ at a payoff recently in the port of Baltimore is the Ship's Committee of, clockwise from foreground left: Bosun C. C. Smith, ship's chairman; Engine Delegate Louis Juneau; Chief Steward L. W. Franlin, secretary-reporter; Steward Dele­ gate Tom Buckley, and Deck Delegate Robert Favalora. Page 12 SlU Patrolmen Teddy Babkowski (seated left) and George Ripoll (seated right) do their paperwork aboard the SS Sea-Land Galloway at Port Elizabeth, N.J. In the background is the Ship's Committee (I. to r.) of: Steward Delegate Aristedes Karis; Engine Delegate Alan Gardner; Recertified Bosun George Burke, ship's chairman, and Deck Delegate Ken Nuotio. Seafarers Log �SS St. Louis The Merry Christmas Day menu to end all holiday menus at sea was had on the 555/. Louis (Sea-Land) on Dec. 25 starting with a breakfast of honeydew melon, stewed peaches, baked apple, Wheatena, Cream of Wheat, fried oysters, smoked herring. Southern fried chicken giblets, chicken livers, shirred eggs Bayonnaise, minced salmon omelet and griddle cakes with maple syrup. For dinner, consomme supreme, broiled halibut steak with maitre d'hotel sauce, Vermont turkey stuffed with pecans and oysters, smoked Virginia ham with champagne sauce, beef ribs, candied yams, cauliflower, broccoli, lemon meringue pie and fruit cake were featured. If you were still hungry, filet mignon in mushroom sauce, salmon salad, cheeses, dates and figs could be eaten for supper. Afterwards, Recertified Bosun Alan E. Whitman, Engine Delegate Ken H. Bowman and the entire crew gave a vote of thanks to the steward department for the three superb, beautiful Christmas Day meals and for a well-run de­ partment. Chief Steward Theodore R. Goodman thanked his department and the crew for a beautiful six months of sailing without a beef. Chief Cook Frank Adkins, getting off to start his own business, will be missed by all since "the man's food is great." Departing Steward Delegate Fritzbert A. Stephen also will be missed, an "all around good man." The ship was expected to pay off on Feb. 26 in Rotterdam. New York Author and AB John T. "Jack" Kelly, 54, of Ozone Park, Queens, N.Y. will have his first autobiographical book "Escape to the Sea" published in the late spring by Exposition Press of Hicksville, L.I., N.Y. The Brooklyn-born Seafarer, who joined the SIU in the port of New York in 1970, brings everything topside in his book which tells what attracts a man to go to sea. Excursions in ports near and far are described and the essence of the sea's healing powers on the mind and the psyche are captured by the author. SS Delta Brasil, Norte, Paraguay, Uruguay, Mar The U.S. Coast Guard has awarded AMVER pennants to the SlU-contracted 55 Del/a Brasil, 55 Delta Norte and the 55 Delta Paraguay (all Delta Line) for their lifesaving roles in the Automated Mutual Assistance Vessel Rescue System (AMVER). These were the second such awards for the Delta Brasil and the Delta Norte. The AMVER voluntary communications program develops and perfects rapid search and rescue operations for stricken ships and crews in the oceans of the world. It has resulted in reducing the number of MAYDAY calls for help from vessels in out-of-the-way positions and in cutting time lost for ships answering the calls. Juneau, Alaska A recently completed Coast Guard marine radio communications antenna on Tuklung Mountain, Cape Constantine, near the Kodiak Rescue Center, will aid Seafarers sailing in Bristol Bay north of the Aleutians. The improved remote control communications link is part of a U.S. project to cover all coastlines in the country. Another antenna will be put up on Cape Gull near Kodiak by spring. New Orleans On Maritime Sunday here on Mar. 13, the SIU will place a memorial wreath in the Mississippi across from St. Louis Cathedral in honor of those seafarers who lost their lives at sea. At 10 a.m. a Mass for the departed seafarers will be offered up by Arch­ bishop Philip M. Hannan in the cathedral. Port Chaplain the Rev. Donald F. Grady, S.J., who attends and gives the invocation at MTD meetings here, said "The purpose of this Maritime Sunday observance is to honor those men and women who spend their lives sailing the seas of the world and bring cargo of all kinds to this port. It is also to ask God's blessings and protection on all seamen, whose work is often hazardous." The LASH container ship, the 55 Delta Mar (Delta Line) inaugurated a new run late last month from the Gulf to the Venezuelan ports of Guanta and Puerto La Cruz. Helping to create for the Seafarers the warm spirit of Christmas at home far from family and friends on that day aboard the 55 Delta Uru};itay enroute to the port of Dakar, Senegal was the International Seamen's Center of the port of Houston. Playing Santa during the holiday season, the center l\ad a gift for each crew- member waiting for him under the Yuletide tree in the ship's recreation room. Some of those Seafarers who got gifts were Brothers OS Brian D. HubbelJ and Daniel H. Gemeiner, Cook and Baker Thomas Fields, Chief Cook Willie Patterson, Third Cook Neville Johnson Jr., Messmen James Henderson and Jimmie Jones, and Wiper Michael S. Pell. Atlanta, Go. SS Overseas Alice The doctors who finally diagnosed the cause of the American Legionnaires disease which took the lives of many of those attending a convention in Phila­ delphia last year were USPHS doctors presently operating out of the U.S. Communicable Disease Control Center in Atlanta, Ga. The head of those physicians is Dr. A. Merriweather. Going aground in an ice-clogged channel off the port of Baltimore late last month was the tanker 55 Overseas Alice (Maritime Overseas) carrying almost 6-million gallons of gasoline. The Coast Guard reported that no gasoline was spilled into the waters and that the ship's hull apparently had not been damaged. Deep Sea Mining Issue at UN Law of the Sea Confab in May When the next general session of the United Nations' Law of the Sea Con­ ference — which former Secretary of State Henry Kissinger once called "one of the most comprehensive and critical negotiations in history" — convenes in New York City this May, tops on the list of things to be settled will undoubt­ edly be the controversial deep sea min­ ing issue. On one side of the mining issue sits the industrialized nations with deep sea mining capabilities, such as, the U.S., Japan, Russia and others who are anxi­ ous to begin retrieving some of the esti­ mated $3 trillion worth of manganese nodules just waiting to be scooped up off the ocean s floor. These nodules contain nickel, copper, cobalt and other important minerals. On the other side of the issue is a solid political block of mostly under­ developed nations, known as the Group of 77, which want a monopolistic inter­ national authority to exert effective February, 1977 controls over marketing and production of the seabed minerals. The Group of 77, which is now composed of about 100 nations, feels that if such an allpowerful authority is not formulated, the economies of developing nations, largely dependent on the land-based production of the same minerals con­ tained in the sunken nodules, would be in serious jeopardy. At the last general session of the con­ ference six months ago, a group of nations including the United States in­ troduced a compromise which would give industrialized nations access to only one half of the manganese nodule fields, while leaving the balance of the fields to be develoiped by the Inter­ national Seabed Authority. The com­ promise also included a tempcrary pro­ duction limit to protect land-based nickel producers. At the start of the session, the Group of 77 flatly refused to accept the com­ promise, and instead tried to introduce proposals to place all seabed mining under the auspices of the Seabed Au­ thority. However, by the end of the ses­ sion, the Group of 77 seemed to be taking a more moderate position on the proposal. Still nothing final was worked out. In the May 1977 session of the Law of the Sea Conference, the half-andhalf compromise may again be intro­ duced and this time it may be ratified. If the mining issue, which has been the major stumbling block throughout the four-year history of the conference, is finally decided, other outstanding disputes would probably fall into line quickly thereafter. In fact, a number of major issues, including proposals for a 12-mile territorial sea limit, a 200-mile economic zone in which coastal nations would have sovereign rights to fish and oil, the principle of unimpeded passage, and provisions on ocean pollution and scientific research, have in general been agreed upon. If all the chips finally fall into order in the May session—a very tall order— 150 countries could be sign­ ing a treaty covering 400 international laws of the sea. Whether the upcoming session ends in success or failure the U.S. will have a new. man, former Secretary of Com­ merce Elliot Richardson, to represent the nation at the conference. President Jimmy Carter, who made the appoint­ ment, said that "although there has been some progress" in the sessions in Geneva, Caracas and New York, "many important issues remain. At stake are competing national interests in freedom of navigation and use of the seas in ocean resources development, in the advancement of ocean science and in environmental protection." In addition to his most recent post as secretary of commerce, Richardson hat; served other administrations as attorney general, secretary of defense, and under secretary of state. Page 13 �< - ^ A Dream Comes True for Young SIU Boatman Inland operations at a number of SlU ports on the rivers and the Atlantic Coast have been affected by this year's severe winter weather. Here are some of the reports which we have received. When John Woodburn stepped into the St. Louis SIU Hall back in the spring of 1975, he never expected to become a towboatman. "I had this vague dream of going to sea," he ex­ plains. He soon found, however, that his best opportunity lay in attending the Inland Entry Program for deckhand/tankerman at the Lundeberg School. He has not regretted his deci­ sion. "I like the job a lot," says Brother Woodburn, who has been working as a tankerman on SlU-contracted boats Norfolk The SlU-contracted Penn Central Railroad tugs were out of service for 10 days due to ice on the Chesapeake Bay, but they are back in operation now. A new three-year contract has just been signed with W. P. Hunt Co., a local oil transfer operation. The new contract contains significant increases in wages and fringe benefits as well as improved working conditions. Boston The Cape Cod Canal was closed down early this month for the first time in six years. All local marine trafiic had to take the long route around Nantucket, adding about two days to the trip time in and out of Boston. St. Louis The Mississippi River below St. Louis to Cairo, 111. was closed for much of January and February due to an 80-mile long ice jam which halted navigation. The Illinois Waterway above St. Louis to Chicago was virtually closed, as very few tows were able to make any headway through the heavy ice. Balitmore Ice on the harbor here is the worst it has ever been. SIU members, especially those working for Curtis Bay Towing, are getting a lot of experience at icebreaking. Philadelphia SIU Tug Boatmen were working longer hours than usual as their boats at­ tempted to clear passages through thfe six-foot-thick ice on Delaware Bay. New Orleans The halting of navigation on the Mississippi and Illinois Rivers due to ice has been felt 1,000 miles to the south. Empty grain ships are backing up and grain elevators are operating at half capacity while the port waits for ice-bound grain barges to arrive. After her yearly one-month lay-up, the Delta Queen has begun her 1977 season with a round trip cruise from New Orleans to Memphis. The SlU-contracted overnight excursion boat will operate in New Orleans and the Lower Mississippi area during the spring months. Jacksonville Caribe Towing has just crewed its newest and biggest boat, the 7,000 hp. tug Hunter. The Hunter will operate on a container barge run from Jacksonville to Panama. for a year-and-a-half now. "I've always loved the water and being outdoors. And I like to be on the move." He could hardly have found a more suit­ able line of work. Brother Woodburn's work for Na­ tional Marine Service and Dixie Car­ riers has taken him over many miles of inland waterways. He likes to talk about the different rivers he's worked on, which so far include the Lower Mis­ sissippi, the Ohio, the Illinois, the Gulf Intracoastal Waterway, and even the Arkansas, on which very few SIU mem­ bers have had occasion to work. So far the Ohio wins Boatman Woodburn's prize for the most beauti­ ful river. "The banks are lined with rolling hills, and the water is so clear in places that you can actually see the bottom." But he suspects that the Ohio may lose the prize if he ever takes his dream trip on the Upper Mississippi in springtime. Another river that interests Brother Woodburn is the Warrior, which runs through Alabama. Why such an ob­ scure choice? "Because I've heard the Warrior is a fierce river to run, very twisting and with a swift current," re­ plies the adventurous young Boatman. Brother Woodburn encounters a dif­ ferent sort of adventure on the Gulf Intracoastal Waterway, where his work frequently takes him. "The mosquitoes down there are big enough to kill a cow," laments the Midwesterner, "and we often see alligators. Once, while loading barges at Pecan Island in Louisiana, I saw four, of them lounging around within 20-feet of the dock." He's had plenty of run-ins with mos­ quitoes, but so far the alligators have left him alone. Boatman Woodburn received his tankerman's license within two months of his graduation from the Lundeherg School. He enjoys his work and dis­ cusses it in a most professional way, hut he is ready to move on to bigger things. Consequently, he plans to attend the next Towboat Operator Course at the Lundeherg School. "I know I'll get my license if I go to Piney Point," he declares. "I got my GED there, and I know how helpful the teachers can be. They really go out of their way to make sure people pass." Brother Woodburn gives all the usual reasons for wanting to upgrade to the wheelhouse: higher pay, job security, and increased job satisfaction. What will he do with the fatter paycheck which he will some day receive as a towboat captain or pilot? "I hope to buy a farm, maybe some­ where near the Ohio River," he says. With the drive and determination that he has shown in his new career. Boat­ man John Woodburn will surely be Farmer John Woodburn one day. Houston The SlU-conlracted G & H Towing Co. has transferred its newest boat, the Phillip K, to its Corpus Christi ship-docking operation. The company expects delivery of the C. R. Hayden, a sister boat to the Phillip K, some time in April. Paducah Once again a lock on the Ohio River near Paducah has been damaged and trallic through the port has been slowed or halted. This month Lock 50, sixty miles upriver from Paducah, was closed for two weeks while damage to 14 dam wickets was being repaired. The wickets were damaged by a helpful towboat which was attempting to clear them of ice. As a result of all this bad weather, which has hampered or totally stopped operations in some areas causing millions of dollars in losses to operators, in­ creases in barge rates may be necessary later this year, according to many towboat companies. A spokesman for the operators said that "no one knows at this point what the rate increases may be until the total impact of the winter is felt." But he added that shippers could expect 'he increases as soon t s barge operations get back into full gear after the spring thaw. Page 14 I Don't Care What Your Hobby Is, Fenwick, You Can't Bring That Animal Aboard! Seafarers Lo. �^ J Come June, Call '69 Scholarship Winner, Dr. Pucevich "I had a good time in college," Maria Valiente Pucevich told the Log in a re­ cent interview. The 1969 SIU scholar­ ship winner attended the University of New Orleans and majored in medical technology. After college she went to medical school and is now in her last year at Tulane University Medical School in New Orleans. Come June, she will be called Dr. Pucevich. "I never thought about anything else but college when I was growing up," the daughter of former Seafarer Arturo Valiente explained. "If you don't go, you limit yourself. After high school, I would have had to take a boring job. Instead, I had a chance to meet differ­ ent people and broaden myself by tak­ ing courses outside my field. Each new semester, with new courses and class­ mates, was like a whole new change of scenery. "Because of the scholarship, I didn't have to work while at school, so I was able to devote full time to my studies and have an active social life besides," Mrs. Pucevich added. Great Idea** Her first year at school was spent at Sophie Newcomb, the school for women at Tulane University. But the other students were from out of town and lived on campus, which Mrs. Pucevich couldn't afford. "Raising the grant to $10,000 was a great idea," she noted. (At the time Mrs. Pucevich won the •"<. Maria Valiente Pucevich SIU scholarship, the grant was worth $6,000.) Since she felt left out of things at Sophie Newcomb, she switched to the University of New Orleans, where there were other commuting students—many of them high school friends. She ma­ jored in medical technology and did exceptionally well in her studies. En­ couraged by one of her professors, she decided to apply to medical school. "In medical technology, you study how to perform the various laboratory tests to identify diseases. It is a chal­ lenging and difficult course. But I de­ cided that' laboratory work was too theoretical for me. I considered be­ coming a physical therapist, or a den­ tist, but then I settled on medical school. "Since there were only 25 women in a class of 150 at medical school, I was intimidated at first. But it turned out fine. The students develop a lot in common and you make good friend­ ships." Just last Aug. 27, she married a fellow student. Chuck Pucevich. Mrs. Pucevich intends to specialize in dermatology, the study of skin dis­ eases, because she is interested in the effects of cosmetics. "Dermatologists make people look better which makes them happy," she said. Right now, she and her husband are waiting to hear from various medical centers where they have applied to do their intern­ ships. »1 Her father, Arturo Valiente, used to sail in the steward department on the passenger ships. When those ships laid up, he went to work in some of the bet­ ter New Orleans restaurants and his wife went back to work also so he could study accounting at night. He is now working for the Internal Revenue Ser­ vice. *T am glad Maria's story will be printed in the Log," he said, "because 1 am grateful that she won the scholar­ ship. I want other Seafarers to know it is possible for their children to go to college as well." Higher West Coast T7 Porpoise Quota Bid Cheers Tunamen The U.S. tuna fishing industry re­ ceived some encouraging news last month when Frank W. Vanderheyden, administrative law judge for the Com­ merce Department, recommended thai the 1977 porpoise mortality quota for. West Coast tunamen should be approx­ imately 96,000, which is 18,000 more than the 1976 level. The National Ma­ rine and Fisheries Service had previ­ ously proposed a 1977 mortality quota of 29,920 which tuna industry officials called "unrealistically low." Two days after Vanderheyden's rec­ ommendations were made public, San Diego Federal Court Judge William Enright lifted the ban on tuna fishermen from using surface swimming porpoise to locate and fish schools of yellow fin tuna. He set a temporary porpoise mor­ tality limit of 10,000 until the NMFS officially sets the 1977 quota sometime next month. He noted that the 10,000 limit "is a reasonable figure to permit the fleet to go fishing now." Immediately after Judge Enright's ruling, conservation groups filed an ap­ peal with the U.S. District Court of Appeals in Washington, D.C. which promptly stayed Judge Enright's deci­ sion. However, a sp(Scesman for the American Tunaboat Association said that the fleet would remain at sea until a court order was received. Porpoise Study Begins Both industry and union officials have agreed for a longtime that the por­ poise mortality controversy would con­ tinue to go on unsolved until it could be realistically determined how many porpoise actually swim the oceans, and then reasonable quotas set. Fortunately, such a study has just been launched by the National Oceanic and Atmospheric Administration. The massive study is being conducted by air and by sea and will attempt to cover the 5-milUon square miles of the eastern tropical Pacific Ocean. A spokesman for NCAA said the goal of the survey is to better under­ stand the impact of commercial tuna fishing on porpoise population. The spokesman noted that the "results of the survey will have important implica­ tions for the welfare of the porpoise stocks and will strongly influence future fishing regulations for the U.S. tuna fleet." The air survey will be conducted from a longrange Navy plane flying in designated tracklines from airfields in California, Ecuador, Hawaii and French Polynesia. The NOAA spokesman described the air operation as follows; "When a por­ poise school is sighted, visual estimates will be made by the two observers on watch and the data recorded 'V another observer riding in the plastic nose oi the plane. Pictures will be taken with a 9-inch mapping camera. The airplane will then drop to about 5,000 feet to make species identification, and then resume the trackline." The seagoing part of the study will be conducted by two research vessels which, combined, are expected to cover 24,000 nautical miles in just over two months time. It is hoped that the NOAA study, which will cost the Government more than $330,000, will be a positive step in solving the porpoise mortality ques­ tion. t. ) •; t { I I , ^ nil AlcoHolism I if dii f It C3n treat February, 1977 Page 15 i �The All-Alaska Gas Pipeline Makes Sense How many winter disasters will this nation have to live through be­ fore the government comes up with a policy that will insure a steady fuel supply. During this past January and February, factories in the northeast and midwest were forced to close be­ cause of lack of natural gas. Thou­ sands of workers were laid off. Home­ owners had to lower their thermostats and school children attended classes in their coats and gloves. Back in the winter of 1973-74 dur­ ing the Arab oil boycott, there was similar deprivation and shortages. But in three years, federal energy ad­ ministrators have learned nothing. Recently, Federal Power Commis­ sion Judge Nahum Litt ruled that an all-American route to deliver Alas­ kan natural gas to markets through­ out the United States, proposed by El Paso Alaska Co., was second-best to a gas pipeline across Canada into the U.S. Fortunately, this ruling is not the last word. The Federal Power Com­ mission must review the decision and make a recommendation to President relying on other nations for our Carter by May 1, 1977. The Presi­ energy supply can do. Furthermore, dent's choice of a route to move Alas­ during the 1973 Arab-Israeli War, kan gas to the lower 48 states must Liberia, a so-called friendly nation, then be approved by Congress. ordered American owned runaway The SlU intends to fight Judge ships under its flag to stay out of the Litt's decision all the way, because no mideast arena. Why take the risk with matter how you look at it, it is bad Canada when an all-American route for the nation's security, bad for the is available? economy and bad for the American Unsettled Canadian native claims workers and consumers. and unsettled political arrangements The Canadian pipeline route fa­ with Canada over the pipeline further vored by Judge Litt would bring complicate the situation. Another Alaskan Prudhoe Bay gas across the problem is crossing the Alaskan Alaskan Wildlife Range through the Wildlife Range which would threaten MacKenzie River Valley in the Ca­ an ecologically delicate wilderness nadian Northwest Territory and then area. Billions of dollars spent in con­ down through the Province of Al­ struction, and paid for by the Amer­ berta. From the point of view of ican gas consumer, would go to national security, this leaves a vital Canada, Japan and Western Europe source of fuel supply in the hands of —not to mention $7 billion in Ca­ a foreign country, which is a mistake. nadian taxes. Unfortunately, Judge Although Canada and the United Litt did not consider these issues. States have had friendly relations in In contrast, the all-Alaska route the past, the stability of that nation is proposed by El Paso would be fully threatened by the secessionist move­ under U.S. control and would gen­ ment in Quebec. erate 750,000 man years of badly The Arab oil boycott showed what needed jobs for Americans. The gas pipeline would parallel the Alaskan oil line from Prudhoe Bay to Valdez, an area where all the native claim issues and ecology issues have long since been settled. From Valdez, the gas would be carried in liquefied gas (LNG) ships to the lower 48 states. The El Paso proposal would re­ quire approximately 11 Americanflag LNG vessels. Building them would generate 68,673 man years of shipyard employment. Crewing them will require a total of 578 U.S. sea­ men each year. There will be a de­ mand for American tugs and barges, not to mention construction workers, welders, painters, electricians, engi­ neers and other skilled tradesmen during construction stages of the pipeline and LNG liquefication plant. This employment would be created without Federal aid or assistance. As an added benefit, the all-Alaska route would help the U.S. balance of pay­ ments and contribute $10 billion in taxes over the life of the project. Because of the many benefits, the SIU supports El Paso's proposed allAlaska route. This route was also en­ dorsed at the 1975 Biennial Con­ vention of the AFL-CIO Maritime Trades Department, which represents 43 AFL-CIO unions and eight mil­ lion workers. WMWS&mm to iSft.: f '.3k. ^ - CaiARUtS W WORCAN ';* 4' HISTORIC PRESERVATION • Deep Appreciation -V. I would like very much to express my whole hearted and deep felt apprecia^tion to our Welfare Plan and the Board of Trustees for their help to me while my wife, Anne, was confined in the Medi Center of America with terminal cancer. She passed away on Nov. 18, 1976. Fraternally, James L. Danzey Mobile, Ala. BLIND TO THE LEAKS February, 1977 Official Publication of the Seafarers International Union of North America. Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO Vol. 39, No. 2 Executive Board Paul Hall President Frank Drozak Joe DiGiorgio Executive Vice President Secretary-T reasurer Earl Shepard Lindsey Williams Paul Drozak Vice President Vice President Vice President Cal Tanner Vice President SEAFAWCTS^rx>0 Marietta Homayonpour 389 Editor-in-Chief James Gannon Managittg Editor Ray Bourdius Ruth Shereff Marcia Reiss Assistant Editor Assistant Editor Assistant Editor Frank Cianciotti Dennis Lundy Chief Photographer Associate Photographer Marie Kosciusko George J. Vana Administrative Assistant Production/Art Director Published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage paid at Brooklyn, N.Y. AWord of Thanks From 'Sokf Jatk ,,4 -' ' -J-.-.. A i V• I wish to thank all the wonderful patient people that work in the SIU Welfare and Pension Plan. If they can serve an old cranky seagoat like me, then there is hope for all hands. I am on pension almost a year now and already miss all my old friends at sea and on the beach around the world. I sailed 43 years, 10 in the blackgang, 10 on deck, and 23 in the steward department. I sailed as carpenter, deck maintenance, ordinary seaman and acting able seaman on deck. Wiper, store­ keeper, electrician, oiler, fireman, watertender, and engine maintenance down below. All ratings in the steward department: printer, porter, waiter, bellhop, storekeeper, cabin steward, room steward, deck steward, nite steward, lounge steward, captain's waiter, head waiter, dishwasher, chief cook, 2nd cook, 3rd cook, 4th cook, 5th cook, nite cook and baker, 2nd baker, 3rd baker, chief steward on many cargo and tankships, 2nd steward on Army transports, so you can see I've been through the mill a couple times. Thank God for the SIU and smooth sailing ahead to all the Brothers in the Union. •••.,-•• Frateimiilly, Jack 'Saki Jack' Dolan NewMilford,N.Y. Page 16 Seafarers Log mm �B Special Supplement SEAFARERS OFFICIAL PUBLICATION OF THE SEAFARERS INTERNATIONAL UNION • ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT • AFL-CIO LOG I' 43 MTD Affiliates 1. American Guild of Variety Artists 2. The Journeymen Barbers, Hairdressers and Cosmetologists' International Union of America 3. International Brotherhood of Boilermakers, Iron Ship Builders, Blacksmiths, Forgers and Helpers 4. Boot and Shoe Workers' Union 5. International Union of Bricklayers and Allied Craftsmen 6. United Brotherhood of Carpenters and Join­ ers of America 7. United Cenient, Lime and Gypsum Workers International Union 8. Communications Workers of America 9. Distillery, Rectifying, Wine and Allied Work­ ers' International Union of America 10. International Union of Dolls, Toys, Play­ things, Novelties and Allied Products of the United Slates and Canada, AFL-CIO 11. International Brotherhood of Electrical Workers 12. International Union of Elevator Constructors 13. International Union of Operating Engineers 14. International Association of Fire Fighters 15. International Brotherhood of Firemen and Oilers 16. Glass Bottle Blowers' Association of the United States and Canada 17. American Federation of Grain Millers 18. Graphic Arts International Union 19. Hotel and Restaurant Employees' and Bar­ tenders' International Union 20. Interiiatioiial Association of Bridge, Struc­ tural and Ornamental Iron Workers 21. Laborers' International Union of North America 22. AFL-CIO Laundry and Dry Cleaning Inter­ national Union At their annual mid-winter meeting, the Executive Board of the Maritime Trades Department of the AFL-CIO declared that the framework for a strong, balanced and competitive U.S. merchant marine already 23. International Leather Goods, Plastics and Novelty Workers Union existed and pledged themselves to making sure that the goal was achieved. 24. International Association of Machinists and A powerful Merchant Marine "was proclaimed a national policy of the United States in the Merchant Aerospace Workers Marine Act of 1936," the leaders of the 43 affiliated unions explained in their final statement. "This policy was reaffirmed in the Merchant Marine Act of 1970. It further set forth the goal of modernizing and 25. Industrial Union of Marine and Shipbuilding Workers of America revitalizing the U.S. Merchant Marine." But the Executive Board members warned, "Much of what was set forth in both Acts has not yet been 26. National Marine Engineers' Beneficial Asso­ attained." While meeting in Bal Harbour, Fla. on Feb. 17 and 18, MTD executives listed the tasks still to ciation be accomplished and the legislation needed to guarantee a year of progress in fulfilling the intent of the Acts. 27. Amalgamated Meat Cutters and Butcher Workmen of North America "Develop a national cargo policy by requiring that 30 percent of U.S. oil imports be carried on U.S. ships and through bilateral agreements requiring that U.S. ships carry a substantial share of U.S. dry hulk 28. Office and Professional Employees Interna­ tional Union cargo." 29. Oil, Chemical and Atomic Workers Interna­ "Urge the President to direct all agencies to use American vessels to the fullest practical extent in their tional Union administration of Federal Programs." 30. International Brotherhood of Painters and "Create an Office of Maritime Affairs Coordinator in the Executive Office of the President." Allied Trades "Apply the Jones Act to the Virgin Islands which are currently exempt from the Act's requirement that 31. United Paperworkers International Union shipping between domestic ports he on U.S. flag-ships." "Continue to fight any efforts by the oil companies to waive the Jones Act for the carriage of Alaskan 32. Operative Plasterers' and Cement Masons' oil to the lower 48 states or to grant Congressional permission to swap this oil with Japan or any other International Association of the United States foreign country." and Canada "Support the construction of an all-Alaska LNG tanker route to transport natural gas from Alaska to 33. United Association of Journeymen and Ap­ the lower 48 states." prentices of the Plumbing and Pipe Fitting "Develop a strong balanced U.S. Merchant Marine through continued operating and construction Industry of the United States and Canada differential subsidy programs." 34. International Brotherhood of Pottery and Al­ "End dependence on the 'effective control' theory which allows major U.S. oil companies and other lied Workers multinational operations to dodge U.S. taxes and union workers by registering their ships in foreign 35. Brotherhood of Railway, Airline and Steam­ countries. The idea that these foreign-flag vessels, manned by foreign crews, in some way owe their loyalty ship Clerks, Freight Handlers, Express and to the U.S. is a myth." Station Employees "Repeal tax laws which allow U.S. operators of foreign-flag vessels to receive benefits from their 36. Retail Clerks International Association foreign operations that are not available to U.S. flag operators." 37. Retail, Wholesale and Department Store "Continue the effective program of the National Maritime Council." Union "End government competition with the private shipping industry." "Amend the Merchant Marine Act of 1970 to include support for the growth of a U.S.-flag hulk cargo 38. United Rubber, Cork, Linoleum and Plastic Workers of America fleet." "Require that ocean mining vessels operating under a U.S. license he American vessels and that 39. Seafarers International Union of North Amer­ recovered minerals he transported on American vessels to the U.S. for processing." ica "Oppose the predatory rate practices of the state-owned fleets, in particular the merchant fleet of the 40. Sheet Metal Workers International Associa­ Soviet Union." tion "Require that all existing equipment operating on the Outer Continental Shelf he American manned 41. American Federation of State, County and and operated in accordance with American safety standards. At a later date, all newly-huilt equipment for Municipal Employees use on the OCS must also he registered U.S." 42. United Telegraph Workers "Provide that U.S.-bound tankers receiving oil from supertankers on the OCS he American vessels. 43. United Textile Workers of America "Make the major oil companies divest themselves of their shipping operations if engaged in the produ.cing, refining, or marketing branches of the industry." -VITD Proposes Program of -Vlercliaiit Marine .. ••• V.l ll ri {, {• il 1 ) J f �4 Important Maritime Related Proposals Passed A year of progress for the American merchant marine—the goal set by the Maritime Trades Department at its winter meeting—means advancement for affiliate unions in the MTD. Along with the maritime program outlined to achieve that goal, the MTD Executive Board released four important maritime-relaied proposals. Offshore oil rig divers as well as sea­ men will benefit from the proposal for stricter health and safety regulations at sea. Jobs in related industries, such as tuna fishing, are at stake in the second proposal to amend the Marine Mam­ mals Protection Act. And widespread economic and environmental concerns are behind the MTD's opposition to tolls on the St. Lawrence Seaway and its support for the Coastal Zone Man­ agement Act. Coast Guard "The Coast Guard appears to have outlived its usefulness," the Board maintained, because it has failed to carry out its authority to provide for the safety of life at sea. The Coast Guard has done "virtually nothing" to enforce the three-watch statute, for example, an essential safety regulation designed to prevent accidents caused by excessive hours on watch. Three watches on voyages over 600 miles are required so that watchstanders are alert and rested sufficiently to cope with the hazards of navigation. But sea- ing operations and international laws should be adopted for all tuna fleets. men have been forced to work overtime at rates from 100 to 120 percent. Protection for offshore oil rig divers and workers has also been left to "the whim of the industry" by the Coast Guard's negligence, the Board com­ plained. The MTD proposes that Congres­ sional hearings be held to expose the Coast Guard's irresponsibility and cor­ rect it. Specific regulations are needed to enforce the three-watch system and to protect offshore rig personnel. Tolls on St. Lawrence Flag of convenience ships would also stand to benefit at the expense of Amer­ ican and Canadian ships by the plan, strongly opposed by the MTD, to in­ crease tolls on the St. Lawrence Seaway. Increased tolls would cripple Ameri­ can and Canadian shipping in and out of the Great Lakes via the Seaway. Their cargo would be diverted to more expensive rail transportation and ulti­ mately to overseas third-flag ships—"all at the expense of American and Cana­ dian maritime workers, taxpayers and consumers. "The Coast Guard appears to have out­ lived its usefulness/' Inspection and crew certification laws should also be extended to all commer­ cial vessels, the Board pointed out, and Coast Guard manning standards must take into account both physical and psychological conditions for the crew. The second MTD proposal was made to correct a problem faced by U.S. tuna fishermen who are losing millions of dollars to foreign competition because of a restriction in the Marine Mammals Protection Act of 1972. The Act for­ bids killing porpoise, which the fisher­ men use to locate the tuna swimming below, and catch together in their nets. The Act gives an unfair advantage to foreign boats, which fish unrestricted, and tempts U.S. tuna boats to transfer to foreign flags. The MTD clearly pre­ dicts the likely result: "Thousands of Je.s.se Galhoon, president of the Na­ tional Marine Engineers Beneficial Association and MTD Executive Board member, presents the MTD's maritime legislative goals for the com­ ing year. Calhoon also serves as chairman of the MTD's Special Com­ mittee for Maritime Legislation. jobs for U.S. fishermen would be lost, and when the boats head south, so too will U.S. canneries, at a further loss of 16,000 jobs in canneries and many others in allied industries." The MTD proposes immediate and long range government action to protect the U.S. tuna industry. The Act must be amended to allow reasonable fish- Coastal Zone Management The fourth MTD proposal for the Coastal Zone Management Act will have a significant impact on the mari­ time related industry of offshore oil drilling. The Act provides $1.2 billion in a 10 year program of assistance to coastal states for development of on­ shore support services for the offshore oil and gas production. The MTD vigorously supports imple­ mentation of the Act which will bolster domestic energy-supplies, jobs and the economy. It also encourages a strong voice for the states involved to insure safe standards for the coastal environ­ ment. MTD Proposes Trade Policy That Will Protect U.S. Workers "A U.S. trade policy which will pro­ tect the jobs of thousands of American workers instead of exporting our em­ ployment abroad" heads the list of priorities set by the Executive Board of the AFL-CIO Maritime Trades Depart­ ment at its annual mid-winter meeting in Bal Harbour, Fla. In a report that spells out the loss to American labor under the present trade policy, the Board urged the Carter Ad­ ministration to correct the unfair ad­ vantages now permitted for foreign goods and services. The changes include legislative reform at home and a "dras­ tic revamping" of policy in multilateral trade negotiations in Geneva. Repealing those laws which encour­ Dave McClung, who chaired the Drafting Subcommittee which drew up the maritime plank for the 1976 Dem­ ocratic Platform, addresses the MTD meeting. McClung is former Hawaii Senator. Page 18 age industries to leave the U.S. is the way to begin, the Board explained. Un­ derdeveloped, low-wage nations are now allowed to export to the U.S. at zero tariff levels. Under Sections 806 and 807 of the Tariff Code, Americanowned firms can locate in these coun"thousands of U.S. workers are being deprived of their livelihoods" tries where they exploit the cheap labor and export their products duty-free back to the U.S. Moreover, these firms can take ad­ vantage of U.S. laws which permit tax deferrals on income earned abroad. Anthony Scotto, president of Local 1814 of the ILA and president of the MTD Port Maritime Council of New York, speaks at MTD executive board meeting. The result is that "thousands of U.S. workers are being deprived of their livelihoods." Those in the shoe and television industries have suffered the greatest job losses. Higher tariffs on foreign imports are also the Board's answer to hard-hit U.S. industries at home. The MTD called on the new Administration to include stiffer tariffs and other protective measures for those industries in its proposals at the multilateral trade negotiations. "The Ford Administration's plan to cut tar­ iffs across the board at these talks is a serious mistake which will have adverse consequences on millions of American workers." President Ford's plan was to offset American job losses by adjustment as­ sistance for laid-off workers. But this Sam Kovenetsky, president of Local 1 S of the Retail, Wholesale and De­ partment Store Union and secretarytreasurer of the MTD Port Maritime Council for New York. help not only ignores the real problem of saving jobs, the Board pointed out, but also does not affect workers in service industries—roughly two out of every three Americans in the work­ force—who do not produce goods and "a U.S. trade policy which will protect the jobs of thousands of American workers instead of exporting our em­ ployment abroad" therefore are not eligible under the Trade Act for adjustment assistance. American service workers, especially those in the maritime trades, are threat­ ened by foreign service competition and need a "stronger voice" in U.S. trade policy, the Board maintained. MTD Executive Board Member Ben Feldman, president of the Interna­ tional Leather Goods, Plastics and Novelty Workers Union headquartered in New York. Seafarers Log �Murphy Says Lack of Cargo Is Biggest Problem of U.S. fleet The fundamental problem of the U.S. maritime industry is lack of cargo, Congressman John Murphy (D-NY) told the Executive Board of the Mari­ time Trades Department. As the new chairman of the House Merchant Ma­ rine "and Fisheries Committee, Murphy pledged to remedy the situation. "The first thing I intend to do is hold hearings on legislation that would initially require 20 percent of oil im­ ported into the United States to be car­ ried in U.S.-flag tankers; increasing to 30 percent after two years," the veteran Congressman said. "This is essentially the so-called Energy Transportation Se­ curity Act that was pocket-vetoed by former President Ford." He blamed the concept of "effective control" for the failure of the United States to maintain a fleet of U.S. flag tankers and dry bulk vessels after World War II. Under this doctrine American owners of "flag of convenience" vessels pledge their ships to U.S. service in times of emergency. Murphy called for hearings to determine whether this con­ cept is "pure sham". Another measure to boost the U.S.flag ship trade in bulk commodities that Murpihy favors includes operating-dif­ ferential subsidies. He added that "if cargo reservation measures are required for dry bulk commodities—so be it," / . ' ; t but called for a brief investigation into these issues before legislation is pro­ posed. During his speech he also discussed American control and manning of deep "The first thing I intend to do is hold hearings on legislation that would ini­ tially require 20 percent of oil imported into the United States to be carried in U.S.-flag tankers...." Rep. John Murphy . seabed mining and Outer Continental Shelf drilling operations. He appealed to the gathered maritime trade union" leaders for help in getting his legislation through Congress. Governor of Puerto Rico Talks About Labor and Statehood The new governor of the Common­ wealth of Puerto Rico, the Honorable Carlos Romero Barcelo, outlined his position on labor issues and on state­ hood at the mid-winter MTD Executive Board meeting. Governor Romero Barcelo won the election in Puerto Rico last Nov. 2 on a statehood platform. "A major commitment of my admin- . istration is to bring more labor into "A major commitment of my adminis­ tration is to bring more labor into gov­ ernment." government," he said. "The government of Puerto Rico welcomes all responsible labor unions and their help in writing constructive labor laws, including mini­ mum wage laws. We must raise wage levels in Puerto Rico, where the cost of living is higher than in the U.S. "Lower wages and tax incentives have been regarded in the past as the basis of economic progress in the island," he continued. "This is a concept "I believe in statehood because the only alternative is independence and be­ cause I like what the United States stands for," Governor Romero Barcelo explained. "But those who want state­ hood and its benefits must recognize that they must assume the obligations of statehood, too." Sec. of Labor Marshall Stresses Need for Full Employment . % ik K ^ T* Carlos Romero Barcelo that will not bring up our standard of living. We must aim for a gradual but steady build-up in our standard of liv"We must raise wage levels in Puerto Rico..." ing. I am a statehood advocate, but our economic problems must come first be­ fore action on statehood. Congressman Zefereiti Bids MTD Press for Cargo Preference Brooklyn Congressman LeoZeferetti urged the Maritime Trades Department to continue its efforts to educate the executive and legislative branches of Government as to the value of the mari­ time industry. He told the Executive Board that if Government took the nec- "Unemployment is our big problem," U.S. Secretary of Labor F. Ray Mar­ shall told the gathered trade union leaders and guests. Marshall, a recently appointed mem­ ber of the Carter cabinet, was previ­ ously Director of the Center for the Study of Human Resources and a pro­ fessor at the University of Texas. "As I see it," he continued, "we must strive to reach full employment in this country as soon as possible. We must see to it that no one who wants a job has to go without it for very long." Addressing a major issue of concern to the maritime industry Marshall said, "We need a maritime policy that recog­ nizes the importance of the American Merchant Marine and protects mari­ time jobs for American labor." At the MTD meeting, the labor "We need a maritime policy that recog­ nizes the importance of the American Merchant Marine and protects maritime jobs for American labor." leaders had expressed concern over the issue of unfair foreign competition, F. Ray Marshall in both the maritime industry and manu­ facturing industries ashore. Resolutions on tariffs and foreign trade were passed. Speaking on that same topic, the Secre­ tary of Labor stated, "We must help other nations but not at the expense of American workers or at the expeiise of low income workers." He expressed admiration for the labor union movement and noted, "We must improve the efficiency and effec­ tiveness of collective bargaining." "The large amount of exports given to foreign-flag ships is one evidence of neglect by Government of the American merchant marine." essary steps, such as oil cargo prefer­ ence, to revitalize the merchant marine it would strengthen the nation's security and put Americans back to work. "The past few years have seen a seri­ ous erosion in the American maritime February, 1977 f '.A\ Leo Zeferetti industry, partly caused by the executive branch of Government," Zeferetti said. "The large amount of exports given to foreign-flag ships is one evidence of neglect by Government of the American merchant marine." Zeferetti, a secondterm Congressman, is a staunch sup­ porter of the maritime industry and trades. According to Zeferetti the situation may change. "It looks like our new executive branch of Government will breathe new health and vitality into our merchant marine. We can now look to cargo preference and other things that will turn our maritime industry around and head it on a progressive course." ) • • i' • y' • . % • •*=«' v v/ ". w-., J . t - i 'j. v... • .-r • 1 V ..r"" MTD President Paul Hall greets new Secretary of Labor Ray Marshall during MTD Executive Board meeting this month. Page 19 k V" , ¥ �{ -f 1j : "*i Ed Turner is president of the Marine COoks and Stew ards Union, an affiliate of the SlUNA. Frank Drozak is a vice president of SlUNA. On MID Executive Board is Joseph Hellman, secretary-treasurer Graphic Arts Interntl. Union. Robert E. P. Cooney is MID Executive Board member and vice president of the Interntl. Assn. of Bridge. Structural, Or­ namental Iron Workers. President John J. McNamara of In­ terntl. Brotherhood of Firemen, Oilers is on MTD Executive Board. • MID Executive Board's Edward J. Carlough is president of Sheet Metal Workers Interntl. Assn. ' Henry Disley (I.) is president of the Marine Firemen's Union, a SlUNA affiliate, and Morris Weisberger is Western Area MTD Executive Board member. • Many Union Officials AttendL Mid-Winter Meeting- of Maritime Trades .'ik MTD Executive Board's Dominic L. Carne' vale is admn. asst. to the president of Russell R. Crowell, MTD Executive Board the United Assn. Journeymen, Apprenmember and president Laundry, Dry Clean- tices Plumbing, Pipe Fitting Industry, U.S., ing Interntl. Union. Canada. MTD Executive Board member Fred J. Kroii is president of the Brotherhood of Railway, Brotherhi Airline, Handlers, Airline, Steamship Clerks, Freight Fr Express, Station Employes. Agthony C. Sabatine, who is on the MTD Executive Board, is secretary-treasurer of MTD Executive Board member, Frank Palthe Oil, Chemical and Atomic Workers umbo is secretary-treasurer of the Interntl. Interntl.. Union. Assn. of Fire Fighters. ... r;'7.lil :i IT • _ . . • .. Board In Bal Harbonr, Fla., Febmary 17-IS ' f I. 'i • ••' i' t '' - . c i I I Julius Isaacson (I.) MTD Executive Board member and president Interntl. Union of Dolls, Toys, Playthings, Novelties, Allied Products, U.S., Canada, and, on right, Secretary-Treasurer of the same union, John Serpico. Page 20 Floyd E. Smith, on the MTD Executive Board, is president of the Interntl. Assn. of Machinists and Aerospace Workers. _ MTD Executive Board's Richard A Plumb is president of Journeymen Barbers Hairdressers, _ Cosmetologists' Interntl. Union. John Gibson, who is on MTD Executive Board, is secretary-treasurer of the Hotel, Restaurant Employes', Bartenders' Interntl. Union. On MTD Executive Board is Thomas F. Miechur, president United Cement, Lime and Gypsum Workers Interntl. Union. Roman Gralewicz (I.) is Eastern Area Executive Board member 4 of the MTD and Roger Desjardins is secretary-treasurer of Quebec's St. Lawrence, Tributaries Port Council. f Page2y^ �* W.y. Industrial Commissioner Ross Discusses Unemployment "Unemployment is the number one growth industry in New York," Philip Ross, Industrial Commissioner of the New York State Department of Labor, announced at the MTD session. Ross has been head of the New York State "What this country needs is jobs.. PhUip Ross Department of Labor since Mar. 30, 1976. He explained that in New York State, "We are now re-defining our definition of unemployment. At present, for in­ stance, part time workers are defined under the law as employed, although they may only work one day a month. The national unemployment rate is an artificial figure that needs a much more accurate definition to reveal the true picture of employment." Discussing a possible solution Ross declared, "We do not need tax incen­ tives ... we do not need miniscule tax cuts." What is needed to put the econ­ omy back on the right track is jobs for all Americans who are able to work, he stated. "What this country needs is jobs . . . jobs in the best tradition of Ameri­ can labor unions and the country.!' MTD issues Two impoitant Booklets Maritime Incentives: Job Stimulus for the US Economy Energy Issues Coastal Zone Management "is a Program of Wise Use"—Knecht Robert Knecht, administrator of the Oflfice of Coastal Zone Management pointed out some of the effects of the U.S. Coastal Zone Management Act of 1972 on issues of concern to maritime labor. During his speech, he reassured the union leaders that Coastal Zone Management "is a program of wise use . ,. not primarily of environmental pro-' tection." That means, he explained, the gov­ ernment is not out to help local com­ munities block programs that are in the "The prosperity of the U.S. fishing in­ dustry depends on preserving the food supply of bays, marshes, rivers —" broad public interest. Often communi­ ties fight refineries or superports be­ cause they fear damage to the local environment. On the other hand, he pointed out, "The prosperity of the U.S. fishing in­ dustry depends on preserving the food supply of bays, marshes, rivers, etc. in the coastal zone. Fish use these areas for spawning and many species and young fish depend on eoastal wetlands Robert Knecht for their food supply. In the past few decades the U.S. has lost 50 million acres of coastal wetlands, vital to fish­ eries, wildlife and recreation to urban and industrial development." Knecht explained that the purpose of the Coastal Zone Management Act was to provide for wise, balanced manage­ ment of the nations coastal lands and to encourage states to set up management programs. Sweeney Warns of Danger Caused by Exposure to Asbestos Robert Sweeney, General Counsel to the Cleveland Building Trades Council, warned MTD representatives of the continuing and growing danger to American workers caused by unchecked exposure to asbestos. Sweeney, a former Ohio Congressman, declared, "It is the responsibility of the American labor movement to eradicate this problem." Much of the blame rests with the Federal government, he explained. Ac"We have a time bomb ticking away in America the likes of which we have never seen because of asbestosis." cording to Sweeney, asbestosis and other pulmonary (lung) illnesses affliet thousands of workers because the fed­ eral government has failed to enact and enforce meaningful safety measures. "We need a tough surveillance sys­ tem to monitor out of the work place a \A dangerous substances which threaten workers in many industries. More fringe benefits and work benefits don't matter much if workers are ex- Jge22 Tf?^ Robert Sweeney posed to dangerous pulmonary dis­ eases," he stated. He charged that many industries had known for 30 years about the dangerous and often lethal effects of asbestos and other substances, but that little has been done about it. "We have a time bomb ticking away in America the likes of which we have never seen because of asbestosis," Sweeney predicted. Executive Board Meeting Executive Board Meeting AFL-CIO Maritime Trades Department AFL-CIO Maritime Trades Department Bal Hait-oiif, Flojida February 17-18,1977 Bal Harbour, Ftoricte Job stimulus programs, a new na­ tional energy policy and how and where to implement them are tops on the Con­ gressional list of things to do for the coming year. The AFL-CIO Maritime Trades De­ partment has its own views on where the emphasis should be placed on these vital issues, and the Department made these views known in two booklets made public during the MTD Executive Board meeting earlier this month. The two booklets, entitled Maritime Incentives: Job Stimulus for the. U.S. Economy, and Energy Issues, deal mainly with how a strong, revitalized U.S. maritime industry can significantly contribute to both the U.S. job picture and in the formation of a new energy policy for the nation. The jobs stimulus booklet calls for the enactment of four important mari­ time programs that would create thou­ sands of jobs on ships, in shipyards and in supportive industries, including: • Legislation to require that 30 per­ cent of all oil imports be carried on U.S.-flag tankers, which would provide 134,000 shipyard man-years of employ­ ment, 400,000 man-years in allied in­ dustries and 5,000 jobs aboard ships for the next 20-25 years. • All-Alaska route for the natural gas pipeline, providing 68,673 man-years of work to build 11 LNG vessels and 578 U.S. seamen to man them, as well as thousands more jobs for workers in the actual construction of the pipeline. • Bring the Virgin Islands under the provisions of the Jones Act,-which would create the need for 25 new U.S.flag ships and 2,442 man-years of ship­ yard employment and jobs for 864 sea­ man for 25 years. • Bilateral shipping arrangements with major trading partners, which also February 17-18,1977 carries the promise of thousands more jobs for U.S. workers. In the booklet dealing with energy issues, the MTD called for the full de­ velopment of new forms of energy such as solar power; importation of more crude petroleum, rather than petroleum products, to stimulate U.S. refinery con­ struction, and an increase of the nation's oil reserve to a six month supply, and that this supply should be carried en­ tirely on U.S. ships to ensure the avail­ ability of U.S. ships in an emergency. The MTD also called for the full de­ velopment of oil, gas and coal on public lands in a balanced program under leg­ islation like the strip mine bill. Lester Null, president of the SIUNAaffillated International BrotheYhood of Pottery and Allied Workers. Seafarers Log �Congress: Act on Health, Safety, Minimum Wage, Food Stamps Immediate action to insure the health, safety and economic well-being of American workers was called for by the Executive Board of the AFL-CIO Maritime Trades Department at their mid-winter meeting this month. The board urged Congress to guaran­ tee workers safe standards on the job, an increased minimum wage and con­ tinuation of the food stamp program. A change in the Clean Air Act was also "... a family of four whose breadwinner now works full time and year-round at the minimum wage earns some $700 a year less than the federal government's poverty line." demanded "to prevent large segments of U.S. industry from being shut down by this law." Safety Standards The Occupational Safety and Health Act mandates safe work standards. But the board, citing serious safety prob­ lems in the maritime trades, complained that industry often refuses to comply and no Government agency adequately enforces those standards. The Coast Guard, which has jurisdiction over on­ board worker safety, "tends to enforce only vessel safety regulations while ig­ noring worker safety and health." The Coast Guard neglects not only seamen, but divers—members of the United Brotherhood of Carpenters and Joiners—who work as welders and maintenance men on the submerged portion of off-shore drilling rigs. The divers work unprotected because the Coast Guard and industry have blocked the efforts of the MTD and the car­ penters to enforce safety regulations for these men. "The case of the divers illustrates the need for clearcut, responsible health and safety jurisdiction which places the worker's life before industry profit," the board maintained. Other MTD affiliates have worked long and hard to assure their members and the public maximum protection against toxic substances and other health hazards on the job. The MTD urged strict Government enforcement of OSHA for every American worker. Minimum Wage An increased minimum wage—to at least $3.00 an hour this year—is an­ other top priority set by the MTD. Leon B. Schachter, international vice president of the Amalgamated Meat Cutters and Butcher Workmen of North America, pointed out that inffation soon eats away the benefits of periodic mini­ mum wage increases. Under the last in­ crease passed in 1973, "a family of four whose breadwinner now works full time the year-round at the minimum wage ". . . the need for clearcut, responsible health and safety jurisdiction which places the worker's life before industry profit." earns some $700 a year less than the Federal Government's poverty line." The MTD strongly supports legisla­ tion to change the minimum wage once a year according to a percentage of the U.S. average manufacturing wage. Food Stamp Program Vice President Schachter also voiced the MTD's call for continuation of the Food Stamp Program which will expire on Sept. 30, 1977. The Meat Cutters and Butcher Workmen Union won an important victory last year when they stopped an attempt to cripple the pro- gram. The MTD agreed to renew the fight to keep the program, simplify its cumbersome process and enlarge the number of eligible families. Clean Air Act The Food Stamp Program is crucial this year because of increasing unem­ ployment. But the MTD wants to pre­ vent the loss of even more jobs which could follow enforcement of the Clean Air Act on Mar. 31, 1977. The act will deny construction permits to those in­ dustries which have not achieved clean air standards—a majority in the coun­ try. "This will have a devastating effect on employment in all types of industries and could create a halt in new construc­ tion that would last for months or years," the International Association of Bridge, Structural and Ornamental Iron Workers and the International Broth­ erhood of Boilermakers, Iron Ship Builders, Blacksmiths, Forgers and Helpers warned. The MTD believes that the act should be postponed "until in­ dustry has enough time to meet the requirements of the law." 4 Union Officials: Bomarito, Schacter, Livingston, Groton Give Views on MTD Aid, Food Stamps, OSHA, Solar Energy i- ••"V "'1 T> XC'Cri'p.l.' -r-r- - - . ' i . n-ii 1' r/i • Peter Bomarito Leon Schacter Leon Schacter, vice-president of the Amalgamated Meat Cutters and Butcher Workers of North America an­ nounced the Maritime Trades Depart­ ment's endorsement of legislation re­ newing the food stamp program for hard pressed Americans. He affirmed that the MTD-endorsed legislation "should pro­ vide improvements in the program to simplify its processes and permit it to benefit eligible unemployed workers and other needy Americans." Schacter also presented the MTD's position on what the minimum wage in this country should be. He called for an increase of the minimum wage to $3 an hour and said that this wage should change annually in line with the aver­ age manufacturing wage. Labor has been working in Congress to get the $3 minimum wage for over a year. February, 1977 Peter Bomarito, president of the 70,000-member United Rubber Work­ ers of America Union, extended his own and his membership's thanks to the Maritime Trades Department for its "tremendous assistance" during the 140-day rubber workers strike last year. Bomarito said that his union owed a great deal to the American labor move­ ment as a whole, hut he singled out the work of the MTD and its network of Maritime Port Councils for special credit. He stated that "labor's assistance helped us win excellent benefits." The rubber workers struck 47 plants during their nearly five-month strike beginning Apr. 1, 1976. During the strike, the AFL-CIO carried out a na­ tionwide boycott against products of the Big Four tiremakers, Firestone, Good­ year, Goodrich and Uniroyal. The boy­ cott included a campaign of "Don't Buy Firestone" handbills as well as picketing at high volume retail outlets and inde­ pendent stores. Richard E. Livingston Page Groton Richard E. Livingston, secretary of the United Brotherhood of Carpenters and Joiners of America, affirmed that "it is incumbent on government to en­ force strict standards assuring workers the safest possible work environment," as he presented the MTD's position con­ cerning the Occupational, Safety and Health Act. Livingston pointed out that govern­ ment had not done enough to force im­ plementation of various OSHA regula­ tions, and he used as an example the suspension of certain emergency diving regulations at the prompting of the Coast Guard. Livingston said that every American has the right to a safe workplace, and he demanded that government "estab­ lish strict safety and health standards for every American industry to protect the worker and provide for a healthy working environment." One way to significantly conserve America's depleting domestic natural gas supplies is the development of a new, renewable solar energy source known as Ocean Thermal Energy Con­ version (OTEC), according to Page Groton, assistant to the president of the International Brotherhood of Boiler­ makers, Iron Shipbuilders, Blacksmiths, Forgers and Helpers. Groton told the MTD executive board meeting that in addition to con­ serving natural gas, development of the OTEC program would "create by 1986 a total of 100,000 jobs in shipyards, 1,330 aboard ships, 10,000 in alumi­ num production and 100,000 in equip­ ment and concrete production." He added that the program would also reduce costs for every consumer of natural gas, as well as cutting costs of ammonia fertilizer, which has a bearing on food prices. Page 23 -W'. Ufs �.. . . .-.--v--.' HSEAFAREXtS • amj - LOG Official pnbUcatlMi af the SBAFARBliS UfTBBNATIONAL UNION• Atlaatic, Oolf, Lakes aa« lalaaB Waters District* AFL-CiO IPiliil Support J. P. Stevens Boycott An all-out nationwide campaign by labor to boycott products of the J. P. Stevens Company is underway, and Delmont Mileski, director of the boy­ cott for the A malgamated Clothing and Textile Workers Union of America, ad­ dressed the MTD meeting to ask for the special help of the MTD's eight million members to fight the most notoriously anti-union company in the U S. today. Labor has been trying since 1963 to organize J. P. Stevens, a company that has been fined $1.3 million in 94 NLRB cases involving unfair labor practices in recent years. Mileski said that J.P. Stevens prod­ ucts hide under many brand names. Some of these include: Fine Arts, Utica, Tastemaker, Mohawk, Beautiblend, Beauticale, Peanuts, Yves St. Laurent and Angelo Donghia sheets, pillowcases and towels; Simtex table linen; Gulisten. Contender and Merryweather car­ pets; Forstmann blankets and draper­ ies, and Big Mamma, Finnesse, HipLets and Spirit hosiery. II 27 MTD Port Councils aiig : -'I ff • I< Delmont Mileski J. P. Stevens operates 85 mills and their workers are paid 31 percent below the U.S. factory worker average. The MTD passed a resolution sup­ porting the boycott. 100 Men Behind Him • •• With unemployment still the number one problem plaguing the American economy, MTD President Paul Hall ofTcrcd some looci for thought to the nation's legislators during the MTD meeting this month. He said simply: "For every man who rides a ship there are 100 men behind him to build ships, repair them and operate them from shoreside." In other words, the U.S. maritime industry—if given the support of Con­ gress in the way of new maritime pro­ grams aimed at revitalizing the industry —has a vast potential to provide thou­ sands of jobs to presently unemployed men and women. It would be good if the nation's law­ makers would remember those words when it comes time to vote on such vital maritime legislation as cargo pref­ erence for U.S. ships. 1. 2. 3. 4. n 5. ••• 6. ALABAMA Mobile Port Maritime Coimcil CALIFORNIA San Diego Port Maritime Council San Francisco Bay Area and Vicinity Port Maritime Council Port Maritime Council of Southern California FLORIDA Florida West Coast Maritime Trades Council HAWAII Honolulu Port Maritime Council ILLINOIS 4. - ' yyill 7 C* . - »• LOUISIANA 8, Port Maritime Council of Greater New Or­ leans and Vicinity MARYLAND 9. Baltimore Port Maritime CouncO MASSACHUSETTS 10., 11. 12. 13. Paul Hall 14. 15. 16. 17. New England Area MICHIGAN Detroit and W^yiie JMaritime Councfl MINNESOTA Port Maritime Council of Dulutb, Minnesota, Superior, Wisconsin, Harbors and Vicinity MISSOURI Greater St. Louis Area Port Council zBzffliiiiiiliii NEW YORK Buffalo Port Maritime Council Port Maritime Council of Grc and Vicinity OHIO Cleveland Port Maritime Council \ Toledo Port Maritime Council OREGON ^ IS. PENNSYLVANIA 19. Delaware Valley aiad Vicmity Pori Maritime Council TEXAS .. 20. W.st Gulf Ports CouncO VIRGINIA J 21. The Hampton Roads Port Maritime Council W'S'i-^'WASHINGTON ' Z ^ : 22. PUERTO RICO Si 23. PuertoRkc Puerto Rico Port Maritime Councff •• ". William Winpislnger, vice president of the International Association of Ma­ chinists and Aerospace Workers. He will assume presidency of the Union on July 1, 1977. Bernard Puchalski, president of the Iron Workers District Council of Chi­ cago and president of the Greater Chicago and Vicinity Port Maritime Council. Page 24 .V ^ v z f .' "H - CAMDA 24. 25. Hamilton Port Council . 26. St. Lawrence and Tributaries Port Council of the Province of Quebec y ^ DisliRt Branch Seafarers Log yiAilfflf V)StitaoiT.-*s:iSWian's^:^=— .—- — - �t?»f*TI!!B» tlis. ' •^rtTirrffr •« *<« « r * -c « « ifs'-et * An Oufline of the Seafarers Pension Plan The amount of money a retired Seafarer or Boat­ man receives in his monthly pension check depends on the type of pension benefit he is eligible for. Eligi­ bility is based upon how long he has worked, and several other factors. The Pension Flan is governed by specific rules and regulations. This article hopes to provide an overview of the eligibility requirements, the amount of benefits for each Pension and other facts of importance to the retiring Seafarer or Boatman. The Seafarers Pension Plan will prepare and dis­ tribute a detailed summary of the rules and regula­ tions concerning the Plan in the near future. The Seafarers Pension Plan which governs benefits paid to Seafarers and Boatmen is provided under the terms of the collective bargaining agreements and is paid for by contributions made under these contracts by the employers. An employee is entitled to pension benefits only if he meets the eligibility requirements of the Pension Plan. The employer contributions are not earmarked for any particular employee but are .put into a general pension fund. The Trustees are responsible for making sure that orily those employees who meet the eligibility requirements of the Plan receive the Pension Benefits. [This article does not deal with the Pension Plan in effect'for employees in the Great Lake Tug and Dredge Divisiori\. TYPES OF PENSION BENEFITS AVAILABLE UNDER THE SEAFARERS PENSION PLAN Regular Normal and Deferred Vested Pensions Most Seafarers and Boatmen are expected to re­ ceive one of these Pension Benefits. Upon reaching Normal Retirement age (65 years for Deep Sea workers or 62 years for Boatmen) an employee is entitled to the full Pension Benefit for the rest of his life if he has credit for 5,475 days of service, i his is the Regular Normal Pension Benefit. The Deferred Vested Pension Benefit applies to those employees who, at age 65 for Deep Sea or 62 for Boatmen have credit for at least 10 years of Service. [One year of Service credit is earned when an employee has received credit for at least 125 days of Service in any calendar year.] The Disability Pension An employee shall be eligible for a Disability Pen­ sion if he has credit for at least 4,380 days of service plus at least 90 days of service in the calendar year preceding his date of application and he is totally and permanently disabled. There is no minimum age re­ quirement for the Disability Pension. The Disability Pension Benefit is in the same amount as the Regular Normal Pension Benefit. Early Normal and Special Early Normal Pension There is also the Early Normal and Special Early Normal Pension for which only Deep Sea-A&G mem­ bers are qualified. The Early Normal Pension is available to Deep Sea A&G workers who have: (1) at least 7,300 days of service; (2) are at least 55 years of age when they apply; (3) have at least 90 days of service in the calendar year preceding their date of application. The Early Normal Pension Benefit is $350 a month. How­ ever, if the seaman chooses to continue his employ­ ment, he shall receive increments of $15 a month in his pension benefit for every additional .365 days of service credited to him after age 55, up to a maximum monthly benefit of $455. The Special Early Normal Pension applies to the seaman who has 7,300 days of service but whose last day of service was prior to his 55th birthday and who does not have at least 90 days of Service during the calendar year immediately preceding his date of ap­ plication. Such employee must also be at least 55 years of age to qualify. The amount of the Special Early Normal Pension Benefit is actuarially reduced to equalize the value of the benefit considering the fact that benefit payments shall begin prior to age 65, but not earlier than age 55. THE AMOUNT OF TI^E PENSION BENEFIT For Deep Sea A«&G workers, the amount of the February, 1977 monthly pension benefit is: $350 at age 65 for the Regular Normal Pension; $350 at age 55 for the Early Normal Pension; $350 at any age if eligible for the Disability Pension. For Boatmen, the amount of the monthy pension benefit is: $340 at age 62 for the Regular Normal Pension and $340 at any age if eligible for the Disability Pension where their employers' contributions are at the stand­ ard rate; $200 or $240 at age 62 for the Regular Normal Pension and $200 or $240 at any age, if eligible for the Disabil­ ity Pension where their employers' contributions are less than the standard rate. In order to get the $350 (Deep Sea) or $340 (Boatman) the employee must be credited with 90 days of employment time during the period starting the date of the latest contract increase and the last day of the calendar year or 90 days in any subsequent cal­ endar year. This requirement is waived if an em­ ployee is continuously disabled from his last day of employment until he becomes eligible for a pension. For those seamen and Boatmen who are eligible for the Deferred Vested Pension Benefit, the amount of the monthly payment is determined as follows: Eligibility for the Deferred Vested Pension Bene­ fit is based upon having credit for at least 10 years of Service. An employee receives credit for one year of Service if he receives credit for at least 125 days of Service during any calendar year. In calculating the amount of his monthly pension benefit, an elig­ ible employee will take the total number of days of service he has credit for, and determine the ratio of his actual days of credited service to the number 5,475. The amount of his monthly benefit will be that fraction of the regular normal pension benefit. For example, if an employee has at least 10 years of service and has accumulated 1825 days of serv­ ice, the calculation of his monthly benefit will be: For $350 pension: 1825 1/3 X $350 —$116.66 5475 For $340 pension: 1/3 X $340 5475 For $240 pension: = 1/3 X $240 $80.00 = 1/3 X $200 $66.66 5475 For $200 pension: 5475 $113.33 BREAK IN SERVICE Credit for service for any type of pension may be lost due to a break or series of breaks-in-service or a break in continuous employment. There are two forms of Breaks in Service: the old form which ap­ plies to service prior to Dec. 31, 1975; and the new form which applies after Dec. 31, 1975. Old Form: Break in Service: If during the period from Jan. 1, 1968 to Dec. 31, 1975, an employee receives credit for less than 90 days of Service in each of three (3) consecutive calendar years, a Break in Service occurs. year Break ^ X 2 years of 20 years of Service Service ^ ^ in Service ^ NO CREDIT FOR THIS SERVICE CREDIT FOR THIS SERVICE If such a break in Service occurs, said employee shall lose ALL CREDIT FOR SERVICE prior to and including said three year period and for any succeed­ ing calendar year prior to Jan. 1, 1976 during which the employee receives credit for less than 90 days of Service. New Form of Break-in-Service: Beginning on Jan. 1, 1976, a Break in Service occurs when an employee receives credit for less than 62'/i days of service in any calendar year. However, this "Break in Service" does not mean that prior service credit is lost, unless? 1. The employee has less than 10 years of Service credit AND 2. The employee incurs a number of consecutive "Breaks-in-Service" equal to or exceeding the number of years of Service he has previously accumulated. For example, if an employee has credit for seven (7) years of service as of Dec. 31, 1977 and he leaves his job for six consecutive years . . . say . . . from Jan. 1, 1978 until Dec. 31, 1984, and returns to work in 1985 and worked for more than 62V2 days in that year . . . he does not lose credit for those seven years, even though he has had six consecutive "Breaks-in-Serv­ ice." In other words he still has credit for those seven years of service. He would lose his previous credit of seven years service, however, if he did not work at least 62Vi days in 1985, since he would have, by the end of 1985, seven consecutive "Breaks-in-Service." If an employee has accumulated 10 years of Serv­ ice, he is "VESTED," which means he can never lose his previously accumulated Service credit. Once "VESTED" he may leave the covered employment entirely and be entitled to a pension benefit if he ap­ plies at normal retirement age. JOINT AND SURVIVORS ANNUITY BENEFIT The Seafarers Pension Plan gives the eligible em­ ployee a choice concerning how he wishes to have his pension benefits paid. One choice is to have the full pension benefits paid each month to the pen­ sioner. The pension benefit ends when the pensioner dies. The other choice is to have a reduced pension benefit paid each month to the pensioner as long as he lives, and when he dies, a monthly payment equal to one-half (50%) of the reduced monthly benefit will be paid to his surviving spouse, for her lifetime. This second option is called the Joint and Survivors Annuity Benefit. If the eligible employee does not elect to take the first choice, he will automatically get the Joint and Survivors Annuity Benefit. Under the Joint and Survivors Annuity Benefit, the amount of the monthly payment is reduced actu­ arially, based upon the life expectancies of both the eligible employee and his wife. If an employee retires at age 65, and his wife is 55 he would receive about 80% of the full regular pension benefit [80% of $350"$280] every month until he dies. After the pen­ sioner dies, his wife will continue to receive a monthly pension benefit of $140 for the rest of her life. How does this "actuarially determine amount" work? If a pensioner is age 65 and his life expectancy is 20 years he would receive $350 a month for 240 months (20 years) or until he dies. The total pension benefit would be $84,000 if he died at age 85. Under the Joint and Survivors Annuity Benefit he and his surviving spouse would also receive a total of $84,000. Under the example above of the 65-year old man and his 55-year old wife: The pensioner would receive 240 monthly payments of $280 each for a total of $67,200 during his lifetime. His wife is age 55 and has a life expectancy of 30 years. She will out­ live him by 10 years. After the pensioner dies, his surviving spouse would receive monthly payments of $140 for those 10 years (or until she dies). She will receive during those 120 months a total of $16,800 if she lives 10 more years; $67,200 plus $16,800 = $84,000. Remember, actuarial charts cannot predict how long any individual will live. The charts are based upon a group's experience. Some people will live longer than what is expected and some will die sooner. Therefore, whichever choice an eligible employee makes should be based upon what he and his wife expect. CONCLUSION We have only been able to give the reader a brief review of the major benefits and eligibility require­ ments of the Seafarers Pension Plan. We have not set forth the full text of the rules and regulations of the Pension Plan nor is it to be considered a complete and detailed description of all the rules and regula­ tions.of the Plan. Any questions concerning your Pension should be addressed to: Seafarers Pension Flan 275 20th St. Brooklyn, N.Y. 11215 Page 25 t'l "N 'i 4J n '•1 i' •{ • •4 'M �SEA-LAND ECONOMY (Sea-Land Service), December 26 — Chairman, Recertified Bosun F. H. Johnson; Sec­ retary L. Nicholas; Educational Direc­ tor H. Duhadaway; Deck Delegate J. • Yannuzzi; Engine Delegate W. L. Ehret; Steward Delegate H. Jones. $24 in movie fund. No disputed OT. Chair­ man gave a lecture on the care of the movie projector; also, that the stretch­ ing of the water hose on the dock in Jacksonville is to be brought before a safety meeting. All communications re­ ceived were posted. A vote of thanks to the steward department for a very enjoyable Christmas dinner. SEA-LAND CONSUMER (SeaLand Service), December 12—Chair­ man, Recertified Bosun F, A. Pehler; Secretary S. McDonald; Educational Director H. P. Calloe; Deck Delegate J. McPhee; Engine Delegate R. L. L. Elliott; Steward Delegate M. P. Cox. No disputed OT. Chairman advised that the ship will dock in Rotterdam and he will let everyone know if it is going to Bremerhaven. Advised all to fill out beneficiary cards and mail them into Headquarters; also advised crew to get firefighting endorsement as soon as possible. Next port, Rotterdam. PANAMA (Sea-Land Service), De­ cember 26—Chairman, Recertified Bo­ sun S. Sbriglio; Secretary J. E. Biggins. No disputed OT. A special vote of thanks to the steward department for a job well done and for a wonderful Christmas dinner. Report to Seafarers Log: "Our Brother Kadziola is still supplying himself with fish and has now the complete works, habatchi pot, etc. He is wondering if he should get a uni­ versal license." TRANSINDIANA (Hudson Water­ ways), December 26—Chairman, Re­ certified Bosun H. B. Walters; Secre­ tary W. J. Fitch. $14.08 in ship's fund. No disputed OT. A vote of thanks to the steward department for a beautiful Christmas dinner. Report to the Sea­ farers Log: "A vote of thanks to the Log for the splendid job throughout the year in keeping us posted of all mari­ time news. We wish to extend a very Merry Christmas to all and a New Year of happiness." Observed one minute of silence in memory of our departed brothers. POTOMAC PHILADELPHIA COVE COMMUNICATOR PISCES OGDEN CHALLENGER BALTIMORE JACKSONVILLE ANCHORAGE SEA-LAND RESOURCE PORTLAND FORT HOSKINS OVERSEAS ALICE ARECIBO SAN PEDRO Page 26 SEA-LAND MARKET (Sea-Land Service), December 26 — Chairman, Recertified Bosun Walter Nash; Secre­ tary R. Hutchins; Deck Delegate H. Yaekel; Engine Delegate C. C. Hall; Steward Delegate F. Rogers. No dis­ puted OT. Chairman discussed the im­ portance of donating to SPAD. Secre­ tary wished everyone a "Happy New Year and Good Health." A vote of thanks was extended to the steward department for a very nice Christmas dinner and for making it a very nice Christmas away from home. Observed one minute of silence in memory of our departed brothers. Next port, Newport, Va. TRANSCOLORADO (Hudson Wa­ terways), December 19—Chairman, Recertified Bosun J. Spuron; Secretary T. Conway; Educational Director J. Peterson. $7 in ship's fund. No disputed OT. Chairman advised crewmembers that compliments were receiyed from the Navy on behavior of the crew in Diego Garcia. Observed one minute of silence in memory of our departed brothers. Next port, Oakland. INGER (Reynolds Metals), Decem­ ber 5—Chairman, Recertified Bosun Thomas J. Self; Secretary Duke Hall; Educational Director Oscar Cooper; Engine Delegate Barney Hireen; Stew­ ard Delegate P. R. Rogers. $69.11 in ship's fund. No disputed OT.. Educa­ tional director advised all crewmem­ bers to keep up with everything that is going on in the Union—read the Sea­ farers Log. The last issue of the Log was received and discussed. A vote of thanks to the steward department for a job well done. Next port, Longview, Vv'ash. MOUNT EXPLORER (Mount Shipping), December 2 — Chairman, Recertified Bosun Billy Edelmon; Sec­ retary A. Salem; Educational Director Robert Tims; Deck Delegate F. R. Schwarz; Engine Delegate J. H. Brew­ er; Steward Delegate Young McMillan. No disputed OT. Chairman discussed the contents of the November Seafarers Log. A very good Thanksgiving dinner, well prepared by galley personnel, with good service by all in the steward de­ partment. Observed one minute of si­ lence in memory of our departed broth­ ers. Next, Port Everglades, Fla. Official ship's minutes AGUADILLA SEA-LAND GALLOWAY CANTIGNY TAMPA HOUSTON OVERSEAS ARCTIC OVERSEAS JUNEAU CHARLESTON PONCE DE LEON OGDEN WABASH MAYAGUEZ GOLDEN DOLPHIN MAUMEE ELIZABETHPORT (Sea-Land Ser­ vice), December 19—Chairman, Re­ certified Bosun Orla Ipsen; Secretary George W. Gibbons; Educational Di­ rector Peter K. Shaughnessy; Engine Delegate Robert Thomas. $136 in ship's fund. $465 in movie fund. No disputed OT. Chairman reported that most of the repairs that were necessary have been completed and to please ad­ vise him if there are anymore. A vote of thanks to the deck department for keep­ ing the messroom and pantry clean. Also a vote of thanks to the department delegates and the ship's committee for doing a good job. Next port in Panama Canal. ARTHUR MIDDLETON (Water­ man Steamship), December 12—Chair­ man, Recertified Bosun C. Dammeyer; Secretary R. M. Boyd; Educational Di­ rector R. J. Ball; Deck Delegate C. Johnsen; Engine Delegate E. Smith; Steward Delegate Miguel Aguirre. No disputed OT. Chairman explained the reasons for donating to SPAD and why Piney Point is a must today to keep in tune with modern ships and the func­ tions of the Union. PUERTO RICO (Puerto Rico Ma­ rine Mgt.), December 12—Chairman, Recertified Bosun F. E. Walker; Secre­ tary V. Douglas; Educational Director W. R. Carroll; Steward Delegate Clar­ ence Jones. $21.10 in ship's fund. No disputed OT. It was noted that the ser­ vice elevator is unsafe and needs repair. The chairman and secretary gave all crewmembers a vote of thanks for their cooperation and their support of SPAD and wished all a Merry Christmas and a Happy New Year. DELTA SUD (Delta Steamship), De­ cember 5—Chairman, Recertified Bo­ sun R. Lambert; Secretary E. Vieira; Educational Director J. C. Dial; Deck Delegate Mitchell Reed. $35 in ship's fund. No disputed OT. The crew was commended for having three safe, ac­ cident free trips and were reminded to be very careful while walking and work­ ing out on open deck, especially while cargo is being moved. One letter was received from Headquarter^ concerning notation in the previous ship's minutes about the lack of receiving Logs and Union matters while in foreign ports. Received plenty of Logs while in New Orleans. Next port in Suez Canal. ERIC K. HOLZER (Puerto Rico Marine Mgt.), December 26—Chair­ man, Recertified Bosun Roberto Zaragoza; Secretary H. Strauss. Some -dis­ puted OT in engine department. A vote of thanks to the steward department for a fine Christmas dinner. Report to the Seafarers Log: "Christmas at sea aboard the 'SS Eric K. Holzer—We had a Santa Claus giving out gifts which were given to the whole crew by the Seamen's Club in Elizabeth." Next port, Elizabeth, N.J. GUAYAMA (Puerto Rico Marine Mgt.), December 19—Chairman, Re­ certified Bosun W. Velazquez; Secre­ tary J. Prats; Engine Delegate H. Welch; Steward Delegate D. Hatch. The educational director held a dis­ cussion about alcoholism and the center the Union established for that purpose. No disputed OT. A vote of thanks was given to the steward de­ partment from the crew for the good Thanksgiving dinner they put out dur­ ing the voyage. NATHANIEL GREENE (Water­ man Steamship), December 12 — Chairman, Recertified Bosun J. F. McCollom; Secretary W. G. Williams; Educational Director J. R. Johnson. Some disputed OT in steward depart­ ment. A safety meeting was held and all department heads and ship com­ mittee members attended. Discussed the importance of donating to SPAD. A vote of appreciation to the steward department for a job well done. Next port. Savannah. SEA-LAND FINANCE (Sea-Land Service), December 12 — Chairman, Recertified Bosun J. Pulliam; Secretary J. Mar; Educational Director F. Carruthers; Deck Delegate J. Long; En­ gine Delegate A. Armistead; Steward Delegate C. Carlson. No disputed OT. Chairman advised that any literature that is left by the patrolman should be read and passed along. To keep up with what is going on in the Union, read the Seafarers Log. Steward asked all crewmembers to report any repairs that have to be done so they can be fixed. Next port, Yokohama. ZAPATA PATRIOT (Zapata Bulk Transport), December 12—Chairman, Recertified Bosun R. Murry; Secretary A. Arellano; Educational Director G. Meadeh; Deck Delegate J. Wade; En­ gine Delegate T. Thomas; Steward Del­ egate R. Hirsch. No disputed OT. Chairman advised all crewmembers to read all their established benefits as they can be very helpful in sickness that may need financial assistance. A vote of thanks to the steward depart­ ment for serving such gourmet foods as caviar, smoked sturgeon, filet mignon, lobster tails and various cheeses. Report to Seafarers Log: "Ex-SIU member, Arnie Bjornsen is now a cap­ tain aboard this vessel. He is a good guy to ship with. We have gone to Sweden and our next trip may be to Murmansk." SEA-LAND PRODUCER (SeaLand Service), December 5—Chair­ man, Recertified Bosun M. B. Woods; Secretary L. H. Waldron; Educational Director Tyler; Deck Delegate Ralph Dougherty. $8 in ship's fund. No dis­ puted OT. The Seafarers Log was re­ ceived and distributed. A vote of thanks to the steward department for a won­ derful Thanksgiving dinner. Next port. Port Everglades, Fla. were also received from the following vessels; LOS ANGELES. OVERSEAS VALDEZ ALLEGIANCE SUSQUEHANNA COLUMBIA AMERICAN EXPLORER HUMACAO JAMES TRANSEASTERN CONNECTICUT OVERSEAS NATALIE ALEX STEPHENS THOMAS JEFFERSON DELTA ARGENTINA CT T niTTC MOUNT WASHINGTON EAGLE TRAVELER DELTA URUGUAY MERRIMAC MOBILE BEAVER STATE VANTAGE DEFENDER OVERSEAS TRAVELER FORT HOSKINS DELTA NORTE ALEUTIAN DEVELOPER SHOSHONE SEA-LAND EXCHANGE SEA-LAND McLEAN JOHN TYLER TAMARA GUILDEN BANNER ^? ROBERT TOOMBS MONTICELLO VICTORY : BOSTON ROSE CITY -'A'-/ YELLOWSTONE ZAPATA RANGER BORINQUEN SAN JUAN Seafarers Log �- J New Orleans style architecture marks the front entrance of the elegant SlU hall that serves as home for the SlU in New Orleans. The bricks in the exterior walls were baked by Spanish artisans 150 years ago. The auditorium in the New Orleans hall comfortably seats 850 people. A kitchen next to the auditorium allows the SlU to host dinners and conferences such as the recent trustees meeting. Trustees Hold January Meeting in New Orleans Trustees of the eight Union multi­ employer plans held their bi-monthly meeting in New Orleans on Jan. 18 and 19. Although in the past trustee meet­ ings have been held in New York or at the Lundeberg School in Piney Point, Md., recently the trustees decided to hold their meetings in various ports around the country to get to know the members and officials of the SlU and United Industrial Workers on their home turf. New Orleans was the first choice since it is one of the largest and busiest ports for Seafarers. The trustees represented the Great Lakes Tug and Dredge Pension Plan, the Seafarers Welfare, Pension and Va­ cation Plans, the Seafarers Hiring Hall Trust Fund, the Harry Lundeberg School of Seamanship and the United Industrial Workers (UIW) Welfare and Pension Plans. At these meetings, which are held once every two months. Union officials and management representatives who are responsible for administering the various plans approve the requests for benefits and go over the plans to make sure the proper benefits are available to the members. They review the trust fund investments and make sure the plans' administrative staff is function­ ing properly. Lindsey Williams, SlU vice president for the Gulf Coast, was host at the meet­ ings in the beautiful New Orleans hall which was built by the SlU in 1961. The trustees were treated to New Or­ leans Creole type lunches, cooked in the SIU cafeteria which is rated three stars in the New Orleans Underground Gour­ met. That book, which rates moderatepriced restaurants on a basis of four (excellent) to no stars, gave SIU red beans and rice a special mention. in '.ft, John Jaeger, an attorney from Cleve­ land, Ohio, attended the Seafarers Vacation Plan meeting as a manage­ ment trustee. It was a busy schedule for SlU Execu­ tive Vice President Frank Drozak in New Orleans where he attended meetings as a Union trustee for the Seafarers Welfare and Pension Plans, Seafarers Hiring Hall Trust Fund, and the Harry Lundeberg School. A beautiful circular stairway, entirely unsupported by exterior columns and in itself an engineering marvel, leads from the lobby in the New Orleans hall to the second floor. February, 1977 Chuck Mollard is a Union trustee for the Seafarers Pension Plan. Irv Saunders of Dunbar and Sullivan Dredging Co. serves as a manage­ ment trustee on the Seafarers Welfare and Pension Plan and Great Lakes Tug and Dredge Pension Plan. Lindsey Williams, SIU vice-president for the Gulf Coast, hosted the January trustees meeting in New Orleans. Brother Williams serves as a Union trustee for the Seafarers Welfare and Pension Plan and the Harry Lundeberg School of Seamanship. Page 27 i �r"' Seventh Part of Series Social Security, Medicare, Medicaid Are for You by A. A. Bernstein, SIU Welfare Director This is the seventh part in a series of articles which the Seafarers Log will be running, over the next few months, concerning Social Security, Medicare and Medicaid and how these Government programs affect you and your families. (This installment deals with Medicare, as will the next one.) Eventually the series will be compiled into a booklet so that Seafarers can have all the information on these programs in one place. I hope this series will be an aid to you. Please let me know if you have any questions. Just write to me, care of Seafarers International Union, 675 Fourth Ave., Brooklyn, N.Y. 11232. THE RISING COST OF MEDICAL CARE Medical costs have been spiraling over the years and the outlook for the future shows ever increasing expenses when you become ill or are injured. Medical costs are one of the largest expenditures you might have to face during retirement. This includes operations, dental work, drugs, hospitalization. It is very true that a stay in the hospital can wipe out a person's lifetime savings. That is why national health insurance programs such as medicare are so very important. And that is why labor has for years fought for greater medical coverage for the worker. Also, as senior citizens you may find a greater need for medical care. This further emphasizes the importance of medicare for you. There are two parts to the medicare program. Part A and Part B. And both parts are very important. Part A is automatic for most people over 65 years of age; Part B. is voluntary, but we strongly urge everyone eligible to participate in it. Everyone 65 or older who is entitled to monthly social security or railroad retirement benefits is entitled to Part A of medicare. This part is called hospital insurance. It is only necessary that you have a certain number of quarters of coverage. (Check with your local Social Security office for the exact amount). A quarter is any three month period beginning January 1, April 1, July 1, or October 1—in which you were paid at least $50 in wages. Hospital Insurance Benefits Your hospital insurance helps pay the cost of medically necessary covered services for the following care: • Up to 90 days of inpatient care in any participating hospital in each benefit period.' For the first 60 days, it pays for all covered services after the first $92. For the 61st day through the 90th day, it pays for all covered services except for $23 a day. Care in a psychiatric hospital has a lifetime limit of 190 in­ patient days. • A "reserve" of 60 additional inpatient hospital days.You can use these extra days if you ever need more than 90 days of hospital care in any benefit period. Each reserve day you use permanently reduces the total number of reserve days you have left. For each of these additional days you use, hospital insurance pays for all covered services except for $46 a day. • Up to 100 days of care in each benefit period in a participating skilled nursing facility, a specially qualified facility which is staffed and equipped to furnish skilled nursing care, skilled rehabilitation care, and many related health services. Hospital insurance pays for all covered services for the first 20 days and all but $11.50 a day for up to 80 more days if all of the following five conditions are met: —You have been in a hospital at least 3 days in a row before your transfer to the skilled nursing facility, —You are transferred to the skilled nursing facility because you require care for a condition which was treated in the hospital, —You are admitted to the facility within a short time (generally within 14 days) after you leave the hospital, —A dcKtor certifies that you need, and you actually receive, skilled nursing or skilled rehabilitation services on a daily basis, and — Ihe facility's Utilization Review Committee does not disapprove your stay. • Up to 100 home health "visits" in each benefit period from a participating home health agency during the 12-months after your discharge from a hos­ pital or skilled nursing facility if all six of the following conditions are met: —You were in a participating hospital for at least 3 days in a row, —^The home health care is for further treatment of a condition which was treated in the hospital or skilled nursing facility, —The care you need includes part-time skilled nursing care, physical therapy, or speech therapy, —You are confined to your home, —A doctor determines you need home health care and sets up a home health plan for you within 14 days after your discharge from a hospital or partici­ pating skilled nursing facility, and —The home health agency providing services is participating in Medicare. 'A benefit period is a way of measuring your use of services under Medicare's hospital insurance. Your first benefit period starts the first time you enter a hospital after your hospital insurance begins. When you have been out of a hospital (or other facility primarily providing skilled nursing or rehabilitation services) for 60 days in a row, a new benefit period starts the next time you go into a hospital. There is no limit to the number of benefit periods you can have. Part B of medicare is voluntary and is called medical insurance. Its benefits will be outlined in the next part of this series. Sea-Land Shoregang Aboard the 55 Houston in Port Elizabeth Above, in photo at left, Frank Wong of the Sea-Land Shoregang deck department moves food stores for the galley along a conveyor belt on the SS Houston (Sea-Land) recently. In photo at right, shoregang Cooks (I. to r.) Louis Lowe and Tom Esposito get the lunch soup and vegetables ready for their crew at Port Elizabeth, N.J. Page 28 Seafarers Log �Hudson Saves 47 Viefs Off Junk in Mid-S, China Sea Forty-seven Vietnamese men, women and children refugees fleeing their homeland in a top heavy ' motorized junk were rescued recently by the SlUmanned tanker f/5/V5(Mount Shipping) in the cyclonic South China 2 Get Tankerman Sheepkins Happily s,howing off their Certificates of Achievement are (I. to r.): Brothers Thomas Burke and Recertified Bosun Edgar Anderson, Jr. after completing the Tankerman Course recently at the Harry Lundeberg School of Seaman" ship, Piney Point, Md. The high cost of alcoholism to society in general has been well-publicized over the past few years. Many of us fail to realize, however, that as workers and Union members, alcoholism is costing us, too. And the cost is not just the emotional hardship of seeing a friend suffer. As Union members, alcoholism among our brothers costs us plenty in terms of dollars and cents in the form of insurance payments, man hours used in settling alcohol-related beefs, hours spent aboard the ship or boat covering for the alcoholic, and the cost of medi­ cal services for treating everything ex­ cept the real problem. The dollars-and-cents costs to man­ agement are high also in terms of dam­ aged cargoes and equipment. In the old days, this might not have mattered be­ cause management's problems were management's tough luck and certainly didn't mean anything to us. But today we know that the problem of the indus­ try must be solved by management and labor together. So every alcoholic brother we have in our Union is costing us money. It's im­ portant to remember this not so that we can be angry at these brothers or so we will despise them. It's important so that each of us realizes the personal stake we have in the Alcoholic Rehabilitation Program operated by the Seafarers Welfare Plan. This program can only work if each of us believes in it and promotes it. Cer­ tainly it contributes to the welfare of every single member to do so. Through this program, we are able to help our alcoholic brothers become the informed, dedicated, contributing members of the SIU that they have the potential to be. We have never been a Union that was willing to forget about the members who needed help. Our brothers who have alcoholism need help. In seeing that they receive it, we are benefiting them, ourselves, our Union and our industry. I am interested in attending a six-week program at the gees with food, water and fuel, said Third Mate Paul Mehr. The crew then learned that the junk's captain was making his maiden voyage at sea with no other navigational equip­ ment than a magnetic compass! Later in the afternoon, all the tiny tots were lashed to the backs of crewmembers who climbed up the Jacob's ladder to put their charges in the arms of their shipmates on deck. Unable to mount the ladder, ill women and men were hauled up in stretchers. The re­ maining women climbed the ladder Wishing the rest of the refugees, who were all men on board the junk, good luck, they were given directions to Subic Bay. Hall Urges Approval for All-Alaska Gas Pipeline Continued from Page 3 sophisticated, safe commercial vessels ever built. "It would be a mistake to consider LNG carriers as being in the same class as the oil tankers involved in recent accidents; these LNG carriers are all double-hulled, have collision avoidance radar, bow thrusters, auto­ matic and redundant firefighting sys­ tems, closed Cargo systems with inert gas instead of oxygen—they exceed Coast Guard specifications for safety of cargo and navigation." The 11 ships needed for the Alaska project, all American-built and American-crewed, would mean $2.2 billion worth of jobs and equipment to the U.S. economy, according to Hall. "I am confident that the FPC, Presi­ dent Carter and the Congress will decide to keep our gas under U.S. control," Hall concluded, "and I only hope the decision will be made as soon as pos­ sible so we can get started—every day of delay is another day of the hardships caused by the growing shortage of nat­ ural gas throughout the nation." The all-Alaska El Paso route had been endorsed at the 1975 Biennial Convention of the AFL-CIO Maritime Trades Department, which represents 43 AFL-CIO unions and eight million workers. Logan Plaque Is Presented ; 1 Ml Li 1 Center Alcoholic Sea 250 miles out from the nearest landfall. AB Mike Mastrogiannis at the helm first spotted the small old, wooden boat off the starboard bow in the late morn­ ing as the Hudson plowed her way from Chimu Wan, Okinawa toward the Persian Gulf. On watch. Chief Mate Don Mappin noted that the junk headed for the Philippines was flashing the Morse Code so he signalled Capt. Robert Wolfe to the bridge. Twenty-minutes later the master was told by Dr. Nguyen Thi-To-Vinh of the plight of her 12 children, 19 women and 16 men com­ patriots aboard the junk. Immediately, Seafarers and ollicers worked tirelessly to replenish the refu­ Alco­ holic Rehabilitation Center. I understand that this will be kept strictly confidential, and mat no records or information about me will be kept t 1 anywhere except at The Center. 4 , U- Name Book No. Address (Street or RFD) (City) (State) Telephone No Mail to: THE CENTER . Star Route Box 153-A Valley Lee, Md. 20692 or call, 24 hours-a-day. (30!) W4-()()10 February, 1977 I (Zip) New Orleans Port Agent Buck Stephens (left) presented a memorial plaque recently to Mrs. Charles H. Logan, widow of the late, longtime SIU friend and consultant. The plaque commemorates the memory of Logan and came from the Seafarers Welfare and Pension Plans Board of Trustees. Part of the plaque's inscription read: ". . . Charles H. Logan . . . especially contributed to the welfare of merchant seamen during more than a quarter of a cen­ tury ..." and ".. . was identified with every progressive and innovative effort of the Seafarers Welfare (and Scholarship) Plan . . In the photo's back­ ground is a painting by Mrs. Logan of her spouse, who died Dec. 13, 1975 at age 75 in New Orleans, and Sister M. Lillian McCormack, S.S.N.D., of St. Michael's School, where the painting and the plaque will hang in the school's Charles H. Logan Memorial Room. Page 29 Vi : .1 �Seafarers Welfare, Pension and Vacation Plans Cash Benefits Paid Personals Dec. 23,1976-Jan. 26,1977 Arlen Qninn Walter Young would like you to con­ tact him at 13240 Ave. F, No. 605, Chicago, 111. 60633. SEAFARERS WELFARE PLAN ELIGIBLES Death In Hospital Daily @ $1.00 In Hospital Daily @ $3.00 Hospital & Hospital Extras Surgical Sickness & Accident @ $8.00 Special Equipment Optical Supplemental Medicare Premiums Larry Richardson Mont (Fingers) McNobb asks that you contact him as soon as possible at 98 Mason St., San Francisco, Calif. 94102. Telephone (415) 362-0326. Candido Alcides Ortiz Your wife, A. R. Ortiz, asks that you contact her as soon as possible at 3400 Springdale Ave., Baltimore, Md. 21216. Or, you can call at (301) 367-1730. DEPENDENTS OF ELIGIBLES Hospital & Hospital Extras Doctors* Visits In Hospital Surgical Maternity Blood Transfusions Optical Tom Duncan Tom Laughlin Charles Eglin Chris Jensen of 99-262 lini Way, Aica, Hawaii, 96701 would like to get in touch with you. PENSIONERS & DEPENDENTS Death Hospital & Hospital Extras Doctors' Visits & Other Medical Expenses .. Surgical Optical Blood Transfusions Special Equipment Dental Supplemental Medicare Premiums James Russell Egan Thomas O. Tyler asks that you con­ tact him at Box 83, Vienna, Md. 21869. William Joe Ed Murray asks that you contact him at 3358 Morning Glory Rd., Philadel­ phia, Pa. 19154. Hakan Boander Hakansson Your grandniece and nephew, Mr. and Mrs. R. V. Houde, ask that you contact them at 203 Gold Creek Rd., Bremerton, Wash. 98310. SCHOLARSHIP PROGRAM 1 KNOW YOUR RIGHTS TOTALS Total Seafarers Welfare Plan Total Seafarers Pension Plan Total Seafarers Vacation Plan SHIPPING RIGHTS. Your shipping rights and senior­ ity are protected exclusively by the contracts between the Union and the shipowners. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the shipowners, notify the Seafarers Appeals Board by certified mail, return re­ ceipt requested. The proper address for this is: Frank Drozak, Chairman, Seafarers Appeals Board 275 - 20th Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are. avail­ able in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard ship. Know your contract rights, as well as your obliga­ tions, such as filing for OT on the proper sheets and in Page 30 YEAR TO DATE MONTH TO DATE YEAR TO DATE i 18 603 514 14 3 6,368 4 104 9 18 603 514 14 3 6,368 4 104 9 $ 64,543.06 603.00 1,542,00 2,264.85 234.00 50,944.00 1,559.50 3.200.53 437.30 $ 64,543.06 603.00 1,542.00 2,264.85 234.00 50,944.00 1,559.50 3,200.53 437.30 347 90 113 23 4 82 347 90 113 23 4 . 82 95,304.33 3,836.59 19,509.80 7,349.00 210.00 2,371.38 95,304.33 3,836.59 19,509.80 7,349.00 210.00 2,371.38 15 162 105 16 49 15 162 105 16 49 48,000.00 20,514.93 3,766.84 2,972.50 1,468.90 48,000.00 20,514.93 3,766.84 2,972.50 i;468.90 — — — 5 1 34 5 1 34 1,705.55 250.00 2,436.30 1,705.55 250.00 2,436.30 5 1,573.23 1,573.23 8,688 13 1,265 9,966 336,597.59 15,003.63 1,375,437.61 $1,727,038.83 336,597.59 15,003.63 1,375,437.61 $1,727,038.83 ' 5 • 8,688 13 1,265 9,966 KNOW YOUR RIGHTS FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommenda­ tions. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of the.se funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. Amount Number MONTH TO DATE ' • /*. the proper manner. If, at any time, any SIU patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY — SEAFARERS LOG. The Log has traditionally refrained from publishing, any ar­ ticle serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circum­ stances should any 'member pay any money for any reason unless he is given such receipt. In the event anyone at­ tempts to require any such payment be-made without sup­ plying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to headquarters. KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGA­ TIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its con­ tents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. EQUAL RIGHTS. All Seafarers are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no Seafarer may be discrimi­ nated against because of race, creed, color, sex and na­ tional or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify headquarters. SEAFARERS POLITICAL ACTIVITY DONATION —SPAD. SPAD is a separate segregated fund. Its pro­ ceeds are used to further its objects and purposes includ­ ing but not limited to furthering the political, social and economic interests of Seafarer seamen, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and the advancement of trade union concepts. In connection With such objects, SPAD supports and contributes to political candidates for elective office. All contributions are vol­ untary. No contribution may be solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as a condition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Sea­ farers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Support SPAD to protect and further your economic, political and social intejrests, American trade union concepts and Seafarer seamen. If at any time a Seafarer feels that any of the ahoye rights have heen violated, or that he has heen denied his constitutional right of access to Union records or infor­ mation, he should immediately notify SIU President Hall at headquarters hy certified mail, return receipt requested. Seafarers Log �Oiesfer J. Rickards, 65, joined the Union in the port of Philadel­ phia in 1961 sailing as a tug captain for the Independent Towing Co. from 1942 to 1976 and for the Tay­ lor and Anderson Towing Co. from 1929 to 1942. Brother Rickards was born in Millsboro, Del. and is a resi­ dent there. Norman O. Schwab, 66, joined the Union in the port of New Orleans in 1957 sailing as a deckhand for the Magco Towing Co. from 1955 to 1963. Brother Schwab was born in Paris, La. and is a resident of Thibodaux, La. James L. Sullivan, 65, joined the Union in the port of Philadelphia in 1961 sailing as a mate for the Curtis Bay Towing Co. from 1944 to 1976. Brother Sullivan was a rigger fore­ man for the Dravo Corp. from 1942 to 1944. He sailed 46 years. Born in Fall River, Mass., he is a resident of Boothwyn, Pa. - Exum G. Swindell, 66, joined the Union in the port of Norfolk in 1961 sailing as an engineer for the Curtis Bay Towing Co. from 1940 to 1975. ^Brother Swindell was born in Swan Quarter, N.C. and is a resident of Norfolk. James R. Stephenson, 63, joined the Union in the port of Sault Ste. Marie, Mich, in 1961 sailing as an oiler for Dunbar and Sullivan Dredg­ ing Co. in 1974, Merritt, Chapman and Scott in 1958 and for the U.S. Army Corps of Engineers from 1941 to 1958 as a linetender. Brother Stephenson was born in Sault Ste. Marie and is a resident there. Lawrence E. Courtney, 68, joined the Union in the port of Buffalo in 1960 sailing as a fireman-watertender and deckhand for the Great Lakes Towing Co. from 1936 to 1976. Brother Courtney sailed 51 years. He was born in Buffalo and is a resident of Hamburg, N.Y. James C. Milligan, 63, joined the Union in the port of Buffalo in 1961 sailing as a deckhand for Dunbar and Sullivan Dredging Co. from 1956 to 1976 and for the Great Lakes Dredging and Dock Co. in 1960. Brother Milligan was born in Brimley, Mich, and is a resident there. Russell L. Hastings, 64, joined the Union in the port of Philadelphia in 1961 sailing as a cook for the Inter­ state Oil Transport Co. from 1956 to 1976 and for the Graham Trans­ port Co. from 1952 to 1956. Brother Hastings is a veteran of the U.S. Army in World War II. He was born in Berlin, Md. and is a resident there. Harry A. Hansen, 69, joined the Union in the port of Philadelphia in 1961 sailing as an oiler for the Taylor and Anderson Towing and Lighterage Co. from 1949 to 1976. Brother Hansen was born in Nor­ way, is a U.S. naturalized citizen and is a resident of Salisbury, Md. Arthur C. Notton, 62, joined the Union in the port of Duluth in 1961 sailing as a tug fireman, lead deck­ hand and pilot for the Zenith Dredge Co. from 1953 to 1976. Brother Not­ ton was born in Ashland, Wise, and is a resident of Superior, Wise. John D. "Johnnie" Hunter, 55, joined the Union in 1943 in the port of Mobile and sailed as a bosun. Brother Hunter sailed 41 years and was on the Alcoa Shoregang in 1955. He was in the December 1975 Bo­ suns Recertification Program gradu­ ating class. A native of the British West Indies, he is a resident of Mo­ bile. Sigurd Gronli, 68, joined the Union in the port of New Orleans in 1956 sailing as an AB for the G H Towing Co. in 1962. Brother Gronli sailed 25 years. He is a vet­ eran of the U.S. Army in World War II. Inland Boatman Gronli was born in Norway, is a naturalized U.S. citi­ zen and is a resident of Chalmette, La. Herbert M. Bernhard, 61, joined the Union in the port of New York in 1960 sailing as a deckhand and mate for the New York, New Haven and Hartford Railroad from 1939 to 1963 and for the Penn Central Rail­ road from 1963 to 1976. Brother Bernhard was born in New York City and is a resident of Merritt Is., Fla. William I. Kinsella, 63, joined the Union in the port of Sault Ste. Marie, Mich, in 1963 sailing as a deckhand for the Great Lakes Dredging and Dock Co. from 1960 to 1976. Bro­ ther Kinsella was a self-employed auto mechanic in his own gas service station and repair shop from 1944 to 1960. He was born in Munising, Mich, and is a resident of Brimley, Mich. Ralph O. Carlson, 64, joined the Union in the port of New York in 1960 sailing as a deckhand and bridge motorman for the Penn Cen­ tral Railroad from 1945 to 1976. Brother Carlson was a firstclass shipfitter at the Kearney (N.J.) Federal Shipyard from 1942 to 1945. He was born in Jersey City, N.J. and is a resident there. Ante Baric,_61, joined the Union in the port of Philadelphia in 1961 sailing as a captain for Independent Towing Co. from 1952 to 1977. Brother Baric sailed 35 years and was a member of the NMU from 1941 to 1952. He was born in Lukoran, Yugoslavia and is a natural­ ized U.S. citizen. Inland Boatman Baric is a resident of Sharon Hill, Pa. February, 1977 PINSIOHERS Charles F. Browne, Jr., 56, joined the Union in the port of Philadelphia in 1961 sailing as a deckhand, mate, pilot and captain 'for the Curtis Bay Towing Co. from 1943 to 1961 and for the U.S. Army Corps of Engi­ neers from 1936 to 1942. Brother Browne sailed 40 years and is a vet­ eran of the U.S. Navy in World War II. He was born in Claymont, Del. and is a resident of Chesapeake City, Md. Ofto M. Felker, 68, joined the Union in the port of Baltimore in 1956 sailing as a cook for the Inter­ state Oil Transport Co. from 1965 to 1976. Brother Felker is a veteran of the U.S. Army. He was born in Natico, Pa. and is a resident of Bal­ timore. Peter J. Brisick, 68, joined the Union in the port of Chicago in 1952 sailing as a deckhand for the Great Lakes Dredge and Dock Co. from 1951 to 1976. Brother Brisick was a member of the National Maritime Union from 1939 to 1952. He was born in New York and is a resident of Galveston. Robert C. Arnold, 65, joined the Union in the port of New Orleans in 1955 sailing as an oiler. Brother Arnold sailed 28 years. He was born in New York City and is a resident of Bogalusa, La. Carmine J. Caropreso, 65, joined the Union in the port of New York in 1951 sailing as an oiler. Brother Caropreso sailed on the Bull Line, attended a Piney Point Educational Conference and was on the Sea-Land Shoregang from 1973 to 1976. He is a veteran of the U.S. Army in World War II. Born in Italy, he is a U.S. naturalized citizen and a resident of Sunnyside, Queens, N.Y. Zee Young Ching, 55, joined the Union in 1948 in the port of New York and sailed as a chief steward. Brother Ching sailed 34 years and is a veteran of the U.S. Navy in World War II. A native of Hangchow, China, he is a U.S. naturalized citizen. He is a resident of Gretna, La. Teodoro M. Diangson, 65, joined the Union in the port of New York in 1953 and sailed as a chief cook. Brother Diangson sailed 33 years and was on the picket line in the 1965 District Council 37 beef, 1962 Robin Line strike, and the 1961 i N.Y. Harbor strike. He is a veteran of the U.S. Navy in World War II. Born in the Philippines, he is a resi­ dent of Brooklyn, N.Y. Alphonso R. Gonzales, 66, joined the Union in the port of New Qrleans in 1954 sailing as a fireman-watertender. Brother Gonzales sailed 46 years, attended a 1975 Piney Point Crews Conference and walked the picket line in the 1934 and 1936 San Francisco MFOW strikes. He was born in Hawaii and is a resident of Metairie, La. Edward J. Hibbard, 65, joined the Union in 1942 in the port of Balti­ more sailing both on deep sea and on the inland waters as a deckhand for the Curtis Bay Towing Co. from 1967 to 1976. Brother Hibbard was on the picket line in the 1967 IBU beef. Born in Virginia, he is a resi­ dent of Baltimore. Hilton T. Sims, 62, joined the Union in the port of Mobile in 1962 sailing as a welder for Radcliff Ma­ terials, Inc. from 1952 to 1976. Brother Sims is a veteran of the U.S. Air Fc-ces in the post-World War II period. He was born in Covington County, Ala. and is a resident of Mobile. Page 31 1. 1 jii 1 I • i �•.". vTJsm^ — - • Waller A. Mielnicki. 55. died of heart failure at home in Bloomtield, NJ, on Nov. 1. Brother Mielnicki joined the Union in the port of New vork in 1959 and sailed as a deckluuid for the Pcnn Central Railroad from 1946 to 1976 and worked for Kraft Foods from 1938 to 1945. He was on the picket line in the 1961 N.Y. Harbor strike and was a 1969j:onvention delegate. Inland Boatman Miel­ nicki was born in New Jersey and was a veteran of the U.S. Army in World War II. Interment was in Mount Olivet Cemetery, Bloomfield. Surviving is a sister, Mrs. Jean Keefe of Bloomfield. ^ Harold E. Samp­ son, Sr.,. 53, suc­ cumbed to lung can.cer in Burgess, Va. on Dec. 4. Brother Sampson joined the Union in the port of Baltimore in 1972 i and sailed as a relief engineer for the Steuart Transportation Co. of Piney Point, Md. from 1971 to 1976. He was a former member of the NMU from 1943 to 1947. A native of Sampson's Wharf, Va., he was a resi­ dent of Burgess. Burial was in the Wi­ comico Universal Methodist Cemetery, West Church, Va. Surviving are his widow, Peggy; a son, Harold E., Jr.; two daughters, Peggy Jo and Judith; his parents, Mr. and Mrs. Marcellous E. Sampson, and a relative, Mrs. H. Ells­ worth Sampson. Anthony A. J. Guillard, 65, died on July 14. Brother Guillard joihed the Union in the port of Sault Ste. Marie, .Mich, in 1961 and sailed as a lineman, oiler and firemanwatertender for the Dunbar and Sulli­ van Dredging Co. of Green Bay, Wise, from 1952 to 1976. From 1943 to 1945 he was an auto worker. Inland Boat­ man Guillard was a resident of Sault Ste. Marie. Surviving are his widow, Betty Myra, and three daughters, Mrs. Elizabeth Lanham of Sault Ste. Marie, Gertrude and Esther Marie. Robert R. "Bob" Louzon, 53, died on Sept. 25. Brother Louzon joined the Union in the port of Detroit in 1961 and sailed as a tug line­ man for the Western I Con Co. from 1958 to 1960, the Great Lakes Tug and Dredge Co. in 1973 and for Dunbar and Sullivan from 1960 to 1976. In­ land Boatman Louzon was a veteran of the U.S. Army in World War II. He was born in River Rouge, Mich, and was a resident of Saint Ignace, Mich. Surviv­ ing are his widow, Mary; three sons, George, Larry and Charles, and two daughters, Sandra and Rosemary Rickley. Walter A. Oliver, 39, died on Jan. 6. Brother Oliver joined ^ f the Union in the port ** of Detroit in 1968 and sailed as a tug AB for Dunbar and Sullivan and the •Mk yHI Great Lakes Tug and Dredge Co. He was a member of the SIU from 1955 to 1968. Born in Alpena, Mich., he was a resident of Wyandotte, Mich. Surviving are his parents, Mr. and Mrs. Robert W. Posen of Michigan. Pensioner Melvin R. Jennings, 40, suc­ Carl A. Carlson, cumbed to cancer in Jr., 55 died on June Nederland, Tex. on 16. Brother Carlson Oct. 31. Brother Jen­ joined the former Innings joined the land Boatmen's Union in the port of Union in the port of Port Arthur, Tex. in Norfolk in 1969 and 1961 and sailed as a I sailed as a AB relief captain and mate for the Moran Towing man and deckhand Co., Sabine Towing Co., and for the Nederland D.M. Picton Towing Co. for the Curtis Bay Towing Co. from from 1956 to 1972; and as a deckhand 1969 to 1976 and for McAllister Broth­ for the Glassrock Drilling Co. in 1956. ers from 1969 to 1972. He had formerly He was a Korean War veteran of the sailed with the deep sea SIU since 1943. U.S. Army and also served from 1959 His son, Carl A., Ill said "He counted to 1962. A native of Sabine Pass, Tex., it a privilege that he was jailed 11 times he was a resident of Nederland. Burial in one day for attempts in organization was in the Greenlawn Memorial Park of labor." Surviving, beside "his son of Cemetery, Port Arthur. Surviving are , Chesapeake, Va., are a daughter, Mrs. his widow, Sidney Lee; a §on, Michael; Myra Suzanne Stoneberger of Norfolk, a daughter, Amy; two stepsons, Fran­ and his mother, Mrs. Gladys Whitt, also cis and Jeffrey Williams, and his par­ of Norfolk. ents, Mr. and Mrs. F. C. Jennings of Pensioner James J. Sabine Pass. Schultz, 79, died of Pensioner Earl C. Carver, 78, died of a cerebral stroke at lung cancer in the St. Joseph Hospital, home in Baltimore Houston, Tex. on Oct. 26. Brother on Dec. 27. Brother Carver joined the Union in the port of Schultz joined the Houston in 1957 and sailed as a second Union in the port of assistant engineer for the G & H Towing 1 Baltimore in- 1957 Co. from 1941 to 1963. He sailed 38 and sailed as a mate, years. Inland Boatman Carver was a pilot and captain for the Baker-Whiteveteran of the U.S. Army Artillery ley Towing Co. from 1912 to 1962. He Corps in World War I. A native of was born in Baltimore. Interment was Iowa,Tie was a resident of Houston. In­ in the Gardens of Faith Cemetery, Bal­ terment was in the Brooksjde Memorial timore County, Md. Surviving are his Park Cemetery, Houston. Surviving is widow, Adela, and a daughter, Mrs. Wanda Shattuck. his widow, Mabel. Pensioner Charlie F. Ridley, Sr., died of cardiac arrest in Fredericksburg, Tex. Hill Country Memo­ rial Hospital on Aug. 13. Brother Ridley joined the Union in the port of Houston in 1957 sailing as a cook for the G &H Towing Co. for 12 years. He was a vet­ eran of the World War II U.S. Army Field Artillery. Born in Cleburn, Tex., he was a resident of San Saba, Tex. Burial was in Wallace Creek Cemetery, San Saba County, Tex. Surviving are his widow, Margaret Mae; two sons, Seafarer Charles, Jr. of San Saba and Rayborn; a daughter, Mrs. Annie Nix­ on; his brother, J. C. Ridley, and ».hree sisters. Joseph N. Matejek, Sr., 56, died of ' natural causes on the i&li Sun Oil Docks in Pasadena, Tex. on Nov. 11. Brother Matejek joined the Union in 1949 in the port of Galveston and sailed as a chief engineer for the G & H Towing Co. of Corpus Christi, Tex. from 1949 to 1976. He was bom in Hallettsville, Tex and was a resident of Pasadena. Burial was in the Forest Park East Cemetery, Houston. Surviv­ ing are a son, Michael of Pasadena; a daughter, Brenda, and his parents, Mr. and Mrs. Joseph J. Matejek, Sr. Pensioner Trilby G. Safford, 76, passed away on Jan. 18. Sister SafTord joined the Union in 1946 in the port of New Orleans sailing as a chief stewardess on the SS Del Mar (Delta Line) from 1947 to 1954 and on the SS Corsair (Alcoa) from 1954 to 1960. She sailed 21 years. Born in Galveston, she was a resident of De Ridder, La. Surviving are two daugh­ ters, Mrs. C. C. (Emma Jane) Ellish of Slidell, La. and Mrs. Annis S. Fullerton, and a sister, Mrs., Mae Word of De Ridder. Pensioner Jean V. Bertrand, 69, suc­ cumbed to heart fail­ ure in the Ville Platte (La.) General Hos­ pital on Dec. 22. Brother Bertrand joined the Union in i the port of New Or­ leans in 1956 sailing in the steward de­ partment. He was born in Ville Platte and was a resident there. Interment was in the Gates of Heaven Cemetery, Ville Platte. Surviving are two sisters, Mrs, Velma B. Bergeron and Mrs. Guivis (Elmine) B. Hebert, both of Ville Platte. Oscar L. Briscoe, 62, died on Dec. 21. Brother Briscoe joined the Union in the port of Wilming­ ton in 1957 sailing as a pumpman. Brother Briscoe sailed 22 years, and was a for­ mer member of the Marine Firemens Union. He was born in Colgate, Okla. and was a resident of Clovis, N.M. Surviving are his parents, Mr. and Mrs. S. B. R. Briscoe of Clovis. Roberto Burgos, 55, died of brain inflammation in St. James Hospital, Newark, N.J. on Jan. 4. Brother Burgos joined the Union in the port of New York in 1961 sailing in the steward department for 20 years. He was born in Guayama, P.R. and was a resident of Newark. Burial was in Puerto Rico. Surviving are two sons, Roberto, Jr. and Luis; his mother, Mrs. Elisa Sanchez of Guayama; his father, Tomas; two sisters, Margarita and Rosa, and a niece, Irma Sanchez of New Jersey. Mario Canalejo, ^ Sr., 59, died of heart disease in St. Joseph Hospital, Tampa on Nov. 24. Brother Canalejo joined the Union in 1942 in the I port of Tampa sailing as a chief steward. He sailed for 35 years and was a Piney Point upgrader in 1957-8. Born in Key West, Fla., he was a resident of Tampa. Cremation took place in the West Coast Crematory, St. Petersburg, Fla. Surviv­ ing are his widow, Lydia; two sons, Larry and Harry, and a daughter, Lor­ raine. James R. Bigner, Jr., 27, died of a frac­ tured skull in New Orleans, La. on Nov. 2. Brother Bigner joined the Union in the port of New Or­ leans in 1967 sailing as an AB He was a 1966 graduate of the Andrew Furuseth Training School in New Orleans and a 1970 'A' seniority upgrader at the HLSS. A native of Hammond, La., he was a resident of Slidell, La. Burial was in Forest Lawn Cemetery, Slidell. Surviving are his widow, Susan; a son, James; his parents, Mr. and Mrs. Milton Bigner, and a brother. Seafarer Milton Bigner, all of Hammond. Clayton F. Davis, 58, died of heart and lung failure on Dec. 19. Brother Davis joined the Union in the port of Wilm­ ington in 1967 and sailed as a fireman^ watertender. He sailed 20 years. Seafarer Davis was born in Independence, Kans. and was a resident of Long Beach, Calif. Burial was in Woodlawn Memorial Park Cem­ etery, Long Beach. Surviving is a sister, Mrs. Dorothy E. Bingham of Long Beach. Pensioner Richard A."Dufch"DeGraaf, 68, died of natural causes in The Neth­ erlands on Nov. 7. Brother De Graaf joined the Union in I the port of New York in 1952 and sailed as a fireman-watertender. He sailed 31 years and attended a SIU Pensioners Conference at Piney Point in 1970. Born in Rotterdam, The Netherlands, he was a resident there. Cremation took place in the Van Uw Valder Crematory, South Rotterdam. Surviving are a son, Simon; a daughter, Mrs. Edward (Ger­ trude) Kulick of Wayne, N.J., and a sister, Mrs. Maria Cornelia Letsch of Paterson, N.J. Page 32 Seafarers Log ./ �Pensioner. Anarv; g^os Dokeris, 71, died of natural causes on Dec, 13. Brother Dokeris joined the Union in 1949 in the port of New York ^ sailing as a chief pumpman. He sailed 48 years, rode the Bull Line and at­ tended Piney Point Pensioners Confer­ ence No. 3 in 1970. Seafarer Dokeris was born in Kea, Greece and was a resident of The Bronx, N. Y. Burial was in Mount Olivet Cemetery, Maspeth, Queens, N.Y. Surviving are his widow, Triantafilio, and a niece, Margaret Do­ keris of Syra, Greece. Pensioner William G. Dyal, 58, died in a coma after an oper­ ation in the Univer­ sity of Southern Ala­ bama Medical Cen­ ter, Mobile on Sept. 19 following a fall at home. Brpther Dyal joined the Union in 1942 in the port of Mobile and sailed as a fireman-watertender. He sailed 39 years and attended the Brooklyn, N.Y. SIU-District 2 MEBA Engineer Upgrading Program in 1967. Seafarer Dyal was born in Lottie, Ala. and was a resident of Mo­ bile. Interment was in the Mobile Me­ morial Gardens Cemetery. Surviving are his mother, Mrs. Lula Chambless of Lottie; his father, Dalton of Lottie, and a sister, Mrs. James M. (Louise) Tillman of 8 Mile, Ala. Pensioner Frank Mazet, 73, passed away of natural causes in the Long Island College Hos­ pital, Brooklyn, N.Y. pi on Dec. 18. Brother Mazet joined the Union in 1942 in the port of New York and sailed as a fireman-watertender. He sailed 40 years, was on the picket lines in the 1961 Greater N.Y. Harbor strike, 1962 Rob­ in Line strike and the 1965 District Council 37 beef, and attended SIU Pensioners Conference No. 3 and Con­ ference No. 9 at the HLSS in 1970. Seafarer Mazet was born in Antwerp, Belgium and was a resident of New York City. Burial was in Greenwood Cemetery, Brooklyn, N.Y. Surviving are his mother, Regina de Herdt, and a sister, Josephine de Herdt, both of Antwerp. Recertified Bosun Melville "Tex" McKinney, Jr., 51, died of natural causes aboard the SS Ta­ rn at a G u ilde n (Transport) while at " sea in the North At­ lantic on Dec. 24. Brother McKinney joined the Union in 1947 in the port of New York sailing for 33 years. He was a March 1975 grad of the SIU Bosuns Recertification Program. Born in Lawrenceburg, Ind., he was a resident of Camden, N.J. His ashes were buried at sea. Surviving are his widow, Florence; two daughters, Delores and Patricia, and a sister, Rose of North Bend, Ohio. Miguel A. Ruiz O'Neill died on Sept. 30, 1974. Brother O'Neill joined the Union in 1961 and last sailed as a OMED. He was a 1968 HLSS upgrader. Seafarer O'Neill was a resident of Santurce, P.R. Surviving is his widow, Margarita. February, 1977 ^ S aa ^ Richard G. Everhart, 51, died of a heart attack on the way to Tidelands Hospital, Houston on Nov. 30. Brother Everhart joined the Union in the port of 1 Baltimore in 1956 and sailed as an AB and cook. He was a veteran of the U.S. Navy in World War II. A native of Thomasville, N.C., he was a resident of Lexington, N.C. Interment was in Lexington City (N.C.) Cemetery. Surviving are his widow, Ardella; a son, Richard, Jr. of Thomas­ ville; a daughter, Mrs. Douglas (Vicki) Newman of Lexington; a foster son, Ricky H. Parsons, also of Lexington; his father, William and his mother, Josie of Lexington; three brothers, Corbett of Winston-Salem, N.C., Bryan of Fort Myers, Fla., and Bryan III of Lex­ ington; a sister, Mrs. Henry L. Joyner of Welcome, N.C., and two grandchil­ dren. Pensioner Antonio Falco, 60, died of a heart attack in Zurbrugg Hospital, Riv­ erside, N.J. on Dec. 20. Brother Falco joined the Union in the port of Philadel­ phia in 1951 and sailed as a cook. He sailed 19 years and was elected to the 1960 SIU Quarterly Finance Committee in Philadelphia. Seafarer Falco was born in New Jersey and was a resident of Westmont, N.J. Burial was in Calvary Cemetery, Cherry Hill, N.J. Surviving are his mother, Therese of Camden, N.J., and his sister, Yolando of Westmont. Pensioner James M. Fisher, Jr., 67, passed away on Jan. 3. Brother Fisher joined the Union in ' 1942 in the port of New York and sailed as an AB. He sailed S' ' 1 : 47 years, was a ship's delegate and rode on the American Coal Co. run. Born in New York City, he was a resident of Seattle. Surviving is a sister and brother-in-law, Mr. and Mrs. Warren H. and Mary Frommeyer of Gretna, La. Charles H. Hanners, 53, died at home in Wewahitchka, Fla. on Apr. 17. Brother Hanners joined the Union in 1949 in the port of Mobile and sailed as an AB. He sailed 33 years and was a veteran of the U.S. Navy in World War II. Seafarer Han­ ners was a native of Florida. Interment was in Millville Cemetery, Panama City, Fla. Surviving are his widow, Mary; a son, Lewis; a daughter, Brenda, and his mother, Nora of Panama City. Raymond La Bom­ bard, 49, died on Jan, 18. Brother La Bom­ bard joined the Union in the port of New York in 1955 sailing as an AB. He sailed 30 years and had also been a member of the Inland Boatmen's Union. Seafarer La Bombard was born in Fitchburg, Mass. and was a resident of Houston, Tex. Surviving are his mother, Esther of Fitchburg, and his brother, Charles. Vi^il L. l iarding, 49, died on Nov. 26. Brother Harding joined the Union in 1947 in the port of New York sailing as a chief steward. He sailed 37 years. Born in Oklahoma, he was a resident of Houston. Surviving are his widow, Margaret Lee; a son, David Lee Porter; two daughters, Mrs. Lana K. Wyatt of Jacksonville and Wanda Faye, and a sister, Mrs. Wilma Johns of Pasadena, Tex. Pensioner Rudolph J. "Rudy" Himel, 67, died of a heart at­ tack in the Autumn Hills Convalescent Center, Galveston, Tex. on Dec. 22. Brother Himel joined the Union in 1939 in the port of New Orleans sailing as a cook. He sailed 31 years. Seafarer Hi­ mel was born in New Orleans and was a resident of Galveston. Interment was in Grace Memorial Park Cemetery, Alta Loma, Tex. Surviving are his mother, Josephine of Westwego, La.; a stepsister, Mrs. J. F. Charping of Houston; a nephew, Kenneta R.ay Dickard of Galveston, and a godson, Mi­ chael F. Charping of La Marque, Tex. Herbert C. John­ son, 73, passed away in December. Broth­ er Johnson joined the Union in 1943 in the port of Norfolk and sailed as a chief stew­ ard. He sailed for 33 years. Seafarer John­ son was a veteran of the U.S. Air Force in World War II. A Texas native, he was a resident of Carson City, Nev. Surviving are his sister, Mrs. James Gregory of Van Alstyne, Tex.; a nephew, Charles H. Johnson of Dallas, Tex., and a niece, Mrs. Jeannine Baker, also of Dallas. Kenneth K. Ken­ dall, 53, died in San Francisco on Christ­ mas Day, Dec. 25. Brother Kendall joined the Union in the port of San Fran^ Cisco in 1967 and I sailed as a OMED. Seafarer Kendall sailed 29 years. He upgraded at the HLSS in 1973, and was a veteran of the U.S. Navy in World War II. Born in Scottsbluff, Neb., he was a resident of Chchalis, Wash. Sur­ viving is a brother, Robert of Seattle, and a sister, Mrs. Homer K. Kinckpatrick of Chehalis. John T. Eddins, 53, died of cancer in the Baltimore USPHS Hospital on Nov. 21. Brother Eddins joined the Union in 1948 in the port of New York sailing as a recertified bosun. He sailed 35 years, graduated from the SIU Recertified Bosuns Program in March 1974 and walked the picket line in the 1961 N.Y. Harbor strike. Seafarer Eddins was a veteran of the U.S. Navy in World War 11. Born in Norwood, N.C., he was a resident there. Burial was in the Norwood Cemetery. Surviving are his widow, Lethias; two sons, Jeffery Lee and John, Jr.; a daughter, Miriam, and his parents, Mr. and Mrs. John S. Eddins. Pensioner Felix La Borde, 66, died of a heart attack in St. Mary's Hospital, Port Arthur on Jan. 18. Brother La Borde ~ joined the Union in J w the port of Lake OTIK Charles, La. in 1958 sailing as an oiler and OS. He sailed 29 years. A native of Cottonport, La., he was a resident of Port Arthur. Burial was in the Greenlawn Memorial Park Cemetery, Port Arthur. Surviving are his widow, Vernice; two sons, Leland La Borde and Seafarer Felix La Borde, Jr.; two daughters, Marjorie Seaux and Merlene Badgett, and his parents, Mr. and Mrs. Adolphe La Borde. Paul M. Landry, 48, died of a hem­ orrhage in the Gal­ veston University of Texas Medical Branch Hospital on Oct. 27. Brother Landry joined the Union in 1947 in the port of Mobile sailing as a QMED. He sailed 32 years and upgraded at Piney Point in 1974-5. Seafarer Landry was a veteran of the U.S. Army during the Korean War. A native of Galveston, he was a resident of Port Bolivar, Tex. Interment was in Port Bolivar Ceme­ tery. Surviving is his mother, Mrs. Mar­ tin (Anne B.) Mouton of La Marque, Tex. Joseph N. McLar­ en, 63, died on Dec. 15. Brother McLaren joined the Union in the port of Houston in 1953 and sailed as a chief electrician. He sailed 24 years and ran for an SIU office in 1968. Seafarer McLaren was a veteran of the U.S. Navy in World War II. A native of Texas, he was a resident of Hurst, Tex. Surviving are his widow, Hilda; three sons, Charles, Harry and Joseph, Jr., and two daughters, Mrs. Ethelynn Beach of Galveston and Joan Nell. Gary A. Hopping, 30, died on Nov. 30. Brother Hopping joined the Union in the port of Houston in 1973 and sailed as a wiper and deckhand for the Gulf Canal Lines from 1973 to 1976 and for the G & Towing Co. He was born in Rushvillc, III. and was a resident of Dickinson, Tex. Surviving is an aunt, Mrs. Maxine McCormick of Dickinson. James D. Ward, 49, died of a heart attack on the MFC Pcfcrs (Inland Tugs) at Hickman, Ky. on Oct. 25. Brother Ward joined the Union in the port of St. Louis in 1966 and sailed as a cook for the Inland Tugs from 1963 to 1976. He was a veteran of the postWorld War II U.S. Army. Born in Cal­ houn City, Miss., he was a resident of Clarksdale, Miss. Burial was in the Dogwood Ridge Cemetery, Blythville, Ark. Surviving are his widow. Alma of Memphis, Tenn.; two sons, Robert and David of Bartow, Fla.; two daughters, Linda and Darlene, and his parents, Mr. and Mrs. Elmer E, Ward. Page 33 �' • ' Pensioner Vernon F. Martin, 65, died of cancer in the Al­ pena (Mich.) General Hospital on Nov. 10. Brother Martin join­ ed the Union in the port of Alpena in 1954 and sailed as a conveyorman and in the steward de­ partment. He was born in Detroit and was a resident of Alpena. Interment was in the Evergreen Cemetery, Alpena. Surviving are his widow, Dortha; his son, Frank, and a daughter, Sandra. EEl-Z!,- Pensioner Charles G. Bloom, 65, died of a heart attack in iiiL the W. A. Foote ^ Memorial Hospital, y ^ Jackson, Mich, on Dec. 31. Brother Bloom joined the Union in the port of Elberta, Mich, in 1953 and sailed for the Great Lakes Carferries Co. He was born in Maple City, Mich, and was a resident of Rives Junction, Mich. Burial was in the Pere Marquette Cemetery, Ludington, Mich. Surviving is a daugh­ ter. Mrs. John (Katrine Helen) Oately of Lansing, Mich. Burl D. Cain, 51, died of lung failure in the Paul Oliver Hospital, Frankfurt, Mich, on Jan. 8. / . ^ » Brother Cain joined the Union in the port B\ ^B of Frankfort in 1953 MM ' iHi and sailed in the steward department for the Great Lakes Carferries Co. He sailed 33 years and was a veteran of the U.S. Army in World War II. A native of Howel, Mich., he was a resident of Elberta, Mich. Burial was in the Gilmore Town­ ship Cemetery, Benzie County, Mich. Surviving are his widow, Pearl, and his parents, Mr. and Mrs. Charles Cain of Elberta. Marshall J. Rogues, 56, died of can­ cer in the Louisville, Ky. Veterans Ad­ ministration Hospital on Oct. 14. Brother Bogues joined the Union in the port of St. Louis in 1974 and sailed as a lead deckhand for the American Com­ mercial Barge Lines Co. in 1975 and for the Inland Tugs Co. of Jeffersonville, Ind. in 1974. Inland Boatman Bogues was a veteran of the U.S. Army in World War II. He was born in Shef­ field, Ala. and was a resident of Valley Station, Ky. Interment was in Eastern Cemetery, Louisville. Surviving are his daughter, Margaret of Louisville; his mother, Mrs. Frances Bevars, also of Louisville; his father, Albert, and a sister and brother-in-law, Mr. and Mrs. Jasper and Grace L. Gayle of Valley Station. Pensioner Charles D. Koch, 85, passed away with heart disease in New Orleans on Oct. 22. Brother Koch joined the Union in 1939. He was a chief engineer for the W. G. Coyle Lines and sailed since 1933. Born in Logtown, Miss., he was resident of New Orleans. Surviving is a daughter, Mrs. Nettie May Griffen of New Orleans, Page 34 Moses N. McCoy, 70, died on Nov, 29, Brother McCoy joined the Union in the port of Galveston in 1956 and sailed as an oiler for the G & H Towing Co, from ^ 1956 to 1976, He was born in Bonnie Terre, Mo, and was a resident of Galveston. Surviving are his widow, Frances, and his son, George of Galveston, r Pensioner Herman J. Meitz, 83, passed away on Aug, 14, Brother Meitz joined the Union in the port of New York in 1955 and sailed as an AB and ship's carpenter. He sailed 46 years and during World War II. Seafarer Meitz was born in Germany and was a naturalized U.S. citizen. He was a resi­ dent of Islip, L.L, N.Y. Surviving are two daughters, Mrs. Marie Brooks of San Jose, Calif, and Mrs. Muriel Wirostek of Ocean Beach, L.L, N.Y. SIU pensioner Nathaniel J. New.some, 68, died in Cal­ ifornia on July 11. Brother Newsome joined the Union in the port of New York in 1964 sailing as a bosun. He sailed 48 years and during World War II. A na­ tive of Cordele, Ga., he was a resident of Dulzura, Calif. After cremation, bur­ ial was at sea. Surviving are a brother, SIU pensioner Wilbur of Brooklyn, N.Y., and two sisters, Mrs. O. (Ernes­ tine) Rugoff of Lauderhill, Fla. and Mrs, Thelma Paridgen of Chula Vista, Calif, Pensioner Asperino A. Mazzariello, 74, died of natural causes in the Staten Island, N.Y. USPHS Hospital on Oct. 13. Brother Mazzariello joined the Union in the port of New York in 1960 sailing as a deckhand and 1st mate on the tug //. Simpson for the Baltimore & Ohio Railroad from 1923 to 1965, He was a veteran of the U.S. Army in World War 11. A native of Roccabascerama, Italy, he was a nat­ uralized U.S. citizen and was a resident of Clifton, S.L, N.Y. Burial was in Silver Mountain Cemetery, S.L, N.Y. Surviving are three sisters, Mrs. Elvira Brown of Northfield, N.J., Mrs. Petra Geroni of Elm, N.J., and Mrs. Christine Miller of Staten Island, N.Y. Orville Tillett, 43, died of a heart attack enroute to the Memorial Clinic, Wanchese, N.C. Brother Tillett joined the Union in the port of Norfolk in 1961 and sailed as a first mate and cap­ tain respectively for the Gulf Atlantic Towing Co. from 1957 to 1960 and the IBC Co. from 1966 to 1976. He sailed 20 years. From 1955 to 1957, he was a commercial fisherman. Inland Boatman Tillett was a veteran of the U.S. Army in the Korean War. Born in Wanchese, he was a resident of Win­ chester, N.C. Interment was in the Cudworth Cemetery, Wanchese. Surviving are his widow, Bebe Daniels; a son, Daniel; two stepsons, Stanley and Ken­ neth Kee; his parents, Mr. and Mrs, Richard and Sabra Tillett of Wanchese, and a sister-in-law, Dixie W. Daniels, Herbert Mills, 51, died on Nov, 1, Brother Mills joined the Union in the port of Houston in 1970 sailing as an AB, He sailed 30 years and was a veteran of the IU,S. Navy in World War II. Born in Texas, he was a resi­ dent of Bay town, Tex. Surviving are his mother, Mrs. Esther Sheffield of Baytown; a brother, C. J, Mills and a sister, Mrs, Dorothy M, Erwin, also of Baytown, Charles L. Insco, 58, died of lung failure in the Cabell (Huntington, W, Va.) Hospital on Oct, 12, Brother Insco joined the Union in the port of St. Louis in 1972 and sailed as a cook for the Inland Tugs Co, from 1970 to 1972, the American Commercial Barge Lines and the Ohio River Co, 'from 1958 to 1969, He was a veteran of the U,S, Air Force in World War II, A na­ tive of Huntington, he was a resident there. Burial was in Woodmere Ceme­ tery, Huntington. Surviving are his widow, Maxine; a son, Stephen, and a daughter. Sue. Service at PHS Clinic In Miami The Log recently received a report in the ship's minutes from the SS Ponce De Leon (PRMMI) which noted that the USPHS clinic in Miami was not ac­ cepting seamen for treatment "unless they have with them discharges from past employment, although they are on a ship at the time and have a signed Masters Certificate." However, the Miami Clinic's Admin­ istrator Mrs, White, told the Log that if someone was turned away with a Master's Certificate it was a mistake and wouldn't happen again. She added that the clinic accepts seamen with Master's Certificates every day. The official rule for acceptance for treatment at a USPHS Hospital or clinic is as follows: • If you are on a ship when treat­ ment is needed, a Master's Certificate is sufficient, • If you are on the beach, you must show discharges of at least 60 days seatimc, and you must apply for treatment within 90 days following the last day of sea service unless you can show that economic conditions affecting the mari­ time industry have prevented you from shipping, or that you have been under medical care since your last day of sea service. FLAQ Seventy-one cents of every dollar spent in shipping on American-flag vessels remains in this country, making a very substantial contribution to the national balance of payments and to the nation's economy. Use U.S.-flag ships. It's good for the American maritime industry, the Ameri­ can shipper, and America. DEEP SEA Change of Address Or New Subscriber Editor, SEAFARERS LOG 675 Fourth Ave,, Brooklyn, N. Y. 11232 I would like to receive the SEAFARERS LOG—please put my name on GREAT LAKES your mailing list. (Prim In/ormallan.) NAME ADDRESS CITY STATE. ZIP. SIU members please give: Soc. Sec. # Bk# TO AVOID DUPLICATION: If you are an old subscriber and have a change of address, please give your former address below or send mailing label from last issue received. ADDRESS CITY STATE, ZIP. Seafarers Log �EXECUTIVE VICE PRESIDENT Frank Drozak VICE PRESIDENTS Earl Shepard Lindsey Williams Cal Tanner Paul Drozak HEADQUARTERS ALPENA, Mich 675 4 Art., Bklyn. 11232 (212) HY 9.6600 800 N. 2 Are. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Man 215 Essex St. 02111 (617) 482-4716 BUFFALO, N.Y 290 Franklin St. 14202 (716) TL 3-9259 CHICAGO, IlL. .9383 S. Ewing Ave. 60617 (312) SA 1-0733 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) MA 1-5450 DETROIT, Mkh. 10225 W. Jefferson Are. 48218 (313) VI3-4741 DULUTH, Mfam 2014 W. 3 St. 55806 (218) RA 2-4110 FRANKFORT, Mkh P.O. Box D 415 Main St. 49635 (616) 352-4441 HOUSTON, Tex 5804 Canal St. 77011 (713) WA 8-3207 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904)353-0987 JERSEY CITY, NJ. 99 Montgomery si. o'/sox (201) HE 5-9424 MOBILE, Ala IS. Lawrence St 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va. 115 3 St 23510 (804)622-1892 PADUCAH, Ky 225 S. 7 St. 42001 (502)443-2493 PHILADELPHIA, Pa.. .2604 S. 4 St. 19148 (215) DE 6-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 PORT ARTHUR, Ttr..... 534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif. 1311 Minion St. 94103 (415) 626-6793 SANTURCE, P. R. 1313 Fernandez Juncos, Stop 20 00909 (809) 724-2848 SEATTLE, Wash 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo.. .4581 Gravois Ave. 63116 (314) 752-6500 TAMPA, Fla.. 2610 W. Kennedy Blvd. 33609 (813) 870-1601 TOLEDO, Ohio 935 Summit St. 43604 (419)248-3691 WILMINGTON, Calif. 510 N.Broad St 90744 (213)549-4000 YOKOHAMA, Japan. . Yokohama Port P.O. P.O. Box 429 5-6 NIhon Ohdori Naka-Ku 231-91 201-7935 Shipping at SIU A&G deep sea ports went down slightly last month from the previous ' month's figures. However, of the 1,287 jobs shipped, 871 were taken by Class 'A' seniority full book men. This means that 416 jobs were available to Class 'A' senior­ ity full book men not taken by them. February, 1977 •TOTAL REGISTERED All Groups Class A Class B Class C JAN. 1-31, 1977 5 14 27 15 22 59 32 38 13 48 82 ; 0 6 9 2 4 1 2 2 5 1 3 1 2 3 4 0 0 45 0 5 0 0 1 0 0 1 0 1 0 0 0 6 0 1 15 Port 7 69 7 15 14 16 21 56 20 31 13 31 6 66 0 0 372 4 24 5 4 9 5 6 11 3 3 2 11 5 19 7 0 118 1 6 0 0 2 0 0 0 0 0 0 0 0 7 0 1 17 7 145 20 56 22 16 47 133 54 61 21 65 19 117 0 1 784 1 3 3 0 0 72 0 5 0 1 2 0 0 0 0 1 1 0 0 5 0 0 15 1 135 16 37 19 14 36 116 54 60 22 37 14 76 0 3 640 2 27 7 5 5 3 7 12 5 13 4 13 2 11 0 0 116 0 5 0 0 0 1 0 1 0 0 1 0 0 6 0 0 14 2 53 10 20 20 8 28 67 23 36 13 20 11 50 0 1 362 1 6 1 4 3 0 1 3 0 2 1 4 1 2 0 0 29 0 1 0 0 0 0 0 0 0 0 0 0 0 2 0 0 6 1 50 13 32 14 4 18 59 18 42 6 21 13 41 0 1 333 4 109 24 44 19 4 27 61 25 35 11 22 14 40 0 2 441 6 77 0 10 2 2 0 0 3 4 2 3 3 31 0 0 143 658 175 5 17 5 7 4 1 4 15 0 3 4 ENGINE DEPARTMENT Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville . San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 65 8 46 33 33 10 0 2 335 1 17 1 0 1 2 3 8 5 7 1 6 0 11 0 0 63 1 3 0 0 0 0 0 0 0 0 0 1 0 4 0 0 9 Port 1 74 5 10 16 7 23 38 15 18 9 26 10 49 0 2 303 1 25 0 2 5 4 8 12 3 9 5 7 1 20 7 1 110 1 2 0 0 0 0 0 0 0 0 0 1 0 8 0 0 12 STEWARD DEPARTMENT Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals ••REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals TOTAL SHIPPED All Groups Class A Class B Class C 7 9 23 12 22 5 8 0 0 183 1 4 0 0 2 1 0 1 0 1 0 0 3 2 0 18 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2 1 54 1 11 5 10 9 30 9 17 3 17 6 23 0 0 196 1 37 6 5 4 1 6 26 6 3 3 8 3 24 6 0 137 1 0 1 0 0 0 0 0 0 1 0 7 0 10 0 2 22 ENTRY DEPARTMENT v• 1 33 3 20 8 8 12 24 11 29 0 15 3 30 0 0 197 3 64 9 16 11 4 12 34 13 24 10 18 8 40 18 2 286 6 31 1 1 4 1 0 0 1 4 0 . V,-., 8 1 30 0 2 90 1,171 412 116 871 365 51 2,119 Totals All Departments •"Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. Page 35 1% �I MiWWI iil» I'l II II The Harry Lundeberg School of Seamanship "/or a better job today^ and job security tomorrow* Quartermaster Course To Begin March 21 Deck department members should be aware that the Lundeberg School will begin a Q)uartermaster (loiirse Mar. 21, 1977. The course includes instruction in the use of the magnetic and gyro compass, rules-of-the-rond, knots and splices, firefighting, emergency procedure.s, interna­ tional codes and signals, bridge publica­ tions and instruments, aids to navigation, a review of deck seamanship, as well as instruction in radar, loran, fathometers and weather, tides and currents. To qualify for the course, which is two weeks in length, a member must hold a U.S. Coast Guard endorsement as AbleSeaman Unlimited Any Waters. Other starting dates for the Quarter­ master Course include June 13, Sept. 6 and Nov. 28, 1977. Lifeboat Course Graduates 2 Seafarers Rainey Tate (left) and Frederick Washington display their Lifeboat­ man Course graduation diplomas on Feb. 3 at the HISS. Engine Department QMED—^Any Rating ABLE SEAMAN This course consists of classroom work and practical training to include: basic seamanship, rules of the road, wheel com­ mands, use of the magnetic compass, cargo handling, knots and splices, block and booms, firefighting and emergency procedures, basic first aid, and safety. Requirements: • All candidates must be at least 19 years of age. • Must pass a physical examination. • Must have normal color vision. • Must have, either with or without glasses, at least 20/20 vision in one eye, and at least 20/40 in the other. The can­ didate who wears glasses, however, must also be able to pass a test without glasses of at least 20/100 in each eye. • Must either have, or first complete, the separate Lifeboat Cour.se offered at the school. Starting dates: May 12, Aug. 4 and Oct. 27. LIFEBOATMAN The course of instruction is two weeks in length and leads to the Coast Guard endorsement of Lifeboatman. Course Requirements: Must have 90 days seatime in any department. The course of inslructiou leading to certification as QMED—Any Rating is eight weeks in length and- includes in­ struction leading to the Coast Guard en­ dorsements which comprise this rating. Course Requirements: You must show evidence of six months seatime in at least one engine department rating. Starting date: June 13. WELDING FOWT The course is four weeks in length and leads to endorsement as Fireman, Watertender, and/or Oiler. Course Requirements: If you have a Wiper endorsement only, you must: • Be able to pass the prescribed physi­ cal, including eyesight requirements • Have six months seatime as Wiper, OR Be a graduate of HLS at Piney Point and have three months seatime as Wiper • If you have an engine department rating there are no requirements. 99 New Steward Program To Be Launched April 11 The Steward Department Recertification Program will get under way April 11, 1977 and will include new courses for Chief Steward/Cost Accountant, Chef, Second Chef, Third Chef and Steward Assistant. A complete rundown of the new pro­ gram for steward department members, as well as a schedule of course dates, was run in the December 1976 issue of the Log on pages 30, 31 and 32. In addition, a corrected program application was run in the January 1977 Log on pages 33 and 34. Steward department members should look into the program, and if interested, should fill out the application as soon as possible to insure a spot in an early class. Additional applications have also been mailed to all SIU Union Halls, SlU-contracted ships, and the homes of steward department members. Directory of AH Upgrading Courses DEEPSEA, LAKES COURSES • • Starting dates: April 14, July 7 and Sept. 29. LNG/LPG The course of instruction in basic weld­ ing consists of classroom and on-the-job training including practical training in electric arc welding and cutting; and oxyacetylene brazing, welding and cutting. On completion of the course, an IILS Cer­ tificate of Graduation will be awarded. Course Requirements: • Engine department personnel must have 6 months seatime in an engine room rating • Deck and steward department personel must hold a rating in their di'partment. The course of instruction leading to certification as LNG/LPG crew consists of basic chemistry, tank and ship con­ struction, gasification, reliquefication procedures, inert gas and nitrogen sys­ tems, instrumentation, safety and firefighting, loading, unloading and trans­ porting LNG/LPG. Course Requirements: Engine room personnel must hold QMED —^Any Rating. Others, deck and steward department personnel must hold a rating in their department. The normal length of the course is four (4) weeks. Starting dates: April 4, Sept. 19. Starting dates: May 2, I\.ov. 28. Trio Graduates in Welding Class Starling dates: March 3, 17, 31; April 14, 28, and May 12, 26. • • Note: Courses and starting dates are subject to change at any time. Any change will he noted in the LOG. Page 36 ;| /^ • • • • • • • • • • • Steward Department Assistant Cook Cook and Baker Chief Cook Chief Steward • INLAND WATERS COURSES • • • • • • • • ® • • • Finishing the Basic Welding Class recently in Piney Point are (I. r.): Brothers John McCabe; William Magruder, and John Wallack. Ti: !;• Engine Department Fireman, Oiler, Watertender (FOWT) QMED—Any Rating Advanced Pumpman Procedures \ ' Automation LNG-LPG v.r Refrigerated Containers Welder Diesel Engines Note on Lifeboat; The requirements and course material for the endorsement of Lifeboatman is identical for all personnel. So the aI»ove outline and starting dates of the Lifeboat course applies to our deepsea and Lakes Seafarers as well as to boat* men. Deck Department Able-seaman, 12 Months Any Waters Able-seaman, Unlimited Any Waters Lifeboatman : Quartermaster Able-Seaman Pre-Towboat Operator Original Towboat Operator Master/Mate Uninspected Ves­ sels Not Over 300 Gross Tons Upon Oceans First Class Pilot Radar Observer Pre-Engineer Diesel Engines Assistant Engineer Unin.spected Motor Vessels Chief Engineer Uninspected / Motor Vessels ^ Tankerman Towboat Inland Cook Ve.ssel Operator Managementan't Safety (bourse • ; Seafarers Log �9 f| Diesel Course Preparing Members for New Trend T ill t The Harry Lundebcrg School will be gin an important upgrading course for engine department members on May 16 in anticipation of another new trend in the U.S. maritime industry. The course is entitled Diesel Engine and it is open to all interested engine room men. Presently, most SlU-contracted deepsea vessels have steam engines, but for reasons of economy, diesel powered ships may soon make up a sizeable part of the U.S. merchant fleet. This trend can al-, ready be seen developing in some of the newer additions to the fleet. For example. •!_ _ OfTT the SlU-contracted ships of the Zapata tanker fleet are diesel powered as is the Sugar Islander and the four SlU-manned MSG tankers Columbia, Neches, Hudson and Susquehanna. The Lundebcrg School's course pro­ vides participants with complete instruc­ tion on the principles and maintenance of diesel engines, while at the same time giving them a head start on the future. A more detailed look at the diesel pro­ gram shows that the course familiarizes students with diesel engine operations and includes both classroom and practical training in the types, design, con.structioii and characteristics of various diesel en­ gines, diesel nomenclature and principles of operation; introduction to the fuel, air, lubrication and exhaust systems and the use of various gauges, meters and instru­ ments used on diesel engines. The course of instruetion also includes training in the care, operation, mainte­ nance and recording of diesel engine per­ formance signals used between bridge and engine room; fundamentals of electricity and refrigeration, basic firefighting, first aid and safety. The course itself is six weeks in length. If you are interested in taking the diesel cour.se, fill out the upgrading ap­ plication in this issue and mail it to the Lundeberg School as soon as possible to insure a place in the class. All students enrolled in the Diesel Engine course have the opportunity to ODserve and work in a diesel plant during actual operation aboard the HLS pushboat Susan Collins. LUNDEBERG UPGRADING APPLICATION Name Date of Rirth(La»t) During classrooin sessions, Seafarers use scale models to observe diesel engine operations. (Middle) (First) Mo./Day/Year Address (Street) Telephone # (City) (Slate) (Zip Code) Dee[)sea Member P] (.Area Code) Inland Waters Mtmiber • Lakes Memiier • Seniority Book Number Dale Book Was Issued Port Presently . Registered li>_ Port Issued- Endorsement (s) Now Held_ Social Security #_ Piney Point Graduate: Q Yes Entry Program: From No Q (if so, fill in below) to Endorsement (s) Received (Dates Attended) Upgrading Program: to F rom. Endorsement(s) Received I. (Dates Atlentled) Do you hold a letter of completion for Lifeboat: The instructors in the Diesel Engine course help students to visualize the theory which is covered on the examinations by using models and mock-ups of diesel engine parts. • Yes 1 Q No; Firefighting: • Yes • No Dales Available for Training !1 (Refer to Direelory for all course listings.) , -J I Am Intere.sted in the Following Gourse(s)_ RECORD OF EMPLOYMENT TIME—(Show only amount needed to up­ grade in rating noted above or attach letter of service, whichever is apjilieable.) VESSEL SIGNATURE. During on-the-job instruction, students operate diesel engines and repair diesel parts. February, 1977 RATING HELD DATE SHIPPED DATE OF DISCHARGE DATE. RETURN COMPLETED APPLICATION TO; LUNDEBERG UPGRADING CENTER, PINEY POINT, MD. 20674 Page 37 •» 4 �GED Diploma Paying Off Big for Young Boatman Mike Culpepper, a 19-year-old resident of Virginia Beach, Va., earned his high school diploma through the Lundebcrg School's GEO Program in May, 1975 and it has been paying off for him ever since. "Pm not having any trouble keeping up in class," he said, "I understand all the vocabulary and my spelling is pretty good." The Able Seaman Course requires the use of math skills, also. Mike has found that he has the needed background for this requirement, too. "I use the math .skills I learned in GED for figuring varia­ tions and deviations and for determining the mechanical advantage of blocks and tackles." Brother Culpepper, who has been work­ ing on the inland waters for two years said that his GED diploma has helped in According to Mike currently upgrad­ ing at HLS for his able seaman endorse­ ment, the academic background he ac­ quired in the GED Program has been a big help to him in his vocational courses. SIU Gives 7 Scholarships to Members, Dependents Another part of the SIU's total educa­ tional program for its members is the L nion's College .Scholarships Eund. Each year the SIC awards five S10,000 fouryear scholarships, of which one is reserved for a I nion member and four for depen­ dents of members. The Cnion also awards two .§5,000 twoyear scholarships reserved exclusively for members. The two-year scholarships offer various ojiportiinities especially for the member who plans to keep .shipping. In such a program you may develop a trade or skill which would improve your peC formanee aboard ship as well as helping you obtain a better paying job wln-n you are ashore. The 810,f)00 scholarships may be used to pursue any field of study at any ac­ credited college or university in the U.S. or its territories. In regard to our members, application requirements are geared for the man or woman who has been out of school for a number of year.s, so you will only be com­ peting with other seamen with similar educational backgrounds. The awards are granted in April of each year and the deadline for the receipt of all apjilications is usually around April 1. Eligibility requirements are as follows: other career plans as well as in achieving the AB endorsement. "I plan to upgrade for the mate's license eventually. For that, Pll need the trigonometry I learned in GED and there's also a lot of working with decimals in that course." Mike termed the High School Equiv­ alency Program "a fine course." He said, "I like to write, and the English class has helped me in that, f also plan to go to Tidewater Community College and the program has enabled me to do so. People respect that diploma. It has helped me since I got it, and I'm sure it will go on helping me." • Have not less than two years of ac­ tual emjiloyment (three years for the par­ ent or guardian of dependents) on vessels of eonqianies signatory to the Seafarers Welfare Plan. • Have one day of employment on a ve.s.s(>l in the six-month period immedi­ ately preceding date of application. • Have 90 days of employment on a ve.ssel in the previous calendar year. Pick up a scholarship application now. They are available for you and your de­ pendents at th(> local I nion hall or by Boatman Mike Culpepper studies material for Lundeberg course leading to able-seaman endorsement. The high school diploma he achieved through the School's GED Program In 1975 Is helping him now In understanding voca­ tional material. writing to the Seafarers Welfare Plan, College Scholarship.s. 275 20th .St., Brook­ lyn, N.Y. 11215. Warning to Seafarers Young and Old: Drug Possession Means Loss of Seaman's Papers If you are convicted of (lossession of any illegal drug—heroin, barbitu­ rates, speed, LSD, or even marijuana—^tbe U.S. Coast Guard will revoke your seaman papers, without appeal, FOREVER. That means that you lose for the rest of your life the right to make a living by the sea. However, it doesn't quite end there even if yon receive a suspended sentence. You may lose your right to vote, your right to hold public office or to own a gun. You also may lose the opportunity of ever becoming a doctor, dentist, certified public accountant, engineer, lawyer, architect, realtor, pharmacist, school teacher, or stockbroker. You may jeopardize your right to hold a job where you must be licensed or bonded and you may never be able to work for the city, the county, or the Federal government. It's a pretty tough rap, but that's exactly how it is and you can't do any­ thing about it. The convicted drug user leaves a black mark on his reputation for the rest of his life. However, drugs can not only destroy your right to a good livelihood, it can destroy your life. Drug abuse presents a serious threat to both your physical and mental health, and the personal safety of those around yon. This is especially true aboard ship where clear min^ and quick reflexes are essential at all times for the safe operation of the vessel. Don't let dmgs destroy your natural r^ht to a good, happy, productive life. Stay drug free and steer a clear course. Gives $100 foSP AD ^ SEAFARERS POLITICAL ACTIVITY DONATION (SPAD) 675 FOURTH AVENUE BROOKLYN, N.Y. 1..1232 S.S. No. . Contributor's Name. .Book No.. Address, .State. .Zip Code I acknowledge and understand that SPAD Is a separate segregated fund established and administered by my Union to engage in political activities and to make contributions and expenditures for candidates seeking political office and solitlts and accepts only voluntary contributions, and I have the right to refuse to make any contribution without fear of reprisal. I may contribute such amount as I may volun­ tarily determine and I herewith contribute the sum of $ . This contribution constitutes my voluntary act and I am to to receive a copy of this receipt showing the amount of my contribution. A copy of SPAD's report is filed with the .Federal Election Commission and is available for purchase from the Federal Election Commission, Washington, D.C. Chief Steward Arthur R. Rudnick (left) aboard the SS John Penn (Waterman) gets his $100 SPAD receipt last month from SIU Representative George RIpol at Brooklyn, N.Y.'s Pier 7. Such donations this year will continue to protect the job secu­ rity and livelihoods of Seafarers by helping to enact favorable legislation for seamen In the Halls of Congress on Capitol Hill. Page 38 Seafarers Log �Dexter Jam^ Seafarer Dexter James started sailing in 1967 after gradu­ ating from the N. Y. Andrew Furuseth Training School. A member of the engine department, he holds an FOWT endorse­ ment and a QMED endorsement which he got at the Harry Lundeberg School in 1974. He also re­ ceived a lifeboat certificate at Piney Point that year. Brother James is a native and resident of Baltimore, Md. and ships out of the port of New York. 72 'A' Seniority Upgraders George. Nason Mike Coleman Seafarer George Nason started sailing with the SIU after finI ishing the trainee pro­ gram at the Harry I Lundeberg School in 1973. In 1975, he re­ turned to the School ^ to get his AB ticket. ^ A member of the deck department, Brother Nason was born and raised on Long Island, N. Y. and makes his home in Garden City, L. I. He ships from the port of New York. Seafarer Mike Coleman went through the Harry Lundeberg School Trainee Program in 1974. A member of 1 —.|B the black gang, he also earned an ; • FOWT endorsement at Piney Point in 1974. He was born in Camden, N. J. where he now makes his home. Brother Coleman ships out of the port of New York. Seafarer Tyrone Jackson has been shipping out with the SIU since graduating from the New Or­ leans Andrew Furu­ seth Training School. A member of the en­ gine department, in 1968 he went to the N.Y. Andrew Furuseth Training School for his FOWT. He earned a lifeboat ticket and has started work toward a high school equivalency diploma at the Harry Lundeberg School. A native and resident of New Orleans, Brother Jack­ son ships out of that port. Richard Doug Fanning Seafarer Doug Fqnning has been sailing with the SIU ^ since graduating from the Harry Lundeberg School in 1974. Brother Fanning ships in the deck de­ partment as an AB, an endorsement he earned in Piney Point in 1975. He also earned a tankerman endorsement at the Lundeberg School in 1975. He was born in Bethesda, Md., raised in the Washington, D.C. area, and lives in Crofton, Md. Brother Fanning ships out of the port of Baltimore. DEEP SEA Darrell Rye James Wolf Seafarer Darrell Rye graduated from the Harry Lundeberg School in 1973. He sails in the deck de­ partment as an Able Seaman. Brother Rye was born in Cali­ fornia, but raised in kFort Worth, Tex. where he now lives. He ships out from the port of Houston. Seafarer James Wolf first shipped out with the SIU in 1973 I after graduating from the Harry Lundeberg I School. Brother Wolf, who works in the deck department, up­ graded to AB at 4he Lundeberg School in 1975. A native and resident of Ewing, N. J., he ships from the port of New York. Clarence Reid Langford Seafarer Reid Langford graduated from the Harry Lundeberg School in 1974 and began ship­ ping in the engine department. He up­ graded to FOWT at Piney Point in 1975 and returned again in 1976 for a QMED endorsement. Brother Langford was born in Pahokee, Fla. and lived in different cities since his family was in the military. He is now settled in Panama City, Fla. and ships out of all Gulf Coast ports. Heine Morales Seafarer Heine Morales first went to sea with the SIU in 1970. That same year, he got a lifeboat ticket at the Andrew Furuseth Training School in New York. In 1976 he received his AB ticket at the Harry Lundeberg School in Piney Point and got his high school equivalency diploma there as well. Brother Morales, a native of Puerto Rico, now makes his home with his wife in New York. He ships from the port of New York. New York Philadelphia Baltimore Norfolk Jacksonville Detroit Houston New Orleans Mobile San Francisco Wilmington Seattle Piney Point San Juan Columbus Chicago Port Arthur Buffalo St. Louis Cleveland Jersey City Date Mar. Mar. Mar. Mar. Mar. Mar. Mar. Mar. Mar. Mar. Mar. Mar. Mar. Mar. Mar. Mar. Mar. Mar. Mar. Mar. Mar. 7 8 9 10 10 11 14 15 16 17 22 25 12 10 19 15 15 16 18 17 14 Seafarer Ducky Amat started sailing with the SIU in 1973 after graduating from the Harry Lundeberg School. Before at­ tending the "A" Se­ niority Upgrading Program, he went back to Piney Point to get his FOWT endorsement in 7975". A native of Brooklyn, Brother Amat makes his home there with his wife and daughter. He ships from the port of New York. Seafarer "T.J." Jordan, who is a grad­ uate of the Harry Lundeberg School T rainee Program, first shipped out with the SIU in 1972. He has been sailing as an FOWT since 1974, when he completed the Piney Point upgrading course. A native and re.sident of Toulminville (Mobile), Ala., Brother Jordan ships out of Mobile. David McGarrity Seafarer David McGarrity first sailed with the SIU from the port of Mobile in 1969. He is a grad­ uate of the Harry Lundeberg School Trainee Program. A member of the engine department, he ob­ tained an FOWT ticket through the N. Y. Andrew Furuseth Training School in 1970. He upgraded to QMED in 1975 at the Harry Lundeberg School. Born in New Brunswick, N. J., Brother McGarrity was raised in Freehold, N. J. He lives in Pensacola, Fla. and ships out of all Gulf Coast ports. Lifeboat Course Graduates 5 fiaSNBERSHIP REETMGS' SCHBNILE Port Ducky Amat Theopolis "TJ." Jordan Deep Lakes, Inland Waters 2:30 p.m 2:30 p.m 2:30 p.m 9:30 a.m 2:00 p.m 2:30 p.m 2:30 p.m 2:30 p.m 2:30 p.m 2:30 p.m 2:30p.m. 2:30 p.m .10:30 a.m. . 2:30 p.m. UIW 7:00 p.m. 7:00 p.m. 7:00 p.m. 7:00 p.m. — — 7:00 p.m. — — , — — I • 1 1:00 p.m. 2:30 p.m. — — Seafarers (I. to r.) John D. Tucker; Allan Dale Signer; William Theodore Marvin E. Gilden, and Tyrone Jackson are shown with their certificates of achievement as they graduated from the Piney Point Lifeboat Course recently. Deposit in the SIU Blood Bank— It's Your Life Page 39 February, 1977 m �MB^SEAFARERS 4 wj)'- LOG February, 1977 (MtlcUl pnbUcaUra •t the SEAFARERS INTERNATIONAL UNION• Atlantic, OnU, Lakes and laUnd Waters District* AFL-CiO ?$=: r ' -JJ rii r -r' .^;c *'»! i. 0 Wt ivi' Jacksonville Patrolman Tony Aronica (left) takes a gander at Deckhand :v:: Glenn McDonough's new inland waters book. Brother McDonough sails Jj: on the tug Bu/wark. On the new tug Bulwark (Crowley) is Deckhand Stephen Frost who took an ungrading course recently at the HLSS. ^ Jacksonville: Hub of the Puerto Rico Runs Cook Jay R. Phelps of the tug SeaSwift (Caribe Towing) takes on sup­ plies as the boat prepares to take on a barge load of trailers. All roads, rail lines and airlanes in norther Florida lead to the distribution center of the deepwater and inland waterways port of Jacksonville on the St. John's River. There in the harbor, second in Florida, mainland manufactured products and machinery in truck-trailer containers are driven onto RO-RO barges to be towed by such SlU-contracted tugs as the Apache.Monitor and Bulwark (Crowley) and the Sea-Swift (Caribe Towing) to a final rendezvous in the first port of Puerto Rico, San Juan. On the return haul, they tow back barges loaded with such agricultural products as sugar, tobacco, coffee, fruits and spirits. The harbor is also a deep-sea stopover point for oil tankers carrying their black gold to the shivering, frigid Northland where it's sorely needed. -f?' The two-month old tug Bulwark out of the port of San Francisco nears an anchored CTMT container barge, also slated for docking in Puerto Rico. Here's part of the crew of the tug Sea-Swift of (I. to r.): Chief Engineer Jim Prentice: Cook Jay R. Phelps; OS Richard S. Turner, and Engineers Mike R. Sanchez and Richard A. McEvoy, who had just finished overhauling the diesel engines. � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource February 1977 Description An account of the resource HEADLINES DROZAK ASKS FOR CREW WELLBEING AT SAFETY SEMINAR 1977 MARKS 20TH YEAR OF LUNDEBERG DEATH UNION WINS ARBITRATION CASE TO HAVE TUG CAPTAIN REINSTATED AFL-CIO STATEMENT ON ALASKA GAS PIPELINE ROUTE MTD CALLS FOR CARGO POLICY FOR U.S. FLEET HALL URGES APPROVAL FOR ALL-ALASKA GAS PIPELINE SAN FRANCISCO MEETING; NO ALASKA OIL FOR JAPAN SIU AGLIWD PROPOSES MERGER TO SUP, MCS AND MFOW SIU ASKS THAT NAVY USE COMMERCIAL TUGS AND OILERS LENWARD STEPHENS LAUNCHED ‘MAKE-UP PLAN’ FOR U.S. SHIPS TO BE PART OF ’77 GRAIN PACT U.S. SAFETY BOARD FAULTS SKIPPER FOR LOSS OF TRANSHURON JANUARY JOBLESS RATE 7.3% COLD LAYS OFF NEARLY 2-M SIU, MARITIME UNIONS PREPARE TO DO BATTLE WITH THE COAST GUARD IMCO COMMITTEE STRESSES NEED FOR SURVIVAL TECHNIQUES PHS SYSTEM NEEDS MORE FUNDS FOR FULL SERVICE THE OLD BROOKLYN, NEW YORK NAVY YARD: A STUDY IN PROGRESS FROM AN EXCITING PAST TO A BRIGHT FUTURE DEEP SEA MINING ISSUE AT UN LAW OF THE SEA CONFAB IN MAY A DREAM COMES TRUE FOR YOUN SIU BOATMAN COME JUNE, CALL ’69 SCHOLARSHIP WINNER, DR. PUCESVICH HIGHER WEST COAST ’77 PORPOISE QUOTA BID CHEERS TUNAMEN THE ALL-ALASKA GAS PIPELINE MAKES SENSE MTD PROPOSES PROGRAM OF PROGRESS FOR AMERICAN MERCHANT MARINE 4 IMPORTANT MARITIME RELATED PROPOSALS PASSED MTD PROPOES TRADE POLICY THAT WILL PROTECT U.S. WORKERS MURPHY SAYS LACK OF CARGO IS BIGGEST PROBLEM OF U.S. FLEET GOVERNOR OF PUERTO RICO TALKS ABOUT LABOR AND STATEHOOD CONGRESSMAN ZEFERETTI BIDS MTD PRESS FOR CARGO PREFERENCE N.Y. INDUSTRIAL COMMISSIONER ROSS DISCUSS UNEMPLOYMENT COASTAL ZONE MANAGEMENT “IS A PROGRAM OF WISE USE”- KNECHT SWEENEY WARNS OF DANGER CAUSED BY EXPOSURE TO ASBESTOS CONGRESS: ACT ON HEALTH, SAFETY, MINIMUM WAGE, FOOD STAMPS 4 UNION OFFICIALS: BOMARITO, SCHACTER, LIVINGSTON, GROTON GIVE VIEWS ON MTD AID, FOOD STAMPS, OSHA, SOLAR ENERGY SUPPORT J.P. STEVENS BOYCOTT AN OUTLINE OF THE SEAFARERS PENSION PLAN TRUSTEES HOLD JANUARY MEETING IN NEW ORLEANS SEA-LAND SHOREGANG ABOARD THE SS HOUSTON IN PORT ELIZABETH HUDSON SAVES 47 VIETS OFF JUNK IN MID-S. CHINA SEA DIESEL COURSE PREPARING MEMBERS FOR NEW TREND GED DIPLOMA PAYING OFF BIG FOR YOUNG BOATMAN JACKSONVILLE: HUB OF THE PUERTO RICO RUNS Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 2/1/1977 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 39, No.2 1977 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/510478a504f093f2d5bbc4a2742a5b14.PDF 01bf9ebef452812c77b0c91823b51715 PDF Text Text V 7,1 y-i j * ^ fe3 /a-'.;-."i.'-iUJ-'.E •MS .• M/' «:;!a mm ;;V ;v;Sfi^ • V m ,v,4-v'' '••""• '-'MM &M' .:^-' I . ^-' ,4 *^ • j I '^-7-. %••-,, ' . I . J.'-iJ.i !3l-. ^ ^ * f i ^ ^ i>J^ . h-miyM" -^ plffftiS?-*-W<p?' t-s^- •'• ^ R'' wP 'Miy.-r-,,-, /.'.•.^.?:cL^'^'' Great Lakes Coast Guard Seminar Held ®;7"C"'" See Special Sypptement SlU Boatmen Hold Conference -m See Page II " " '';^ . iM. A&C Members Approve Merger Talk ilw :%;; W. C. Tankers 7'; -v;.'''--^T-'.v'• •'45>" !?".•' v'-'^' '-^1-/'" •. ': :- srU PV^ident Paul Hall (center), who is also a vice president of the AFL-CtO. "} ^ riiS!^s©s¥pomtr dwfhfl the meet­ ing. Flanking him ohifeleftMMi®eenberg, president emeritus pi the N RetailsVVholesale andVDepahtiRiStfjr^ and on the right is Reter ^ Bommarito, president of the United Rubber, CorH, Linoleum and Plastic ; Workers of America, Both®ceertb©^ gommarito are also vice |residems^ vc-. • ^ �SlU Also Scores Cleveland as Sole Test Center Obsolete Lifeboats. Drills Hit at Lakes CG Seminar Obsolete lifesaving equipment, un­ manned ordinary household ladders used for boarding ships, and the lack of proper lifeboat drills aboard Great Lakes vessels were recently targeted for criticism by the SIU at a Great Lakes Coast Guard Marine Industry Seminar held in Cleveland, Ohio on Mar. 2. The SIU also protested a Coast Guard plan to make Cleveland the only GREAT LAKES testing center on the Great Lakes where entry rated seamen could apply to up­ grade for able seaman, lifeboatman and ratings in the engine department. "People can now take the upgrading exams in several different Lakes ports," Jack Bluitt, SIU Detroit port agent told the Log. "Under this new plan, they would have to pay expensive transporta­ tion and lodging costs." Brother Bluitt, Byron Kelley, SIU Great Lakes area director for the in­ land waters and Dave LeBarron, assist­ ant area director, attended the seminar along with Bob Kalmus, vocational di­ rector at the Harry Lundeberg School of Seamanship. Lifesaving Equipment Calling for a new concept in lifesav­ ing equipment aboard Lakes vessels, the SIU pointed out that much of the equip­ ment is 30 to 40 years old. When a ship sinks on the Lakes, it goes down fast, Continued on Page 7 Tough Fight Ahead for Bill to Get New Locks & Dam 26 Senator Gaylord Nelson (D-Wisc.) introduced earlier this month a bill to clear the way for construction of a new Locks and Dam 26 two miles down­ stream from the old facility at Alton, 111. on the Mississippi River. No specific date has been set for start of Senate hearings on the bill, but they are expected to begin in late March or early April. Recent events in Congress, however, indicate that the fight for Senator Nel­ son's bill will be a tough one. For in­ However, Ronald Schrader, execu­ stance, at the end of last year. Congres­ sional supporters of a smiliar bill were tive director of the National Committee forced to defer action on the measure on Locks and Dam 26, an ad hoc board when a controversial user charge amend­ of top labor and industry officials, said ment was tacked on at the last minute. that despite opposition to the bill, his The bill's supporters did not want to committee was "mounting an intensive okay the imposition of tolls on the new legislative campaign to obtain authori­ Alton facility since it would set a bad zation of a replacement lock at Alton" precedent that could spread to the levy­ this year. The Locks and Dam 26 project, ing of tolls for use of any or all of the 200 traditionally free dams built for which is badly needed to clear up a navigational purposes on America's in­ serious bottleneck at the old outmoded land waters. facility, has been delayed for several In addition, when the current (95th) years by court action initiated by the Congress took office, the House Public railroads and environmental groups. Works Committee indicated they did However, the barge tie-ups at the old not want to take up legislation regarding facility, a situation that can only get Locks and Dam 26 until sometime next worse as the new project continues to be delayed, mean a lot more than a fall. Jl]© Three Simple Events Made Big Difference Throughout the nearly 40-year history of our Union—years in which we made tremendous strides for the betterment of our members through strikes, collective bargaining, organizing and politics—I have to single out three rather simple events that more than any one person or any one thing have made our Union the strong, unified organization it is today. I'm talking about the merger of the Atlantic distpct and Gulf district in 1940, just two years after we received our original charter from the International; the merger of the A&G district and the Great Lakes district in 1972, and the merger of the Inland Boatmen's Union and the A&G dis­ trict just last year. The initial merger of the Atlantic and Gulf districts I believe to be our most important for a number of reasons, including the fact that this merger broke a tradition of separation among America's maritime labor unions. In addition, this first merger enabled us to avoid unnecessary jurisdictional disputes among ourselves, and most importantly, it enabled us both to pre­ pare for a future of rapid technological, educational and political changes in the maritime industry, as well as to take these changes in stride and benefit from them instead of being hurt by them. In regard to our more recent mergers with the Great Lakes district and the IBU with the A&G district, it is still much too soon to be able to see the benefits from a historical point of view, but I believe that these mergers are working and will continue to work for this organization in much the same way as our first merger by giving us the strength and foresight to meet the problems and challenges of the future. When you look at it closely, the only real problem with mergers is timing. In other words, if the merging unions will not benefit equally from the merger, then the time is not right for the move. So far, we have been ex­ simple loss of time. Towing companies are losing cargoes and income as the delays force shippers to move some cargoes by alternate forms of transportation that cost three times more than water carriage, the most economical of all modes of trans­ portation. This in turn is costing shippers more money to move their cargoes, and it is ultimately costing the American con­ sumer more money to buy these prod­ ucts. The delay in the start of the new Locks and Dam 26 project is also cost­ ing hundreds of jobs for unemployed construction workers in the St. Louis, Mo. area, who might otherwise be onthe-job at the new site. tremely successful with our mergers because we planned them well and we timed them properly. With this in mind, I believe that the time is now right to begin the process of merger with our brother unions on the West Coast—the Marine Cooks and Stewards, the Marine Firemen, Oiler and Watertenders Union and the Sailor's Union of the Pacific. However, because the West Coast unions are completely autonomous organizations, we have offered them the merger proposal individually, which means that their respective memberships would either accept or reject the merger proposal on an individual basis. By the same token, this membership would have the opportunity to accept or reject the mergers by virtue of a secret ballot. Now the question, why a merger with the West Coast? From our own point of view, a merger of any one or all of the West Coast unions with our organization would immediately provide us with greater political, organizational and economic resources to do the increasingly complex job of representing the interests of our membership in all areas of the maritime industry. Congress and the government. More simply, we as an organization for the betterment of American seamen will be in a stronger position to cope with the problems of today, tomorrow and far into the future. The merger, on the other hand, would give the West Coast unions— organizations with good membership and good contracts but little chance for meaningful growth in their present situation—the opportunity to join with an aggressive, expanding union with the desire and resources to make the U.S. jmaritime industry a better, more competitive industry on a global basis, and an industry more capable of providing for the needs of its workers. In other words, the merger of the MCS, SUP and MFOW with the SIU AGLIWD is a fine opportunity for them and a solid proposal for us through which- the memberships of all respective unions would benefit. One more thing, I believe that a merger of the West Coast Unions with our organization is one step forward in a natural progression of mergers among maritime unions that will inevitably lead to the day when there is only one union for unlicensed seamen in this country, and one union for licensed seamen. For that matter, I believe that between now and the near future, all seg­ ments of the American labor movement will experience mergers of similar unions with similar interests for the overall purpose of providing better repre­ sentation and protection to their memberships. Seafarers, however, should not get the impression that the merger of maritime unions will take place overnight. In fact, before all the problems are out of the way, it will take some time. Regardless of the time, and for that matter regardless if any merger takes place at all, the SIU as an organization representing the best interests of American seamen will continue to move ahead as we have always done in the past. ocards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave., Brooklyn. N.Y. 11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 39, No. 3, March, 1977. > y • Page 2 Seafarers Log �At American Shipper Forum Hall Stresses Need for Cargo Preference Law At an international forum on "Our Future as an Island Nation," SIU Presi­ dent Paul Hall did not need a crystal ball when he told the audience that this country's future depends on a strong U.S.-flag merchant marine. The way to insure it, Hall explained to some 500 representatives of the in­ ternational shipping community gath­ ered at the Mar. 8 forum, is to support the fight for a U.S. cargo preference program. Galvesfon U5PHS Facilify to Move The SIU has won a major battle in its long tight to preserve the Public Health Service hospitals. As tihe Log went to press, it was learned that the Department of Healdi Education and Welfare finally agreed to trans­ fer the deteriorated USPHS hospital in Galveston to a modem facility at Nassap Bay, Tex. Further details on die move will be carried in the next issue of the Log. DEEP SEA Hall was a featured speaker at the two-day forum held by American Ship­ per magazine at the New York Hilton. Thomas Gleason, president of the In­ ternational Longshoremen's Associa­ tion and like Hall a vice-president of the AFL-CIO, was another strong voice for labor at the forum and for cargo preference legislation. Hall urged the shipping community not to oppose the oil preference legis­ lation now before Congress by bringing pressure on the U.S. State Department and other Government agencies. "There is no justification for allow­ ing the American merchant marine to carry only five percent of America's foreign trade," he insisted. He explained that about 95 percent of our foreign trade is carried on foreign vessels—half of that amount on flag-of-convenience ships. "These fleets rob your people of jobs, deprive your treasuries of taxes and threaten your marine environment as SIU President Paul Hall was a featured speaker at the American Shipper forum on Mar. 8 in New York City. they do ours." A U.S. cargo preference program would not only stem the growth of flagof-convenience ships, but would allow the American maritime industry to en­ joy the same guarantees practiced by other nations. Citing significant shares carried by other national fleets—the Russian fleet carries about 50 percent of its foreign trade—Hall pointed out that "no other major world power allows the carriage of its trade to be so totallly controlled by foreign merchant fleets." The argument that a U.S. cargo pro­ gram would destroy free trade is mean­ ingless because of widespread cargo policies already in effect. "To expect the U.S. alone to operate as if free trade and not cargo reservation were the order of the day is to invite and encourage the total destruction of the U.S.-flag mari­ time industry," Hall countered. Gleason Supports Cargo Preference "1 have frank and profound anxie­ ties about the decline of the U.S. mer­ chant marine and the sharp rise of the Soviet fleet," ILA President Gleason said. In his informal remarks following Hall's presentation, the 76-year-old labor leader, a veteran of 62 years in the longshoreman industry, left no doubt that the ILA would lend its strength to the fight for cargo preference. "We have to take a stand and wake up those people in Washington." AFL-CIO Drive Envisions Overhaul of the NLRB Act The AFL-CIO launched a major campaign to guarantee workers a "fair chance" to organize and bargain collec­ tively, at their mid-winter Executive Council meeting, late last month. Part of the campaign will involve overhauling the 42-year-old National Labor Relations Act, commonly known as the Wagner Act, in order to restore "equity to labor-management rela­ tions." As a result of the strict Congres­ sional limits on workers' organizing rights, management now holds the up­ per hand, the Council declared. The AFL-CIO will also seek full col­ lective bargaining rights for public em­ ployees and farm workers, the two largest groups currently excluded from coverage under the National Labor Re­ lations Act. Employment Proposals A wide range of programs to elim­ inate unemployment were also pro­ posed at the Bal Harbour, Fla. meeting. The labor leaders called on Congress and the President to pass a $30 billion economic stimulus program that would include public works, public service employment, special youth training and job programs, and countercyclical aid to state and local governments. A better balance in international trade, in­ fired while organizing , must wait years creased housing construction, restric­ for legal restitution. tions on imports and a wise energy Similarly, workers who organize a policy were part of the AFL-CIO's plant may be frustrated for years until remedies for the nation's worst eco­ their employer is ordered by the courts nomic slump since the Depression. to negotiate the first contract. To remedy the situation the AFLIn opening the drive for labor law reform, the Council pointed out that CIO recommends: 1. Expedite NLRB elections and pre­ the Taft-Hartley and Landrum-Griflin amendments, which were supposed to liminary injunctions for employer dis­ correct imbalances in Federal labor crimination against workers exercising their right to organize and for illegal legislation, had created a situation refusals to bargain after such elections. where "employers violate the rights of 2. Repeal Section 14b which allows workers with virtual impunity" just as states to pass so-called "right-to-work" they did before the Wagner Act was laws that deprive workers of their right passed. to decide whether or not they want a According to the AFL-CIO state­ union shop. ment, workers no longer face employer 3. Streamline NLRB procedures to goon squads armed with brass knuckles reduce delays. To help this along, ex­ and billy clubs. Today's union busters pand the five-member Board to nine "wear business suits and carry attache members. cases" and know how to use delaying 4. Give unions the same remedies tactics in the National Labor Relations Board so that workers who have been available to the employer for combating AFL-CIO Council Passes Maritime Resolutions The AFL-CIO Executive Coun­ cil passed five resolutions that are of particular importance to all maritime workers. These five enei^y and maritime- INDEX Legislative News Washington Activities .... Page 9 Cargo preference hearings Page 5 Tuna fishing Page 7 Oil pollution hearings Page 12 Locks and Dam 26 Page 2 Union News Wilmington meeting ...... Page 4 President's Report Page 2 Merger proposal Page 5 Headquarters Notes Page 7 Boatmen hold confab ....Page 11 March, 1977 violations of the law. Employers, but not unions, now have the right to bring damage suits against unions in Federal court and to get preliminary injunc­ tions. 5, Clarify definition provisions of the law that have not given the NLRB and the courts sufficient guidelines as to Congressional intent. The Executive Council also declared support for President Carter's rejection of wage and price controls. But at a press conference, AFL-CIO President George Meany warned against the Ad­ ministration's plan for prenotification on wage and price increases as leading toward the same end. "It would destroy collective bargain­ ing if you are compelled to notify the Federal Government" months in ad­ vance and "give them some responsibil­ ity for a settlement," he said, explaining that prenotification would destroy la­ bor's flexibility at the bargaining table. Brotherhood in Action .. .Page 31 Lakes Picture Page 8 Inland Lines Page 6 At Sea-Ashore Page 15 General News Shipper forum . Page 3 Undermanned tankers .... Page 5 AFL-CIO Council meeting ....... Pages 3, 17-24 Jones Act Page 12 C. G. Lakes meeting Page 2 Calif, tanker regulations .. Page 12 National unemployment .. Page 9 related resolutions, along with other items of interest, can be found in the special supplement on the AFL-CIO Executive Council meeting on pages 17-24 of this Shipping Around Bait, harbor .. .Backpage Overseas Chicago Page 5 Philip K Page 11 Long Lines Pages 38-39 Ships' Committees Page 14 Ships' Digests Page 25 Dispatchers' Reports: Great Lakes Page 27 Deep Sea Page 13 Inland Waters Page 12 Training and Upgrading Seafarers participate in A' seniority upgrading . . .Page 35 HLS courses and application Pages 36-37 GED graduates Page 37 hog. We urge all SIU members to read this supplement since it shows how the other AFL-CIO unions are supporting maritime workers. Membership News Boatman Tackett Page 6 Former scholarship winner Page 10 New pensioners .... Pages 29-31 Final Departures .... Pages 32, 33 Special Features AFL-CIO meeting . . .Pages 17-24 Propeller Club, Navy League Page 28 Seamen's Labor history .. Page 27 Articles of particular interest to members in each area can be found on the following pages: Deep Sea:3,5,12,13,14,15,25 Inland Waters: 2,6, 11, Back Page Great Lakes: 2, 8,27 Pages �Wilmington Seafarers Await Pipeline Start anticipation of the emergence of Long Beach, Calif, becoming a major shipping port for Seafarers was the main topic of discussion as SlU members from Los Angeles and the L.A. County areas gathered in January for the regular membership meeting in Wilmington, Calif. The reason for the anticipation, of course, is the soon-to-be opened trans-Alaska oil pipeline which will provide a definite boost to U.S. domestic ship­ ping on the West Coast. This anticipation was heightened by the added possibility of construction of a trans-Alaska natu­ ral gas pipeline to shadow the oil pipeline. SIU Representative Pat Marinelli, who chaired the meeting, talked about these issues and outlined the legislative steps the SIU was taking to insure an all-Alaska route for the gas pipeline rather than a proposed alternate route through Canada. In this regard, at a recent press conference in Washington, D.C., SIU President Paul Hall de­ nounced the proposed Canadian route for the gas pipeline, stating that ''the all-Alaska line would provide750,000 man-years of American jobs with­ out spending a cent of the taxpayers' money . . . Prior to Wilmington membership meeting, Recertified Bosun Ben Mignano, left, squares away his 1977 dues with SIU representative Pat Marinelli. and if there is anything our economy needs more than these jobs, I don't know what it is." Despite the controversy over the gas pipeline, though, the Wilmington membership expressed confidence in the Union's efforts to help insure the all-Alaska route for the gas pipeline, as well as anxiously noting benefits the new oil pipeline will provide West Coast Seafarers. Other topics discussed at the meeting were the Steward Department Recertification Program; LNG/LPG training and the necessity for firefighting training for all seamen. After the meeting, there was a job call at the Wilmington hall to crew up the new 80,000-ton SlU-contracted tanker Zapata Courier, the last of four sisterships launched at Todd Shipyards in San Pedro, Calif, in the past year. Recertified Bosun Sal Sbrlglio, who later got the bosun's job on the new tanker Zapata Courier, lis­ tens to proceedings at membership meeting. ''' Seafarer Mike Gunter, with pen in hand and thoughts of another place filling his mind, writes a letter home tc his family. With a trip to Las Vegas possibly in mind, four Seafarers enjoy a hand of cards while waiting for the mem­ bership meeting to begin. They are, from the left. Seafarers Robert Beckwith, Russell Mancin, Walter Lungren and Blewett Davis. Seafarers listen as SIU Rep. Pat Marinelli (not in photo) talks about the future of the port of Wilmington. Page 4 Seafarer Jimmy Ward makes an emphatic point about firefighting during Wilmington meeting. Seafarers Log �-asr^.- f Hall Protests Undermanned West Coast Tankers Undermanned oil tankers on the West Coast were sharply attacked by SIU President Paul Hall at a Senate Commerce Committee hearing on tanker accidents earlier this year. Hall singled out as a hazard the three Standard Oil tankers that oper­ ate with a sealed engine room and no unlicensed personnel on engine duty. He also criticized the Coast Guard for allowing the low manning scales on the tankers. President Hall warned, ". .. If something goes wrong with that pro­ pulsion plant, as recently happened, and you have no competent personnel in the engine room, you can lose con­ trol of that vessel and you are gone. I wouldn't want to be a cook on that kind of ship, because you are all on the same boat, as the saying goes." In giving in to Standard Oil's demands. Hall charged, the Coast Guard is "playing with potential danger." Saving the cost of employing one, two or three people imperils the whole effort to control tanker safety stan­ dards inside U.S. waters. Hall ex­ plained. "The very act on the part of the U.S. Coast Guard in reducing manning on board these ships is used to pressure internationally for world­ wide reduction of shipboard manning to the detriment of safe marine oper­ ations." "Taking advantage of USCG poli­ cies, Standard Oil of California, Esso of New Jersey and the rest are trying to beat down international standards," Hall continued. Tremendous Effort Needed President Hall later said that this elimination of the unlicensed engine department on the three Standard Oil tankers is a threat to the manning scales of all future U.S.-flag ships. He stated that the situation calls for a tremendous effort by all maritime unions if the manning scale is to be changed. Without a concerted drive by the maritime unions there may soon be no unlicensed engine person­ nel in the American-flag fleet, Hall noted. Oil Company Charges on Cargo Preference Refuted In testimony before a U.S. Senate sub-committee. Transportation Insti­ tute President Herbert Brand refuted charges broyght by multinational oil companies that cargo preference legis­ lation would considerably raise con­ sumer prices and cause international trade repercussions against the U.S. TI is a Washington-based educational and research organization representing 130 companies in the maritime industry. In his Mar. 8 testimony before the Sub-Committee on Merchant Marine, Brand "wholeheartedly endorsed" the S.682 and S.568 bills which would guar­ antee American-flag ships a significant portion of U.S. oil trade and enact stiff safety standards for tankers in U.S. coastal waters. He testified a week earlier before the House Merchant Marine and Fisheries Committee in support of similar policies contained in H.R. 1037. Assisfing Pumpman Difc' to new environmental standards, many U.S.-flag tankers will soon be installing line blind valves in tbe pumprooms. The purpose of the valves, which have already been installed on some tankers, is to avoid oil pollution in the event of a leak in the sea suc­ tion. The pumpman, however, may require assistance in shifting the valves when changing from cargo to ballast and vice-versa. When such assistance is provided to the pumpman by the watch on deck, such work shall be considered routine, as defined in Article III, Section 6 (C) of the Standard Tanker Agreements states: "Men on watch may assist the pifmpififln in piinq^rooms when accdmpaiyied by flie pumpman to iiihke changes, for handling cargo %id ballast) but not "The oil companies are leading the attack against a national oil import cargo policy," Brand told the Senate Sub-Committee, "by wrapping them­ selves .la the mantle o! consuHser pro­ tection." These companies which guard their profits by using dangerous flag-of-convenience tankers are talking about higher consumer oil prices rather than their own share of environmental legis­ lation, he explained. Higher safety standards and a cargo policy may have some cost impact on the consumer. "But we do not believe that the U.S. public is unwilling to pay a little more to preserve our waters and our national security." The legislation will also prove its worth by creating jobs where they are most needed. Brand said. Carrying 30 percent of our oil imports on U.S.-flag ships would mean about 134,000 manyears of work in shipyards and allied industries—areas of high unemploy­ ment—and 5,000 shipboard jobs. This would be about 12 percent of the total jobs needed to reach President Carter's goal of reduc'ng unemployment to five percent by 1980. The specter of .international retalia­ tion for the destruction of free trade that the oil companies have raised against a national cargo policy is also unfounded. Brand stated. Two-thirds of our oil im­ ports would still be carried by foreign flags. Moreover, other nations have en­ acted cargo reservation., measures for their own fleets—many above 30 per­ cent. "The idea that there is currently free trade in oil transportation is an ostrich­ like refusal to accept the reality of the current world situation." The proposed legislation wisely links environmental and cargo policies, Brand pointed out. The Coast Guard can effectively enforce tanker safety standards only on American vessels. The only way to get the full benefit of these laws is to increase the number of American-flag ships in our waters. A6LC Approves Merger Talk; West Coast Meeting Held The SIU A&G's proposal to con­ tinue discussions of a possible merger with the three SIU Pacific District aflSliate unions received unanimous approval by the membership in all A&G ports where a quorum was pres­ ent for the vote this month. The vote was taken at the regular March membership meetings in the nine constitutional ports and at special membership meetings held on Mar. 18 in all other ports. Also, preliminary discussions of the merger were held by the leadership of the four, presently autonomous unions of the SIUNA federation on Mar. 1721 in Santa Rosa, Calif. Representing the four unions at the meeting were: For the SIU A&G District: Paul Hall, president; Frank Drozak, exec­ utive vice president; Steve Troy, San Francisco port agent, and Harvey Mesford, Seattle port agent. For the Sailors Union of the Pacific: Morris Weisberger, president/secre­ tary-treasurer. For the Marine Cooks and Stew­ ards: Ed Turner, president, and all of the MC&S port agents. For the Marine Firemen, Oilers and Watertenders: Henry Disley, presi­ dent. In February, the Executive Board of the SIU Atlantic, Gulf, Lakes and Inland Waters District (AGLIWD) presented the merger proposal to the three Pacific District unions. (See story and text of proposal on page 5 of the February 1977 Log.) In keeping with the autonomous character of the SIUNA district unions, the AGLIWD offered the pro­ posal to each union individually for its consideration. Acceptance or rejec­ tion of the proposal will be made in­ dividually. The merger is being considered in order to expand job opportunities and pclit'cal strength for all of the unions involved. It would also reduce their individual administrative and operat­ ing costs. When and if a joint merger state­ ment is prepared by the leadership the membership of all merging unions will vote on it by secret ballot. To date the leadership of the MC&S has accepted the merger proposal while the leadership of the SUP and MFOW has rejected it. Discussions on the matter are continuing. Meet About Offshore Jobs Representatives of the eight international unions that signed the General Presidents' Offshore Agreement for the West Coast met in full committee on Feb. 14 in Bal Harbour, Fla. They reviewed the progress made under the West Coast pact and discussed a course of action for a similar East Coast arrange­ ment. The Presidents' Agreement insures offshore drilling jobs for American union members. The meeting was attended by SIUNA President Paul Hall, who chaired the session, and by SIUNA Vice President Frank Drozak. SIU Tanker Is Set for Valdex When the Alaska Oil Pipe­ line opens sometime this year, one of the new ships waiting mi DEEP SEA at Yaldez, the pipeline's port of discharge, will be the SIU-con­ tracted ST Overseas Chicago. The first of four new tankers buUt by the Maritime Overseas Corp. to carry oil from the pipe­ line) the Overseas Chicago is expected to be ready for service inJiiiy. The vessel was launched last November from the National Steel Shipbuilding Yards in San Diego, Calif. Her length is 894feet, breadth is 106-feet, and when fully loaded she wiU have a 49-foot draft. The cost of the four tankers, all 89,700 dwt, will be over $120 million. The ST Overseas Ohio and the Overseas New York are expected to be ready by the end of this year. The Overseas Washington wHl en­ ter the Alaska trade early in 1978. J Page 5 March,1977 MiiH �Boatman David Tacketf; A Chip Oft the Old Blotk(ette) Philadelphia The ice has all melted now, but some SIU members in this port have become celebrities because of last month's severe ice conditions. A local half-hour TV news program called "Eye On" was filmed on the SlU-contracted tug Neptune of Independent Towing Company. The program, which showed the difficulties which tugmen experience working in ice, is reported to be aired on the nation­ wide show "Sixty Minutes." Detroit SlU-contracted harbor tugs in all Great Lakes ports have begun fitting out after their annual winter lay-up. Great Lakes Dredge and Dock Co. will be needing SIU Boatmen any day now for the river dredging project in Cleveland, and Construction Aggregates Corporation will be needing men for their Bay City, Mich, job by the middle of April. Houston G & H Towing Company expects deltvery next month of the newjug C. R. Hayden, being built by Todd Shipyards of Galveston. The company has two additional tugs on order with Todd. St. Louis The main lock chamber at Locks and Dam 26 at Alton, 111. was closed 10 hours per day for 19 days to allow for the repair of voids which had developed beneath the lock walls. Although the Upper Mississippi River was still closed for the winter and traffic in the area was light, a large backlog of tows waiting to lock through developed. At one time as many as 35 tows were waiting, with waiting times of three and four days not uncommon. The SIU has long advo­ cated the replacement of this aging facility, and several bills authorizing its replacement are currently before Congress. Norfolk Barge traffic on the James River has been slowed down due to the ramming of the Harrison Drawbridge by a ship. It is uncertain how long the removal of the downed bridge, which poses a considerable navigation hazard, will take. New Orleans The SlU-contracted Mississippi Queen, the 400-passenger overnight riverboat which was launched last year, is underway again after its winter lay-up. The beautiful new steamboat, which carries a crew of over 100, is currently making weekly round-trip runs between New Orleans and Natchez, Miss. Jeffersonville, Ind. American Commercial Barge Line Company, an SlU-contracted company located across the Ohio River from Louisville, Ky. will be crewing up a new 1800 hp. towboat, the Delmar Jaeger, some time next month. Also under con­ struction for ACBL are two 8400 hp. boats, the first of which is due out this June. The new boats will operate on the Western Rivers and the Gulf Intracoastal Waterway. David Tackett was born to Lucille Thompson 29 years ago in the fine old river town of Cairo, 111., where the Ohio River meets the Mississippi. Today they live in another river town. Granite City, 111., near St. Louis, but their work often takes them past Cairo. Both Lucille and Dave work on SlU-contracted towboats, she as a cook and he as a deckhand and lead man. In the three years that this mother and son team have worked on the river, only twice have they found themselves on the same boat together. How did this situation work out? Brother Tackett rolls his eyes humor­ ously and exclaims, "As if I hadn't had enough of her cooking already!" Sister Thompson takes up the ball and re­ sponds with a laugh, "Do you think I wasn't already tired of doing his laun­ dry and sewing on his buttons?" Although not part of her duties as a towboat cook. Sister Thomson likes to perform certain motherly tasks for her crewmembers, whom she calls "my boys." But don't all you boatmen try to flock to Lucille's boat—she's a relief cook for Orgulf Transport Company of Cincinnati, and she's liable to turn up on any one of their four lineboats. Sister Thompson's work for Orgulf has taken her over most stretches of the Ohio, Mississippi, and Illinois Rivers. Brother Tackett, who has worked for both Orgulf and American Commercial Barge Line Company of Jeffersonville, Ind., boasts a longer list of rivers, in­ cluding the above three plus the White River in Arkansas and the beautiful Cumberland which flows through Ten­ nessee and Kentucky. Both mother and son were working on different boats and different rivers this January when severe ice conditions halted navigation in many areas. "I was on the Dan J. Hogan, breaking ice in St. Louis Harbor," reports Dave. "A TV station photographed us from a hel­ icopter and we were on the news." "We were tied up on the Ohio River for 15 days," says Lucille. "The men were busy breaking ice so we wouldn't get frozen in, but it wasn't all that dif­ ferent for me. My work goes on as usual no matter what happens." Brother Tackett and Sister Thomp­ son both hope to continue working on the river. Tackett is planning to upgrade himself through the Tankerman Train­ ing Program at the Lundeberg School. "I've heard a lot of good things about that place, and I'm anxious to get there," he says. "I'm looking forward to that bigger paycheck, too," he adds. Lucille Thompson has no upgrading plans, but she is quite content in her present situation. "I like working on the river," she says with a b:g smile. "The pay is good and there's always some­ thing happening out there." In Any Seaferer or Boatman who is taken to a hospital other than a USPHS facility for emergency treatment, must notify the nearest USPHS hospital of his situation within 48 hours, and it Is suggested that the notification be made by '^telegram. In the past, many of our mem­ bers have made it a practice to notify USPHS by phone. Unfortu­ nately, whenit comes time to pay the bill, there have been cases When USPHS has refused to pick lip the tab claiming j^y have ho record of the telephone call. How­ ever, by using telegrams you will have permanent proof that you ac­ tually notified USPHS within the prescribed period and at the same time you will eliminate any confu­ sion dealing with phone caUs. If you have no recourse,^though, hilt to use the phone, you should make it a point to get the name, dtle and department of the person vflio hahfUed your I Editor, Change of Address Or New Subscriber SEAFARERS LOG 675 Fourth Ave., Brooklyn, N. Y. 11232 I would like to receive the SEAFARERS LOG—^please put my name on your mailing list. i (Print information) NAME ADDRESS CITY STATE ZIP. SIU members please give: Soc. Sec. # Bk# TO AVOID DUPLICATION: If you are an old subscriber and have a change of address, please give your former address below or send mailing label from last issue received. ADDRESS Find Out What Fenwick Is Doing!! Page 6 CITY STATE. ZIP. Seafarers Log �Headquarters ^otes by SIU Executive Vice President Frank Drozak For SIU members, especially those who are shipping in the entry ratings, the key to higher pay, wider job opportunities and increased job security is upgrading through the wide range of educational programs available to all SIU members at the Harry Lundeberg School in Piney Point, Md. I single out our entry rated members in particular when talking about up­ grading, because it is they who have both the most to gain by increasing their skills, as well as the farthest to go before reaching the top rated jobs of their respective shipboard departments. I also single out our entry rated members because the opportunity for them quickly getting a job in a higher rating after they complete a specific program at the Lundeberg School is greater now than it has been for a number of years. In fact, because of the SIU's aggressive organizing programs to increase job opportunities for this membership, there is a definite need today for more ableseamen, oilers, and rated men in general in the steward department. When you look at it closely, the SIU's upgrading programs are of mutual benefit to both the Union and the members themselves. As noted before, the member benefits from upgrading in the way of better pay, better job oppor­ tunities and increased job and financial security for the future. The Union, on the other hand, benefits from these programs because the more SIU members who upgrade their skills, the easier it is for the Union to meet its manpower commitments to its contracted operators. In addition, as each SIU member upgrades his skills and moves out of the entry-rated cate­ gory, the Union can begin bringing in new members, which in turn will enable the SIU to maintain a good, cyclical balance of young, middle-aged and older members. This is an essential formula for any strong organization to maintain. However, the SIU cannot and will not force its members to upgrade if they don't want to. The only thing we can do is to continuously provide you with the opportunity to upgrade at the Lundeberg School, and encourage you to take advantage of the programs by actually going to the School and partici­ pating. There is no good excuse for not upgrading because the School provides comprehensive programs for all ratings in both the deep sea and inland water areas. For SIU Boatmen, the School has upgrading courses leading to ratings as able-seaman, tankerman, mate, radar observer, first class pilot, original towboat operator, master, and assistant or chief diesel engineer. In the deep sea area for deck department members, the School provides up­ grading courses for able-seaman, deck maintenance, quartermaster, lifeboatman and LNG/LPG training. For engine department members, there are courses for FOWT, QMED-any rating, welding, pumpman and advanced pumpman, automation, diesel engine, refrigerated container mechanic and LNP/LPG training. For the steward department, of course, the School is revamping the entire steward department curriculum. Our entry rated members who still have not decided which department they will make their permanent domain, should take a very close look at the steward department. There are many fine career op­ portunities to be found in the steward department, which I consider as im­ portant, and sometimes even more important, than any other on board ship. The bottom line here is simply that the opportunities to upgrade are avail­ able to all SIU members of all ages sailing in all capacities on the Great Lakes, inland waters or oceans. The courses are all provided free-of-charge to the membership, including free room and board at the School. The only tab you have to pick up is trans­ portation to and from the School. There are great benefits to be derived from participating in the SIU's pro­ grams for all concerned. As the old saying goes, though, you can lead a horse to water, but you can't make him drinic. In other words, the opportunities are there for you. Brothers, but it's up to you to take advantage of them. Drozak Asks for 'Rotionor Tuna Industry Regulation Frank Drozak, executive vice-presi­ dent of the SIU, has warned Congress that unless the Marine Mammal Pro­ tection Act is amended to provide for rational regulation of the tuna industry, "U.S. tuna vessels and canneries may be forced out of the U.S. causing the na­ tion to lose an important food industry and the thousands of jobs it produces at sea and on shore." Drozak, accompanied by Steve Edney, president of the SIUNA-affiliated United Cannery Workers Union, lev­ eled the warning during testimony Mar. 2 at hearings before the House Sub­ committee on Fisheries, Wildlife Con­ servation and Environment in Wash­ ington, D.C. His testimony came just a few days after the National Marine and Fisheries Service established a porpoise mortal­ ity quota of 59,050 for the U.S. tuna fleet for 1977, which is nearly 20,000 less than last year's quota and 37,000 less than the expected quota for this year. With the announcement of what U.S. tunamen call an "unrealistically low" porpoise quota for 1977, the U.S. yellowfin tuna fleet of 130 purse seiners headed home to San Diego and San Pedro, Calif, with their American flags at half mast. Referring to the predicament of the now idle U.S. tuna fleet, Drozak charged that "it should be clear that by forcing the U.S. tuna fleet into port, the Marine Mammal Act has attained exactly the opposite goal it was designed to achieve by causing a virtual absence of regula­ tion to tuna fishing operations, as the only vessels left at sea are outside the control of the Act." Vice-President Drozak also pointed out that while the Marine Mammal Act, which was enacted to protect porpoise and other marine mammals, has suc­ ceeded in driving U.S. tuna boats from the seas, "the entire foreign fleet is at sea taking tuna by methods which the U.S. fleet is prohibited from using." Want to Go Foreign Ironically, while Drozak was testify­ ing at the Subcommittee hearings, a group of management representatives from the American tunamen's associa­ tion were petitioning Secretary of Com­ merce Juanita Kreps to authorize trans­ fer of their vessels to foreign registry. A spokesman for the group said that "the whole fleet wants to go foreign; that's its only chance of survival unless Congress acts quickly in liberalizing the 1972 Marine Mammal Act." He added, "the fleet has little to show for three months of trying to cooperate and reach a reasonable agreement with the Government, except some $40 mil­ lion in losses, including about 20,000 tons of tuna since Jan. 1." So far, 17 vessels have actually ap­ plied for authorization to go foreign under flags of Panama, Mexico, Dutch Curaco and several other South Ameri­ can countries. Obsolete Lifeboats Continued from Page 2 and in few cases have any lifesaving devices been launched. The age of the lifeboat equipment is a factor as well as the design, the SIU representatives said. Capsule type life­ boats that are self-launching and weatherproof were discussed during the safety workshop. During the meeting and later in a letter to the chief of the Lakes Coast Guard Marine Safety Division, the SIU asked that gangways and safety nets similar to those used aboard deep sea vessels be required on Great Lakes ships. Three of our members were killed in 1976 in' ladder-boarding accidents. Part of the problem, according to the Union, is that ladders are left unattended because of the reduction in unlicensed manning. In a statement submitted to the Coast Guard after the meeting, the SIU noted that vessels built pursuant to provisions of the Merchant Marine Act of 1970 do not carry deck watches although these vessels are bigger than the older vessels, and require as much if not more mainte­ nance work to be performed. Reinstat­ ing the deck watch was recommended. Protested Manning Scale The Union also protested the Coast Guard manning certificates for newer vessels that call for only one watchstanding engineer. Fire and lifeboat drills on the Lakes are often lax, the Union charged, and often ships' logs may reflect that a drill was performed when in fact it wasn't. Strict verification procedures were re­ quested and strict penalties for opera­ tors who fail to require fire and lifeboat drills. Most of the day-long seminar was spent discussing LORAN-C, civil pen­ alty assessment procedures on oil spills, and documentation procedures. The safety workshop was held because it was specifically requested by the SIU. SIU Executive Vice-President Frank Drozak, left, and Steve Edney, president of the SIUNA-affiliated United Cannery Workers Union, sit side-by-side dur­ ing hearings conducted by the House Subcommittee on Fisheries, Wildlife Conservation and Environment. Drozak told the committee that unless the Marine Mammal Act was amended, the U.S. tuna industry, including canneries, would be lost to foreign countries. % �The Lakes Picture Fraiikffirt The car ferry M/V Viking was laid up Feb. 19 due to severe weather condi­ tions. When she arrived in Frankfort, an inspection showed that the bearings in the reduction gear were burned out. Repairs were slated for completion by the end of March when the ship will sail again. Hiiffalo Business is slow in the port of Buffalo because the ice is still solid in the harbor. However the SlU oHice there reports that the heavy snow accumulation from January and February has almost melted without any flooding. Only one vessel laid up in Buffalo this winter, the S.S. Consumers Power (Boland and Cornelius). Six of the elderly seamen in the area recently put in for their pensions. Diilath The Coast Guard Station North Superior in Grand Marais, Minn, will soon reopen on a full-time basis. The station is a search and rescue and boating safety facility on Lake Superior, 40 miles from the Canadian border. It was closed in 1973 as part of federal cost cutting measures, but was reopened for the 1974 boating season because of local public interest. It had been operated on week­ ends and holidays since that time by the Coast Guard Auxiliary. St. Lawreiiee Seaway Heavy ice conditions will delay the opening of the St. Lawrence Seaway, possibly until Apr. 13. Canadian and U.S. Seaway officials announced in March that they could not predict when the ice would break up and therefore could not establish a firm opening date. Special ice bulletins will be issued to user associations on a weekly basis until the Seaway is reopened. A new book that might be of interest to some of our members is Jaques LesStrang's Seaway. Billed as "the untold story of North America's Fourth Seacoast," the book tells the story of the St. Lawrence Seavvay, from the polit­ ical battles that were fought in order to build it to the problems of winter naviga­ tion. Also included are discussions of the port facilities along the Seaway and the technology used to move ships through the system, as well as a selection of over three hundred photographs. It was published by the Superior Publishing Company's Salisbury Press and costs $19.95. IN'troit Engine crews have been called for the end of March to fit out several of the American Steamship Co. vessels: S.S. Sharon, S.S. John J. Boland, M/V Buffalo, M/V Roger Kyes, S.S. John T. Hutchinson, S.S. Joseph Young, S.S. Detroit Edison, and S.S. Adam E. Cornelius. Galley and deck crews will soon follow the black gang on board. The M/V Richard Reiss is already running. The Cement Transit Co.'s M/V Medusa Challenger and five ships from the Huron Cement Co. are also fitting out at the end of March. They are the S.S. E.M. Eord, the J.B. Ford, the S.S. Iglehart, the M/V Townsend and the S.T. Crapo. When the M/V Belle River crews up in August, the SIU will be manning it with a chief electrician—a first in SIU Lakes history. The new 1000-ft. selfunloading ore-carrier is the latest addition to the American Steamship Co.'s Great Lakes fleet. At a Feb. 28 executive committee meeting in Detroit, the Great Lakes Task Force noted that the number of U.S.-flag ships serving the Great Lakes foreign trade and the U.S./Canada trade was continuously declining. Although there was enough foreign trade out of the Great Lakes to support 813 foreign vessel calls in 1977, there were only two U.S.-flag companies who made 10 sailings. The Federal operating subsidy is not sufficient, they said, and recommended an increased operating and construction subsidy for U.S.-flag operators in the Great Lakes foreign trade. The executive committee also decided to study the present cargo preference laws to see if they discourage the routing of traflic through the Great Lakes. Freight rate discrimination against Great Lakes ports added to the problem, they noted. At the meeting, the committee recommended that the Federal Maritime Commission establish a Great Lakes District Office so that the "fourth seacoast" could achieve parity with the other three coastal regions of the U.S. Labor unions and port authorities in Canada and the U.S. belong to the Great Lakes Task Force whose goal is to stimulate the economic and environ­ mental development of the region through suggesting legislative and other solutions to the area's problems. Saiilt Labor Launches Nationwide Boycott of J.P, Stevens The Amalgamated Clothing and Tex­ tile Workers Union (ACTWU), backed by the pledge of AFL-CIO chief George Meany's "complete, total all-out sup­ port," launched a massive drive to ask U.S. consumers not to buy J. P. Stevens Co. textile products. As a sidelight on Mar. 1, while Stevens stockholders were at their an­ nual meeting inside, hundreds of union, religious and civil rights picketers mounted a boycott demonstration out­ side the company's New York corpo­ rate headquarters protesting the firm's union busting, civil rights violations and lack of social justice for their minority employees. Since 34 percent of the company's $1-billion plus in sales came from the American buying public in 1975, the trade union movement requests con­ sumers not to purchase, among other things, Utica, Mohawk, Fruit of the Loom and Tastemaker sheets, pillow­ cases,. blankets, shower curtains and towels; Simtex table linen, and Tastemaker and Gulistan carpets. Other sheets, pillowcases and towels on the don't buy list have a Fine Arts label and brand names such as Beauti- cale. Peanuts, Yves St. Laurent and Angelo Donghia. Hiding under other brand names are such J. P. Stevens non-union made products as Contender and Merryweather carpets, Forstmann blankets and draperies and Fruit of the Loom, Big Mama, Finesse, Hip-Lets and Spirit hosiery. The purpose of the nationwide boy­ cott is to put collective bargaining pres­ sure on the non-union firm which the AFL-CIO considers to be the No. I violator of the Taft-Hartley Act. Since 1963, the Textile Workers Union has been trying to organize the J. P. Stevens mills. (The Textile Work­ ers Union and the Amalgamated Cloth­ ing Workers Union recently merged.) Only 10 percent of the 700,000 Southern textile workers are organized. Their wages are 31 percent (a more than $63 a week wage gap) below the U.S. factory worker pay average. The NLRB has charged J. P. Stevens with a "massive, multi-state campaign" to deny its employes the right to or­ ganize. In 94 NLRB cases, Stevens has been fined $L5-million for 289 illegal fir­ ings. Marie Giant LlOO-ft. carriers may soon be sailing on the Great Lakes. In February the Army Corps of Engineers announced it would allow 1,100 ft. vessels to use the Poe Lock at Sault Ste. Marie, Mich. At least two of the 1,000-footers now under construction were designed to be lengthened to 1,100 feet if the regulations concerning the Poe Lock were changed, but it is not yet known whether these vessels will be built to the longer specifications. The Poe Lock —1,200 ft. long, 110 ft. wide and 32 ft. deep—was built to accommodate 1,000 ft. long vessels. Pages Seafarers were among the hundreds of union members who demonstrated outside J. P. Stevens headquarters in New York City recently. Skipper,.... About That New Guy .... Seafarers Log �CONGRESSIONAL BUDGET House and Senate committees and subcommittees are preparing their reports to the Budget Committee and estimating the effect each committee's legislation will have on the Fiscal Year 1978 Federal budget. Estimates were due Mar. 15. House and Senate Budget Committee conferees have recently agreed on a revised budget for Fiscal Year 1977 (which ends Sept. 30) which includes $1.4 billion more than President Carter proposed to create jobs. The unemployment rate in January was 7.3 percent and is expected to rise sharply and temporarily for February because of the large number of layoffs caused by natural gas shortages and cold weather. Congress had to revise the 1977 budget adopted last September to provide for spending increases and tax cuts designed to boost economic growth and lower unemployment. ETHICS CODE FOR THE HOUSE The House of Representatives has passed a resolution for a new strict code of ethics for congressmen which would clamp down on the use of slush funds, outside sources of income, and franking privileges. The Commission on Admin­ istrative Review, chaired by Rep. David R. Obey (D-Wisc.) recommended the plan last month. It includes jail terms and fines for willful violations. The new code will: 1. Require full disclosure of income, gifts, holdings, etc. 2. Limit the amount of gifts from any individual or organization to $100 per year 3. Limit outside sources of earned income, including honoraria for speeches, to $8,625 per year 4. Prohibit lame duck travel 5. Outlaw the use of leftover campaign funds to run offices, and instead, increase office expense accounts by $5,000 per member 6. Limit franking to six mass mailings per year and prohibit mailings 60 days before an election ^ CARGO PREFERENCE—TOP PRIORITY ^ Chairman John Murphy (D-N.Y.) opened hearings in the Merchant Marine « and Fisheries Committee on cargo preference bills Mar. 1 with a strong statement of commitment. [See related stories on pages 3 and 5 of this Log.] Al­ though the bills are new, testimony has been given in earlier sessions of Congress on cargo preference. Murphy made the point that President Carter is on record m as favoring a strong U.S. cargo policy. A similar bill passed both houses of Congress, but was vetoed by President ; -* Ford in December 1974. Two bills have been introduced in the Senate, one by Senator Ernest Hollings ||(D-S.C.) and another by Senator Warren Magnuson (D-Wash.), whose Commerce Committee (renamed Commerce, Science and Transportation under - reorganization) are holding hearings on the Senate side. In recent hearings on oil spills in the Senate Commerce Committee, SIU ^ President Paul Hall linked the spills with use of runaway flags and foreign sea^ men, and urged that Congress take action to establish new policy. S S S S ^ A • 1^ — lb a 11 aMaxaa^^^ La a a aa aa OUTER CONTINENTAL SHELF s i The OCS Ad Hoc Committee is continuing hearings on oil and gas manage- k ment policy for the outer continental .shelf. Rep. John Murphy, speaking at the Maritime Trades Department Executive Ni Board meeting, stated that his amendment to the Outer Continental Shelf Act m will require that any vessel, rig or platform used in exploration, development W or production of oil or gas on the shelf be manned by Americans. O COMMERCE COMMITTEE GAINS IN ^ SENATE REORGANIZATION ^ In the realignment of committee jurisdiction, passed overwhelmingly by the ^ Senate, the Commerce Committee has been renamed Committee on Commerce, ^ Science and Transportation and given an expanded role. ^ Senate Resolution 4, prepared by the Select Committee (chaired by Sen. Adlai ^Stevenson (D-III.) proposed restructuring the cominittee system so that work 1^ and responsibility can be distributed equally among all committees and all -' members. The Aeronautical and Space Sciences Committee was merged into the new ^ Commerce Committee, which also gets referral of all bills relating to interstate ^ commerce, transportation, regulation of interstate common carriers, merchant . ^ marine and navigation, marine and ocean transportation (including deepwater « ports). Coast Guard, inland waterways, communications, regulation of con^ sumer products and services, Panama Canal, fisheries, outer continental shelf, coastal zone management, ocean weather and atmosphere, and sports. ' Energy and minerals legislation will be consolidated into a new Energy and k Natural Resources Committee, and environmental matters will be given to the nnd Public Publ''^ Works w/i^rVc Committee. The number of nf committees pnmmittpoQ was ' Environment and reduced from 31 to 25. Unanimous endorsement of S. Res. 4 by the Rules Committee provided an k important boost for the measure on the floor. It is the first time since 1947 that ^ the Senate has been reorganized. DEEP SEABED MINING . ^ The Subcommittee on Oceanography of the Merchant Marine and Fisheries ^ 3mmittee Committee will hear testimony in March on a bill to promote development of W hard minerals in the deep seabed. S S February Unemployment Rate Climbs to 7.5% From 7.3% WASHINGTON, D.C. — The na­ tion's unemployment rate in February climbed to 7.5 percent of the labor force from 7.3 percent in January, re­ ported the U.S. Labor Department, as high joblessness continued to beset America's economy. However, AFL-CIO President George Meany reiterated that these lat­ est U.S. Bureau of Labor jobless statis­ tics show that "the economy remains in the same sad shape it was a year ago this time." Meany again observed that the AFLCIO's realistic appraisal of unemploy­ ment put February's jobless rate at a true 10.3 percent of the country's work­ force. That number counts in workers on involuntary part-time schedules (1.3-million) and "discouraged" work­ ers who have stopped looking for em­ ployment. The Federal bureau doesn't count them in their figures. SPAD is the union's separate segregated political fund. It solicits and accepts only voluntary contributions. It engages in political activities and makes con­ tributions to candidates. A member may voluntarily contribute as he sees fit or make no contribution without fear of reprisal. Seafarers are urged to contribute to SPAD. It is the way to have your voice heard and to keep your union effective in the fight for legislation to protect the security of every Seafarer and his family. A copy of our report is filed with the Federal Election Commission and is available for purchase from the Federal Election Commission, Washington, D.C. I Last month 225,000 workers (210,000 laid off due to energy short­ ages) lost their jobs bringing the total number of unemployed in the*. United States to 7,183,000. Under Meany's '"true" count it would be nearer 10-million unemployed. Jobless rates for fulltime adult work­ ers rose from 6.7 percent to 6.9 percent during the month of February while the unemployed rate for blacks increased from 12.5 percent to 13.1 percent. The jobless rate for black teenagers jumped from 36.1 percent to 37.2 percent. '.'America must have an immediate stimulus program that will put the na­ tion on the road to full ;:nployment and full production," Meany declared. "America needs 50,000 new jobs a week just to stand still and an additional 25,000 new jobs a week to make a dent in the unemployment rate." thtice to Meters On When throwing In for work dur­ ing a job call at any SIU Hiring Ifall, members must produce the following: • • • • membership certificate registration card clinic card seaman's papers In addition, when assigning a |ob the dispatcher will comply with the following Section 5, Sub­ Protetkun section 7 of the SIU Shipph^ Rules: '^Within each class of seniority rating in every Department, prioi> ity for entry rating jobs shall be given to all seamen who possess Lifeboatman endorsement by the United States Coast Guard. The Seafarers Appeals Board may waive the preceding sentence when, in the sole judgment of the Board, undue hardship will result or extenuating circumstences war­ rant such waiver." Pages March, 1977 a �Undercover Norfolk D.A. Guides Cops Fence Front Ex-SIU Scholarship Winner Makes the Headlines In late January, former SIU scholar­ ship winner Tofnmy Miller made the headlines in his hometown of Norfolk, Va. He had been working for a year as an undercover legal adviser to a police phony fence operation set up to catch local thieves in the act of selling their stolen goods. On Jan. 15, when the "front" opera­ tion closed down, Miller was presenting the cases to a Virginia grand jury while the police were busy rounding up the suspects. Among the goods recovered at the police "Action Auction" storefront were tow trucks and Lincoln sedans, not to mention $15-million in counterfeit cashier's checks. As a result of the operation, crimes are being solved up and down the East Coast. Miller's job as an assistant Norfolk Commonwealth attorney (state prosecu­ tor) was to make sure the fence opera­ tion was run within the guidelines of the law so that the criminal indictments would stick. In particular, he spent weeks studying the legal problem of entrapment. Entrapment means a de­ fendant was tricked into committing a crime by the police and it is grounds for an acquittal. He also visited the "fence" site to ad­ vise the undercover officers and help identify "customers". So that former de­ fendants wouldn't recognize him from court, he grew a beard. The Log first heard of Miller's achievements as a lawyer from SIU member Dave "Scrap Iron" Jones (AB from Norfolk) who works with Miller's father, Capt. Elmer Miller, on the tugs. Young Miller also spent one summer on enjoyed the historic atmosphere," he said. "In the tradition of Jefferson, there was freedom of thought there and we were treated like gentlemen." He added, "I always intended to go to college, but as the oldest of four chil­ dren, the scholarship made it easier.** Tommy Miller the hawser and harbor tugs in Norfolk. Although he was glad to be written up in the Log, Miller said nothing about his undercover job. He stalled for months before sending us a picture, since he was afraid it would blow his cover. Finally the clippings from the Norfolk paper and the picture of Tommy Miller with his beard-disguise arrived. Miller won the four-year SIU scholar­ ship in 1966 and attended the Univer­ sity of Virginia at Charlottesville, which was founded by Thomas Jefferson. "1 ATU: We keep you moving Business, pleasure, across the country or across town. Celling you from here to there safely and conveniently by commercial bus or subway is the job of the 150,000 members of the Amalgamated Transit Union (ATU). The ATU represents virtually all employees of Greyhound Lines in the U.S. and Canada, as well as many Trailways employees. Most major urban bus systems in both countries are staffed by members of the ATU. If you ride San Francisco's ultra-modern Bay Area Rapid Transit (BART), Washington, D.C.'s sleek Metro rail system, Toronto's famous subway system, or even Chicago's venerable Page 10 At first, Miller thought he wanted to be a chemist, but he soon discovered that law seemed more interesting. After college, he enrolled in the College of William and Mary Law School and graduated in June 1973. Miller had discovered his interest in law enforcement while working as po­ lice officer in Virginia Beach, Va. dur­ ing the summers of 1971 and 1972. He took all the criminal and law procedures courses offered at William and Mary and then landed his job with the state. "Working as a prosecutor is fascinat­ ing," he said, "because of what you can do for society and because you are a trial lawyer. Being in the courtroom is the most interesting and difficult aspect of being a lawyer." El, ATU members will be whisking you from station to station. The functioning of any transit system in­ volves a myriad of duties in addition to op­ erating the vehicles, and Amalgamated mem­ bers do them all; from selling you your ticket to loading your bags, from maintaining the vehicle in safe operating order to keeping it clean, from handling clerical duties to acting as hostess, from conducting tours to ensuring on-time service, we work to make sure you have a safe, pleasant trip. These ATU members are in fact the chief "public relations" and "sales" people for the transit industry. They are the people the pub­ lic meets on a day-to-day basis, and the extra effort of a ticket seller, the courtesy of a bag­ gage handler or the friendly hello of a bus driver make impressions the public does not forget. job responsibility is important to ATU work­ ers—they are entrusted with your safety each time you board a bus or subway, as well as with your children's safety, since many ATU members drive the "big yellow buses" that carry kids to school. Safety is the pride of ATU members, and their records prove it. The ATU was originally chartered as the Amalgamated Association of Street Railway Employees of America, which held its first convention September 15, 1892. Those were the days when the horses that pulled the trolleys worked four hour days and the men who drove them worked 18 hours. "After all," management argued, "Horses cost money." The tasks before the union were formidable, but years of dedication and perseverance have, meant substantial progress for ATU members in fair working conditions, collec­ tive bargaining and legislation. Since the union's inception, it has espoused arbitration as a means of settling employee- I—" V Former scholarships winners— j Seafarers, Boatmen and their j dependents who are former SIU j scholarship winners—let us know j what you are doing. Write The t LogjSeafarersIntemationalUnion, ^ 675 Fourth Ave., Brooklyn, N.Y. ^ 11232. Make sure to include an • address, and phone number if pos? sible, so that we can contact you ?^or an interview. employer disputes when all other means, in­ cluding strikes, have failed. The ATU adopted this policy—the first international union to do so—when it drafted its first constitution at its first convention in 1892. The union has been responsible for dra­ matic accomplishments in transit-related legis­ lation, such as the Vestibule Acts which man­ dated that companies enclose the vestibules of their vehicles to shield the drivers from the elements. The ATU has supported "exact fare" programs on most major transit systems to cut down on incidents of robbery and Injury, and its has backed inclusion in current mass urban transit law of guarantees to employees' collective bargaining rights. Recently, the ATU has been lobbying for "no fare" urban transit systems, arguing that transportation be considered a public service for all citizens and be financed much as police and fire departments are. The idea, tried ex­ perimentally in several U.S. and Canadian cities, is aimed at increasing transit ridership, cutting automobile traffic and thus saving energy, reducing congestion, and in other ways rejuvenating our cities atid making them more livable. Why does the ATU stand up for programs like these that benefit everyone? Because, after all, we're not only union members, we're citizens too! a feature Seafarers Log �Boatman Confab Proposes ConfractStandardization Representing Port Arthur. Tex. at the conference were, seated (I. to r.): Lowell Broxson; Cleo Benoit; W. W. Potts; Clifford Bodin; Charles Chisolm, and Pat Thomas, Jr. Standing (I. to t.) are: Gerry Knapp; Andy Clingan; Anthony Primeaux; Don Anderson, who is an SlU representative, and Pat Thomas, Sr. Broxson, Benoit, Potts, Bodin and Knapp are holding SPAD receipts. Twenty-one SIU Boatmen from seven towing companies attended an historic educational conference at the Harry Lundeberg School from Mar. 11 through Mar. 19. These members, as well as their Union representatives from each port, SIU Vice President Paul Drozak and Inland Coordi­ nator Chuck Mollard, met to discuss the educational benefits offered at HLS, the benefits and responsibilities of the mem­ bership in the SIU and the economics of the domestic shipping industry. The delegates also made proposals for bargaining goals in the upcoming contract negotiations with Gulf Canal Lines, Dixie Carriers, Inland Tugs—Canal Division, Sahine Canal and Sabine Harbor, Marine Fueling, Sladc Towing, and National Marine. The contract, which will be based on these proposed goals, will become the foundation for industry-wide standardiza­ tion of collective bargaining agreements between the SIU and its contracted com­ panies. The conference opened with an official welcome to the delegates from HLS Pres­ ident Hazel Brown and Vice President Mike Sacco. During the conference, the delegates toured the HLS facilities and ob­ served the training and educational pro­ grams which are available for Boatmen. They also visited the HLS Valley Lee farm and the Seafarers Alcoholic Rehabilitation Center. Much of the Boatmen's time at the school was spent in educational seminars which covered SIU history, the Constitu­ tion, pension and welfare, vacations, the SIU hiring hall and shipping rules, and the economics of the towing industry. These seminars were conducted by in­ dustry experts and the Union officials, who held discussion sessions and answered the delegates' questions. Among the SIU officials who conducted From the Port of Houston came, (I. to r): Andy Johnson; SIU Representative Joe Sacco; Edward Touchette, and Alven Russ. for improved hospitalization and welfare and pension benefits. In addition, tbey unanimously urged, "Our Contract Department to negotiate, as soon as possible, the necessary contribu­ tion [from the coinpaniesj to provide a vacation plan for our brothers employed in our contracted coinpanies." The conference participants expressed their complete approval of the educational programs at Hl.S and they adopted a resolution which encouraged their brothers in the towing industry to upgrade their skills at the school and to take an even more active role in promoting it. This res­ olution also strongly endorsed the Vessel Operator Management and Safety Pro­ gram. It states that all wheelhovtse men in the Gulf should be encouraged to at­ tend this program. More Educational Conferences Boatmen and Union representatives from New Orleans were, (I. to r.) James Wilson; Gerald Rhoades; Roldin Dinet; Pat Wilkinson; Stanley Zeagler, SIU representative; Roy Diehl; Fred Nation, and John Butcher. seminars were Stan Zeagler of the port of New Orleans, Mike Sacco, Gerry Brown of the port of Mobile, Don Anderson from Port Arthur, Joe Sacco of Houston, and Mike Worley from St. Louis. The delegates also spent a full day in Washington, D.C., where they visited the Transportation Institute, the Maritime Trades Department of the AFL-CIO, and the U.S. Congress. During this visit, the conference participants learned how legis­ lation can affect job security and how the SIU and the industry work to protect do­ mestic shipping. At the conclusion of this educational program, the delegates divided themselves into committees to study the current con­ tracts between their Union and the towing companies. They evaluated these contracts according to what they had learned about the SIU and the towing industry and ac­ cording to the needs and concerns of their fellow SIU members. They also studied the recommendations of the SIU Contract Committee. The final proposals for contract goals were presented by the delegates them.sclves and they reflected the hours the partici­ pants had .spent working to meet the needs of the membership and learning about the SIU and the industry. These proposals were adopted unanimously by the dele­ gates. There was complete accord among the Boatmen that standardized main agreements for licensed and unlicensed personnel were essential to protect the members' job security and negotiated con­ ditions of employment. They recom­ mended the adoption of the proposed pro­ visions in these agreements. The delegates also endorsed resolutions which covered the specific needs of Boat­ men in various segments of the industry such as harbor personnel, shoreside bunkermen and tankermcn, and offshore Boat­ men. Among the areas the.sc proposals covered were overtime, penalty time, hours of work, and work responsibilities. The delegates also agreed on the need The delegates completed their work with a recommendation that stated their appreciation for the opportunity to learn about their Union and industry and noted that, "We recommend that the Union and the Harry Lundeberg School review and study the possibility of establishing fur­ ther educational conferences so that more of our brothers from all areas have this same opportunity to learn more about the conditions which so greatly affect their lives." As the Boatmen left the conference, many of them expressed the conviction that their work on the contract and the conference itself would not have been pos­ sible without the increased .strength and unity which resulted from the merger of the IBU and the SIU. Paul Drozak also noted that, "What we have accomplished here is not only for ourselves but also for those who come after us." Boatman Pat Thomas, Sr., of Marine Fueling added, "We have really done our best for the rest of the membership at home." And Boatman Andy Clingan stated, "Our Contract Department has our full confidence and 100 percent support in the upcoming negotiations. We have learned what unity means at this confer­ ence." Kew Tug, Philip K Joins C & H Fleet Boatman Bob Willis (left) and SIU Representative Mike Worley came from the Port of St. Louis. March, 1977 The SlU-contracted G & H Towing Company of Houston is the largest har­ bor tug company on the U.S. Gulf Coast, and it is still growing. Counting the recently launched Phil­ ip K, G & H operates 26 tugs in the Texas ports of Houston, Galveston, Texas City, Freeport, and Corpus Christ!. The principal business of these boats is ship-docking, but all have the capacity to operate offshore. They sometimes tow offshore oil rigs or assist in the offshore lightering of large tankers. In addition to 26 harbor tugs, G & H operates one full-time deep sea tug, the Mania. The Mania makes very long runs to such places as Israel and Vene­ zuela, towing either cargo or tank barges. The new 3,200 hp. Philip will be joined next month by an identical new tug to be called the C. R. Hay den. Two more tugs in the same category are cur­ rently under construction at Todd Ship­ yards in Galveston. Like many other SlU-contracted in­ land companies, G & H Towing plans to continue expanding and upgrading its fleet. This is good news to SIU inland boatmen, because it means more jobs and greater job security. Page 11 �Lessen Oil Spills—Enact Cargo Preference Law The best way.to protect America's marine environment from catastrophic oil spills is to use American-flag ships "that operate under stringent U.S. standards for vessel design, construc­ tion, operation and crew training," O. William Moody, Jr. administrator of the AFL-CIO Maritime Trades Depart­ ment told the Senate in March. And the best way to guarantee the use of Ameri­ can-flag ships is through cargo prefer­ ence legislation, according to Moody and other witnesses. They spoke at hearings on legislation linking environmental protection to cargo preference measures which began Mar. 8 and were held by the Subcom­ mittee on Merchant Marine of the Sen­ ate Committee on Commerce, Science and Transportation. Moody noted that 40 percent of American oil imports carried aboard flag-6f-convenience vessels such as the Argo Merchant, Sansinena, Oswego Peace and Olympic Games—Liberian registry ships that spilled millions of gallons of oil into U.S. waters during the past few months. Only four percent of our oil imports are transported aboard American-flag ships. Liberian vessels do not have to com­ ply with U.S. Coast Guard safety or maintenance standards, he said in ex­ plaining the high accident rate. The MTD administrator added that approx­ imately 85 percent of all maritime acci­ dents are caused by human error and that crews on flag-of-convenience ships are often incompetent since the owners pay low wages and can. only attract sailors who are poorly educated and poorly trained. In contrast Moody pointed out that "the crews on American vessels have undergone rigorous training and must meet U.S. Government licensing re­ quirements." "We support legislation that would extend American standards and re­ quirements to all vessels entering United States waters," Moody declared but added that experience has shown this is not enough. He agreed with the solution proposed by Senator Warren G. Magnuson (D-Wash). "By increas­ ing the share of oil cargoes carried by U.S. vessels, we can be assured that oil tankers are manned and operated in a manner which best protects the marine environment." Both Moody and Herbert Brand, president of the Transportation Insti­ tute, a Washington-based maritime in­ dustry research organization, spoke to the claims of the multinational oil com­ panies that cargo preference and strict transportation safety standards would lead to higher consumer prices. "In 1973, the cost of oil transportation plunged, yet the consumer price of oil rose substantially," Brand recalled. "Pricing decisions in an integrated, multi-layered, multi-national oil com­ pany ... are basically a mysterious bookkeeping process. Transportation has been used to shelter earnings from petroleum production, refining and dis­ tribution." Finally, Brand stated, "the major in­ fluence on market price is the price set by the OPEC countries." Provide Employment Ship construction and employment aboard the vessels would provide em­ ployment for thousands of Americans as well as tax dollars for the Treasury, both men said. And shipping American would save money because of the re­ duction in costly oil spills. Brand and Moody both denounced the "myth" of free trade that prevents the U.S. from imposing cargo prefer­ ence legislation although other nations such as Japan and the Arab countries reserve percentages of cargo for their national flag fleets. "I can only answer that if we are setting the example, every­ body else seems to be laughing while they go merrily along imposing cargo preferences of their own," Brand said. In a letter to Congressman Mario Biaggi, chairman of the House Sub­ committee on Coast Guard and Navi­ gation of the Committee on Merchant Marine and Fisheries, SIU President Paul Hall outlined similar arguments in support of parallel legislation in the House. He also asked the Subcommit­ tee to examine ways to protect the ma­ rine environment from foreign-flag lightering operations. Hall suggested that the smaller vessels used to carry the oil into U.S. ports should be under the American flag. Latest Request for Jones Act Waiver Denied; Others Were Given Treasury Secretary Michael Blumenthal told 10 gas distributing companies, at the end of February, that they could not use foreign-flag vessels to bring liquified petroleum gas (LPG) from Houston, Tex. to the Northeast. The companies had sought a waiver of the Jones Act which requires that U.S. ships be used to transport cargo between U.S. ports. The utilities wanted to use three Nor­ wegian carriers, for one trip each, to supply their gas customers in New York, Pennsylvania, Rhode Island, Maine, New Hampshire, Massachusetts and Connecticut. In denying the Jones Act waiver, Blumenthal explained that a U.S. tanker barge might be available to transport the propane and that the waiver was not necessary to the nation's defense. Earlier in February, the Treasury Department granted four different Jones Act waivers to companies ship­ ping liquid natural gas (LNG) and LPG to Eastern ports. In the four cases the Defense Department said that the fuel shortage caused by the severe winter would curtail production in many in­ dustries supporting the Department of Defense mobilization base. Also, the Government said no Amer­ ican ships were available to carry the cargo. At present, there are no U.S.- flag LNG tankers. However, 16 are being built. When the first waiver was granted to the Columbia Gas System, Inc. to ship LNG from Alaska to Massachusetts on a Liberian-registry vessel, SIU President Paul Hall announced that although the Union opposed all waivers of the Jones Act, it realized that there was a real emergency need for fuel in the North­ east. He added that the SIU would watch for possible moves by energy companies to get around the ban on for­ eign ships under the guise of energy emergencies. Rep. John J. Murphy (D-N.Y.), the new chairman of the House Merchant Marine Committee, also protested the waivers. In a letter to Blumenthal he said that although the Treasury Depart­ ment had notified his congressional committee of the Columbia Gas waiver application, three more waivers were granted after that "without any prior notification to the committee or discus­ sion." He objected to any possible moves that undermine the Jones Act. As a result of the waivers. Murphy has proposed a bill (HR 1063) that would require public comment at least 60 days before the planned effective date of a waiver. As of mid-March, there were no further waiver applica­ tions pending. Proposed California Tanker Regulations Could Hurt the State Stiff regulations and penalties under consideration by the California State Legislature for oil and gas tankers would backfire against the State's best interests, a spokesman for the Transpor­ tation Institute (TI) warned. William Lawrence, Pacific Coast manager for Tl, a Washington-based educational and research organization, told a California Senate committee on Feb. 1 that its proposed safety stan­ dards and pollution liability law for tankers entering State waters should be left to the Federal Government. "A proliferation of state laws would cause confusion and only American ves­ sels could be forced to comply with the law," he said. Controlling American tankers alone would not solve the pollution problem, Lawrence explained. Large penalties proposed against shipowners who cause oil spills would "only drive out respon­ sible U.S. operators and leave the field to foreign companies such as the oper­ ator of the Argo Merchant," the flag-ofconvenience ship that broke up off Mas­ sachusetts in December. "In case of a spill, you probably couldn't find anyone to penalize," he predicted. Lightering Requirements Lawrence, who testified along with about 20 shipping and oil industry rep­ resentatives, said that the California Legislature should demand Federal re- quirements that all oil lightered in U.S. waters be put into U.S. ships. He also stressed that the Coast Guard must en­ force safe lightering procedures. Lightering in nearby offshore waters now goes on between foreign ships and is "virtually uncontrolled," he com­ plained. Lawrence also urged support for cargo preference legislation now before Congress to increase the number of U.S.-flag oil tankers. "This is the most effective step the nation can take to cut down on the number of foreign flag-ofconvenience vessels in our coastal waters." PINEY PORT ARTHCIR PUERTO RIVER ROUGE ST. LOUIS TAMPA TOTAL ALL POiil^.,,..... .. Page 12 Seafarers Log �PRESIDENT Paul Hall SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Frank Drozak VICE PRESIDENTS Earl Shepard Lindsey Williams Cal Tanner Paul Drozak HEADQUARTERS ALPENA, Mich 675 4 Ave., Bklyn. 11232 (212) HY 9-6600 800 N. 2 Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Mass 215 Essex St. 02111 (617) 482-4716 BUFFALO, N.Y 290 Franklin St. 14202 (716) TL 3-9259 CHICAGO, 111.. .9383 S. Ewing Ave. 60617 (312) SA 1-0733 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) MA 1-5450 DETROIT, Mich. 10225 W. Jefferson Ave. 48218 (313) VI3-4741 DULUTH, Minn 2014 W. 3 St. 55806 (218) RA 2-4110 FRANKFORT, Mich P.O. Box D 415 Main St. 49635 (616) 352-4441 HOUSTON, Tex 5804 Canal St. 77011 (713) WA 8-3207 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, NJ. 99 Montsomery St. 07302 (201) HE 5-9424 MOBILE, Ala IS. Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va 115 3 St. 23510 (804) 622-1892 PADUCAH, Ky 225 S. 7 St. 42001 (502)443-2493 PHILADELPHIA, Pa.. .2604 S. 4 St. 19148 (215) DE 6-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 PORT ARTHUR, Tex 534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, CaUf. 1311 Mission St. 94103 (415) 626-6793 SANTURCE, P. R. 1313 Fernandez Juncos, Stop 20 00909 (809) 724-284i» SEATTLE, Wash 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo.. .4581 Gravois Ave. 63116 (314) 752-6500 TAMPA, Fla. . 2610 W. Kennedy Blvd. 33609 (813) 870-1601 TOLEDO, Ohio 935 Summit St. 43604 (419) 248-3691 WILMINGTON, Calif. 510 N. Broad St. 90744 (213) 549-4000 YOKOHAMA, Japan. . P.O. Box 429 Yokohama Port P.O. 5-6 Nihon Ohdori Naka-Ku 231-91 201-7935 Shipping at SIU A&G deep sea ports dropped off slightly from the previous month's figures by about 100 jobs. Overall, though, ship­ ping remained good at most ports last month as 1,162 Seafarers— 807 of them full book members— shipped from SIU halls around the country. In addition, there remained a need for men to ship in certain rated capacities such as able-seaman. midL 19ZZ "TOTAL REGISTERED All Groups Class A Class B Class C FEB. 1-28,1977 Port Boston New York Khiladelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney F'oint Yokohama Totals 6 73 9 22 14 66 32 31 9 27 0 1 408 2 7 2 1 5 1 2 10 0 0 2 3 2 5 0 0 42 0 8 0 1 0 0 0 0 4 0 0 0 0 7 0 0 20 TOTAL SHIPPED All Groups Class A Class B Class C DECK DEPARTMENT 11 77 4 9 18 11 10 35 41 22 9 23 2 84 0 0 356 13 30 6 2 4 3 2 10 8 8 2 2 3 12 6 1 112 0 6 0 0 0 0 0 0 4 0 0 0 0 10 0 0 20 ""REGISTERED ON BEACH All Groups Class A Class B Class C 3 136 24 53 21 15 46 136 47 65 17 75 18 129 0 2 787 0 7 0 2 2 0 0 0 0 1 0 0 0 2 0 0 14 2 12 3 5 5 1 5 17 0 2 5 3 5 6 0 0 71 ENGINE DEPARTMENT 0 3 0 1 0 0 0 0 0 1 0 0 0 3 0 0 8 3 64 5 9 14 4 11 25 26 13 7 17 4 44 0 2 248 0 I 0 0 0 0 0 0 0 0 0 1 0 5 0 0 7 0 6 0 1 0 0 0 0 0 1 0 0 0 4 0 0 12 16 39 23 13 36 132 39 70 24 37 16 89 0 2 647 1 21 4 6 4 1 5 14 2 10 6 13 2 7 0 1 97 0 0 0 0 0 1 0 0 1 1 0 1 0 5 0 0 9 1 53 11 18 18 5 26 67 27 41 14 19 10 53 0 0 363 1 5 0 2 1 0 1 3 0 1 1 6 1 1 0 0 23 0 1 0 0 0 0 0 0 0 0 0 0 0 3 0 0 4 0 3 47 12 33 16 4 18 65 16 40 6 21 14 38 0 1 334 4 81 26 45 22 7 27 65 21 36 12 26 12 52 0 2 438 7 87 0 10 2 1 1 1 2 2 3 7 1 39 0 0 163 408 Totals All Departments . 1,101 807 94 319 36 2,131 *"Total Registered" means the number of men who actually registered for shipping at the port last month. **"Registered on the Beach" means the total number of men registered at the port at the end of last month. 629 193 4 . .. .' 11 17 8 58 15 30 13 16 7 61 0 1 329 2 6 1 3 3 0 3 9 3 5 3 8 0 9 0 1 56 Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals Port Boston New York Philadelphia Baltimore . Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 4 13 6 1 8 3 2 11 7 7 0 7 2 23 2 1 97 1 lio STEWARD DEPARTMENT 5 27 5 8 9 1 12 35 18 24 5 12 2 28 0 0 191 0 3 0 1 1 0 0 0 0 1 1 2 0 0 2 0 11 0 1 0 0 0 0 0 0 0 0 0 0 0 1 0 if 2 6 39 3 6 11 5 7 32 18 17 3 19 6 30 0 1 203 3 32 1 2 5 1 1 9 10 13 0 6 2 10 15 0 110 ENTRY DEPARTMENT 3 26 5 10 13 5 36 8 19 11 8 23 0 1 173 10 47 16 17 18 8 13 31 20 26 5 17 5 43 21 2 299 1 28 0 3 0 1 1 1 2 2 1 6 1 17 0 0 64 0 0 Page 13 �Aricebo Commiftee Zapata Ranger Committee Recertified Bosun Herminio Pacheco (seated left) sfnip's chairman of the SS Aricebo (Puerto Rico Marine) is with the Ship's Committee of (seated right) Steward Delegate E. Albarra, and (standing I. to r.): Deck Delegate R. Molina, and Engine Delegate R. Scotti. The ship paid off at Erie Basin, Brooklyn, N.Y. SlU patrolman Teddy Babkowski (right) talks over Union business with the Ship's Committee of the SS Zapata Ranger (Zapata Bulk) of (seated I. to r.): Deck Delegate Elvin Hermanson; Engine Delegate Raleigh G. Minix, and Steward Delegate L. Vidal. Standing (I. to r.) are; QMED Robert Benson, and Recertified Bosun Clarence E. Owens, ship's chairman. The vessel paid off at Stapleton Anchorage, S.I., N.Y. Transindiana Committee Long Lines Committee Looking over the SlU Surgical, Pension and Welfare Digest (left) is Chief Steward W. J. Fitch, secretary-reporter of the SS Transindiana (Seatrain) with the rest of the Ship's Committee of (I. to r.): Recertified Bosun Lancelot Rodrigues, ship's chairman, holding the Log; Deck Delegate N. B. Osman; Educational Director Blanton Jackson, and Steward Delegate Jose Cubano. The ship paid off on Mar. 4 at Weehawken, N.J. At a San Diego, Calif, payoff is the Ship's Committee of the OS Long Lines (Transoceanic Cable) of (I. to r.): Chief Steward Ira Brown, secretary-reporter; Steward Delegate Ralph Trotman; Recertified Bosun Herb Libby, ship's chair­ man; Engine Delegate Pat Fox, and Deck Delegate Steve Sloneski. John Penn Committee Mount Navigator Committee The Ship's Committee and another member of the crew of the SS John Penn (Waterman) take time out from a payoff at Pier 7, Brooklyn, N.Y. to pose for the Log photographer. They are (I. to r.): Messman Ed Fisher; Chief Steward Art Rudnicki, secretary-reporter; Steward Delegate Ernie Hoitt; Deck Dele­ gate Calvin Stevens, and Recertified Bosun Don Chestnut, ship's chairman. Page 14 Early last month the SS Mount Navigator (Mount Shipping) paid off at Stapleton Anchorage, S.I., N.Y. where her Ship's Committee had their photos taken before the shipboard meeting. They are (I. to r.): Recertified Bosun Maurice Olson, ship's chairman; Steward Delegate Joseph Gross; Engine Delegate A. Gega, and Deck Delegate John Kelley. Seafarers Log �names. We passed cold drinks as refreshments down to the boat and kept them in slow tow until the pilot boat came alongside with our pilot. Because of having to enter the Vridi Canal at full speed we turned the pleasure craft over to the pilot's launch which towed the boat inside the lagoon." La Marque^ Tex. Celebrating their golden 50th wedding anniversary last month were Mr. and Mrs. George Black at a party given for them by their son, Henry C. Thomas, daughter, Mary T. Keith and their nephew, Harold V. Hudson, and seven grandchildren at Texas City, Tex. Tnland Boatman Black is a retiree of the G & H Towing Co. of the port of Galveston. He and the missus got a congratulatory surprise telegram from Alabama Gov. George Wallace as they once were Mobile residents. For 38 years they have lived here and in Galveston. SS Sam Houston Reported to have gone aground in the Suez Canal in the middle of this month, was the 32,269 gross ton LASH SS Sam Houston (Waterman). Aided by Canal tugs, she was refloated and sailed to Port Said the same day. SSMerrimac The crew and officers of the SS Merrimac (Ogden Marine) were cited by the Coast Guard last month for their part in rescuing two men and a woman from death off a sinking 52-foot fishing smack near midnight in rough seas in the dead of winter 450 miles off the coast of Florida. In a telegram to the ship, USCG Capt. C. F. Juechter, action commander Atlantic, said: "I wish to express my appreciation for the assistance rendered to the fishing vessel Rampant on 24 Jan. '77. In diverting from your course to evacaute the three people aboard the Rampant and aiding in their transfer to the USCGC Evergreen, your vessel exemplified the time-honored tradition of professional mariners." Describing the rescue at sea. Chief Steward A. R. "Tutti" Raio reports that "At 22:30 (Jan. 23) AB Stephen J. Argar, while on watch, saw a light, then a red flare and told the mate. Off our starboard beam we kept a bearing on the light, then we steered to the sinking vessel Rampant—a 52-footer. They were 450 miles from Fort Lauderdale, Fla., out of fuel and drifting for 24 hours in rough seas. They thought they were goners, until they saw us. They were heading for Portugal and Spain. But the crew got them aboard safely and gave them food and care. "We dropped them off on the Coast Guard cutter Evergreen at 8:15 a.m. in Bermuda." SS Delta Bras// Two men, a woman and a 5-year-old girl drifting out to sea in a small, dis­ abled boat were saved from watery graves last month when the crew and officers of the SS Delta Brasil (Delta Line) spotted them more than two miles southeast of the Vridi Canal entrance to the West African port of Abidjan on the Ivory Coast. At this location marked on the charts as the "bottomless pit" depths range over 200 fathoms—too deep for big or small vessels to drop the hook. And visibility was poor because of a haze from dust-laden winds blowing from the northeast off the African desert obscuring the stricken pleasure craft from shore. With her motor out, the small boat had been drifting seaward for two hours before the rescue ship enroute to the pilot station dropped them a line. The skipper of the Delta Brasil, Capt. J. L. Cox said: "As we neared the boat I could see the occupants, two men, a woman and a 5 or 6-year-old girl, waving constantly and this was followed by their firing red rockets. I stopped the ship and had a line holding them safely alongside in 20 minutes. "One of the men climbed the pilot ladder to our deck and gave me their Washington, D.C. Seafarers and any Americans traveling abroad can buy bargains overseas and bring them home by using the U.S. Generalized System of Preferences (GSP), according to the U.S. Bureau of Customs. It lets U.S. residents bring in duty free many common household items from over 130 countries in most of Cen­ tral and South America, Caribbean, Africa, India, Southeast Asia, Hong Kong, Taiwan and Israel. On the list are 2,700 items such as appliances, chinaware, furs, furniture, jewelry, leather goods, perfume, silverware, skis, wood carvings and gold coins, medals and bullion. For purchases over $250, you'll need a certificate of origin. SS Delta Paraguay In a letter to the Log last month. Chief Mate E. E. Jordan of the SS Delta Paraguay (Delta Line) wrote: "It is my pleasure to commend the steward department of the SS Delta Paraguay for an excellent performance of duty. The steward, Wilbert J. Miles has shown conscientious foresight in ordering food, planning menus and over­ seeing preparation and service. The cooks, Floyd Peavy, chief cook; Joseph C. Bush, cook and baker and Juan Melendez, 3rd cook, are showing each day they know how to cook. (My thanks to Delta Steamship Lines for the ingredi­ ents.) The food and service is the best I have seen in many a year. "Indeed the friendly cooperation from the master through all the depart­ ments is insuring that Voyage No. 42 will be among my pleasant memories. " 'She's a feeder'." SS Erna Elizabeth, Transeastern, Achilles, Overseas Joyce, Ulla, Aleutian, Vivian, Zapata Patriot, Ranger and Bradford Island These 10 SlU-contracted tankers will carry grain in April to the Soviet Union's Black Sea ports from Gulf ports. They, plus four other ships, will haul 479,000 long tons of heavy grains during the month, the largest amount carried by U.S. vessels since November 1975. The rest of the year, U.S. ships will carry almost 3.4-million tons of American grain to Russia. During the first four months of 1977, the total amount of grain carried to the U.S.S.R. by U.S. flag-ships will exceed the amount carried in the same period of 1976 by 200,000 tons. Contributes to SPAD ^ •i'W'v SEAFARERS POLITICAL ACTIVITY DONATION (SPADI 675 FOURTH AVENUE BROOKLYN, N.Y. 11232 S.S. No., Date. .Book No.. Contributor's Name. Address. .State. City , .Zip Code I acknowledge and understand that SPAD is a separate segregated fund established and administered by my Union to engage in political activities and to make contributions and expenditures for candidates seeking political office and solicits and accepts only voluntary contributions, and I have the right to refuse to make any contribution without fear of reprisal. I may contribute such amount as I may volun­ tarily determine and I herewith contribute the sum of $ . This contribution constitutes my voluntary act and 1 am to to receive a copy of this receipt showing the amount of my contribution. A copy of SPAD's report is filed with the Federal Election Commission and is available for purchase from the Federal Election Commission, Washington, D.C. Seafarer William Trice, right, gets a SPAD receipt from SID Representative Pete Loleas at Union Headquarters this month. Brother Trice, who took a baker's job on the SS Man­ hattan, is helping to make the entire U.S. merchant marine stronger by donating to SPAD. His money will assist in pass­ ing favorable maritime legislation in Congress. Signature of Solicitor Solicitor's No. 1977 Port Deposit in the SlU Blood Bank— It's Your Life March, 1977 Page 15 �Cargo Preference, Not Free Trade, Is the Answer Using the rallying cry — "free trade," the United States is working its way down to the bottom of the heap as a zero-rate shipping power. By the midl980's, the U.S. merchant fleet may have almost no cargo to carry at all. Many of our trading partners are encouraging or imposing cargo pref­ erence requirements to insure that their imports and exports are carried on their own national-flag ships. Japan, France, Saudi Arabia, other Arab nations, and Russia are among them. Meanwhile, anyone and every­ one can carry American cargo, in­ cluding the worst Liberian and Pan­ amanian rust buckets which thanked us by spilling millions of gallons of oil in our waters this past winter. In terms of national security, the "free trade" concept is dangerous. Just wait until the next Arab oil boy­ cott when the Arabs or other nations who depend on Arab oil, control the tanker trade. Even if we manage to find an oil shipment somewhere, we will have no tanker to carry it on unless we preserve and strengthen the U.S. tanker fleet by requiring that 30 percent of our oil imports arrive on U.S.-flag ships. American-owned' runaway-flag ships will be no help, because with their foreign registry and foreign crews, they are unre­ liable. If we take a close look at the con­ cept of "free trade" we find that the only thing "free" about it is the taxfree profits made by the giant oil companies who operate these flagof-convenience ships and who are the main opponents of cargo prefer­ ence legislation. By registering their vessels in Liberia, Panama or Hon­ duras, these companies can escape U.S. taxes, U.S. wages, and U.S. safety standards for crew training and vessel construction — standards that are among the world's highest. That is why runaway-flag ships can so easily undercut the legitimate U.S. fleet. And that is why these run­ down vessels with their underpaid and therefore underqualified crews are costing Americans so much in terms of polluted waters. The only way to keep our shore­ lines from becoming wastelands cov­ ered with oil is to require that 30 percent of our oil imports be carried on American-flag ships. Sure, you THE CHARL£S W MORCAW can tell other countries to upgrade their merchant marine and we support legislation enacting strict standards for all vessels entering American waters. But jwlicing these standards would cost millions. In contrast, cargo preference leg­ islation would cost little while it would benefit the U.S. economy by generating jobs, tax dollars, and by improving America's balance of pay­ ments. Shipyards which are located in areas of chronic high unemploy­ ment would be busy again. There would be jobs for American mer­ chant seamen. To sum it up, cargo preference makes good sense whether you look at the economic impact, the effect on U.S. international relations and na­ tional security, or the environmental results. Letters to the Siiiiil. HISTORIC PRESERVATION Editor Clad He's a Captain Again March, 1977 (Brother Leslie Collier, originally promoted to Captain under provisions of the SIU contract in 1974, was demoted without cause on Sept. 6, 1976 by the company, Interocean Transport Co. (Mariner Towing), and was transferred from the company's Gulf to Atlantic fleet. The SIU took the case to arbitration and won. As a result, Brother Collier was reinstated as senior captain of the tug Voyager with full back pay and seniority. See page 2 February 1977 Log). My family and I wish to express our heartfelt gratitude to ourunion for the excellent support, cooperation, representation and faith that was extended in the recent grievance filed in my behalf, which resulted in an arbitration award that was completely favorable in our behalf. We would particularly like to thank Philadelphia Port Agent John Fay for his many untiring efforts in my behalf which added to his already heavy work­ load. We also would like to thank Union Attorney Dennis Cole for his ex­ cellent preparation and presentation. We greatly appreciate the many affidavits presented in my behalf by our Brothers. These were very important in my defense. Throughout this traumatic experience, it has been a constant comfort to receive the continued support and good wishes of our union Brothers. The grievance procedure is one of the many beneficial articles of our con­ tract negotiated in behalf of the membership by the union. All members should be thankful of the foresight shown by a strong union that truly has the welfare of its members in mind at all times. My faith and confidence in Our union has been justified beyond mere words. Hopefully all unorganized seamen will soon see the need to be represented by the Seafarers International Union of North America as the job protection we enjoy under a strong und unified union is without parallel. Fraternally, Leslie Collier, III Coinjock, N.C. A Note of Thanks • Vol. 39, No. 3 Executive Board Paul Hall President Frank Drozak Joe DiOiorgio Executive Vice President Secretary-Treasurer Earl Shepard Lindsay Williams Vice President Vice President Cal Tanner Vice President Paul Drozak Vice President Marietta Homayonpour 389 Editor-in-Chief James Gannon Managing Editor Ray Bourdius Ruth Shereff Assistant Editor Assistant Editor Marcia Reiss Assistant Editor Frank Cianciotti Dennis Lundy Chief Photographer Associate Photographer Marie Kosciusko George J. Vana Administrative Assistant Production/Art Director Published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 575 ."^ourth Ave., Brooklyn, N.Y. 11232. Tel. 499 S600. Second class postage paid at Brooklyn, N.Y. We Need Your Latesf Address The SIU needs your latest address so that we can maintain an up-to-date mailing list end can be sure that important correspondence gets to you at your home. So please fill out the address form below and mail it to StU Welfare Plan, 275 - 20th St.. Brooklyn, N.Y. 11215. SIU As a new pensioner, I wish to thank the SIU and all my SIU Brothers for all the benefits and for such a fine organization as the Seafarers International Union. I am also grateful for being able to get an engineer's license through the SIU-MEBA School of Marine Engineering. I'll miss the seafaring life and all my Union Brothers. Good sailing to all. Fraternally James Stewart, retired Mobile, Ala. Page 16 Official Publication of the Seafarers International Union of North America, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO Soc.Sec, No. ...,. V .,,..,... .,. . Name . . ................. ..... ............., . Print Last Name i . .. ...... . ...».. First Name f^jjddle Initial Address . ... ............... . . .......,...... ...... . T . Print Number and Street City,: State ' Date of Birth". T. ..... .: . _ . Mo.7 Day/Year .. ^... vf ; ... ?! :!? " " Code ' ^ Seafarers Log �Special Supplement SEAFARERS LOG OFFICIAL PUBLICATION OF THE SEAFARERS INTERNATIONAL UNION • ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT • AFL-CIO At Midwinter Meeting AFL-CIO Exetufive Council Passes Vital Maritime and Energy Resolutions The way the AFL-CIO sees it, the health of the American merchant marine is one of the nation's critical needs. At its annual midwinter meeting held in Bal Harbour, Fla. late last month and early this month, the AFL-CIO Executive Council passed five maritime-related statements as part of its broad program designed to insure the vitality of the American economy. [All five are reprinted in full in­ side this special supplement on the six-day meeting.] The statements tackle maritime problems ranging from increasing Soviet-fleet competition to a danger­ ous proposal to export Alaskan oil. The Council urged Government ac­ tion to stop these trends and asked strong support for three other pro­ posals that would boost the Ameri­ can merchant marine and the na­ tional economy. They are: An all-Alaska gas pipeline route • A comprehensive national energy policy that would re­ duce America's dependence on foreign oil, and • Passage of the Energy Trans­ portation Security Act that I I Gathering together for the needs of American labor are the 35 members of the AFL-CIO Executive Council. Led by Presi­ dent George Meany, the group gathered for their six-day midwinter meeting in Ba! Harbour, Fla. at the end of February. would guarantee U.S.-flag ships a certain percentage of the na­ tion's oil trade. American-flag ships are "losing ground," the Council warned, in comparison with Soviet competition. "Congressional indifference" over the past ten years has allowed our the Council maintained, to stimu­ merchant fleet to deteriorate and pri­ late a resurgence of our maritime vate commercial shipowners cannot strength. hope to keep up with Russian mari­ Oppose Alaskan Oil Export time advances promoted by a state The oil companies are currently monopoly. working against essential maritime The U.S. Government must act. Continued on Page 24 Executive Council Members of the AFL-CIO Below is a list of the 35 members of the AFL-CIO Executive Council. 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. George Meany, President, AFL-CIO LaneKirkland, Secretary-Treasurer, AFL-CIO Paul Hall, President, Seafarers International Union of North America I. W. Abel, President, United Steelworkers of America Hunter P. Wharton, President Emeritus, International Union of Operating Engineers Paul Jennings, President, International Union of Electrical, Radio and Machine Workers Max Greenberg, President Emeritus, Retail, Wholesale and Depart­ ment Store Union John H. Lyons, President, International Association of Bridge, Struc­ tural and Ornamental Iron Workers A. F. Grospiron, President, Oil, Chemical and Atomic Workers International Union Matthew Guinan, President, Transport Workers Union of America C. L. Dennis, Former President, Brotherhood of Railway, Airline and Steamship Clerks, Freight Handlers, Express and Station Employes Peter Bommarito, President, United Rubber, Cork, Linoleum and Plastic Workers of America Thomas W. Gleason, President, International Longshoremen's As­ sociation, AFL-CIO Frederick O'Neal, President, Associated Actors and Artists of America Floyd E. Smith, President, International Association of Machinists and Aerospace Workers Jerry Wuirf, President, American Federation of State, County and Municipal Employees S. Frank Raftery, President, International Brotherhood of Painters and Allied Trades 19. 20. 21. 22. 23. 24. 25. 26. 27. 28. 29. 30. 31. 32. 33. 34. 35. James T. Housewright, President, Retail Clerks International Asso­ ciation George Hardy, President, Service Employees International Union AFL-CIO A1H. Chesser, President, United Transportation Union Martin J. Ward, President, United Association of Journeymen and Apprentices of the Plumbing and Pipe Fitting Industry of the United States and Canada William Sidell, President, United Brotherhood of Carpenters and Joiners of America Murray H. Finley, P-'^^'dcnt, Amalgamated Clothing and Textile Workers Union Joseph P. Tonelli, President, United Paperworkers International Union Albert Shanker, President, American Federation of Teachers So^; .]'.etin. Executive Vice President, Amalgamated Clothing and Textile Workers Union C. L. Dellums, President, Brotherhood of Sleeping Car Porters Francis S. Filbey, President, American Postal Workers Union, AFLCIO Glenn E. Watts, President, Communications Workers of America Sol C. Chaikin, President and Secretary-Treasurer, International Ladies' Garment Workers Union Hal C. Davis, President, American Federation of Musicians Edward T. Hanley, General President, Hotel and Restaurant Em­ ployees' and Bartenders' International Union Angelo Fosco, President, Laborers' International Union of North America Charles H. Pillard, President, International Brotherhood of Electrical Workers William H. McClennan, President, International Association of Fire Fighters �Healthy American Merchant Marine Supported Statement by the AFI.-CIO Executive Council on The American Merchant Marine February 23,1977 Bal Harbour, Fla. The Soviet drive for dominance of the seas at the expense of the com­ mercial health and military posture of all the nations of the free world is a matter of grave concern. A healthy U.S. flag merchant fleet is crucial to the vitality of our na­ tional economy. Yet, we have seen a decline of American-flag participa­ tion in U.S. ocean-borne foreign trade to the alarming extent of 30% since I960.' These were the years when advancing technology in the maritime industry, marked by the growth of containerization and other forms of automation took their toll on U.S. participation in the fierce East-West competition for cargo. The proliferation of foreign-flag ves­ sels and congressional indifference permitted our merchant fleet to de­ teriorate, worn-out vessels were not replaced, while the cross-trading na­ tions, particularly within the East­ ern-bloc countries, took advantage of the situation to wrest a greater portion of the maritime market and to launch larger and more efficient vessels. The Soviet government controlled merchant fleet, openly employed to further national as well as economic goals, also provides direct support for Soviet military activities. While there is no denying the Soviet Mer­ chant Fleet access to commercial sea lanes, we cannot acquiesce in their use of a merchant fleet to crowd out American flag shipping from the American market. At present, the Soviet Merchant Marine has garn­ ered 7% of all U.S. ocean-borne for­ eign commerce. Within the next three years, the Federal Maritime Com­ mission predicts that the Soviets will double their share of the trade, reaching 15% or better. In addition, the Soviets now operate 52 ships in the U.S. trade and have 47 larger ships under construction that are ex­ pected to be brought into service by 1980.2 Today, in comparison with our Soviet competition, we are losing ground. In the past decade, the So­ viet merchant marine has doubled in size to 17.8 million deadweight tons, while the U.S. fleet declined slightly to 14.9 million.^ By 1980, the Soviets project increasing their fleet to 22-23 million deadweight tons.'* Unless our maritime strength is rebuilt and re­ conditioned through modernization and new construction, it will no longer be able to serve as a major force in our international trade and to support our naval forces in time of need. The Soviet Union requires access to the seas in order to protect and further her interests, many of which are in direct conflict with the West. She will continue to seek advantage from Western decline around the world through two of her most useful instruments of policy: Her merchant and fishing fleets. The build-up of the Soviet Merchant Marine directly follows the fast and massive expan­ sion of the Soviet Navy which already outstrips the forces of the United States in numbers of craft. The American Merchant Marine is confronted with a situation in which Western shipping interests face a competitor which is unique in size, power and political strength, based on a state monopoly with re­ gard to its own trade and dominance in bi-lateral trades. It is futile to as­ sume that commercially operating private shipowners are in a position to cope with such an opponent. The Executive Council calls for the leadership of this nation to take action to guarantee an ocean trans­ portation capability sufficient to serve this nation's defense needs in time of a national emergency; ade­ quate to serve U.S. ocean transporta­ tion needs in the interest of the na­ tional economy and equal to the task of maintaining the U.S.-flag presence in the oceans of the world as an in­ strument of United States interna­ tional political policy. 'Business Week, October 4, 1976 -BusinessWeek, October 4. 1976 3Forbes, May 1, 1976 '•Soviet Naval Developments: Capability and Context, page 101 Urge Administration to Approve Trans-Alaska Cas Pipeline Statement by the AFL-CIO Executive Council on Alaska Pipeline Route February 25,1977 Bal Harbour, Fla. The nation's need for new energy supplies has been compounded by the effects of the harsh weather con­ ditions which have raised the de­ mand for fuel supplies to unprece­ dented levels. The dual effects of the cold winter in the U.S. east and mid­ west, coupled with the drought on the West Coast, have produced eco­ nomic chaos that has affected the nation's vital industries and many homes. In the early months of this year hundreds of thousands of American workers have been temporarily and in many cases permanently thrown out of work because of the lack of adequate energy supplies, particu­ larly natural gas. In the West the con­ tinuing drought has not only caused economic problems but threatens the supply of cheap hydroelectric power which is the basis for the operation of many industries in the West. These problems have heightened and dramatized the immediate need for additional energy sources, of which natural gas is in the shortest supply. One of the most immediately available new sources of energy for the U.S. are the huge reserves of nat­ ural gas available on the North Slope of Alaska. The production of this gas would make a major contribution towards the nation's efl'orts to be­ come more self-reliant in its energy supplies. There are three proposals now be­ ing considered by the Administration for moving Alaska gas to consumers Page 18 in the lower 48 states. Of the three only one would be entirely under U.S. control. This is the TransAlaska gas route. The line would largely parallel the Alaska oil line across Alaska and would involve the construction of a complex of gasifi­ cation and liquefication facilities as well as a fleet of liquid natural gas vessels to carry the gas to the U.S. West Coast. The other two lines both involve gas pipelines across Canada. The decision on which of these three lines the Administration will support will be made by the Presi­ dent later this year. The President's decision will then be forwarded to Congress for it to approve or dis­ approve. Of the three proposed routes, the Trans-Alaska line will provide the maximum job benefits in Alaska as well as in the lower 48 states, particu­ larly during the construction in U.S. yards of the fleet of LNG vessels needed to carry the gas. The line would employ over 44,000 construc­ tion, trade and shipyard workers dur­ ing the peak construction phase. In addition the Alaska gas line, because it would use many of the facilities built for the Alaska oil pipeline, could be constructed sooner than the two competing routes across Canada. As important as the employment benefits are, however, the need to obtain secure supplies of gas for the lower 48 states as soon as possible to meet the present shortage clearly transcends all other considerations. On this basis also the Trans-Alaska line is clearly superior. Therefore, the AFL-CIO urges the Administration to approve the TransAlaska gas route in order to assure the expedited availability of the se­ cure new gas supplies that will in­ crease U.S. energy self-reliance. Participating in the AFL-CIO Committee on Political Education meeting during the six-day Executive Council confab are President George Meany, left, and COPE Director Al Barkan. Seafarers Log �Council Backs Energy Transportation Security Act In the statement reprinted be­ low, item No. 3 is of particular importance to maritime workers. Statement by the AFL-CIO Executive CouncU on Unfinished Legislative Business February 22,1977 Bal Harbour, Fla. During the last two years, the Con­ gress passed four major bills of ex­ treme importance to the labor move­ ment. All were vetoed by President ^ord. Each of these measures has been introduced in the new Congress. Since extensive hearings were held on each measure, with complete dis­ cussion and debate already a matter of public record, we believe it should be possible for the Congress to act expeditiously on each matter, pass the necessary legislation and move on to new business. The measures of particular con­ cern to workers are: 1. Situs Picketing. This measure would grant building trades workers equal picketing rights with all other organized workers. The 94th Con­ gress passed this bill after being as­ sured that President Ford would sign it. But, for political reasons, Mr. Ford broke his word and vetoed the bill. Simple justice calls for enact­ ment of the Equal Treatment of Craft and Industrial Workers Bill. 2. Hatch Act Reform. Govern­ ment workers are now denied politi­ cal rights accorded all other citizens. The Congress passed a measure con­ siderably strengthening protection for all federal workers against coer­ cion, intimidation and other abuses. Nevertheless Mr. Ford vetoed the bill. Now the Congress should readopt the bill without delay. "i. The Energy Transportation Se­ curity Act. This job-creating mari­ time bill required that a percentage of imported oil be transported in American vessels. This measure, vi­ tal to America's energy independence program, would decrease domestic reliance on foreign vessels, provide new environmental standards to help avoid pollution disasters such as those recently caused by "runaway" flag ships operated by the energy car­ tel. This measure would encourage private investment in the construc­ tion of vessels built in American shipyards by American workers to be operated by American merchant sea­ men. Despite these facts, the bill was the victim of another Ford veto. We urge the Congress to pass this legis­ lation without delay. 4. Strip Mining Protection. This measure was passed by the 93rd and 94th Congresses and was vetoed twice by President Ford because of business and utility company opposi­ tion. It sets necessary minimum fed­ eral standards for state strip min­ ing reclamation statutes to protect against environmental devastation caused by the strip mining of coal, badly needed to meet the nation's energy needs. It deserves prompt passage. These measures are the unfinished legislative business of the past, need immediate attention and prompt en­ actment. We urge President Carter to sign each as soon as they reach the White House. Marshall Presents Administration's Goals to AFL-CIO Leaders in photo at left, Labor Secretary Ray Marshall, standing, outlines the Administration's goals before the AFL-CIO Executive Council at the opening session of their midwinter conference. Listening, left to right are: AFL-CIO Secretary Treasurer Lane Kirkland, and Federation President George Meany . After the session, Marshall received greetings from SlU President Paul Hall who is also an AFL-CIO Vice-President. Nation Needs Comprehensive Energy Program Statement by the AFL-CIO Executive Council on Energy February 25,1977 Bal Harbour, Fla. The AFL-CIO endorses the Ad­ ministration's plan to consolidate energy activities into a single depart­ ment that would absorb the Energy Research and Development Admin­ istration and the Federal Energy Ad­ ministration and also the energy functions now a part of the Interior and other departments. Such a re­ structuring is badly needed and would provide a better and more efficient mechanism for creating and implementing energy policy. Clearly, this would not solve the March, 1977 energy problem. It is not a substitute for a comprehensive energy policy, and if this is all that would be done, this nation still would not have an energy policy worthy of the name. In the more than three years since the Arab oil embargo little has been done to resolve the energy problem. While the natural gas crisis of this winter dramatized the issue, it was not unexpected. Yet, the Congress and the Nixon-Ford Administration did little to meet a situation that could readily have been foreseen. America is much more vulnerable today to an oil embrago than it was in 1973. The nation's dependence on foreign oil has increased. In addition, imports from the Arab countries are three times more than they were prior to the embargo. Meanwhile, domes­ tic production of oil, despite higher prices for new oil, has been declin­ ing steadily in recent years. Such steps as the 94th Congress and the past Administration took were timid and hesitant. They treated the energy matter gingerly as if it were a fragile thing that would shat­ ter if directly confronted. The time is long past for complacency and inaction. Development of energy sufficient to meet the country's needs is one of the most serious domestic problems facing America in the years ahead. How America copes with the situa­ tion will have an overwhelming effect on the nation's economic well-being. The AFL-CIO has long urged the government to take decisive action. This is not a time for muddling through. We urge the President to set in motion a comprehensive energy program that will move the nation on the road to energy security. With that in mind, we have noted below some of the elements that we feel are essential to the development of a sound program. CONSERVATION Conservation is the cornerstone upon which this nation must build its energy policy. Per capita consumption of energy in this country is twice as much as in such countries as Switzerland, Sweden, West Germany — all of whom have a standard of living and quality of life comparable to that en­ joyed by Americans. Conservation does not mean a diminishing in the quality of life. It does not mean less automobile driv­ ing. It does not mean cold, drafty, uncomfortable homes. It does not Continued on Page 22 Page 19 �striking a characteristic pose (left) is Federation president George Meany listening to James T. Housewright, head of the Retail Clerks International Association. !m Stressing a point (right) Glenn E. Watts, president of the Communication Workers of America, talks with S. Frank Raftery, chief of the International Brotherhood of Painters and Allied Trades. SlUNA President Paul Hall (left) and ILA President Thomas Gleason, are both AFL-CIO vice presidents. ing in Bal Harbour/ In a jovial mood are Joseph P. Tonelli (left), leader of the United Paperworkers International Union and Martin J. Ward, president of the United Association of Journeymen and Apprentices of the Plumbing and Pipefitting Industry of the U.S. and Canada. George Meany gets a chuckle from the press at a news conference after a session of the. AFL-CIO Executive Council. Page 20 Mapped At a break, Federation vice presidents Sol Stetin(left), Exec-vice president of theClothing and Textile Workers, and the union's president, Murray H. Finley (center), talk it over with Ladies Garment Workers President Sol C. Chaikin. William Sidell (right), head of the United Brotherhood of Carpenters and Joiners ot America talks shop with S. Frank Raftery, president of the International Brotherhood of Painters and Allied Trades. Reds catcher Johnny Bench (right) tnanks labor for its support of the No Greater Love organization drive which he leads to help children of servicemen killed or missing in Southeast Asia. At left are Lane Kirkland, Raftery, Meany, NGL's chairwoman Carmella LaSpada and AFL-CIO Vice-President John H. Lyons. Page 21 I*??.-.-./- �m Nation Needs Comprehensive Energy Program Continued jrom Page 19 mean less usage of home appliances. It does mean using energy effici­ ently. It means the manufacture of automobiles that get more mileage per gallon of gasoline, the retrofit­ ting of existing homes and buildings that drastically reduce energy con­ sumption, the designing and building of home appliances that use only small quantities of energy. As an example, if all of the cars on the road were to get twice as much mileage as the current average of 14 miles per gallon of gas, the nation would save more than three million barrels of oil per day. This exceeds the nation's oil imports from the Arab countries. Nor does conservation mean no growth. We hold no brief for those pushing conservation as part of a no-growth philosophy. Growth in the economy and conservation of energy can, and must, go hand-in-hand. Adoption of tough and stringent conservation measures could reduce the nation's energy consumption growth rate from 4 percent to well under 2 percent. While conservation is essential it will not, by itself, solve the energy problem. NEW SUPPLIES The nation needs new and addi­ tional supplies of energy. Oil and natural gas are declining resources. While iVo single source of energy rep­ resents the ultimate fuel, it is clear that coal and nu'?jSar power are the ones upon which this nation must rely in the immediate future. The United States holds about 450 billion tons of coal reserves—esti­ mated at about one-fifth to one-half of the world's coal deposits. This is more than 700 times the nation's an­ nual usage of about 600 million tons. As reported by Forbes Magazine this reserve is "ten times as much energy as is contained in Saudi Arabia's oil and 2.6 times as much as is available from the entire world's supply of oil." Nuclear power, by the end of this century, is expected to grow from 2% of current total energy supply to over 20%. In terms of today's energy picture, this is the equivalent of about 7 million barrels of oil per day—about the same as imports in 1976. Coal has been under attack by en­ vironmentalists and nuclear energy is the target of a well-organized drive to ban its use. The basis of that cam­ paign is that nuclear energy is not .safe. We do not agree with that as­ sessment. The record of safety in the nuclear industry is among the best in all industry. Every effort must be made to ac­ celerate, the development of coal and nuclear power while protecting the environment and maintaining strin­ gent safety and health standards. Meanwhile, facilities to provide en­ riched uranium should be expanded and the procedures for licensing of nuclear facilities should be expedited to eliminate costly and unnecessary delays. Page 22 Continued development of the liquid metal fast breeder reactor pro­ gram must be pursued. This is essen­ tial to the nation's long-term energy needs. Development of oil and gas re­ serves on the U.S. outer continental shelf provides an excellent opportu­ nity for the United States to increase domestic oil and gas production. De­ velopment of new offshore areas could reduce U.S. oil imports by 1015 percent in 1980 and 10-30 per­ cent in 1985-1990. At the same time, America must direct its efforts toward developing such other sources of energy as solar, geothermal, biomass, shale oil, coal liquefaction and gasification. These energy sources will be neither cheap nor be developed overnight. It is clear that private industry, by itself, cannot develop the energy sources required by this country. It is for that reason that the AFL-CIO urges the establishment of a massive 5 year $100 billion program to help achieve energy security for the United States through direct loans, loan guarantees and other financial assistance to private industry and public bodies unable to secure pri­ vate capital. As we envision it, that program would concern itself with projects for conserving energy as well as projects for developing new and additional supplies of energy. Under that prograni, ilr- .y.igemittcnt would also be empowered to launch projects of its own patterned after the TVA con­ cept. IMPORTS The increasing dependence of the AFL-CIO President George Meany makes a point at an Executive Coun­ cil session. United States on imported oil raises economic as well as national security problems. Prior to the Arab oil em­ bargo of 1973, the nation was im­ porting less than six million barrels of oil per day. In 1976 imports gen­ erally averaged more than seven mil­ lion barrels per day and in January, 1977, averaged over eight million barrels per day. Of those imports, the Arab countries furnished less than a million barrels daily, prior to the em­ bargo. Today they export close to three million barrels per day to the United States. As a result, the nation is now more vulnerable to an oil embargo than in 1973. It is more vulnerable to the price that OPEC sets for its oil. That price may well determine America's level of economic activity and the rate of inflation. Early in this decade, oil imports that cost the nation $3.5 billion, now cost the nation more than $35 billion annually. Much rhetoric has flowed; but lit­ tle action has followed. To cope with this issue, oil im­ ports should be taken out of private hands and placed in the hands of the government. The government should determine the amount of oil to be imported, negotiate its price with the individual oil producing coun­ tries and provide for its allocation. Private companies have no power to deal with the oil producing countries. They accept whatever terms are made by these countries and pass on the additional costs to the consum­ ers and, in the process, probably make more money than they ever did before. On the other hand, the United States has bargaining power with the OPEC nations that no private com­ pany could ever hope to achieve. At the same time, the nation must accelerate the establishment of an oil stockpile that will give America a measure of protection against any fu­ ture oil embargo and enhance its bargaining power. PRICES Continued regulation of oil and natural gas prices is essential to the economic well-being of this nation. A Library of Congress study es­ timated deregulation of natural gas prices would increase consumer costs "by $5.4 billion annually in the first year and by $17.7 billion annually in the fifth to seventh year. Decon­ trol of oil prices would have an even greater impact in the first year. To­ gether, the effect would be as devas­ tating as the four-fold increase in oil prices imposed by OPEC following the oil embargo. There is no free-market price for oil. It is an arbitrary price imposed by the OPEC cartel—about $13 per barrel—which bears no relation to the 18 cents a barrel produetion cost in the Arab countries. All other en­ ergy prices relate to the price of oil. The argument that uncontrolled prices provide incentives for greater production is groundless. Domestic production of oil, despite skyrocket­ ing prices for newly discovered oil. has been declining steadily. The same would be true for natural gas unless the producers, as initial gov­ ernment studies indicate, are sitting on their wells waiting for natural gas prices to be deregulated. If this is so, it constitutes the same kind of black­ mail indulged in by the Arab oil producers. We urge a complete and thorough investigation of the natural gas pro­ ducers to determine whether the natural gas shortage is real or con­ trived by the producers to benefit themselves at the expense of the na­ tional interest. It is intolerable that a nation so dependent on energy is ignorant of the basic facts needed to make intel­ ligent analyses and critical decisions. Such data as is available is incom­ plete and unreliable because in the past the natural gas companies have been unwilling to provide complete and detailed information with regard to their reserves and other facets of their operations. The investigative body should be empowered with the right to subpoena such records as are needed to get to the bottom of this question. In any case, decontrol of oil and gas prices would place an intolerable burden on the American consumer and we are unalterably opposed. DIVESTURE The American public is at the mercy of the giant oil monopolies whose complete control of petrole­ um, from well-head to marketing, represents an incredible influence over the nation's well being. Clearly the oil companies are pur­ suing only their self-interest. They have not suffered from the energy crisis. In fact, they have prospered while the country suffered. We urge Congress to enact legis­ lation to break-up the oil monopolies so that the companies may no longer produce as well as refine, transport and market petroleum. Not satisfied with their monopo­ listic control of oil, these companies are stretching their tentacles into competing sources of energy. Al­ ready, they have secured a major position in the coal industry and are reaching into other energy fields. Clearly, this is not in the national interest and will hamper the devel­ opment of alternative sources of energy. The AFL-CIO urges the Congress to enact legislation to prohibit a company from owning competing sources of energy. Seafarers Log �Export of Alaskan on Opposed by Executive Council Statement by the AFL-CIO Executive Council on Export of Alaskan Oil February 25,1977 Bal Harbour, Fla. Congress passed the Alaska pipe­ line legislation just over three years ago because construction of the pipe­ line would enable Alaskan oil to reduce America's dangerously in­ creasing vulnerability to Arab oil embargoes. Now the oil companies that were aided by this legislation have proposed that the Alaskan oil be exported to Japan. That proposal would reverse this country's policy of increasing its se­ curity by reducing dependence on imported oil. The argument that refinery, pipe­ line and tanker capacity are not ade­ quate to deliver the oil to U.S. mar­ kets is no excuse. It has been clear for some time that an expansion of these facilities was needed. The oil companies have failed to respond to that need. They have not begun an adequate expansion of these facilities nor have they made plans to do so. The oil companies have failed to respond to the need for refining, pipeline and tanker construction be­ cause of their desire to add an addi­ tional profit on each barrel by selling the oil to Japan, even though they will receive very large and assured profits if they sell the oil inside the U.S. The oil companies will drop their proposal to export Alaskan oil and will begin the needed refinery, pipe­ line and tanker construction when— and until—it is clear to them that Americans wilh not allow this Sacri­ fice of national interest for oil com­ pany profits. We urge the Administration and the Congress to stand firmly against any proposal to export Alaskan oil. That oil is needed by the United States to reduce the nation's depend­ ence on foreign oil. Support Boycotts of Ringling Bros. Circus^ Bancroft Co. Among the 48 resolutions passed by the AFL-CIO Executive Coun­ cil at its mid-winter meeting were two supporting recent boycotts by member unions. Because the AFL-CIO has asked that all trade union members support these boycotts, we have reprinted the two statements below. forum to make a series of uncon­ V Statement by the scionable demands. To avoid a dead­ AFL-CIO Executive Council lock the AFM offered a short term contract to cover this season that on would have met many of the circus' Support of concerns. Ringling Brothers turned Ringling Brothers-Barnum and down that eminently reasonable pro­ Bailey Circus Boycott posal. February 28,1977 Then, on the ground that no con­ Bal Harbour, Fla. tract had been signed, Ringling Brothers, following a classic unionOver the years union musicians busting technique, entered into an represented by the American Feder­ arrangement with a group known as ation of Musicians and its locals have Cas-Pet, an avowed bitter enemy of provided the music at performances the AFM, to provide music at circus of the Ringling Brothers-Barnum and performances. Bailey Circus. Some of these musi­ cians traveled with the circus, others To protect its members the AFM were engaged locally. has called a consumer boycott of all In 1976 Ringling Brothers pro­ circus performances at which music posed to the AFM that a nationwide is provided by Cas-Pet. The AFLcontract be negotiated. The stated CIO supports this boycott, urges all reason was to replace the differing members of AFL-CIO unions to re­ local arrangements at each stop with fuse to buy tickets to circus perform­ a standard contract. The AFM se­ ances at which music is provided by cured the necessary authority to enter Cas-Pet and calls upon the labor into such negotiation and exercised press and the Union Label and Serv­ that authority in good faith. Ring­ ice Trades Department, AFL-CIO, to ling Brothers, however, used the new publicize the boycott. During the midwinter meeting of the AFL-CIO Executive Council held late last month and early this month in Bal. Harbour, Fla., two vice presidents of the Federation get a chance to discuss some matters of mutual concern. On the left is George Hardy, president of the Service Employees International Union. On the right is I. W. Abel, president of the United Steelworkers of America. March, 1977 tions. Since 1971 Bancroft has ffagrantly and repeatedly violated the law with the result that only a third of those who voted in 1971 remained on on the payroll when the strike began. Support of Boycott of The company refused even to go Bancroft Manufacturing to the bargaining table until 1976, Company when the NLRB General Counsel threatened contempt proceedings. February 23,1977 Since Bancroft has spurned every Bal Harbour, Fla. effort by the union to negotiate a fair contract and continues to threaten On July 1, 1971, employees of to replace striking employees, the the Bancroft Manufacturing Com­ United Brotherhood of Carpenters pany of McComb and Magnolia, has begun a nationwide boycott of Mississippi, voted in a National La­ aluminum doors, sashes and other bor Relations Board election to be extruded aluminum home-building represented by the United Brother­ products manufactured by Bancroft Manfacturing Company. hood of Carpenters and Joiners. After waiting for 51/2 years for The AFL-CIO Executive Council Bancroft to obey the law and nego­ wholeheartedly endorses the efforts tiate a just and fair agreement or for of the Carpenters Union to achieve the NLRB to enforce the law, 500 justice for the workers involved. We production and maintenance workers support the boycott, urge all mem­ at the company's Magnolia plant bers of AFL-CIO unions to refuse went out on strike on January 16, to buy the products of Bancroft Man­ 1977. ufacturing and call upon the labor Bancroft's mistreatment of its em­ press and the Union Label and Serv­ ployees and its disregard of their ice Trades Department, AFL-CIO, basic rights were amply documented to publicize the strike and boycott last April before the House Subcom­ against the Bancroft Manufacturing mittee on Labor-Management Rela­ Company. Statement by the AFL-CIO Executive Council Hails Labor's Fight for Rights "In my country a working man has no right to protest," Vladimir Bukovsky, the exiled Soviet dissident, told the AFL-CIO Executive Council at its mid­ winter conference in Bal Harbour, Fla. Bukovsky, flanked by AFL-CIO Secre­ tary-Treasurer Lane Kirkland, left, and President George lyieany, urged the American labor movement to continue its long-standing fight for international human rights. Page 23 �SEAFARERS LOG March, 1977 OFFICIAL PUBLICATION OF THE SEAFARERS INTERNATIONAL UNION • ATLANTIC, GULF. LAKES AND INLAND WATERS DISTRICT • AFL-CIO Council Serves Notice: Safe and Healthful Workplace a Must Because the Occupational Safety and Health Act is so im­ portant for maritime workers as well as all American workers, we are reprinting in full the resolution passed by the AFL-CIO Execu­ tive Council on this issue. Statement by the AFL-CIO Executive Council on Occupational Safety and Health February 28,1977 Bal Harbour, Fla. The trade union movement fought long and hard for passage of a strong occupational safety and health law to stop the suffering and death in America's workplaces. We will not permit destruction of the Occupa­ tional Safety and Health Act by right-wing zealots and employers who place profits ahead of human lives. We find repugnant the contention that an employer has a constitutional right to kill or maim workers. Plac­ ing property rights ahead of human rights is contrary to the spirit of America. Since its enactment in 1970, the Occupational Safety and Health Act has been the target of some in Con­ gress who seek to curry political favor with reactionary business and right wing groups. These political opportunities have repeatedly tried to emasculate or destroy OSHA through distortion, propaganda and lies. The failure of the past two admin­ istrations to properly administer and enforce the law has added fuel to the fire. Inadequate budgets, short staffing, misordered priorities, sloppy procedures, poorly-drafted regula­ tions, unnecessary delays and at­ tempts to politicize OSHA have undermined the law's effectiveness. There has been no more persistent and consistent critic of the adminis­ tration and enforcement of OSHA than the labor movement. Our aim, however, is to make a good law work through proper administration. We are encouraged by President Carter's many statements of support for this law, and commend his rec­ ommendations that OSHA regula­ tions be drafted in clear, understand­ able language. Nothing is more essential to public support of this law than understanding of what it is designed to do. We urge President Carter to re­ scind Executive Order 11821, re­ newed by former President Ford in a secretive, eleventh-hour attempt to repay his business supporters in the election. This order, which requires so-called "inflationary impact" state­ ments on OSHA standards, places a dollar value on the lives of workers and has blocked development of oc­ cupational health standards. We also urge him to require the Secretary of Labor to enforce the oc­ cupational safety and health guide­ lines in Section 19 of the law for all federal government agencies. The government can and must set the ex­ ample for private employers in the area of job safety and health. The labor movement will continue its efforts in Congress for adequate funding and staffing for OSHA and the Toxic Substances Control Act of 1976, which is administered by the Environmental Protection Agency and will provide additional safe­ guards for workers exposed to toxic chemicals. And we serve notice: The labor movement shall not rest until every American worker enjoys a safe and healthful workplace. Two AFL-CIO Veeps confer during the meeting: 0. L. Dennis, left, of the Brotherhood of Railway, Airline and Steamship Clerks, Freight Handlers, Express and Station Employees and Floyd E. Smith of the International Asso­ ciation of Machinists and Aerospace Workers. AFL-CIO Executive Council Passes Vital Maritime and Energy Resolutions Continued from Page 17 expansion through a proposal to ex­ port Alaskan oil to Japan. Their argument—that refinery, pipeline and tanker capacity are inadequate to deliver the oil to U.S. markets— ignores the "nation's increasingly dangerous vulnerability to Arab oil embargoes," the Council pointed out. "The Administration and Con­ gress must stand firm against this proposal which would sacrifice the national interest for oil company profits." All-Alaska Gas Line America's energy self-reliance is also dependent upon quick delivery of Alaskan gas, which the Council explained could be achieved by an all-Alaska pipeline route. Page 24 Two other routes across Canada have been proposed, but could not be built as soon as the trans-Alaska gas pipeline which would use many of the existing oil pipeline facilities there. This route is the best solution for America's dangerous natural gas shortage, the Council stated. The natural gas crisis last winter and the Arab oil embargo of 197374 were dramatic indications of America's need for an effective energy program. An Energy Policy The AFL-CIO endorsed the Ad­ ministration's plan to consolidate all Government energy agencies and ac­ tivities, but stressed that this effort would be meaningless without "an energy policy worthy of the name." America now imports three times the amount of oil from Arab countires that it did prior to the embargo. To prevent increasing politically dangerous dependence on foreign oil the Council recommended a compre­ hensive national energy policy, in­ cluding: conservation, development of new supplies, government control of imports and prices, and break-up of oil monopolies. Pass Cargo Preference Passage of the Energy Transporta­ tion Security Act would be another major step toward America's energy independence. Under this Act, one of four supported by the Council as "extremely important to the labor movement," a guaranteed percentage of imported oil would be carried in U.S.-flag ships. It would decrease our reliance on foreign vessels, such as the runaway flag ships that caused so much pollu­ tion disaster in our coastal waters over the past months. Moreover, it would be a shot in the arm for Amer­ ican shipbuilding and maritime labor. The other three Acts endorsed by the Council were: Situs Picketing, which would grant building trades workers equal picketing rights with all other organized workers; Reform of the Hatch Act to grant Govern­ ment workers their full political rights; and Strip Mining Protection, which would protect against environ­ mental devastation caused by the strip mining of coal. All four acts were vetoed by Presi­ dent Ford. The Council called them "unfinished legislative business of the past" and urged quick approval by the new Administration. Seafarers Log �OAKLAND (Sea-Land Service Inc.), January 22—Chairman, Recertified Bosun J. San Filippo; Secretary C. Johnson; Educational Director L. Karttunen; Engine Delegate R. Bracamont; Steward Delegate John Kavanagh. Some disputed OT in deck and steward department. $2.30 in ship's fund. Chair­ man passed out forms for the steward upgrading school to everyone in the steward department and advised all members to take advantage of this pro­ gram. A vote of thanks to the steward department for a job well done. ERNA ELIZABETH (Hudson Wa­ terways Corp.), January 16—Chair­ man, Recertified Bosun B. Browning; Secretary Rothschild; Deck Delegate Burton Owen. Some disputed OT in deck department. Chairman reports that there are four new crewmembers from Piney Point aboard and they are shaping up very well. Held a discussion on the alcoholic program and agreed that it is a very good program. A vote of thanks to the steward department for a job well done. CHARLESTON (Sea-Land Service Inc.), January 2—Chairman, Recerti­ fied Bosun J. Beye; Secretary W. Selt­ zer; Educational Director C. W. Welsh. $7 in ship's fund. No disputed OT. Chairman held a discussion on the Steward Department Recertification program and urged all members who are eligible to apply. Observed one min­ ute of silence in memory of our de­ parted brothers. Next port Elizabeth. TRANSINDIANA (Hudson Water­ ways Corp.), January 23—Chairman Recertified Bosun H. B. Walters; Sec­ retary W. J. Fitch. $14.83 in ships fund. No disputed OT. The ship's chairman will take up the possibility of having a telephone put right aboard ship when in port so the crew can call direct to the gangway watch in regards to the sailing time as it is changed so often and you can never get the right answer from the outside forces. Report to the Seafarers Log: "Thanks to the Log for its efforts in keeping us posted in all maritime news." Observed one minute of silence in memory of our departed brothers. Next port Gitmo. OVERSEAS ULLA (Maritime Over­ seas Corp.), January 9 — Chairman, Recertified Bosun L. R. Smith; Secre­ tary W. H. Deskins. No disputed OT. Chairman held a talk on the alcoholic center at Piney Point. Also distributed application blanks for upgrading in the steward department and help was given in explaining the requirements of entry to the upgrading and recertification pro­ gram. Observed one minute of silence in memory of our departed brothers. OGDEN WABASMI (Ogden Marine Inc.), January 9—Chairman, Recerti­ fied Bosun J. Delgado; Secretary H. Hastings; Educational Director A. Ratkovick; Deck Delegate R. Florcs; En­ gine Delegate J. Graydon; Steward Delegate O. Rios. No disputed OP. Chairman discussed the importance of donating to SPAD. Secretary's Report: "I had the honor of being on the stew­ ard department recertification commit­ tee. In my 32 years of going to sea, 1 think this is the most needed of all our programs to come forth from our train­ ing school. We have to make the stew­ ard department more rewarding and attractive. As you will note in the la.st Seafarers Log there were 17 upgraders all in the deck and engine departments. The program was discussed at length." March, 1977 MERRIMAC (Ogden Marine Inc.), January 30 — Chairman, Recertified Bosun John Pierce; Secretary A. R. Raio; Educational Director G. W. Haller. No disputed OT. Report to the Sea­ farers Log: "We picked up three people from the sinking vessel Rampant. They are all doing well. We picked them up 450 miles from Fort Lauderdale, Fla. and dropped them off at Bermuda." Next port Philadelphia, Pa. INGER (Reynolds Metals Co.)— January 30 — Chairman, Recertified Bosun Hans S. Lee; Secretary Duke Hall; Educational Director Theodore Martinez; Engine Delegate Barney Hireen. $9 in ship's fund. No disputed OT. Chairman received and passed out the new steward department applications for recertification. Urged all members to take advantage of this program. Ad­ vised that a member who has a recerti­ fication, a firefighting certificate and a lifeboat ticket has far better job oppor­ tunities. Discussed the importance of donating to SPAD. To really know what is going on in the Union read the Seafarers Log from front to back. A vote of thanks to the steward depart­ ment for a job well done. ULTRASEA (Apex Marine Corp.), January 2 — Chairman, Recertified Bosun W. E. Showers; Secretary T. Kirby; Educational Director E. Colby; Deck Delegate H. Frierson; Engine Delegate R. Makarewicz; Steward Dele­ gate R. Long. $16 in ship's fund. No disputed OT. Chairman discussed the importance of donating to SPAD. A vote of thanks to the steward depart­ ment. Report to the Seafarers Log: "Best wishes to the entire staff and a Happy New Year. Keep up the good work in '77." MASSACHUSETTS (Interocean Mgt. Corp.), January 16—Chairman, Recertified Bosun J. L. Bourgeois; Sec­ retary W. Lovett; Educational Director D. Orsini; Deck Delegate Thomas Reading; Steward Delegate William A. Daly. Chairman reported that baker Henry N. Milton passed away during layover in Kharg Island, Iran. A tele­ gram was sent to the Union to notify them about Brother Milton and a collec­ tion was made for flowers to be sent to his funeral. A vote of thanks to the steward on handling holiday meals alone in the galley. It was a job well done. Observed one minute of silence in memory of our departed brothers. JEFFERSON DAVIS (Waterman Steamship Corp.), January 23—Chair­ man, Recertified Bosun George Annis; Secretary F. Hagger; Educational Di­ rector R. Tyler; Deck Delegate Richard J. Maley; Stevv'ard Delegate Leonardo Manca. Some disputed OT in steward department. Received Seafarers Logs and forms for upgrading in steward de­ partment while in Djibouti. Chairman held a discussion on the importance of donating to SPAD. Next port New Or­ leans. ELIZABETHPORT(Sea-Land Serv­ ice Inc.), January 9—Chairman, Re­ certified Bosun Orla K. E. Ipsen; Sec­ retary George W. Gibbons; Educational Director Peter K. Shaughnessy. $136 in ship's fund. $210 in movie fund. No disputed OT. Chairman held a safety meeting and the repairs that are needed are being worked on. Discussed the im­ portance of donating to SPAD. Secre­ tary reported that the ship came in on Christmas morning and the men were very happy to be home with their fam­ ilies. A vote of thanks to the steward department. Next port Panama Canal. OVERSEAS VALDEZ (Maritime Overseas Corp.), January 30—Chair­ man, Recertified Bosun William Smith; Secretary J. Mojica; Educational Direc­ tor D. White. No disputed OT. Report to the Seafarers Log: "A vote of thanks was given to the crew for the coopera­ tion to all three departments. A vote of thanks to the steward department." Ob­ served one minute of silence in memory of our departed brothers. BORINQUEN (Puerto Rico Marine Mgt. Inc.), January 16—Chairman, Recertified Bosun Calixto L. Gonzales; Secretary Kaznowsky; Educational Di­ rector Pantoia; Engine Delegate Franeisco Sarmento; Steward Delegate Peter Siems, $46 in ship's fund. No disputed OT. Chairman held a discussion on the alcoholic rehabilitation program. A vote of thanks to the steward depart­ ment for a job well done. SEA-LAND ECONOMY (Sea-Land Service Inc.), January 30—Chairman, Recertified Bosun L. V. Myrex; Secre­ tary L. Nicholas; Educational Director H. DuHadaway; Deck Delegate D. J. Yannuzzi; Engine Delegate R. L. Thompkin; Steward Delegate H. Jones, Jr. Chairman reports that the trip so far has been a smooth operation with no beefs reported. He called for safety suggestions and repairs and would ap­ preciate cooperation from all members to keep this ship under continuous smooth sailing conditions. Chief Stew­ ard introduced the new upgrading ap­ plication forms with emphasis on taking advantage of this opportunity for a higher rating. Offered congratulations on the choice of Brother Don Collins and Brother H. Hasting to serve on this committee. Presented to the meeting pamphlets received from headquarters and explained the highlights and edu­ cational value that will benefit all mem­ bers. All .material was posted on the bulletin board. Next port Rotterdam. MOBILE (Sea-Land Service Inc.), January 4—Chairman, Recertified Bo­ sun A. Waters; Secretary Taylor. Chair­ man reported that New Year's Eve was spent in Inchon, Korea and a good time was had by those who wanted if you could stand the cold. Everyone is ready for a good year ahead. Report to the Seafarers Log: "Hope all of you in New York office have a Happy and Prosper­ ous New Year." OVERSEAS TRAVELER (Mari­ time Overseas Corp.), January 2— Chairman, Recertified Bosun A. Hovde; Secretary J. Hoggie. Secretary reports: "Lost chief mate on December 22 around 9:15. He was washed over the side. Everyone felt very bad about it. Stayed all day long trying to see if he could be found. It was due to all the rough weather we had that day. One great wave was all that it took. It was lucky the Captain was not washed over as well because both of them were standing together one second and the next second the chief mate was gone." Official ship's minutes were alsc received from the following vessels: BAYAMON SEA-LAND COMMERCE NECHES ARECIBO MOUNT NAVIGATOR VIRGO SEA-LAND PRODUCER THOMAS JEFFERSON OGDEN CHAMPION DELTA PARAGUAY COVE COMMUNICATOR GALLOWAY AMERICAN EXPLORER SAN FRANCISCO BRADFORD ISLAND WALTER RICE POINT JULIE AFOUNDIRA OVERSEAS ARCTIC FORT HOSKINS RESOURCE SAM HOUSTON TAMPA PITTSBURGH ANCHORAGE OVERSEAS VIVIAN ROSE CITY ROBERT TOOMBS OVERSEAS JOYCE JACKSONVILLE PONCE DE LEON MOUNT WASHINGTON MONTICELLO VICTORY GOLDEN DOLPHIN JAMES OVERSEAS VALDEZ PISCES BEAVER STATE WACOSTA OGDEN CHALLENGER PENN ARTHUR MIDDLETON OVERSEAS ALICE COLUMBIA SEA-LAND VENTURE PANAMA AMERICAN HERITAGE COUNCIL GROVE SEA-LAND MC LEAN GUAYAMA BOSTON LONG BEACH BALTIMORE » A''.. ROBERT E. LEE ULTRASEA LOS ANGELES SUSQUEHANNA DEL SOL •• CAROLINA WACOSTA ZAPATA RANGER EXCHANGE PUERTO RICO CARTER BRAXTON SAN PEDRO SAN JUAN COASTAL CALIFORNIA MOHAWK EAGLE VOYAGER MOUNT EXPLORER VANTAGE DEFENDER OVERSEAS ALEUTIAN SEA-LAND MARKET •. v -J, • 3^ '. i Page 25 �NOTICE TO ALL PARTICIPANTS OF THE SEAFARERS VACATION PLAN Beginning in 1977 and continuing in future years, all Participants in the Plan will be provided a Summary Annual Report, together with other materials in order to keep you informed about the financial status of the Plan. This Summary Annual Report covers the year ended December 31, 1975. (See statements of assets and liabilities attached.) SEAFARERS VACATION PLAN SUMMARY ANNUAL REPORT DECEMBER 31, 1975 BEGINNING OF YEAR END OF YEAR ASSETS Cash $2,659,625.48 Receivables 2,335,369.71 General Investments 243,729.57 Buildings and Other Depreciable Properties 19,060.61 TOTAL ASSETS CURRENT VALUE ... $5,257,785.37 Total Assets Book Value ...... .$5,260,785.37 $4,348,935.00 2,308,037.62 231,549.07 18,581.16 $6,907,102.85 $6,909,952.85 . I TARIIITIFS Payables (Includes Accrued Vacation Benefits) Other Liabilities TOTAL LIABILITIES NET ASSETS $2,612,133.12 .. 688,228.19 $3,300,361.31 $1,957,424.06 $3,493,090.09 1,010,890.86 $4,503,980.95 $2,403,121.90 STATEMENT OF CHANGES IN NET ASSETS FOR PLAN YEAR ENDED DECEMBER 31, 1975 INCOME Cash Contributions Earnings From Investments Other Income TOTAL INCOME ^ YEAR ENDED DECEMBER 31, 1975 — Vacation Pay ^ KI J The Trustees have established a vacation beneht program payable according to category of employment. Based on 365 days of covered employment, the program provides for vacation benefits to be paid as follows, effective with the increased contribution rates: $2,200.00 to eligibles in Group I (Formerly $1,400.00) 1,800.00 to eligibles in Group II (Formerly $1,200.00) 1,400.00 to eligibles in Group III (Formerly $1,000.00) Effective October 1, 1915, employees whose employers are obligated to make contributions to the Plan at the required rate on the date application for benefits is made, and who have at least 90 days of covered employment subsequent to October 1, 1975, shall receive an additional benefit of $350.00 for 365 days of employment. Boatswain's who have successfully completed the Recertification Program conducted at the Harry Lundeberg School of Seamanship receive an additional vacation benefit of $50.00 per quarter, for a total of $200.00 per annum. addition to the foregoing, the Trustees provide a bonus to be paid only to those employees aboard Great Lakes vessels who complete the lay-up of their vessels and who complete at least 90 days of covered employment, including such lay-up time as follows: $175.00 for Group I employees 150.00 for Group II employees 50.00 for Group III employees Reserve for Anticipated Obligations In accordance with previously established practice, the Trustees have restricted the use of the Plan's surplus funds to meet ensuing years' anticipated obligations under the Plan. $8,077,915.46 198,149.57 17,556.57 $8,293,621.60 EXPENSES Benefit Payments Payroll Taxes on Vacation Benefits Other Administrative Expenses TOTAL EXPENSES NET INCOME Unrealized Appreciation of Assets and Adjustment of Prior Years Expenses Net Increase In Assets Net Assets At Beginning of Year Net Assets At End Of Year SEAFARERS VACATION FUND NOTES TO FINANCIAL STATEMENTS $6,773,300.03 509,752.06 529,203.04 $7,812,255.13 481,366.47 (35,668.63) 445,697.84 1,957,424.06 $2,403,121.9"0 NOTICE TO ALL PARTICIPANTS OF THE SEAFARERS VACATION PLAN Plan participants may obtain copies of the more detailed annual report for a reasonable charge, or may inspect it at the Plan Office without charge. The latest full annual report includes a list of the assets held for investment and all other relevant financial information. To obtain a copy of the annual report, write to the Administrator asking for what you want. The Administrator will state the charge for specific documents so that you can find out the cost before ordering. The full report can be examined at the Plan Office during normal business hours. If you seek additional information write to: Administrator Seafarers Vacation Plan 275 20th Street Brooklyn, New York 11215 ITF Reps Meet in Bal Harbour MEMBERSHIP MEETINGS' SCHEDULE Port Representatives of some of the U.S. affiliates of the International Transport Workers Federation, a worldwide organization of transportation workers' labor unions, discuss some of the issues the U.S delegation will bring up at the next general meeting to be held in Dublin, Ireland in July. SlUNA officials at the meeting, which took place in Bal Harbour, Fla. last month, included SlU Presi­ dent Paul Hall and Vice President Bull Shepard (seated at head of table). One of the main issues discussed was the problems created on the high seas by Liberian, Panamanian and other flag-of-convenience vessels. Page 26 New York Philadelphia Baltimore Norfolk Jacksonville Detroit Houston New Orleans Mobile San Francisco Wilmington Seattle Piney Point ., San Juan Columbus Chicago Port Arthur Buffalo St. Louis Cleveland .......... Jersey City Date Apr. Apr. Apr. Apr. Apr. Apr. Apr. Apr. Apr. Apr. Apr. Apr. Apr. Apr. Apr. Apr. Apr. Apr. Apr. Apr. Apr. Deep Sea Lakes, Inland Waters 4 2:30 p.m 5 2:30p.m 6 2:30 p.m 7 9:30 a.m 7 2:00 p.m 8 2:30 p.m 11 ..._. 2:30 p.m 12 2:30 p.m 13 2:30 p.m 14 2:30 p.m 18 i 2:30 p.m. 22 2:30 p.m. 9 10:30 a.m. 7 2:30 p.m. 16 — 12 — 12 — 13 — 15 2:30 p.m. 14 — 11 ............ — 7: 7: 7: 7: 7: 1:00 p.m. Seafarers Log �Pages from the History of the American Seamen's Labor Movement The turbulent early days of the seamens labor movement is chronicled in stories gathered front old newspaper files by the Seafarers Historical Re­ search Department. This story is from the San Francisco Call of Oct. 17,1894. Meanwhile the merry war goes on, and brawls and fights are numerous. It is to the credit of the harbor police that the toughest of the masters are sup­ pressed summarily whenever they are found using bulldozing methods. WEDNESDAY, OCTOBER 17, 1894. Water-Front Notes. SAILOR'S WAGES On account of the fog on the bay yesterday morning the steamer Oregon, sailing for Portland, came to anchor off Goat Island in order to wait until the fog should lift. When it did and an at­ tempt was made to raise the anchor it was found that it had fouled with the telegraph cable. It was 12:30 o'clock before the anchor was finally got loose and the steamer could proceed on her way. Captain Luttrell of the bark Helen W. Almy is ill and will not return with his vessel. He intends to spend five months in Southern California. The steamer St. Paul arrived from Guaymas, Mexico, yesterday with an unusually heavy cargo of merchandise and tropical productions. News was received here yesterday to the effect that the French bark Duchesse, bound from Dunkirk for Oregon, had arrived at Buenos Ayres partially disabled, the result of a struggle with an Atlantic storm. At a meeting of the Harbor Com­ missioners yesterday bills amounting to $6,756.50 were audited and ordered paid. The steamer Gaelic sailed for the Orient yesterday. Among the passen­ gers were the six Baptist missionaries who arrived here last Sundav morning. The party consists of Dr.Thompson and wife of Viobe, Miss Clagget, Miss Ro­ man, Miss Wilson and Miss Barlow. The last named goes out for the first time. The others have labored in Tokyo, to which city they now return. They Cause Trouble on the Water Front. HOT WORDS AND HARD BLOWS The Police Are Called Upon to Interfere MRS. WILSON AND HER PISTOL Sea Captains Willing to Take Cheap Men—Busy Times at the British Consul's Office. "When Greek meets Greek, then comes the tug of war," said a certain reputable poet once upon a time, and ever since then it has been popularly supposed that dire indeed is the struggle which follows the coming together of two natives of Hellas. But in the light of the developments of the past few days on the water front, the tug of war would pale into insignifi­ cance in comparison with the desperate melees which follow the meeting of non­ union and union sailors and rival board­ ing-house masters. Broken heads, rainbow lined eyes and battered countenances are more nu­ merous now along the bilgy byways of the docks than ever before. In fact one of the fraternity who does not sport a countenance that bears some sign of a melee or an arm supported in a sling is looked upon as one who takes but little interest in his business. The trouble is all about sailors' wages, not only those of the deep-water men, but those of the seamen who sail in the coasting vessels. Among the coasters the union men want $30 a month, and the Ship-owners' Association will not give more than $25. During the past six or eight days several vessels have gone out with non­ union crews on board, notwithstanding the union men have tried their very best to prevent them from being shipped. The harbor police force has had its hands full to prevent bloody riots at the sailing of these vessels, so high did feeling run between the men. The union men felt that they were getting the worst of the deal in the shipments, and were naturally indignant at seeing their places supplied by outside men. One of these rows occurred yester­ day morning in front of 42 Steuart Street, where the Ship-owners' Associ­ ation was trying to put a crew on board the steamer Elwell at the reduced rate. Every effort was being made by the union men to induce the non union men to remain on shore. Hot words and some blows were exchanged, and then a detachment of officers arrived from the North Harbor station and affairs became more quiet. At the request of Captain Ryder of the Elwell, which is lying at the seawall. Captain Dunleavy sent a couple of officers to guard the vessel until she sailed. At other points along the front rows are of everyday occurrence. March, 1977 There are some hard characters seen around the water front now, engaged, according to the police, in shipping men at low rates on deep-water vessels whenever they can. As some of the out­ going vessels are chartered very low it is quite an object with the captains to get men as cheaply as possible. It is on this account that the boarding-masters engaged in that line meet with consid­ erable success. Among others who are seen around is "Tommy" Lyons, an oldtime character, who has just completed a term in San Quentin. Three years ago Lyons with three other men was caught on the Barbary Coast endeavoring to force their way into a lodging-house room, where a sailor who had money was known to be sleeping off the effect of a debauch. Lyons' companion was "sent up" for ten years and Tommy got three years. He is now around trying to ship men at the old rate, and it was re­ ported yesterday that he had secured the contract for supplying the large Bri­ tish ship Somali with a crew. The enterprising Lyons is supposed to be the man who caused a row in Wilson's boarding-house at Sansome and Pacific street on Saturday night. At this place many sailors who are shipped at the consulate office are found. About forty drunken seamen presumably led by Lyons visited the place last Saturday night, and vowed all manner of threats against the place. Mrs. Wilson, who was in charge, is not a woman to be easily intimidated though, and drawing out a pistol she faced the men, and threatened the first one that entered the place. Cowed by the sight of the weapon and the flash of the desperate woman's eyes the crowd withdrew. Mrs. Wilson recognized several of the men in the crowd and yesterday swore out warrants for their arrest. Three were taken into custody. At the office of the British Consul the excitement over the shipment of men continues. Throngs of boarding-masters and deep-water sailors are around the place from morning until late in the afternoon. A crew for the British ship McMillan was secured yesterday from the Ship­ owners' Association. Several more ships are expecting to get crews from the association. Great LalieiS 'TOTAt REGlStEftEb AH Groups Class A Class B Class C 1-28^1977 TOTAL SHIPPED All Groups . Class A Class S Class C **REGISTEREP ON BEACH All Groups Class A Class B Class CvyS DECK DEPARTMENT •"Alpena Buffalo:'^ Cleveland uulutn . 0: -• 0 Alpena Buffalo Clevolantl; . > Detroit ; Duluth .... .vv--.':..•.'v.-.'.O • . . ;0.. , Frankfort Chicago Totals 13 U v. 0 0 - 1 0 0. 0 0 Q. STEWARD DEPARTMENT T. Alpena i Duluth •;.^:Frankfort i Chicago ;. Totals Chicago ; y 0• r 0 " • • fv Alpena Buffalo . Cleveland .................. Detroit ..,.;. ; , .. • Duluth . . y y". ....>'• ......... Frankfort . ....... Totals . y.. .. V i... ly-'y::; 0 . 0 0 0 6 1 4 19 0 0 6 34 0 .0 0 0 .0 0 0 0 0 4 6 0 1 0 18 I' 1 3 9 0 1 1 16 0 0 4 -- , 0 0 0 0 1 0 0 0 1 . 2 5 0 I 22 18 80 33 Totals All Departments "^5 *"Total Registered" means ths number of ^ actually registered for shipping at the port last month. : **"Registered on the Beach" means the total hUttiber of men registered at the port at the end of last month. 2 3 5 38 0 2 3 53 9 0 6 20 0 2 0 37 ^-.-2 1 6 19 0 2 0 30 129 49 33 Page 27 �mm Propeller Club and Navy League: They Help Foster Strong U.S. Merchant Marine This is the ninth in a series of articles ivhich the Seafarers Log is puhiishing to explain how various organizations affect the jobs and job se­ curity of Seafarers. A lot of people still harbor the romantic impres­ sion of an American merchant fleet dominated by tramp steamers visiting exotic ports, and U.S. seamen, donned in peacoats and stocking caps, drinking in smoke-filled bars and honky tonks reminiscent of a scene from a Humphrey Bogart flick. Well, movie producers and advertising people for Old Spice might think it criminal to topple such wonderful fantasies, but there are two in­ fluential maritime organizations trying their best to deal with the real merchant marine world. These organizations are the Propeller Club of the United States and the Navy League of the United States, both of which have extensive and diverse memberships as well as a network of port committees and councils throughout the U.S., Puerto Rico, Europe and the Far East. Although the two organizations have different memberships, different methods of operation and often times different priorities, they both strive to achieve the same basic goal of a stronger America at sea. For instance, the Propeller Club is made up primarily of management people of U.S. maritime companies from shi'^building outfits to ship owners and ship operators. Many SlU-contracted deep sea, inland water and Great Lakes compa­ nies are Propeller Club members. By its own defintion, the main objective of the Propeller Club is "to promote, further and support an American merchant marine, including ship­ yards and other allied industries, adequate to meet the requirements of national security and eco­ nomic welfare of the United States," as well as to "aid the development of river. Great Lakes and harbor improvements." The Propeller Club goes about trying to achieve these goals through some lobbying efforts in Con­ gress, but more often than not, by trying to bring the message of the maritime industry's problems and needs to the media and general public through sponsoring luncheons and other affairs in porteities around the country. The SIU cooperates with the Propeller Club in its efforts, and participates fully at the organiza­ tions aff '•s. SIU President Paul Hall, Executive Vice-President Frank Drozak and other Union Of­ ficials are frequent speakers at Propeller Club luncheons and dinners In addition, the Propeller Club conducts an annual conference at which policy and legislative goals are outlined for the coming year. For in- After receiving an award from the Navy League on Apr. 23, SIU President Paul Hall, left, shakes hands with Secretary of the Navy William Middendorf. Page 28 i t. :| SIU President Paul Hall speaks at Seapower symposium jointly sponsored by the Navy League and the National Maritime Council. stance, one issue receiving the Propeller Club's support at their 1975 conference in Fort Lauder­ dale, Fla. was cargo preference for U.S. ships. Navy League The Navy League, on the other hand, considers itself totally an educational organization. The Navy League is non-profit, and despite its military .sounding name, its membership is limited to civil­ ians and retired members of the Armed services. A number of SIU officials are members of, and participate in this organization's activities. By their own definition, the Navy League is an "educational organization dedicated to the sup­ port of the services which contribute to the na­ tion's seapower . . . and committed to developing public understanding of the importance of the seas to the well being of the nation and to providing assistance to the maritime forces which will en­ hance their efficiency." One of the Navy League's most ambitious ac­ tivities is its Seminar Program, which most recently has dealt with the growth of Soviet maritime strength. Whereas the Propeller Club concentrates mainly on the problems of the private merchant sector, the Navy League is more oriented toward the problems of the Coast Guard, the Marine Corps and the U.S. Navy itself. However, the Navy League makes it clear in all its literature, includ­ ing its monthly magazine. Sea Power, that the League realizes "our country's need for a modern fleet of merchant ships that can compete effici­ ently and profitably with those of any other coun­ try of the world." It's difficult to gauge the impact of these or­ ganizations on the general public and in Congress. But with respective memberships of 12,000 for the Propeller Club, and 37,000 for the Navy League, and still growing, it would be safe to say that they are having a measure of success at get­ ting the word out on the importance of the U.S. merchant marine to the economy and security of the U.S. The most important thing, though, is that these organizations do have extensive and aggressive programs aimed at fostering a better U.S. mari­ time industry, and for that reason, the SIU partici­ pates in their activities whenever possible. The activities of these organizations also proves that the SIU is not alone in its fight for a better life for its members and the goal of a better, more competitive U.S. merchant fleet. The Propeller Club and the Navy League may not sound as romantic as smoke-filled honky tonks and Boggie movies, but they're a whole lot more practical. Participating in a Propeller Club function in October of 1974 is SIU New York Port Agent George Mc­ Cartney, left, and Chuck Connors of the ILA. During a Propeller Club dinner in New York City, some labor officials get together. From the left are: SIU- New York Port Agent George McCartney: Morris Weisberger, president/secretary-treasurer of the Sailors Union of the Pacific; AFL-CIO Secre­ tary-Treasurer Lane Kirkland, and ILA President Ted Gleason. Seafarers Log �John H. Roskamp, 65, joined the Union in the port of Seattle in 1957 sailing as a cook. Brother Roskamp sailed 27 years. He was born in Vic­ toria, British Columbia, Canada and is a naturalized U.S. citizen. Seafarer Roskamp is a resident of Seattle. Samuel F. Rusk, 63, joined the Union in the port of Philadelphia in 1961 sailing as a cook. Brother Rusk was born in Gloucester, N.J. and is a resident there. James W. Sanders, 67, joined the Union in 1938 in the port of New York sailing as a chief steward. Brother Sanders sailed 46 years with the Isthmian Line. He walked the picketline in the 1961 N.Y. Har­ bor strike. Born in Charleston, S.C., he is a resident of St. Albans, Queens, N.Y. Jeff M. Skinner, 61, joined the Union in 1938 in the port of Mobile sailing as a bosun. Brother Skinner sailed 37 years. He was born in Till­ man, S.C. and is a resident of Theo­ dore, Ala. James Stuart, 68, joined the Union in 1949 in the port of New York sail­ ing as an AB. Brother Stuart sailed 43 years and rode an American Coal Co. vessel in the 1957 beef. He was born in Massachusetts and is a resi­ dent of New Orleans. •£. I Wilbert Wentling, 58, joined the Union in 1943 in the port of Balti­ more sailing as a chief cook. Brother Wentling sailed 33 years. He was born in Palmyra, Pa. and is a resi­ dent there. Edward G. Morales, 63, joined the Union in the port of New York in 1952 sailing as a fireman-watertender. Brother Morales sailed 27 years and is a veteran of the U.S. Army in World War II. He was born in Havi, Kohala, Hawaii and is a resident of Brooklyn, N.Y. Sam E. Dyer, 66, joined the Union in the port of Detroit in 1957 sailing as an oiler for the Great Lakes Dredge and Dock Co. from 1975 to 1976 and for Dunbar and Sullivan from 1955 to 1960. Brother Dyer is a veteran of the U.S. Army in World War II. Born in Binghamton, N.Y., he is a resident of Essexville, Mich. Edmond J. Gagne, 65, joined the Union in 1949 in the port of Alpena, Mich, sailing as a bosun. Brother Gagne sailed 38 years. He was born in Canada, is a U.S. naturalized citi­ zen and is a resident of Englewood, Fla. March, 1977 Restituto G. Gimpaya, 66, joined the SIU in 1938 in the port of New York and sailed as a chief cook. Brother Gimpaya sailed 47 years and was on the picket line in the Robin Line strike in 1962. He was born in the Philippine Islands and is a resi! dent of New York City. Benjamin F. Gordy, 61, joined the SIU in 1940 in the port of Norfolk sailing as a bosun. Brother Gordy was born in North Carolina and is a resident of Baltimore. Sago C. Hanks, 61, joined the SIU in 1948 in the port of Mobile sailing as a chief electrician. Brother Hanks sailed 31 years. He was born in Frisco City, Ala. and is a resident of Gainestown, Ala. Charles A. Herban, 65, joined the SIU in the port of Elberta, Mich, in 1953 sailing as a cook. Brother Her­ ban sailed 38 years. He was born in Frankfort, Mich, and is a resident of Beulah, Mich. Brown Huszar, 63, joined the SIU in 1944 in the port of New Orleans sailing as a chief steward. Brother Huszar sailed 39 years. He was born in Hungary and is a resident of Holden, La. Jo.scph R. Hubert, 69, joined the SIU in the port of New York in 1964 sailing as a chief electrician. Brother Hubert is a veteran of the U.S. Navy in World War II. He was born in Savannah, Ga. and is a resident of Port Orchard, Wash. Recertified Bosun Raymond J. Knoles, 51, joined the SIU in the port of New York in 1951. Brother Knoles sailed 32 years. He is a World War II veteran of the U.S. Navy. Born in California, he is a resident of Hement, Calif. Eustaquio Kuilan, 67, joined the SIU in the port of San Juan, P.R. in 1959 sailing as a wiper. Brother Kuilan was born in Toa Baja, P.R. and is a resident of Catano, P.R. Philip F. Korol, 53, joined the SIU in the port of Baltimore in 1959 sail­ ing as a chief electrician. Brother Korol sailed 33 years. He is a veteran of the post-World War II U.S. Army. A native of New York City, he is a resident of Brooklyn, N.Y. Evald Kamm, 65, joined the SIU in the port of New York in 1950 sail­ ing as a bosun. Brother Kamm sailed 42 years, was on the picket line in the 1961 N.Y. Harbor strike and the 1965 District Council 37 beef and upgraded to AB and quartermaster at the HLSS, Piney Point, Md. in 1972. He was born in Estonia, and is a naturalized U.S. citizen. Seafarer Kamm is a resident of Astoria, Queens, N.Y. Joseph "Frankie" Keelan, 65, joined the SIU in 1949 in the port of Mobile sailing as a bosun. Brother Keelan sailed 29 years, received a 1960 Union Personal Safety Award for sailing aboard an accident-free ship, the SS Raphael Semmes and picked up a second mate's license when he attended the Deck Officers Training Program in 1968. He was born in Philadelphia and is a resi­ dent of Tampa. Casey Jones Lang, 65, joined the" SIU in the port of Philadelphia in 1962 sailing as an oiler. Brother Lang was born in Florida and is a resident of Jacksonville. Harry W. Lapham, 65, joined the SIU in the port of Frankfort, Mich, in 1953 sailing as a fireman-watertender. Brother Lapham was born in Detroit and is a resident of Elberta, Mich. Joseph C. Lewallen, 59, joined the SIU in 1947 in the port of New York sailing as a bosun. Brother Lewallen graduated from the Union's Deck Of­ ficers Training Program at the HLSS in 1968 with a third mate's license. He is a veteran of the U.S. Army in World War II. Born in North Caro­ lina, he is a resident of Asheboro, N.C. Arthur B. Little, 61, joined the SIU in the port of Elberta, Mich, sailing as an AB. Brother Little was born in Michigan and is a resident of Frankfort, Mich. Robert G. Long, 57, joined the SIU in 1944 in the port of Norfolk sailing as a chief steward for the Mississippi Shipping Co. Brother S Long was born in North Carolina and I is a resident of Gretna, La. Genaro A. Lopez, 65, joined the SIU in 1940 in the port of New Orleans sailing as a fireman-watertender. Brother Lopez was born in Puerto Rico and is a resident of Vega Alta, P.R. Robert E. McCIuskey, 68, joined the SIU in the port of New Orleans ill 1955 sailing as a fireman-watcrtender. Brother McCIuskey sailed 29 years. He is a vett .m of the U.S. Army Cavalry before World War 11. A Michigan native, he is a resident of Bay St. Louis, Miss. Page 29 �Ross F. Lyle, 62, joined the SIU in the port of New York in 1953 and sailed as a chief electrician. Brother Lyle was born in Alabama and is a resident of Romayor, Tex. WOliam Aufry, Jr., 45, joined the SIU in the port of Mobile in 1958 and sailed as a chief steward. Brother Autry attended the Andrew Furuseth Training School in Mobile that year. He is a veteran of the post-World War II U.S. Army. Born in Alabama, he is a resident of Baton Rouge, La. Waldo H. Banks, 60, joined the SIU in 1946 in the port of Baltimore and sailed as a bosun. Brother Banks sailed 33 years. He was born in Grand Cayman, British West Indies and is a resident of Miami, Fla. Edwin W. Bartol, Jr., 59, joined the SIU in the port of Baltimore in 1958 sailing as a carpenter and OMED. Brother Bartol sailed 25 years and upgraded at the Harry Lundeberg School of Seamanship in 1968. He is a veteran of the U.S. Army in World War II. A native of Baltimore, he is a resident of New York City. Alonzo Bcftis, 65, joined the SIU in 1946 in the port of Philadelphia sailing as a chief steward. Brother Bettis sailed 33 years and also rode on the Bull Line. He was born in Alabama and is a resident of Mobile, Henry J. Benton, 61, joined the SIU in the port of Chicago in 1950 sailing as a fireman-watertender for 10 years on the SS Milwaukee Clip­ per (Wisconsin-Michigan Steamship Co.). Brother Benton sailed 33 years on the Great Lakes. His wife, Grace, an SIU member, also sailed on the SS Milwaukee Clipper as a cabin maid. Born in Ferry, Mich., he is a resident of North Muskegon, Mich. Alton R. Booth, 54, joined the SIU in 1942 in the port of New Orleans sailing as a chief steward. ^ Brother Booth sailed 36 years and during the Vietnam War in 1969. He was born in Doyle, La. and is a resi­ dent of Tickfaw, La. Liberto B. Cage, 72, joined the SIU in the port of Seattle in 1966 sailing as a cook. Brother Caga is a veteran of the U.S. Navy in World War II. He was born in the Philip­ pines and is a resident of Seattle. Vincent Capitano, 65, joined the SIU in 194! in the port of New York sailing as an AB. Brother Capitano was on the-picket line in the Greater N.Y. Harbor strike in 1961. He was born in Italy and is a resident of Bayonne, N.J. Page 30 Octavius Coleman, 67, joined the SIU in the port of New York in 1955 sailing as a chief cook. Brother Cole­ man sailed 30 years and was on the picket line in the 1962 Robin Line strike. He is a veteran of the U.S. Navy in World War II. A native of Baydon, Va., he is a resident of Orange, N.J. Moses Crosby, 77, joined the SIU in the port of New York in 1964 sailing as a cook. Brother Crosby was born in Mississippi and is a resi­ dent of Seattle. Ronald J. Garrecht, 67, joined the SIU in the port of Wilmington in 1965 and sailed as a chief electrician. Brother Garrecht sailed 14 years. He was born in Yakima, Wash, and is a resident of Bandon, Ore. Pedro J. Garcia, 65, joined the SIU in 1943 in the port of New York sailing as a bosun. Brother Garcia walked the picket line in the 1965 District Council 37 beef. He was born in Puerto Rico and is a resident of Brooklyn, N.Y. Orlando R. Frezza, 66, joined the SIU in the port of New York in 1959 and sailed as a chief steward. Brother Frezza was born in Southbridge, Mass. and is a resident of New Bed­ ford, Mass. Andrew Forls, 63, joined the SIU in the port of Detroit in 1960 sailing as a conveyorman for 37 years. Brother Foris was born in Ashland, Wise, where he is a resident. Jack Gardner, 66, joined the SIU in the port of New York in 1955 sail­ ing as a chief cook. Brother Gardner sailed 30 years. He was born in Greenville, N.C. and is a resident of Baltimore. Robert O. McDonald, 65, joined the SIU in 1947 in the port of New York and sailed as a bosun. Brother McDonald sailed 46 years. He was born in Missouri and is a resident of Redding, Calif. Haskell L. McLaughlin, 65, joined the SIU in the port of Tampa in 1964. He has sailed 21 years. Brother McLaughlin helped to organize the Blue Stack Towing Co. and attended a Union conference in Piney Point, Md. He was born in Roatan, Hon­ duras and is a naturalized U.S. citi­ zen. Seafarer McLaughlin is a resi­ dent of Tampa. Francisco Melquiades, 71, joined the SIU in the port of San Francisco in 1957 sailing as a cook. Brother Melquiades sailed 48 years. He was born in Guinan Samar, P.I. and is a resident of San Francisco. Harry Monahan, 48, joined the SIU in 1946 in the port of New York sailing as an AB. Brother Monahan walked the picket line in the 1961 N.Y. Harbor strike, attended the Deck Officers Training Program in 1968 and worked on the Sea-Land shoregang at Port Elizabeth, N.J. Born in Jersey City, N.J., he is a resident there. Ramon Morales, 65, joined the SIU in 1941 in the port of New York sailing as a bosun. Brother Morales sailed 41 years, was on the picket line in the 1961 N.Y. Harbor strike and worked on the Sea-Land shoregang in Puerto Rico. He is a veteran of the U.S. Army in World War 11. A native of Caborojo, P.R., he is a resident of Las Lomas Rio Piedras, P.R. Marvin E. Mullins, 53, joined the SIU in the port of Seattle in 1955 sailing as an AB. Brother Mullins was a ship's delegate. He is a veteran of the U.S. Navy in World War 11. A native of Conroe, Tex., he is a resident of Seattle. Peter Choplinski joined the SIU in the port of Boston in 1951 sailing as an OS. Brother Choplinski rode the Robin Line and walked the picket line in the 1961 N.Y. Harbor strike. He is a veteran of the pre-World War II U.S. Army. Seafarer Chop­ linski is a resident of Lynn, Mass. Harold J. McDonnell, 69, joined the SIU in the port of Duluth, Minn, in 1966 sailing as a lireman-watertender. Brother McDonnell was born in Aitkin, Minn, and is a resident of Duluth. Recertified Bosun Ervin D. "Curley" Moyd, 57, joined the SIU in the port of Mobile in 1951. Brother Moyd was also a member of the Union's affiliated United Industrial Workers Union of North America and a patrolman in the ports of New York and Mobile. He graduated from the Bosuns Recertification Program in January 1974. Seafarer Moyd joined the U.S. Navy at the age of 14 and rose to the rank of chief bosuns mate at age of 22. Born in Prichard, Ala., he is a resident of Fairhope, Ala. where he is a gentle­ man farmer. John P. Cox, 57, joined the SIU in the port of New York in 1952 sailing as a cook. Brother Cox sailed 33 years. He is a veteran of the U.S. Army in World War II. Born in Florida, he is a resident of Seattle. Edward R. MastriannI, 55, joined the SIU in the port of New York in 1960 sailing as a fireman-water­ tender. Brother Mastrianni sailed 26 years. He is a veteran of the postWorld War II U.S. Air Force. Born in Brooklyn, N.Y., he is a resident there. George W. Murrill, 72, joined the SIU in 1949 in the port of Mobile sailing as a fireman-watertender. Brother Murrill sailed 32 year:; and attended the HLSS for upgrading. He was born in Biloxi, Miss, and is a resident of Mobile. Clyde Fields, 71, joined the SIU in the port of Norfolk in 1956 sailing as a fireman-watcrtender. Brother Fields sailed 25 years. He was born in Illinois and is a resident of New Orleans. Seafarers Log �Philip C. Gibson, 66, joined the Union in the port of Baltimore in 1957 sailing as a deckhand for the Baker-Whiteley Towing Co. from 1969 to 1976. Brother Gibson was also a member of the Sailors Union of the Pacific (SUP). He was born in Massachusetts and is a resident of Baltimore. Joseph Buczynski, Jr., 60, joined the Union in the port of New York in 1960 sailing as a deckhand and bridgeman for the N.Y. Dock Rail­ way Co. in Brooklyn, N.Y. from 1943 to 1977. Brother Buczynski is a veteran of the U.S. Army in World War ir. He was born in Brooklyn and is a resident of Ozone Park, Queens, N.Y. Manning Moore, 62, joined the Union in the port of Baltimore in 1951 sailing as a eaptain for the Harbor Towing Co. from 1940 to 1977 on the tugs William E. Voyce and J. Edgar Steiggerswald. Brother Moore was born in Georgetown, S.C. and is a resident of Baltimore. Victor R. Fiume, 62, joined the Union in the port of New York in 1960 sailing as a mate on the tug Harrisburg for the Penn Central Railroad from 1939 to 1976. Brother Fiume was born in Jersey City, N.J. and is a resident of Eatontown, N.J. Bartolo C. Colon, 66, joined the Union in the port of Norfolk in 1967 sailing as an engineer for the Steuart Petroleum Transportation Co. from 1956 to 1977 and for the Harbor Towing Co. from 1950 to 1955. Brother Colon was born in Puerto Rieo and is a resident of North Port, Venice, Fla. Garland L. Hogge, 64, joined the Union in the port of Baltimore in 1957 sailing as a captain for the Baker-Whiteley Towing Co. Brother Hogge was born in Samos Point, Va. and is a resident of Lutherville, Md. Albert J. Gros, 61, joined the Union in the port of New Orleans in 1955 sailing as a captain for the,New Orleans-Gulf Towing Co. from 1954 to 1977. Brother Gros is a veteran of the U.S. Army in World War 11. He was born in Ludervine-Larose, La. and is a resident of Harvey, La. "i r Harlan R. Peters, 65, joined the SIU in 1939 in the port of Baltimore sailing as a cook. Brother Peters sailed 41 years. He was born in Ala­ bama and is a resident of Tampa. PINSIONIRS Robert L. Lackey, 63, joined the Union in the port of Sault Ste. Marie, Mich, in 1961 and sailed as a lead deckhand for the Merritt, Chapman and Seott Co. from 1951 to 1974, the Pittsburgh Steamship Co. from 1949 to 1950 and for the Dunbar & Sullivan Co. from 1974 to 1977. Brother Lackey was born in Chippaw County, Mich, and is a resident of Sanford, Fla. Blain S. Rowe, 62, joined the Union in the port of Philadelphia in 1957 sailing as a eaptain for the Al­ lied Towing Co. from 1974 to 1977 and as a mate for the Carolina Tow­ ing Co. from 1963 to 1973, the Ex­ press Marine Inc. from 1973 to 1974, for Southern Carriers in 1963 and for the Norfolk Dredging Co. from 1960 to 1963. Brother Rowe sailed 25 years. He was born in South Creek, N.C. and is a resident of Lowland, N.C. .V Lorenzo P. Kimball, 66, joined the Union in the port of Norfolk in 1964 sailing as a captain for the Penn Cen­ tral Railroad from 1937 to 1977. Brother Kimball was born in New­ ark, Ohio and is a resident of Miles, Va. Guillcrmo C. Reyes, 54, chief cook on the SS Mayagiiez (Sea-Land) when she was captured by Cambod­ ians in May 1975, joined the SIU in the port of New York in 1953. Brother Reyes is a veteran of the U.S. Army in World War II. He was born in the Philippines and is a resi­ dent of San Francisco. Edward F. Perry, 62, joined the Union in the port of Chieago in 1961 sailing as an AB for the Great Lakes Towing Co. from 1955 to 1977 and for the Great Lakes Dredee and Dock Co. from 1950 to 1955. Brother Perry is a World War 11 veteran of the U.S. Army. He is a resident of Winter Park, Fla. Beltran B. Pino, 56, joined the SIU in 1943 in the port of Galveston sailing as an AB. Brother Pino sailed 34 years. He was born in Venezuela and is a resident of New Orleans. Fred S. Woolf, 67, joined the Union in the port of Duluth in 1965 sailing as a lireman-watertender for the Reiss Sleaniship Co. Brother Woolf sailed 39 years. He was born in Pennsylvania and is a resident of St. Marys, Pa. Andrew Rebrik, 04, joined the SIU in 1947 in the port of Detroit sailing as an AB for the Wyandotte Transportation Co. for 25 years, the Reiss Steamship Co. for four years and for the Pringle Transportation Co. for three years. All told, he sailed 35 years on the Great Lakes. Brother Rebrik was born in Pennsylvania and is a resident of Wilkes-Barre, Pa. where he intends to take care of his house and yard and play some golf. John F. Scanlon, 65, joined the Union in the port of Buffalo, N.Y. in 1957 sailing as a deckhand and oiler for the Great Lakes Dredge and Dock Co. from 1957 to 1959 and for Merritte, Chapman and Scott from 1959 to 1977. Brother Scanlon was born in Buffalo and is a resident there. Bernard "Bernie" Schwartz, 43, joined the SIU in the port of San Francisco in 1955 sailing as an AB. He served as ship's delegate. Brother Schwartz is a veteran of the postWorld War II U.S. Navy. He was born in Brooklyn, N.Y. and is a resi­ dent of Stamford, Conn. Frank Ocasio, 68, joined the SIU in the port of Tampa in 1972 sailing as an AB. Brother Ocasio is a veteran of the U.S. Army Infantry in World War II. He was born in Puerto Rico and is a resident of Tampa. 5 Brotherhood m Actk>n I YBH efforts in overcoming his illness. Clearly, the basis for our Union's suc­ cessful alcoholic rehabilitation program I is the basis for the success of the SIU in so many other area.s—group action for our collective and individual benefit. Alcoholic Rehabilitation Center I am interested in attending a six-week program at the Alcoholic Rehabilitation Center. I understand that all my medical and counseling For the alcoholic who has faced the truth about his condition and who really wants to stop drinking, one of the most important factors in a successful recov­ ery is group support for his effort. This fact accounts for the great success of programs such as Alcoholic's Anony­ mous, where recovering alcoholics en­ courage one another in their resolve to stop drinking. In the SIU, we have established a program of group support dedicated to helping our alcoholic brothers to re­ cover. This program is succeeding and will continue to succeed because it in­ volves the efforts of every member of the SIU. The alcoholic Seafarer first receives help and support from the Union offi- March, 1977 cials in his port who will assist him in entering our treatment program. The program itself is located in Val­ ley Lee, Md at the Seafarers Alcoholic Rehabilitation Center, which is spon­ sored by the Seafarers Welfare Plan. Here, the brother finds a trained stafi' to help him and fellow Seafarers who are also recovering from alcoholism. All of these people work together to strengthen the brother's resolve not to drink, to assure him that he is not alone in his efforts, arid to help him rebuild a sound body and healthy attitudes. Upon leaving the Center, the Sea­ farer returns to his family, friends and his Union brothers. He finds .support there, too—support for his decision not to drink. He finds respect, also, for his records will be kept strictly confidential, and that they will not be kept anywhere except at The Center. Name . Book No. I I j Address I (Street or RFD) (City) (State) Telephone No I I (Zip) j I I Mail to: THE CENTER Star Route Box 153-A Valley Lee, Md. 20692 or call, 24 hours-a-day, (301) 994-0010 Page 31 �Pensioner Percy J. Libby, 82, passed away from cancer in Abita Spiings, La. on Feb. 8. Brother Libby joined the Union in the port of New Orleans sailing as a bosun. He sailed with the Delta Line. Seafarer Libby was a veteran of the U.S. Army in World War 1. A native of Portland, Me., he was a resident of Abita Springs. Burial was in Abita Springs Cemetery. Surviv­ ing is his widow, Iris. Robert L. Harwell, 57, died of arterioscleriosis in Balti­ more City, Md. on Feb. 5. Brother Har­ well joined the SIU in the port of Balti­ more in 1952 sailing as an OS. He sailed 31 years. Seafarer Harwell was a Army veteran of World War II. Born in North Carolina, he was a resident of Balti­ more. Interment was in Mount Carmel Cemetery, Baltimore. Surviving are his widow, Evelyn; his mother, Ella, and a sister, Mrs. Everette (Beatrice) H. Car­ penter, both of Lincolnton, N.C. OltoW.Hanke,39, died on Nov. 9. Bro­ ther Hanke joined the SIU in the port of San Francisco in 1969 and sailed as an AB. He was a vete­ ran of the U.S. Naval Reserve and attended San Francisco Junior College and Dobies School of the Merchant Marine. Seafarer Hanke was born in San Fran­ cisco and was a resident of Dayton, Nev. Surviving is his mother, Helen of San Francisco. Alfred Saffo, 41, died of lung failure at sea aboard the SS Delta Mexico (Delta Line) off Mon­ rovia, Liberia on Feb. 5. Brother Saffo joined the SIU in the port of New York in 1968 sailing in the steward department. He was born in Mobile, where he was a resident. Interment was in Mobile. Surviving are his widow, Irene; a son, Fred, and two daughters, Velda and Cassandra. Pensioner Ben Al­ len, 68, passed away of natural causes in Beekman Downtown Hospital, N.Y.C., on Feb. 13. Brother Al­ len joined the Union in 1943 in the port of Boston sailing as a chief electrician. He sailed 36 years and was on the picket line in the 1961 N.Y. Harbor strike. Seafarer Allen was born in the Philippines and was a naturalized U.S. citizen. He was a resident of New York City. Burial was in Rosedale Cemetery, Linden, N.J. Surviving is his widow ae. Page 32 John V. A. Merrifield, 24, died in Philadelphia, Pa. on Jan. 6. Brother Merrifield joined the SIU in the port of New York in 1971 follow­ ing his graduation from the HLSS that year. He was a veteran of the U.S. Navy. Seafarer Merrifield was born in Philadelphia and was a resident there. Burial was in the New Cathedral Ceme­ tery, Philadelphia, Surviving are his parents, Mr. and Mrs. Frank L. and Zita Merrifield of Philadelphia. Pensioner William J. "the Professor" McKay, 88, passed away in New Orleans on Feb. 11. Brother McKay joined the Union in 1941 in the port of Miami, Fla. sailing as a BR util­ ity. He sailed 61 years and rode the Alcoa Line and the American Coal Co. run in 1915. Seafarer McKay was a veteran of the U.S. Navy in World War I. He was also known as an expert in repairing jewelry. Surviving are a bro­ ther, Peter of San Antonio, Tex.; two sisters, Mrs. Frances V. Bernota of Port St. Lucy, Fla. and Mrs. Rose M. Bowler of Arlington, Mass., and a nephew, E. H. Williams of Portland, Ore. Pensioner James H. Banners, 60, was accidentally choked to death under a trac­ tor he was operating at his home in Indi, anapolis, Ind. on Feb. 3. Brother Hanners joined the Union in 1939 in the port of New Orleans sailing as a chief electrician. He rode the Bull Line, worked for the Construc­ tion Aggregates Corp. and was in Da Nang Harbor, Vietnam when the Viet Cong attacked in 1968. Seafarer Hanners was born in Alabama. Burial was in Millville Cemetery, Panama City, Fla. Surviving are his widow, Goldie; a daughter. Star Lee and his mother Nora of Panama City. Pensioner Philemondus M. Matthys, 69, passed away in Ghent, Belgium on Oct. 12. Brother Matthys joined the Union in 1942 in the port of New York I sailing as a firemanwatertender. He was on the picket line in the 1965 District Council 37 beef. Surviving are his widow, Catherine; a brother, Emile of Ghent; an uncle and aunt, Mr. and Mrs. Charles (Johanna) de Wilde of Brooklyn, N.Y., and a nephew, Roger Wychuyse of Ghent. William J. Mongan, 53, died on Jan. I. Brother Mongan joined the Union in the port of Detroit in 1968 sailing as an AB for the Kinsman Marine Transit Co. He sailed 19 years. Seafarer Mongan was a veteran of the U.S. Navy in World War II. A native of Pennsylvania, he was a resident of Newark, Ohio, Surviving are his widow, Elsie; a stepson, Jeffery Zimmerman; a brother, Fred, of Niagra Falls, N.Y.; and a sister, Mrs. Harriet M. Cairns of Newark. I Bjorn Elverun, 57, died on Mar. 1. Bro­ ther Elverun joined the SIU in the port of Baltimore in 1951 sailing as a firemanwatertender. He had ' sailed on Swedish ships and was a for­ mer member of the Norweigan Seamens Union. Seafarer Elverun was a veteran of the Finnish Army in the 1939-40 frontline action, and was a wounded veteran of the Norwegian Army and Navy in 1940-1. He was a U.S. Army ski instructor in Montana in 1942-3. Born in Eiker, Norway, he was a resident of Houston. Surviving are his widow, Melitta of Villarica, Chile, and his daughter, Elisabeth of Temuco, Chile, WiUiam L. Long, 72, passed away in the Baltimore USPHS Hospital on Dec. 31. Brother Long joined the SIU in the port of Baltimore sailing as an AB and sailed 28 years. He was a veteran of the U.S. Coast Guard. Sea­ farer Long was born in Baltimore and was a resident of Laurel Springs, N.C. Surviving are his widow, Seleucia, and two brothers. Otto and Robert,both of Richmond, Va. Pensioner William T. Briggs, 72, was found dead of heart disease at home in Houston on Jan. 22. Brother Briggs joined the Union in the port I 1 Baltimore in 1958 I 1 sailing as an AB. He served as ship's delegate. He sailed 54 years and also sailed as a 2nd mate. Seafarer Briggs was born in Auburn, N.Y. Burial was in Forest Park Lawndale Cemetery, Houston. Surviving are his widow, Irene; a sister, Mrs. Ray (Mabel) Harding of Rocks, Md., and a niece, Mrs. Dorothy H. Jameson of Waldorf, Md. a Pensioner Dewey M. Saxon, Sr., 59, died of lung failure in the New Orleans USPHS Hospital on '• 'w/ Jan. 1. Brother Saxon , J joined the Union in 1938 in the port of Mobile and sailed as a bosun. He sailed 42 years. Born in Alabama, he was a resident of Mobile. Burial was in Pine Crest Cemetery, Mo­ bile. Surviving are his widow, Anna Marie; eight sons, Michael, Carl, Dewey, Jr., Jefferey, Ronald, Joseph, Lawrence and Leslie; two daughters, Mrs. Marion (Marie Elaine) Milne and Linda; a sister-ift-law, Mrs. Joseph D. Saxon; two nephews. Van Allan and Richard Saxon, and a niece, Rita Saxon, all of Mobile. Joseph D. Saxon, 49, died in the Ma­ rine Basin Hospital for Sailors, Odessa, U.S.S.R. on Nov. 25. Brother Saxon joined the SIU in 1944 in the port of Mobile and sailed as a bosun. He was born in Mobile and was a resi­ dent there. Interment was in Mobile. Surviving are his widow, Christine; two sons. Van Allan and Richard; a daugh­ ter, Rita; his mother, Katie; a sister-inlaw, Mrs. Dewey M. Saxon, Sr.; eight nephews and two nieces, all of Mobile. Walter Ballon, Jr., 52, died of natural causes aboard the SS Overseas Alaska (Maritime Overseas) in Karachi, Pakistan on Dec. 19. Brother Ballou joined the SIU in the port of Lake Charles, La. in 1959 sailing as a wiper. He sailed 25 years. Seafarer Ballou was a veteran of the U.S. Army in World War II. A native of Wavelry, Va., he was a resident of Lake Charles. Cremation took place. Surviving is his widow, Helen. WiUiam O. Saw­ yer, 34, succumbed topenumonia in Nor­ folk's USPHS Hospi­ tal after his car went off the road in Vir­ ginia Beach, Va. on Nov. 28. Brother Sawyer joined the SIU in the port of New York and sailed as an AB. He had sailed eight years. Seafarer Sawyer was a veteran of the U.S. Army in the Vietnam War. A na­ tive of Elizabeth City, N.C., he was a resident of Chesapeake, Va. Burial was in Forest Lawn Cemetery, Norfolk. Surviving are his parents, Mr. and Mrs. David and Lucy Sawyer of West Chesa­ peake, Va., and a brother, William D. Sawyer. Pensioner Joseph A. Shea, 75, died of cancer of the bladder in the Maryland Gen­ eral Hospital, Balti­ more on Nov. 28. Brother Shea joined the Union in 1949 in the port of Philadel­ phia sailing as a chief steward. He sailed 30 years and attended Pensioners Con­ ference No. 8 at Piney Point in 1970. Seafarer Shea was born in Pennsylvania and was a resident of Baltimore. Inter­ ment was in Holy Rosary Cemetery, Baltimore County. Surviving are his widow, Helen, and a son, Norman James Shea. Albert H. Powers, 43, died of a heart attack in Waranem Hospital, Sault Ste. Marie, Mich, on July 15. Brother Powers joined the SIU in the port of Detroit in 1967 sailing as an AB. He sailed 24 years for the Pringle Transit Co. and the Erie Sand Co. Sea­ farer Powers was a Piney Point welding upgrader in 1975. He was a veteran of the U.S. Air Force after World War 11. Born in Cleveland, he was a resident there. Interment was in the West Park Cemetery, Cleveland. Surviving are three sons. Seafarer Thomas A. Powers of Cleveland, Albert, Jr. and Patrick; a daughter, Victoria; his parents, Mr. and Mrs. Albert H. Powers, Sr. of Parma, Ohio, and a sister, Mrs. Marie E. Wonko, also of Parma. Pensioner Sei^io G. Rivera, 66, died on Mar. 5. Brother I Rivera joined the Union in 1939 in the I port of New York and sailed as a bosun. iHe sailed 39 years, I rode with the Bull Line and walked the picket line in the 1961 Greater N.Y. Harbor strike. A native of Puerto Rico, he was a resident of Brooklyn, N.Y. Surviving is his widow, Luisa. Seafarers Log �Constantino Ruggiero, 63, died of heart disease aboard the SS Bradford Island (Interocean Mgt.) in the Russian port of Novorossiysk on Dec. 16. Brother Ruggiero joined the SIU in 1938 in the port of Boston sailing as a fireman-watertender. He sailed 36 years. Born in Massachusetts, he was a resident of Revere, Mass. Burial was in Revere. Surviving is his widow, Delphine. Eugene N. "Gene" Dore, 51, died on Feb. 28. Brother Dore joined the SIU in 1945 in the port of Galveston sailing as an AB. He sailed 36 years and was on the picket line in the Garment Workers Union, ILA and Cit­ ies Service (1946) beefs. Seafarer Dore was a veteran of the post-World War II U.S. Army. A native of New York, he was a resident of Seattle. Surviving are his brother, Walter F. Doray of Okla­ homa City, Okla., and a sister, Mrs. Evelyn V. Smith of Pinellas Park, Fla. y \ Arthur F. Ohler, 63, died in Houston Jon Jan. 24. Brother Ohler joined the SIU in the port of Nor­ folk in 1968 sailing as a fireman-watertender. He sailed 16 years and rode with the Bull Line. Seafarer Ohler was born in Danbury, Conn, and was a resident of Plainville, Conn. Surviving are his widow, Kathleen, and two daughters, Louise and Carol of Plainville. Pensioner Walter T. Noel, 64, died of a heart attack in the Ideal Nursing Home, Mobile on Dec. 9. Brother Noel joined the Union in 1944 in the port of Mobile sailing as a firemanwatertender. He sailed 17 years. Sea­ farer Noel was born in Mobile and was a resident there. Interment was in the Noel Cemetery, Mobile. Surviving are a brother, Benjamin, and a cousin, George E. McCary, both of Mobile. y William F. Moss, Jr., 61, died on Dec. 27. Brother Moss joined the SIU in the port of New York in 1960 sailing as a wiper and cook. He sailed 42 years and was an aviation me­ chanic in the U.S. Navy during World War II. Seafarer Moss was born in Somerset, Ky. and was a resident of Tampa, Fla. Surviving is his widow, Minnie Lou; a son, William F. Moss III of Baltimore, and a sister, Mrs. Hallie O'Toole of Tampa. Charles E. Moore, 55, died on Sept. 28. Brother Moore joined the SIU in 1943 in the port of Norfolk sailing as an AB and deck delegate. He sailed 30 years. A na­ tive of Butler, Tenn., he was a resident of Falls Church, Va. Surviving is his widow, Barbara. March, 1977 Pensioner Vincenle ' Y. Remolar, 79, died of a heart attack in Doctors Hospital,Manila, P.I. on Oct. _ II. Brother Remolar joined the Union in U y 1941 in the port of t Savannah sailing as a chief cook. He sailed 27 years. Born in Binalonan, the Philippines, he was a resident of Makati Rizal, P.I. Burial was in Touk Cemetery, Manila. Surviving are his widow, Juliana; a daughter, Mil­ dred, and a sister-in-law, Mrs. Rosa D. Faderoga of Manila. I Henry N. Milton, 64, suffered a heart attack aboard the SS Massachusetts (Inocean Mgt.) and died in the Kourosh Hos­ pital, Khorramshahr, i Iran on Dec. 27. Bro- ther Milton joined the SIU in the port of New York in 1955 and sailed as a chief cook. He walked the picket line in the 1962 Robin Line strike. Born in Deerpark, Ala., he was a resident of East Elmhurst, Queens, N.Y.C. Burial was in Flushing Cemetery, Queens. Surviving is his widow, Anita. Francis J. Moran, Jr., 50, died in New Orleans on Jan. 25 after being ill with pneumonia. Brother Moran joined the SIU in the port of San Francisco in 1969 sailing as a fire­ man-watertender. He sailed 12 years. Seafarer Moran was a veteran of the U.S. Army in World War II. Born in Dinquat, Ohio, he was a resident of Aberdeen, Wash. Surviving are two sons, James and Ralph; two. daughters, Rhonda and Barbara; his parents, Mr. and Mrs. James M. Moran, and a sister, Mrs. Helen K. M. Cook of Aberdeen. Pensioner Charles B. Nobles, Sr., 72, died of a cerebral shock in Halifax Memorial Hospital, Roanoke Rapids, N.C. on Sept. 25. Brother Nobles joined the Union in the port of Norfolk in 1960 sailing first as a tug mate and chief engineer for the R. H. Davis Towing Co. from 1948 to 1969. He was born in Scranton, N.C. and was a resident of Roanoke Rapids. Burial was in Crestview Memorial Cemetery, Roanoke Rapids. Surviving are his widow, Cora Lee, and a son, Charles, Jr. of Hamp­ ton, Va. Pensioner Joseph T. Peters, Jr., 72, died of cancer in the Norfolk USPHS Hospital on Jan. 31. Brother Peters joined the Union in the port of Norfolk in 1962 sailing as a captain for the Marine Oil Service Corp. from 1962 to 1969 and for the Sheridan Transporta­ tion Co. from 1961 to 1962. He was born in Matthews, Va. and was a resi­ dent of Norfolk. Interment was in Forest Lawn Cemetery, Norfolk. Surviving is his widow, Dell. Maylon B. Phelps, 37, died of a spine injury in Norfolk from an accidental fall on a tug on Aug. 12. Brother Phelps joined the Union in the port of Norfolk in 1972 sailing as an OS and mate for the NBC Line from 1970 to 1976. He ' was born in Creswell, N.C. and was a resident of Norfolk. Burial was in Mt. Tabor Baptist Church Cemetery, Co­ lumbia, N.C. Surviving are two sons, Robert and Timothy; his parents, Mr. and Mrs. Jordan L. Phelps of Creswell, and two brothers, Harrison of Ply­ mouth, N.C. and Manfred of Greenville, N.C. Charles R. Perrin, 77, passed away of a heart attack in Glou­ cester, Mass. on Jan. 22. Brother Perrin joined the SIU in the port of Boston in 1955 sailing as a If TBBHI IT chief pumpman. He sailed 37 years. Seafarer Perrin was a veteran of the post-World War I U.S. Navy. He also sailed as a first assistant engineer and machinist. Born in Cohoes, N.Y., he was a resident of Glou­ cester. Burial was in Calvary Cemetery, Gloucester. Surviving are his widow, Lydia; a son. Randy C. Perrin, Jr. of Gloucester and a daughter, Mrs. Loretfa L. Lopez of Boston. Eugene N. Duncan, 52, succumbed to heart disease in New Qrleans on Jan. 28. Brother Duncan joined the SIU in the port of Baltimore in 1956 sailing as an AB. He sailed 29 years. Seafarer Duncan was a veteran of the U.S. Army in World War II, at­ tended the University of Tennessee and was a probation officer in the Tampa Juvenile Court. Born in Tampa, he was a resident there. Surviving is his mother, Vcrn of Tampa. Dennis G. Mealy, 20, was killed in an automobile accident on Oct. 17. Brother Mealy joined the Union in 1974 fol­ lowing his graduation from Piney Point in IBU Class 19. He sailed in the deck department for the Inland Tugs Co. from 1974 to 1975. A native of Illinois, he was a resident of Belleville, III. Surviving are his parents, Mr. and Mrs. Christopher Mealy, Sr. of Belleville; a brother. Inland Boatmen Christopher Mealy of Piney Point's Class 15, and an uncle, Kenneth Mealy of Mokane, Mo. SIU pensioner John P. "Jack" O'Connor, 74, died of a cerebral throm­ bosis in the Veterans Administration Lake­ side Hospital, Chiicago, 111. on Jan. 17. [Brother O'Connor joined the Union in the port of Chicago in 1963 sailing as a chief steward for 12 years with the Great Lakes Dredge and Dock Co., for eight years for the Fitzsimons and Connell Co.. for the Lake Sand Co. for five years, and for the Hanna Towing Co. He was a member of the International Seamen's Union from 1919 to 1954. Burial was in Cal­ vary Cemetery, EvaiKMuPi,!!!. Surviving is a daughter, Mrs. Jacqueline Nuccio of Chicago. Pensioner William H. Cannon, Jr., 74, died of a heart attack in the Uni­ versity Hospital of Jacksonville, Fla. on Feb. 12. Brother Cannon joined the Union in the port of Norfolk sailing as a mate for the McAllister Brothers Tow­ ing Co. from 1955 to 1960 and as a captain for the Allied Towing Co. from 1960 to 1972. He was born in Palatka, Fla. and was a resident of Jacksonville. Interment was in Greenlawn Cemetery, Jacksonville. Surviving are his widow, Pearl and two sons, Paul and William III, both of Virginia Beach, Va. Pensioner Earl Rayford, 70, passed away on Mar. 3. Brother Rayford joined the Union in the port of Mobile in 1956 sailing as an AB. He was born in Dog River, Mobile and was a resident there. Surviving are his widow, Evelyn; a sister, Mrs. Ruby Roberson, and a cousin. Elizabeth Green, all of Mobile. John P. Kleva, 47, died on Mar. 2. Brother Kleva joined the Union in the port of Philadelphia in 1967 sailing as a deckhand for the In­ terstate Qil Transpor­ tation Co. from 1967 to 1977. He was a veteran of the postWorld War II U.S. Navy. Born in Yugo­ slavia, he was a resident of Blackwood, N.J. Boatman Kleva was a naturalized U.S. citizen. Surviving are his widow, Vivian; a son, John, and three daugh­ ters, Vivian, Donna Marie and Ellen. Donald M. Henderson, 32, was found drowned in the Buffalo Bayou at Parker's Cutoff, Houston on June 3. Brother Henderson joined the Union in the port of Houston sailing as a tug captain and pilot for the Barge Harbor Co. and the Western Towing Co. Born in Houston, he was a resident there. Burial was in Forest Park Lawndale Cemetery, Houston. Surviving are his widow, Shirley; a daughter, Teresa, and his parents, Mr. and Mrs. Jack H. Henderson. Ronald J. Lundy, 46, died of a heart attack in the Veterans Administration Hospital, Memphis, Tenn. on Dec. 1. Brother Lundy joined the Union in the port of St. Louis in 1973 sailing as a mate for the Sabine Towing and Trans­ portation Co. from 1976 to 1977 and as a pilot for the National Marine Serv­ ice Co. from 1971 to 1976. Boatman Lundy was a veteran of the U.S. Army in World War II. A native of Coleman, Mich., he was a resident of Wynne, Ark. Interment was in Cogbill Ceme­ tery, Wynne. Surviving are his widow, Becky Sue; two sons, Floyd of North Little Rock, Ark. and Michael; three daughters, Mary, Paula and Michel, and his parents, Mr. and Mrs. Floyd D. Lundy. Louis J. E. Lusson, 49, was drowned in San jiian (P.R } Harbor when a loose tow line pitched him off the tug Sea Racer on Dec. 17. Brother Lusson joined the Union in the port of San Juan sailing as an AB. He was born in Ardmore, Pa. and was a resident of Bayamon, P.R. Burial was in the Na­ tional Cemetery of Puerto Rico. Sur­ viving are his widow, Csi men; a son, Richard, and his parents, Mr. and Mrs.' Loui^i C. O. Lusson. Miguel A. Ruiz O'Neill died on Sept 30, 1974. Brother O'Neill joined the Union in 1961 and last sailed as a QMED. He was a 1968 HLSS upgrader. Seafarer O'Neill was a resident of Santurce, P.R. Surviving is his widow, Margarita. Page 33 �, .,-9^ >• - y'^-rT?y=.•'-it-- Personate Louis Ludemau Scott Every asks that you contact him or leave a message at 444 Seabreeze Blvd., Daytona Beach, Fla. 32074, tel. (904) 253-1811. William Smith Mrs. Genevieve Mulvena asks that you contact her as soon as possible at 129 Magnolia Ave., Jersey City, N.J. John "Sweetwater" Davis Alan Borner asks that you contact him at (914) 783-4914 in Monroe, N.Y. Michael Howe Cynthia Marcik asks that you con­ tact her at (203) 933-8587. William DeJesus Your daughter, Carmelita Calderon (DeJesus), asks that you contact her at 195 Steuben St, Apt. 5D, Staten Island, N.Y. 10304. Pat Howley Chester and Sorella Kaiser ask that you contact them at 1012 Prospect Ave., Apt. 817, Cleveland, Ohio 44115. Larry Richardson Mont (Fingers) McNobb asks that you contact him as soon as possible at 98 Mason St., San Francisco, Calif. 94102, tel. (415) 362-0326. Robert Neuman Your former professor at Ohio State University, Glenii Patton, asks that you contact him at 8030 Broadway, Apt. 203 F, San Antonio, Tex. 78209. Richard "Dick" Schaffer Eddie Burke asks that you contact him at 11003 Palatine Ave. N., Seattle, Wash. 98133, tel. (206) 362-7674. John £dward Bertie Your .son, John, Jr. asks that you contact him in Mattewan,N.J., tel. (201) 566-7331. KNOW YOUR RIGHTS . -ftrvVr-..-, ., .- -•cr>^-«---.^i:- ..=-.^,- .1 Seafarers Welfare, Pension and Vacation Plans Cash Benefits Paid Jan. 27-Feb. 23,1977 SEAFARERS WELFARE PLAN ELIGIBLES Death In Hospital Daily (2 $1.00 In Hospital Daily @ $3.00 Hospital & Hospital Extras Surgical Sickness & Accident @ $8.00 Special Equipment Optical Supplemental Medicare Premiums DEPENDENTS OF ELIGIBLES Hospital & Hospital Extras Doctors' Visits In Hospital Surgical Maternity Blood Transfusions Optical PENSIONERS & DEPENDENTS Death Hospital & Hospital Extras Doctors' Visits & Other Medical Expenses . . Surgical Optical Blood Transfusions Special Equipment Dental Supplemental Medicare Premiums SCHOLARSHIP PROGRAM lOTALS Total Seafarers Welfare Plan Total Seafarers Pension Plan Total Seafarers Vacation Plan Total Seafarers Welfare, Pension & Vacation MONTH TO DATE SHIPPING RIGHTS. Your shipping rights and senior­ ity are protected exclusively by the contracts between the Union and the shipowners. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the shipowners, notify the 5<J<ifarers Appeals Board by certified mail, return re­ ceipt requested. The proper address for this is: Frank Drozak, C-bairnia.*!; Seafarers Appeals Board 275 - 20th Street, Brooklyii, N.Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are avail­ able in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard ship. Know your contract rights, as well as your obliga­ tions, such as filing for OT on the proper sheets and in Page 34 MONTH 10 DATE YEAR TO DAI E YEAR TO DATE 38,000.00 245.00 279.00 1,683.22 149.00 43,824.00 ^,201.69 3,319.95 1,882.10 $ 102,543.06 848.00 1,821.00 3,948.07 383.00 94,768.00 2,761.19 6,520.48 2,319.40 738 149 211 41 7 161 119,866.62 2,990.01 16,885.35 5,685.00 198.45 2,377.51 215,170.95 6,826.60 36,395.15 13,034.00 408.45 4,748.89 12 177 92 10 42 2 2 1 2,123 27 339 197 26 91 2 7 2 2,157 47,000.00 30,446.44 5,556.63 2,152.00 1,247.20 70.00 37.37 500.00 16,050.30 95,000.00 50,961.37 9,323.47 5,124.50 2,716.10 70.00 1,742.92 750.00 18,486.60 14 19 7,850.60 9,423.83 9,134 2,661 898 12,693 17,822 2.674 2,163 22,659 349,497.44 672,514.83 902,724.99 $1,924,737.26 626,095.03 687.518.46 2,278,162.60 $3,651,776.09 13 243 93 13 2 5,478 3 104 62 31 846 607 27 5 11,846 7 208 71 391 59 98 18 3 79 KNOW YOUR RIGHTS FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommenda­ tions. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. Amount Number the proper manner. If, at any time, any SIU patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY — SEAFARERS LOG. The Log has iraditionally refrained from publishing any ar­ ticle serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the Executive Board ot the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circum­ stances should any member pay any money for any reason unless he is given such receipt. In the event anyone at­ tempts to require any such payment be made without sup­ plying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to headquarters. $ KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this constitution .so as to familiarize themselves with its con­ tents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. EQUAL RIGHTS. All Seafarers are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no Seafarer may be discrimi­ nated against because of race, creed, color, sex and na­ tional or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify headquarters. SEAFARERS POLITICAL ACTIVITY DONATION —SPAD. SPAD is a separate segregated fund. Its pro­ ceeds are used to further its objects and purposes includ­ ing but not limited to furthering the political, social and economic interests of Seafarer seamen, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions are vol­ untary. No contribution may be solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as a condition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Sea­ farers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Support SPAD to protect and further your economic, political and social interests, American trade union concepts and Seafarer seamen. If at any time a Seafarer feels that any of the above rights have been violated, or that he has been denied his constitutional right of access to Union records or Infor­ mation, he should Immediately notify SIU President Hall at headquarters by certified mall, return receipt requested. Seafarers Log �12'A Seniority Upgraders Stanley Knopp Mike Cresci Seafarer Stanley Knopp, 24, went through the Harry Lundeberg School in 1973 when he first sailed. A mem­ ber of the deck department, he up­ graded to AB at the school in 1976. He has lifeboat and fire fighting tickets. Brother Knopp was born in the port of Baltimore where he lives and ships out. Seafarer Mike Cresci, 25, gradu­ ated from the Harry Lundeberg School in 1974 and began shipping out in the deck department. He upgraded to A B at the HLSS and has lifeboat and firefighting tickets. Brother Cresci was born in San Diego,Calif, where he resides.He ships out of the port of Wilmington. Ken Day Mike Dixon Seafarer Ken Day, 21, started sailing in 1975 fol­ lowing his gradua­ tion from the Harry Lundeberg School of Seamanship in , Piney Point, Md. A I* member of the en•r? SI a-l iifi tij gine department, he holds an FOWT endorsement. Brother Day also received a lifeboat certificate at the HLSS and has completed his fire­ fighting training. He is a/lative and resi­ dent of the port of Jacksonville where he ships. Seafarer Mike Dixon, 22, has been sailing with the SIU since graduating from the Lundeberg School in 1973. Brother Dixon ships in the deck depart­ ment as an AB, an endorsement he earned at Piney Point. He also earned his lifeboat certificate there and has fire­ fighting training. Born in the port of Baltimore, he lives there and ships out of that port. Joe Anderson David Daley DEEP SEA Ron Celious Scott Every Seafarer Ron Celious, 22, first shipped out with the Union in 1974 when he graduated from Piney Point. He works in the engine department where he holds an FOWT "y'A:, endorsement. Brother Celious also holds firefighting and lifeboat tickets. He was born in the port of New Orleans where he is a resi­ dent. He also ships out of that port city. Seafarer Scott Ev­ ery, 23, first went to sea with the SIU in 1971, the year he graduated from Piney Point. He sails in the deck de­ partment as an A B and has lifeboat and firefighting tickets. Brother Every was born and raised in Daytona Beach, Fla. where he lives. He ships out of the port of New York. Paul Grepo Bob Alien y Seafarer Paul Grepo, 25, gradu­ Seafarer Bob Al­ ated from the HLSS len, 22, has been I 1971. He sails shipping out with \in the deck departthe SlU since grad­ jment. Brother uating from the } Grepo has an AB HLSS in 1974. A y endorsement and member of the deck lifeboat and firedepartment, he sails fighting certificates. as an AB. Brother He is a native of San Diego, Calif, and Allen holds both a resident there. Wilmington is his port lifeboat and firefighting certificates. He was born, resides and ships out of the for shipping out. port of Mobile. Pedro Mena Bernard Blxenman Seafarer Pedro Seafarer Bernard Blxenman, 24, who was a graduate of the Harry Lunde­ berg School in 1973, first sailed in the deck department with the SlU that year. He sails as an AB. Brother Blxen­ man was born and raised in Chicago Heights, 111. He ships out of the port of New York. Mena, 47, first shipped out with the SIU in 1957 when, he joined the Union. Last year he gradu^ ated from the cook ~ baker course at •i HLSS. And he HHi ! •i'l • H fiQg lifeboat and firefighting tickets. Brother Mena, a native of San Juan, P.R., resides in Jersey City, N.J. and ships out of the port of New York. Seventy-one cents of every dollar spent in shipping on American-flag vessels remains in this country, making a very substantial contribution to the national balance of payments and to the nation's economy. Use U.S.-flag ships. It's good for the American maritime industry, the Ameri­ can shipper, and America. March, 1977 Seafarer David Daley, 22, started sailing with the Union after finish­ ing the training pro­ gram in Piney Point in 1971. He ships in the engine depart­ ment where he holds a QMED endorse­ ment which he secured at the HLSS. He also is qualified in lifeboat and firefight­ ing skills. Brother Daley was born in the port of New York where he lives and from where he ships. Seafarer Joe A nderson, 18, one of the youngest to earn an 'A' seniority book in the SIU, started sailing with the Union in 1975 after he graduated from Piney Point. He sails in the engine depart­ ment with an FOWT rating. Brother Anderson also has lifeboat and fire­ fighting tickets. He was born in Wash­ ington, D.C., lives in Lexington Park, Md. and ships out of the ports of Nor­ folk and Baltimore. Warning to Seafarers Young and Old: Drug Possession Means Loss of Seaman's Papers If you are convicted of possession of any illegal dmg—heroin, barfoitarates, speed, LSD, or even marijuana—the U.S. Coast Guard will revoke your seaman papers, without app^, FOREVER. That means that you lose for the rest of your life the right to make a living by the sea. However, it doesn't quite end there even if you receive a suspended sentence. You may lose your right to vote, your right to hold public office or to own a gun. You also may lose the opportunity of ever becoming a doctor, dentist, certified public accountant, engineer, lawyer, architect, realtor, pharmacist, school teacher, or stockbroker. You may Jeopardize your right to hold a Job where you must be licensed or bonded and you may never be able to work for the city, the county, or the Federal government. It's a pretty tough rap, but that's exactly how it is and yon can't do any­ thing about it. The convicted drug user leaves a black marie on his reputation for the rest of his life. However, drugs can not only destroy your right to a good livelihood, it can destroy your life. Drug abuse presoits a serious threat to both your physical and mental health, and the personal safety of those around you. This is especially true aboard ship where clear min^ and quick reflexes are essential at all times for the safe operation of the vessel. Don't let drugs destroy your natural right to a good, happy, productive life. Stay drug free and steer a clear course. Page 35 �I Ii i 4 The Harry Lundeberg School of Seamanship "/or a better job today, and job security tomorrow. 99 Still Some Spots In Diesel Course There are still some spots open in the Diesel Engine upgrading course set to begin at the Lundeberg School on May 16, 1977. The course, which is open to all SIU engine department members, will provide complete instruction on the principles and maintenance of diesel engines through both classroom and on the-job training. The course also includes instruction on diesel nomenclature; introduction to the fuel, air, lubrication and exhaust sys­ tems and the use of various gauges, meters and instruments used on diesel engines, and more. If you are interested in taking the die­ sel course, fill out the upgrading appli­ cation and mail it to the Lundeberg School as soon as possible to insure a seat in the class. 4 Complete Refrigeration Class Course Four Seafarers completed the Lundeberg School's Refrigeration course last month. They are from the left: Lloyd Shaw, William Slusser, Willis Miller, Bill Eglinton, course instructor, and Edmund Clayton. FOWT QMED-—Any Rating ABLE SEAMAN This course consists of classroom work and practical training to include: basic .seamanship, rides of the road, wheel com­ mands, use of the magnetic compass, cargo handling, knots and .splices, block and booms, firefighting and emergency procedures, basic first aid, and safety. Requirements: • All eaudidales must be at least 19 years of age. • Must pass a physical examination, • Must have normal color vision. • Must have, either with or without glasses, at least 20/20 vision in one eye, and at least 20/40 in the other. The can­ didates who wear glasse.s, however, must also be able to pass a test without glasses of at least 20/100 in each eye. • Must either have, or first complete, the separate Lifeboat Course offered at the school. • For Ahle-Seainan 12 Months Any Waters, you must have 12 months seatime or eight months seatime if an HLSS graduate. • For Ahle-Seanian Tugs and Towboats, you must have 18 months seatime, or 12 months seatime if an HLSS grad­ uate. The course of instruction leading to certification as QMED—Any Rating is (fight weeks in length and includes instriH'tion leading to the Coa.st Guard en­ dorsements which comprise this rating. Course Requirements: You must show evidence of six months seatime in at least one engine department rating, and hold an endorsement as Fireman/Watertender and Oiler. Course is 12 weeks in length. The course is four weeks in length and leads to endorsement as Fireman, Watertender, and/or Oiler. Course Requirements: If you have a Wiper endorsement only, you must: • Be able to pass the prescribed physi­ cal, including eyesight requirements • Have six months seatime as Wiper, OR Be a graduate of HLS at Pincy Point and have three months seatime as Wiper • If you have an engine department rating there are no requirements. Directory of All Upgrading Courses DEEPSEA, LAKES COURSES • • LNG/LPG • • Starting tlate: June 13. WELDING The course of instruction in basic weld­ ing consists of classroom and on-the-job training inchiding practical training in electric arc welding and cutting; and oxyacetylene brazing, welding and cutting. On completion of the course, an HLS Cer­ tificate of Graduation will be awarded. Course Requirements: • Engine department personnel must have 6 months seatime in an engine room rating • Deck and steward department personel must hold a rating in their department. The course of instruction leading to certification as LNG/LPG crew consists of basic chemistry, tank and ship con­ struction, gasification, reliquefication procedures, inert gas and nitrogen sys­ tems, instrunaentation, safety and firefighting, loading, unloading and trans­ porting LNG/LPG. Course Requirements: Engine room personnel must hold QMED —Any Rating. Others, deck and steward department personnel must hold a rating in their department. The normal length of the course is four (4) weeks. Starting dates: April 4, Sept. 19. Starting dates: May 2, Nav. 28. 8 Upgrade to Able^Seaman • ; • • • • . • • • • • • • Deck Department Able-seaman/1,2 Months/ J Waters Able-seaman, Unlimited Any ' Waters Lifeboatman Quartermaster Engine Department Fireman, Oiler, Watertendef (FOWT) QMED—Any Rating Advanced Pumpman Procedures Automation LNG-LPG ., s/.r » Refrigerated Containers Welder Diesel Engines Steward Department Assistant Cook Cook and Baker '• "v$'C Chief Cook Chief Steward INLAND WATERS COURSES/ • • • • LIFEBOATMAN The course of instruction is two weeks in length and leads to the Coast Guard endors<'ment of Lifeboatman. Course Requirements; Must have 90 <lays seatime in any department. Starting dates: March 3, 17, 31; April 14, 28, and May 12, 26. Page 36 Deck department members should be aware that the Lundeberg School will begin a Quartermaster Course Mar. 21, 1977. The course includes instruction in the use of the magnetic and gyro compass, rules-of-the-road, knots and splices, firefighting, emergency procedures, interna­ tional codes and signals, bridge publica­ tions and instruments, aids to navigation, a review of deck seamanship, as well as instruction in radar, loran, fathometers and weather, tides and currents. To qualify for the course, which is two weeks in length, a member must hold a U.S. Coast Guard endorsement as AbleSeaman Unlimited Any Waters. Other starting dates for the Quarter­ master Course include June 13, Sent. 6 and Nov. 28, 1977. Starting dates: April 14, July 7 and Sept. 29. Starting dates: May 12, Aug. 4 and Oct. 27. Note: Courses and starting dates are subject to change at any time. Any change will be noted in the LOG. Quartermaster Eight Seafarers recently received their AB endorsements after completing course at the Lundeberg School. They are, front row from the left: Jake Karaczynski, Steve Conner and Mike Hurley. Back row from the left are: Marvin Gilden, Jerry Hardy, Russell Barrack, Charlie Boles and David Bradley. Able-Seaman Pre-Towboat Operator Original Towboat Operator Master/Mate Uninspected ¥08^ / sels Not Over 300 Gross Tons • Upon Oceans • First Class Pilot • Radar Observer • Pre-Engineer Diesel Engines • Assistant Engineer Uninspected Motor Vessels • Chief Engineer Uninspected Motor Vessels t • Tankerman "-V • Towboat Inland Cook V * Vessel Operator Manageinehff ^ ° JT and Safety Course Seafarers Log �m License for Western Rivers, Inland Waters, Oceans Towboat Operator Courses Starting Soon Two of the most important courses of­ fered to SIU Boatmen at the Harry Lundeberg School will be starting, one in April and one in May. The courses are Original Towboat Operator for Western Rivers, and Orig­ inal Towboat Operator for Inland Waters or Oceans not more than 200 miles off­ shore. The course leads to Coast Guard licensing as either 1st or 2nd class oper­ ator of uninspected motor vessels for the designated areas. The Western Rivers course starts April 25 and the Inland Waters, Oceans course begins May 23,1977. Eligible boatmen should not hesitate to apply for the course because it gives you a chance to earn a license, which carries along with it higher pay and increased job security. Requirements for this course are as follows: • All candidates for 2nd class operator must be at least 19 years of age and have evidence of 18 months service on deck on a towing vessel. This service must have included training or duties in the wheelhouse. • All candidates for 1st class operator must show evidence of three years service on deck of a towing vessel. One year of this service must have included training or duties in the wheelhouse. • All candidates must have at least three months service in each particular geographical area for which appliction for licensing is made. • *11 candidates must pass a physical exam given by a medical officer of the USPHS or a certified, physician. Seniority Upgrader and Recertified Bosun Get High School Diplomas Two more Seafarers, 23-year-old Kevin Brooke and 56-year-old Recertified Bosun Raymond Hodges, recently completed the High School Equivalency Program at the Harry Lundeberg .School and earned their high school diplomas. "A high school diploma is a valuable asset to our lives," says Brother Brooke, a recent graduate of the HLS High School Equivalency Program. He has been sail­ ing with the SIU for six years and gradu­ ated from HLS as a trainee in 1971. He has since then returned for his fireman/ oiler endorsement and for the 'A' Senior­ ity Upgrading Program. Seafarer Brooke feels that "a high school diploma is a necessity. 1 found it difficult to get a job on shore without it." He found out about the High School Equivalency Program when he was a trainee and decided to participate in this program since he only completed the eighth grade. He enjoyed the classes be­ cause "I received a lot of good private tutoring. The classes were small, which made for relaxed surroundings and I could learn more easily." Seafarer Brooke feels that the teaching staff is a great asset to the success of the program. He plans to return for upgrad­ ing in the engine department in the future. Seafarer Hodges, a resident of Balti- SIU Gives 7 Scholarships to Members, Dependents Another part of the SIU's total educa­ tional program for its members is the Union's College Scholarships Fund. Each year the SIU awards five $10,000 fouryear scholarships, of which one is reserved for a Union member and four for depen­ dents of members. s The Union also awards two $5,000 twoyear scholarships reserved (exclusively for members. The two-year scholarships offer various opportunities espcecially for the member who plans to keep shipping. In such a program you may develop a trade or skill which would improve your per­ formance aboard ship as well as helping you obtain a better paying job when you are ashore. The $10,000 scholarships may he used to pursue any field of study at any ac­ credited college or university in the U.S. or its territories. In regard to our members, application requirements are geared for the man or woman who has been out of school for a number of years, so you will only be com­ peting with other seamen with similar educational backgrounds. The awards are granted in April of each year and the deadline for the receipt of all applications is usually around April 1. Eligibility requirements are as follows: more, Md., has been sailing with the SIU for 33 years. Brother Hodg<>s, who com­ pleted the seventh grade before dropping out of .school, .says that he learned of the GED Program when he attended HLS for the Bosun Recertification Program. "The program is nice—really interesting," he say.s, "and you receive a lot of individual help from the teachers." Seafarer Hodges adds that, "Every­ body at the school was very helpful to me. I would recommend this program to any member who do(>sn't have a high school diploma because it is certainly one of the best ways for any person to receive an education." Brothers Brooke and Hodges are just two of hundreds of .Seafarers to earn a high school diploma through the GED Program at the Lundeberg School. This program is open to all SIU members in good standing. If you are interested in obtaining more information about the program, or if you would like to enroll in it, contact your port agent, or write the following address: Academic Depart­ ment, Harry Lundeberg School, Piney Point, Md. 20674. LUNDEBERG UPGRADING APPLICATION Name Date of nirth_ (l.a»t) (FirsI) Mo./Duy/Yfar Address (Street) Telephone #. (City) (Zip Codi;) (State) Deepsea Member Fl (Area Cndc)> Inland Waters Member Q Lakes Member • Seniority Book Number Date Book Was Issued- Port Pre.sently Registered In_ Port I.ssued- • Have not less than two years of ac­ tual employment (three years for the par­ ent or guardian of dependents) on vessels of companies signatory to the .Seafarers Welfare Plan. Social Security #. • Have one day of employment on a ve.s.sel in the six-month period immedi­ ately preceding date of application. Entry Program: From Endorsement(s) Now HekL Piney Point Graduate: • Yes No • (if so, fill in below) to. Endorsement(s) Received (Datca Attcnilcd) Upgrading Program: • Have 90 days of employment on a ve.s.sel in the previous calendar year. From. to Endorsement(s) Received (DutfH Atteiiili'd) Pick up a .scholarship application now. They are available for you and your de­ pendents at tbe local Union hall or by Do you bold a letter of completion for Lifeboat: writing to the .Seafarers W(>lfare Plan, College Scholarships, 275 20th St., Brook­ lyn, N.Y. 11215. Dates Available for Training • Yes • No; Firefighting: • Yes • No (Refer to Directory for all course listings.) More Cooks Complete Courses I Am Interested in the Following (!our.se(s) RECORD OF EMPLOYMENT TIME—(Show only amount needed to up­ grade in rating noted above or attach letter of service, whichever is applicable.) VESSEL SIGNATURE- Recently, (I. to r.) Assistant Cook Richard Rodriguez; Towboat Cook Joseph O'Toole and Assistant Cooks Albert S. Campbell and Clare S. Crane got their diplomas at the HLSS on completing the appropriate courses. March, 1977 RATING HELD DATE SHIPPED DATE OF DISCHARGE DATE. RETURN COMPLETED APPLICATION TO: LUNDEBERG UPGRADING CENTER, PINEY POINT, MD. 20674 Page 37 �i' Aboard C S Long Lines •- ^ •*': ' •"*• • Above is a front view of Long Lines tied up at its home base in the port of San Diego, Calif. Note the caged, protruding bow of the cable-layer and two deck marker buoys on the starboard side. Precious Cargo Discharged Into the Sea as Throughout the history of man, or as long as men have employed the seas to transport goods, ships have sailed in search of ports to discharge their merchandise. There is however one ship whose cargo will never see a harbor or a warehouse, let alone a marketplace. Instead, it will be buried in the murky depths of the ocean, not by accident, but by design. One might think this a strange place for a valuable shipment to be discarded. Strange, until one con­ siders the nature of the cargo and the uniqueness of the vessel that it is carried in. The cargo is, of course, cable and the vessel none other than the cable ship Long Lines. The C.S. Long Lines entered ser­ vice in mid-1963 in order to help expand the network of under-ocean telephone cables. Owned and oper­ ated by the Transoceanic Cable Ship Company, Inc. (a subsidiary of American Telephone & Telegraph), she was the first ship specially de­ signed to lay new types of cable de­ veloped by Bell Telephone Labora­ tories. Various modifications have enabled the C.S. Long Lines to han­ dle the laying of a still later type of ocean cable of much greater capacity. The SlU-contracted Long Lines is a sleek 511 feet long, has a displace­ ment of 17,120 tons and a cruising speed of 15 knots. When cable-laying operations are in full swing the total crew numbers 96. Of these, 68 are unlicensed, including the 22-man steward department who all assist in 1 Cable OS George Baranona (left) looks on as Bo­ sun's Mate Harry Kaufman puts the last bolt In scaffolding as they prepare to paint stack. Chief Steward Ira Brown stands in the darkroom where X-rays of splices are made and examined to be sure catDle will withstand the thrashing of under­ water currents. Above is a look at the main deck where cable is pulled from the storage tanks by specially designed linear cable engine at right. A pair of tractor-like treads grips the cable, moving it swiftly and evenly despite the varying depths at which the cable is being laid. Page 38 Jerry Ray, steward utilityman swabs the deck out­ side of officer's focsles. Seafarers Log �DEEP SEA The bow of the CS Long Lines (left) points to the sea. Crane-like apparatus at right is used to lower grappling hook which reaches for the end of a broken cable. In photo at right, crewmembers position hydraulic crane valve for overhaul. They are (I. to r.): First Asst. Engineer Vito Sottile; Eng. Utilitymen Kevin Cooper (cap) and Henry Lee; Recertified Bosun Herb Libby, and AB Steve Sloneski. • 11nil 111 I • I1IIIIII • • 11 III I • • • 11 mil I • • 111 mi 111 I 11II\\it II • • i 111li^i i I Link to Worldwide Contmunirafions OOWWWflWroWOOWBtOOOOWWWWOWIWMWOMa^^ upholding the Long Lines' reputa­ tion as a 'good feeder*. The C.S. Long Lines has the ca­ pacity to carry up to 2,200 nautical miles of cable at one time (depending on size and type of cable). The cable is stored in three main tanks: two, 55 feet in diameter, 32 feet high, and one, 42 feet in diameter, 32 feet high. Ordinarily, cable is laid from the stem of the ship at speeds up to eight knots. On its way to the stem the cable passes through specially de­ signed electro-hydraulic machinery that controls the payout of the cable. The Long Lines' predecessors in­ clude many famous ships. Foremost among these is the Great Eastern, the ship which successfully laid the first trans-atlantic cable. However, no other ship has ever come close to the Long Lines in productivity. From her distinguished bow to the helicop­ ter pad at her stern, the working deck I 11 fill I a 111 I II 11 of the C.S. Long Lines is a functional masterpiece, with all of her equip­ ment handled ably by an experienced SIU crew. Testimony to her prowess in the field of telecommunications are the records she holds: (1) 17,000 miles of cable laid in a two-year period; (2) a single continuous cable of 3,665 miles laid between Makaha, Hawaii and Guam in 1975. The latter iini 111 I iriii 1 I nil 111 1 iiili 11 record will be broken wlien work is completed on a proposed cable link between San Luis Obispo, Calif, and Okinawa, a job that will take well over six months. So, the next time you pick up your telephone to dial some faraway hind, keep in mind that the link which makes your call possible may well have been put there by the cable ship Long Lines. Seafarer Charles Shaw of the engine department hones the tools of his trade on lathe in ship's workshop. These four Lundeberg School grads are a real asset to the Long Lines steward department. They are (I. to r.): BR Louis Vasquez; Pantryman Scott Braun; Utility Messman Fred Stack, and Pantryman Joe Evans. Members of the engine department gathered in the mess hall for the photo above. In the front row (I. to r.) are; Wiper Anthony Powers and Eng. Utilitymen Pat Fox and Kevin Cooper. In background arc (I. to r ): Oiler Joseph Billotto; Eng. Utility Charles Shaw; Wiper Ray Grace; Eng. Utility Henry Lee, and Wiper William Stewart. Here's a view of the trough-like stern of the CS Long Lines. Just above the main deck aft is an area sot aside as landing pad for helicopterb 'oecause it is sometimes necessary for emergency deliveries of cable to be made while ship is far away from shore. March, 1977 Page 39 �..•ami— - Hi SEAFARERS March, 1977 Official pubUcation mt the SEAFARERS INTERNATIONAL UNION• AtUntic, CnU, Lakee and luUnd Waters DIstHct. AFL-CIO 'v;p; Baltimore inner harbor urban renewal combines new office buildings with renovated row houses and ship-museums at the piers. Between ship-docking jobs,,the Fells Point waits at the Curtis Bay pier. Variety Makes the Job for Baltimore This past winter, the worst in JohnAsk any SIU Boatman in Balitmore Curtis Bay Towing, but boat work is son's memory, was a special challenge Harbor what he likes best about the still a challenge, job and he will tell you, "variety". "There's something new every day; if it's not the job, it's the weather," said Tim Bailey, capt. of the Visitor (Har­ bor Towing) as he went to pick up the barge Capt. John which was pump­ r"' ing fuel into the Allied Chemical ter­ minal. The March day was warm and sunny, but he recalled heavy fog at other times when the tug had to be steered P; with radar and compass and fog horns iv echoed over the water. The Brothers at Harbor Towing are responsible for bunkering ships in Baltimore Harbor, delivering fuel oil 'to industrial plants along the Eastern Shore, and lightering ships off Annapolis anchorage. As far as Capt. Orville Johnson of the Hawkins Point is concerned, he has seen it all in his 35 years working with for mate Lou Lortz, who had his first experience breaking heavy ice. Once they had to bring supplies to a ship anchored near Annapolis when a small i launch couldn't get through. Chief Engineer Bill Davison noted that 15 to 20 ships were backed up one week waiting for frozen coal to be dyna­ mited to prepare it for loading, Davison never leaves the water because he lives on a house boat in Rock Creek^ " Brothers at Curtis Bay and Rafciw Whitely Towing specialize in docking ships and watching soccer matches. Brother Leon Mach, Jr. a deckhand at Curtis Bay, played the position of "outside right" on the University of Balti-. more National Championship Soccer team in 1975. His father Leon Mach works as a mate on the Baker Whitely tug /4mmcn. "Tell them at Headr quarters we want an SIU soccer team," Brother hlach, Sr. declared. On board the tug America (Baker Whitely), Patrolman Bob Pomerlane watches Mate Leon Mach sign a report. Deckhanc Bob Machlinski (I.) and Captain Charles Rogers (r.) look on. Tankerman Dave McCormick works aboard the barge Capt. John Roe (Harbor Towing). Tankerman Al Metheny hooks up his barge Capt. John Roe to the tug Visi­ tor (both are Harbor Towing). SIU brothers (I, to r.): Joe Zoaks, John Zentz and E(iPfrang work as mechanics in the Curtis Bay repair shop where tugs are fixed, right at the pier. � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource March 1977 Description An account of the resource Headlines: OBSOLETE LIFEBOATS, DRILLS HIT AT LAKES CG SEMINAR TOUGH FIGHT AHEAD FOR BILL TO GET NEW LOCKS & DAM 26 HALL STRESSES NEED FOR CARGO PREFERENCE LAW AFL-CIO DRIVE ENVISIONS OVERHAUL OF THE NLRB ACT AFL-CIO COUNCIL PASSES MARITIME RESOLUTIONS WILMINGTON SEAFARERS AWAIT PIPELINE START HALL PROTESTS UNDERMANNED WEST COAST TANKERS A&G APPROVES MERGER TALK; WEST COAST MEETING HELD OIL COMPANY CHARGES ON PREFERENCE REFUTED SIU TANKER IS SET FOR VALDEZ BOATMAN DAVID TACKETT: A CHIP OFF THE OLD BLOCK (ETTE) DROZAK ASKS FOR ‘RATIONAL’ TUNA INDUSTRY REGULATION OBSOLETE LIFEBOATS LABOR LAUNCHES NATIONWIDE BOYCOTT OF J.P. STEVENS EX-SIU SCHOLARSHIP WINNER MAKES THE HEADLINES BOATMAN CONFAB PROPOSES CONTRACT STANDARDIZATION NEW TUG, PHILIP K JOINS C&H FLEET LESSEN OIL SPILLS-ENACT CARGO PREFERENCE LAW LATEST REQUEST FOR JONES ACT WAIVER DENIED; OTHERS WERE GIVEN CARGO PREFERENCE, NOT FREE TRADE, IS THE ANSWER ALF-CIO EXECUTIVE COUNCIL PASSES VITAL MARITIME AND ENERGY RESOLUTIONS HEALTHY AMERICAN MERCHANT MARINE SUPPORTED URGE ADMINISTRATION TO APPROVE TRANS-ALASKA GAS PIPELINE COUNCIL BACKS ENERGY TRANSPORTATION SECURITY ACT MARSHALL PRESENTS ADMINISTRATION’S GOALS TO AFL-CIO LEADERS NATION NEEDS COMPREHENSIVE ENERGY PROGRAM EXPORT OF ALASKAN OIL OPPOSED BY EXECUTIVE COUNCIL SUPPORT BOYCOTTS OF RINGLING BROS. CIRCUS, BANCROFT CO. COUNCIL SERVES NOTICE: SAFE AND HEALTHFUL WORKPLACE A MUST ALF-CIO EXECUTIVE COUNCIL PASSES VITAL MARITIME AND ENERGY RESOLUTIONS PROPELLER CLUB AND NAVY LEAGUE: THEY HELP FOSTER STRONG U.S. MERCHANT MARINE TOWBOAT OPERATOR COURSES STARTING SOON SENIORITY UPGRADER AND RECERTIFIED BOSUN GET HIGH SCHOOL DIPLOMA PRECIOUS CARGO DISCHARGED INTO SEA AS LINK TO WORLDWIDE COMMUNICATIONS VARIETY MAKES THE JOB FOR BALTIMORE BOATMEN Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 3/1/1977 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 39, No. 3 1977 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/dd84feab01a630846cd5cfe57647e279.PDF 0521fa80f1af1eda9db522025b924ea5 PDF Text Text See Paste 11 B*E<>WJ:iS6>SSUii«WSU':^SEiH7. OKirial publication of the SEAFARERS Internationa! Union • Atlantic, Gulf, Lakes and Inland Waters District^* AFL-CIO ^«ss?w5ls®®?ssay€Mi•ynv^.3" '...-''S-'S; •,^ R ,;.! V , ^4^! -,,i , • .' ,y%".' wmm' Energy Plan ROIRO Westward Vent are '•-M •-wj SlU PresideBt Paul Haif, serving as Ci^airiTia AFL-GIQ Ensfgy Gom^ mittee gets a preview of President Carter's energy plan for the country. The briefing included discussion on how the program would affect Ameripen workers, James Schlesinger, right, ehlef energy advisor to the President, also took part in the briefing. (See story page 5.) i i/-i Eif T'-rm J I V.U '-fV'. -.i "•-I'Vu u', '•'VC?,*,* QV Philadelphia^ (See page 3.) • . .' ." •;, • • •. • •'• Qv .-T;- -•::,.•••• " r '-d ; page ll.; Sitf ./• -W;'^'.Z . -V'Sj^MS TiTVr.V- See Cental Fold See Page 2 New River Contracts at Inland fugs^ABL see iftpi ;d;:^ av. Hail/Turner Meet on Proposed SiU-MC6tS Merger See Page 3 �Boatmen OK Pacts at Inland Tugs, ABL SIU Boatmen at two Mississippi and Ohio River towing outfits have over­ whelmingly accepted new three-year contracts, which among other things,, establish the first Union-company jointly administered vacation plan ever negotiated for Inland Boatmen work­ ing the nation's Western rivers. The new contracts, which also in­ clude substantial increases in wages, overtime, welfare benefits and other fringes, cover the licensed and un­ licensed crews of Inland Tugs-River Division and the licensed crews of American Barge Line, both of Jeffersonville, Ind. The contract for the un­ licensed- crews at ABL is not up for renewal until July 1977. A member's eligibility to the new vacation benefit is based totally on the number of days worked during the year. The member becomes eligible to collect the benefit after accumulating at least 90 days of employment. The amount of the vacation benefit varies depending on the rating a man sails. For example, in the third year of the contracts (starting Dec. 31, 1978), and based on 240 days of employment that year, the vacation benefit for the various ratings would be: • $933.60 for deckhands. • $1065.60 for lead deckhands, cooks, tankerman, utility engineers and trainee engineers. • $1200 for assistant engineersflicensed). • $1334.40 for chief engineers (li­ censed). If a man works more than 240 days in a year, his vacation benefit would be higher accordingly, and if he works less than 240 days in a year, the benefit would be less accordingly. Overall in the new contract, between the Union's contracted tug, towboat and dredging companies into the Sea­ farers Vacation Plan one-by-one as each company's contract comes up for renewal. First Since Confab VMI jjKj the new vacation benefit and increased wages, the unlicensed member will realize a raise in earnings of about 30 percent, and the licensed members about a 40 percent raise over the life of the contract. Also in the unlicensed area, the rat­ ings and wages of the probationary deckhand and probationary cook have been raised to that of a full deckhand or cook, translating into an increase in earnings of about 50 percent for these categories. Industry-Wide Plan Winning vacation plans at Inland Tugs-River Division and American Barge Line is another big step forward in the SIU's overall program of esIaBlishing an industry-wide vacation plan for all SIU Boatmen. The SIU broke the ice in this area last year when the Union won similar vacation plans for East Coast Boatmen working for Stcuart Transportation of Piney Point, Md. and Allied Towing of Norfolk, Va. These vacation plans were the first jointly administered plans ever negotiated for Boatmen anywhere in the inland waters industry. The SIU's goal in the area of vaca­ tion pay for Boatmen is to bring all of 40 Years in Politics and Still Plugging You'd think that after nearly 40 years of working for progressive legislative programs to better our industry and enhance the livelihoods of America's merchant seamen, the increasingly important job of politics would become a little easier for us. Well, that's a very nice thought, but believe me, it just doesn't work that way. In fact, as the SIU refined and expanded its political activities over the years, our political opponents, which includes all kinds of groups from the oil com­ panies to the right wing "right-to-work" committee, have put more and more time, energy and money into their own. On top of this, the political issues themselves are becoming more and more complicated as the most aggressive technological revolution in the history of maritime creates new challenges and new changes in our industry every day. Despite all the technological and political changes, and the increased sophis­ tication of our opposition, it is by no means a situation we can't handle. In fact, I believe the SIU's legislative programs for this year are among the most am­ bitious we've ever undertaken. Our top legislative priority is, of course, a fair oil cargo preference law for U.S. ships. As you know, we succeeded in getting such a bill, the Energy Transportation Security Act, as far as President Ford's desk but it was pocket vetoed. A number of similar oil cargo preference bills have already been introduced in both the House and Senate this year, but there is no guarantee that Congress will respond positively to t1ie measure as it did in 1974. A perfect example of an unexpected Congressional turnabout was the defeat in the House last month of the situs picketing bill, which would have given con­ struction workers the same picketing rights as other organized workers. The The Inland Tugs and ABL contracts are the first to be ratified since last month's Boatmen's Educational Con­ ference at the Lundeberg School, which proposed industry-wide standardiza­ tion of collective bargaining agreements between the SIU and its contracted towing companies. Delegates to this Conference, which included rank-and-file Boatmen and Union officials, also set forth bargain­ ing goals for upcoming contract nego­ tiations with seven inland companies operating on the rivers and the Gulf Intracoastal Canal. The companies in­ clude Gulf Canal Lines, Inland TugsCanal Division, Sabine Canal and Har­ bor, Dixie Carriers, Marine Fueling, Slade Towing and National Marine. Although members from ABL and Inland Tugs-River Division were not a part of the Conference, many of the gains the SIU won for their contracts reflect the contract goals of the Union for the upcoming negotiations. It is hoped that the contracts won this year will be the basis for negotiating standardized contracts for all Boatmen in the next few years. Unemployment Eases to 7.3% WASHINGTON, D.C. — The U.S. jobless rate last month eased somewhat to 7.3 percent from February's 7.5 per­ cent, says the Labor Department here. Since the country's unemployment rate still remains high, AFL-CIO Presi­ dent George Meany's comment was that the slight decline in joblessness "proved only that the horrible winter is over," alluding to the higher unemployment caused by the severe cold and resultant gas shortage in February. Meany holds that March's jobless rate was actually 10 percent with 9.7million of the nation's workers unem­ ployed. The U.S. Bureau of Labor Sta­ tistics (BLS) attributes the decrease in the jobless rate to the recall of a large number of adult workers who had been laid off due to the harsh wipter. According to the Labor Department, more than 7-million U.S. workers were without work last month. Rep. Richard Boiling (D-Mo.) said that the 7.3 per­ cent unemploym.ent rate for March was the same percentage recorded in May 1976. Meanwhile, Congress has extended the program of emergency jobless bene­ fits for those out of work more than 39 weeks. A maximum of 13 additional weeks instead of the former 26 extra weeks will be available for the longtermed unemployed until Jan. 31, 1978 as soon as President Carter signs the measure. tragic thing is Congress had passed an identical bill last year but it was vetoed. However, this year 21 Congressmen switched their vote from support to oppo­ sition and the bill went down 217-205. In plain English, we have our wprk cut out for us if we expect to outflank the oil companies once again and get a cargo preference bill through Congress and signed into law. In addition to cargo preference, the SIU will be pushing very hard for Congressional approval of an all-American route for the Alaskan natural gas pipeline, as opposed to a Canadian route. The American route includes con­ struction of a gas pipeline to shadow the Alaska oil pipeline from the North Slope to the ice-free port of Valdez in southern Alaska. From there, the liquified gas would be transported in U.S.-flag LNG tankers to various points in the lower 48 states. In all, it could mean 750,000 man years of employment for U.S. workers in pipeline construction, LNG ship construction and on the ships themselves. That's a whole lot of work for Americans, but it could all be lost if Congress supports the Canadian route. Another issue that is heating up is what to do with the Alaskan oil when it starts flowing from the new pipeline later this year. The oil companies want a swap plan, which would include exportation of as much as half of this oil to Japan, to be offset by increased importation of Arab oil to the East Coast. The SIU will be working to ensure that virtually 100 percent of the Alaskan oil is used for domestic U.S. purposes as a logical first step in making the U.S. energy independent. Also this year, the SIU will continue its fight to close the Virgin Islands loop­ hole in the Jones Act. For many years, the oil companies have been circum­ venting the use of U.S.-flag tankers by virtue of this outdated amendment. If we are successful on this issue, it could mean as many as 24 more ships for the U.S. tanker fleet. The issues I have mentioned are just a few of the tougher ones we will be tackling in the near future. Again, I do not believe we are biting off more than we can chew. On the contrary, I believe that the positive resolution of these and other pressing maritime issues are attainable goals. I say this because we have done our political homework over the years by keeping on top of our industry on a day to day basis. And we have avoided unnecessary setbacks in our programs by never taking anything for granted from Congress or any other outside organization. Most importantly, though, thousands of individual SIU members have done their part in fostering our political programs by their voluntary contributions to SPAD, which has always meant the difference between success and defeat. What we need now to bring our new political programs home is more of the same. That is, continued participation by the SIU membership in SPAD, coupled with the continued grass roots political work by the SIU leadership and the Union's political apparatus in Washington, D.C. We have a tough job ahead of us. But with all of us working.together as al­ ways in the past, I think we're goin^ to come but on top. Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf Lakes and Inland Waters District AFL-CIO 675 Fourth AVP Brooklyn N1 11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 39, No. 4, April, 1977. district. AtL oiu, b/b Fourth Ave., Brooklyn, IN.I Page 2 Seafarers Log �Hall, Turner Meet on Proposed Merger SIUNA President Paul Hall and Ed Turner, president of the Marine Cooks and Stewards Union, continued talks this month on the proposed merger of the SIU-AGLIWD and the MC&S. During several meetings in Washing­ ton, D.C., Hall and Turner talked about the impact such a merger would have on the two labor organizations, as well as discussing the benefits, in the way of expanded job opportunities, that both SIU and MC&S members would realize from the proposed move. The two also xliscussed in detail the problems of the mechanics of the mer­ ger itself. After this round of talks. Hall and Turner remarked that "the meetings were informative and profitable and we ironed out a number of important items involving the proposed merger." They SIU President Paul Hall added, "We look forward to the next series of discussions." Talks on the merger are scheduled to resume shortly in the port of San Francisco, at which time the MC&S Committee on Merger, headed by Turn­ er, and the SIU Committee on Merger, which includes President Hall and SIU Executive Vice President Frank Drozak, will get down to some more spe­ cifics concerning the merger. Ed Turner, president of MC&S Vote of Membership Originally, the SIU-AGLIWD of­ fered a merger proposal to all three SIUNA-affiliatcd West Coast deep-sea unions—the MC&S, the Sailor's Union of the Pacific and the Marine Firemen, Oilers and Watertenders Union. To date, however, only the MC&S has ac­ cepted the proposal, while both the SUP and MFOW have rejected it for the "time being." The entire text of the merger pro­ posal was presented to the SIU mem­ bership at all regular March member­ ship meetings in the nine constitiitionai ports and special meetings in the other ports. The 'SIU membership voted unani­ mously to accept the merger proposal, authorizing tiie SIU leadership to con­ tinue discussions on a merger with the West Coast unions. The complete text of the merger proposal was also printed in the February issue of the Log on page 5. Before any merger between the MC&S and the SIU can take place, of course, secret mail ballot referendums would be conducted by both unions for their respective memberships. The mer­ ger, then, would only take place if both the SIU and MC&S memberships vote positively on the issue. New RIO RIO Westward Venture Is Crewed The brand new R/O R/O Westward Venture, one of the largest trailer ships ever built (she's capable of handling 550 truck trailers) a 791-foot vessel, was crewed up by the SIU on Apr. 20 in the Sun Shipbuilding and Drydock DEEP SEA Co. in Chester, Pa. near Philadelphia. She's the sistership of the SlU-manned R/O R/O Great Land, which was built in the same shipyard in September 1975. This new vessel represents an im­ portant addition to the SlU-contracted fleet as well as new jobs and job oppor­ tunities for Seafarers. Both ships are owned by Interna­ tional Ocean Transport Corp. Just before she got up steam to sail via the Panama Canal to ports of call in Seattle and Anchorage, Alaska, a LOG reporter and photographer ran into a number of the crew. Recertified Bosun Tom Brooks, ship's chairman, told us it was his first voyage on a rollon, roll-off ship. "Best looking galley I've ever been in," was the way the Westward Ven­ ture's Cook and Baker Bill Bellinger, chronicler of the capture of the 55 Cantigny Crew Gives to SPAD Twenty-eight Seafarers, the entire unlicensed crew of the ST Cantigny (Interocean Mgt.) contributed 100 per­ cent to SPAD with 32 donations at a .Apr. 10 payoff in Port Arthur. Among the donors were Bosun J. Higgins, ship's chairman; Chief Pump­ man, J, Badgett, educational director and Chief Steward H. Walker, secre­ tary-reporter. Also giving 100 percent to SPAD were: Deck Maintenance men J. Bid- INDEX Legislative News Washington Activities . .. .Page 9 Moody on Cargo Preference Page 8 Tuna fishing Page 7 Hall on C.G Page 11 Union News Mobile meeting Page 4 President's Report Page 2 Merger talks Page 3 Headquarters Notes Page 7 Boatmen contracts .... Page 2, 5 Pension Benefit Page 11 April, 1977 zilya and W. Nelle, ABs J. Talbot, R. Lawrence, R. Cooper, J. Borucki, C. Boles and R. Ramirez, OS' T. Lukawski, E. Zepeda and R. Paradise, En­ gine Maintenance man T. Tyner, Oiler Utility G. Garza, A. Benzuk and O. Sessions Jr., Wipers G. Vega, H. Mendoza and C. Williamson, Chief Cook J. Arvanites, Cook and Baker G. Ebon, 3rd Cook J. Marshall and Messmen C. Spears Jr., N. Zokari, C. Cum­ mins and J. Jackson. Chief Wawatan Page 12 Galves-on USPHB Page 9 Brotherhood in Action . . . Page 15 Lakes Picture Page 6 Inland Lines Page 8 At Sea-Ashore Page 19 General News Innoculations Gas Pipeline Longshore Strike Juanita Kreps U.S. Unemployment Page 6 Page 27 Page 12 Page 5 Page 2 Shipping Around Mobile harbor .Back page Westward Vetiture Page 3 Mayaguez by the Cambodians, de­ scribed the vessel's cooking facilities. "It's well laid out," he added, as he gave a cheery "You've got a winner" greeting to each order of rare roast beef and mashed potatoes with gravy served by energetic Messman Russ J. Coruthers, a 1967 grad of the N.Y. An­ drew Furu.seth Training' Sjsfibbl' - > Top pro in the busy galley is Stew­ ard/Cook Thomas Vanyi who's been sailing with the SIU since 1967. A na­ tive of Budapest, Hungary, he came to this country in 1965. Seafarer Vanyi's professional credentials in the prepara­ tion of cuisine include a diploma from the renowned Simoknoll School and ap­ prenticeship at the de luxe Kaiserhof Hotel, both in Munich. Germany, and experience as a liner ehef on the luxuri­ ous 55 Bremen. Vanyi is ably aided by Assistant Cook Paul Chechanover who can "do it all." He is a crackerjack at purchasing, we were told, and also worked as a steward-cook on tugs. Last year Sea­ farer Chechanover graduated from Piney Point. The blackgang's Wipers Carl Tenteromano and Rene Rosario (on his first trip as a wiper) both Piney Point 1976, heard that the engine room was the same as the Great Land's but they "changed generators around a bit." OS Matt Horan and AB Ted Willi­ ams were outside on the main trailer deck watching the SlU-contractcd In­ terstate Oil Transportation Co.'s Barge No. 3 bunker fuel into the ship. Off to the right, was the U.S. Navy Hospital Ship Sanctuary in drydock. The Westward Venture's dock and ship reinforced ramps and five decks can carry any size wheeled or tracked cargo up to 23-fcct high and 1,000 tons. Oversize cargo over 40-foot long, such as steel pipes, boats, chemical tanks— anything that moves on the highway or rail lines—can be carried. Her stern cargo ramp is 40-feet wide and has connecting ramps on each deck. Her top weather deck is like a lO-lane sea­ going highway—almost 500-feet long and 80 feet wide. Her 550 trailers or heavy earth moving equipment, turbo engines and oil rigs could be rolled off in six hours to areas inaccessible to regular ships. Because of her speed and size, the Westward Venture can sail regularly even during the winter in frigid Alaskan waters. Special all-weather, built-in sailing features include enclosures to protect cargo and equipment plus deicing and ventilation machinery in sev­ eral areas, decks and on vehicle ramps. C. R. Hayden Page 11 Shamokin Page 38 Ships' Committees Page 18 Ships' Digests Page 23 Dispatchers' Reports: Great Lakes Page 27 Deep Sea Page 26 Inland Waters Page 11 Delta Queen Page 16, 17 Membership News Former scholarship winner Page 19 New pensioners . . . .Pages 28-29 Final Departures . . . .Pages 30-31 Training and Upgrading Seafarers participate in 'A' seniority upgrading . . .Page 35 HLS courses and application Pages 36-37 GED graduates -. Page 37 Special Features Liberian Flags pages 14-15 MARAD Page 13 Lakes Fitout Pages 20-21 Articles of particular interest to members in each area can be found on the following pages: Deep Sea:3,5,11,12,13,14,15, Back Page' Inland Waters: 2,5,16,17 Great Lakes: 6,12, Center Pages �At the meeting, Seafarer Patrick Rankin asks about the Alabama in­ come tax. Registering before the meeting is QMED David A. Norris (left) with SlU Dis­ patcher Harold Fischer checking his card. SlU Patrolman and meeting Reading Clerk Tom Glidewell (left) reads a report from Headquarters as Chairman Harold Fischer (center) and Recording Sec­ retary James L. Slay listen. Also asking the chair about the tax is Brother Haywood Scheard. Union Secretary Debbie Lenoir hears what Brother James Slay has to say. Mobile Meeting: Mull a Taxing Problem To a standing room only audi­ ence of well over 100 Seafarers and Boatmen at the monthly mem­ bership meeting in the port of Mobile on Mar. 16, the full house heard some of their brothers dis­ cuss with the chair the problems surrounding Alabama's state in­ come tax. Also, after the routine reading of the Headquarters reports, mem­ bers heard the good news that the SlU-contracted SS FZor (Altair Steamship), which had carried phosphate into the port, would possibly be hauling corn in July from Mobile and Louisiana to Puerto Rico. Result: more jobs there for Seafarers. Finally, it was announced at the meeting that Port Agent Jerry Brown was up at Piney Point helping to draw up master contracts for members working for Inland Boatman com­ panies that are due for contract negotiations. / Getting ready to serve lunch is cafe teria chief James Battle. Page 4 It's standing room only at the membership meeting in the port of Mobile. Taking everything in with serious in­ tent is a seated Seafarer. Seafarers Log �1st Contract Inked for Marine Towing in Charleston The SIU has wrapped up the first union contract ever for 26 new SIU Boatmen who voted unanimously to join the Union in an election held last December. The new members work for the Marine Contracting and Towing Co., a major docking and harbor towing service for the port of Charleston, S.C. The company operates six boats in all—five harbor tugs and one pushboat —and handles about half the ship dock­ ing chores for the port. In regard to the contract, the SIU won wage increases for the new Union members totalling more than 28 per­ cent over a three-year period. The Union also won provisions for a costof-living adjustment in the second and third years of the agreement, as well as improved sick leave and the establish­ ment of a daily subsistence rate. The new contract makes these men the highest-paid Boatmen working the Charleston, S.C. Harbor. The Contract Negotiating Committee consisted of six rank-and-file Boatmen, elected by their fellow members, as well as SIU Vice President Paul Drozak and SIU Inland Coordinator Chuck Mollard. The six boatmen on the negotiating committee—two from each rated cate­ gory—were Captains John Waters and Steve Browder, Chief Engineers Norton White and "Jackie" Jackson, and Deck­ hands Ben Whaley and John Kershaw. In all, the contract committee held six negotiating sessions with representa­ tives of the company. the Union's other programs such as the educational facilities at the Lundeberg School in Piney Point, Md. The new members came into initial contact with the SIU by docking many of the Union's contracted deepsea ves­ sels that service this busy, growing South Carolina port. At the ratification meeting, the mem­ bership voted 23 to 3 to accept their new contract. Afterwards at the same meeting, they elected Capt. John Waters as their chief shop steward. Although the SIU does not maintain a port office in Charleston, a Union rep­ resentative from Union Headquarters will visit the new members on their boats at least once a month to handle any beefs or contractual disputes that might arise. In addition to the increased wages, job security and other benefits these Boatmen gained by joining the SIU, they are also eligible to participate in n New SIU member, Ben Whaley, standing, gives some thoughts on the new contract during ratification meeting last month. It's the first union contract ever for boatmen at Marine Towing and Construction Co. of Charleston, B.C. White House Briefs Labor's Committee on Energy SIU President Paul Hall got a pre­ view of President Carter's energy pro­ gram at a White House breifing for labor leaders on April 15, three days before the first of the President's tele­ vised talks to the nation. Carter and his Chief Energy Advisor James R. Schiesinger outlined the pro­ gram at the meeting and discussed its effect on the American worker. Hall, chairman of the AFL-CIO En­ ergy Committee, was present, together with labor chiefs Charles Pillard, presi­ dent of the International Brotherhood of Electrical Workers, John H. Lyons, president of the International Associa­ tion of Bridge and Structural Iron Workers; Martin Ward, president of the United Association of Journeymen and Apprentices of the Plumbing and Pipefitting Industry of the U.S. and Canada, and Robert A. Georgine, president of the AFL-CIO Building and Construc­ tion Trades Department. Frank Pollara, AFL-CIO special as­ sistant and Thomas Donahue, exec, asst. to the president AFL-CIO, also attended the meeting. All are members of the AFL-CIO Energy Committee. Carter's plan, a far-rcaching attempt to deal with the nation's serious energy shortages, stresses conservation, but also calls for the development of new energy sources which could stimulate employment. One of the goals, for example, is to increase our coal production by about two-thirds to more than one billion tons a year by 1985. Proposed tax in­ centives for home insulation could also create more jobs in the building and construction trades. And advances in Murphy: Need for Cargo Preference "This greatest nation in the world has a dying fleet. It is not getting any bigger—it is just getting older." Congressman John M. Murphy (DN.Y.) drew this alarming picture of the U.S. merchant fleet to illustrate the ur­ gent need for cargo preference legisla­ tion. Chairman of the House Committee on Merchant Marine and Fisheries, he made his remarks before the U.S. Pro­ peller Club, a maritime industry group, on Apr. 15 in New York City. Cargo preference would guarantee a certain percentage of our oil imports Kreps Is Commerce Secretary Mrs. Juanita M. Kreps, 56, a wellknown economist and instructor and lecturer in economics, was confirmed recently by the U.S. Senate as Secretary of Commerce. She takes over the Com­ merce Department from President Ford appointee, Eliott Richardson. In her new post, Mrs. Kreps will be dealing with a number of maritime-re­ lated issues, including overseeing the affairs of the U.S. Maritime Administra­ tion, a branch of the Commerce Depart­ ment. Mrs. Kreps, a native of Lynch, Ky. and the mother of three, started out as a junior economist for the National War Labor Board in 1943 after^completing her undergraduate work at Berea Col­ lege in Berea, Ky. She won a Graduate Fellowship to Duke University in the same year and subsequently achieved an M.A. in 1944 and aPh.D in 1948. For the next 10 years, she taught economics at Denison University in Granville, Ohio, Hofstra U i-'ersUy in Hempstead, N.Y., and Queens College in Flushing, N.Y. She returned to Duke University in April, 1977 Juanita M. Kreps 1958 as a visiting instructor of eco­ nomics, becoming an Associate Profes­ sor in 1963 and a full Professor in 1968. The following year, Mrs. Kreps was named Dean of Women's College at Duke, and from 1973 until her appoint­ ment as Commerce Secretary by Presi­ dent Carter, she served as Vice-Presi­ dent of the University. for U.S.-flag ships and would foster the development of a modern tanker fleet, Murphy explained. Without it, we are almost totally de­ pendent on "unreliable" foreign sources for oil—the "lifcblood of American in­ dustry," he said. Foreign-flag tankers now carry "over 98 percent of our oil imports" and, as the Arab embargo of 1973-74 proved, this situation is a seri­ ous threat to our national security. Those foreign registered vessels owned by American oil companies and under so-called effective U.S. control are in reality a "phantom fleet that would not materialize in any real emer­ gency," Murphy protested. "What we need," the Congressman pointed out, "is a minimum number of U.S.-flag tankers that can be routed to different oil sources as the occasion arises. Should one producing nation re­ fuse us oil we would be free to draw on another." Our national security would also be well-served. Murphy said, if U.S. mer­ chant vessels were built with auxiliary defense features to add to our potential naval or military strength. He called it a "national scandal" that the Depart­ ment of Defense docs not now have an adequate supply of merchant ships to depend on in time of war. Murphy promised action on these important issues to develop a strong U.S. merchant marine—"the goal which the last Administration failed, and failed miserably to achieve." solar and nuclear energy would put a wide range of people to work. More U.S.-flag shipping could also be the result of the plan to reduce American foreign oil imports and our vulnerability to foreign embargoes. In the course pf the briefing, Presi­ dent Hall was able to present the role of the U.S. maritime industry in achiev­ ing these goals. For Stewards Is Postponed It was announced at the April membership meetings, that the new Steward Depart­ ment Recertification Program, scheduled to begin on Apr. 11, 1977, has been temporarily sus­ pended. Notice of this suspen­ sion has been sent to all seaman who were selected to attend the first class on Apr. 11. Any seaman who was to par­ ticipate in the program will have the opportunity to attend the first class when the program is rescheduled in the near future. . Among the reasons for tem­ porarily suspending the pro­ gram was the fact that, because of the present shortage of per­ sonnel in the Steward Depart­ ment to fulfill existing manning requirements, it would be un­ wise at this time to take needed persofinel who are available for shipping from active employ­ ment to attend the Recertifica­ tion Program. All information concerning the new starting date of the Steward Department Recertifi­ cation Program will be carried in future issues of the Log, Page 5 J �Moody Tells Congress: U.S, Needs Cargo Preference Cargo preference—the proposed leg­ islation that would mean more jobs for Seafarers and benefits for the entire na­ tion—was urged again in testimony pre­ sented last month by one of its most active supporters. O. William Moody, administrator of the AFL-CIO Maritime Trades Depart­ ment, told the House Subcommittee on Merchant Marine that U.S.-flag ships should carry a guaranteed percentage of America's oil imports. The big reason why, he argued, is security—for the na­ tional defense, the environment and the job future of maritime workers. The MTD represents 43 national and international unions with a total mem­ bership of eight million workers. Moody's testimony was part of the organization's continuing effort to get some form of cargo preference legisla­ tion on tiio. floor of Congress. Several bills have been proposed but are still at the hearing stage before'subcommittees. U.S. Courting Disaster Moody presented his arguments to counter the attack on cargo preference by the multinational oil companies whose foreign-flag ships now dominate U.S. trade. "This country still courts disaster by relying on foreign-flag vessels to carry almost all its oil imports," he warned. These flag-of-convenience ships, mostly owned by American based oil compa­ nies, threaten both our environment and our national defense. Moody pointed to the numerous oil spills caused by Liberian registered tankers this year and stressed the poten­ tial danger to our national security of relying on an oil transportation .system outside U.S. control. The oil companies claim that their Liberian registered ships are under the "effective control" of the U.S. because they are owned by Americans. How­ ever, generally accepted principles of international law give control to the country of registry. Moody said that this conflict means "any other country may withhold their shipping from U.S. trade in order to influence U.S. economic or political policy." The job benefits to American labor that would result from cargo preference is also of "little importance" to the oil companies. Moody stated. The law would stimulate shipbuilding and in turn new employment for a wide spec­ trum of American workers. Yet this as­ pect of the issue has been "ridiculed" $2.50 Minimum Stuns Labor Secretary of Labor Ray Marshall stunned the labor movement last month when he testified at Congressional hear­ ings that the Administration supports a raise in the minimum wage of only 20 cents an hour from $2.30 to $2.50 The AFL-CIO has been working for a $3.00 an hour minimum wage since 1974 when Congress set the present minimum wage level of $2.30. AFL-CIO President George Meany called the Administration's proposal "shameful" and "a bitter disappoint­ ment" to everyone who looked to the Carter Administration for economic justice for tlie poor. The AFL-CIO said that the Admin­ istration's proposal is 38 cents an hour below the nation's poverty level and 33 cents an hour below that needed just to maintain the 1974 buying power of the minimum wage workers. To fight the Administration on this issue, labor is helping to form a broadbased coalition to lead a nationwide campaign for the $3.00 minimum wage. Clarence Mitchell, chairman of the Leadership Conference on Civil Rights, is coordinating the interorganization effort, which hopes to enlist the help of 200 or more organizations. Other prominent civic leaders who have joined the coalition include Rev. Theodore M. Hesburgh, who is presi­ dent of Notre Dame LJniversity and former chairman of the U.S. Commis­ sion on Civil Rights, and Dorothy Height, president of the National Coun­ cil of Negro Women. An estimated 3-million American workers are now being paid the $2.30 minimum wage. Situs Picketing Bill Defeated The long sought after -construction situs picketing bill was narrowly de­ feated last month in the House of Rep­ resentatives by a vote of 217-205. The bill would have given construction workers the same picketing rights as other organized workers. The situs bill, which the AFL-CIO Building and Construction Trades De­ partment had labeled its top legislative priority for 1977, fell victim to a mas­ sive lobbying effort by anti-union con­ tractors and the right wing "right'-towork" committee. Secretary of Labor Ray Marshall, who testified in favor of the bill, placed its defeat on a "well organized cam­ paign which seems to me to have been initiated more by an anti-union animus than by the importance of the issue." Robert Georgine, president of the Building and Construction Trades De­ partment, expressed deep disappoint­ ment. However, he pledged that the fight to obtain-^'equal treatment for con­ struction workers" will continue. A virtually identical situs picketing bill was passed by both the House and Senate last year, but it was vetoed by Page 6 former President Ford who had pre­ viously promised to sign it. The fight for equal picketing rights for construction workers dates back to 1951. The Supreme Court at that time ruled that it would be an illegal sec­ ondary boycott if a union having a dis. pute against, for example, an electrical subcontractor, picketed the job site where the crafts work side-by-side on the same job. Labor Secretary Marshall said that this limitation of picketing "prevents construction unions from bringing to bear upon their employers the full eco­ nomic pressures which are available to union members in other industries." The defeat of the situs bill also led some in the media to speculate that part of the steam had been taken out of labor's wide-ranging legislative goals for the coming year. However, Federation President George Meany stated that labor's right wing opponents "may have gotten a piece of us the other day, but I can assure you that the only result has been to strengthen our resolve and make us more determined to seek passage of our legislative programs." by the oil companies, he said. Cargo preference legislation passed both Houses of Congress in 1974 but died an unnatural death because of a "massive propaganda campaign" by the oil companies. Moody said, which re­ sulted in a pocket veto by President Ford. He urged the Subcommittee mem­ bers to give the American people a sec­ ond change to receive the "numerous, much-needed benefits" of this legisla­ tion. Mobile Mobile Port Agent Gerry Brown spoke in favor of completion of the Tennessee-Tombigbee 'Waterway at a recent hearing held by the Army Corps of Engineers. The new waterway will run through northern Mississippi and Ala­ bama and will connect Mobile and other ports of the southeastern Gulf Coast with the present 16,000-milc inland navigation system. Congress has authorized the project and appropriated funds for its construction, which has already begun. Great Lakes Inland shipping on the Great Lakes is in full swing now after the annual winter lay-up. The ship-docking tugs of Great Lakes Towing are active in all ports. Work has begun on many dredging projects, including the Cleveland Dike Disposal job of Peter Kiewit and Sons; a Great Lakes Dredge and Dock project in Cleveland; a Luedtke Engineering job in Lorain, Ohio, and a Con­ struction Aggregates Corporation project in Bay City, Mich. ]\atchez. Miss. This historic town on the Mississippi River witnessed another historic event on Apr. 6 when the steamer Delta Queen tied up alongside her newer and larger sister vessel, the Mississippi Queen. This was the first time that the two SlU-contracted overnight steamboats have ever tied up together. For about six hours the crews and passengers of the two boats intermingled, and many ventured ashore to visit the new-restored "Natchez-Under-the-Hill" area, once a hang-out for cutthroats and prostitutes. Finally the Delta Queen continued upriver toward Memphis, and the Mississippi Queen turned around and headed back to New Orleans. Boston There was a lot of excitement in Boston Harbor on April 11 when the Soviet trawler Taras Schevchenco was -brought in by the U.S. Coast Guard. The Russian ship was seized by the Coast Guard for violating the nation's 200-mile fishing limit. The seizure followed numerous warnings that the U.S. intends to enforce the 200-mile law. According to SIU tugmen in the harbor, the Soviet ship was flying the American flag to signify that it was a seized ship. St. Louis Navigation on the Upper Mississippi River above St. Louis resumed this month after the annual winter closing. One of the first boats into St. Paul, Minn., the head of navigation, was the SlU-contracted Floyd Blaske. SIU members working on the pioneer boat reported that the going was not easy, as thick ice clogged the route in many places. I said we had no mops, you said, Fenwick, figure something out!" Seafarers Log �Heatlq uar by SIU Executive Vice President Frank Drozak Within the next few years, Congress will be acting upon a wide range of vital legislative issues dealing with our industry. And the outcome of these issues could very well decide whether or not the U.S. maritime industry will sink or swim in years to come. These issues, to name a few, include: oil cargo preference for U.S. tankers; the route the Alaska natural gas pipeline will take; whether or not to ship surplus Alaskan oil to Japan; the Virgin Islands "loophole" in the Jones Act; the con­ tinuing fight to save the USPHS system; cargo preference for U.S. ships in the carriage of other strategic raw materials, and bilateral agreements with many U.S. trading partners in addition to Russia. The list goes on! But the point is that the outcome of each and every one of these issues will have a significant impact one way or the other on the jobs and job security of the collective SIU membership. And for this reason, I believe that each and every member of the SIU has a responsibility to himself and his Union to try to understand these issues and problems, and then take positive steps in helping the Union solve them. I realize, though, that at any given time during the year, most of our members are out at sea, and therefore out of touch with the day to day happenings in our industry. The Union tries to compensate for this by sending as much educational material as possible to the ships. This: material includes the Seafarers Log, Fact Sheets, the SIU Educational Series, and more. But I believe the most effective educational aid available to our members at sea is the Log. The responsibility, however, for using the Log to its best advantage falls squarely on the shoulders of the ship's chairman and the ship's delegates. And the best time to talk about the issues contained in the Log is at the weekly shipboard union meeting. I strongly urge that at every shipboard meeting, the chairman designate one of the crew to read aloud one or more of the more important articles in the latest issue of the Log you have. Then open the floor to discussion about the article, and simply kick it around by talking about what the issue means to the individual SIU member, to the Union itself, and to the maritime industry as a whole. In every edition of the Log, there are at least 20 important maritime issues written about that can become the focal point for meaningful discussion. Take this edition of the Log for example. There are articles on cargo preference; the Alaska oil "swap" plan with Japan; the U.S.-USSR bilateral trade agreement; the proposed SIU-MC&S merger; the energy crisis; the Coast Guard's low budget for safety at sea; the new pension benefit; the new Galveston USPHS hospital; new contracts on the rivers, and much more. Brothers, these are all extremely important issues that will have a definite impact on our ability to make a living as merchant seamen. If we, collectively as members of the SIU, try to understand the issues and problems that affect all our lives, then we will be in a position to cope with these problen.s. However, if we let these issues pass us by over and over again, there may be no tomorrow for our industry. The SIU is doing its utmost in working for the best interests of the SIU membership. But to be truly successful in our work, the Union needs the complete support of the membership in its political and educational programs. The maritime industry is our lives. We all cat off" the same table, and conse­ quently we will all either survive together or go down the drain together. However, before we can work on our problems we must understand what they are. And then, working together, we can solve them. It's up to us to get the job done, because no one is going to do it for us. I'm confident, though, that we will be extremely successful in whatever we will tackle. Tuna Industry in Jeopardy: 2,500 Cannery Layoffs The future of the U.S. tuna industry, which employs nearly 30,000 Ameri­ cans, is in serious danger of collapse as talks Between the industry and environ­ mentalists to reach accord on the con­ troversial porpoise mortality question broke down this month. In the meantime, the U.S. yellow fin tuna fleet, which is awaiting outcome of the issue, remains laid up in San Diego and San Pedro, while more than 2,500 SIUNA-affiliated cannery workers have been laid off their jobs in San Diego, Terminal Island and Puerto Rico. In addition. Van Camp Cannery in San Diego has cut back to a four-day work week. The canneries rely on the Ameri­ can fleet for 50 percent of their tuna. The canneries face a complete shut down on May 31, when a new regula­ tion, requiring foreign fleets to prove they are fishing by American environ­ mental standards, goes into effect. The foreign fleets, of course, will not be able to prove it, which means no tuna will be coming into the U.S. at all. On Apr. 15, the National Marine and Fisheries Service issued its formal tuna fishing permit to the U.S. fleet which set a quota of 59,050 porpoise of various species that may be taken incidental to tuna fishing. The American Tuna Boat Association rejected the permit as "wholly unwork­ able and unacceptable," 'and filed suit in Federal court asking that the permit be declared invalid. The tuna industry is seeking a porpoise kill quota of ap­ proximately 73,000. Arabs, Mexicans Bidding As the industry and environmental­ ists square off on the porpoise issue, representatives of Arabian oil interests and the Mexican government are in San Die^o making bids on substantial num­ bers of the U.S. tuna fleet's 140 seiners, according to the Tuna Boat Associa­ tion. The Arabs reportedly have oflered $75 million for 26 of the vessels, while the Mexicans have offered to buy a large number of the boats as well as set up joint ownership deals by placing the April, 1977 vessels under a Mexican "flag-of-convenience." In addition, Ecuador, Panama, Costa Rica, Peru, Brazil and the Dominican Republic are offering economic and tax incentives to U.S. vessel owners willing to shift registration of their vessels to those countries while still retaining ownership and control. Manuel Silva, president of the Tuna Boat Association, said, "I've had about all I can take, and if the American Gov­ ernment doesn't want to keep its largest fishing fleet, then I for one am ready to pull out." At Hearings Over Congressional hearings last month, SIUNA Vice President Frank The eight cannery workers, all of Drozak, Steve Edney, president of the them women and employees at the SIUNA - affiliated United Cannery now closed Terminal Island cannery, Workers Union and eight cannery brought the issue home. One said, "we workers testified in favor of rational don't want unemployment or welfare, regulation of the tuna industry so that we want our jobs." the U.S. fleet can remain intact along Another said she and many like her with the jobs of thousands of Ameri­ were heads-of-the-household and "have no other source of income other than cans. Drozak told Congress that "it should our jobs in the cannery." Still another simply asked, "how can be clear that by forcing the U.S. tuna the government be so unfair?" fleet into port, the Marine Mammal Act The hearings, however, seem to have has attained exactly the opposite goal it was designed to achieve by causing a been futile because no one in Congress, virtual absence of regulation of tuna so far, including the California delega­ fishing operations, as the only vessels tion, is willing to push compromise leg­ left at sea are outside the control of the islation in face of tremendous pressure from the environmentalists. Act." Longshoremen End 5-Day Dock Strike A five day strike by the International Longshoreman's Association against seven shipping companies ended April 19, following moves by the companies and Government officials to improve job opportunities for the East and Gulf Coast dockworkers. All seven targets of the strike operate containerships in the North Atlantic be­ tween the U.S. and Europe. They are: Sea-Land, Seatrain and United States Lines, all domestic carriers, and four foreign lines, Dart Container Lines, Hapag-Lloyd Cargo and Container Service, Atlantic Container Lines and the Soviet owned Baltic Line. receive discounts in freight revenue which takes work away from the dockworkers. ILA President Thomas Gleason maintained that his union could not ne­ gotiate another contract until the NLRB clarified its ruling to explain what legal alternative could be found to the outlawed provision. The Labor Department has agreed to work with the NLRB toward that end. Another key element in the strike settlement was a petition filed with the Federal Maritime Commission by the seven struck companies to end the in­ land consolidators' discounts. V.P. Meets With Adium, Dixie The strike focused on a container handling provision in the ILA's con­ tract with the shippers' group, the Council of North Atlantic Shipping Associations (CONASA). This provi­ sion protected dockworkers jobs but was declared illegal by the National Labor Relations Board in December, 1975. Eflorts since then to repeal the decision had failed. The provision had assured the iLA's 35,000 dockworkers from Maine to Texas all stripping or stuffing of con­ solidated containers within 50 miles of a port. Off-pier consolidators presently SIU Executive Vice President Frank Drozak, rigfit, is shown with Merle Adium, left, president of the SIUNA-affiliated Inland Boatmen's Union of the Pacific, and Washington state governor, Ms. Dixie Lee Ray. The three met in the port of Seattle on a proposed plan for a new oil terminal site on Puget Sound. If okayed, the new terminal would be a transshipment point for Alaskan oil. Page 7 �amssBBL ass BB Results of Study Show: The Inoculations Overdone Seamen receive many more immuni­ zation shots and vaccinations than the average traveler, according to several recent studies. Many of these vaccina­ tions are totally unnecessary, they cause discomfort, and in some cases may in­ jure the sailor's health, according to the studies. In one study, done during the second half of 1974, midshipmen from the U.S. Merchant Marine Academy at Kings Point, N.Y. were sent to sea properly inoculated for most ports of call during their six month voyage. When they re­ turned, a researcher looked over their immunization certificates and found that 17.6 percent of the midshipmen had been given excessive and unneces­ sary shots including smallpox, typhoid, cholera, plague and typhus. In total, 96 needless shots were administered. Giving these vaccinations was "com­ pletely uncalled for and creates a haz­ ard to those receiving them," Paul C. White, Jr., M.D. said in the Kings Point study called, "A Survey of Medical Care in the United States Merchant Marine." Immunization requirements are standardized around the world by the World Health Organization, he ex­ plained, and are quite clear. Although immunization practices have changed in the last 15 years, ignorance of modern advances is no excuse when "smallpox immunizations are repeated within a year and the International Health Cer­ tificate clearly states that it is effective for three years," he said. The study also criticized careless use of typhus vaccine. Typhus vaccine is needed mainly by travelers to certain rural or remote highland areas of East Africa, South America and mountain­ ous areas of Asia. No country requires this vaccination as a condition for entry. At present according to the World Health Organization and the U.S. Pub­ lic Health Service, only three inocula­ tions may be required for international travel: cholera, smallpox and yellow fever. Various countries throughout the world will not let a traveler in without one or more of these. However, there arc many countries that require no vac­ cinations at all unless the traveler comes from an infected area. A Seafarer may end up getting all three shots, however, if his voyage route is uncertain. Other vaccinations such as for plague, typhus, typhoid and poliomye­ litis fall in the category of "recom­ mended". As far as immigration health authorities around the world are con­ cerned, these shots are not mandatory, but if you are visiting an infected area they recommend you get them. Tetanus is classed alone becau.se it is neither required nor recommended, but seamen commonly receive this shot be­ cause they are susceptible to dirty wounds. Late in 1975, Capt. Robert J. Thompson, assistant port agent in New York for the International Organization of Master, Mates and Pilots, began looking into inoculations of the seafar­ ing community. Writing in a recent newspaper issue of the Master Mate and Pilot he reported that "seamen some­ times receive up to five individual inoc­ ulations in one needle, often with no concern for the reaction suffered by the individual." He found that companies insist that crewmembers get shots which no country requires or even recom­ mends for entry. "With the records at hand," he noted, "1 could prove that steamship compa­ nies are callous. I could accuse, though not prove, some medical examiners of being interested only in fees collected for shots." While Dr. Joseph Logue, SIU medi­ cal director, agreed that Capt. Thomp­ son had pointed out a real problem, he noted some other reasons why seamen get more vaccinations than the average traveler. Seafarers visit out of the way ports where sanitation standards arc worse than in the tourist areas, he noted, and steamship companies may want to be covered in case of liability. Another main reason, according to Dr. Logue, is that a Seafarer may lose his inoculation card or have left it home when he is about to ship out. The SIU or company medical staff has no choice but to give him his shots all over again. Aboard some ships, the captain or mate collects the International Health Certifi­ cates for safekeeping, but in the confu­ sion when the ship arrives in port, they forget to give the certificate back to the sailors. To find out what inoculations a tra­ veler requires, the best reference is "Health Information for International Travel, 1976" published by the U.S. Department of Health, Education and Welfare as a supplement to the "Mor­ bidity and Mortality Weekly Report." This source should be updated with the Blue Sheet, a weekly listing of countries that have areas infected with quarantinable diseases. Lakes Picture Buffalo With the help of a Canadian icebreaker, the SlU-contracted J.A.W. Iglehart opened the 1977 shipping season for the port of Buffalo on Apr. 12, The arrival of the Iglehart (Huron Cement), a bulk cement carrier, made the front page of the Courier Express in that winter-weary city. In the hopes of picking up the Buffalo grain trade again, there is a chance the federal government will be investing some money in the port's grain silos and grain handling equipment—according to local television news. Buffalo was one of the busiest grain ports in the nation before the St. Lawrence Seaway opened, which allowed foreign-flag ships to come in, pick up grain and ship out again. Frankfort Arnold Transit is expected to take out-its first boat Apr. 15 to start the ferry run between St. Ignace and Mackinac Island, Mich. The other six boats will be fit out as the shipping season progresses. As of now, ConRail will operate the Ann Arbor Railway, which includes the car ferry M/V Viking, through Oct. 1. Alpena By mid-April all the Huron Cement carriers were running except the old timer Lewis G. Ilarritnan which is being utilized as a spare silo in Duluth. The season's first load of calcite stone went out from Rogers City, Mich, on the SlU-steamer S'/irrron (Boland and Cornelius) Apr. 11, headed for the U.S. Steel facility in Conneaut, Ohio. The stone shipment is a sure sign of spring, since calcite freezes over in the winter and cannot be loaded. Detroit By the end of April, all the Lakes deep draft vessels will have fitted out. Ore, coal, stone, salt and sand will be crossing the Lakes again, bringing sup­ plies to industrial plants and construction sites along the shore. A new contract for the Great Lakes will be negotiated this summer and the SIU negotiating committee has received a wide variety of proposals from the membership. After putting the proposals together, the committee will be pre­ senting a draft to the shipowners in the near future. The old contract expires July 31, 1977. Notices to open up contract negotiations will be sent to the shipowners during May. As always, the Great Lakes membership will have to ratify the new contracts before they take effect. Recently the U.S. Coast Guard gave the Cleveland fleet of tankers, a nonSIU company, a certificate allowing them to operate their ships without any licensed or unlicensed personnel in the engine room. These will be the first vessels on the Lakes to be certified for unmanned engine rooms. SIU Detroit Port Agent Jack Bluitt said, "we're wondering how far the Coast Guard will go before there is another disaster on the Lakes. The Great Lakes and its tributaries are probably the most congested waters in the world, and we cannot see vessels—especially tankers, running around in these waters with unmanned engine rooms." The SIU also heard that these same vessels will no longer carry wheelsmen. Licensed officers will handle all wheelhouse duties instead, including wheeling the tankers. St. I..awreii4*e Seaway There will be no toll increases on the St. Lawrence Seaway this season, but the question of such increases is sure to come up again. Canadian Transport Minister Otto Lang would like to see an increase in fees in time for the 1978 shipping season. A Worldwide Boycott Of Seagram's Lifted A worldwide and U.S. consumer boy­ cott of the Seagram Co. by the AFLCIO's Retail, Wholesale and Depart­ ment Store Union (RWDSU) and the International Union of Food and Allied Workers Assns., G'^neva, Switzerland has been lifted. "We're trying to make a game of our work, sir!" Page 8 The month-long boycott was started to back RWDSU members of Local 604 of Seagram's Distillery in Vancouver, British Columbia, Canada who were locked out of their jobs in February 1975 over a wage dispute. The boycott, the union says, was started when the company began ship­ ping its liquor products into the market area previously supplied from the Brit­ ish Columbia Co. distillery. Recently members of the local rati­ fied a new two-year agreement ending a strike gnd picketing of the distillery that began in June 1975. According to the union, the new contract's total pack­ age translates into a monetary value 56 percent above the wages and fringe benefits prevailing when the lockout started. Seafarers Log �Transfer Expecfed Soon Galveston USPHS Hospital Move Awaits U.S. Funds It's just a matter of time now until the old, deteriorating Galveston USPHS Hospital is moved lock, stock and bar­ rel from its present site to a virtually brand new facility, the Space Center Memorial Hospital, in Nassau Bay, Tex. The Department of Health Educa­ tion and Welfare finally okayed the move late last month after giving in to pressure from the SIU, the HoustonGalveston Health Planning Agency and other concerned community groups sup­ porting the transferral. It was illogical that HEW oppose the move in the first place since it had been determined during public hearings that the move would save the Government literally millions of dollars in capital improvements otherwise necessary for the old Galveston facility. It was shown that improvements needed on the old facility just to meet existing building and other codes would cost $17 million, while the cost of needed replacement construction on present grounds would cost another $18 million, or a total of $35 million in capital improvements. However, a study showed that it would cost the Govern­ ment only $5.4 million to transfer the hospital to the Nassau Bay site, trans- ton, Beaumont and Port Arthur port facilities, as well as the Manned Space­ flight Center and Ellington Air Force Base. In addition, new docking facili­ ties will soon be opening in the Nassau Bay area. Plus for System Above is the Space Center Memorial Hospital in Nassau Bay, Tex. where Sea­ farer patients in the old Galveston USPHS Hospital will soon be transferred. lating into a savings of nearly $30 mil­ with the Galveston facility, although the lion. SIU has suggested it continue to be util­ The Government is also expected to ized by USPHS as an outpatient clinic. save about $900,000 a year in operation The USPHS Hospital's new home in costs for the new facility. Nassau Bay is a four-year old, 130-bed The actual move will begin as soon facility. Empty for about a year, it has as the Ofiice of Management and Budget cost the Federal Housing Authority releases the necessary funds, which is $80,000 per month in mortgage and expected to -be soon. After that, it maintenance costs. should be no more than two or three In contrast to the old site, the new months before the job is completed. facility is more centrally located to areas It is undecided what will be done of main patient loads, including Hous­ " On top of the medical and other bene­ fits the new facility will provide USPHS beneficiaries in the Houston area, the fact that HEW approved the move indi­ cates that the agency may be recogniz­ ing that the centuries-old USPHS sys­ tem is here to stay. For years, HEW had been trying its best to close the eight remaining USPHS Hospitals outright and transfer their operations to existing community facili­ ties. The SIU, with the aid of a number of Congressman, in particular Rep. Jack Murphy (D-N.Y.), has consistently thwarted HEW's efforts in this regard. Taking recent events into considera­ tion, it seems that when the move to Nassau Bay is completed and USPHS beneficiaries are receiving care at the new facility, the USPHS system as a whole may be enjoying its most secure position in many years. Section 203 of S. 9 would amend the Outer Continental Shelf Lands Act of 1953 to require use of United Slates flag ships and extend coastwise trade re­ quirements—including use of U.S. flag support vessels—to devices permanently or temporarily attached to the seabed to explore, develop or produce resources. MARITIME AUTHORIZATION The House Merchant Marine Subcommitlce has reported out H.R. 4963 to authorize funds for fiscal year 1978 for maritime programs. Included in the bill is $135 million for construction, reconstruction, and reconditioning of ships and $372,109,000 for operating differential subsidy. Hearings began in the Senate Merchant Marine and Tourism Subcommittee on maritime authorization Apr. 7. WAR RISK INSURANCE CARGO PREFERENCE AND TANKER SAFETY Nine bills have been introduced in the 95th Congress to allocate a percentage of oil cargo to U.S. ships. Although 51 percent of U.S. oil is imported, only four percent is carried on American owned and operated ships. Chairman John Murphy (D-N.Y.) of the House Merchant Marine and Fish­ eries Committee made a strong statement of commitment to cargo preference at the opening of hearings on his bill and several others. He said a viable U.S. maritime capability is essential to national security and our economic wellbeing, and "the decline of the U.S. flag merchant fleet must be arrested by a strong cargo policy which embodies a form of cargo equity." In the Senate, a bill introduced by Senator Magnuson combines cargo prefer­ ence with tanker safety. In introducing his bill, Magnuson stated that by in­ creasing the share of oil cargoes carried by U.S. vessels "we can be assured that oil tankers are manned and operated in a manner which best protects the marine environment." He concludes that if we rely on foreign vessels, we are at the mercy of substandard crews and equipment. Secretary of Transportation Brock Adams, Elliott Richardson, Ambassadorat-Large to the Law of the Sea Conference, and Patsy Mink, Asst. Sec. Desig­ nate to the State Department, have testified for the Administration before the Senate Committee and they supported the idea of increased tanker safety stand­ ards, stressing the importance of approaching tanker safety from an interna­ tional perspective. Hearings are continuing in both houses. OUTER CONTINENTAL SHELF Hearings are continuing in the House and Senate committees on identical bills to regulate oil and gas development on the outer continental shelf. Congressman Murphy, Chairman of the Select Committee on the Outer Continental Shelf, said in his opening statement that he had reintroduced the conference report of the DCS Lands Act Amendment of 1976 as the new bill, H.R. 1614. Senator Henry Jackson (D-Wash.) has introduced an identical bill S. 9. Both committees promised prompt action. April, 1977 The Maritime Administration has announced that it is reinstating the war risk insurance program for U.S.-flag ships only. American-owned, foreign-registered ships which were previously covered will be excluded pending new regulations governing their eligibility. About 75 percent of the foreign-registered ships will be permanently ex­ cluded. The eligibility of a vessel will be based on age, safety and crew and will be determined on an individual basis. The war risk insurance program expired in September 1975 and was ex­ tended by Congress for three years instead of the five-year period which has been traditional. SPAD is the union's separate .segregated political fund. It .solicits and accepts only voluntary contributions. It engages in political activities and makes con­ tributions to candidates. A ineniber may voluntarily contribute as he sees fit or make no contribution without fear of reprisal. Seafarers are urged to contribute to SPAD. It is the way to have your voice heard and to keep your union effective in the fight for legislation to protect the security of every Seafarer and his family. A copy of our report is filed with the Federal Election Commission and is available for purchase from the Federal Election Commission, Washington, DC. Pages ii �In Jacksonville, Fla. Trustees Meeting^ Port Agents Conference Held Ma Bell will tell you to do it by phone, and Western Union might say the telegram's the thing. But if you really want to know what's going on in your industry in other parts of the coun­ try, the best advice is to go there and find out for yourself. It was with this in mind that the SIU initiated a new program of holding its Houston SIU Representative and Union trustee Joe Sacco goes over his paperwork. bi-monthly Trustee meetings at differ­ ent SIU halls instead of the traditional meeting places in New York or the Lundeberg School in Piney Point, Md. The SIU also added a new dimension to these gatherings with the establish­ ment of a two-day port agents' confer­ ence to be held immediately after the Trustees' confab. The Trustees, both Union and man­ agement officials from around the coun­ try, are the overseers of the SIU's eight multiemployer Plans — the Seafarer Welfare, Pension and Vacation Plans, the Great Lakes Tug and Dredge Pen­ sion Plan, the Seafarers Hiring Hall Fund, the Harry Lundeberg School of Seamanship and the United Industrial Workers Welfare and Pension Plans. The Trustees' main function is to en­ sure that SIU members are receiving the proper benefits under the Plans. They also review trust fund investments; ap­ prove special requests for benefits, and review the work and operation of the Plan's administrative staff. At their most recent meeting, the Trustees ap­ proved an important new benefit for those eligible for the Early Normal Pen­ sion (see related story in this issue of the Log). Better Communication The first double conference—trus­ tees followed by port agents—was held Irv Saunders, Dunbar and Sullivan Dredging Co, trustee, reads a report. At the Port Agents Conference in Jacksonville is SIU President Paul Hall (right) and Executive Vice President Frank Drozak. SIU Headquarters Representative Edward X. Mooney (center) makes a point at the Port Agents Conference as Baltimore's Agent Ben Wilson (left) and Seattle's Agent Harvey Mesford look on. Page 10 in the friendly atmosphere of the SIU hall in New Orleans, and the second was held last month at the brand new Union hall in Jacksonville, Fla. Even­ tually, these meetings will reach ports on the East and West Coasts, the in­ land waters and the Great Lakes. The goal of these meetings is to fos­ ter better communications among the Union's leadership by providing a regu­ lar forum for the discussion of maritime issues and the problems facing the Union and the industry. It also gives the leadership the opportunity to meet with some of the local Union members and focus on the specific problems of that area. SIU Executive Vice President Frank Drozak, who is also a Union trustee for the Seafarers Welfare and Pension Plans, Hiring Hall Fund and the Harry Lundeberg School, put the new con­ cept into its proper perspective. He said, "the SIU is a very widespread or­ ganization with extremely mobile mem­ bers, who might visit 10 or 20 ports annually in the U.S. alone. So if there's a problem in New York, it's not just New York's problem, it's really every­ one's concern." He added, "if our membership is to continue to receive the best representa­ tion possible, I believe that every SIU official must know the issues and prob­ lems within the Union no matter what they are or where they exist. I believe these conferences will go a long way in bringing about better, more open com­ munications in alLareas of the Union." Drozak concluded, "this will make us a tighter knit organization better able to provide for the needs of all SIU mem­ bers whether they be deepsea, Lakes or inland waters seamen," Making a point at the Port Agents Conference is New Orleans' Agent Buck Stephens. Harry Slayton is UIW trustee of the Seatrain Ship­ building Corp. Jack Bluitt (right) Detroit agent, speaks to. SIU Headquarters Representative Fred Farnen (center) while San Francisco's agent, Steve Troy listens at the conference. Seafarers Log �Seafarers Pension Plan Adds New Benefit The Trustees of the Seafarers Pen­ sion Plan have added a new and im­ portant benefit for eligible particpants who qualify for the Early Normal Pension Benefit. The new benefit is called the Early Normal Pension Supplement. Eligibility for the Early Normal Pension Benefit, which is available only to seamen (Deep Sea-Lakes) requires that the applicant be at least 55 years of age and have 7,300 days of service. The employee must also have at least 90 days of service in the calendar year preceding the date of his application. The Early Normal Pension Bene­ fit is $350 monthly. However, if the eligible participant continues his em­ ployment after becoming eligible for the Early Normal Pension Benefit, he will receive an additional $15.00 a month for each 365 days of service until he reaches a maximum of $455 a month. Under the new benefit, the Early Normal Pension Supplement, those Seafarers who are eligible for the Early Normal Pension Benefit, and who thereafter continue to work at least an additional 730 days, will be eligible to receive the Early Normal Pension Supplement. The Supple­ ment is in addition to the increase to his pension benefit earned by work­ ing the additional 730 days after reaching age 55 and having 7,300 days of service. This pension supplement will be a lump sum payment equal to 12 times the participant's monthly pension benefit which shall be paid during the month of January in the calendar year following the date the partic­ ipant begins receiving the Early Normal Pension Benefit. In satisfying the service require­ ment of the additional 730 days, time when the participant is tem­ porarily disabled and receiving Sick­ ness and Accident Benefits or Main­ tenance and Cure or Hospital Benefits shall not be counted. Only seatime (actual employment time) will be counted. Also, to be eligible for the Pension Supplement, the participant must have 90 days of seatime after January 1,1977. Normal Pension Supplement Benefit shall not be paid. It should also be noted: The Early Normal Pension Supplement is a one time lump sum payment to the eligi­ ble pensioner and is to be paid to the pension during the month of January of the calendar year immediately fol­ lowing the calendar year in which the application of the pensioner for the Early Normal Pension is made. This Pension Supplement lump-sum payment shall not be paid to any other person except the pensioner. If an eligible employee should die prior to applying for his Early Normal Pension Benefit, the lump-sum Early If an employee is at least 55 years of age and has credit for 7,300 days of service, he is eligible for the Early Normal Pension Benefit of $350 a month. If such eligible employee continues his employment (Deep Sea-Great Lakes) and receives credit for an additional 730 days of service, he is entitled to two increases, an ad­ ditional $30 a month pension benefit, as the Early Normal Pension Supple­ ment equal to 12 times his monthly pension benefit. Therefore, in addition to his monthly benefit of $380 he will re­ ceive a lump-sum. one time payment of 12 times $380 .= $4,560. Of course, if he continues his employ­ ment and receives additional service credit his monthly pension benefit will increase by $15 a month for each additional 365 days of service up to a maximum of $455. His Early Normal Pension Supplement will likewise increase, as shown in Chart I. CHART I 7,300 7,300 7,300 7,300 .7,300 7,300 Monthly Pension Benefit Supplement Day of service plus 730 days of service—$380.00 Days of service plus 1,095 days of service— 395.00 Days of service plus 1,460 days of service— 410.00 Days of service plus 1,825 days of service— 425.00 Days of service plus 2,190 days of service— 440.00 Days of service plus 2,555 days of service— 455.00 $4,560 lump-sum 4,740 lump-sum 4,920 lump-sum 5,100 lump-sum 5,280 lump-sum 5,460 lump-sum HOW THE EARLY NORMAL PENSION SUPPLEMENT WORKS: Hall Deplores Coast Guard's Low Budget Bid for Safety at Sea Despite an admitted lack of "re­ sources," the Coast Guard has failed to ask for a budget big enough to en­ force safety regulations at sea, SIU President Paul Hall protested in a let­ ter to Rep. Mario Biaggi (D-N.Y.), chairman of the House Subcommittee on Coast Guard and Navigation. The Coast Guard's inadequate budget request for 1978 is another reason why subcommittee hearings should be held to investigate the Coast Guard's prac­ tices, Hall said in his letter of Mar. 30. The SIU requested these hearings al­ most a year ago, backed by evidence of the Coast Guard's "continuing failure" to carry out its responsibility, under law, for safety of life at sea. In April 1976, the Union complained that nothing was being done to enforce the three-watch statute, which was en­ acted to prevent hazards on long voy­ ages caused by seamen working exces­ sive overtime. The Coast Guard blamed lack of "resources" for its failure to en­ force this statute, but it never requested additional funds to solve the problem, Hall pointed out. No action on the three-watch statute is only one example of the Coast Guard's lack of concern for merchant seamen. Hall listed many other long­ standing safety issues which the Coast Guard has been content to ignore. Not Set Health Standards It has not set overall safety and health standards for vessels under its jurisdic­ tion which it proposed in August 1975. Nor has it attempted to gather any spe­ cific information to determine what these standards should prevent, such as the effect of excessive overtime on crew performance, morale and health. Regular inspections of lifeboat equip­ ment on Great Lakes vessels have also not been conducted. Hall said. More­ over, the Coast Guard has not taken any action to protect the safety of sea­ men on offshore oil drilling rigs. "We believe the Coast Guard has been deficient in the discharge of these and other of its statutory responsibili­ ties," Hall maintained. "Its 1978 budget request, however, reflects no apparent changes." U.S.-Soviet Sign Bilateral Grain Shipping Treaty U.S. and Soviet officials have finally put their John Hancocks on a new bi­ lateral grain shipping agreement for 1977. The agreement includes a plan to make up an estimated 1.2 million tons of grain due U.S.-flag vessels under 1975 and 1976 agreements but not al­ located to them. In all, U.S.-ffag tankers could be carrying as much as 3.3 million metric tons of grain to Russia this year with the combined total of the usual one- third share and the make-up tonnage. The Russians have also agreed to pay a freight rate of $16.47 per ton, up from $16 a ton, the rate set in December 1975. The additional 47 cents is sup­ posed to compensate U.S.-ffag lines for lost revenue from previous share short­ ages. The terms of the new agreement arc essentially the same as in all the bilat­ eral agreements between the two nations since 1972. U.S.-flagships are guaran­ teed one-third of all grain cargoes mov­ ing to Russia with one-third each reserved for Russian and third-flag carriers. The formal signing of the new agree­ ment took place in Washington, D.C. after nearly a year of negotiations there and in London and Moscow. Robert J. Blackwcll, assistant secretary of com­ merce for maritime affairs was chief negotiator for the U.S. Tug C. R. Hoyden Is Launched in Gulf The SlU-contracted G. & H Towing Company of Houston has launched the brand new tug C. R. Hayden. The 3200 hp. ship-docking tug will operate in the Houston-Galveston area. The Hayden is the second new boat which G & H has brought out this year, and two more identical 3200 hp. tugs are currently being built by Todd Ship­ yards. In addition, the company is plan­ ning a further building program, the details of which are still uncertain. G & H Towing is just one of the SIU's rapidly growing inland com­ panies, which provide more Jobs and greater job security for SIU inland boat­ men. April, 1977 BAL 80 HOUST JAC^r^ilLE Ndf YOR Page 11 �IP Rail Cor Ferry Chief Wowatam Will Continue to Run The SlU-contracted Chief Wawatam railroad car ferry will continue to run —at least for awhile—now that the Michigan Highway Commission has GREAT LAKES authorized $400,000 for needed re­ pairs. Since 1911, the hand-fired, coal burning steam vessel has been shuttling rail cars across the Straits of Mackinac from St. Ignace on the Upper Michigan Peninsula to Mackinaw City on the Michigan mainland. The car ferry links vital rail lines between the two points. In accepting recommendation by the Michigan Department of State High­ ways and, Transportation that repairs be made, Peter B. Fletcher, the high­ way commission chairman, said the continued operation of the only rail link between Michigan's two peninsulas "must be attempted as part of our gen­ eral transportation program." He added, however, "We must continue to experiment, to explore, to try other modes of transportation." The U.S. Coast Guard recently com­ pleted an inspection of the Chief Wa­ watam at the request of the Michigan Department of State Highways and Transportation and indicated it would cost a minimum of $750,000 to bring the vessel up to 1976 standards. The highway commission will ask the Coast Guard to authorize continued operation of the ferry until another vessel can be found to replace it. Alternatives to the accepted proposal were abandonment of the service, con­ version to a tug-barge operation, or in­ terrupting the service for drydock ex­ amination and repair of the ferry. In February the Chief Wawatam re­ ceived a temporary reprieve from plans to convert her to a barge when the Michigan Highway Commission split 2-2 in a vote on the proposal. Attempts to replace the Chief Wawatam failed in the past, however, when winter ice blocked passage for tug-barge combi­ nations and other boats. Community Very Active The local community was extremely active during the past few months writ­ ing letters and organizing to keep the Chief Wawatam railroad car ferry in operation. The ferry is owned by the Mackinac Transportation Co. and is assigned un­ der Interstate Commerce Commission service order to the highway commis­ sion. It is operated for the commission by the Straits Car Ferry Service Corp. Labor-Management Croup Commend Carter on Economics The following statement was released by the Labor-Management Group, an informal, private group comprised of eight labor leaders and eight business executives, following their April 18 meeting in Washington, D.C.: "The Labor-Management Group, which George Meany and Reginald Jones co-chair, is pleased to cooperate with the President, as he announced on April 15, on a broad range df economic policy questions. These include "objec­ tives for our economy, for job creation and inflation reduction, to help work out approaches to achieve these objec­ tives and to monitor the result on a continuing basis." The Group expects that the President and his advisors will continue to solicit views on these ques­ tions from a wide range of other private sources. The Group met on April 18 with Secretary Blumenthal, Chairman of the Economic Policy Group of the Administration, and Secretary Mar­ shall. "The Group commends the Presi­ dent for the main themes of his State­ ment on Inflation; There are indeed "no magic solutions in the battle against inflation"; and "making progress in dealing with this problem has to be a long-term task." The President has well avoided the course of controls and guideposts which has proved counter­ productive. "This Labor-Management Group, comprised of eight labor leaders and eight business executives, is an informal private extension of formal committees that has met together over the past four years. We have come to have a mutual respect for the roles and positions of each other in our concerns with eco­ nomic policies and the future of our country. The Group has been ably as­ sisted by st.nfT resources drawn from the constituent organizations working on particular issues. "The Group docs not always agree, but it docs always engage in candid and vigorous discussions on issues it elects to place on its agenda; it seeks practical approaches to hard questions, and it has often been able to reach a consensus on issues of domestic and international concern vital to workers, business en­ terprise and to the American people as a whole. We have been currently work­ ing on job creation and measures to deal with unemployment and energy policy. "The labor and management mem­ bers do not have the authority to com­ mit their constituencies on any pro­ posed course of action. They are in a position, however, to seek to persuade and convince their respective communi­ ties of the wisdom of policies they ad­ vocate together. "When the Group has reached a full meeting of minds, ordinarily it makes them public so that all may see and comment upon these views and sug­ gestions. "American labor and management New York Philadelphia Baltimore Norfolk Jacksonville Detroit Houston New Orleans Mobile San Francisco Wilmington Seattle Piney Point San Juan Columbus Chicago Port Arthur Buffalo St. Louis Cleveland Jersey City Page 12 Date May 2 May 3 May 4 May 5 May 5 May 6 May 9 May 10 May II May 12 May 16 May 20 May 14 May 5 May 21 May 10 May 10 May 11 May 13 May 12 May 9 President Martin J. Ward; Auto Work­ ers President Leonard Woodcock, and Steelworkers President 1. W. Abel. Management people include. Ste­ phen Bechtel, Bechtel Corp.; John D. Harper, Aluminum Co. of America; Reginald Jones, General Electric; R. Heath Larry, U.S. Steel; Thomas Mur­ phy, General Motors; Rawleigh Warner, Mobil Oil; Arthur Wood, Sears, Roebuck, and Walter Wriston, First National City Bank. Coordinator of the committee is former Labor Secretary John T. Dunlop. Joe 'Axe' Still Remembers Old Days on the River Retired Boatmen Joe "Axe" Rauch, left, talks over old tirnes with one-time boatmate of his, SIU Vice-President Lindsey Williams in the New Orleans Union hall. Rauch worked the rivers for 50 years before retiring in 1973. MEMBERSHIP MEETINGS' SCHEDULE Port are uniquely dedicated to private enter­ prise, to a free labor movement and to collective bargaining. They share a re­ sponsibility together to the American public for their performance which continues beyond any one Administra­ tion. It is these concerns which bind us together." Among the labor leaders in the Group are: AFL-CIO President George Meany; AFL-CIO Secretary Treasurer Lane Kirkland; SIU Presi­ dent Paul Hall; Clothing Workers Pres­ ident Murray Finley; Teamsters Presi­ dent Frank Fitzsimmons; Plumbers Deep Sea Lakes, Inland Waters 2:30 p,m 2:30 p.m 2:30 p.m 9:30 a.m 2:00 p.m 2:30 p.m 2:30 p.m 2:30 p.m. 2:30 p.m. 2:30 p.m. 2:30 p.m. 2:30 p.m. 10:30 a.m. 2:30 p.m. — — — — 2:30 p.m. — — UIW 7:00 p.m. 7:00 p.m. 7:00 p.m. 7:00 p.m. — — 7:00 p.m. 1:00 p.m. Retired SIU Inland Boatman Joe Rauch recently visited the New Orleans Hall to discuss old times with a former boat mate, SIU Vice-President Lindsey Williams. Brother Rauch and Brother Williams decked together back in the early 30's on Coyle Line boats running between New Orleans and Houston. Joe "Axe", as he is known to friends, retired in 1973 after 52 years working on tugs and towboats. He remembers when navigational improvements on the waterways were minimal. He recalls, for instance, "the Houston Ship Channel was once so narrow that two ships couldn't pass each other—one would have to pull over and berth." Brother Rauch started out as a deck­ hand in New Orleans harbor in 1921. ByQl932 he was licensed as 1st Class Pilot, and he worked in the wheelhouse for another 41 years, mostly for the SlU-contracted Coyle Lines and Cres­ cent Towing and Salvage Company. Brother Rauch is especially apprecia­ tive of his SIU pension, because he re­ members the days when a tug or towboat deckhand made $41 a month, be­ fore there were any unions on the rivers and harbors. He remembers the first boatmen's union, the old Marine Allied Workers Division, an SIU affiliate which later became the Inland Boatmen's Union. The IBU, of course, merged last year with the SIU. Joe "Axe" manages to remain very active in his retirement. He lives with his wife Juanita in Algiers, across the river from New Orleans. When he isn't tending his sizeable vegetable garden, he is usually painting and fixing up his house. He also is an active member of the American Legion. Despite how busy he is, Brother Rauch just can't stay away from the tugs completely. He works a fews hours a week as a security guard at the Cres­ cent Towing and Salvage dock. "My whole salary goes to bingo," admits Joe with a chuckle. Seafarers Log �Subsidy Programs Mean More Ships, Jobs MARAD: Sparks Shipbuilding, Cargo, Ports This is the tenth in a series of articles which the Seafarers Log is publishing to explain how various organizations affect the jobs and job se­ curity of Seafarers. More ships mean more jobs. No one knows this simple fact better than Seafarers. But not all Sea­ farers realize that the power to .spark U.S. ship­ building rests within what they might dismiss as just another Government agency. The U.S. Maritime AdminJ.stration, part of the Department of Commerce, is far from a remote or vague bureaucracy. It is the Government agency charged with the major responsibility for all as­ pects of U.S. maritime policy. Dedicated to maintaining a strong American merchant marine, MARAD touches the lives of Seafarers and all maritime workers. It does so in the biggest way through its subsidy programs which offset low-cost foreign competi­ tion by providing millions of Federal dollars to strengthen the U.S. licet. The.se programs, created by the historic Merchant Marine Act of 1936 and bolstered by the Merchant Marine Act in 1970, contribute a large .share of the cost of building, refurbishing and operating certain U.S.-llagships. To be eligible for a construction subsidy, a ves­ sel must be built in the U.S., owned by an Ameri­ can citizen, manned by an American crew and operated under the U.S. flag. Many of the new SlU-contracted ships such as the SS Sam Houston (Waterman), Golden En­ deavor (Aeron Marine) and the 225,000-dwt tanker Wdliamsburgh (Tyler Tanker) were built under subsidies granted by MARAD. Building and reconditioning U.S.-flagships is also made easier by MARAD's financing guaran­ tees and capital construction fund agreements which allow shipowners to raise the large amounts Port development is another part of the mari­ time industry influenced by MARAD's wide reach. The agency works with individual ports in re­ gional planning programs and offers various tech­ nical and promotional assistance to encourage the most efficient means of moving the nation's cargo. Planning for the future is an es.sential part of MARAD's job. Its extensive research and devel­ opment programs have led to innovative shipping technology, in port and at sea, which insure the competitivene.ss of the U.S. fleet. Just last year, MARAD unveiled a $12-million computerized simulator—the most .sophisticated of its kind in the world—which can reproduce navigational sit­ uations and ultimately help prevent marine acci­ dents. of money needed to modernize their fleets. Help.s Find Cargo But building the ships is only half the battle. MARAD also plays an active role in finding cargo for U.S. vessels in domestic and foreign markets. The first major bilateral shipping pact between the U.S. and a foreign nation—the U.S.-U.S.S.R. Shipping Agreement of 1972—was made possible through MARAD's efforts, in the past the Soviet Union did not live up to its commitment to trans­ port one-third of its grain shipments on U.S. flag­ ships, but MARAD's recent perserverance won compensation in higher shipping rates and assur­ ance that more U.S.-flagships would now be used in trade between the two nations. The chief U.S. negotiator in the talks was Maritime Administra­ tor Robert Blackwell. The simulator was presented to the public on the grounds of the U.S. Merchant Marine Acad­ emy in Kings Point, N.Y., another area of MARAD's responsibility for the nation's maritime future. Young men and women tire trained to be­ come merchant marine officers at the academy and many take specialized maritime courses at other regional institutions operated by the agency. Sea­ farers receive an important part of their training at the firefighting school in Earle, N.J., which is also run by MARAD together with the Military Sealift Command. Headquartered in Washington, D.C. the agency has Eastern, Central and Western regional offices in New York, New Orleans and San Francisco. A new Great Lakes region was established in 1975 in Cleveland, Ohio. From the ships to the cargo to the crews, all links in the chain of U.S. maritime activity are strengthened by MARAD. An aprial view of the Golden Dolphin (Aeron Marine) gliding through the ice-filled waters of Staten island Narrows this past winter. The 91,849-dwt tanker is one of the many SlU-contracted vessels built under MARAD's subsidy program. Inset shows MARAD's chief. Assistant Secretary of Commerce for Maritime Affairs Bob Blackwell as he addressed the 1973 SlUNA Convention in Washington, D.C. April, 1977 Page 13 �Rash of Disasters Highlights the Tragic At the end of 1976, a rash of disas­ ters caused by flag of convenience ships brought the issue of these runaway ves­ sels to the public eye. But the problem of ships registered in such countries as Liberia, Panama and Honduras is not new. We have attempted in the article below to give you some history, statis­ tics and solutions to the often tragic problem of flag of convenience ships. Panlibhonco, runaway, or flag of con­ venience, whatever you call one of these fleets it translates into low wages, cutrate operating costs, poor safety rec­ ords, convenient tax dodges and high profits for operators. In 1939 Panama had 722 ships flying its flag and Liberia didn't even have one. By 1965, 4,255 ships were registered in Panama, and Liberia suddenly had a fleet that boasted 18,404 ships. In 1973, reports listed Liberia as the world's largest merchant fleet with 49,824 ships, and Panama had 9,414 vessels. Today, according to a report of the International Union of Marine Insur­ ance, registers of convenience such as Liberia, Singapore, Panama, Cyprus, Honduras, Lebanon and Somalia com­ prise 23 percent of the world's merchant fleet. The reason for this phenomenal growth is easily understood—owners can reap higher profits from their in­ vestments by escaping the taxes of their home country and by hiring crewmen who they pay as little as $25 a month. Another large saving is offered to flag of convenience operators by the lax safety standards and inadequate safety inspections of most convenience regis­ try countries, for, as an International Union of Marine Insurance report points out, "if an owner wishes to put to sea an ill found, undermanned and wornout ship, a flag of convenience is probably his best vehicle for doing so." Prone to Accidents Reporting that flag of convenience ship loss ratios "were three times as high as those of Organization for Eco­ nomic Cooperation and Development (OECD) countries in terms of tonnage and four times in terms of numbers of ships," a new OECD report offers fur­ ther proof of the runaway's poor safety record, pointing out that these fleets account for 37 percent of all ships lost and 39 percent of all tonnage lost. (OECD countries include the U.S., Japan, Turkey and most of the nonCommunist European nations.) The OECD report went on to say that flag of convenience ships "generally are more likely than ships of OECD or the world as a whole to be lost by wreck and foundering, the types of loss most closely associated with inadequacies of ships and personnel." Even if the flag of convenience state has safety standards on its books, most ships under its flag will probably never visit its ports, making safety inspection and enforcement of the regulations im­ possible. Liberian regulations call for the in­ spection of ships registered under its flag once every year. Yet when the Sovereign Edith, an 8,000-ton ship fly­ ing the Liberian flag, was loading a cargo of coke in Tyne, England, an in­ spection by Lloyd's revealed 40 faults in her safety equipment and ITF repre­ sentatives discovered that some of her oflicers did not hold proper Liberian tickets, 95 percent of the crew did not know how to put on life belts and most Broken in two at night, the 600-foot flag-of-convenience tanker, the ST Irene's Challenger, Is still afloat on Jan. 18 200 miles southeast of Midway Is. in the Pacific. Later the sections drifted a mile apart and her crew of 31 was picked up by a freighter. did not know how to launch a lifeboat. In 1970 the Liberian tanker Arrow ran aground in the fog as it approached Port Hawkesbury in Nova Scotia, dumping 10,000 tons of oil into Chedabucto Bay. When a three-man com­ mission of inquiry appointed by the Canadian Government investigated the accident, they found that the tanker had been "operating with almost none of its navigation equipment serviceable." The Arrow's radar and echo sounder were not functioning and the gyro com­ pass had a permanent error of three de­ grees west. The third officer, the officer on watch when the ship ran aground, had no license and the commission said none of the crew had any navigational skills except the master, "and there are even doubts about his ability." "We are well aware of the fact," the cominission's report concluded, "thai no form of transportation can be 100 percent safe but from tbc record avail­ able to us the standard of operation of the world's tanker fleets, particularly those under flags of convenience, is so appalling and so far from the kind of safety which science, engineering and technology can bring to tliose who care, that the people of the world should de­ mand immediate action." It is not only the old, poorly main­ tained and unsafe ships flying flags of convenience that i '•e endangering the world's shipping 1; cs. Many flag of convenience ships especially those owned by large An.-iiCan oil compa­ nies, are among the ! rgest and most modern in the world. ^ et in an attempt to cut corners wherever possible, many of these ships are manned with the smallest crews possible, drawn from the cheapest, and all too often most un­ skilled, labor pools of the world. Where traditional flag countries strictly enforce minimum crew sizes and qualifications for their ships, most flag of convenience countries have only vague rules subject to wide interpreta­ tion by operators. Somalia, for example, simply requires that a vessel have a sufficient number of officers and crew to ensure safe navi­ gation. And even where a flag of convenience country does specify minimum quali­ fications for officers, these regulations are impossible to enforce as few runa­ way ships ever call on ports in their countries of registry. This lack of regulation or supervision allows flag of convenience operators to cut manning costs even further by em­ ploying fewer fully qualified officers. Two of the largest ship collisions in maritime history involved flag of con­ venience officers who either held no license or later had their license sus­ pended or revoked for misconduct. In October of 1970 two Liberian-flag supertankers, the 77,600 dwt Pacific Glory and the 100,000 dwt Allegro ran into each other off the Isle of Wight, killing 14 crewmembers. The Allegro's officer on watch at the time of the col­ lision, the third officer, had no license and two of her engineers were also un­ licensed, as were two engineers aboard the Pacific Glory. 33 Men Killed Then in August of 1972 a collision between even larger supertankers occurred in the Indian Ocean. The American-owned 95,000 dwt Oswego Guardian and the 100,600 dwt Texanita were both flying the Liberian flag when they collided in a dense fog, kill­ ing 33 men. At the time of the collision both ships were traveling at full speed through the fog and although both had observed the other on radar, only the Texanita, wait­ ing until the other ship was only four miles away, made any attempt to plot the course of the approaching Oswego Guardian. Immediately after the accident, the master of the Guardian ordered his ship Late last year in fair weather, the prow of the 13,192-ton Panamanian freighter SS Cesira sliced into the port stern of another Panamanian ship, the 10,108ton SS Sapphire spilling fuel oil into Yokohama Harbor. No one was hurt. Page 14 Seafarers Log £1^ �Problem of Flag-of-Convenience Ships flag of convenience fleets. "; ;:^!'s, »• - •;, M-'^. • Aground off Nantucket, Mass. on Dec. 17, the Liberian oil tanker S7 Argo Me/-c/7ar7f is battered by waves on her listing starboard side as building seas awash her aft deck. away from the scene without even at­ tempting to pick up survivors. As a result of investigations into this massive collision, the Texanita's cap­ tain had his license suspended for 18 months and the master of the Oswego Guardian had his revoked. What's being done about these flags of convenience? Within this country efforts to reverse the trend of American companies trans­ ferring their ships to runaway flags are slowly beginning to gain strength. The most recent disasters caused by flag of convenience ships off America's shores have given those efforts new impetus. Currently, hearings are being held in the Congress to see how further tanker disasters off the U.S. can be avoided. The National Maritime Council, an organization composed of Government, labor and maritime industry represen­ tatives, is also helping to reestablish American industry and public interest in the U.S.-flag merchant fleet through its programs. These programs include films, speeches and literature describing the long history of U.S.-flag shipping, as well as dinners and seminars to ac­ quaint American shippers with the economic benefits and guarantees a strong U.S.-flag merchant marine can provide for our country. But the real key to the flag of con­ venience problem lies in legislation, both national and international. Right now the Jones Act protects our merchant marine in the domestic trades from the cut-rate runaways. Cargo Preference Needed This act must be protected against the constant attacks of foreign-flag op­ erators and new legislation which would reserve a fair share of American cargo for U.S.-flag ships must be enacted if the runaway fleets and the problems they generate are to be eliminated. With their poor safety records and their exploitative use of manpower drawn from the world's poorest coun­ tries, the flag of convenience fleets are also an international problem. The International Transport Work- April, 1977 ers' Federation (ITF), an independent international labor organization, has been one of the most consistent and loudest critics of the flag of convenience fleets. In the past, the ITF has fought to establish world minimum pay scales for sailors and to make flag of convenience operators responsible for providing de­ cent safety and humane working condi­ tions aboard their vessels. The ITF and its member unions, which includes the SIU, also support flag of convenience crews in wage or condition disputes and provide aid for crews stranded when these operators abandon ships they consider no longer profitable. Among the ITF's latest activities is an attempt to force Cyprus to investi­ gate the disappearance of the Cretan Star, a Cyprus-flag 30,000 dwt tanker that was lost with its entire crew last July. In calling for the investigation, ITF President Charles Blyth said, "We are sick and tired of these flag of conven­ ience ships disappearing. We must try to get some sense of responsibility into these people who run these ships." The Intergovernmental Maritime Consultative Organization (IMCO) is another world body working to alleviate the problems of flag of convenience fleets, attempting to set minimum safety and training standards for all merchant vessels. Part of the United Nations, IMCO and its Maritime Safety Committee are composed of representatives from all U.N. member countries and are respon­ sible for formulating international treaties regulating manning, training and other minimum safety standards for all maritime nations. As most nations with legitimate mer­ chant fleets already enforce strict safety and training standards, IMCO's regu­ lations are aimed at flag of convenience operators who, in search of higher prof­ its, have switched to these registries to escape regulation. The International Labor Organiza­ tion (ILO), another U.N. body, is also interested in curbing the substandard health and safety conditions fostered by Minimum Standards Just recently the ILO adopted a pro­ posal for world-wide minimum stand­ ards for merchant ships which set up standards for manning and work loads, shipboard living conditions, safety con­ ditions, vacation pay and crewmember competency. Under this proposal, which is clearly aimed at upgrading conditions on flag of convenience ships, vessels could be inspected for health and safety hazards to the crew in any port of call and port officials would have the right to take action to correct conditions on any ships which arc "clearly hazardous to safety and health." If this ILO proposal is ratified by at least 10 countries with a total share of 25 percent of world shipping gross ton­ nage. it will cover all merchant vessels including those flying runaway flags. The SlU participates in the ILO, IMCO and ITF, just as it takes an ac­ tive role in the NMC and in working for American legislation to protect the U.S. merchant marine, in the belief that all opportunities must be taken to curb the flag of convenience fleets and their abuses—both direct and indirect—of the world's seafarers and the world's environment. The Case Is Clear The case against runaway flag fleets is clear—their safety record is appall­ ing, their exploitation of workers is notorious. These fleets include some of the oldest and most unseaworthy vessels, manned by small, often untrained, crews working for exploitative wages and in terrible conditions. Not only do they threaten the health and safety of their crews, but as the record shows, they endanger the safety of all merchant vessels and the environ­ ment of the oceans and shorelines as they travel throughout the world in ever increasing numbers. On a less dramatic, but none the less dangerous, level, they drain off Ameri­ can dollars and jobs, while placing their owners beyond the reach of any en­ forceable law and making it impossible to hold them to their responsibilities to seafarers, to world safety and to Amer­ ica's national security. And all in the name of higher profits for their operators. The bow of the runaway tanker ST Sansinena protrudes from the waters of Los Angeles Harbor on Dec. 18 after an explosion pnd fire destroyed and sank the 810-foot vessels's aft and midsections. ' Page 15 �JNLAND - WATERS SlU member Richard Mesker pours some morning coffee for passenger in the Delta Queen's restaurant. Passengers had high praise for service they re­ ceived from SlU crew. SlU deckhand Chris Osborne helps tie up riverboat Delta Queen to bank in Natchez, Miss. Deckhand Tim Miller was up with the roosters this morning as he soogies deck after overnight rainfall. SIU Crew Makes It a Good Voyage for Passengers on the Delta Queen On a recent cruise of the SlU-contracted steamer Delta Queen from New Orleans to Mem­ phis, many passengers could be overheard mak­ ing a lot of favorable comments about the boat's crew. One woman summed the situation up well: "What a beautiful old boat and a delightful young crew." The 51-year-old Delta Queen, which is on the National Register of Historic Places, is indeed one of the oldest of the SlU's contracted vessels. And her crew includes some of the SlU's young­ est (and in some cases prettiest) members. The SlU represents the Delta Queens deckhands, cooks, stewards, utility men, bartenders, waiters, bus boys, maids, porters, oilers, and firemen. The Delta Queen s bull was fabricated in Scot­ land and shipped to Stockton, Calif, for final assembly in 1926, when she began operating overnight trips between Sacramento and San Francisco. During World War 11 the U.S. Navy used the Delta Queen to ferry troops and wounded in San Francisco Bay. After the War the boat was purchased by Greene Line Steamers of Cincinnati, which later became the Delta Queen Steamboat Company. She was painstakingly disassembled and crated, then towed across 5,000 miles of open sea down the Pacific Coast, through the Panama Canal, and up the Gulf of Mexico to New Orleans, from which point she traveled under her own power. For almost 30 years the Delta Queen has been plying our inland waterways, providing passeng­ ers with a taste of "steamboating," as the experi­ ence was called in the 19th century. Steamboating Page 16 is an elegant adventure. And the Delta Queen's elegance depends not only on her brass and cry­ stal and fresh flowers, but also on the courtesy and efficiency of her SlU crew. The adventurous part of steamboating fortu­ nately no longer includes dealing with such items as chamber pots, l>ut exciting and unexpected events still have a way of occurring on the river. Such an event was this month's historic meeting between the Delta Queen and her newer and larger sister vessel, the SlU-tontracted Missis­ sippi Queen. While the Delta Queen carries 192 passengers and a crew of 75, the Mississippi Queen carries 385 passengers and 125 crew members. The Mississippi Queen, truly "the biggest steamboat that ever was afloat," as she is billed by the com­ pany, was built last year at Jeffboat in Jeffersonville, Ind. at a cost of $30 million. The Mississippi Queen is currently operating between New Orleans and Natchez, Miss., where the two sisterboats tied up together this month for the first time. It was a gala occasion, with passen­ gers and crewmembers from the two boats inter­ mingling excitedly. Many ventured ashore to the bars in the "Natchez-Under-the-Hill" district, once a notorious hangout for thieves, cutthroats, and prostitutes. At midnight the two boats parted, the Delta Queen steaming upriver toward Memphis and the Mississippi Queen turning around for her return trip to New Orleans. Thus ended the first meeting of the only two overnight passenger steamboats operating in our country. Since the passage of the Safety at Sea Law in 1966, the Delta Queen has been operating under a series of Congressional waivers, the latest of which expires in 1983. The boat's hull is of steel, hut her superstructure is wooden, and thus in violation of the 1966 law, which v;as never really intended to cover riverboats. Legislative efforts are underway to exempt the Delta Queen per­ manently from the Safety at Sea Law. The new Mississippi Queen conforms to the Safety at Sea Law and contains no wood except for two grand pianos, the only wood which the Coast Guard would allow. The Mississippi Queen'ji future is thus secure. The Delta Queen s future must be guaranteed, too, for she offers a unique historic experience which should not be ..allowed to pass away. Seafarers Log �If you want a clean engine room, a good time, or a good meal, you might want to visit the following people on the Delta Queen. They are, respectively, and from left to right: Glenn Fugate, wiper; Bill Webster, the bartender, and Mary Schoen, salad girl. fNLAND -v Deckhand. Ms Rusty Harmening, blows whistle for all aboard. Rusty is proud of the fact she can work the deck "as good as any of the men." I. The grand old riverboat Delta Queen approaches Natchez, Miss, You rnight say 1st Cook, Karl Shivers,, is the happiest guy in the galley as he flashes a characteristic smile. April. 1977 Ann Dotson, a maid on the riverboat, has a pleasant smile for everyone. Deckhand John "Cheyenne" Hess gives brass stairs a once over with coat of polish. Page 17 �rV-'lJ i. a Overseas Alice Committee Mobile Patrolman Tom Glidewell (seated left) with Deck Delegate G. L. Winslow at his side after a payoff on Mar. 16 aboard the SS Overseas Alice (Maritime Overseas) is with some of the crew and the Ship's Committee of (standing I. to r.): Engine Delegate and Pumpman Brad Bradshaw; Chief Cook Jake Longfellow, steward delegate; ABs Mark Patterson and Jim Gibson, and Recertified Bosun J. R. Thompson, ship's chairman. Robert E. Lee Committee SlU Partolman Teddy Babkowski (left) sits down with the Ship's Committee of the SS Robert E. Lee (Waterman) of (I. to r.); Steward Delegate Raphael Ascione; Chief Steward Willy Broggs, secretary-reporter;-Deck Delegate E. Clarke, Jr., and Recertified Bosun Alfred Hanstvedt, ship's chairman. Payoff took place at Brooklyn, N.Y.'s Pier 7. Erna Elizabeth Committee Humacao Committee In the port of Baltimore on Mar. 11, the Ship's Committee of the SS Erna Elizabeth (Hudson Waterways) await payoff of the vessel. They are standing (I. to r.): Recertified Bosun Ballard Browning, ship's chairman; Baker Fernando Urias, steward delegate; Chief Steward Sigmund Rothchild, secretary-re­ porter, and seated (I. to r.) Deck Delegate Burton Cwen, and Engine Delegate Edward Krcha. Here's the Ship's Committee of the SS Humacao (Puerto Rico Marine) of (I. to r.): Educational Director Juan Reyes; Steward Delegate B. Baa; Deck Dele­ gate R. Mason; Engine Delegate R. C. D'Anglo, and Recertified Bosun Johan­ nes C. Sorel, ship's chairman, at a payoff in Port Elizabeth, N.J. Monticello Victory Committee Overseas Aleutian Committee Seated with the Ship's Committee of the SS Monticello Victory (Victory Car­ riers) is Chief Pumpman John McClelland, educational director and (I. to r.): Wiper Alton Hickman; Recertified Bosun Beverly Dunn, ship's chairman; En­ gine Utility Willard Grayson, engine delegate; Steward Delegate William "Groucho" Saltarez, and Chief Steward Stanley A. Freeman, secretary-re­ porter. Payoff took place on Mar. 16 at the Exxon Refinery, Bayonne, N.J. Ai a payoff at Long Island Sound's Port Jefferson, N.Y. is the Ship's Committee of the SS Overseas Aleutian (Maritime Overseas) of (1. to r.): Chief Steward Floyd Mitchell, Jr., secretary-reporter; Chief Cook Peter V. Hammel, steward delegate; Rece;tified Bosun Raymond Lavoine, ship's chairman, and Deck Delegate Herbert Thrower. Page 18 Seafarers Log �Son of Inland Boatman Ex-SIU Scholarship Winner Wants to Serve Society Now that he is studying law, former SIU scholarship winner Peter Bakarich, Jr. is looking forward to taking an active role in international issues such as en­ vironmental affairs and human rights. Many current legal questions in the headlines, such as the question of when a person is really dead and how much life support should be given to a person who is dying, are right up his alley. For several years, Bakarich, whose father is an SIU Boatman, studied theol­ ogy, which deals with problems of ethics and religion in a changing world. A theologian tries to come up with solu­ tions to new problems that will fit a religious framework. He began his academic career at Seton Hall University in South Orange, N.J. after winning the SIU four-year scholarship in 1965. In 1967 he re­ ceived another award from the Catholic University of America in Washington, D.C. and between the two grants he was able to move to Washington and study philosophy full time. "The SIU scholarship is set up in a teriflic way," he said. "You can use it anywhere and it is very generous. Of all the grants students had at Seton Hall, the Seafarers' had the highest dollar amount." The cosmopolitan atmosphere of Peter Bakarich, Jr. Washington suited young Bakarich just fine. "There were more universities around, more cultural events and li­ braries," he noted. In 1970, he received a masters degree from Catholic University of America through a special honors program. Then he went to Germany to study theology and religion, thinking that eventually he might like to become a priest. Because of his academic abilities, Bakarich was admitted to a special pro­ gram in theology at the University of Tuebingen in Germany where he did research on a Dutch theologian who was part of a reform movement in the Church. His excellent diploma-thesis Carson C/>/, Nev. Right at the end of last month, the LOG received a fraternal letter from Seafarer Rafael A. Rios of San Pedro, Calif, in which he makes a moving, direct appeal to his Union brothers for help to aid those less fortunate than they are. His letter reads: "This is an appeal to all of my shipmates past, present and future, and to whom it may concern. For the past month, while 1 am between ships, 1 have worked with retarded children at Eagle Valley Home for Children. The fine personnel there are doing a wonderful job and making many self-sacrifices due to the fact that they are in dire need of financial assistance. "How well I remember when we wOuld take up a tarpaulin muster for local orphanages as we were sailing into foreign ports. You were always more than generous. "Please open your heart one more time for a worthy cause. If you are ever in Carson City, Nev., you are always welcome. Send donations directly to: Eagle Valley Home for Children, Route 1, Box 755, Carson City, Nev. 89701." Murmansk, U.S.S.R. Another letter received from Mike Bickel, Route 1, Lenzburg, 111. 62255, appeals to Seafarers and others who may have sailed on the infamous Mur­ mansk run in World War II for information: "I am a graduate student in history at Southern Illinois University, Edwardsville. 111., presently working on my masters thesis. I am researching the condi­ tions of the North Russian ports during the Lend-Lease convoys of World War II. "I would like to contact some of the seamen who have participated on some of these convoys. I would like to be able to obtain firsthand information from these individuals regarding their experiences." USNS Shoshone On the way to a port of call in Turkey last month. Chief Steward B. E. Fletcher of the SlU-contracted USNS Shoshone (Hudson Waterways).wrote: "Early this year we refueled the Navy oiler Kalamazoo 300 miles from Rota, Spain. We received [the following] letter of commendation for a job well done from Rear Adm. S. H. Moore from Washington, D.C. " 'USNS Shoshone master, officers and crew have again demonstrated their proficiency in consol operations at sea with units of the fleet operating forces. Your timely consol aided the Kalamazoo and saved her precious loading time during her scheduled in-chop into the 6th Fleet. Your skill and planning car­ ried out the evolution that demonstrates the merchant marine's support of our nation's naval forces in time of need. Well done.' " April, 1977 was made part of the department's li­ brary. A high point of his trip to Europe was when his father. Brother Peter Bak­ arich, Sr. who works in New Jersey, came over to visit in 1974. Together they toured Europe and went to Yugo­ slavia to the town where his grandpar­ ents were born and raised. They re­ turned on the last voyage of the SS France which was Brother Bakarich, Sr.'s first cross-ocean voyage after a lifetime working on tugs. Once home again, young Bakarich worked as a deacon-intern in a local church, visiting the sick and working with senior citizens. He also worked as a salesman and consultant in a religious book store. But when he looked at possibilities for the future, he realized there were not many job opportunities for teaching theology. While he enjoyed helping people—which drew him to the Church —at the same time, he missed the in­ tellectual stimulation of academic study. Then he decided that as a lawyer he could combine everything he loved: in­ tellectual challenge, working with peo­ ple, and serving society. He is in his first year at Rutgers University Law School. SS Stonewall Jackson In a letter from eighth grade history pupil F. J. "Flip" Donoghue of Pinellas Park (Fla.) Middle School, he wrote: "I thought you might be interested in knowing that our students keep close to the crew of one of the ships that keeps in touch with your Seafarers Log. We also get copies of your paper monthly. "Our Social Studies classes, approximately 500 students, have an Adopt-AShip Plan Club which has been in being since September 1973. We have been most fortunate to start with Master L. O. Warren of the Overseas Joyce to Master F. D. Smith, the present captain of the SS Stonewall Jackson which makes port calls throughout the Near and Far East. "Nearly 500 8th graders at Pinellas Park Middle School have a merchant ship, SS Stonewall Jackson to call their very own. The students, sponsored by the history teachers at PPMS, are part of the nationwide Adopt-A-Ship Pro­ gram. The students maintain contact with the ship through letters sent every five to six weeks. "In reply, Capt. Smith's long and interesting letters are filled with informa­ tion concerning life at sea, the ship's quarters, cargoes, foreign ports and customs, trade, weather and geography. "I want to thank you for your monthly copies of your paper." A total of 317 U.S. merchant flag ships and their crews in the current school year have been "adopted" by fifth to eighth graders in most of the 50 states in the 40-year-old program sponsored by the Propeller Club of the U.S. Other countries also have this plan. When Capt. Warren skippered the ST Overseas Vivian he wrote to eighth graders at the school and even made a special vacation visit there near St. Petersburg to see the display of 10 foot by 20 foot maps chartering the ship's route to Nigeria. His letters bearing foreign stamps helped to enlarge the stamp * collections of 25 students. SS Wacosfa From the SS Wacosta (Sea-Land) Chief Steward Ivan Buckley reports: "On arrival in one of the Italian ports, Livorno (Leghorn) the captain informed us that there was a brother crewmember from the SS Afoundria (Sea-Land) hospitalized there and needed a certain type of blood. "Due to the system of our clinic which states your blood type on each individ­ ual clinic card, in a very short time we were able to identify who had the blood type required by the hospital. Fortunately, when the donors got to the hospital, they were told that the hospital had received the required blood locally. "Last but not least, some of the brothers with other blood types also volun­ teered to give blood in case the hospital could exchange same for the type needed. A vote of thanks to the volunteers and our SIU Clinic for the system. "Our sympathy to the brothers who had to endure the harsh winter. We read about it. The weather over here has been fine or almost, to date." Page 19 �• •-' • " t.-»l«.'.V..:%S i\ .-i |k,5!iT''~-/ijSs>a H#!*'4 •••< 'r-.'vi»Lf " -:' • • '•": ' "fs t'"!v-/.'5.'l>''-x«^i' / 1/ - • \Ji.-- r.-i- III. >s:-. J! i'tl!". rf.'.'fc.v: W., P .^?S "ciS-r- .a" 'f- •p!^i:: -v;: -W '• : ' • ••• T.E WS^' "Wm ac^ i„P*scott SC0^\'^onn »up jonn T. '• •- I4i • /-i?.:. ^ ;, • r-^ -j Here's a to her proud name. '<.?S;45s». "'Ja-' •_• -j.;^ •-'it' ni-tiu..': ,i-:i*-Ai /^* t, .:.yt--n4KV,, ,• •--4!4; ••...:% 4 • r-''-'v-'-v^2 After A Long Cold Winter The Whistles Of Springtime Sound Again on Great Lakes km The eady thaw was welcome on^m board and reunion time began in the Great Lakes this year after the^^m ship^s galleys around the Lakes, most severeminter in anyone's mem- ' . Many Seafarers saifon the same ship ory. By the end of December, most ^ yearmafter year and when these ships were laid up and winter navi- m "homesteaders" get together, they gation was cancelled^ have a winter's worth of tales to tell. Never had steam whistles and ' Back in the SIU halls, officials horns sounded so good ^ tb^ h ' •i4ii. m» murm wr..n «.«.». ,.^.,^mtthedeasy^<^tera^ this March' wlien eh^ne 'dfews re turned id the deep draft vessels /<!. fe- checking seniority few md notifying fit them out for the seasim run. mA?dcmbers to retifrn to their ships. SIU "aft" crews began work first',, "n -'"^K^The best thing about fitout, aclining up Jhe boiiers arid, fixing thM: cording m inoSt Seafarers, is the first pumps while the cooks and porters s pay check. And ifdr next best thing kept chow m the table. Conveyor^ ' is finishing the fitout and starting the men and gatemen checked, out the shipping season again. By the end of belts and motors on the self-unloadt B m-' April, all the SIU freighters should ers. \ be sailing with their cargoes of coal, Finally the deck crews came on'^ fr bre, salt, stone, sand and grain. Svi.' %. •1 >•, . • ..• .. 'T , 1\ A fE r v. iHm Gateman Saleh Muthana clears debris from the deck of the Buffalo (formerly the Diamond Alkali) as the steamer pre­ pares for a new season with a brand new name. t y Aboard the John J. Boland, Conveyorman Mickey McFee checks out the control panel of the self-unloader. LI Htlt: ses^^'-SKs;;:; • •f'tibt \ •• ll Lll s. 1^/ . T all -r> How to keep one's head during an emergency is something that can be learned during a lifeboat drill—even though — — • one member of the John T. Hutchinson's crew seems to AB-Watchman Dick Lovaas, left, makes a turn for the better One of the newest sights on the Great Lakes is the SlU-contracted Paul Thayer (Pringle While standing a gangway watch, AB Walter Przewozniak have lost his. Actually, it's only a blast of steam from the as he and OS John Watson oil the vent caps of the John T. Transit). The Thayer, which is having her cargo holds enlarged at the American Shipbuild- points out the way to visitors on board the John J. Boland ing Co.'s yard in Toledo. Ohio, is scheduled to sail sometime in May. in Toledo. Hutchinson's ballast tanks. engine room blocking the camera's eye. -ri_ i-. • ^ ruc The Detroit Edison undergoes a facelifting as Seafarers get her ready for another season of carrying coal to and from many Great Lake s ports. Page 21 •xki: i:......... ^.1,... :E-. �'Swap' Plan Would Increase Oil Imports President Carter's new energy pro­ gram may prove to be the same old story of sacrifice for the American people and business as usual for the big oil companies. The deciding fac­ tor could be his position on whether or not to export Alaskan oil. Carter said a lot that had to be said in his recent talks to the nation. But he will contradict all of it if he decides to follow the oil companies' proposal to send our much needed Alaskan oil to Japan. The West Coast can't use all of the oil that will eventually ilow through the Alaskan pipeline, but rather than transport the surplus on U.S.-flag ships to the oil hungry Eastern states, the oil companies want to swap it for Japan's supply from the Middle East. From where we stand, this looks like a good way to feed, not U.S. energy needs, but foreign-flag ship­ ping and oil company profits. America's oil should go to Ameri­ can markets. And the safest, most efficient way of getting it there is on U.S.-flag tankers. But the issue is not just jobs for U.S. seamen. One of the major principles of Carter's energy program is to "re­ duce our vulnerability to potentially devastating embargoes" by, among other things, developing a "strategic petroleum reserve." This is why Con­ gress passed legislation to build the Alaska pipeline in the first place— to reduce America's dependence on foreign oil, not increase it. After years of hard won efforts to create an assured domestic oil sup­ ply, we can't afford to swap it for the interests of multinational companies that care little for America's energy independence. Carter sounds like he means what he says in his tough approach to solving the nation's serious energy problems. He can prove it now by rejecting this dangerous trade-off of our oil resources. Hall:5olve Energy Crisis, But Not by Losing Jobs What does the American worker have to do with planning a national en­ ergy policy? Everything. "In the final analysis it's the Ameri­ can worker who will make or break our efforts to achieve security," SIU Presi­ dent Paul Hall said in his speech before the Time, Inc. Energy Conference on Apr. 7 held in Williamsburg, Va. Speaking also as a vice president of the AFL-CIO, Hall presented the Fed­ eration's stand for American energy independence and explained the crucial role of labor in achieving it. He addres­ sed about 100 leaders who gathered at the two-day conference from Govern­ ment, industry, environmentalist groups and other associations involved in or­ ganizing the nation's energy plans. Conserving energy and developing new domestic supplies are essential policies of the future, Hall said, but their price must not be the jobs of American workers. "If the Government threatens or is perceived to threaten the livelihood of millions of Americans and their families by less than carefully implemented en­ ergy policies, it will build in an obstacle that will slow its efforts to achieve the energy goals we all want." The change from one fuel to another, as the new polieies take effect, can take place without economic disaster for the worker. Hall said, if the Government provides a smooth transition period to minimize loss of jobs. Moreover, developing the new sources of energy, such as offshore oil and gas, nuclear energy and increased use of our large coal reserves, will create new in­ dustries and new jobs—jobs which must go to American workers, Hall stressed. "At the very beginning we must stop being so benelicient to other nations by allowing them to share the growth of our energy industry. If we seek en­ ergy independence, let us also become equally self reliant in the skills to pro­ duce the equipment that makes energy and moves it to the final user." Energy independence also means more Government control of private industry. Hall said. This means: • Continued regulation of oil and gas prices; • Taking oil imports out of the hands of private companies, and • Divesture, that is, forcing the big oil cdmpanies to give up their con­ trol of related phases of oil mar­ keting or competing fuels. "I for one believe that our energy in­ dustry in this country may be too fat to get down to the hard task of making this nation more energy self-sufficient," Hall remarked. Developing enough energy to meet the nation's needs is one of the most serious problems facing America, Hall said. "The time is long past for com­ placency and inaction." 'That oil's for you, turkey!' THE CHARLES W MORGAN to the HISTORIC PRESERVATION Thanks Aleutian Developer Crew I would like to express my appreciation and thanks to the crew of the Aleutian Developer for their kind donation when my wife passed away. It was very helpful. Fraternally, Jfohn L. Buckley Seattle, Wash. April, 1977 Official Publication of ttie Seafarers International Union of North America, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO life Need Your Latest Address Vol. 39, No. 4 Executive Board Paul Hall The SIU needs your latest address so that we can maintain an up-to-date mailing list and can be sure that important correspondence gets to you at your home. So please fill out the address form below and mail it to SIU Welfare Plan,275 - 20th St., Brooklyn. N.Y, 11215. Soc. S«c.No, SIU ' .... ' President Frank Drozak Joe DiGiorgio Executive Vice President Sec'retary-T reasurer Earl Shepard Lindsey Williams Paul Drozak Vice President Vice President Vice President Cal Tanner Vice President SEAPABWISjfcURO ILABOR PRESSi Marietta Homayonpour 389 Editor-in-Chief James Gannon Print Last Name ' . First Name Print Number and Street . Dateof 9irth ... y ' City ..,. Mo? ' ^ 'Middle Tnitial State Zip Code i Managing Editor Ray Bourdius Ruth Shereff Assistant Editor Marcia Reiss Assistant Editor Assistant Editor Frank Cianciotti Dennis Lundv Chief Photographer Associate Photographer Marie Kosciusko George J. Vana Administrative Assistant Production/Art Director Published'monthly by Seafarers International Union, Atlantic, Gulf. Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage paid at Brooklyn, N.Y. Page 22 Segfarers Log �BORINQUEN (Puerto Rico Marine Operating), February 20—Chairman, Recertified Bosun Calixto Gonzalez; Educational Director Pantoja Jaime; Engine Delegate George Malinowski; Deck Delegate Franciso Salmiento; Steward Delegate Peter Siems. $75 in ship's fund. No disputed OT. Chairman held a discussion on the Washington Activities Report and the Oil Imports Bill contained in the Seafarers Log. A vote of thanks to the steward depart­ ment for a job well done. Next port in Puerto Rico. ZAPATA ROVER (Zapata Bulk Transport), February 6 — Chairman, Recertified Bosun J. R. Colson; Secre­ tary J. Pitetta; Educational Director R. C. Salley; Steward Delegate M. Cooper. No disputed OT. Chairman advised crewmembers on new wage contract and asked all men to do their best to keep this ship in good condition. Discussed the advantages of Piney Point and upgrading yourself. The crew thinks that the video movies on board ship are a great idea and should be put on all ships. I SHOSHONE (Hudson Waterways), February 6 — Chairman, Recertified Bosun A. E. Weaver; Secretary B. Fletcher; Educational Director M. R. Williams; Deck Delegate J. Wilson; En­ gine Delegate E. Cruz, Jr.; Steward Delegate D. Reynolds. Some disputed OT in deck department. A letter was received from Executive Vice President Frank Drozak in reply to a motion made in the Dec. 5 meeting. On Jan. 25, 1977 we refueled the Navy oiler Kalamazoo 300 miles from Rota, Spain and received a letter of commendation for a job well done from Rear Admiral S. H. Moore. He commended the Sho­ shone, officers and crew for their dem­ onstration of the continued Merchant Marine support of our nation's Naval forces. A hearty vote of thanks was given to the steward department for the wonderful Bar-B-Ques that the crew has been having on the stern of the ship. Next port, Gaeta, Italy. SS DELTA PARAGUAY (Delta Steamship), February 20—Chairman, Recertified Bosun R. D. Schwarz; Sec­ retary W. J. Miles; Educational Direc­ tor F. W. Chavers; Engine Delegate Joseph T. Ryan. $15 in ship's fund. No disputed OT. Chairman advised the steward department of the School in Piney Point and held a long discussion on same. A vote of thanks to the stew­ ard department for good service. Ob­ served one minute of silence in memory of our departed brothers. Next port, Lagos. MOHAWK (Ogden Marine), Febru­ ary 27—Chairman, Recertified Bosun E. Allen; Secretary A. H. Reasko; Edu­ cational Director Kirk; Deck Delegate Nick Swokla. $59 in ship's fund. Some disputed OT in deck department. Chair­ man reported that one man was hos­ pitalized in Djakarta, Indonesia. Dis­ cussed the importance of donating to SPAD. Requested all delegates in each department to have a complete repair list made up. A vote of thanks was given to all crewmembers for keeping the messhall clean at all times. Ob­ served one minute of silence in memory of our departed brothers. Next port Houston, Tex. AMERICAN EXPLORER (Hudson Waterways), February 21—Chairman, Recertified Bosun D. D. Fleming; Sec­ retary D. G. Chafin; Educational Di­ rector Jerry L. Boyce; Deck Delegate Donald Hood; Steward Delegate Henry Armstrong. Some disputed OT in deck department. Chairman asked all mem­ bers to look before walking into pas­ sageways as some painting will be done before payoff. Also discussed (he im­ portance of donating to SPAD. Ad­ vised all crewmembers to read the Sea­ farers Log and to read it well so you will know what is going on in the Union. Observed one minute of silence in me­ mory of our departed brothers. Next port, Beaufort, N.C. INGER (Reynolds Metal), February 27—Chairman, Recertified Bosun Hans Lee; Secretary Duke Hall; Educational Director Theodore Martinez; Engine Delegate A. Herbert. $9 in ship's fund. No disputed OT. Chairman discussed the importance of active participation in all Union activities and the impor­ tance of being aware of your rights under the Constitution and other bene­ fits. When the time arises, it was noted, everyone should get out and vote on pertinent issues. Educational Director advised everyone to get a firefighting certificate and a lifeboat certificate, since it won't be long before they will be re­ quired by the Coast Guard in order to sign on a ship. Also noted that upgrad­ ing is available at Piney Point and everyone should take advantage of it for a better job and more pay. The latest issue of the Seafarers Log was read and discussed at the meeting. The Seafarers Log and books after they are read should be returned to the crew recreation room for all to enjoy. Ob­ served one minute of silence in memory of our departed brothers. Next port, Longview. OGDEN WABASH (Ogden Marine), February 27—Chairman, Recertified Bosun J. Delgado; Educational Direc­ tor A. Ratkovick. No disputed OT. Chairman held a discussion on the points of interest in the Seafarers Log. Also explained about the Alcoholic Re­ habilitation Center. Noted the impor­ tance of donating to SPAD. Observed one minute of silence in memory of our departed brothers. CHARLESTON (Sea-Land Service), February 27—Chairman, Recertified Bosun Jan Beye; Secretary W. Seltzer; Educational Director Charles W. Welsh. $7 in ship's fund. No disputed OT. Patrolman to see Chief Mate about a safety gangway at the Port of Houston since this gangway is unsafe. Next port, Elizabeth. bigesr^of PANAMA (Sea-Land Service), Feb­ ruary 6—Chairman, Recertified Bosun T. Chilinski; Secretary J. E. Higgins; Educational Director Bradshaw; Stew­ ard Delegate H. Martin. Some disputed OT in deck and engine department. A donation of $76 was given to Carlos Bonilla due to the death of his father. It was really appreciated to see so many Brothers turn out in time of need. A vote of thanks to the steward depart­ ment for a job well done. WACOSTA (Sea-Land Service), February 27—Chairman, Recertified Bosun W. Fei!: Secretary 1. Buckley; Deck Delegate James Thompson; En­ gine Delegate Oliver N. Myers. $32 in ship's fund. No disputed OT. Report to the Seafarers Log: "On arrival in one of the Italian ports, Livorno, the Captain informed us that there was a brother crewmember from the Afoiindria who was hospitalized there and needed a certain type of blood. Due to the system of our clinic stating your blood type on each individual clinic card, in a very short time we were able to identify who has the blood type required by the hos­ pital. Fortunately, when the donors got to the hospital, they were told that the hospital had received the required blood locally. Last but not least, some of the brothers with other blood types also volunteered to give blood in case the hospital could exchange same for the type needed. A vote of thanks to the volunteers and our SID clinic for the system." April, 1977 Official ship's minutes were also received from the following vessels. SEA-LAND McLEAN SEA-LAND PRODUCER COASTAL CALIFORNIA VIRGO SEA-LAND CONSUMER WORTH SEA-LAND RESOURCE PONCE MAYAGUEZ HOUSTON JOSEPH HEWES SEA-LAND SAN JUAN AMERICAN HERITAGE PUERTO RICO JEFF DAVIS SUSQUEHANNA ALEUTIAN DEVELOPER SEA-LAND TRADE OVERSEAS NATALIE FORT HOSKINS GALVESTON JOHN TYLER BALTIMORE ELIZABETHPORT ERNA ELIZABETH THOMAS LYNCH SEA-LAND GALLOWAY MONTPELIER VICTORY JACKSONVILLE ZAPATA COURIER SEA-LAND VENTURE CANTIGNY COVE COMMUNICATOR OVERSEAS VIVIAN DELTA ARGENTINA DELTA URUGUAY GOLDEN DOLPHIN GEORGE WALTON BRADFORD ISLAND TAMPA ST. LOUIS ALLEGIANCE SEA-LAND COMMERCE MONTICELLO ViC IORY DEL SOL EAGLE VOYAGER MAUMEE TRANSCOLUMBIA SEA-LAND ECONOMY (Sea-Lnnd Service), February 27—Chairman, Re­ certified Bosun L. V. Myrex; Secretary L. Nicholas; Educational Director H. Duhadaway; Deck Delegate D. J. Yannuzzi; Engine Delegate R. J. Thompkin; Steward Delegate H. Jones, Jr. Chairman brought to the attention of all crewmembers the highlights of the Seafarers Log which was most informa­ tive relating to the present and future situation of the maritime industry. Also, the tax information was appreciated by all. Secretary's report gave an honor­ able mention for our Vice President, Frank Drozak who is always prompt in answering the rank and file from our shipboard meetings. From the Secre­ tary's point of view, this acknowledge­ ment makes the meetings more interest­ ing to all crewmembers. Educational Director reintroduced a reprint on the supplement of the Alcoholic Seminar and was very praiseworthy in the head­ way that has been made in this en­ deavor in such a short time. $10 in ship's fund. No disputed OT. Next port, Rotterdam. MOUNT EXPLORER (Mount Ship­ ping), February 27—Chairman, Ted Densmorc; Secretary A. Salem; Educa­ tional Director Robert Tims; Deck Del­ egate F. R. Scharz; Engine Delegate T. W. Finch; Steward Delegate Y. Mc­ Millan. No disputed OT. Secretary ad­ vised all crewmembers to read the Sea­ farers Log and to pass it around to your shipmates when you are finished with it. A vote of thanks to the steward depart­ ment for a job well done. Next port, Texas City. SEA-LAND MARKET (Sea-Land Service), February 28—Chairman, Re­ certified Bosun W. Nash; Deck Dele­ gate V. Genco; Engine Delegate C. C. Hall; Steward Delegate F. Rogers. No disputed OT. Chairman noted his ap­ preciation for the cooperation of each delegate in helping to make a smooth voyage. Suggested that we always think safety as it can save our lives. Also dis­ cussed the importance of donating to SPAD. Chairman advised all crewmem­ bers to upgrade themselves. Also those that need help should look into the Al­ coholic Rehabilitation Program. A vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed brothers. Next port, Portsmouth. LONG BEACH (Sea-Land Service), February 21—Chairman, Recertified Bosun T. Price; Secretary M. Costello; Educational Director S. Green. Some disputed OT in engine department. Re­ port to the Seafarers Log: "The Bosun was taken to the Marine Ho.spital upon arrival in New Jersey complaiiiing of a chest pain. As it was late Friday and the Captain or crew did not know that the Bosun would be hospitalized, could not and did not have time to get a replace­ ment for the Bosun, therefore, we sailed short of a Bosun." The crewmembers would like to send the Bosun a get-well telegram. OGDEN WILLAMETTE (Ogden Marine Transport), February 5 — Chairman, Recertified Bosun E. K. Bryan; Secretary E. Kelly; Educational Director H. Meredith; Deck Delegate B. Anding; Engine Delegate L. Cam­ pos; Steward Delegate 1. Gray. No dis­ puted OT. Chairman held a discussion on the Seafarers Alcoholic Rehabilita­ tion program and advised everyone about how successful it is proving to be. Discussed that seamen should realize that alcoholism is a disease and can be treated. Noted the importance of donat­ ing to SPAD. Page 23 �V-.:. DEEP SEA ' i ^ i •' ~ '^'.c .. V' . ,-4»-'• ••••:: ^•''•.•'yyyyyy-/ ^ '<yy'y. . .ly, E >•' •' •» • '• y: y":' .^•••...^••'n'.'V:'". • '/./ '*' " i' •••••>;v.:: ' -y-t^v Longshoreman secure lines to the Sea-Land Finance as she arrives in Oakland after a run to the Far East. Third Cook Fred Arafleia (r.) serves up a corn beef sandwich on rye with chips while Chief Stew­ ard Ahlee King watches. S-L Finance, Beaver State Pay Off on rri he month of January proved to X be a busy one on the West Coast, as the cameras of the Seafarers Log recorded some of the activities there. First of all, the Sea-Land Finance returned from Yokohama for a pay­ off in the Port of Oakland on Jan. 13, The huge containership is one of several SL-7's in the Sea-Land fleet. The F/wrf«c^, nearly 1,000 feet in length and capable of carrying 1,096 40-foot containers, is among the most efficient ships in the world. With a fop speed of 33 knots the Sea-Land Finance and her sisterships hold quick turn-around records over both North Atlantic and West Coast to Far East trade routes. The payoff was ably bandied by San Francisco Pa­ trolman Robbie Robinson. Across the Bay Bridge, in San Francisco's USPHS Hospital, an SIU Representative visited some of tbe Union's members wbo are currently on tbe disabled list. All were glad to receive tbeir Union ben­ efits and were bappy tbat tbe vital USPHS Hospital System is still avail­ able to tbem. sunny Soutbem California, tbe ST Beaver State (Westchester Marine) paid off in El Segundo near Los Angeles. Tbe San Clemente B class tanker, sistersbip to tbe SlU-contracted ST Worth, bad just returned from Dumai, Indonesia carrying 25 million gallons of petroleum. West Coast Patrolman Pat Marinelli was on band to conduct tbe payoff on Jan. 15, and so tbree busy days in California were completed. Day CMED Brian Yelland takes ah oil sample to give to U.S. Customs offi­ cers before the ST Beaver State pays off in El Segundo, Calif. ^ The Supertanker Beaver State seems to be dwarfed by a passing sailboat, as they both fade to silhouettes in the Southern California sunset. AB's Frank Smith (I.) and Flerb Greene secure the jacob's ladder for crewmembers of the Beaver State who will be going ashore. Page 24 -V SIU Patrolman Pat Marinelli (r.) goes over some of the finer points of preparing Beef Wellington with the Beaver State's Steward/Cook Welden C. Wallace in the ship's galley. Cne of the West Coast's most famous landmarks is the beautiful Golden Gate Bridge which spans the bay from San Francisco to Marin County. This photo was taken facing the fab­ ulous City of San Francisco. Seafarers Log �Crewmembers of the Sea-Land Finance gathered in the messhall for a ship­ board meeting before payoff. Patrolman Trevor "Robbie" Robinson (seated) is all smiles as he collects quarterly dues and SPAD donations from crew of the S-L Finance. Lining up behind him are the ship's committee of (I. tor r.): Educational Director Dewey Carruthers; Chairman Jim Pulliam; Engine Delegate Dan Armitstead, and Steward Delegate Chuck Carlson. West Coast; USPHS Hospital Visited There will always be some SID brothers who at any one time are less fortunate than others, but their burden will be eased as long as USPHS Hospitals like the one in San Francisco exist. Some SlU members who are recovering there now are shown in the photos above. At left, pondering a mystery novel, is Brother Gordon Chambers. In the center photo. Seafarer Red Pinkham. In photo at right, reading the Log, is recently retired Seafarer Dan Ticer. We wish them all a speedy recovery. ^Brotherhood m Action And he can get help through the Sea­ farers Alcoholic Rehabilitation Center. The Center really does work—through the Center we've helped over 150 Sea­ farers already. But for it to keep on working, we've got to support it and to get our attitudes straight about drinking. Alcohol may be legal, but alcoholism is just as deadly—and much more com­ mon—than any other addiction. Alcoholic Rehabilitation Center All Seafarers know that drug-use convictions can result in the loss of seaman's papers. This is a really stiff penalty. On the other hand, you can have all kinds of alcohol-related con­ victions, but the government isn't going to take away your livelihood except in the most extreme cases. Still, the most dangerous drug to Seafarers is the legal drug of alcohol. A lot of the things we do can en­ courage a brother to abuse and become addicted toalcohol.We sometimes praise one another for being able to hold so much liquor. Many of us believe that drinking is the manly, seafaring thing to do. Some of us get insulted if a friend refuses to drink with us. And many of us would never, never tell a brother that he drinks too much. Of course, each person is responsible for himself. But as members of the SIU, we're also responsible for one another. April, 1977 It's this concept of brotherhood that makes our Union work. Just as we have worked together in the past to solve our other problems, we must now work together as Union brothers to make sure we have the right attitudes about alcoholism. We have got to reaUy believe—not just say we be­ lieve—that alcoholism is as serious a problem as drug abuse and that it can cost a brother a lot more than his sea­ man's papers. It can cost him his life. If we really do believe these things, then we won't be so hung up on the idea that getting drunk is friendly or manly. Real Union brotherhood means wanting what's best for our fellow mem­ bers. If we know a brother who is an alcoholic, or who looks like he's becom­ ing an alcoholic, we don't want to en­ courage him to go on drinking. We want to encourage him to get help. I am interested in attending a six-week program at the Alcoholic Rehabilitation Center. I understand that all my medical and counseling records will be kept strictly confidential, and that they will not be kept anywhere except at The Center. Name Book No Address (Street or RFD) (City) Telephone No (State) I I (Zip) j I Mail to: THE CENTER Star Route Box 153-A Valley Lee, Md. 20692 or call, 24 hours-a-day,(301) 994-0010 Page 25 �PRESIDENT Paul Hall SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Frank Drozak VICE PRESIDENTS Earl Shepard Lindsay Williams Cal Tanner Paul Drozak HEADQUARTERS ALPENA, Mich 675 4 Ave., Bklyn. 11232 (212) BY 9-6600 800 N. 2 Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Mass 215 Essex St. 02111 (617) 482-4716 BUFFALO, N.Y 290 Franklin St. 14202 (716) TL 3-9259 CHICAGO, m.. .9383 S. Ewing Ave. 60617 (312) SA 1-0733 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) MA 1-5450 DETROIT, Mich. 10225 W. Jefferson Ave. 48218 (313) VI 3-4741 DULUTH, Minn 2014 W. 3 St. 55806 (218) RA 2-4110 FRANKFORT, Mich P.O. Box D 415 Main St- 49635 (616) 352-4441 HOUSTON, Tex 5804 Canal St. 77011 (713) WA 8-3207 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, NJ. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala IS. Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va 115 3 St. 23510 (804) 622-1892 PADUCAH, Ky 225 S. 7 St. 42001 (502)443-2493 PHILADELPHIA, Pa.. .2604 S. 4 St. 19148 (215) DE 6-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 PORT ARTHUR, Tex 534 9 Ave. 77640 (713)983-1679 SAN FRANCISCO, CaUf. 1311 Mission St. 94103 (415) 626-6793 SANTURCE, P. R. 1313 Fernandez Juncos, Stop 20 00909 (809) 724-2848 SEATTLE, Wash 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo.. .4581 Gravois Ave. 63116 (314) 752-6500 TAMPA, Fla.. 2610 W. Kennedy Blvd. 33609 (813) 870-1601 TOLEDO, Ohio 935 Summit St. 43604 (419) 248-3691 WILMINGTON, Calif. 510 N. Broad St. 90744 (213) 549-4000 YOKOHAMA, Japan P.O. Box 429 Yokohama Port P.O. 5-6 Nihon Ohdori Naka-Ku 231-91 201-7935 Shipping at deep-sea A&G ports in the month of March picked up by nearly 300 jobs as 1,443 Seafarers shipped out on SlU-contracted vessels. Shipping has been good at all ports for Seafarers for the past six months, and shipping is ex­ pected to remain good to excellent at most ports for the foreseeable future. Dispatchers Report for Deep Sea MAR. 1-31, 1977 Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals Port Boston New York .... Philadelphia . Baltimore . . . Norfolk Tampa Mobile New Orleans . Jacksonville . . San Francisco Wilmington . . Seattle Puerto Rico . . Houston . . . . Piney Point . . Yokohama . . . Totals *TOTAL REGISTERED All Groups Class A Class B Class C Seattle Puerto Rico . . Houston . . . . Piney Point . . Yokohama . . . Totals 6 101 18 34 10 37 56 24 6 534 3 8 2 2 2 2 0 15 2 2 3 2 2 4 0 2 51 0 8 0 0 3 0 0 1 3 0 0 0 0 3 0 0 18 Totals All Departments 3 80 11 28 32 14 23 62 38 25 6 30 4 72 0 1 429 1 40 2 4 10 5 4 24 8 3 5 4 3 20 5 1 139 0 6 0 0 1 0 0 1 2 0 0 1 0 5 0 0 16 7 136 28 51 18 11 49 132 54 52 18 67 15 145 0 4 787 5 7 4 3 3 2 3 17 1 1 4 1 5 3 0 1 60 0 9 0 1 3 0 0 1 1 0 0 0 0 3 0 0 18 0 0 0 0 0 0 0 0 1 0 0 3 0 3 0 0 7 2 110 24 36 17 9 33 108 43 56 21 31 15 95 0 2 602 3 30 2 9 6 2 5 16 8 7 4 10 1 14 0 1 118 0 8 0 1 0 0 0 0 0 ,1 0 0 0 1 0 0 11 1 53 13 22 9 3 24 67 27 34 12 14 10 66 0 0 355 3 4 0 3 1 0 0 1 1 2 2 3 0 3 0 0 23 0 0 0 0 0 0 0 0 1 0 0 0 0 3 0 0 4 3 90 25 45 17 6 20 71 23 42 9 31 15 58 0 1 456 13 89 0 5 2 1 1 2 3 2 2 11 1 45 0 0 177 657 210 ENGINE DEPARTMENT 2 84 13 25 17 10 30 51 30 27 11 24 6 81 0 1 412 2 30 0 6 7 3 3 11 9 4 1 4 2 12 0 0 94 0 3 0 0 0 0 0 0 1 0 0 1 0 3 0 0 8 1 38 11 11 10 3 17 32 14 16 9 2 4 52 0 0 220 2 2 0 3 0 0 0 1 2 1 1 0 0 2 2 0 16 0 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 2 0 59 4 20 24 7 22 56 15 24 7 20 3 64 0 0 325 1 33 3 3 9 2 6 -16 4 8 1 7 0 17 3 1 114 STEWARD DEPARTMENT 3 57 7 8 25 3 16 43 9 16 7 16 6 43 0 1 260 0 22 8 5 7 0 6 25 7 11 1 6 2 26 6 0 132 0 0 0 0 0 1 0 0 0 0 0 9 0 11 0 0 21 ENTRY DEPARTMENT Port Boston New York . . .. Philadelphia . Baltimore . . . Norfolk Tampa Mobile New Orleans . Jacksonville . . San Francisco Wilmington .. Seattle Puerto Rico . . Houston . . . . Piney Point .. Yokohama .. Totals ••REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT Port Boston New York Philadelphia . Baltimore . . . Norfolk Tampa Mobile New Orleans . Jacksonville . . San Francisco Wilmington . . TOTAL SHIPPED All Groups Class A Class B Class C 2 45 4 13 10 2 9 37 16 24 6 17 12 35 0 0 232 1 91 19 22 17 7 13 65 19 28 3 18 9 60 6 0 378 8 46 0 1,398 539 130 . . - , 0 1,014 0 385 44 2,056 •"Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. Page 26 Seafarers Log �SlU, MTD Give Comments at Hearings on* Gas Pipeline Route The continuing struggle for an allI Alaska gas pipeline entered a new arena last month at hearings conducted by the House Sub-Committee on Indian Af­ fairs and Public Lands, O. William Moody, Jr., adminis­ trator of the Maritime Trades Depart­ ment of the AFL-CIO, presented the MTD's support of the trans-Alaska project in his Mar. 18 testimony before the Sub-Committee. The SlU, one of the 43 member unions in the MTD, put its own strong endorsement on the rec­ ord in a letter sent prior to the hearings from SIU President Paul Hall. The Sub-Committee, chaired by Rep. Teno Roncalio, (D-Wy.), is part of the House of Representatives Committee on Interior and Insular Affairs which has jurisdiction along with the Federal Power Commission to determine the pipeline route. made a preliminary ruling Feb. 1 in favor of the Arctic route but a final de­ cision will not be submitted to President Carter until the summer. President Hall immediately criticized the Feb. 1 ruling and in his letter to Chairman, Roncalio reaffirmed the benefits of the El Paso pipeline. (See page 3 of February Log) Both Hall and Moody pointed out the widespread advantages of the allAlaska route for the U.S., especially in terms of more jobs for American workers. The use of U.S.-flag LNG tankers would be "an enormous boost" to the American merchant marine. Hall said. Moreover, the construction of the pipe­ line itself, the liquefication plant and Three routes have been proposed. The El Paso Alaska Company's "AllAmerican" pipeline would originate in the North Slope natural gas fields of Prudhoe Bay and end at the southern Port of Valdez where the gas would be liquefied, loaded on U.S.-flag LNG tankers and shipped to the West Coast for distribution. Two competing pro­ posals from the Arctic Gas and Alcan Pipeline Companies would entail pipe­ line transportation through Canada. Hail Criticized Ruling An FPC administrative law judge service and supply industries all within the U.S. would "generate more than three times as many man-years of U.S. employment as either of the transCanada proposals," he explained. Other benefits to the American econ­ omy—$9.2 billion in federal income taxes paid over the life of the El Paso project—and quicker delivery of gas to the U.S. consumer were also stressed. An all-Alaska pipeline would pro­ vide complete U.S. control of its crucial energy resources Hall and Moody maintained. It would also prevent "se­ rious enviromental intrusion into the Arctic National Wildlife Range." Fur­ ther, both Canadian pipelines face unsettled native claims in the Yukon territory. Hall explained. Speedup Boost Giyen to Strategic Oil Stockpile Plan i The Federal Energy Administration plan to stockpile oil as a hedge against another Arab oil embargo or other supply cutoff received a boost recently when President Jimmy Carter requested additional funds to speed the program along. With the increase of $1.3 billion that Carter asked for over former President Gerald Ford's $1.7 billion, the Strategic Petroleum Reserve (SPR) Program will be able to store 250 million barrels of oil by the end of 1978 and 500 million barrels by 1980, rather than by the end of 1982. The speedup will increase the pro­ tection of areas in the country such as the Northeast and Midwest that would be hard hit by a cutoff in fuel supplies. In December, the Federal Energy Administration announced that stock­ piling the oil in Gulf Coast salt domes would be the best alternative among many considered because it is the least expensive. Among the other plans was a proposal to store the oil in tankers off the coast of Hawaii and the East Coast of the U.S. In case of an emergency, the Govern­ ment would allocate the oil to the parts of the country where it is needed most. It would be sent to refineries and then to its final destination by the private sector of the economy—the shipping industry and oil companies, who will Notice to Members On Shipping ProceAire When throwing in for work dur­ ing a job call a! any SIIJ Hiring Hall, ineinher.s must produce the following: • meinbership certificate • registration card • clinic card • seaman's papers In addition, when assigning a job the dispatcher will comply with the following Section 5, Sub­ section 7 of the SIU Shipping Rules: "Within each class of seniorityrating in every Department, prior­ ity for entry rating jobs shall be given to all seamen who possess Lifeboatnian eiiflorsement by the United States Coast Guard. The Seafarers Appeals Board may waive the preceding sentence w hen, in the sole judgment of the Board, undue hardship will result or extenuating circumstances war­ rant such waiver." April, 1977 also bid to import the oil that the Gov­ ernment buys. The Federal Govern­ ment will oversee the operation. TI Expresses Support purposes of the SPR program make it essential that the transportation system be as d^endable and secure as we wish the oil reserve to be. Only U.S. ships provide this security. In the past we have seen that in crises, foreign ships are either unreliable or seek to extort Herbert Brand, president of the Washington, E5.C. based Transportation Institute, has expressed firm support for the strategic petroleum reserve. Many of the deep sea and inland U.S. shipping companies which belong to TI —an educational and research organi­ zation—would play a major role in the transportation logistics of both filling the reserve and withdrawing oil in case of an emergency. "This program will provide an added measure of assurance for our nation that a future oil embargo will not cripple our economy or jeopardize our national security," Brand said in a letter to Sen. Henry Jackson (D-Wash.), chairman of the Senate Energy and Natural Re­ sources Committee. Brand urged that U.S. flag vessels be given a key role in the SPR program. "We believe that the national defense from the American people a high price for their services." It is expected that under the Cargo Preference Act of 1954, which applies to Government programs, at least 50 percent of the oil will be delivered on American-flag ships. FLAG Seventy-one cents of every dollar spent In shipping on American-flag vessels remains in this country, making a .very substantial contribution to the national balance of payments and to the nation's economy. Use U.S.-flag ships. It's good for the American maritime industry, the Ameri­ can shipper, and America. Dispatchers Report lor Great Lakes VfAO 1 lO'TT IVIAK. lOl, ly / / *TOTAL REGISTERED Groups Class A Class B Class C TOTAL SHIPPED All Groups Class A Class B Class C **REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT Alpepa . . . Buffalo Cleveland Detroit Duluth ...v.... Frankfoit Chicago . . . . . 1 . .'i Totals . 12 3 10 18 10 21 * 10 84 0 0 10 3 0 1 0 0 1 0 0 1 0 6 1 16 2 0 110 14 1 0 42 8 0 6 0 0 26 0 0 16 4 2 121 16 2 8 3 5 24 5 1 2 48 1 0 3 2 0 0 0 6 0 0 1 1 1 0 0 3 10 1 3 20 4 1 2 41 5 0 1. 3 1 0 0 10 0 0 0 0 2 0 0 2 3 0 3 7 1 0 0 14 0 0 1 2 0 0 0 3 0 0 0 2 0 0 0 2 9 3 8 32 4 5 1 62 14 0. 7 22 5 5 1 54 14 5 11 48 5 7 0 90 73 97 ENGINE DEPARTMENT Alpena .10 Buffalo ........................... . Cleveland .. Detroit Duluth Frankfort.,, Chicago Totals ...... 1 11 29 6 10 12 79 4 0 10 7 1 0 0 0 0 0 1 2 1 1 0 9 0 0 2 0 0 2 15 40 2 10 20 97 3 6 0 2 220 0 0 0 0 0 1 STEWARD DEPARTMENT Alpena Buffalo Cleveland •. Detroit Duluth t.?..... Frankfort Chicago Totals 310 0 0 0 3 0 0 5 1 2 0 4 0 1 0 17 -3 2 0 0 1 3 510 0 0 0 7 0 0 18 3 8 5 46 3 0 2 2 8 0 0 0 0 0 ENTRY DEPARTMENT Alpena Buffalo Cleveland Detroit. Duluth Frankfort Chicago Totals Totals All Departments .r .. 16 2 18 51 7 15 11 120 300 12 1 5 17 5 6 5 51 69 14 4 7 35 5 6 1 72 78 264 44 3 165 *"Total Registered" means the number of men who actually registered for shipping at the port last month **"Registered on the Beach" means the total number of men registered at the port at the end of last month. Page 27 �Martin M. Iturrino, 65, joined the Union in the port of New York'in 1955 sailing as a chief steward. Brother Iturrino sailed 35 years and walked the picketline in the 1961 N.Y. Harbor strike. He was born in Puerto Rico and is a resident of The Bronx, N.Y. flNSIONERS Florian B. Kaziukewicz, 55, Joined the Union in 1946 in the port of New York and sailed as a chief steward. Brother Kaziukewicz sailed 34 years, was on the picket line in the 1965 District Council 37 strike and is a veteran of the U.S. Air Forces in World War II. He was born in Ash­ land, Wise, and is a resident of Chi­ cago, 111. Tahar H. Maswara, 58, joined the Union in the port of New Orleans in 1967 sailing as a fireman-watertender. Brother Maswara sailed 25 years. He was born in Yemen, is a naturalized U.S. citizen and is a resi­ dent of San Francisco. Charles J. Marliniissen, 53, joined the Union in the port of New York in 1967 sailing as a fireman-watertender. Brother Martinussen sailed 25 years and is a veteran of the U.S. Army in World War II. He was born in Bergen, Norway and is a natural­ ized U.S. citizen. Seafarer Martinus­ sen is a resident of Brooklyn, N.Y. i i J Jose Pagola, 65, joined the Union in 1940 in the port of Tampa sailing as a cook. Brother Pagola sailed 39 years. He is also a cigarmaker. Born in Tampa, he is a resident there. % John L. Wliited, Jr., 55, joined the Union in 1944 in the port of New Orleans and sailed as a bosun. Broth­ er Whited sailed 30 years. He was born in Tennessee and is a resident of Lebanon, Tenn. Page 28 Franklin P. Grant, 52, joined the Union in the port of Mobile in 1958 sailing as a bosun. Brother Grant sailed 25 years. He is a veteran of the post-World War II U.S. Army. A native of Alabama, he is a resi­ dent of Mobile. John F. McGarrigle, 65, joined the Union in the port of Buffalo in 1952 sailing as a fireman-watertender. Brother McGarrigle sailed 26 years, part of that time for Kinsman Marine. A native of Maine, he is a resident of Buffalo. * w. John B. Wheeler, 69, joined the Union in the port 6f Baltimore in 1966 sailing as an engineer for the Curtis Bay Towing Co. from 1966 to 1968, Baker and Whiteley Co. from 1968 to 1976 and for the Bal­ timore City Fire Department on a fireboat from 1938 to 1966. Brother Wheeler was born in Wilmington, Del. and is a resident of Baltimore. ii Owen F. Griffith, 60, joined the Union in the port of New Orleans in 1951 sailing as a cook and re­ frigeration engineer. Brother Griffith sailed 29 years. He was born in Royalton, 111. and is a resident there. William G. Hamilton, 62, joined the Union in 1943 in the port of Savannah sailing as a chief steward. Brother Hamilton was born in Ra­ leigh, N.C. and is a resident of Hous­ ton. Terral McRaney, 63, joined the Union in 1942 in the port of New Orleans sailing as an oiler. Brother McRaney sailed 38 years and is a veteran of the U.S. Navy in World War II. He was born in Mississippi and is a resident of Houston. Jean Erich P. Raupach, 67, joined the Union in the port of New York in 1961 sailing as a cook. Brother Raupach was a SIU Canada Seafarer from 1955 to 1959. He was born in Germany and is a resident of Houston. Anastacio P. Barroga, 75, joined the Union in the port of New York in 1960 sailing as a cook. Brother Barroga was born in .San Nicolas, Pang, P.I. and is a resident of Seattle. Jo.se G. Torrefiel, 62, joined the Union in 1945 in the port of New York sailing as a chief steward. Brother Torrefiel sailed 42 years. He was born in the Philippine Islands and is a resident of San Francisco. Dewey M. Saxon, Sr., 59, joined the Union in 1938 in the port of Mobile sailing as a bosun. Brother Saxon sailed 40 years. Born in Ala­ bama, he is a resident of Mobile. John P. O'TooIe, 57, joined the Union in 1943 in the port of Balti­ more sailing as an oiler. Brother O'Toole sailed 34 years and during World War 11. He was born in Bal­ timore and is a resident there. Edwin G. Mitchel, 66, joined the Union in 1946 in the port of New Orleans sailing as a chief steward. Brother Mitchel is a veteran of the U.S. Coast Guard in World War II. Born in New Orleans, he is a resident there. 'mtn'T Henrlk A. Bjerring, 65, joined the Union in 1947 in the port of New York sailing as a bosun. Brother Bjerring sailed 47 years and is a preWorld War II veteran of the U.S. Navy. He was also a mate and shipfitter. A native of Norway, he is a resident of Nanset, Norway. Manuel L. Mayor, 69, joined the Union in the port of Baltimore in 1955 sailing as a chief cook. Brother Mayor was born in the Philippines and is a resident of Middle River, Md. James Lyness, 68, joined the Union in the port of Seattle in 1967 and sailed as an AB. Brother Lyness sailed 37 years, was also an Inland Boatman, and rode both the Bull and Isthmian Lines. He was born in Northern Ireland and is a natural­ ized U.S. citizen. Seafarer Lyness is a resident of Seattle. / Clyde W. Woods, 62, joined the Union in 1945 in the port of Sa­ vannah sailing as a chief steward. Brother Woods sailed 32 years. He was born in Statesboro, Ga. and is a resident of Metter, Ga. // 4 Anthony S. Ferrara, 56, joined the Union in 1949 in the port of New York sailing as an AB. Brother Fer­ rara sailed 32 years, attended a Piney Point Crews Conference No. 10 in 1970 and upgraded to quartermaster there in 1973-4. He was born in New York and is a resident of Los Angeles. Buren D. Elliott, 73, joined the Union in 1945 in the port of Norfolk sailing as a chief electrician. Brother Elliott sailed 33 years and was a HLSS upgrader in 1972-74. He was born in South Carolina and is a resident of Chesapeake, Va. Joseph Di Santo, 58, joined the Union in 1947 in the port of New York sailing as a QMED. Brother Di Santo sailed 28 years and was a 1972-3-4 upgrader at Pincy Point. ^ He is a veteran of the post-World War II U.S. Army. Born in Boston, "jMtm he is a resident of Medford, Mass. Robert W. Smith, 63, joined the Union in the port of Detroit in 1961 sailing as a fireman-watertender and deckhand for Dunbar and Sullivan from 1947 to 1948 and for the Great Lakes Towing Co. from 1948 to 1976. Brother Smith is a veteran of the U.S. Navy in World War II. He was born in Gloucester, Mass. and is a resident of Port Richey, Fla. Michael Pesenak, 64, joined the Union in the port of Detroit in 1952 sailing as a fireman-watertender. Brother Pesenak sailed 52 years. He makes beer cans into miniature fur­ niture as a hobby. Born in Czecho­ slovakia, he is a resident of River Rouge, Mich. John E. Ziegler, 66, joined the Union in the port of Ashtabula, Ohio in 1961 sailing as an oiler for the Great Lakes Towing Co. from 1955 to 1976 and for the Pennsylvania Railroad from 1949 to 1954. Brother Ziegler was born in Pittsburgh, Pa. and is a resident of Ashtabula. Seafarers Log �Francisco S. Costa, 76, joined the SIU in the port of New York in 1958 sailing in the steward department for 43 years. Brother Costa was born in Spain and is a naturalized U.S. citi­ zen. He is also an accountant and is a resident of Brooklyn, N.Y. " .mmr PENsmm Pedro J. R. Garcia, 65, joined the SIU in 1943 in the port of New York and sailed as a bosun and cook. Brother Garcia sailed 38 years and was on the picket line in the 1965 District Council beef. He was born in Puerto Rico and is a resident of Brooklyn, N.Y. Arthur Henderson, 62, joined the SIU in the port of New Orleans in 1954 sailing as a cook. Brother Henderson sailed 31 years. He was born in Algiers, La. and is a resident of Houston, Tex. Casimir Szymanski, 62, joined the SIU in 1947 in the port of Philadel­ phia and sailed as a chief cook. Brother Szymanski is a veteran of the U.S. Army. He was born in Phil­ adelphia and is a resident there. Casmer J. Skowronek, 62 joined the Union in the port of Detroit sail­ ing as a conveyorman. Brother Skowronek sailed 35 years. He was born in Posen, Mich, and is a resi­ dent of Alpena, Mich. Joseph E. Richard, 62, joined the SIU in the port of New Orleans in 1955 sailing as cook. Brother Rich­ ard sailed 31 years. He is a veteran of the U.S. Army in World War II. Born in St. Jame, La., he is a resi­ dent of New Orleans. Martin Ozmlna, 70, joined the Union in the port of Chicago in 1962 sailing as a deckhand for the Great Lakes Towing Co. from 1955 to 1976. Brother Ozmina sailed 28 years. He was born in Chicago and is a resident there. Bruce H. Caufman, 76, joined the SIU in the port of Houston in 1961 and sailed as a bosun. Brother Cauf­ man sailed for 40 years, was on the picketline in the 1921 maritime strike and upgraded at Piney Point. He also worked as a trial crew bosun for the Houston Shipbuilding Corp. from 1942 to 1945. Seafarer Cauf­ man is a veteran of the U.S. Army in World War I. Born in Erie, Pa., he is a resident of Cordova, Ala. Frank J. Niczurawski, 56, joined the Union in the port of Detroit in 1961 sailing as a deckhand for the Great Lakes Towing Co. from 1955 to 1976 and for Dunbar and Sullivan from 1950 to 1935. Brother Niczu­ rawski is a veteran of the U.S. Army in World War II. He was born in Michigan and is a resident of Taylor, Mich. Seafarers Welfare, Pension and Vacation Plans Cash Benefits Paid Feb. 24 • Mar. 23, 1977 SEAFARERS WELFARE PLAN ELIGIBLES Death In Hospital Daily @ $1.00 In Hospital DaUy @ $3.00 Hospital & Hospital Extras Surgical Sickness & Accident @ $8.00 Special Equipment Optical Supplemental Medicare Premiums DEPENDENTS OF ELIGIBLES Hospitar& Hospital Extras Doctors'Visits In Hospital Surgical Maternity Blood Transfusions Optical PENSIONERS & DEPENDENTS Death Hospital & Hospital Extras Doctors'Visits & Other Medical Expenses .. Surgical Optical Blood Transfusions Special Equipment Dental Supplemental Medicare Premiums SCHOLARSHIP PROGRAM TOTALS Total Seafarers Welfare Plan Total Seafarers Pension Plan Total Seafarers Vacation Plan Total Seafarers Welfare, Pension & Vacation April, 1977 Number Amount MONTH TO DATE YEAR TO DATE 16 269 176 15 2 4,894 2 120 16 47 1,115 783 42 7 16,740 9 328 87 414 78 96 21 I 90 1,152 227 307 62 8 251 15 152 85 18 53 0 2 0 2,146 MONTH l ODATE $ YEAR TO DATE 49,000.00 269.00 528.00 397.00 345.00 39,152.00 503.52 3,508.45 1,831.30 .$ 151.543.06 1,117.00 2,349.00 4,345.07 728.00 133,920.00 3,264.71 10,028.93 4,150.70 135,192.04 5,161.42 17,277.54 8,600.00 ' 25.00 2,587.79 350,362.99 11,988.02 53,672.69 21,634.00 433.45 7,336.68 42 491 282 44 144 2 9 2 4,303 64,600.00 28,413.95 4,945.29 2,365.20 1,582.95 0 107.32 0 16,332.50 159,600.00 79,375.32 14,268.76 7,489.70 4,299.05 70.00 1,850.24 750.00 34,819.10 II 30 4,463.60 13,887.43 8,692 2,692 705 12,089 26,514 5,366 2,868 34,748 387,188.87 693,059.01 622,276.47 $1,702,524.35 1,073,283.90 1,380,577.47 2,900,439.07 $5,354,300.44 .< V Geoi^e B. Waller, 62, joined the Union in the port of Philadelphia in 1961 sailing as a captain for the Marine Towing Co, from 1958 to 1959 and as a mate and captain for the Interstate Oil Transportation Co. from 1959 to 1976. Brother Waller is a veteran of the U.S. Naval Re­ serve in World War II. He was born in Baltimore and is a resident of Princess Anne, Md. Evie A. Dougct, 49, joined the Union in the port of Lake Charles, La. in 1959 sailing as an AB. Brother Douget sailed 25 years and was a s. ship's delegate. He is a post-World War II veteran of the U.S. Navy. Born in Louisiana, he is a resident of Mamou, La. Robert L. McDavitt, 51, joined the SIU in the port of New OrIean.s in 1950 and sailed as a chief pump­ man. Brother McDavitt sailed since 1946. He earned his second assistant engineer's license and was on the picket line in the 1961 N.Y. Harbor strike. He is a World War II veteran of the U.S. Navy. Born in Fort Madi­ son, Iowa, Brother McDavitt is a resident of McComb, Miss. Marvin A. Ditzcl, 65 joined the SIU in the port of Detroit in 1960 sailing as a bosun for McKee & Sons in 1970, the B & C Co. in 1971 and the Dow Chemical Co. from 1959 to 1960. Brother Ditzel sailed 41 years. He was born in Duluth, Minn, and is a resident of Toledo, Ohio. Personals Walter Koslckf Your daughter, Jeanette, asks that you contact her as soon as possible at 567 Third Ave., Brooklyn, N.Y. at 499-2446, or contact Ursala at work. 697-0640. John Perez Your son, Rudcy Gomez, asks that you contact him in New York at (212) 588-9467 as soon as possible. Valno Hakkarainen Mr. and Mrs. Pentti Jakama ask that you contact them at their new address, 8 Harris St., Norwalk, Conn. 06850, tel. (203) 847-1943. Biagio Di Mento Mrs. Purificacion Di Mento asks that you contact her as soon as possible at 39 Bam Bang St., Los Banos Laquna, Philippines 3732. Raymond L. Harr Nora Harr asks that you contact her as soon as possible at 2191/2 Park St., Pacific Grove, Calif. 93950, tel. (403) 372-3902. Larry Richardson Mont "Fingers" McNobb asks that you contact him as soon as possible at 98 Mason St., San Francisco, Calif. 94162, tel. (415) 362-0326. R. O. Anderson (Rogner) Bertha Myntle asks that you contact her as soon as possible at P.O. Box 182, Seaview, Wash. 98644. Kenneth Harder Paul Grepo asks that you contact' him at 5173 Brighton St., San Diego, Calif. 92107, tel. (714) 223-7080. Page 29 �B Pensioner James R. Allen, 76, passed ^ * away from a cerebral < ^ ' stroke in the Reno • (Nev.) Convalescent I-fospital on Feb. 7. . Brother Allen joined Bthe SIU in 1938 "in the port of Miami, Fla. sailing as a fireman-watertender. He sailed 45 years and was a veteran of the U.S. Coast Guard. An Alabama native, he was a resident of Reno. Inter­ ment was in Masonic Memorial Ceme­ tery, Reno. Surviving are his widow, Alice, and a sister, Mrs. Alice Hatha­ way of Gardena, Calif. Terrencc J. White, 46, was dead on ar­ rival at Mary's Help Hospital, Daly City, Calif, on Dec. 24, 1976. Brother White joined the SIU in the port of San Francisco in 1957 sailing as a bosun and deck delegate. He sailed 25 years, was on the Sea-Land Shoregang in San Franci.sco in 1968, was a member of the SUP, and received a Union Per­ sonal Safety Award in 1961 for sailing aboard an accident-free ship, the SS Fairport. Seafarer White was a veteran of the U.S. Navy. Born in Boston, Mass., he was a resident of Pacifica, Calif. Cre­ mation took place in the Cypress Lawn Cemetery Crematory, Colma, Calif. Surviving are his widow, Gwendolyn; three sons, Martin, Terrencc and Tim­ othy; a daughter, Kelly Ann; his mother, Mrs. Isabel Oliver of Chelsea, Mass., and his father, Terrencc, Sr. of Nova Scotia, Canada. Pensioner Heinrich Viik, 64, died of a heart attack in the Baltimore USPHS Hospital on Mar. 10. Brother Viik joined the SIU in 1943 in the port of New York sailing as a chief elec­ trician. He sailed 43 years, upgraded at the HLSS in Piney Point, Md. and was on the picket line in the 1961 N.Y. Harbor strike. A native of Estonia, U.S.S.R., he was a resident of Balti­ more. Cremation took place in Greenmount Crematory, Baltimore. Surviving are his widow, Lucille; two .sons, Joseph and Peter, and a sister, Mrs. Leene Taevaskkoja of Estonia. Pensioner Cham­ bers O. Winskey, 66, died of heart failure ^ *>• in the Delaware Val­ ley Hospital, Bristol, Pa. on Sept. 13, 1976. Brother Win\ / skey joined the SIU in 1943 in the port of Baltimore and sailed as a chief steward. He attended Piney Point Crews Con­ ference No. 8 in 1970. A native of Shenandoah, Pa., he was a resident of Croydon, Pa. Interment was in Bristol Cemetery. Surviving are his widow, Bessie; his mother, Blanche of Bristol, and a niece, Mrs. Harriet Fernys of Croydon. Page 30 BBB Alfred E. "Al" ^ Trumbach, 54, died of a collapsed lung in Tampa Memorial W /ite Hospital on Oct. 27, 1976. Brother Trum­ bach joined the SIU in the port of Tampa in 1966 sailing as a cook. He was a veteran of the U.S. Navy in World War II. Born in British Hon­ duras, he was a resident of Tampa. Seafarer Trumbach was also a bar­ tender and salesman. Burial was in the Garden of Memories, Tampa. Surviv­ ing are his widow, Nancy; three sons, Vincent, Joseph and Alfred, Jr., and his parents, Mr. and Mrs. Theodore Trum­ bach. Donald L. Ricketls, 52, died on Mar. 16. Brother Ricketts ^ ^ joined the SIU in the •5^^ port of Houston in 1962 sailing as a cook. He sailed 19 years. Seafarer Rick­ etts was a veteran of the U.S. Navy in World War II. Born in Texas, he was a resident of Houston. Surviving is his mother, Mrs. Bertha Martin of Houston. Pensioner Charles W. Hall, 54, died of heart failure in the Baltimore USPHS Ho.spital on Mar. 6. Brother Hall joined the SIU in 1944 in the port of New York and sailed as a bosun and cook. He sailed 37 years. Seafarer Hall was a veteran of the U.S. Navy in World War 11. Born in Chattanooga, Tenn., he was a resident of Baltimore. Burial was in Mt. Carmel Cemetery, Baltimore. Surviving are his widow, Doris; two sons, Anthony and Daniel; his mother, Mrs. Annie Arwood of De­ troit, and two sisters, Mrs. Grace Jack­ son and Mrs. Lucille Gregory, both of Detroit. Pensioner Manuel Santana, 69, passed away in Puerto de le Luz, Las Palmas, Canary Islands, Spain, on Feb. 14. Brother Santana I joined the SIU in 1945 in the port of Galveston sailing as a wiper. He sailed 30 years and received a Union Personal Safety Award in I960 for sailing aboard an accident-free ship, the SS Frances. Born in Spain, he was a nat­ uralized U.S. citi'^'^n, and was a resident of Las Palmas. Surviving are his widow, Encarcion, and a daughter, luaan. Pensioner Law­ rence A. Price, 49, died on Mar. 15. Brother Price joined the SIU in the port of New York sailing J as a bosun. He had ^ also been an Inland Boatman. Brother Price sailed for 30 years, part of that time for the Curtis Bay Towing Co., and was a docking master in Baltimore Harbor last year. Seafarer Price was a veteran of the U.S. Navy in World War II. Born in Maryland, lie was a resi­ dent of Baltimore. Surviving are his widow, Mary; two sons, Robert and Lawrence, and two daughters, Mary and Lynne. Pensioner Dallas K. Williams, 70, passed away on Mar. 18. Brother Williams joined the SIU in the port of New Orleans in 1957 sailing as an oiler. He sailed for 42 years. Born in Wilson, La., he was a resident of New Orleans. Surviving are a brother, Omar, and a niece, Mrs. India W. Mc Lin, both of Baton Rouge, La. Pensioner Jose S. Pelayo, 83, passed away from pneumo­ nia in Las Pinas, the Philippines on Feb. 11. Brother Pelayo joined the SIU in ^ 1938 in the port of iflH Baltimore sailing as a fireman-watertender. He sailed 45 years. Seafarer Pelayo was born in the Philippines and was a resident of Talon Laspin, Rizal, P.I. Burial was in Las Pinas Cemetery. Surviving are a brother, Gregorio of Aklan, P.L; a sis­ ter, Mrs. Rita P. Supetran of Taglaya, Ibajay, Aklan; a niece, Mrs. Rodela Bofill of Rizal, and a cousin, Amadio Pelayo of Baltimore. Pensioner C. A. Morrison, 53, died on Mar. 18. Brother Morrison joined the SIU in the port of Seattle in 1970 sail­ ing as a firemanwatertender. He ? AHMh sailed 29 years and upgraded at the HLSS. Seafarer Mor­ rison was born in Birmingham, Ala. and was a resident of Seattle. Surviving are five sons, Timothy, Gerald, Robert, Morrie and Gary; two daughters, Terry and Lorrie, and his mother, Mrs. Bertha Siener of Seattle. Pensioner Haakon J. Mourn, 70, passed away on Mar. 17. Brother Moum joined the SIU in the port of New York in 1951 and sailed as a chief electrician. He was on the picket line in the 1961 N.Y. Harbor strike and was a veteran of the Norwegian Navy in World War 11. Born in Borge, Norway, he was a resident of Brooklyn, N.Y. Surviving are his widow, Anne of Long Island City, N.Y., and a son. Jack, also of Long Island City. Pensioner Carl N. Pierce, 56, died of a heart attack in the Biloxi (Miss.) Hos­ pital on Feb. 16. Brother Pierce joined the SIU in 1949 in the port of New York ' sailing as an AB. He sailed 25 years and was a veteran of the U.S. Navy in World War 11. Born in Mobile, he was a resident of Theodore, Ala. Burial was in the Mobile Memorial Gardens Cemetery. Surviving are his widow, Mabel; a son, Joseph and a daughter, Louise Ethel. Pensioner Jo.se Alvarez, 79, passed away on Mar. 17. Brother Alvarez joined the SIU in 1938 in the port of New York sailing as a firemen-watertender. He sailed 45 years and received a 1960 Union Personal Safety Award for sailing aboard an ac­ cident-free ship, the SS Elizabeth. A native of Spain, he was a resident of Brooklyn, N.Y. Surviving are his widow, Segunda and a daughter, Mrs. Carmen M. McCaskey of San Juan, P.R. Michael Toth, 63, died on Feb. 15. Brother Toth joined the SIU in the port of New York in 1961 sailing as a chief , steward. He sailed 43 I years, was on the picket line in the 1961 Greater N.Y. Harbor strike and attended the HLSS Crews Conferences No. 7 and No. 9 in 1970. Seafarer Toth was born in East Pittsburgh, Pa. and was a resident of New Orleans. Surviv­ ing are his mother, Mary; a brother, James, both of East Pittsburgh and a sister, Mrs. Magdeline Rcpie of Pitts­ burgh, Pa. Norman A. Power, 49, died in a fire with his wife, Lorene on Mar. 9. Brother Pow­ er joined the SIU in 1947 in the port of New York and sailed as a bosun. He sailed 32 years and was a veteran of the U.S. Army. A native of North Carolina, he was a resident of Kents Store, Va. Surviving are a sister, Mrs. Virginia P. Rhodes of Richmond, Va., and his mother, Mrs. Bruce W. Power of Louisburg, N.C. Stavros Tzavis, 45, died of natural causes ? ^ on Dec. 31, 1976. Brother Tzavris joined the SIU in the port of New York in 1963 sailing as a chief electrician. He was on the Sea-Land Shoregang, Port Elizabeth, N.J. from 1974 to 1976 and graduated from the Union's MEBA School of Engineering, Brooklyn, N.Y. as a junior engineer in 1969. Seafarer Tzavis was a veteran of the Greek Army from 1953 to 1954. Born in Marseilles, France, he was a resident of Moonachie, N.J. Burial was in George Washington Memorial Park Cemetery, Paramus, N.J. Surviving are his widow, Lorraine; two sons. Carmine and Constandinos; four daughters, Lisa, Constandina, Despina and Theresa, and his mother, Despina. Pensioner Law­ rence V. Springer, / 66, died of heart disease at home in Galveston, Tex. on Jan. ^ 4. Brother Springer joined the SIU in the I port of New York in 1952 sailing as a fire­ man-watertender. He sailed 32 years. Seafarer Springer was born in La Vernia, Tex. Burial was in La Keview Cemetery, Galveston. Surviving are his widow, Violet and a sister, Mrs. Lucille V. Wietzel. Walter M. Thorp, 74, passed away on Mar. 11. Brother Thorp joined the Union in the port of Cleveland in 1958 sailing as a chief steward for the Reiss Steamship Co., Bob-Lo Co., Erie Sand Co. and the Buckeye Steamship Co. He was born in Wisconsin and was a resi­ dent of Glidden, Wise. Surviving are his widow, Irene; two sons, Roland and Roy, and two daughters, Sarah and Caroline. Seafarers Log �Gary J. Strommen, 26, died on Apr. 27, 1976. Brother Strommen joined the SIU in the port of Piney Point, Md. in 1973 following his gradu­ ation from the Harry Lundeberg School of Seamanship (HLSS) that year and sailed in the steward department. He was a veteran of the U.S. Navy before entering the HLSS. Seafarer Strommen was born in Texarkana, Ark. and was a resident of Galveston, Tex. Surviving are his widow, Linda and his parents, Mr. and Mrs. Christopher and Virginia Strommen of Galveston. Francis D. Wall, 79, died of blood poi­ soning in the New Orleans USPHS Hos­ pital on Dec. 15, 1976. Brother Wall joined the SIU in 1945 in the port of New York sailing as a fireman-watertender. He sailed 59 years, rode the Bull Line and attended Piney Point Crews Conference No. 3. Born in Brooklyn, N.Y., he was a resi­ dent of Pompano Beach, Fla. Surviving are two sisters, Mrs. Margaret F. Koster of Pompano Beach and Mrs. Elizabeth A. Brown of Brooklyn. Pensioner Oliver L. Lee, 72, died of lung cancer in the Leesburg (Fla.) Gen­ eral Hospital on Feb. 24. Brother Lee joined the SIU in 1949 in the port of Tampa sailing as fire­ man-watertender and third assistant en­ gineer. He was a 1966 graduate of the SIU MEBA District 2 Training School, Brooklyn, N.Y. Seafarer Lee was a veteran of the U.S. Air Corps. Born in Dover, Fla., he was a resident of Lady Lake, Fla. Burial was in Lady Lake Cemetery. Surviving are his widow, Elizabeth, and a daughter, Gayle. Frank L. Smith, Jr., 62, died of a heart attack in an ambu­ lance on the way to Memorial Hospital, Long Beach, Calif, on Sept. 13, 1976. Brother Smith joined the SIU in 1939 in the port of Boston and sailed as a bosun. He sailed 38 years. Born in Wakefield, Mass., he was a resident of Huntington Beach, Calif. Burial was in Westminister (Calif.) Memorial Park Cemetery. Sur­ viving are his widow, Evangeline and his parents, Mr. and Mrs. Frank Smith, Sr. of Massachusetts. Charles E. Smith, 49, died in Kennestove Hospital, Mari­ etta, Ga. of multiple injuries sustained in an auto accident on November 11, 1976. Brother Smith joined the SIU in the port of Mobile in 1968 sailing as a chief elec­ trician. He was a veteran of the U.S. Air Force at Hill AFB, Utah. A native of Ashland, Ala., he was a resident of Bay Minette, Ala.- Interment was in Bay Minette Cemetery. Surviving are three sons, John of Bay Minette, Charles and James, and his parents, Mr. and Mrs. John E. Smith. April, 1977 Pensioner Alfred P. Stearns, 67, died of heart failure in the West Florida Hospi­ tal, Pensacola, Fla. on October 9, 1976. Brother Stearns joined the SIU in 1947 in the port of Mobile sailing as a fireman-watertender. He sailed 44 years. Born in Pensacola, he was a resident there. Interment was in Bayview Memorial Cemetery, Pensa­ cola. Surviving are two sisters, Mrs. Josephine S. McVoy and Mrs. Roberta Clower, both of Pensacola. Pensioner Albert D. Smith, 74, died of heart failure in Overlake Hospital, Bellevue. Wash, on June 17, 1976. Brother Smith joined the SIU 'in 1940 in the port A^lik A of Baltimore and sailed as a bosun. He sailed for 45 years. Seafarer Smith was born in Scotland, was a naturalized U.S. citizen and a resident of Issaqah, Wash. Cremation took place in the Sunset Crematory, Bellevue. Surviving is his widow, Mar­ garet. Kay D. Hagcn, 47, died of hepatitis in Seattle, Wash, on Jan. 27. Brother Hagcn joined the SIU in the port of Seattle in 1968 sailing as a cook and baker. He sailed 23. years and was a veteran of the post-World War II U.S. Army. A native of Bellingham, Wash., he was a resident of Oak Har­ bor, Wash. Cremation took place in the Wright Crematory, Seattle. Surviving is his mother, Mrs. Virginia Perry of Oak Harbor. Pensioner Victor Harding, 67, died on Mar. 14. Brother Harding joined the SIU in the port of New York in 1952 W sailing as a bosun. He sailed 57 years, sailed as a British captain, was on the picket line in the 1961 N.Y. Harbor strike and received a 1960 Union Personal Safety Award for sailing aboard an accident-free ship, the SS City of Alma. Seafarer Harding was a veteran of the U.S. Navy in 1961. Born in England, he was a resident of San Francisco. Surviving is a daughter, Mrs. Jennifer Ankers of Charlotte, N.C. Pensioner Ray­ mond R. Van Valkenburg, 67, died on Jan. 31. Brother Van Valkenburg joined the Union in the port of New York in 1960 and sailed as a deck­ hand for the Penn Central Railroad from 1927 to 1971. He was a veteran of the U.S. Air Corps in World War II. Inland Boatman Van Valkenburg was a member of the In­ ternational Masters, Mates and Pilots Union from 1937 to 1960. Born in West New York, N.J., he was a resident of North Bergen, N J Surviving are two brothers, Henry and Leeman, and a nephew, Robert, all of West New York. Pensioner Ferdi­ nand L. Hart, 82, was found dead of a cerebral shock in New York City on Mar. 2. Brother Hart joined the SIU in j; 1938 in the port of r New York and sailed as a second electrician and chief stew­ ard. He sailed 53 years. A native of St. Andrew's, Jamaica, B.W.I., he was a resident of New York City. Interment was in Woodlawn Cemetery, the Bronx, N.Y. John B. Martin, III, 21, died on Mar. 8. Brother Martin joined the SIU fol­ lowing his graduation from Piney Point in 1976. He sailed as an OS and upgraded at the HLSS in 1975. Seafarer Martin also attended Florida Junior College. Born in Jacksonville, Fla. he was a resident there. Surviving are his parents, Mr. and Mrs. John B. and Mary Martin, II, Jr. and an aunt and uncle, Mr. and Mrs. Joseph and Rosalie Oszuscik, all of Jacksonville. James E. Tate, 49, drowned in Maumee Bay, Toledo, Ohio when he fell into the water while working on the McKee & Sons Dock off the SS Presque Isle on Oct. 11, 1976. Brother Tate joined the SIU in the port of Detroit in 1964 sailing as an AB for McKee & Sons in 1976. He had sailed for the Boland Steamship Co. in 1957. He was a veteran of the U.S. Navy in World War II. A native of Sequatchi, Tenn., Brother Tate was a resident of Whitewell, Tenn. Burial was in Cookston Cemetery, White well. Surviving arc two sons, Harold and Ronald; a daughter, Mrs. Marvin E. (Peggy) Smith of Dunlap, Tenn., and his parents, Mr. and Mrs. Fenton Smith. *"5.. Arthur W. Brab­ ant, 64, died of heart failure in Mercy Hospital, Watertown, N.Y. on Feb. 8. Brother Brabant joined the SIU in the port of Detroit in 1960 sailing as a fire­ man-watertender for the Boland and Cornelius Steamship Co. in 1976. He sailed 48 years and was a veteran of the U.S. Army in World War II. Laker Brabant was born in Clayton, N.Y. and was a resident there. Burial was in St. Mary's Cemetery, Clayton. Surviving is a brother, Jerome of Clayton. o Walter F. Doiiiinick, 61,died of heart failure in the Nesbitt Memorial Hdspital, Wilkes-Barre, Pa. on Feb. 26. Brother Dominick joined the SIU in the port of Detroit in 1960. He sailed as a bosun for the Boland and Cornelius Steamship Co. on the 55 De­ troit Edison. He sailed 31 years. Born in Wilkes-Barre, he was a resident there. Interment was in Mt. Olivet Cemetery, Wilkes-Barre. Surviving are his widow, Stefanie; a son, Richard, and a brother, Robert. Clifltord A. Camp­ bell, 65, died on Mar. 10. Brother Camp­ bell joined the Union ] in the port of Detroit in 1965 sailing as a cook. He sailed for the Kinsman Marine Transit Co. in 1963, for the Bob-Lo in 1967 and for the Huron Cement Co. Born in Spencer, Iowa, he was a resident of Minneapolis, Minn. Surviving are a son, Clifford and a sister, Mrs. Louis (Birdie) Brunson of Minneapolis. > Arthur G. Sclimittling, 61, died on Mar. 1. Brother Schmittling joined the Union in the port of Hous­ ton in 1959 sailing as a cook for the D.O. Wade Towing Co. '^from 1959 to 1972 and for the Allied Towing Co. from 1975 to 1976. Born in Belleville, 111., he was a resident of Roxana, 111. Sur­ viving are four sons, Robert, James, I .ee and George of Roxana; a daughter. Rose Marie; his mother, Ida of Alton, 111. and a brother and sister-inlaw, Mr. and Mrs. Aloysius Mamie Schmittling of Brownsville, Tex. O Pensioner Andy Youhas, 70, died of heart disease in Conneaut, Ohio on Jan. 17. Brother Youhas joined the Union in the port of Ashta­ bula, Ohio in 1961 sailing as a tug firefan for the Great Lakes Towing Co. from 1939 to 1974. He was a native of Fairport Harbor, Ohio and was a resi­ dent of Conncaut. Interment was in Center Cemetery, Conneaul. Surviving are his widow, Marion and a daughter, Susan. / i ' r ) Wallace S. West died on Feb. 18. Brother West joined the Union in the port of New Orleans in 1957 sailing as a pilot and captain for Dixie Carriers Corp. from 1961 to 1970 and for the Canal Barge Line. He leliied in 1971 after sailing for 31 years. Inland Boatman West was a veteran of the U.S. Navy in World War II. He was a resident of Covington, La. Surviving is his mother, Ethel of Covington. Joseph R. Murin, 72, passed away on Feb. 11. Brother Morin joined the Union in the port of Detroit in 1960 sail.-4, ing as a porter for the Pioneer Steamship Co. He was born in Chassell, Mich, and was a resident of Forest Park, Ga. Surviving are his widow, Margaret of Harittsburg, Ky.; two sons, Joseph of Janesville, Wise, and Daniel, and a daughter, T Jary. age 31 y1 �7'fti Clad to Be Alive/ Says Seafarer Overcome by Fumes All he could say when it was over and he was resting in a Cape Town, South Africa hospital was, "I'm glad to be alive." The simple fact, though, is that Seafarer Harold Wallace is just plain lucky to be alive after being over­ come by fumes in two futile attempts to save the life of a shipmate who had fallen 25 meters to the bottom of an empty cargo tank on the SlU-con-, tracted supertanker SS New York (Interocean Mgt.) for Quick Return, Make Out Claim Form Properly Making an SlU pension, wel­ fare or vacation claim? You'll get your money a lot sooner if you take care to fill out the claim forms correctly. Many claims are unnecessarily delayed because Brothers do not provide all required information. One of the most frequent omis­ sions is the doctor's federal iden­ tification number. If this is not available, the doctor's social se­ curity number can be used in­ stead. When making a claim for a de­ pendent, also be sure to include your child's birth certificate or marriage certificate for your wife's claim. Remember, incomplete forms cannot be processed. If you have any questions, ask your port agent or write to Claims Department, Seafarers Interna­ tional Union, 275 20th St., Brook­ lyn, N.Y. 11215. The tragic incident, in which the ves­ sel's captain, Robert Fulton, was also hospitalized due to gas poisoning, oc­ curred earlier this year as the 265,000ton New York, on only her fourth voyage since being launched, was about 1,000 kilometers west of Saldanha, South Africa on her trip from South America to the Persian Gulf. The tanks had already been cleaned and Chief Mate Joe Robida entered one of the tanks to check a possible faulty valve. He was carrying a flashlight and a walkie-talkie. Seafarer Wallace, sailing ordinary, remained on deck with his walkie-talkie and watched as the chief mate slowly climbed down into the tank. Suddenly, Wallace heard a commo­ tion and Idoking down saw a decreasing speck of light disappear. He guessed it to be the chief's flashlight falling to the bottom of the" tank. Wallace became alarmed and tried to reach the mate by walkie-talkie, but there was no answer. He told the cap­ tain, standing nearby, of what happened and then entered the tank himself to assist his shipmate. But as he climbed down the tank's ladder, the young Sea­ farer hazily recalls becoming light­ headed and his arms and legs becoming paralyzed. He struggled back up to the deck and fell unconscious. Capt. Fulton then entered the tank trying to reach the mate, but he suffered the same consequences as Wallace. After this, two other Seafarers in turn entered the tank with fresh air breathers and a safety harness but neither could reach the mate. Brother Wallace, now recovered Back home in Brooklyn after his ordeal on the New York, Seafarer Harold Walace and son Anwa both agree—they're glad he's alive. KNOW YOUR RIGHTS KNOW YOUR RIGHTS FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommenda­ tions. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds arc made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and senior­ ity are protected exclusively by the contracts between the Union and the shipowners. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the shipowners, notify the Seafarers Appeals Board by certified mail, return re­ ceipt requested. TThe proper address for this is: Frank Drozak, Chairman, Seafarers Appeals Board 275 - 20fh Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are avail­ able in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard ship. Know your contract rights, as well as your obliga­ tions, such V filing for OT on the proper sheets and in Page 32 the proper manner. If, at any time, any SIU patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY — SEAFARERS LOG. The Log has traditionally refrained from publishing any ar­ ticle serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circum­ stances should any member pay any money for any reason unless he is given such receipt. In the event anyone at­ tempts to require any such payment be made without sup­ plying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to headquarters. from his first ordeal, put on the fresh air breather and gave it one more try wearing one safety harness and carry­ ing another to tie around the chief mate. This time he made it and completed tjie grim task of hooking up the harness to the mate, who Wallace could see was already dead. Wallace had his second brush with death when, as the crew lifted him from the tank's bottom, he again felt the buzzing sensation caused by the poison fumes. He ripped off his mask and re­ moved his pants using them as a fan to disperse the pockets of gas. When the crew finally got Wallace back on deck, he was nearly uncon­ scious. The crew then hoisted up the body of Chief Mate Joe Robida. In the meantime, a South African Navy rescue launch, carrying emergency supplies and a doctor, was dispatched from Cape Town to rendezvous with the New York. When it arrived. Sea­ farer Wallace and Capt. Fulton were taken aboard. As the launch came within helicopter range of the coast, a rescue copter was sent to meet the launch and the two American seamen were airlifted the rest of the way to Cape Town. Seafarer Wallace recovered in a few days and was subsequently repatriated 'to the U.S. Presently, Wallace is home in Brooklyn, N.Y. with his wife, Julia, and four-year-old son, Anwa. In a recent interview with the Log, Brother Wallace said, "the incident may be over, but it's something I'll never forget. I have trouble sleeping at night thinking about it. I know the memory of the mate's death and the entire in­ cident will probably wear off, but right now it's something that bothers me very much." KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGA­ TIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves' with its con­ tents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. EQUAL RIGHTS. All Seafarers are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no Seafarer may be discrimi­ nated against because of race, creed, color, sex and na­ tional or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify headquarters. SEAFARERS POLITICAL ACTIVITY DONATION —SPAD. SPAD is a separate segregated fund. Its pro­ ceeds are used to further its objects and purposes includ­ ing but not limited to furthering the political, social and economic interests of Seafarer seamen, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions are vol­ untary. No contribution may be solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as a condition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Sea­ farers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Support SPAD to protect and further your economic, political and social interests, American trade union concepts and Seafarer seamen. If at any time a Seafarer feels that any of the above rights have been violated, or that he has been denied his constitutional right of access to Union records or infor­ mation, he should immediately notify SIU President Hall at headquarters by certified mail, return receipt requested. Seafarers Log �Notice to All Participants of the Notice to All Participants of the Seafarers Pension Plan Seafarers Welfare Plan Beginning in 1977 and continuing in future years, all Participants in the Plan will be provided a Summary Annual Report, together with other materials in order to keep you informed about the financial status of the Plan. This Summary Annual Report covers the year ended March 31, 1976. (See statements of assets and liabilities below.) Beginning in 1977 and continuing in future years, all Participants in the Plan will be provided a Summary Annual Report, together with other materials in order to keep you informed about the financial status of^ the Plan. This Summary Annual Report covers the year ended March 31, 1976. (See statements of assets and liabilities below.) SEAFARERS PENSION PLAN SUMMARY ANNUAL REPORT SEAFARERS WELFARE PLAN MARCH 31, 1976 SUMMARY ANNUAL REPORT END OF YEAR BEGINNINC; OF YEAR ASSETS Cash Receivables General Investments Party-In-Interest Investments Other Assets TOTAL ASSETS CURRENT VALUE Total Assets Book Value $ 3,330,528.90 3,562,277.32 91,905,268.47 1,782,707.50 18.993.34 $100,599,77.5753 $110,206,605.48 3,461,214.21 5,618,322.42 109,740,199.46 2,938,007.50 20,748.78 $121,778,492.37 $123,633,146.99 $ $ 43,607.67 67,145.45 $ 110,753.12 $121,667,739.25 52,863.02 41,719.66 $ 94,582.68 $100,505,192.85 STATEMENT OF CHANGES IN NET ASSETS FOR PLAN YEAR ENDED MARCH 31, 1976 END OF YEAR BEGINNING OF YEAR $ LIABILITIES Payables Other Liabilities TOTAL LIABILITIES NET ASSETS MARCH 31, 1976 ASSETS Cash Receivables General Investments Buildings and Other Depreciable Properties [Net] Other Assets. TOTAL ASSETS CURRENT VALUE . . Total Assets Book Value $ 598,268.26 3,527,228.20 428,352.49 $1,857,112.22 3,643,828.58 412,887.92 2,521,446.72 33,201.85 $7,108,497.52 $7,108,497.52 2,640,195.68 23,137.60 $8,577,162.00 $8,577,162.00 $5,131,329.19 98,978.00 $5,230,307.19 $1,878,190.33 $6,933,372.90 96,239.00 $7,029,611.90 $1,547,550.10 LIABILITIES Payables (Includes Plan Claims) Other Liabilities TOTAL LIABILITIES NET ASSETS ! INCOME Cash Contributions Earnings From Investments ^ Net Realized Gain On Sale Or Exchange of Assets Other Income TOTAL INCOME $ 14,019,330.20 6,790,373.74 52,087.56 405,000.00 $ 21,266,791750 EXPENSES Benefit Payments To Participants Or Their Beneficiaries Fees, Commi-ssions and Insurance Premiums For Fiduciary Insurance Other Than Bonding Other Administrative Expenses TOTAL EXPENSES NET INCOME $ 7,062,678.20 $ 155,674.36 638,067.87 7,856,420.43 13,410,371.07 Unrealized Appreciation of Assets Net Increase In Assets 7,752,175.33 ^. 21,162,546.40 Net Assets At Beginning of Year Net Assets At End of Year 100,505,192.85 $121,667,739.25 STATEMENT OF CHANGES IN NET ASSETS FOR PLAN YEAR ENDED MARCH 31, 1976 INCOME Cash Contributions Earnings From Investments Other Income TOTAL INCOME $6,758,592.12 64,086.47 345,240.53 $7,167,919.12 EXPENSES Benefit Payments to Participants Or Their Beneficiaries To Other Organizations Or Individuals Providing Welfare Benefits Fees, Commissions and Insurance Premiums For Fiduciary Insurance Other Than Bonding Other Administrative Expenses TOTAL EXPENSE.S NET DECREASE IN NET ASSETS Actuarial Report The consulting actuaries in their most recent report estimated the unfunded accrued liability of the Pension Plan as of December 31, 1974 to total $100,817,000.00. The total accrued liability at that time amounted to $208,342,000.00 and the annual current normal cost was $7,990,000.00. The actuary indicated that the annual contribution includes amortization of the unfunded accrued liability. In addition, Great Lakes District companies contributed $1.50 per man per day and Atlantic and Gulf companies contribute $1.67 per man per day for funding prior service costs. The actuary stated that the Fund's net income is the actuarial funding requirement. 106,968.01 1,625,351.58 (330,640.23 ) 1,878,190.33 Net Assets At End of Year The Seafarers Pension Trust, which provides for the creation of the Seafarers Pension Fund, was established under the provisions of the Agreement and Declaration of Trust of the Seafarers Welfare Plan, made as of July 1, 1950, between the Seafarers Inter­ national Union of North America, Atlantic, Gulf. Lakes and Inland Waters District and the signatory employers. This Trust was adopted by the Board of Trustees on September 20, 1961, and commenced operations on October 1, 1961. Regulations formulated under the Seafarers Pension Trust provide for the establishment of monthly pensions and a death benefit for employees for whom the Union is the collective bar­ gaining representative and who retire from employment, if they meet specific require­ ments as to age and years of service. 2,354,768,96 $7,498,559.35 Net Assets At Beginning of Year Establishment and Purpose of Fund 3,411,470.80 $1,547,550.10 Establishment and Purpose of Fund The Seafarers Welfare Plan, which provides for the establishment of the Seafarers Welfare Fund, was established under the provisions of an Agreement and Declaration of Trust made as of July 1, 1950, between the Seafarers International Union of North America, Atlantic, Gulf, Lakes and Inland Wafers District and the signatory employers. On September 20, 1961, the Trustees adopted the Fourteenth Amendment which established the Seafarers Pension Plan and which states, among other things, that both Plans shall be administered by the same Trustees and that all contributions shall be payable to the Seafarers Welfare Plan. This amendment also slates that the Trustees may allocate to the Pension Plan such portion of the contributions as they deem neces­ sary to pay pensioners, as provided under the Seafarers Pension Fund Trust Agreement and Rules and Regulations, and to maintain adequate reserves. The purpose of the Plan is to provide certain health and welfare benelits to eligible employees and pensioners and their dependents. Funds to provide these benefits are contributed by the signatory employers under the terms of collective bargaining agreements between the Union and the employers. NOTICE TO ALL PARTICIPANTS OF THE SEAFARERS PENSION PLAN NOTICE TO ALL PARTICIPANTS OF THE SEAFARERS WELFARE PLAN Plan participants may obtain copies of the more detailed annual report for a reasonable charge, or may inspect it at the Pian Office without charge. The latest full annual report includes a list of the assets held for investment and all other relevant financial information. To obtain a copy of the annual report, write to the Administrator asking for what you want. The Administrator will state the charge for specific documents so that you can find out the cost before ordering. The full report can be examined at the Plan Office during normal business hours. If you seek additional information write to: Plan participants may obtain copies of the more detailed annual report for a reasonable charge, or may inspect it at the Plan Office without charge. The latest mil annual report includes a list of the assets held for investment and all other relevant financial information. To obtain a copy of the annual report, write to the Administrator asking for what you want. The Administrator will state the charge or specific documents so that you can find out the cost before ordering. The full report can be examined at the Plan Office during normal business hours. If you seek additional information write to; Administrator Seafarers Pension Plan 275 20th Street Brooklyn, New York 11215 April, 1977 Administrator Seafarers Welfare Plan 275 20th Street Brooklyn, New York 11215 Page 33 �mm Notice to All Participants of the Great Lakes Tug and Dredge Pension Plan Beginning in 1977 and continuing in future years, all Participants in the Plan will be provided a Summary Annual Report, together with other materials in order to keep you informed about the financial status of the Plan. This Summary Annual Report covers the year ended March 31, 1976. (See .statements of assets and liabilities below.) GREAT LAKES TUG AND DREDGE PENSION PLAN SUMMARY ANNUAL REPORT * Reduction in Carrying Values of Investment in Common Stock of Certain Real Estate Investment Trusts During the period under review, the market values of common'stocks of certain real estate investment trusts (REITS) substantially declined due to specific adverse conditions for these securities. It is generally considered unlikely that these securities will be able to ultimately recover the carrying value (cost) of the investments. Accordingly, the carrying values of the applicable REITS have been reduced by $42,638.34 via appropriate reserves to reflect their market values at March 31, 1976. MARCH 31, 1976 BEGINNING OF YEAR END OF YEAR $ 218,170.50 38,366.83 2,280,268.38 24,487.50 5,865.19 $2,567,158.40 $2,886,715.60 $ 237,221.88 79,692.23 2,782,885.88 8,787.50 3,600.43 $3,112,187.92 3,197,951.03 $ 9,821.93 $ 9,821.93 $2,557,336.47 $ 8,679.80 $ 8,679.80 $3,103,508.12 ASSETS Cash Receivables General Investments Party-In-Intcrest Investments Other Assets TOTAL ASSETS CURRENT VALUE , . Total Assets Book Value Establishment and Purpose of Fund The Great Lakes Tug and Dredge Pension Plan, which provides for the establish­ ment of the Great Lakes Tug and Dredge Pension Fund, was established under the provisions of the Agreement and Declaration of Pension Plan made as of April 1, 1961, as amended, between various signatory employers of the Great Lakes and the Great Lakes Tug and Dredge Region, Inland Boatmen's Union of the Seafarers Inter­ national Union of North America, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO. The Pension Plan provides for the adoption of a pension program for the exclusive benefit of employees. LIABILITIES Payables TOTAL LIABILITIES NET ASSETS The consulting actuary, in his most recent report, estimated the total accrued liability of the Great Lakes Tug and Dredge Pension Fund as of December 31, 1974, to be $4,687,247.00 and its annual current normal cost to be $172,876.00. The actuary indicated that the unfunded accrued liability of $1,922,711.00 is being amortized over the 36 year period from December 31, 1974, and that the Pension Fund has net income which exceeds the annual normal cost and 36 year amortization of the unfunded accrued liability. STATEMENT OF CHANGES IN NET ASSETS FOR PLAN YEAR ENDED MARCH 31, 1976 INCOME Cash Contributions By Employers Cash Contributions By Employees Earnings From Investments Net Realized Gain On Sale Or Exchange of Assets TOTAL INCOME $ 233,034.45 81,618.24 171,522.88 57,244.16 $ 543,419.73 EXPENSES Bcnelit Payments Fees, Commissions and Insurance Premiums For Pension Benefit Guaranty Corporation Insurance Premiums For Fiduciary Insurance Other Than Bonding Other Administrative Expenses Other Expenses" TOTAL EXPEN.SES NET INCOME Unrealized Appreciation of A.ssets Net Increase On Assets Net Assets At Beginning of Year Net Assets At End of Year $ 121,503.55 11,325.43 . Actuarial Report 1,864.68 53,710.17 42,638.34 $ 231,042.17 312,377.56 233,794.09 546,171.65 2,557,336.47 $3,103,508.12 NOTICE TO ALL PARTICIPANTS OF THE GREAT LAKES TUG AND DREDGE PENSION PLAN Plan participants may obtain copies of the more detailed annual report for a reasonable charge, or may inspect it at the Plan Office without charge. The latest full annual report includes a list of the assets held for investment and all other relevant financial information. To obtain a copy of the annual report, write to the Administrator asking for what you want. The Administrator will state the charge for specific documents so that you can find out the cost before ordering. The full report can be examined at the Plan Office during normal business hours. If you seek additional information write to: Administrator Great Lakes Tug and Dredge Pension Plan 275 20th Street Brooklyn, New York 11215 Thomas Jefferson Seafarers^ Ship's Committee Hold Meeting In photo at left SIU Representative George R'ipoll (right) talks over the Union business with the crew and some of the Ship's Committee of the SS Thomas Jefferson (Waterman) at a shipboard meeting after a payoff at the port of New York's Brooklyn Pier 7. In the photo (right) is the full Ship's Committee of (I. to r. sitting): Recertified Bosun Luther Pate, ship's chairman and Deck Delegate Dale Allen. Standing (I. to r.) are: EcJucati.onal Director H. R. Guymon; Engine Delegate Jack Smithey; Chief Steward Jesus de los Reyes, secretary-reporter, and Steward Delegate [Robert Adams. Page 34 Seafarers Log �12'A' Seniority Upgraders Tom McKeehan Thomas Herbert Mike Hurley Seafarer Tom McKeehan, 28, graduated from the New Orleans An­ drew F uruseth Training School in 1968. A member of the engine de­ partment, he up­ graded to QMED at the HLSS in 1975. He has obtained both lifeboat and firefighting tickets. Brother McKeehan was born in Blount County, Tenn. and is a resident of Le­ noir City, Tenn. He sails out of the ports of New Orleans and New York. Seafarer Thomas Herbert, 25, first shipped out with the SlU in 1973. A member of the en­ gine department, he upgraded to FOWT at the HLSS last year. Brother Her, ( bert has both life­ boat and firefighting tickets. Born in Brooklyn, N.Y., he is a resident there and ships out of the port of New York. Seafarer Mike Hurley, 30, started soiling with the SlU in 1973. A member of the deck depart­ ment, he went on to upgrade this year to AB at Piney Point. He has firefighting and life­ boat tickets. Brother Hurley is a native of Bristol, Conn, and lives and ships out of the port of Tampa. Paul LIgon Seafarer Paul Ligon, 25, gradu­ ated from the HLSS in 1973 and sails in the engine depart­ ment. Brother Li­ gon upgraded to FOWT in 1974 at the HLS in Piney Point. He has life­ boat and firefighting endorsements. A native of Tokyo, Japan, he lives and ships out of the port of Baltimore. Steve Weldon Seafarer Steve Weldon, 21, grad­ uated from the HLSS in Piney Point in 1973. A member of the eni gine department, he upgraded to FOWT at the HLS in 1975. He has both life­ boat and firefighting tickets. Brother Weldon was born in Baltimore where he lives and from where he ships out. Allan Kurtz Seafarer Allan Kurtz. 25, in 1972 graduated from Piney Point and sails in the engine department. He up­ graded to FOWT in 1974 at the HLSS. Brother Kurtz has firefighting and life­ boat tickets. Born in Chicago, 111., he is a resident of Hawthorne, Calif, and ships out of the port of Houston. •! DEEP SEA Howard L. Drennen Seafarer Howard L. Drennen, 25, first shipped out with the SlU in 1973 following his graduation from the HLSS. In 1974, he received his FOWT endorsement. He —» ^ ' has both his life­ boat and firefighting tickets. Born in Montgomery, W. Va., Brother Drennen lives in Ansted, W. Va. and ships out of the port of New York. Joe Edwards Jim Sieger Seafarer Joe Ed­ wards, 32, gradu­ ated from Piney Point in 1968 and sails in the deck de­ partment. He up­ graded to AB in 1976 and has his lifeboat and fire­ fighting endorse­ ments. A native and resident of New Haven, Conn., he ships out of the port of New York. Seafarer Jim Sie­ ger, 25, started sail­ ing as an oiler and upgraded to FOWT in 1973 at the HLSS in Piney Point. He holds lifeboat and fire­ fighting endorse­ ments. Brother Sie­ ger is a native of Bayshore, L.I., N.Y. where he resides. He ships out of the port of New York. Choyce Jackson Seafarer Choyce Jackson, 22, first began sailing with the SlU in 1973, the year he gradu­ ated from the HLSS. A member of the engine deI partment, he upI graded to FOWT in 1975 at Piney Point. Brother Jackson has both lifeboat and firefighting en­ dorsements. He was born in Houston where he resides and ships out. James Sasnett Seafarer James Sasnett, 27, is a 1971 graduate of the Andrew Furus e t h T r a in in g School in New Or­ leans. A member of the deck depart­ ment, he sails as AB. Brother Sas­ nett holds lifeboat and firefighting en­ dorsements. He was born in Florala, Ala., and is a resident of Pen.sacola, Fla. He ships out of the port of Hous­ ton. Angel Hernandez Seafarer A ngel "Pops" Hernandez, 23, first shipped out with the SlU in 1971 when he grad­ uated from the An­ drew F uruseth Training School, Brooklyn, N.Y. A member of the en­ gine department, he upgraded to FOWT at Piney Point in 1976. He has lifeboat and firefighting tickets. Brother Hernandez was born in Puerto Rico and was raised in Brooklyn. He lives in Flushing, Queens, N.Y. with his wife, Jeanette and two children. He ships out of the port of New York. \ 5 i Coast Guard Seizes 23 as On-Fire Panamanian Pot Ship Sinks Two Miami, Fla. Coast Guard cut­ ters seized 23 crewmembers and 12 bales of marijuana of a suspected 50ton cargo which went to the bottom when the blazing rustbucket Pana­ manian freighter, SS Calabres, fleeing to South American waters, sank 170 miles north of the port of San Juan, Puerto Rico. The pot-laden vessel had been shadowod for a week hy the cutters sus­ pecting the Calabres was carrying dope before she caught fire. A Coast Guard spokesman said the 23 crewmen were plucked out of the water and arrested for conspiracy in an attempt to smuggle marijuana into the continental United States. They were taken to San Juan. U.S. Custom Service officials who boarded the Calabres before she sank estimated that she was carrying 50-tons of the pot. They confiscated two bales of the stuff aboard and W bales whichfloated to the surface when the vessel went under to Davey Jones' Locker. The Coast Guard suspected the Cal­ abres of being one of those ships that carry huge quantities of marijuana, but remain outside of U.S. territorial waters. Their standard operating pro­ cedure the Coast Guard said, is for smaller boats to be loaded with the pot from the freighter and then the boats try to sneak their contraband ashore. In another event in Miami, the U.S. Customs there, recently sold at auction,. for $92,000 a 100-foot long cargo ship grabbed by them in a marijuana raid. The vessel, the SS Labrador nee SS Night Train, was sold to the top bidder, Miami's Christos Tzanetakos, head of the Professional Marine Engineering Co. Thirty-six bidders starting bidding at $50,000 for the 12-year-old, double hatch, self-contained craned freighter. Warning to Seafarers Young and Old: Drug Possession Means Loss of Seaman's Papers If you are convicted of possession of any illegal drug—heroin, barbitu­ rates, qpeed, LSD, or even nuirijuana—the U.S. Coast Guari wfll revoke your seaman papers, without app^, FOREVER. That means that you lose for the rest of your life the r^lit to make a liv^ by the sea. However, it doesn't quite end diere even if you receive a suspended sentence. You may lose your right to vote, your right to hold public office or to own a gun. You also may lose the opportunity of ever becoming a doctor, dentist, certified public accountant, engineer, lawyer, architect, realtor, pharmacist, school teacher, or stockbroker. You may jeopardize your right to hold a job where you must be licensed or bonded and you may never be able to work for the city, the county, or the Federal government. It's a pretty tough rap, but that's exactly how it is and you can't do any­ thing about it. The convicted drug user leaves a black mark on his reputation for the rest of his life. However, drugs can not only destroy your right to a good livelihood, it can destroy your life. Drug abuse presents a serious threat to both your physical and mental health, and the personal safety of those around you. This is especially true aboard ship where clear minds and quick reflexes are essential at all times for the safe operation of the vessel. Don't let drugs destroy your natural right to a good, happy, productive life. Stay drug free and steer a clear course. Page 35 April, 1977 m i i �The Harry • l> tnday9 O'*® i ..for, better yl>'oiJ__J_Z- &r.;:.s-'r5r-"f Opposiles Attt . ,„l„. af ift hismasicita — SrS'S-.-« SS« a„ ordinary seaman, equivalency P'^'^fie enjoyed working eauonalopp there. Boatman Laiiham, sel operator for nine yia ahoul as °Pi;"«"': "'J oparalor ManuBccontplc'c •-)?;',I„.HLSS.Thcy mcnt ami '\„j.au,e one is a Ruy and are so »PP"f'p^^,„an William Lanhan. one >s a gal, Kandeh an, respecand Boauvonian Muin had no first.'H_hadhea.d He also said aa.d ihaM t „q.j program for „UhtheHLStramees.J\,^^^^ them is good, a ' ^ ,fiey first started he" he said. v ot 1 went through tming aboard my aU »g_^^ stay. > that he . j|y good about the mj.s^yhj „^„r them tike "f";. 'Imyboatrigfrtnow haveshgradtta mttt y „f Poj;^ Sister Bandeleam a school," I'F V starting pn^'hiiig, „ go. Then the corapany ia ""h ,P solsaid'lMlgoom o c. p„ S Lanhan, now hopes to .a ...- ^ 1 I m '^1 works {or Na* Hrother LanUaro, • Course P fie,ret. hand. She She also cat ettr^^md h« roIn discnssmg ^ ^ ,„i of l.ttlo cram, she said, ^ recommend things Ididnt know befor.^^^^_^^^,„^ this program and School." . , , , _i,.> onioyed working She also said that • curious with the llt.S ftamc-; and ambitions ,o know yourboal,' stn-ss ^ „lieelhoiisiN STiis^^rXiiU-i-FP.^ Towing of Noi i:vcn ihougli the ^ sexes and come from p „[ opposite ^ns of the Operator I later this yeai ior i;'S:a'nX.andtorherpilo.V.fcense. ™""''^''';''\th';eS;hooTandlheea..the Harry Lundi b<t^ Directory of All June Quartermaster . . ..,e ^ft.ool Vocal «e. Cpgrading Courses Course Cancelled The lmndel« rg < PEEPSEA, EAKFS COEKSES (tuarter- life Deck Departnteril . Able-sr-nniai.. 12 Months Any^ rs n,: Idt metn as Ahie- takes a turn at the Waters . a • .-a ;.;\vaier» V . e Able.scanian,Un«-mW iiili Waters. • Lifeboatman • Ouartcr master gtor Management I Engine V Firenrarr, Oiler, Walertender Automation Course S^="~~"'u=..C.>. To Start July 25 both . tn\ion in the operaAvhich 7 of automated boiler tion and eon ^alysis and the oper- -Any ABLE SEAMAIS . . of „f classroom rstnmroon woidc .nslsts to include: basic and pvaclical train g^ ^omscamaiiship, m es compass, nV cargo knots and splices, block r,..\uing emergency '£ui.l,a" uiator t ruv P^Xwr as-sociated engine bilge pumps, am uaiu by R„.,„i„n.en.s = _ ,.„„,lidaieiS 19.y of instruction leading to "oMED-Any Rating is certification as V ^ includes mCoast Guard ensivuclioii Icadiiv -,0 this rating, ^fovscments You must Course Requir seatime showeviaeuceo aepariment "• '""a It a.rendorsenacnt as rating, «®V Of«> F;a»t*«'-® T2 weeks in lenglkCourse is "Xflia-Physioat-anii^om I Must pass a f-; ^ ' 1 r-nlor Vision. . Mus,l.avetmrm.d<-o.w^^^^ i. d em'ine mom eonsoh. autoniati » . „ i, (o„r we. --;:r::?:-o:;fo.m«o..ke. ^ LNGLPG , , _ •. Refrigerated Oontatners 1 "!;!,iitHation ^ Chief r:-;:-h^::a-iranafly 7, Augbegin on April graduate.' j Tow aiief(-.«.okeou.sisWi . p„r Al.le-Seam» r 28. June 9. July 2 K O'^ it an HLSS gradXov. 2'1. will ^Lirl un boats, yovt ... • I* / '. .a k Vssisfm" <•.» ,r,. oo- or V2 months st>altmi Muy 12-Jmm^'- A.„ iiate. 19 AuS.^and •i" and Dee- B. ., ,ir,cation as ( ook Sinning dales: May 12, ^ ^ <'"dr'-''''':V,';',;;i,,,,l two »a-ek intervals Oct' 27' ami Hak. r w|l Starling Aprd Page 36 ^ > steward Department Assistant Cook • • . • • :.... % 'O.-.V'#* # Cpok and Bakcf • Chief Cook -•:#::Chicmewara ^ - , I „,RAN6 WATERS COURSES ^ Able-Seaman p„..Towboat Operator Original Towboat Operator. FOWT •n„- couis.' is ^bemln.Val.h^ I,.oris to emlors™;rt as „.,uh-r, and/or „.lfyr.uliave ^HavettfnSs seatime as Wipcr, OR f VH S at Piney Point• -d"i:^:X:e -Iks seatime as 1 vv an engine department " Z. an- no requirements. rating ^9. rattng ihere thrre a starting/»'y 7 '.V, f vFleclvicalMainUmancc r • Maiim " ^ fj^tonance and . ' I • • Pumvi'uum "ta ,. , e Operation MOO in i^cheye. each eye. :tU...e-Seamanl2M„n.h^^^ , ,. • nkscJEngia^s niusl: snine new dal tioiuil steward . ' - starling and at least .rf-js^cs, however, mu<lidates who weai ^ ^. j^^^t glasses _ . • Atttomation 7v': N„» Dates Set (or Steward Course. With llie temporal) • liie itmiporary ^ . .1 n..n;irin \ QMED-Airy Eating ^ , Advanced PampmanPtooe ^ . - Wialder "l"""''-'"Tt oi'i as possible, llu- program a^ . nnist . To be ehgibh ^.ndorscml'Ut. Uohl a QMEO-any The course of n " Engme W-, ..I vntrnt 1 Departmem^j . t— Deck Department 1, •..Ueairvrl • K,VI 111 automation is HUtoma A course 111 h'nP Luiuleberg scheduled to There arc still School on July ulass, so , number of ,Uf>uld apply • 1 .^•S'rNorOver^W Dt"® Ions Upon Oceans First Class-PUot ;i«,:,:SVg5a r irsi A.'f""'" Ra^hf Observer Pre-Bhginecr Diesel Engvm s . I^ilnt Engineer Uninspected Motor Vessels . Chief Engin.«ri;ninspeeled -:i;Motor-V:ess% ; .-•:Tankerman;;;y:.iV,.-^,o Towboatjnlandvaook^^^^^^^^^^ . Vessel Operator Managetnenf and Safety (>ourse , Seatarers Lof �34-Year OldPhiladelphian Earns High School Diploma Seafarer Ed Murray, a 31-year old Philadelphian, recently completed the GED program at tlu- Harry Lundeberg School and earned his high school di­ ploma. He has been a member of the SIL for 13 years. Seafarer Murray commented that he came to HLS to get his diploma because 'T wanted to see if 1 could learn the math because in the future 1 want to get my engineer's license." Murray received his QMED in 1973 at the Lundeberg School. \\ hen a.sked what he liked most about the program, Murray said, "the entire program is very good. 1 like everything." He feels that the lamdeberg School offers many things that other inslilulions don't. "The classes are small and the teachers have more time to help each person with his own particular problem. The program was a lot harder than I thought it would be, but I received a lot of individuali/ed help from my teachers." .Seafarer Murray .said that he recom­ mends the GED program at the Harry Lundeberg School to (>very .Seafarer who didn't finish high .school. This program is 2 Are Lifeboatmen SIU members Jim BernachI, left, and George Overton display their Lifeboatmen certificates after completing this important course at the Lundeberg School. 7 College Scholarships Awarded Yearly to Members, Dependents ?! Another part of the SlU's total educa­ tional program for its members is the Union's (College Scholarships Fund. Each year the SIU awards five $10,000 fouryear scholarships, of which one is reserved for a Union member and four for depen­ dents of members. number of year.s, so you will only be eompeling with other seamen with similar educational backgrounds. The awards are giaiiletl in April of each year and the deadline for the receipt of all applications is usually around April 1. Eligibility requirements are as follows: The L'nion also awards two .$.5,000 twoyear .scholarships re.served exclusively for members. The two-year scholarships offer various opportunities i-specially for the member who plans to keep shipping. In such a program you may develop a trade or skill which would improve your per­ formance aboard ship as well as helping you obtain a better paying job when you are ashore. • Have not less than two years of ac­ tual employment f three years for the par­ ent or guardian of dependents) on vessels of companies signatory to the Seafarers Welfare Plan. The $10,000 scholarships may be used to pursuit any field of study at any ac­ credited college or university in the U.S. or its territories. In regard to our members, application requirements are geared for the man or woman who has been out of school for a I Pick up a .scholarship ap|)lication now. They are available for you and your de­ pendents at the local Union hall or by open to all .SIU members in good stand­ ing. If you are interested in obtaining more information about the program, or if would like to enroll in it, contact your l)ort agent, or write the following addre.ss: Academic Department. Marry Lundeberg School. Piney Point. Md. 20674. LUNDEBERG UPGRADING APPLICATION Name. Dale of Birth (LUKI) j (First) (.Miclcllr) Mo./Diiy/Yfar Address (Slrcui) Telephone #._ (City), I I I I • Have one day of employment on a ve.ssel in the six-month period immedi­ ately preceding date of application. • Have 90 days of employment on a ves.sel in the previous calendar year. Seafarer Ed Murray is the latest SIU member to achieve a high school equivalency diploma through the Lundeberg School's GED program. (Slut.') Decpsca Member Q (Ari'a Cotio) Inland W aters Member EH Lakes Member • Seniority Book Number 1 I Dale Book Was Issued- I Social .Security #. I (Zip Ciiilc) Port Presently Registered In_ Port Issued- Endor.semenI fs) Now HehL I I Piney Point Graduate: [EI Yes j Entry Program: From No U] (if so, fill in below) to Fndor.senicnl (s) Received „ (OuH'H Atlfiidril) writing to the .Seafarers Welfare Plan, (iollege .Scholarships, 27.5 20lh St., Brook­ lyn, \.Y. 11215. Upgrading Program: From to . Endorsement (s) Received (Dalrs .Atlriidrd) Boatman Gives $100 to 5PAD I Do you hold a letter ol completion for Lifchoiit: j I [E] Yes * Firefigbling: [E] Yes Dates .Available for Traininu [EE] No; [E] No _ . _ I j j (Itef'er lo Directory for all course listings.) 1 Am Interested in tbe Follow ing (atur.se(s )^ : RECORD OF EMPLOYMENT TIME—(Sbow only amount needed to up­ grade in rating noted above or attach letter of service, whichever is applicable.) VESSEL SIGNATURE Boatman Ervin Brong, right, is thanked by Piney Point Agent, George'Costango, for his contribution of $100 to SPAD. the SlU's political arm. Brother Brong sails as engineer on the tug. Papa Guy. operated by Steuart Petroleum of Piney Point. April, 1977 RATING HELD DATE SHIPPED DATE OF DISCHARGE DATE. RETURN COMPITEIED APPLICATION TO: LUNDEBERG UPGRADING CENTER, PINEY POINT, MD. 20674 Page 37 I I I �mm Inland Boatman Tugs^the Active and theShamokin Above is the Active tied up at Sun Oil Co. Docks in Newark Bay, N.J. In photo below (standing right center) on the Active, SlU Representative George Ripoll conducts a meeting with (seated clockwise) Mate Walter Popperwill, Capt. Junious H. Fulford and MEBA Second Engineer Ernie Hudson. Standing (right) is Chief Engineer Clifton Potter. In the Active's galley is Cook Bill Delesine stirring a sauce. Capt. Carl Foster of the Active (Ex­ press Marine) in her wheelhouse. Hold Meetings on Oil Run to the Port of New York The coastwise towing tugs, the Active and the Shamokin recently discharged their cargoes of oil and picked up gasoline for their accompanying barges at the Sun Oil Co. Docks in Newark, N.J. and at the re- I mr • -'n Cn the Shamokin docked at Linden, N.J., Ripoll leads a meeting aboard the tug with (I. to r.): Capt. Ellis Foster; Second Engineer William Fulford; Mate Charles Foreman, and Cook Roy Holton, Jr. Cook Roy Holton, Jr. of the Shamokin (Express Towing) slices vegetables. Page 38 fineries in Linden, N.J. The SIU Boatmen aboard told SIU Represen­ tatives about their beefs and had their questions answered on their con­ tracts. Further Union servicing of the Shamokin included Mate William Fulford getting his reissued SIU book. He also holds a second engi­ neer's rating and a book in the MEBA. Other members of the crew are Mates Charles Foreman and Mark Gray and Cook Albin R. Henries. The tugs tow their barges up the Atlantic Coast from the port of Phila­ delphia and return to dockings at the ports of New York and New Jersey. They call, too, at ports in Connecti­ cut and other New England states. Second Fankerman James B. Felip of the Shamokin tightens up the lines of the Barge Interstate 35. Seafarers Log �Coi«: sra-wa 213 Have lloiiatiMl $I(N» 4ir Alarc To SI'AII Since Bcgiauiiifi of '77 * .*•. T:y'h The following Seafarers and other concerned individuals, 213 in all have demonstrated an active interest in participating in political and legislative activities which are vital to both our job security and our social and economic welfare, by voluntarily, donating $100 or more to fhe Seafarers Political Activities Donation (SPAD) fund since the beginning of 1977. (The law prohibits the use of any union money, such as pdues, initiation fees, etc., for political activities. The most effective way the trade unionist can take part in politics is through voluntary political contributions. SPAD is the union s separate segregated political fund. It solicits and accepts only voluntary contributions. It engages in political activities and makes contributions to candidates. A member may voluntarily contribute as he sees fit or make no contribution without fear of reprisal.) Four who have realized how important it is to let the SfU's voice he heard in the Halls of Congress have contributed $200, three have contributed $300, and one $600. For the rest of the year the LOG will be running the SPAD honor rolls because the Union feels that in the upcoming months our political role must be maintained if the livelihoods of Seafarers are to be protected. (A copy of our report is filed with the Federal Election Commission and is available for purchase from the Federal Election Commission, Washington, D.C.) NOTE: Each month's SPAD Honor Roll contains the names of those individuals who have given $100 or more as of the last Friday of the pre' vious month. . Abas. I. Adamson, R. R. Air, R. N. Algina, J. All, A. Allen, J. Anderson, A. Anderson, R. Antici,M. Aquino, G. AumOler, R. Avery, R. Barroga, A. Bartiett, I. Baum, A. Beeching, M. Bendii^ C; Bcigcria, J. , Berglond, B. Blsiiop, S. Bland, W. Bonser,L. Boyne, D. Brand, H. Brown, G. Browne, G. Bryant, B. Bucci, P. Buczynski, J. Caga, L. Caffey,J. Campbell, A. Campbell, A. Celgina,J. Cheshire, J. Cofone, W. Conklin, K. Costango, G. Cresci, M, Cross, M. Cunningham, W. 1&a'S1iva;M;- 7" :jjDayis, S., • DebaErios,lU[. K ]]N»diaiiip, A. b«arlo,X DeiplNich, J* Dlai^ R. Dierdks, Dlgiorgio, J. Doak,W. Dolgen,D. Domenico,!. Domingo, G. Drozak,F. Drpzak,,P. SPAD Honor Roll Dniry, C. Dryden, 3, Ducote, C. Dwyer, J. Dyer, A. Evans, M. Faast,J. Fay, J. Fergus, S. Fgrshee, R. Fischer, H. Fiune,V. Franco, P. Francum, C. Frank, S., Jr. Frounfelter, D. Furukawa, H. Garcia, R. Gardner, E. Gentile, C. Gimbert, R. Goff,W. Goldberg, J. Gooding, H. Goodspeed, J. Guillen, A. Haggagi, A. Hall, W. Hall, P. HaU,M. Hannibal, R. HarUdstad,V. Harris, E. Hauf,M. Haynes, B. Holmes, W. '"ffdTiray oftpxmiV Jackson, J. Johnson, D. Jones, T. Kastina, T. KeUer,D. Kerr, R. Kizzire, C. Koflowitch,W. Kouvardas, J. Kramer, M. Lankford,J. Lawrence, W. Lelonek, L. Lennon,J. Loleas, P. Lynch, C. Lyness, J. Magruder, W. Malesskey, G. Manafe, D. Martinussen, C. McNabe,J. McNaUy,M. McCartney, G. McCaskcy, E., McClinton, J. McElroy, E, McFarland, D. McNeely, J. Mesfqrd, H. MoUard, C. Mongelli, F. Mooney, E. Morrison, J. Mortensen, O. Munsie, J. Murray, J. Murray, M. Napoli, F. Nash,W. Neffe, J. Olson, F. Pacheco,E. Paladino, F. Papiichis, S. Paradise, L. Paschal, R. Patterson, D. $600 Honor Roll Pomerlane, R. $300 Honor Roll Manuel, R. Qiunter, J. Romolo, V. $200 Honor Roll Bernstein, A. Combs, W. Pow, J. Shields, J. Perez, J. Peth, C. Prentice, R. Prevas, P. Protf,T. Pui^vee, A. Quinnonez, R. Reck, L. Reinosa, J. Reiter, J. Rhoades, G. Ripoll, G. Roades, O. Roberts, J. Robinson, W. Rodriguez, R. Rondo, C. Roy, B. Royal, F. Rudnicki, A. Sacco, M. Sacco, J. San Fillippo, J. Sanchez, M. Schuffels, P. Seagord, E. Selzcr, S. Selzer, R. Siglcr,M. Silva, M. Smith, T. Soresi, T. Spencer, G. Stancaugr, R. Stearns, B. Stephens, C. Stevens, W. ' Stubblefield,P. Sulaiman, A. Sullins, F. Tanner, C. Taylor, F. Taylor, J. Telegadas, G. Terpe, K. Troy, S. Tmenski, C. Tsminrx, L. Turner, L. Underwood, G, Yelandra, D. Webb, J. West, D. Whitmer, A. Wfaitsitt, M. Wilburn, R. Williams, L. Wilson, C. Wilson, J. Wingheld, P. Worster, R, Yarmola, J. • SS:-! SEAFARERS POLITICAL ACTIVITY DONATION (SPAD) 679 FOURTH AVENUE Date. S.S. No.. .Book No.. Contributor's Name. Address BROOKLYN, N.V. 11232 ^ ^ City, .state, .Zip Code I acknowledge and understand that SPAD is a separate segregated fund established and administered by my Union to engage in political activities and to make contributions and expenditures for candidates seeking political office and solicits and accepts only voluntary contributions, and I have the right to refuse to make any contribution without fear of reprisal. I may contribute such amount as I may volun­ tarily determine and I herewith contribute the sum of $ . This contribution constitutes m^ voluntary act and I am to to receive a copy of this receipt showing the amount of my contribution. A copy of SPAD's report Is filed with the Federal- Election Commission and is available for purchase from the Federal Election Commission, Washington, O.C. Signature of Solicitor Solicitor's No. • Port Deposit in the SlU Blood Bank— It's Your Life April, 1977 Page 39 �SEAFARERS LOG OFFICIAL PUBLICATION OF THE SEAFARERS INTERNATIONAL UNION • ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT • AFL-CIO In the photo at left, Oiler R. E. Haulcomb of the tug Cathteen E. Moran (fvloran Towing) enjoys his lunch in the.tug's messroom. In center photc, miniature Pomeranian. Peppy, who is mascot of the tug J. Barton Greer (Mobile Towing), is with his owner, Oiler Fred Vrocher of Austin, In right photo filling out a report in the wheelhouse of the new tug Patriarch (Caribe Towing) is First Mate Jim Franceschi. mm Mobile Harbor's sunny, clear skies and near 80 degree temperature provided a more than welcome respite on Mar. 16 for your Log reporter and Ml photographer after a long and harsh winter up North. With one of the port's patrolmen, Tom Glidewell showing us around the harbor, we drove onto the sturdy Alabama State Dock where we boarded the new, seagoing tug, the Patriarch (Caribe Towing). Set to sail at noon for Puerto Rico, she would tow the behemoth barge, Isla Verde which was loaded with a cargo of Southern lumber. Aboard we met Cook Bayard Britton who was getting off and new Cook James Barnett baking a cake. It's his first tug job in sailing 32 years with the SIU. In the messroom waiting for the cake were Deckhands Mike Bradshaw, John Sellers and Fred Thompson. Below decks in the engine room we ran into Chief Engineer Leslie Bryan monitor­ ing the control board. Following luncheon, we went via tunnel under the Alabama River to dockside to clamber aboard the tug Cathleen E. Moran (Moran) where ABs M. E. Nelson, M. Saranth and J. Johnson were working on the tow lines. Later on, along the same riverside at the Mobile Towing Co. Dock, on their tug John T. Walsh, were ABs Ray Esquere and Marion Bailey, and Oiler Tom Winston. With that we took one last look downriver toward Mobile Bay and headed for the monthly membership meeting in town. On the prow deck of the seagoing tug M/V Hatriarcn, built last year, are (I. to r.); Mobile Port Capt. Jim Herndon, senior master of Caribe Towing, and the tug's Captain, H. R. Wilson. The tug is at the Alabama State Docks. V. fS Lumber is being loaded aboard the 336-foot, 2-story high, 5,285-gross ton barge Isla Verde at the state dock for the five-day voyage to Puerto Rico. Taking the tow will be the Patriarch. � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource April 1977 Description An account of the resource HEADLINE BOATMAN OK PACTS AT INLAND TUGS, ABL HALL, TURNER MEET ON PROPOSED MERGER NEW R/O R/O WESTWARD VENTURE IS CREWED MOBILE MEETING: MULL A TAXING PROBLEM 1ST CONTRACT INKED FOR MARINE TOWING IN CHARLESTON WHITEHOUSE BRIEFS LABOR’S COMMITTEE ON ENERGY MURPHY: NEED FOR CARGO PREFERENCE KREPS IS COMMERCE SECRETARY MOODY TELLS CONGRESS: U.S. NEEDS CARGO PREFERENCE $2.50 MINIMUM STUNS LABOR SITUS PICKETING BILL DEFEATED TUNA INDUSTRY IN JEOPARDY: 2,500 CANNERY LAYOFFS LONGSHOREMEN END 5-DAY DOCK STRIKE INOCULATIONS OVERDONE GALVESTON USPHS HOSPITAL MOVE AWAITS U.S. FUNDS TRUSTEES MEETING, PORT AGENTS CONFERENCE HELD SEAFARERS PENSION PLAN ADDS NEW BENEFIT HALL DEPOLORES COAST GUARD’S LOW BUDGET BID FOR SAFETY AT SEA U.S.-SOVIET SIGN BILATERAL GRAIN SHIPPING TREATY RAIL CAR FERRY CHIEF WAWATAM WILL CONTINUE TO RUN LABOR-MANAGEMENT GROUP COMMEND CARTER ON ECONOMICS MARAD: SPARKS SHIPBUILDING, CARGO, PORTS RASH OF DISASTERS HIGHLIGHTS THE TRAGIC PROBLEM OF FLAG-OF-CONVENIENCE SHIPS SIU CREW MAKES IT A GOOD VOYAGE FOR PASSENGERS ON THE DELTA QUEEN EX-SIU SCHOLARSHIP WINNER WANTS TO SERVE SOCIETY ‘SWAP’ PLAN WOULD INCREASE OIL IMPORTS HALL:SOLVE ENERGY CRISIS, BUT NOT BY LOSING JOBS S-L FINANCE, BEAVER STATE PAY OFF ON WEST COAST; USPHS HOSPITAL VISITED SIU, MTD GIVE COMMENTS AT HEARINGS ON GAS PIPELINE ROUTE SPEEDUP BOAST GIVEN TO STRATEGIC OIL STOCKPILE PLAN ‘I’M GLAD TO BE ALIVE,’ SAYS SEAFARER OVERCOME BY FUMES OPPOSITES ATTRACTED TO HLSS FOR VESSEL OPERATOR COURSE HOLD MEETINGS ON OIL RUN TO THE PORT OF NEW YORK WELCOME TO MOBILE AROUND THE HARBOR Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 4/1/1977 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 39, No. 4 1977 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/7b58a851285d05fb78fc6770aed4cf28.PDF 7e3a087d1d4bfd0f5056917f93310d91 PDF Text Text r ' 1 ^ .'J •"(i Pago 10 V-; y • •• - •JSit • -r ' • - " ;• : • _• v'. . ^•s.^..-. •',•'??^iV=vi:,••V'v --• " ':)[• jBoatauui Stephen Mageirtw f,^' .X •= 'jr- '•'• --•'•• ^;--''iv">i^''~-'f-' • • 'V'-- :--"'^^r-'^';;f.'¥'0:i-.- - Seahurer Aditon Woodhouse Seafarer WiUiam Bendii / ^-w.-i>At. - •:^%- Seafinrer Jadk Ute liil • " .• Overseas Ohio Will Eiiter ;•....•••'.: vv- y-:-yyWy:^ . ;;., , 'Vl'- r.rl ^'.. '*1^'' ^ .v:;-' • : • *^.v .... SiMPagoS /v- - ' 't' "'i^w ^ ^5. :, . -w-1: *Htiflfn i"--- h" rsss-J^S;rg-:!'- Leslie • ".' 3 •'IfJ-yi'.-.^- •"l2v 'm-y v,;w® "••-'•Irv .-I" • •'- . -ov;; �Lakes Fatal Boording Ladders, Cooperation Cited LOG Story Triggers Rep. Ruppee's CC Quiz on Safety An article about dangerous boarding ladders on Great Lakes vessels which appeared in the March Log prompted U.S. Rep. Philip E. Ruppee (R-Mich.) to take up the safety issue with the Coast Guard. After reading the article, Ruppee, a ranking minority member of the House Committee on Merchant Marine and Fisheries, got in touch with SIU Detroit Port Agent Jack Bluitt and requested more information. The Michigan Con­ gressman has also asked the Coast Guard about its possible lack of cooper­ ation with the unions concerning mat­ ters that are vital to labor's "legitimate interests." : •/ GREAT LAKES In an Apr. 27 reply, SIU Executive Vice President Frank Drozak told Rup­ pee that Lakes Seafarers boarded their ships using common aluminum or wood household ladders. There are no cargo nets or lifelines attached to the ladder. "If the seaman fell," Drozak points out, "he would likely fall between the dock and the ship's side, causing serious injury or death." After climbing aboard, the seaman lowers a line for his suitcase ru =) [P[Rill^ Paul Hail 0 0, Why Is a Merger So Significant? Right now, representatives and the membership of the Marine Cooks and Stew­ ards Union, and the SIU's Atlantic, Gulf, Lakes and Inland Waters District, both afliliates of the Seafarers International Union of North America, are discussing and considering a proposal to merge their unions into one district organization. In the very near future the members will vote on the proposal in referendum. In a sense, this is a very important moment in the history of the American sea­ men's labor movement because it can represent a true effort to effectively, effi­ ciently, and collectively improve the economic security of the seamen directly affected. Some might ask, "what is particularly significant about such a move, when the MCS is part of the SIU of NA already?" First, it is well to remember that the SIU of NA is a federation of autonomous unions. This, of course, means that all work together on common problems under the banner of the international union. But each is free to pursue whatever course of action it desires on any issue. There is both strength and weakness in such a structure. The merger presently under consideration between the MC&S and the AG LI WD would integrate the two organizations and would result in a single force operating in behalf of its membership instead of two different forces as is presently the case. One of the most persistent questions about the maritime industry that is con­ stantly being asked is "why isn't there one union of unlicensed seamen and one officers' union instead of the multiple organizations that exist today?" The licensed officers unions are quite capable of answering the question from their standpoint, but what is the problem from the point of view of the unlicensed per­ sonnel? There is more than a little evidence to indicate that there is a basic inability on the part of the unlicensed unions to look upon the industry and the problems from the standpoint of all American union seamen. As such, each -TTi^u-trfzaiix^rrV'viewTTnc-bOimrwhaL cr>Hjiru-"diTdnj bynts trwrr eoncCptiTSTi^ and perception of what the problems are. In the unlicensed deep-sea jurisdiction there are five separate and autonomous organizations representing American sea­ men—the same number that existed after the war when the U.S. had 2,300 ships as compared with approximately 550 today. Obviously, there has been a failure to face the factors of this industry in terms of absolute reality. Each organization is functioning as though their world of shipping is exactly as it was some 30 years ago. Which means that the membership of the organizations are not getting a precise and accurate picture of the difficult and dangerous position in which their industry sits. They are not getting a clear view of the uncertain condition of their job security. Instead of going away, the problems of the American seaman continue to mount. Where we solve one problem, two new ones arise. Consider some of the problems that we routinely face every day in this industry: In spite of the Merchant Marine Act of 1970, a new maritime program, we have fewer ships in operation today than we had then. At less than five percent. oufYhafeW duf h^flciiTsTor^n c is no better than it was in 1970. And it is substantially less than the 30 percent it was when the 1936 Merchant Marine Act was set up with one of the objectives being to improve our cargo carrying position. or sea bag. "There is no way for the seaman to board the vessel with his gear without risking serious personal injury," the SIU vice president protested. He noted that three SIU members were killed in 1976 in accidents involv­ ing these ladders. Drozak told Ruppee that the SIU brought this matter to the attention of the Coast Guard at a Marine Seminar in March. "Notwithstanding the evi- dence of injuries and death," he said, "and the successful use of gangway lad­ ders on vessels in Europe, the Coast Guard said that gangways were not practical for use on vessels on the Great Lakes. Most significantly, the Coast Guard has not required the companies to develop any alternative which would better protect the safety of the seamen." "A Legitimate Concern" Rep. Ruppee forwarded this letter to Adm. Owen W. Siler, commandant of the U.S. Coast Guard, asked for com­ ments, and added that, "A legitimate concern is raised that might reflect not Continued on Page 29 We have been experiencing a gradual disappearance of our American-flag passenger ships—a factor which the SIU has consistently maintained requires a totally new approach—if we are to resolve the problem. And we are continually facing a massive but sinister oil company campaign that seeks, to destroy all maritime initiatives and to erode what strength there is in the American merchant marine. Right now they are embarked on an effort to bring about the exportation of Alaskan oil and to defeat efforts at obtaining cargo preference for American cargo ships. Just these few problems themselves are sufficiently challenging and threaten­ ing to warrant the fulltime efforts of the maritime unions and the industry itself. But how well do the American seamen understand these problems, how much in-depth knowledge do they have of them? And are they sufficiently aware of these and other problems to enable them to properly focus their efforts and direct their energies so that they can be effective in dealing with them to their advantage? Conditions in the industry certainly seem to indicate that the American seaman is not fully cognizant of the multitude of adverse conditions which surrotmd him. The degree of information and education of the American seaman varies, of course, from union to union; and seamen in one organization off times are better informed on one issue than their brothers of another union. But generally speak­ ing, it is safe to say that on the broad scale of industry problems affecting job security, the American seaman could be better informed as to the nature and condition of the world in which he makes his living. Consider, for example, the impact of these problems on his wellbeing: • The constant attack on the Jones Act by the oil companies and other inter­ ests to invade domestic waters with foreign-flag, foreign-manned ships. • The increasing use of foreign-flag registeries by American corporations at the.ex]^nse of U.S.-flag fleets. • The massive expansion of the merchant fleet of the Soviet Union and its in­ vasion of the U.S. trades through the use of predatory rate cutting. • The rapidly growing number of foreign nations that are building merchant ships through cargo reservation policies and direct state ownership of fleets. • The ihcfeasipg threat of foreign domination of offshore drilling and deep ocean minings even in U.S. coastal waters. • The failure of Coast Guard to carry out the basic tenants of shipboard safety and its neglect in enforcing the provisions of the Port Waterways and Safety Act against foreign-flag shipping. • The ever-apparent hostility of Federal agencies and departments toward the U.S. mtJfrChafit marine which has hampered its ability to compete with foreign shipping. Of particular concern at the moment is the pursuit by the Federal Maritime Commission and the Anti-Trust Division of the Department of Justice of outmoded 19th century theories of free competition which has tied the hands of U.S. ship operators while foreign competitors mock our restrictions and. follow an approved practice of rebating. • The continued encroachment by the military sector on shipping operations . that can and should be performed by the private sector. These are but a few of the prpbIem_s_Jaced ftYery_.d2y in t-he--U;Si-m-aKtime-iiv----""••(iU'sTfy"'. Any one of them alone is sufficient to deal a staggering blow to the industry and combinations of them could eventually bring down the entire structure. But these problems are merely the manifestation of the larger and overriding problems which confront the American maritime worker—and that is the lack of a U.S. maritime policy. These are the problems and issues on which the wellbeing of the American seaman will rise or fall and these are the problems that the American maritime unions must be structured to deal with. And now is a good time—as it always is— for the unlicensed unions to develop an appropriate structure in which they can function toward resolving the problems besetting the American seamen. But the physical structure itself is only a vehicle or a medium. A structure is not a problem-solver in itself, so that a requirement of an effective physical merger is an agreement on the substance, and scope of the problems. The mere physical housing of unions within a single framework will not produce the desired objec­ tive. What we should be working for, at least, in addition to one single union for _ _iiiL iinJkejised-seamen-, k--to malje--e^feh"vhat-a{t^^ fully involved tn— every respect with the problems and issues confronting them and as to the best ways for resolving them. When we reach that point, we will have provided a basis on which the organizations can merge their thinking and efforts, and a structural merger will then come easy. Change of address cards on Form 3579 should be sent to Seafarers international Union, Atlantic, Gulf Lakes and Inland Waters District AFL-CIO fi7^ 11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 39, No. 5, May. 1977. ' 2 / LOG / May 1977 Fmir+h AW<. MV Ave., Brooklyn, N.Y. �In 8 Months, New Companies, Vacation Plan, Standard Coniracts Coffen SlU-IBU Merger Posts Vital Cains When all the votes were counted and it was announced that the proposed merger of the SIU and IBU had been accepted by^ an overwhelming majority, ±ere was no doubt in anyone's mind that the merger would help the SIU membership in a big way. The only question was, how long would it take? The answer to that has to be, not very long. In the eight short months since the SIU-IBU merger went into effect, the Union has made significant progress in such vital areas as collective bargaining, organizing new companies, political action, training and upgrading, and Union-membership communica­ tion. (In this issue, the Log has an entire 12-page supplement which focuses on the merger and what it has done for us so far.) Of these five areas, though, the most progress has probably been achieved on the collective bargaining front for the inland membership. Since the merger, the SIU has succeeded in taking the first giant steps in establishing an industry­ wide vacation plan for SIU Boatmen, as well as the establishment of a standard­ ized contract, with standard language and provisions, for all SlU-contracted inland companies. Both the vacation plan and standard­ ized contracts, which are already in ef­ fect at several inland companies, are collective bargaining firsts for inland contracts anywhere in the nation. These victories have to be considered as major breakthroughs in establishing the most progressive contracts ever for SIU In­ land Boatmen. Since the first vacation plan was negotiated late last year, 92 checks have been issued to members. The merger has also produced good things on the organizing and job front. In the last eight months, the SIU has won organizing drives at four inland outfits, three on the East Coast and one on the Western rivers. These successful campaigns have resulted in the signing up of 100 new SIU members, as well as an addition of 14 new tugs and towboats to the Union's contracted inland fleet. , The new companies are Carteret Towing of Mborehead City, N.C.; W. P. Hunt Oil Co. of Hampton, Va.; Marine Contracting and Towing of Charleston, S.C.. and Ozark Marine of Linn Creek, Mo. This brings the-SIU membership in the inland field to nearly 6,000. Politics, Training The merger has also enabled the SIU to widen its political horizons as well as its political base from a geographic standpoint. The SIU's program for po­ litical action, concerning both deep-sea and inland issues, is the most ambitious the Union has ever undertaken. In regard to education, the Harry Lundeberg School has initiated new ef­ forts in encouraging both Seafarers and Boatmen to upgrade their skills through the school's vocational courses. As part of this program, the school is now offer­ ing its courses more frequently to ac­ commodate the work schedules of SIU members. The school offers a wide-range of programs covering all ratings from deckhand or tankerman to captain or chief engineer for inland members, and all ratings including specialized training for LNG and automated ships for deep sea members. Better Communication In yet another area, the SIU has bolstered its efforts in fostering Unionmembership communication, as well as an understanding on the part of SIU members of the problems facing the maritime industry. In the last three months alone, the SIU has held three Educational Con­ ferences for inland members from the Gulf area. More such conferences are scheduled at the Lundeberg School so that representatives of Boatmen from all areas will eventually have an opportu­ nity to participate. Overall, these con­ ferences are providing Union members and officials with the unique opportunity both to get to know each other on a more personal basis, and to talk about plans and goals for the Union's future. To sum up what the SIU-IBU merger has done so far for the Union's mem­ bership in as few words as possible, you would have to say, simply, that it has injected greater intensity into all the SIU's programs as well as fostering a greater awareness among SIU members as to what our Union and industry are all about. Turner Pays Tribute to Lost Seamen on l^aritime Day Leaders of the maritime industry, labor, management and Members of Congress paid tribute on May 23 to the memory of merchant seamen who lost their lives in the service of their nation. They also called for a revitalization of the American merchant marine at the 8 th Annual Merchant Marine Memorial Service held on the west steps of the Capitol Building in Washington, D.C. The service was part of the coun- 5^0 Wage Boost Seafarers on freightships and tankers will get an across the board 5 percent wage boost in their monthly base pay starting June 16 under the terms of the three-year agreements signed in 1975 between the SIU and its deep sea contracted companies. There will also be a 5 percent mcf eas(Fih~pTettriwiiT crvcsiiaieand penalty rates. (See copies of the New Standard Freightship and Tanker Agreements for more details.) During the first year of the new contracts—June 16,1975 to June 16,1976—Seafarers re­ ceived an approximate llVi percent wage hike. Starting on June 16, 1976 they received a 5 percent increase followed by a 2 percent cost of living adjust­ ment on .Dec, 16,1976. There may be an additional Cost of Living Adjustment com­ ing in .Tune. If and when this is negotiated. Seafarers will be no­ tified in the Log, trywide National Maritime Day cere­ monies. Ed Turner, president of the Marine Cooks and Stewards Union and a vice president of the SIUNA told the gath­ ered audience that words are not enough in the current "tragic" situation when foreign-flag ships carry 96 percent of the nation's foreign commerce. Instead, we should work hard "so that ships flying the American flag, loading and unloading cargo in ports through­ out the world, are once more visible everywhere," he declared. "If we effectively revitalize Ameri­ can-flag shipping to the point where our ships carry a substantial portion of our nation's commerce, and thus would as­ sure us of an adequate capability in the event of a war or other security crisis," Turner stated, "then we will be paying the appropriate and lasting tribute to those who have lost their lives at sea in the service of their country." MARAD, NMC Are Sponsors The memorial service was sponsored by the U.S. Maritime Administration and the National Maritime Council. Each year the President proclaims Na­ tional Maritime Day to make the nation .tbfe American merchant marine and to salute the merchant ma­ rine's service to the country. There was a large crowd at the Wash­ ington service consisting of industry executives, union representatives. Gov­ ernment otticials and employees. Mem­ bers of Congress and a large contingent from the Harry Lundeberg School of Seamanship and other maritime schools. W. J. "Jim" Amoss, Jr., president of Lykes Brothers Steamship Co. of New Page 9 Page 8 Union News 5% wage boost Page 3 SlU-lBU merger success . .Page 3 President's Report Page 2 Brotherhood in .Action ... Page 38 Headquarters Notes Page 7 Dfitroit membership meeting Page 4 Lakes Picture Page 8 Inland Lin^s Page 6 At Sea-Ashore Page 13 Merger talks Page 5 SIU scholarship winners ..Page 10 ,.. .. Training and Upgrading Seafarers participate in 'A seniority upgrading .... Page 38 HLS courses and application Pages 35, 36,37 GED requirements Page 36 ^ Membership News ~ Former scholarship winner Page 13 New pensioners Pages 30-31 Final Departures Pages 32-33 River in his blood Page 6 Legislative News Washington Activities U.S. tun^ fishing and Rep. Philip Rnppee C.R-^AicVi."i. member of the House Merchant Marine and Fisheries Committee. Paying tribute to sailors who lost their lives in service to the nation, Ed Turner, President of the Marine Cooks and Stewards Union, spe^s at^he f^ntime Day Memorial Service in Washington, D.G., May 23. Gonoral Nows National unemployment ...Page 5 Ruppee questions C.G. .,.Page 2 Turner on lylaritime Day... Page 3 Hail speaks at Tulane PageS Drozak praises NMC Page 9 INDEX Orleans served as master of ceremonies for the event. Besides Turner, other speakers in­ cluded Sen. Daniel Inouye (D-Hawaii), chairman of the Senate Subcommittee on Merchant Marine and Tourism; Howard Casey, deputy assistant secre­ tary of Commerce for Maritime Affairs, Shipping Around Chicago harbor. Back Page Delmar Jaeger _Page 5 Overseas Oh,o Page 29 Ships • Comirtittees Cf®® 1? '''' ^®®® Great Lakes ^ gea Page 28 Page 27 Page 7 special Features pjy/,Q page 11 igy-SlU merger Pages 15-26 Articles of PArlLCuJar J^^ members in each area can be found on the following pages: gea; 3,11, 1.2,13,14, 27. 38 inland Waters: 6, 7, 15-26, Back Page Qj,gaj Lakes: 2, 4, 8, 28 May 1977 / LOG / 3 �Fif-Out Meeting Is Special in Detroit O utside the Detroit Hall on Apr. 8 there was typical fit-out wea­ ther: snow flurries alternating with warm sunny skies. Inside, Lakes Sea­ farers gathered waiting for their 1977 shipping season assignments and throwing in their cards for new jobs. During the monthly membership meeting that day, Port Agent Jack Bluitt predicted a good season for shipping on the Lakes. The new 1000-ft. M/V Belle River will be crewing up in August, he said, when it will begin running coal from Duluth, Minn, to the St. Clair, Mich, electricity generating station. And more good news, the Union hall now under construction in Algonac, Mich, will be ready in the summer. He also thanked the members for their SPAD donations last year. The members were particularly in­ terested to hear a summary of sug­ gestions for the up-and-coming con­ tract negotiations with Great Lakes shipping companies. Later, they dis­ cussed the Coast Guard and condi­ tions on Lake vessels. Outdated lifesaving equipment, the lack of proper lifeboat drills and undermanning were their major concerns. After Headquarters reports and reports from all ports were read aloud, the new early normal pension supplement was explained to an en­ thusiastic audience. As chairman of the meeting, SlU Headquarters Representative Fred Farnen (center) reads aloud the news from the other ports. Duluth Port Agent Jack Allen (left), who served as reading clerk, looks on, While Detroit Port Agent Jack Bluitt (right) takes notes. Showing up in force for the April Detroit meeting. Lakes Seafarers listen attentively to an explanation of the early normal pension supplement. I 'M Jack Allen (left) fills out a dues receipt for William McDonald, bosun on the John Kling (Reiss Steamship). Brother Allen works as Port Agent in Duluth but came into Detroit to help with the heavy April fit-out workload. Deckhand Mohammed Ahmed (left) is pleased to meet his uncle Fireman-Watertender Hassan Ahmed at the Detroit Hall and talk over the latest shipping news. 4 / LOG / May 1977 Lakes Seafarers Dave Hood, OS (left) and Joe Surwilla, wheelsman, look over the Log before the meeting begins. In April, the International Union of Operating Engineers, Local 347, went out on strike against the Detroit area luxury hotels. Here, men on the picket line outside the Dearborn Hyatt Regency use the loudspeaker system in the Maritime Trades Department Detroit Port Council van to let patrons know what is going on. �Hall Tells Tulane Forum He Sees a'Happy Day' in Maritime Future NEW ORLEANS—SIU President Paul Hall, commenting in a speech here on "Our Maritime Status-Today and To­ morrow," said he saw a "happy day" in the future of the maritime industry when the Congress and the President approve an oil cargo preference bill. In his remarks before a large gather­ ing of Tulane University's 28th Annual Institute on Foreign Transportation Unemployment Rate Fell to 7% In April; 7-M Still Jobless WASHINGTON, D.C The nation­ al jobless rate dropped to 7 percent last month from March's 7.3 percent—the lowest unemployment figure since No­ vember 1974 (6.7 percent). As more than a half million persons in America found jobs last month, bringing the employed total in this country to 90-million, there were still almost 7-million who are jobless. The employment gain was attributed to those who found new jobs or were recalled to their old jobs after being laid off. However, a significant sign is emerg­ ing that those who have worked on and off and rarely—youths, blacks and wo­ men—are still encountering difficulty in finding jobs. The teen-age unemploy­ ment rate, although it fell from 18.8 percent, is still 17.8 percent. The improved job picture in April was found among the adult male sector whose unemployment rate sunk to 5 percent from 5.4 percent. Adult wo­ men's rate fell to 7 percent from 7.2 percent and the rate for blacks fell to 12.3 percent from 12.7 percent. Average duration of unemployment increased to 14.3 weeks from 14 weeks. But the proportion of jobless out of work 15 weeks or longer declined. Incidentally, the unemployment rate reached its recession high of 9 percent in May 1975 and was above 8 percent the rest of that year ending 1975 at 8.3 percent. SIU President Paul Hall at the mike making a point at Tulane University, New Orleans on May 6. and Port Operations forum in New Orleans on May 6, Hall declared to the forum's fifth and last day audience that "we'll win in the end." He made a direct appeal for unity to all in the in­ dustry to work for the passage of cargo preference. The institute, attended by all seg­ ments of the maritime industry, has as its broad objective "the advancement of maritime commerce of the United States by improved transportation." Commenting on today's bleak mari­ time status, the SIU chief compared the 5 percent cargo U.S.-flag ships now carry and the 32 percent our ships carried during the depths of the Great Depression. At that time, the 1936 Mer­ chant Marine Act was passed to build up the U.S. maritime fleet. MARAD Unit at Headquarters Drozak Sees Supply Lines Pinch In the Event of War Crises In the event of a war, the U.S. will be in a pinch when it comes to keeping supply lines moving. That's what SIU Executive Vice President Frank Drozak predicted at a Seapower Conference, Apr. 30, when students and naval per­ sonnel, shipping executives and people interested in America's military readi­ ness gathered to learn about the latest developments in the nation's naval pos­ ture. The all-day seminar was sponsored by the New York Council of the Navy League and held at the Fort Hamilton Base, Brooklyn, N.Y. "In a wartime emergency the U.S. merchant marine would be hard pressed to continue to supply the U.S. as well as meet the military's needs," he said. "No matter how strong our Navy, it cannot carry the material necessary to fight in a distant war zone. It must rely on civilian ships to perform this task." Yet the U.S. merchant fleet has declined to about 550 vessels, in comparison with the over 2,000 merchant vessels under Soviet control, he noted. Those opposed to a larger merchant marine claim that American-owned foreign-flag vessels are under "effective U.S. control" and could be drafted during an emergency. But as Drozak pointed out, "These foreign ships are not reliable, and although owned by U.S. companies, are a breed apart from U.S. vessels. One such effective control vessel was the SS Sansinena which blew up in Los Angeles Harbor last De­ cember. What American sailor would want a ship like that in a convoy with During May, meetings on the him?" proposed meig;er of the SIUThe SIU vice president had several AGLIWD and the Marine Cooks suggestions for improving the situation. First, cargo preference legislation would and Stewards Union resumed in strengthen the U.S. merchant marine. San Francisco, Calif. Most issues Second, there should be peacetime exwere resolved during this round of . .erdses.JJO. pTarti.ce. Navy-merchant ma~ tails""tretweeB"^^ —• rine cooperation. Third, there should be mitte^ on Merger headed by that a greater effort to build the type of mer­ union's president Ed Turner and chant ships that the Navy will most need the SIU Committee - nji„JVferger ifi'a c r is is", C possTbTmy" at is" Belhg which includes President Paul Hall considered in Congress now. and Executive Vice President Drozak told the audience that the Frank Drozak. SIU has been a strong supporter of the Navy and has fought in Congress "for The matter of the merger is now funds to insure that the Navy has ade­ being submitted to the first draft. quate new vessels and weapons to main­ After it is down in black and white, tain its supremacy. the Committees will review it again and then the merger proposal will he presented to the members for a vote. Before any merger between the The SlU-contracted American MC&S and the SIU A&G District Commercial Barge Line Co. of can take place, of conrse, secret JeffersonviIle,Ind. has just brought ballot referendums wonld be con­ out another new towboat, the ducted by both unions for their re­ 1,800 hp. Delmar Jaeger. The new spective memberships. The merger boat is the last of a series of eight would only take place if both the identical boats built for ACBL SIU and MC&S memberships vote over the past three years by Graf­ positively on the issue. Merger Talk Progresses A group of employees of the U.S. Maritime Administration in Washington, D.C. listen to a Union staff member explain SIU adminislralion operaUons vwhUe on a tour of Union Headquarters recently. J. Duane Vance. 62. Dies IBU of the Pacific General Coun­ sel J. Duanc Vance 62, top maritime lawyer, died on Apr. 3 in Seattle, losing a two-year fight with lung cancer. Brother Vance became general, counsel for the union in late 1971 and also represented the SIU, SUP and the Teamsters Union there. He had previously provided legal ser­ vice for the IBU of the Pacific's Puget Sound Region and was the principal architect of language com­ prising the union's national constitu­ tion. IBUP's President Merle Adlum, jwJMLjr£xaJJefL_him_a.s a history hiffL and horse breeder, cited his fantastic memory and legal knowhow in win­ ning a, 5-day ferry bpm.strikeiaJhe.courtroom by forestalling restraining orders when it was considered pretty illegal for public employes to strike. As a member of the Seattle law firm of Bassett, Geisness and Vance (later Vance, Davies, Roberts, Reid and Anderson) he also represented the Marine Cooks and Stewards Union in its organizing days in the 1940s and 1950s. In 1975, the mari­ time unions named him as their "Maritime Man of the Year." The deceased was an expert in maritime customs and admiralty law. His writings on the rights of injured seamen are considered the very thing to be used in litigation. Born in Colorado, Vance was a cum laude grad of the University of Nebraska Law School in 1939. A few years later, he joined the U.S. Justice Department's Antitrust Divi­ sion in Seattle. .In December 1941, he entered the Woild Wai 11 U.S. Army as a sec­ ond lieutenant and at the end in J 945_.Jhe.„wiis ..a..capfajn.- serving in Alaska and Europe winning the Sil­ ver and Bronze Stars. In 1960, he was admitted to practice before the U.S. Supreme Court. Surviving are his widow, Carlene and ,,vo married daughters, Joan and Barbara. Delmar Jaeger Enters Service ton Boat Works of Grafton, 111. American Commercial Baige Line is the largest towing com­ pany on the inland waterways, with a fleet totaling 49 boats which operate on the Gulf Intracoastal Waterway, the Mississippi River, the Ohio River, and a number of smaller tributaries. ACBL plans to continue ex­ panding. The company is currently constructing two new 8,400 hp. towboats, the first of which, the Dennis Hendricks, is due out this July. May 1977 / LOG / 5 �Offshore Rigs Crews, Flag, Safety, a Must: Drozak Offshore drilling rigs in U.S. coastal waters should have U.S. crews and U.S. safety standards, SlU Executive Vice President Frank Drozak testified this month before the House of Representa­ tives' Ad Hoc Committee on the Outer Continental Shelf (OCS). Drozak urged that these regulations be included as an amendment to OCS legislation now before the committee. The bill, one year after enactment, should also require mandatory U.S. reg­ istry of all rigs on our Outer Continen­ tal Shelf, he maintained. OCS oil and gas drilling will be a key part of the nation's efforts to achieve greater energy self-reliance. Moreover, the proposed SIU amendment is import­ ant to Seafarers who travel in crowded coastal waters and to shipbuilders and fishermen in SIU affiliated unions. U.S. shipbuilding workers hope to share in the construction market for rigs and platforms and fishermen are concerned over the threat of oil spills by rigs in rich fishing grounds. The amendment is needed to stem the recent influx of foreign rigs to our shores, Drozak said. Today only 78 per­ cent of the rigs on U.S. shores are of American registry, down from 94 per­ cent in 1973. The requirement for U.S. crews would protect American jobs and provide much needed regulation of OCS operations. "Significant Hazard" Foreign rigs pose a "significant haz­ ard" to our coastline, Drozak warned, because they are "virtually unregulated" by the U.S. or the country of their reg­ istry. Uniform U.S. safety and environ­ mental standards are necessary for all rigs in our waters, similar to the anti­ pollution safeguards proposed for for­ eign tankers. "We cannot afford to depend on for­ eign nations to regulate their tankers or oil rigs operating near our coastline," he stressed. "These nations do not have to clean up the mess or live with the re­ sults. We do." Present Coast Guard inspection pro­ cedures on foreign rigs is inconsistent, Drozak complained, and the Coast Guard seems content to "defer" to the standards of other nations in the future. "We have only to look to the tanker industry to see what can happen when we defer to the standards of Panama and Liberia." U.S. registry of rigs in our waters is the "only way to truly insure account­ ability to U.S. standards," Drozak con­ cluded. The Coast Guard not only in­ spects foreign rigs inconsistently, but lacks the authority to examine the pa­ pers of their marine crew and their structural marine features. U.S.-fiag rigs, by contrast, are inspected tho­ roughly and frequently. U.S. registry will also mean more rigs built in American shipyards. The U.S. share of the rig construction market has slipped from 59 percent in 1972 to only 22 percent in 1977. Sev­ eral thousand jobs are now in jeopardy as a result, particularly in large U.S. yards in the Gulf of Mexico area. The River's in His Blood Already I ! ! I j 1 I Louisville, Ky. For the first time in three years, the SlU-contracted steamboat Delta Queen sports atop her wheelhouse the gilded antlers which signify that she won the 14th annual steamboat race here. The Delta Queen ran the 14-mile course on the Ohio River in two hours, nosing out her nearest opponent, the Belle of Louisville, by about 1500 feet. Placing a distant third was the Julia Belle Swain, piloted by the well-known bluegrass musician John Hartford. The use of gilded antlers to symbolize speed is an old steamboat tradition from the 19th Century. Philadelphia The SlU-contracted Curtis Bay Towing Company has just christened and crewed the new tug Sewells Point, to replace a tug by the same name which capsized in November of 1975. The new boat, which was built by Jakobson Shipyard of Oyster Bay, Long Island, is reputed to be one of the most beautiful and luxurious ship-docking tugs on the Atlantic Coast. Bay City, Mich. Another STU-manned boat, the pusher tug Jordan Sensibar, has joined the Construction Aggregates Corporation dredging project here. The additional boat will be busy pushing 300-foot barges loaded with stone for the construction of a diked disposal area for the safe containment of dredged material. St. Louis Port Agent Mike Worley reports that shipping is good here, and "we need manpower." SIU Boatmen looking- for a change of scene are welcome at the St. Louis Hall. In addition. The National Maritime Council held an International Shipping Forum here last month to urge midwestern shippers, freight forwarders, ex­ porters, and importers to utilize U.S. flag merchant ships. SIU Port Agent Mike Worley attended the meeting, along with over 100 representatives of labor, busi­ ness, and government. A group of panelists from U.S. maritime labor, U.S. maritime management, the Maritime Administration, and the Federal Maritime Commission answered questions about U.S. flag shipping. The panel included Mr. Thomas Harrelson from the SlU-contracted Delta Steamship Lines. Chicago The SIU negotiating committee has submitted its proposals and negotiations are under way for new contracts with Bigane Vessel Fueling Co. and Energy | I Cooperative, Inc. Both companies operate small tankers for fueling ships in and | I around Chicago harbor. I New Orleans I The SlU-contracted Crescent Towing and Salvage Co, has added a newly j reconverted tug, the James Smith, to its fleet. The new boat will be engaged in ship-docking and other towing duties in the New Orleans harbor. Buffalo There was still ice on Lake Erie in the Buffalo harbor early this month, and while a Coast Guard cutter was breaking it up the boat sustained damage and began taking on water. The cutter called a fireboat which began pumping out the sinking Coast Guard boat. The SlU-manned tug California was passing by, and stood by to offer whatever assistance might be needed as the fireboat towed the cutter to shore. The river is in his blood, says Steve Pohlman, shown with his girlfriend at the St. Louis Hall. Well Steve, there's plenty about the river in each^issuje of the Log. SIU member Steve Pohlman was no first as a deckhand and then as a tanker_ stranjger Jo the river when he_ applied, - to the Union's Harry Lundeberg School Brother Pohlman's career on the river two years ago. has just begun. He is currently back at Piney Point studying for his Towboat Born in St. Charles, Mo., a historic Operator's license for Western Rivers port on the Missouri River near St. and Inland Waters. "I'm sure I'll get my Louis, Brother Pohlman comes from a license if I go to Piney Point," says long line of river people. Both his uncle Steve. "They really go out of their way and his great-uncle arc ferry captains in to help you there." the St. Louis area, and his whole family What will Brother Pohlman do with has always loved the river and lived his expanded earnings as a towboat cap­ near it. As a boy, Steve spent many a tain? "I'd like to buy a cattle ranch in summer working on the ferries, water Calhoun County," he replies immedi­ skiing, fishing, or just hanging around ately. No need to ask whether his ranch the riverbank watching the big towboats would be near the river—it's impossible goby. not to be near the river in Calhoun Brother Pohlman graduated from the County, a narrow strip of land bounded Lundeberg School's Deckhand/Tanker- on the west by the Mississippi River and man program in October of 1975. He on the east by the Illinois River. has worked for the SIU-contracted Good luck to Brother Steve Pohlman, American Commercial Barge Line a living example of the old saying, "The Company and National Marine Service, river gets in your blood." 6 / LOG / May 1977 rm studying marine biology on the side, sir! �plan will work. So, using the vacation plan already negotiated at American Barge Line, I would like to give a brief explanation. First of all, a member's eligibility to the vacation benefit is based totally on the number of days worked during the year. The member becomes eligible to collect the benefit after accumulating at least 90 days of employment. The amount of the benefit would vary depending on the rating a man sails. For instance, in the third year of the ABL contract, and based on 240 days of employment that year, the benefits would be as follows: $933.60 for deckhands; $1,065.60 for lead deckhands, cooks, tankermen, utility engineers and trainee engineers; $1,200 for licensed assistant engineers, and $1334.40 for licensed chief engineers. Of course if a man works more than 240 days, the benefit would be higher accordingly, and if he works less than 240 days in a year, the benefit would be less accordingly. The SIU's victory in setting the cornerstone for an industry-wide vacation plan for Boatmen was the Union's first significant achievement since the SlUIBU merger just eight months ago. Since then the SIU has also taken the first steps in establishing a standardized contract for all SIU Boatmen. Initially, the standardized contract would mean considerable increases in wages and benefits, in particular pension and welfare, for SIU Boatmen. Thereafter, it would be a great deal easier winning even larger benefits, because the SIU would be negotiating for the entire inland membership instead of fighting for these benefits, as we now have to do, one company and one contract at a time. Also since the merger, a number of Educational Conferences have been held for inland members at the Lundeberg School so that we can plan and discuss, in the most democratic atmosphere possible, our goals for the future of the inland waters industry. (See special supplement in this issue of the Log.) As much work as has already been done since the merger, though, it has really only begun. We are aiming at achieving the goal of ultimate job and financial security for all SIU members—deep sea. Lakes and inland. We are well on our way to reaching these goals. And I am confident that with the help and support of the collective SIU membership, we will come out on top. Headq uartcrs by SIU Exeriilive Vice Prosideiil Frank Drozak When the SIU wrapped up its latest three-year contract with Steuart Trans­ portation late last year, we had achieved one of the most significant collective bargaining gains ever won for unionized inland boatmen in the United States. This landmark provision was the establishment of a jointly (union-manage­ ment) administered vacation plan for SIU Boatmen at this company, it was the first such plan ever negotiated for workers in the towing industry. As important, though, as being the first jointly administred vacation plan for Boatmen, this bargaining breakthrough laid the groundwork for achieving the SlU's overall goal of an industry-wide vacation plan for all SIU Boatmen. Since the Steuart contract, the SIU has succeeded in winning similar vacation plans for other Boatmen in the industry as contracts come up for negotiation. In all the SIU has issued vacation benefit checks to 92 SIU Boatmen, totalling over $57,000, since the program began six months ago. To achieve the goal of an industry-wide plan for Boatmen, the SIU will simply keep plugging at the bargaining table as each inland contract comes up for renewal. I don't expect it to be an easy fight, because in each of our victories so far management has strongly opposed establishing the vacation benefit. Winning it at some companies, of course, will be harder than at others. But in the long run, I'm sure that we will succeed in getting our industry-wide plan. Many of our inland members are probably not familiar with how the vacation Bonanza of Jobs SeenWifh All-Alaska Gas Pipeline SIU San Francisco Port Agent Steve Troy, spelled out the numerous job op­ portunities the All-Alaska Gas Pipeline would create for Seafarers and a wide range of American workers in his testi­ mony before the California Commission for Economic Development on May 4 in Los Angeles. Troy urged approval for the combi­ nation pipeline-LNG tanker system, which would carry natural gas down from Alaska's North Slope to Southern California. He was joined by two other strong supporters: John C. Bennett, vice president of the El Paso Alaska Co., which has proposed this route, and Lowell Thomas, Jr., lieutenant governor of Alaska. All agreed that the El Paso route would provide the quickest delivery of gas and the greatest economic and en­ vironmental benefits for the U.S. Two competing trans-Canadian pipe­ line proposals by Arctic Gas and Alcan Pipeline Co. were approved by the Fed­ SIU Issuing New Books To eral Power Commission on May 2. The El Paso advocates urged the California commission to express support for the ail-American route to President Carter, who will review all recommendations and present his decision to Congress by Sept. 1. Put 22,500 to Work The El Paso project would put about 22,500 Americans to work at the peak of construction, Troy said, compared to only 10,000 for Arctic and 15,000 for Alcan. Moreover, El Paso estimates there will be 1,470 permanent U.S. jobs after completion of its project, while Arctic would employ only 400 and Al­ can 600. Lt. Gov. Thomas remarked that these employment figures, based on a private study, "are a goal I find it hard to be­ lieve President Carter would ignore." "Jobs for American seamen would increase by the use of eleven 165,000cubic meter LNG tankers in the El Paso Tug and Barge Work Tug and barge traffic, hauling equip­ ment and material for construction of the pipeline and the LNG plants would also provide many jobs—for at least 540 tugboatmen as well as shoreside personnel at peak construction. Troy pointed out to the commission that Cali­ fornia industries and labor would play a large part in this work. Troy also maintained that LNG tanker transportation is "one of the saf­ est seagoing operations being carried on today"—with more than 12 years of accident-free deliveries. He stressed the value of the LNG Technology Course at the Harry Lunde­ berg School of Seamanship in Piney Point, Md. which is preparing welltrained crews. Another major selling point for the all-Alaska route. El Paso Vice President Bennett said, is that it could be devel­ oped two years ahead of the longer Canadian pipelines—an important plus in view of the serious gas shortages now facing the nation. It would parallel the Alaskan Oil Pipeline and get a headstart from the $1-billion support system of roads and equipment already there, Lt. Gov. Thomas explained. The Arctic and Alcan routes must not only carve out new territories in a brutal climate, but must first face unsettled native and national wildlife claims that would cause even further delays and cost overruns, Thomas said. •.•I Sbtpping Report for Inland Watfll ' / .r- ^ FOR THE MONTH OF APRIL 1977 Inland Members With the merger late last year o£ the IBU and the SIU A&G District, Headquarters hegan a program of issuing new Union hooks to all in­ land members to replace their old IBU books. To date, though, many inland members have not applied for the new SIU books, which are necessary for identification for voting in Union elections and other Union functions. To get your new book, inland members need only pick up an ap­ plication at the nearest Union hall or from a Union representative when he visits your boat. Just fill it out and send it to Headquarters. The Union will then issue you a new book and get it back to you. route," Troy said. Their construction would generate more than 68,600 manyears of employment in American ship­ yards, he added. These vessels would take the gas from a liquefication plant, to be built at Gravina Point, Alaska, to a regasification plant to be built at a point along the Southern California coast. From there the gas would be sent via existing and new pipelines to Central and Eastern U.S. markets. TOTAL MEN REGISTERED ON BEACH TOTAL JOBS SHIPPED Relief Jobs Permanent Jobs Class A BALTIMORE BOSTON^ HOUSTON . . : JACKSONVILLE NEW YORK MOBILE . NORFOLK NEW ORLEANS .. PADUCAH PHILADELPHIA PINEY POINT ...... ...... PORT ARTHUR ... • PUERTO RICO . . . . ....... RIVER ROUGE . . , . ..... ST. LOUIS . . . ............ TAMPA . . 0 0 9 1 0 0 0 0 S ^ 0 0 6 0 24 12 0 TOTALALLPORTS^^:;^.^ . . V • 60 Class B Class C Class A Class B 0 0 0 1 0 0 0 0 1 0 0 0 0 0 0 0 t-'o 0 0 0 :2-:-:- 0 0 0 18 1 0 0 0 4 •„.••().....•• 0 4 4 0 0 32 0 1 20 0 18 82 .• • a-. .141 10 0 ;3.v>: 138 0 0 0 0 0 0 293 1 48 0 0 0 0 0 0 50 •"•4® Class C 0 0 0 0 0 0 0 0 15 0 0 0 0 0 0 0 15 Class A Class B 5 0. 2 0 3 0 0 0 16 1 0 0 59 6 0 185 -0 0 9 12 0 301 '.ut... y'-X •;21/,r 6 -0.9 138 May 1977 / LOG / 7 �Tuna Fleet Fishing With Promise of Compromise Hundreds of concerned cannery workers, members of the SlUNA-affiliated United Cannery Workers Union, demonstrate earlier this month outside Federal Building in Wilmington, Calif. After nearly three months in lay-up In the meantime, several thousand members of the SIUNA-affiliated to protest what tuna Industry officials call "unrealistically low" porpoise mor­ United Cannery Workers Union remain out of work due to last month's layoffs tality quotas for 1977, the U.S. tuna in San Diego, Terminal Island and fishing fleet of 140 purse seiners set to Puerto Rico. Still others will remain on sea this month to resume fishing. a cut-back work schedule. U.S. can­ The tuna boats sailed from San Pedro neries, in general, will continue to feel and San Diego to the Pacific fishing the squeeze until the U.S. fleet starts grounds after Rep. John Murphy (Dbringing in the first boatloads of tuna N.Y.) introduced a bill that would allow later this year. 78,900 porpoise kills incidental to tuna Also this month, angry cannery work­ fishing for the rest of this year and the ers in San Diego and Wilmington, Calif, same amount for 1978. The National demonstrated in force outside Federal Marine and Fisheries Service had pre­ buildings urging the Government to viously set the 1977 quota at 59,050, clear up the porpoise controversy. which tuna industry officials called "to­ Some workers carried picket signs tally unacceptable." stating: "Congress, the honeymoon is Murphy practically guaranteed pas­ over. Get busy and save our jobs." sage of the bill, predicting that the en­ vironmentalists would be able to muster Other workers carried signs saying, "Congress, wake up. The siesta is over. "no more than 100 initial votes" against the bill in the House. Murphy also pre­ We need your help." dicted that if the bill gets to the White On top of the loss of jobs to fisher­ House it would be signed because it is men and cannery workers, consumer "a fair compromise on the porpoise is­ prices on canned tuna are expected to sue." rise sharply by summer. Nevertheless, a spokesman for 14 en­ A spokesman for the Tuna Research vironmentalist groups said they would Foundation predicts boosts of "a mini­ fight the Murphy measure. In addition, mum of five cents a can and a maximum the Humane Society of the United States of 20 cents." has called a boycott of tuna, which ac­ Overall, the U.S. tuna fleet has lost cording to the Society, will include ad­ more than $30 million since Jan. 1, vertisements and efforts by its members while the hard pressed canneries have to stop the serving of tuna in restaurants recorded a four month loss of almost and cafeterias. $60 million. Tbe Lakes Picture I Buffalo \ ( I • J ) i i j Because of the shortage of oil and natural gas, more industrial plants are switching over to coal. In the east there is an increased demand for non-polluting western coal. This means more shipments of coal for Great Lakes freighters and possibly more cargo arriving in the port of Buffalo. Two coal docks in Buffalo may reopen to accommodate the trade. A related result of the energy crisis is that Lakes shipyards report an increase in construction of self-unloaders capable of carrying coal. The SlU-contracted Consumers Power (Boland and Cornelius) received extensive repairs and refitting work while laid up in Buffalo this past winter. i i i Frankfort ) At the beginning of May, the SlU-contracted Chief Wawatam was granted j a ninety-day extension by the Coast Guard, allowing her to run through July 29 j without a five-year inspection. i SU Lawrence Seaway I J i j I j J I 1 ) 5 j j r f : : \ j 5 j j ^ i i i As part of the national switchover to the metric system, the St. Lawrence Seaway Development Corporation has announced that metric measurement units will be used in all operational procedures on the Seaway effective this season. The regulations in the 1977 Seaway Handbook will list measurements in both metric and customary U.S. units. Dimensions of vessels are to be expressed in meters, engine power in terms of kilowatts, and lock and bridge distance markers will indicate only meters. However channel markers will indicate mileage in nautical miles. The units for registered tonnage will remain the same as in the past. Also, beginning this year. Great Lakes navigation charts will begin listing both traditional and metric scales. The first new chart will cover Lake Erie and list the standard feet-fathom measurements on one side with the reverse carrying a Mercator scale and metric units. These dual navigation charts eventually will cover the entire Great Lakes area, with the fathoms-feet system gradually phased out. The U.S. and Canada are having discussions about toll increases on the St. Lawrence Seaway and the Welland Canal. The Canadians have made their toll proposals which the U.S. authorities circulated last month asking shippers, carriers and other concerned parties to comment. For the Seaway, the Canadians proposed a toll of $1.05 per ton for general cargo, $.45 per ton for bulk cargo, and $.04 per gross registered ton for each vessel. For the Welland Canal they propo.sed a toll of $.90 per ton for general cargo, $.40 per ton for bulk cargo, and $.04 per gross registered ton for each vessel. At present the Seaway Development Corp. and the U.S. share of the operating costs are supported by money collected from users, The Maritime Trades Department of the AFL-CIO has come out against any toll increases because it feels that higher tolls would cripple American and Canadian shipping in and out of the Great Lakes via the Seaway. Lakes nistoi^ Although few Seafarers on the Joseph S. Young (Boland and Cornelius) • may know it, their ship once had a fancy guest lounge equipped with a pipe T Wgan" TrrarwBi bam-in 1-907 when sne' was ) as the newest vessel in the Shenango Furnace Co. fleet. The SlU-contracted i Medusa Challenger (Cement Transit Co.) was the original ship in the fleet of j six and was built in 1906 under the name William P. Snyder 202859, according ^ to Steamboat Bill, the journal of the Steamship Historical Society of America. i Lakes Beading It's the cook, sir, he's sulking! 8 / LOG / May 1977 ^ Seafarers may be interested in subscribing to Lake Log Chips, a weekly J newsletter dealing with shipping and shipyards on the Great Lakes. Subscription r rate for the United States and possessions is $5.00 per year, or $11.00 for I first class mail. Write to Subscription Department, Lake Log'Chips, Fifth Floor, I University Library, Bowling Green State University, Bowling Green, Ohio 43403. i The Great Lakes Red Book for 1976 is available for $4.00 from the Fourth ^ Seacoast Publishing Co., 24145 Little Mack Ave., St. Clair Shores, Mich, j 48080. It contains a complete list of vessels that sail the Great Lakes along 1 with their licensed personnel, construction statistics and call signals. There is j also a general information section. 1 i i \ •' 1 i i « s i i ^ �OUTER CONTINENTAL SHELF Hearings are continuing on outer continental shelf oil and gas management policy in the House Ad Hoc Committee on the outer continental shelf and the Senate Energy and Natural Resources Committee. CABINET LEVEL ENERGY DEPARTMENT PROPOSED Under the terms of legislation now moving through both houses of Con­ gress, a new Department of Energy would be created and would absorb the functions now performed by the Federal Energy Administration, Federal Power Commission and Energy Research and Development Administration. The Secretary of the new Department is expected to be Dr. James Schlesinger, who is now White House Energy Advisor. The House Bill has been reported out of the Government Operations Com­ mittee; the Senate bill is stalled over the question of whether the Department would have authority to set oil and gas prices. Under a compromise being considered, the Secretary would propose natural gas price changes to a three-member regulatory board in the Department. The Board would set oil prices, subject to veto by the House and Senate. McKlNNEY AMENDMENT PROHIBITS OIL EXPORT The House of Representatives passed an amendment last month which would prohibit export of domestically produced crude oil for a period of two years. Proposals to swap Alaskan crude for Mideast oil would cost hundreds of sea­ going jobs. Stewart McKinney (R-Conn.) in introducing his amendment to the Export Administration Act of 1969, stated that we cannot justify exportation of 400,000 barrels per day of Alaskan crude at a time when we are faced with an impending national catastrophe from energy shortages. Rep. McKinney continued, "We are concerned with providing more jobs in our struggling industries. Why, then, should we create more work for the for­ eign tanker industry by transporting the oil to Japan while our merchant tanker fleet suffers through hard times?" John F. O'Leary, administrator of the Federal Energy Administration, testi­ fied Apr. 29 before the House Interior and Insular Affairs Subcommittee on Special Investigations on the disposition of Alaskan North Slope crude. Mr. O'Leary said there are three short-term options for distribution of the excess North Slope crude: 1) swapping with a foreign country,_2) shipping to Gulf Coast ports by tanker, and 3) shutting in North Slope production until a west-to-east pipeline is constructed. Following extensive discussion with Maritime Administration and Coast Guard officials, Mr. O'Leary said, FEA has concluded that by converting some subsidized U.S.-flag tankers now engaged in foreign trade to domestic service, the total U.S.-flag fleet will be adequate to handle the surplus. The Senate defeated a similar amendment on May 5 by tabling it. Signif­ icantly, following the Senate's vote to table, the House voted 240 to 166 to instruct its conferees to retain the McKinney amendment in conference. No conference date has been set. HOUSE ENERGY COMMITTEE The House has created an Ad Hoc Committee on Energy to coordinate the energy program. It will bring an overview of various pieces of legislation relat­ ing to energy reported by standing committees. Rep. Thomas L. Ashley (D-Ohio) was named chairman. TRANSFORATION TAX AND INCENTIVES Senator Russell Long (D-La.) has introduced Senate Res. 150 to authorize a study of "present tax incentives and revenue measures relating to the com­ mercial transportation system of the United States and the Federal programs which such incentives and measures finance." In introducing the resolution. Sen. Long said his committee (Finance) has been urged to review present methods of financing navigation improvement because of alleged statements that Federal subsidy to the waterways is in­ equitable to other transportation modes. The senator said that what is needed is "a comprehensive review of all direct and indirect incentives, aids and facili­ ties available to all modes." -Support SPAD SPAD is the union's separate segregated political fund. It solicits and accepts only voluntary contributions. It engages in political activities and makes con­ tributions to candidates. A member may voluntarily contribute as he sees fit or make no contribution without fear of reprisal. Seafarers are urged to contribute to SPAD. It is the way to have your voice heard and to keep your union effective in the fight for legislation to protect the security of every Seafarer and his family. A copy of our report is filed with the Federal Election Commission and is available for purchase from the Federal Election Commission, Washington, D.C. Drozak Lauds NMC on Productivity, Stability Growth The U.S. maritime industry has been "a model of the benefits close labormanagement cooperation can achieve," SIU Executive Vice President Frank Drozak told a shipper seminar spon­ sored by the National Maritime Coun­ cil in Corning, N.Y. late last month. The NMC, a coalition of labor, man­ agement and Government heads, de­ serves the credit for this achievement, Drozak said. It has made "massive gains for the industry in productivity and stability over the past several years, as well as a greater effort towards new growth." Drozak's praise for the NMC was echoed by Robert J. Blackwell, assist­ ant secretary of commerce for maritime affairs, and Thomas W. Gleason, presi­ dent of the International Longshore­ men's Association, who were also fea­ tured speakers at the seminar. Both men discussed the ILA contract negotiations which began this month Unclaimed Wages The SIU members listed below have unclaimed wages due them from Mari­ time Overseas Corporation. If your name is below, the company asks that you contact: Paymaster, Maritime Over­ J. C. Leach W. Flaherty A. Maben J. Duhadaway O. Gatlin, Jr. W. Sears S. B. Crader C. Mills A. Mravec S. Matthews J. C. E. Demers R. F. Flouriioy J. L. Burk C. J. Cosner R. D. Rains F, J. Howard M. A. Freeburn L. D.McDufiie F. L. Hall J. R. Bradley H. J. Breen J.W. Mullis seas Corporation, 511 Fifth Ave., iVew, York, N.Y. 10017. Also, the company says that the following information should be given by applicants: Social Security number and current address. J. Downey C. B. Troy D. Murray R. L. Oppel J. L. Boyce P. Salowsky E. S. Spooner R. A. Hogan Ml. Eschcnko H. Chamberlain B.W. Warren J. Lopez T. B. Fleming D. Gomez, Jr. H. Vera H. Scott T. R. Bolger D. A. Clark S. H. Al-Maklani J. Canfield D. L. Smith and were hopeful that agreement could be reached without another strike. A five day ILA workout in April over a container handling ruling was actually a dispute with the National Labor Re­ lations Board rather than a labor-man­ agement problem, they stressed. Their hopes were later realized by a strike-free.settlement reached on May 12 by the ILA and seven shipping com­ panies, which extended the contract to Sept. 30. Maritime labqr^mnnagem^t re^^^^ tions are now "among the most stable of any major American industry," Blackwell maintained. Drozak Urges Support Drozak not only praised the NMC but urged support for its efforts to build up all sectors of U.S. shipping, specific­ ally: oil cargo preference legislation, a greater share of bulk cargo for U.S.flagships and the need to maintain a strong domestic fleet. He noted that less than 4 percent of U.S. oil imports are carried in U.S. ves­ sels and while 85 percent of our trade is made up of bulk commodities, U.S. vessels carry practically none. "We need new national policies to regain the maritime strength our nation once had," he stated. A strong domestic fleet is essential, Drozak explained, because water trans­ portation will play a major role in the increased movements of coal to meet the country's energy needs. Speaking before the National Mari­ time Council's Eastern Shipper Forum in Corning, N.Y., SIU Executive VicePresident Frank Drozak praised the NMC's gains in stability for the mari­ time industry. Drozak is holding the Seafarer Education Series pamphlet which describes the Council's work in bringing together maritime labor, industry and government. May 1977 / LOG / 9 �Another First: A Sixth Four-Year Winner A First. SlU BoafmanWins Scholarship For the first time since the SIU's Annual Scholarship Program began in 1953, a Boatman has won the four-year award reserved for an active SIU mem­ ber. Stephen Peter Magenta, 20, who works as a relief captain aboard a tank barge for the Interstate and Ocean Transport Co. in Philadelphia, Pa. was selected in May to receive the $10,000 grant. Also, one active Seafarer and four dependents of eligible members norm^ly receive the no-strings attached scholarship which they can use to take up any course of study they wish at any accredited college or university in the United States or its territories. The $10,000 award is disbursed over a fouryear period. However this year, in another first, there was a sixth full scholarship winner —SIU Brother Ashton Woodhouse, 24, who sails on the deep sea as a member of the engine department. The sixth award was made possible last March when the trustees of the Seafarers Wel­ fare Plan voted that an additional fouryear scholarship could be granted to an .active SIU member if an outstanding applicant appeared. Ashton Woodhouse fit the bill. Among the four dependents who won the award, two were children of Boat­ men and two of members who sail deep sea. They are Leslie Warren Collier IV, son of Boatman Leslie Warren Collier III of Coinjock, N.C.; Charles Foshee, son of Boatman Woodrow Foshee of DcRiddcr, La.; Elizabeth Harrington, daughter of Seafarer Arthur Harrington of Charlestown, Mass.; and Osvaldo Rios, son of Seafarer Osvaldo Rios of Carolina, Puerto Rico. Three alternate winners selected by the committee—Lisa Kondylas, daugh­ ter of SIU Pensioner Nicholas Kondylas of Baltimore, Md.; Anthony DiDomenico, son of SIU Boatman Alphonso DiDomenico of New York, N.Y. and Patricia Ansell, daughter of SIU Boat­ man Gerald Ansell of Chesapeake, Va. —will receive the scholarship in case one or more of the winners cannot ac­ cept. For the second consecutive year, there were two $5,000 two-year schol­ arships awarded to active Seafarers. • This year's winners are William Berulis, 28, and Jack Utz, 47, both of Seattle, Wash. Seafarers Berulis and Utz will receive their $5,000 grants over two years and can use the money to study at any accredited junior college, com­ munity college, or post-secondary trade or vocational school. Seafarer Arthur Harrington Seafarer Osvaldo Rios as in the past, chosen by the SIU Schol­ arship Selection Committee, an impar­ tial panel of reputable scholars. As specified in the guidelines for the awards, the committee based their se­ lection on the individuals' scholastic ability as shown by high school grades and College Boards or American Col­ lege Test scores and the individual's character as reflected by letters of rec­ ommendation and participation in ex­ tracurricular activities. According to the committee, which met at the Transportation Institute in Washington, D.C., all applicants were the best ever to the point that their task was most difficult this year. They urged those who did not get awards to keep trying because, in the past, unsuccess­ ful applicants have received the award the next year. Members of this year's Selection Committee were: Dr. Charles Lyons, retired dean of admissions at Fayetteville State University, Fayetteville, N.C.; Dr. Charles D. O'Connell, direc­ tor of admissions at the University of Chicago, Chicago, 111.; Dr. Bernard Ire­ land, a retired official of the College Boards; Dr. Elwood Kastner, dean of registration at New York University, New York, N.Y.; Dr. Richard M. Keef, professor at Lewis and Clark Commu­ nity College, Godfrey, 111.; Dr. Donald Maley, professor at the University of Maryland, College Park, Md., and Dr. Gayle Olson, professor at the University of New Orleans, New Orleans, La. Boatman Stephen Magenta Stephen Magenta's academic record at Northeast Catholic High School in Philadelphia, Pa. was outstanding. He went in for varsity track and cross­ country racing and participated in the band. He also found time to become a certified diver, because as he explained, "the sea has held a special fascination in my heart." After high school he went through the Harry Lundeberg School Entry Rat­ ing Program, graduating in 1974. In April of that year, he began working on 123 Four-Year Scholarships coastwise tugs and barges for the Inter­ state and Ocean Transport Co., rapidly The 1977 awards brings to 123 the "hurhDef of four-year scTToTafsfiips' —advsaetng to t'fie-p-osiirau- ofiMi gcxaptain. awarded since the program began, with Praising Brother Magenta's charac­ 32 received by Seafarers and 92 by de­ ter and career, the company's operations pendents of Seafarers. manager noted that the young Boatman The winners of all eight grants were. had successfully served as relief captain aboard barge Interstate 55, which in­ volved pumping and loading two grades of petroleum simultaneously. "In addi­ Miss Edna Newby, a retired of­ tion to handling multiple cargoes." he ficer of Douglass College, New said, "Mr. Magenta has become pro­ Brunswick, NJ., had worked on the ficient in the handling of benzene and SIU Scholarship Selection Commit­ styerene cargoes." tee since 1953 when the progrmn While traveling between ports and began. After 23 years of unselfish reading and thinking. Brother Magenta service, she decided to retire from the concluded that "the only way to be­ committee after helping to pick die come a more well-rounded individual 1976 winners. The SIU salutes Miss and meet the technical demands of to­ Newby and wishes her the best in the day's society would be a formal college years to come. education. Using the $10,000 four-year Boatman Leslie Warren Collier III Boatman Woodrow Foshee scholarship he hopes to prepare for a career related to the maritime industry at the University of Rhode Island. Seafarer Ashton Woodhouse Determination has been the mark of Ashton Woodhouse's career in both academic and at sea. The winner of the special four-year $10,000 SIU award did exceptionally well in high school and has been earning his way through col­ lege by shipping out, off-and-on during the past few years. The nationwide Standard Achievement Tests showed him to be among the top 2 percent of students in the country. As an SIU member sailing in the black gang, Woodhouse took full ad­ vantage of the opportunity to upgrade himself. Since he graduated from the Lundeberg School Trainee Program in 1972, he has received his FOWT-pumpman and QMED endorsements as well as his 'A' book. In the future, he hopes to sit for a third engineer's license. It is no surprise, therefore, that Brother Woodhouse would like to be­ come a mechanical engineer. His pro­ fessors at the University of 'Virginia in Charlottesville have no doubt that he will succeed. Although he had been out of school for a while and was "very rusty", according to one professor, Woodhouse is now at the top of his class "in the toughest two-year engineer­ ing course in our school." The scholarship will enable Brother Woodhouse to get an undergraduate de­ gree from the University of Virginia and pursue a master's degree program. Seafarer Jack Utz Winning the two-year $5,000 SIU scholarship is just one landmark in the academic career of Seafarer Jack Utz. Brother Utz, who has been shipping out with the SIU since 1948, dropped out of school in the sixth grade because of a speech impediment and to help his mother support the family. Since then, determined to better himself, he studied and sat for the GED exam and earned a high school equivalency diploma. "I received speech therapy at the Seattle Speech and Hearing Center," Utz told the Selection Committee. "This therapy has given me the confidence to return to school." After accumulating 7,400 days seatime in the steward de­ partment, he wants to come ashore and work in the hotel management field. Using the scholarship, he hopes to at­ tend South Seattle Community College in Seattle, Wash, while living at home with his wife, Younghi, and his two sons. As the commissary superintendent for Sea-Land put it. Brother Utz "has the ability to accomplish whatever he sets his mind to." He has worked as a chief steward on the S.S. Newark since 1969. He also holds firefighting and lifeboat tickets which he earned at the Harry Lundeberg School in 1976. Seafarer William Berulis "I have wanted to be in, at, or near the sea ever since 1 can remember," SIU Brother William Berulis said. The $5,000 two-year scholarship will en­ able him to devote uninterrupted time to learning his chosen trade of marine carpenter. "The art is in the long tradi­ tion of skilled craftsmen who also loved the sea," Berulis explained. In classes at the HLSS in Piney Point, the young Seafarer discovered his abil­ ity to excel in subjects that he found interesting and important. He graduated from the Harry Lundeberg School of Seamanship Entry Rating Program in 1970, and later went back for his AB certificate and to take the LNG, Weld­ ing and Diesel Engineer Courses. He also went through the "A" Seniority Program in 1974. The people who recommended Brother Berulis predicted that he would become an outstanding shipbuilder if given the chance to learn the trade. He plans to attend Seattle Central ComContinued on Page 29 Miss Newby Retires 10 / LOG / May 1977 Members of the SIU Scholarship Selection Committee go over applications for the 1977 awn^ds. They are (clockwise I. to r.): Dr. Donald Maley, professor at the University of Maryland, College Park, Md.; Dr. Charles D. O'Connell, director of admissions at the University of Chicago, Chicago, III.; Dr. Bernard Ireland, a retired official of the College Boards; Dr. Richard M. Keefe, pro­ fessor at Lewis and Clark Community College, Godfrey, III.; Dr. Charles Lyons, retired dean of admissions at Fayetteville State University, Fayette­ ville, N.C.; Dr. Elwood Kastner, dean of registration at New York University, New York, N.Y., and Dr. Gayle A. Olson, professor at the University of New Orleans, New Orleans, La. �Works for Job Security tor U.S. Seamen FMC Carries the Biggest Regulatory Stick This is the eleventh in a series of articles which the Seafarers Log is publishing to explain how various organizations affect the jobs and job «ecurity of SIIJ members. More Government bodies have a hand in reg­ ulating maritime affairs than in any other Amer­ ican industry. But the one that carries the biggest stick is the Federal Maritime Commission. The FMC is an independent, regulatory agency headed by five commissioners appointed by the President and charged by Congress with carrying out a number of Federal shipping statutes. Their responsibilities may sound like maritime mumbo jumbo to the layman or even to the Seafarer, but in the end they spell out job security for the Amer­ ican seaman and economic health for the entire nation. The FMC's main business is regulating our ocean commerce. That means seeing to it that freight rates and other means of competition prac­ ticed by U.S. and foreign shipping lines in our trade arc fair and equitable. For over 100 years, the answer to unfair com­ petition and destructive rate wars by shippers has been the conference system. The way this works is that competitive steamship lines organize accord­ ing to different trade routes and collectively set uniform rates. The FMC has the right, authorized by the Shipping Act of 1916, to grant conference members immunity from antitrust legislation, which would otherwise outlaw their restrictions of competition. iStandard conference rates have been essential to American shippers. Without them, U.S.-flag lines, which have higher operating costs than their foreign competitors, would not be able to carry a substantial percentage of cargo in the liner trade. While the U.S. fleet carries only about 5 percent of our foreign trade, the American liner fleet has over 30 percent of U.S. liner shipments. The FMC monitors the many different confer­ ences in our liner trade routes and has the power to impose stiff penalties—heavy fines and even suspension of antitrust immunity—against ship­ pers who grant discounts, rebates or other viola­ tions of the uniform rates. It also can make rules to counter foreign regulations that hurt American shipping. FMC Chairman Karl E. Bakke has said that he is determined not to deal more severely with U.S.flag shippers than their foreign competitors. But just getting the facts from foreign documents held overseas is a difficult and time-consuming process for the FMC. Pollution Control Authority Became Separate Agency in '61 Once part of a larger Government maritime board within the Department of Commeree, the FMC was organized in 1961 as a separate agency to concentrate on these important regulatory func­ tions. But while the FMC carries a big stick, it has no easy task putting it to use in the complex maritime world where ships operate under many flags and under many laws. Federal Maritime Commission Chairman Karl E. Bakke directs the Important regulatory functions of his agency which focus on preventing unfair com­ petition In U.S. ocean trade. He Is shown here addressing the Propeller Club and the Maritime Association of New York. The problem is similar to the hidden snarls behind foreign ownership registration of flag-ofconvenience vessels, which have stalled the FMC's exercise of its pollution control authority over foreign tankers. The commission is responsible for getting owners of tankers, which travel in U.S. waters, to show evidence of funds for cleanups in the event of oil spills or other pollution hazards. But the real problem in regulating shipping rates in our foreign trade is not foreign conference members, but outside shippers capable of drastic undercutting. The state-controlled Soviet fleet has been among the biggest offenders. Last year Chairman Bakke negotiated an agree­ ment with the Russians which would have brought the Soviet Baltatlantic Line into North Atlantic conferences. But the agreement never materialized and Bakke recently announced that the answer to unfair Soviet competition is Congressional legis­ lation. A Third-Flag bill, which has been in and out of favor in Congress, would give the FMC.the right to suspend state-controlled ship lines from carrying cargo in our trade if their rates are judged unjust or unreasonable. Bakke and many strong supporters of the U.S. merchant marine believe that the FMC should be given a larger hand in regulating our foreign trade. But some of their stiffest opposition comes from other U.S. regulatory agencies such as the Depart­ ment of Transportation and the Antitrust Division of the Department of Justice which have said that the FMC already has enough power to restrict competition. How far the FMC is allowed to extend its power may be controversial. Yet there is no doubt that its regulatory stick must be long enough to reach the forces that threaten the vitality of the U.S. merchant marine and the stable flow of our multibillion dollar ocean trade. Early Normal Pension Supplement MEMBERSHIP MEETINGS' SCHEDULE Port New York Philadelphia Baltimore Norfolk Jacksonville Detroit Houston New Orleans Mobile San Francisco Wilmington Seattle Piney Point San Juan Columbus Chicago Port Arthur Buffalo St. Louis Cleveland Jersey City Date Deep Sea Lakes, Inland Waters June 6 , 2:30 p.m. June 7 2:30 p.m. June 8 2:30 p.m. r .-rr imne -9^-. rr.-.-7."f . r:r~9:3>Q a.m-. June 9 2:00 p.m. June 10 — 2:30 p.m. June 13 2:30 p.m. June 14 2:30 p.m. June 15 2:30 p.m. June 16 2:30 p.m. June 20 ." 2:30 p.m. June 24 2:30 p.m. June 11 10:30 a.m. June 9 2:30 p.m. June 18 — June 14 : — June 14 — June 15 — June 17 2:30 p.m. June 16 — June 13 — UIW :00 p.m. :00 p.m. ;00 p.m. :00 p.m. 7:00 p.m. 1:00 p.m. for an additional 730 days of service, he is entitled to two increases, an ad­ ditional $30 a month pension benefit, and the Early Normal Pension Suplement equal to 12 times his monthly pension benefit. Therefore, in addition to his monthly benefit of $380 he will re­ ceive a lump-sum, one time payment of 12 times $380 = $4,560. Of HOW THE EARLY course, if he continues his employ­ NORMAL PENSION ment and receives additional service SUPPLEMENT WORKS; If an employee is at least 55 years credit his monthly pension benefit of age and has credit for 7,300 days will increase by $15 a month for of service, he is eligible for the Early each additional 365 days of service Normal Pension Benefit of $350 a up to a maximum of $455. His Early month. If such eligible employee Normal Pension Supplement will continues his employment (Deen likewise increase, as shown in Chart Sea-Great Lakes) and receives credit I. Monthly Pension CHART I Benefit Ssipplemerat 7,300 Days of service plus 730 days of service- -$380.00 $4,560 lump-sum 7,300 Days of service plus 1,095 days of service- - 395.00 4,740 lump-sum 7,300 Days of service plus 1,460 days of service- - 410.00 4,920 lump-sum 7,300 Days of service plus 1,825 days of service- - 425.00 5,100 lump-sum 7,300 Days of service plus 2,190 days of service- - 440.00 5,280 lump-sum 7,300 Days of service plus 2,555 days of service- - 455.00 5,460 lump-sum In case some Seafarers did not see the story in the April issue of the Log on the new Early Normal Pension Sup­ plement, we are rerunning below one very important section of that article. If any member has a question about the new benefit, he should contact the Seafarers Pension Plan, 275 20th St., Brooklyn, N.Y. 11215. May 1977 / LOG / 11 m �Mount Washington Committee Golden Endeavor Committee At a recent payoff in the port of Baltimore is the Ship's Committee of the SS Mount Washington (Victory Steamship) of (I. to r.): Steward Delegate Lorenzo Rinaldi; Engine Delegate Earl Chappel; Deck Delegate Edward Adams; Recer­ tified Bosun Leo Paradise, ship's chairman, and Educational Director John Quinter. Just before the payoff of the ST Golden Endeavor (Westchester Marine) at Staplelon Anchorage, S.I., N.Y., the Ship's Committee got together for this photo. They are (I. to r.): Chief Steward Carl Jones, secretary-reporter; Engine Delegate John Griffith; Baker James Dies, steward delegate; Bosun Andy Thompson, ship's chairman, and Deck Delegate Dave Kydd. Sam Houston Committee Sea-Land Market Committee S . 1 . Si- '•••it .y 4'' • During a payoff at Pier 7 in Brooklyn, N.Y. of the LASH Sam Houston (Water­ man), the Ship's Committee relaxes in the vessel's Icunge. They are (I. to r.): Chief Electrician David Rojas, educational director; AB Gordon L. Davis, deck delegate; Engine Delegate Gary Bryant; Chief Steward Roscoe L. Alfred, sec­ retary-reporter, and Recertified Bosun Homer 0. Workman, ship's chairman. In the middle of last month, the Ship's Committee and crew of the SS Sea-Land Market were paid off at the MOTBY Dock in Bayonne, N.J. Part of the crew and committee there were (I. to r.): AB Nick Hrysazhis; Deck Delegate Tom Mc­ Neills; Recertified Bosun Don Rood, ship's chairman; Engine Delegate Cliff Hall, and Steward Delegate Abdul Karim. Council Grove Committee Sea-Land Galloway Committee Here's the Ship's Committee on the ST Council Grove (Inter Ocean Mgt.) of (seated I. to r.): Third Cook Al Ranew, steward delegate; Chief Steward L. 0. Wcng, secretary-reporter, and Engine Delegate Julius Salazar. Standing (I. [0 r.) are: Chief Pumpman Robert Blockwell, Educational Director; AB D. R. McFarland, ship's chairman, and Deck Delegate Jim Martin. The tanker was paid off at Staplcton Anchorage, S.I., in the port of New York. 12 / LOG / May 1977 Late last month the SS Sea-Land Galloway had a payoff in Port Elizabeth, N.J. with a Ship's Committee on hand of (I. to r.): Engine Delegate Peter Triantafilos; Chief Electrician Mike O'Toole, educational director; Steward Delegate Sovandus Sessoms; Recertified Bosun George Burke, ship's chairman, and Chief Steward A. Seda, secretary-reporter. �Credits College Education Former SlU Scholarship Winner Lands Good Job "I have salt water in my veins," for­ mer SIU scholarship winner Phillip Lee Gaskill of Sea Level, N.C. told the Log. After a four-year stint inland at East Carolina University in Greenville, N.C., he is happy to be back home where he can go sailing, water skiing, and fishing after a day's work. Thanks to his college education, he Former landed a good job with the Trumbull Asphalt Co. Division of Owen-Coming Fiberglass Corp. He has worked in their nearby Morehead City, N.C. plant since graduating in 1972 and now serves as plant operator. The plant makes all kinds of roofing products, road asphalt, and asphalt for electronics, Gaskill explained. "That's vyhy it's hard to describe a day's work," he said. "Each day is different according scholarships to the orders that come in." He is in charge of processing, including switch­ ing the plant from one production oper­ ation to another. He also must check samples of the product to make sure it meets standards of quality. At first Phillip Lee Gaskill worked in the shipping department. Then, while working for a year as assistant plant operator, he studied the mechanics of the job he now holds. At East Carolina University, young Gaskill majored in mathematics and minored in computer science. "I guess they are difficult subjects," he admitted, "if you are not interested." But he liked studying mathematics a lot. Coming from a small town, he also enjoyed meeting new people at college. "The SIU scholarship really helped," the 1968 winner said, "because it took the financial burden for college off my parents." Right now young Gaskill's father, SIU Boatman James T. Gaskill, is en­ joying his retirement after working as a tugboat captain for C. G. Willis Co. on the intercoastal waterway. winners— ^ Seafarers, Boatmen and their J dependents who are former SIU j scholarship winners—let us know j ij what you are doing. Write The J ( Log,SeafarersIntemationalUnion, 1 I 675 Fourth Ave., Brooklyn, N.Y. ^ ^ 11232. Make sure to include an j ^ address, and phone number if pos- j I sible, so that we can contact you r I for an interview. ^ Phillip Lee Gaskill SS Galveston In the midafternoon on Mar. 15, all crewmembers of the seaborne SS Gal­ veston (Sea-Land) watchstanding, assembled on the ship's fantail for funeral services for Seafarer Eugene N. Dore, 50, who died in the Seattle USPHS Hos­ pital on Feb. 28. "We are gathered here today," intoned the vessel's Capt. C. T. Miller, "for the burial of the remains of a good shipmate and Union brother. He may be unknown to some and a shipmate to others in this crew, but will be missed by all." The master went on to say that ". . . Eugene made his living on the seas so it is only proper we return his ashes to the sea in Latitude 54-51 N., Longtitude 139-35 W." The 23rd Psalm, Lord's Prayer, Hail Mary, Our Father were said and his ashes were committed to the sea. Colombo, Sri Lanka (Ceylon) U.S.-flag ships and their crews were warned to be on their guard about harbor looting in the port of Colombo, Sri Lanka by roving pirate gangs who have been reported to be illegally boarding merchant ships to plunder them. MARAD says that the crew of one American-flag ship observed six to eightman bands boarding other ships. The report was confirmed by harbor police. SS Overseas Alaska The tanker 55 Overseas Alaska (Maritime Overseas) this month carried 50,000 tons of crude oil from the Persian Gulf to a port in Australia. GfiYerTi0^rs4shnd/M. Y.­ A new 24-hours-a-day satellite distress hotline has been installed which would enable ships to communicate directly with Coast Guard Rescue Centers in New York and San Francisco. Using the MARISAT (Maritime Satellite) the hotline allows rescue coor­ dinators to contact instantaneously through telex the 30 vessels now with MARISAT. Today 93 percent of all communications with ships at sea are still conducted by Morse Code telegraphy over high frequency radio. The worldwide MARISAT system uses two communications satellites posi­ tioned in synchronous orbits 22,300 miles above the equator. ST Cove Communicator One person was killed and two others were hurt aboard the SlU-contracted 18,752-ton ST Cove Communicator (Cove Tankers) when a boiler blew up at Latitude 36-16 N., Longitude 71-20 W. recently. None of the dead or injured were unlicensed or licensed personnel. The tanker was repaired at the SIUafliliated Seatrain Shipyard facility in Brooklyn, N.Y. Menio Park, N.J. SlU-contracted Sea-Land Service has inaugurated weekly containership runs between Port Everglades, Fla. and the port of Rotterdam, The Nether­ lands with the departure of the 733-container SS Sea-Land Venture from the latter port of call.. Four 23-knot SL-J 8's are earmarked for the new route. Starting May 8, the company doubled its weekly runs to the Mideast with the sailing of the SS Elizabethport from Rotterdam. Adding three more vessels to the run which are the SS Los Angeles, SS San Juan and the 55 Seattle, the shipping firm now has eight containerships calling at the port of Dammam, Saudi Arabia; Bandar Abbas, Iran; Dubai, United Arab Emirates; Muscat, Oman; Boston; Elizabeth, N.J.; Philadelphia; Baltimore; Portsmouth, V'a.; Charleston, S.C.; Jacksonville and Port Everglades, Fla.; New Orleans, and Houston. Also on the run are the St. Louis, 55 San Pedro, 55 Pittsburgh and the 55 San Francisco. Sea-Land also expanded Caribbean runs opening weekly service between St. Lucia, Guadeloupe and Martinque via the port of San Juan from Eliza­ beth, N.J.; Baltimore, Jacksonville, and Long Beach and Oakland, Calif. ST Connecticut^ Overseas U//o, Zapata Patriot, Mount Washington, Fort Hoskins, Eagle Traveler Anytime from June 1 to June 30, the Mount Washington (Mount Shipping), Overseas Ulla (Maiitirne Overseas), Zapata Patriot (Zapata Bulk), Connec­ ticut (Ogden Marine), Fort Hoskins (Interoeean Mgt.) and the Eagle Traveler (United Maritime) will be carrying heavy grains from the Gulf of Mexico to Soviet ports on the Black Sea. New York On Aug. 17, a 40th birthday will be celebrated for the National Apprentice­ ship Act by the U.S. Labor Department's Bureau of Apprenticeship and Train­ ing here. Through the act, the bureau sets up programs with employers to improve the craft skills of their apprentice employees. New York, Los Angeles and New Orleans Deep-sea ship arrivals at the 10 major U.S. ports totaled 43,600 vessels dur­ ing 1976 for a gain of 4,379 ships over the year before, reported the Maritime Association of the Port of New York. New York Harbor ranked first in the nationwide standings with 7,730 ships arriving last year, 17 percent of the total. Los Angeles-Long Beach Harbor had 5,071 vessels ranking second in the country or 11.6 percent of the total. It was an increase of 267 more ships than in 1975. The port of New Orleans came in third with 4,538 ship arrivals and 10.4 percent of the grand total. May 1977 / LOG / 13 �$10 Billion in Freight Profits— But No Taxes to Pay Each and every year, as U.S.-flag and other national flag shipping lines pay their taxes and contribute to their nation's economies, the owners of flag-of-convenience fleets are getting away scott free with an estimated $10 billion in untaxable freight rev­ enue profits. This incredible figure was made public this month in a study conducted by the United Na­ tions Conference on Trade and De­ velopment. As far as we are concerned, this study dramatically points out some­ thing that the STU has been saying for a long, long time—flag of-convenience carriers, through their ex­ ploitation of cheap labor and their 'man-without-a-country' status, are raping the economies both of the na­ tion's the vessels are registered in (Panama, Liberia, the Bahamas, Ber­ muda, Cyprus, Singapore and So­ malia), and the nations of the vessels' effective owners. And since a high percentage of these vessels are owned by American oil companies, more often than not, the nation of the ves­ sels' effective owner is the United States. It is little wonder that with such a sweetheart arrangement with the world, third-flag fleets have nearly doubled in size since 1965. These fleets now make up 26.7 percent of the total world tonnage, or 89.9 mil­ lion gross tons. To make the situation worse, flag- ^^fjN/eNce S' /.Q HOOKED of-convenience carriers, while they make up a quarter of the world's fleet, account for a staggering 40 per­ cent of all ships and all tonnage lost each year. Who can forget the ter­ rible rash of disasters involving flag- Post Office Must Serve Public The purpose of the U.S. Post Office is to serve the American public. Lately this seems to be a forgotten motto as service is cut back and rates increase. In a vicious cycle, people stop using the mails, causing further rate hikes and service cutbacks. The Commission on Postal Service, which issued its report in April, was supposed to find ways of improving mail delivery. But instead of calling for the logical solution—a return to the idea of public service—it has recommended cutbacks that would mainly hurt the people and organizations who cannot afford to use private mail delivery. For example, the non-profit press such as church, labor, farm and vet­ eran's newsletters will be hard hit by the Commission's proposal that they pay the full second class postage rate. The purpose of non-profit organizations is to serve their communities. Non-profit May, 1977 newspapers rarely carry advertising and subscriptions are usually free. Paying the full commercial second class rate will kill these journals and with them an important source of news that is not available elsewhere. For two hundreds years labor and community-organization papers have played a vital role in promoting free speech and free press. In the past. Con­ gress recognized this role and the lim­ ited financial resources of these publica­ tions by allowing them to pay less than the commercial second class postal rate. Therefore, the SIU, the AFL-CIO and the International Labor Press As­ sociation are urging Congress to con­ tinue this tradition by establishing a ceiling on the postal rates of non-profit organizations. We also oppose more service cutbacks that will only lead to further deterioration of the Postal System. Official Publication of the Seafarers International Union of North America, Atlantic, Gulf, Lakes and inland Waters District, AFL-CIO Vol. 39. No. s of-convenience tankers that occurred in American waters near the end of last year? Especially the sad tale of the Argo Merchant which ran aground off Nantucket on Dec. 15, 1976, dumping 7.6 million gallons of heavy industrial crude into the sea —the worst oil spill ever in Ameriican waters. The problem in a nutshell is this. Flag-of-convenience fleets are grow­ ing at an alarming rate. They are un­ dermining the competitiveness of the merchant fleets of every major mari- time nation of the world. They con­ tribute to the financial security of no one but their oil company owners. And they pose a major environ­ mental hazard to the world's oceans and shorelines. What, then, can be done about these vessels and who is going to do it? First of all, the burden of action must fall on the United States, be­ cause it is the U.S. that is providing the largest market for the third-flag fleets. The SIU believes that the initial step that must be taken to cut into the flag-of-convenience stronghold is passage of a bill to require that at least 30 percent of all U.S. oil im­ ports be carried on American-flag tankers, built in American yards and manned by American seamen. Secondly, the government must develop and enforce stricter con­ struction and operational standards for all tankers entering American waters. Next, the government should de­ velop a system of taxing the runaway profits of the flag-of-convenience ships, which reap their bountry from American markets. In addition, the U.S. should be trying to negotiate bilateral shipping arrangements with our major trading partners to insure that flag-of-con­ venience vessels will not capture a large part of these trades. The SIU feels that the serious problems posed by flag-of-convenience fleets have been allowed to get way out of hand. The time is now to end this rip-off and to take action to curb the growth and influence of these fleets ii\ the world transportation market. LETTERS TO THE EDITOR Thanks His Shipmates I would like to express my sincere thanks to the officers and crew of the SS Ml. Vernon Victory for the generous donation and thoughtfulness in memory of my mother who passed away March 28th. Also, I understand there was much difficulty in trying to contact me while I was docked in Russia and it was through the efficiency of Victory Carriers Inc. that I received an immediate notification of my mother's death. I now realize the importance and true dedi­ cation of the SIU Brotherhood. Fraternally, A. W. Spanraft Tinley Park, 111. Executive Board Paul Hall Desperats Attempt Falis President Joe DiGIorgio . .-Frank Drazak Executive Vice President Secretary-T reasurer Earl Shepard Lindsey Williams Vice President Vice President Cal Tanner Vice President Paul Drozak Vice President SKAPAIIEBSj^UW lUteOR PRtSSl Marietta Homayonpour i 389 Editor-in-Chief James Gannon Managing Editor Ray Bourdiiis Ruth Shereff Marcia Reiss Assistant Editor Assistant Editor Assistant Editor Frank Cianciotti Dennis Lundy Chief Photographer Associate Photographer Marie Kosciusko George J. Vana Administrative Assistant Production/Art Director Published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-C'O, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage paid at Brooklyn, N.Y. 14 / LOG / May 1977 On the morning of April 22, 1977 about 3:30 a.m. the 4 to 8 O.S., Ward Anderson, was very ill. He was unconscious and could not be awakened, and was breathing rapidly. The Bosun, Albert Schwartz, Book 1133 who attended the Bosun Recertification School in 1976 and completed the course in First Aid, gave him artificial respiration and when the heart stopped used mouth to mouth resuscitation. He took his pulse and temperature. It looked good for a while. Then he tried chest thumps and heart massage, and the heart began beating at a normal rate. He took a turn for the worse again, all hands tried artificial respiration, to no avail,, he then died. We the crew of the S.S. Flor, thank the Union for having such a course as Bosun Recertification and First Aid. I hope 1 never become ill, but if 1 do, I hope there is a man like Brother Schwartz on board. We all thank him for his valiant efforts to save his shipmate. Fraternally, Thomas Reynolds �s Special Supplement -r-.:.• Ilw SEAFARERS Interutiotial Vaikm • Atlaatic, Cull. Lake* UHl ImUm* Watnra DUtrtot • ATL-CIO •*w« lexibility. Foresight Hallmark of Merger ability to change with the and the Inland Boatmen^ Union. The merger was accepted by a \nd prepare for the future has been a trademark of the SIU tremendous majority of deep sea and Irship. This fiexibility and fore- Lakes, and inland members. It has is enabled the SIU to become already produced important benefits ider among U S. maritime for the SIU, especially in the areas of in such vital areas as educa- organizing new inland companies and \olitical action, collective bar- collective bargaining on our inland ' and job security for its mem- contracts. The benefits we have already real­ most recent example of the ized as a result of the merger are very nng what's right for the times, important. But there are many more eye on the future, is the merg- gains from the merger that we will \t months ago of the SIU A&G see in years to come. These gains will effect the lives and livelihoods of all SIU members. The inland waters industry is a growing one. It may soon become the most dominant force in America's domestic cargo transportation sys­ tem. Basically, the merger has pre­ sented us with both a great oppor­ tunity and a great challenge. That is, the opportunity to more fully and effectively participate in the indus­ try's growth. The challenge is^ to See that the SIU membership is part oil this growth. I The merger has already betiefUted^ the SIU and its members, aud it does " hold great potential for us in future. We feel that all SIU membersd the right and responsibility tojii, what's going on in all areas ^ Union. This supplement outlidMm^ growth gains and goals in thershortStg time since the merger of the SUff IBU. " �m 21 SlU Boatmen Set Contract Coals at HLS Confab A group of 21 SIU Boatmen and Union officials made the first Boat­ men's contract and Educational Con­ ference a historic success. The Con­ ference was held Mar. 11-19, 1977 at the Harry Lundeherg School in Piney Point, Md. Union and management trustees. Successful establishment of the recommended programs will he col­ lective bargaining firsts for Inland Boatmen anywhere in the U.S. In addition to contract goals, the Boatmen, representing members from seven major SIU contracted towing companies, observed and dis­ cussed the SIU's training programs As part of the Conference pro­ gram, the participating Boafnien de­ veloped and recommended an orig­ inal and progressive program for collective bargaining goals for the SIU's inland contracts. These recom­ mendations will set the pattern for the Union's contract demands in up­ coming negotiations with inland op­ erators. Among the recommendations made concerning contracts were: • One standardized contract, with standard language and provisions, for all unlicensed SIU Boatmen. • One standardized contract, lan­ guage and provisions, for all licensed SIU Boatmen. • Establishment of an industry wide vacation plan for all SIU Boat­ men, to be administered jointly by SIU Port Agent from St. Louis, Mike Worley, answers questions about work rules and working conditions for shorebased bunkermen and tankermen. SIU Headquarters representative Joe Sacco from the |6ort of Houston talks about offshore and harbor contract proposals during Contract and Edu­ cational Conference. 16 / LOG / May 1977 Group shot shows opening session of March Contract and Educational Con­ ference for Boatmen, the first such meeting since the SlU-IBU merger eight months ago. Anthony Primeaux, ^SIU Boatman working for Slade Towing of Port Ar­ thur, makes a point during March conference. Talking about the HISS, he said "they have everything here and it is much better than I thought it would be." SIU Mobile Port Agent Gerry Brown uses Seafarers Log in leading discus­ sion on the constitution of the merged SIU. Conference delegates get a close-up look at operations on the Lundeberg School's 1,000-acre farm, situated near the School. J for inland members. The Confer­ ence delegafes unanimously recom­ mended that the "Union membership in the towing industry take a more active role in promoting the Harry Lundeberg School," and that "all Boatmen should upgrade their skills through attendance at the Lundeberg School." The delegates took special note of the School's Vessel Operator Man­ agement and Safety program, recom­ mending that "all wheelhouse men participate in the course to become more familiar with the educational programs being offered, and assist in hirthering the education of our Brothers in the towing industry." The delegates themselves expressed great .satisfaction in the Conference's accomplishments. They unanimously recommended that "the Union and the Lundeberg School review and study the possibility of establishing further Educational Conferences so that more of our Brothers from all areas have the same opportunity as we to learn more about the conditions which so greatly affect our lives." Boatman Edward Touchette repre­ sented Boatmen from National Marine Service of Houston, Tex. He stated, "When I get back to Houston, I want to share the information in this brief­ case with others." SIU Boatman Fred Nation, of Gulf Ca­ nal Lines of New Orleans, reads reso­ lution in support of a standardized contract for all SIU Boatmen. The resolution was unanimously accepted. �lii Vacation^ Standard Pacts — Merger Breakthroughs Two of the major breakthroughs achieved by thd SIU-IBU merger have been tbe formation of a stan­ dardized contract for the inland Boatmen and the provision for an in­ dustry-wide vacation plan. The vacation plan is Jointly ad­ ministered by the SIU and its con­ tracted companies—a first in the inland waterway industry. What this means is real vacation benefits that most SIU Boatmen never even came close to before the increased collec­ tive bargaining strength of the The first SIU Boatman to receive a vacation benefit check under new Vacation Plan was Brother Arthur Lawson (r.), a deckhand for Steuart Transportation. The SIU broke the ice on a vacation plan for Boatmen with this company late last year. The Union's goal is an industry-wide plan for all SIU Boatmen. Presenting the check is SIU representative Tony Aronica. merger. The benefits include: * Significant vacation pay, and • Vacation eligibility after 90 days of employment. Before the plan, which is already in effect in .several SlU-contracted in­ land companies, few Boatmen re­ ceived any vacation at all. Those who did often had to work a year before tbey were eligible and then their va­ cation pay was usually small. Under the SIU industry-wide plan, the amount of vacation pay increases with additional days worked. This means active members will receive a minimum vacation of $450 to $700 per year depending on his rating. Members currently receiving com­ pany vacation will receive an addi­ tional amount depending on tbe number of days worked. The vaca­ tion benefit increases in the second and third years of the contract. Now more and more SIU Boatmen will have the time and the money to enjoy a real vacation. Members wishing to take advantage of the free upgrading programs at the Harry Lundeberg School will now have the money to pay their bills while they upgrade. The Union's goal is to bring the vacation plan to all SIU contracted tug, towboat and dredging compan­ ies one by one as each company's contract comes up for renewal. The first plan was negotiated with Steuart Petroleum of Piney Point, Md. late last year and was effective back to Aug. 1, 1976. Since that first nego­ tiation 92 vacation checks have been issued to SIU Boatmen. At tbe historic SIU Boatmen con­ ference last March, in which the del­ egates recommended contract stan­ dardization, two standardized inland contracts were drawn up, one each for licensed and unlicensed members. With the strength of a merged SIU behind them, these contracts will con­ tinue to bring a wide range of in­ creased benefits for all inland brothers. The Union Negotiating Committee for Marine Contracting and Towing of Charleston S.C. negotiate terms for standardized contract with company of­ ficials. From left around table are: Boatman Norton White; Giles Hollowell, company treasurer; Lewis Seabrook, company owner; Chuck Mollard, SIU inland coordinator; Paul Drozak, SIU vice-president, and Boatmen John Waters, Ben Whaley and Steve Browder. 21 SIU Boatmen Set Contract Coals at HLS Confab Don Anderson, SIU representative from Port Arthur, Tex., leads group discussion on the contract with SIU Boatmen. SIU Boatman, Capt. Roldin Dinet, lets his views be known at Conference. Stan Zeagler, SIU Headquarters rep­ resentative from New Orleans, has some things to say about the training and upgrading opportunities available at the Lundeberg School for Boatmen. May 1977 / LOG / 17 �The tug Trojan, operated by G&H Towing of Houston, was just one of many SlU manned boats visited by Union representatives during servicing sweep of the Texas Gulf area. 2-Man Service Teams After pulling into Houston harbor, the crew of the tug Jennifer George (G&H Towing) takes a breather. They are (I. to r.): Chuck Hill, AB; D. L. Martin, captain: John Rhyne, deckhand, and Joe Webber, engineer, who is standing at the top. Since the merger of the SIU and IBU eight months ago, the Union has established new programs and set new goals for collective bargaining, education, organizing and political action as it specifically applies to the inland waters industry and SIU Boat­ men. It is essential that the SIU's inland members know about and under­ stand these programs and plans be­ cause the Union needs the support and participation of Boatmen to achieve these goals. To insure that our inland members are aware of all the new develop­ ments, the SIU initiated a wide-rang­ ing program last month of dispatch­ ing two-man teams of SIU representa­ tives to service the tugs and towboats in the SIU's inland fleet to meet first­ hand with the membership on these issues. The first leg of the program was a two-week April swing of the Hous­ ton, Galveston, Port Arthur, and Corpus Christi areas. Earlier this month, SIU representatives com­ pleted a similar two-week swing in New Orleans harbor and surround­ ing areas. Presently, SIU representa­ tives are participating in a swingtof SlU Patrolman Jim Martin explains the medical programs to the crew of the tug Marathon (Sabine Towing) in Texas City. Tankerman John Hoist (r.) and Pilot Milton Harris (with his back to the camera) ask about the details. On board thie Dixie Challenge pixie Carrier) SIU Patrolman Joe Perez (I.) talks about the towing Industry In Pasadena, Tex. with (I. to r.) R. L. Griffin, assistant engineer, and Elliot Pendarvis, chief engineer. With help from J. E. Allen, pilot (I.) and Doyle Weller, deckhand (r.), the Pushboat Gazelle (Barge Harbor Towing) operates around Houston Harbor. 18 / LOG / May 1977 It's a proud crew on the'D/x/e Rebel (Dixie Carrier) with (I. to r.); Canon Powell, captain; J. H. Ross, pilot, and Bill Boiling, deckhand. They just pulled into the Shell Oil Dock, Houston. �Taking a snack break while filling in some Union forms are (I. to r.) Harold Moore, oiler; Tony McDuffy, deckhand; Ervin Jeffery, deckhand; Harris "toots" Morgan, captain; and Fred Hickman, chief engineer. These SlU brothers work on the tug Tardon (G&H Towing) which is docked in Houston. Sweep Texas, Louisiana Piney Point Port Agent George Costango (far right) looks on as New Orleans Patrolman Don Tillman writes up report for ABs Mike Haney of Blackrock, Ark. (far left) and Charles Morris of Slidell, La. aboard the Lenward Stephens (Inland Tugs). everyone concerned a better view of St. Louis and many other important river ports. the entire maritime picture as it ap­ While servicing the boats, the plies to the SIU. Union representatives are leading dis­ cussions and soliciting suggestions from the membership on the SIU's plans for the future. These special servicing swings are something new to the SIU, and there has already been a good deal of posi­ tive feedback concerning them from both the membership and the parti­ cipating Union representatives. It appears, from this feedback, that the servicing swings have not only opened a new channel of com­ munication between the Union and its membership, but they have added a new dimension in Union-member­ ship interaction and understanding. These swings are enabling Union officials from Headquarters and other areas around the country to meet with scores of SIU members away from their usual servicing areas. As a result, both the membership and Cook Robbie Hayeslip forks a done Union officials alike are benefiting roast on the towboat Robert A. Tatt from a learning process that is giving (Orgulf). Topside of a barge securing a tow. Mate James Frank Brown (left) of the Robert A. Taft (Orgulf) watches his boatmates in the background. Note his walkie-talkie and lifejacket. ry-"- .. ft- Reaching for his book from HLSS Port Agent George'Costango (left) is Tankerman Marv Duncan (standing left) of the towboat National Pride (Na­ tional Marine) while Tankerman John La Bleu (standing right) and the rest of the crew of (seated I. to r.): Pilot Martin Trayson; Capt. Andy Johnson, and Tankerman Bud Crabtree, wait their turn to discuss Union business. SIU Representative Dave "Skip" Le Barron (right) on the Dixie Power listens across the mess table to motioning Engineer Freddie Adams who is talking about the contract. Listening to the conversation are Engineer Lee 0. Stabler (at head of table) and Tankerman Sideny Pelas, standing in the corner. On the far left, Capt. Buddy Unkrich waits for a cook while Tankerman Don Hyde (second from left) fills out an application. May 1977 / LOG / 19 �{ •' " • " ':UJM. Culf BoafmMn Learn More ^bout Their Industry Jttion the flr^ j^ahnen's Con­ tract and Educational Conference (Mar, 11-19,1977) ciune to'an end, the 21 SlUil^tmirai^elcgates heart- It'. Ik « ily recommended that similar Edu­ cational Conferences be held in the future so that ^ore of our Brothers from all areas have the same oppor­ tunity as we to learn about the con­ ditions which so greatly affect our lives.*' Since onf Group shot shows SlU Boatmen and officials who participated in second Educational Conference focusing on the Texas Gulf area. Front row, from the left, are: Boatmen M. Hebert, B. Rogers, H. Champaigne, E. Bertrand and J. Creppon; SlU Inland Coordinator Chuck Mollard; Boatmen M. Harris, E. D. Adams and J. Woody; HLSS Vice President Mike Sacco, and Boatmen J. Hoist, R. Costilow, and C. Boone. Second row, from the left are: Union Officials Tom Glidwell, George Costango and Gene Taylor; Boatmen J. Feldman; SlU reps Jim Martin and Ed Morris, and Boatman J. Wall. Third row are Boatmen L. Walters. A. Clark, J. Wathan, G. Strickland and A. Bryant. Way in the back is SlU representative Sal Salazar. These brothers donated 100% to SPAD. there have been two more Educa­ tional ConferKices for inhuid mem­ bers at the Lundeberg School In Piney Point, Md. One week-long conference was held for members repres^ting Hous­ ton and other Texas Gulf areas, and another week-long gathering was held for Boatmen from the New Qrleans area. The next Conference will be conducted for St. Louis area mem­ bers. The Conferences are designed to ^ give the parikipaiing Boatmen an i|overview of the U.S. fowh^ Industiy, ll whilo focusing on the SHJ's role in liiiejiistorica] devdopment of the in­ dustry, where we stmid today and our pr<»pecf5 and potent^ for the fritore. A good deal of time is also spent hi observing first hand the SIU's training and upgrading programs for inlahd members. The delegates then have the opportunity to give their suggestions on how these educatfonaL programs can be expanded or im­ proved to better meet the educational needs of today's Boatmen- Delegates also have the opportu­ nity to dbcess other important issues such as political action, oiganiziiig the unorganized segment of the tew­ ing in^try, and new contracts. One complete so^ion is devoted to eiqpJai^g the welfare and pension benefits as well as the new, and very diflicult, Pension Reform bill and how it applies to inland members. The Conference also includes a full day outing to Washington, D.C. so die delegates can have an oppor­ tunity to see politics in action. They visited the AFL-CIO Maritime Trades Department offices in the AFL«CIO building, as well as die Transportation Insdtute and Capitol HflL - fibese to those who have participated iff them? One member put it well. He said, "I've received $10,000 worth of knowledge since I've been here." You^; | can be sure these men will be sharing this knowledge with fellow Boatmen when they get back to their |obs. ^ crmffdrenc^ mean if The delegation of Louisiana Boatmen toured the AFL-CIO Building in Wash­ ington, D.C. "In order to protect our gains, we must understand our contract and our Union and enforce the contract," SlU Vice President Paul Drozak warned. Looking over a pamphlet on SPAD are (I. to r.): Al Douglas, captain with Dixie Carriers; Charles Wood, captain with Dixie Carriers; Frank Smith, mate with Orgulf; James Faircloth, captain with Dixie Carriers; and Charles Roberts, AB with Caribe. .• _ t IK While visiting the Maritime Trades Department, the Louisiana delegates learned how cooperation among unions in the maritime field protects all the members' job security. Ken Conklin, center, of the HLSS staff, gives Conference delegates from Texas a tour of the Lundeberg School's boat museum on the School's grounds. Fellow Boatmen surprised SlU member M. Hebert, left, with a cake for his birthday. With Brother Hebert, from the left, are: SlU representative Tom Glidwell and Boatmen B. Rogers. J. Wathan and M. Harris. i. :w # Louisiana delegates study the textbook for the Conference. They are (I. to r.): Alfred House, AB; Richard Nelson, deckhand; and Oscar Smith, mate, all from Sabine Towing. V- : ^ . X XM ' -f' X' ^ mi m I#?:*" MX:;.- -Mi r' I fI • i*- HLSS Vocatldnal Education Director Bob Kalmus, left, demonstrates use of the Lundeberg School's full scale engine room console, used for instruction in numerous engine upgrading courses for deep sea members. Those present, from the left, include: Boatmen E. Bertrand, H. Champafgne and A. Clark; SlU representative Tom Glidwell and Boatman 0. Boone. 20 / LOG / May 1977 Texas Boatmen are shown during opening -session of the second Educational Conference to be held since the SlU-IBU merger eight months ago. HLSS Vice President Mike Sacco challenges the delegates, "When you leave here, don't lose your enthusi­ asm." Blackie Allemand, who is a captain with National Marine, has been to Piney Point three times. "Every time I come back I see more improve­ ments," he noted. Jerry Maurice, Louisiana tankerman SlU Inland Coordinator Chuck Mollard with Dixie Carriers, said after the con- told the Louisiana delegates, "You are ference, "I have learned that If we the organizers." He conducted some can't work together we won't make it." of the classes at the Conference. May 1977 / LOG / 21 �I *1 * Boatmen Learn Why Politics is Porkchops on Waters Some Boatmen think that politics is not important to them. Yet the Federal government, Congress, state and local governments, and thirtyone agencies, boards, commissions and committees have great influence over the inland waterways and there­ fore control the jobs of Boatmen on the tugs and towboats. Here are just a few examples of how political issues affect the Boat­ man. • THE JONES ACT requires that cargo shipped between two U.S. ports be carried on American-flag vessels. Without it, you might see foreign-flag boats and barges moving right up the Mississippi River to pick up cargo bound for New Orleans—or foreign tugs docking ships in the Chesapeake Bay. Oil companies and flag of con­ venience shipowners are always ap­ plying for waivers of the Jones Act. Without the SlU keeping a watchful eye in Washington, they would get their boats on the inland waterways. Laws affecting the inland waterways are passed right here on Capitol Hill. After seeing how Congress works first hand, this group of Boatmen from Texas posed for a photo on the steps of the Capitol. • THE VIRGIN ISLANDS LOOPHOLE of the Jones Act allows foreign vessels to move cargo be­ tween the Virgin Islands and the U.S. mainland. Since tug barge combina­ tions can move this cargo, Boatmen are being cut out of jobs by this regulation. The SIU is fighting to close the Virgin Islands loophole. • The outmoded LOCK AND DAM 26 on the Upper Mississippi River needs to be replaced. SIU Pres­ ident Paul Hall, along with manage­ ment, farm groups, coal shippers, etc. sits on the committee that is lead­ ing the battle for a new Lock and Dam 26. • The SIU has been protesting the unfair policies of the INTERSTATE COMMERCE COMMISSION which allows rail lines to cut their rates in a discriminatory manner to put water transportation out of busi­ ness. One way you can solve these prob­ lems is by giving to SPAD. Your voluntary donation to SPAD helps elect legislators who understand the need for a strong inland waterways industry. SPAD represents the unity of Seafarers and Boatmen working together to provide greater job op­ portunities for American maritime industries—^and a better security for themselves and their families. Protecting shipping on the inland waterways is one interest the SIU has in common with management. When the industry prospers and grows, workers have an opportunity to pros­ per and grow. Therefore, the Union works with the companies in the po­ litical arena. Many of the SIU contracted in­ land-waterways companies also be­ long to the Washington, D.C. based Transportation Institute in which, together with deep sea companies, they educate the public about the need for a strong American maritime industry on the seas, in the harbors and on the rivers. A group of Boatmen from Louisiana, who were delegates to the May Educa­ tional Conference in Piney Point, visited the Transportation Institute in Wash­ ington, D.C. There they met with T.I. President Herb Brand who is sitting at the head of the table. 70 Marine Act: 12 Tugs, 28 Towboats, 265 Barges What has the SlU-backed Merchant Marine Act of 1970 done for the Amer­ ican maritime industry? Ask that question of just about any­ one in the maritime industry, and 99 out of 100 times you will probably get the same answer—new ships. Well, that's very true. The 1970 Merchant Marine Act has provided the incentive for the construction of a sig­ nificant number of U.S.-flag deep sea vessels. However, new deep sea vessel con­ struction is only part of the story of the Merchant Marine Act of 1970. A more indepth look at this important law shows that it has also sparked a great deal of new tug, towboat, dredge and barge construction in the U.S. inland waters industry. Consequently, this new construction has created significant numbers of jobs for U.S. workers in the building of this equipment and for U.S. boatmen manning the new boats. New construction for the inland waters has by no means been localized or regionalized. The 1970 Act, by ex­ tending Title XI Government loan guar­ antees for new construction to inland operators, has spurred tug and towboat construction on the East, Gulf and West Coasts, the Western Rivers and the Great Lakes. During the original battle for the bill, 22 / LOG / May 1977 the SIIJ carried the fight to have Title XI guarantees for inland operators in­ cluded under the provisions of the 1970 Act. As far as SIU Boatmen are con­ cerned, though, more significant than the fact that new construction is going on in the towing industry, is the point that SIU-contracted towing companies are involved in expanding and upgrad­ ing their fleets under provisions of the Act. To date, SIU towing companies have applied for and received Title XI Gov­ ernment loan guarantees for the con­ struction of 28 river towboats, 12 ocean going tugs, two integrated tug/barge systems, and 265 barges of various di­ mensions and diverse cargo handling capabilities, including double skin pe­ troleum and chemical tank barges. Some of this equipment has already been completed and is providing many jobs for SIU Boatmen in their opera­ tion, while some of the equipment is presently either under construction or on the planning boards. SIU members should not get the im­ pression, though, that the above figures represent the total picture involving new consfiliction in SIU iniland com­ panies in the last seven years. Since 1970, SIU towing companies have added, and SIU Boatmen are manning, more than 100 new tugs and towboats around the country. And less than half of these new boats were built directly under Title XI loan guarantees of the 1970 Act. However, just about all of the con­ struction that has taken place in the towing industry since 1970 could prob­ ably be linked either directly or indi­ rectly to the 1970 Act because the bill set off a wave of new competitive­ ness in the industry. The tremendous amount of new construction in the tow­ ing industry since passage of the 1970 Act attests to this fact. An overall look at the Merchant Ma­ rine Act of 1970, the most significant piece of maritime legislation to be passed since the 1936 Merchant Marine Act, turns up an important common denominator for the collective SIU membership. And that is that both SIU deep sea and inland waters companies are still taking advantage of, and bene­ fitting from, the 1970 Act. As a result, SIU Boatmen and SIU deep sea mem­ bers have more jobs to choose from and are enjoying a higher degree of job se­ curity. The SIU put a great deal of time and effort in working for the passage of this important bill. As all indications seem to point out, it was time well spent. Underway in the port of New Orleans, the tug Ambassador. Title XI boat Is manned by SIU Boatmen. She Is operated by Interstate. �This photo shows the launching of the SlU manned towboat Carl Shelton, one of about 40 boats built under Title XI since passage of the 1970 Act. She is operated by ACBL. ,r4 •» - - * ' > 'i.-5 . s, *»• ^ - - t* p'-^ *• ,k The oceangoing tug Venturer, operaled by ^lU-contracted Mariner Towing Title XI vessel, is shown tied up at a dock in Philadelphia. National Marine Service of St. Louis, the operator of the National Pride and many other SlU-manned boats, received loan guarantees under Title XI for the construction of six towboats and numerous barges. Nearly 200 river barges, such as these, were built by SlU companies with Title XI government loan guarantees. •7,. SIU companies built 11 chemical tank barges, like this one, with Title XI loan guarantees. ' The Great Lakes SlU company Hannah Inland Waterways, operator of the above tank barge, built two huge 51,000 barrel tank barges under the auspices of the 1970 Merchant Marine Act. May 1977 / LOG / 23 �This crew of new SlU members looks pretty happy as they pose for pix on their boat, the Peter Fanchi, operated by newly organized company Ozark Marine. They are. from the left: Frank Chambers, Albert Bartsch, and Bill Gaines, deckhands; Bill Payne, lead deckhand; Mike Mulligan, deckhand; Glenda Plumlee, cook; Al Myers, lead deckhand, and SlU St. Louis Port Agent Mike Worley. The crew of the Ozark Marine boat, Ed Renshak, vote a unanimous aye on their first SlU contract as St. Louis Port Agent Mike Worley, back to camera, and SlU representative Ed Morris, to Worley's left, count the show of hands. The crewmembers, from left around table, are: Chuck Smith; Charlie Lytle; Greg Piatt; Kevin Lombardo; Michaei Conkiin, and Wayne Weaver. The tug Samuel A. Guilds, one of six boats operated by new SlU company. Marine Contracting and Towing, is shown at work in Charleston harbor. 6.SEABR00K In the port of Charleston, S.C., new SlU members of the tug Lewis G. Seabrook, are from the left: Paul Hendricks, deckhand; George Baggot, captain; James Wilgies, engineer, and Jerry Skelton, deckhand. These men, employed by Marine Contracting and Towing, are four of 26 Boatmen at the company who voted unanimously to join the SlU. Four Companies Organized Since Merger The merger of the Inland Boat­ man's Union into the SlU has resulted in many new Boatmen joining the SIU. So far, since the merger, there have been four successful organizing drives. • CARTERET TOWING CO., Morehcad City, N.C. Boatmen on the three tugs owned by Carteret voted in an NLRB election to join the SIU on May 16. The new SIU members aboard the Mamie, the Sharon, and the Sivannce dock all the ships that come into Morehead City. Contract negotiations will be­ gin soon. • W. P. HUNT OIL CO., Hamp­ ton, Va. The SIU wrapped up a new contract with the W. P. Hunt Co. on Dec. 16, 1976. Members employed on the three tugs, the Elizabeth Hunt, the Connie Hunt, and the Eileen Hunt now have the protec­ tion of an SIU contract. In addition, they gained increases in wage and fringe benefits as well as improved working conditions. • OZARK MARINE SERVICE, INC., Linn Creek, Mo. After an overwhelming majority of unlicensed personnel working for Ozark Marine On the tug Samuel A. Guilds, another Marine Contracting boat, are new SIU members, from the left: Jim McNamara, deckhand; Eddie Richardson, deck­ hand; Jim Gaillard, engineer, and Captain James Earnest Baggott. 24 / LOG / May 1977 signed SIU pledge cards, the com­ pany agreed to recognize the SIU as the collective bargaining agent on Apr. 27. The SIU contract with Ozark Marine was negotiated and accepted earlier this month by 100 percent of the crewmembers cov­ ered. The Boatmen now enjoy in­ creased wages and improved working conditions. Ozark Marine Service, Inc. cur­ rently operates two 5,600 h.p. towboats, the Peter Fanchi and the Ed Renshaiv, pushing general cargo barges on tbe Upper Mississippi River between St. Louis, Mo. and St. Paul, Minn. • MARINE CONTRACTING AND TOWING CO., Charleston, S.C. As reported in the April Log, the SIU recently wrapped up the contract for 26 new SIU Boatmen who voted unanimously to join the Union in an election held last De­ cember. The new members learned about the SIU when they were dock­ ing many of the Union's contracted deep sea vessels. The company oper­ ates six boats in all in Charleston harbor—-five harbor tugs and one pushboat—and handles about half the ship docking chores for the port. Group shot shows most of the 26 new SIU members at Marine Contracting during meeting to accept their first SIU contract �Boatmen delegates to ttie March Contract and Educational Conference ob­ serve as SlU inland trainees learn the art of splicing. Boatmen D. L Martin, left, and Bert Mangiarancina take bearings on gyro repeater while participating in Vessel Operator Management and Safety program at the Lundeberg School. Lundeberg School is the Open Door to Advancement The SIU knows that education pays! It means better jobs, more money and increased job security. The Harry Lundeberg School opens the door to career advancement to Boatmen and helps each member enjoy the better way of life that can be achieved through education. The School provides professional instruction for every rating and li­ cense on the waterways. The goal of the teachers at Harry Lundeberg School is to help each individual member succeed. To reach this goal, these instructors work with the stu­ dent as an individual. Classes are small. Every iiieiiiber learns at his own pace. He uses study materials which are designed to meet his individual career and educational needs. In short, the emphasis at Harry Lundeberg School is always on help­ ing our brothers to advance and to build better lives and careers. Among the programs available at Harry Lundeberg School are diesel engineering, wheelhouse licensing and towboat cooking. Any career op­ tion a member chooses is fully cov­ ered at the School. In addition, academic opportuni­ ties are available through the High School Equivalency Program, which leads to a high school diploma. The staff at HLS knows that many workers today never had the chance to finish high school—they had to go to work to earn a living. This Pro­ gram can be a member's second chance for a high school diploma. It also provides many math and reading skills which are needed in the licens­ ing courses for upgraders. Any mem­ ber who wants to advance academi­ cally can do so at HLS—90 percent of the students in the High School Equivalency Program have earned their diplomas at HLS. To assure well trained manpower for the towing industry and to open the benefits of Union membership to young people today, the Lundeberg School also offers the entry program. This program provides basic skills in decking, cooking and engineering, it is the first step toward career develop­ ment, which is available to members through the upgrading and academic programs. The SIU encourages members to recommend this program to young people—it can mean the beginning of a good paying career for a young friend or relative. The educational programs at HLS are free of charge—there is no cost to the member for tuition, books or room and board. The membership has, of course, recognized the great value of this benefit and they have recommended that the SIU negotiate a clause in the standardized contract that will cover trans|fortation costs to and from the school. In addition the new vacation plan provides the member with the necessary money to cover his bills and expenses at home while he is attending school. These efforts by the SIU are aimed at making the benefit of education easily and readily available to every member. To take advantage of the chance to move up and earn better pay simply fill out the upgrading or High School Equivalency Program appli­ cation forms which are avaliable in the back pages of the Log. Remember your opportunities for education and advancement are lim­ ited only by your willingness to try the Harry Lundeberg School and its many educational programs which are dedicated to just one goal—help­ ing you get ahead. On-the-job training takes up a good part of all the Lundeberg School's voca­ tional education programs for trainees and upgraders. Above photo shows Inland entry trainees getting some practical experietice while underway on one of the School's barges. Boatman Jeff Gremlllicn, deckhand on the SlU-contracted boat, Robert A. Taft, is a graduate of the Lunde­ berg School's entry training program. Boatman Ruben Salazar of Houston is shown as he studied for mates license in Master/Mates program at the Lundeberg School. Boatman Jim Parese gets right down to it in his first day working on the rivers. Parese, also a graduate of the Lundeberg School's entry program, is a deckhand on the Robert A. Taft. May 1977 / LOG / 25 �special Supplement Official ynklicatlaa af the SEAt' tRERS Inicrnatlenal l)ala« • Atlantic, Cull, Lakci and Inland Watcrc DIctrict • AFL-CIO DEEP SEA GREAT LAliSfiiS IHLAMD WATERS Vol. 39, No. 5_ May. 1977 After the Philadelphia job call, SlU Port Agent John Fay ships out three boat men: (I. to r.) Kenny Guth, captain at Interstate; Bill Trindle, cook; and Mike Jager, head tankerman, Marine Towing. Help filing for welfare benefits is as close as your nearest SlU hall. Here Balti­ more Port Agent Ben Wilson (r.) goes over the forms with Boatman Gerald Freeburger, who works at Baker-Whitely. Here's How the SlU Hiring Hall Works tor Boatmen Winning the right to have their own hiring halts was a major victory for inaritinie unions after a long and often bloody struggle. In the old days, a sailor would be blackballed by the company if he was a union man or Just because someone in the com­ pany did not like him. Shipping com­ panies would try to hire "finks" who would work for less pay and not support their fellow workers in the struggle for job security, better wages, and benefits such as medical care and pensions. Today, the SIU hiring hall serves all members of the merchant marine, inland boatmen. Lakes and deep sea sailors alike. Here are some ways the hiring hall works for Boatmen on the tugs and barges: • Through the hiring hall all Boatmen have a fair chance to get a job when there is a new job opening. In the hiring hall, the job goes to the Boatman with the most seniority. • The hiring hall is a place to hold meetings, learn about what the Union is doing and vote on Union business. • At the hiring hall, you can get help settling beefs and filing for Union benefits. • The hiring hall makes sure we have SIU members on the boats. That protects our job security and Union benefits. If a man is hired "off the bank" that means one of our SIU brothers doesn't have a job. And the man hired "off the bank" may not live up to the Union contract and the objective of the members. • When you use the hiring hall, you protect your own job security. The company knows that the Union can supply skilled manpower and is not as tempted to hire men "off the bank". With skilled SIU co-workers, you know you are safer on the tug or barge. Louisiana Boatmen had a chance to tour the hiring hall at Piney Point while they were attending an educational conference this May at the' Lundeberg School. SIU members pack the regular monthly membership meeting in the Houston Hall so they can keep up-to-date on Union affairs. �PRESIDENT Paul Hall SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Frank Drozak VICE PRESIDENTS Earl Shepard Liridsey Williams Cal Tanner Paul Drozak HEADQUARTERS ALPENA, Mich 675 4 A|e., Bklyn. 11232 1212) HY 9-6600 800 N. 2 Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Mass 215 Essex St. 02111 (617)482-4716 BUFFALO, N.Y 290 Franklin St. 14202 (716) TL 3-9259 CHICAGO, 111.. .9383 S. Ewing Ave. 60617 (312) SA 1-0733 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) MA 1-5450 DETROIT, Mich. 10225 W. Jefferson Ave. 48218 (313) VI3-4741 DULUTH, Minn 2014 W. 3 St. 55806 (218) RA 2-4110 FRANKFORT, Mich P.O. Box D 415 Main St. 49635 (616) 352-4441 HOUSTON, Tex 5804 Canal St. 77011 (713) WA 8-3207 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, NJ. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala IS. Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va 115 3 St. 23510 (804) 622-1892 PADUCAH, Ky 225 S. 7 St. 42001 (502)443-2493 PHILADELPHIA, Pa.. .2604 S. 4 St. 19148 (215) DE 6-3818 PINEY POINT, Md. St. Mary's County 20674 (301)994-0010 PORT ARTHUR, Tex 534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, CaUf. 1311 Mission St. 94103 (415) 626-6793 SANTURCE, P. K. 1313 Fernandez Juneos, Stop 20 00909 ' (809) 724-2848 SEATTLE, Wash 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo.. .4581 Gravois Ave. 63116 (314) 752-6500 TAMPA, Fla.. 2610 W. Kennedy Blvd. 33609 (813) 870-1601 TOLEDO, Ohio 935 Summit St. 43604 (419) 248-3691 Wn.MINGTON, Calif. 510 N. Broad St. 90744 (213) 549-4000 YOKOHAMA, Japan. . ... .P.O. Box 429 Yokohama Port P.O. 5-6 Nihon Ohdori Naka-Ku 231-91 201-7935 Shipping at deep sea A&G ports picked up again last month as more than 1,561 Seafarers found johs on SlU-contracted vessels. April's fig­ ure is more than 100 jobs over March's figure and 400 more than February's. In addition, the April 1977 shipping figure is 329 jobs above the April 1976 figure. Good to excellent shipping at mosv: ports is expected to continue for the fore­ seeable future. ) AnnvT t tn xnT-v ArKILi 1-30, 1977 *TOTAL REGISTERED All Groups Class A Class B Class C Port Boston New York - TOTAL SHIPPED All Groups Class A Class B Class C DECK DEPARTMENT 5 84 3 14 i 4 3 76 Philadelphia 17 0 0 Baltimore Noftolk 35 21 3 5 1 1 Tampa '3 33 0 3 24 9 0 19 18 11 4 2 3 **REGISTERED ON BEACH All Groups Class A Class B Class C 9 143 2 10 1 9 19 1 0 59 22 5 7 2 2 7 0 0 9 2 0 10 1 0 Mobile New Orleans Jacksonville 23 56 25 6 9 0 0 0 11 31 68 29 12 31 6 0 0 11 40 111 46 4 13 1 0 1 2 San Francisco 37 4 1 35 12 0 55 4 1 Wilmington Seattle Puerto Rico Houston 9 37 10 85 3 3 1 4 0 0 0 7 9 32 10 95 6 10 1 15 0 2 0 10 19 62 13 140 4 2 4 5 0 0 0 5 Piney Point Yokohama 0 1 0 l 0 0 0 2 2 3 0 0 0 3 0 0 0 0 453 56 26 460 160 31 751 63 23 n Totals Port ENGINE DEPARTMENT Boston 2 Philadelphia Baltimore Norfolk 12 34 13 5 '1 0 l 3 3 2 1 2 O ^ ^ 67 30 3 112 26 0 0 1 11 52 32 6 19 12 0 0 1 ^ 35 95 36 RQ 2 19 4 0 0 0 0 2 0 8 i| 34 9 114 I 7 2 11 0 1 0 O 0 2 0 0 604 103 11 1 49 15 23 14 1 7 0 5 1 0 1 0 0 0 0 0 0 0 0 20 21 4 4 3 8 4 3 0 0 0 0 Mobile New Orleans Jacksonville 16 46 26 1 19 5 7 0 Wilmington Seattle Puerto Rico "0"St0" 7 25 2 77 2 4 0 11 1 1 0 0 0 4 0 0 6 20 5 60 i 11 1 27 6 1 0 0 367 73 9 335 144 15 San Francisco 29 Piney Point Yokohama 0 0 'o*3ls Port 32 0 0 7 12 48 t? 7 0 1 7 2 1 6 3 0 I 0 0 a 1 STEWARD DEPARTMENT Boston New York Philadelphia Baltimore Norfolk 1 30 11 13 7 0 5 2 2 0 0 1 0 0 1 1 40 13 11 3 2 28 11 8 2 0 0 1 2 2 Tampa 2 1 0 3 2 0 2 0 Mobile 9 1 0 14 6 0 20 1 0 New Orleans Jacksonville San Francisco 24 n 15 2 0 2 0 0 0 53 17 29 23 7 12 0 5 2 53 25 31 2 0 2 0 1 0 Wilmington Seattle 3 16 0 1 0 0 7 14 0 7 0 13 7 16 2 0 0 6 7 30 0 0 1 3 0 0 0 7 27 0 8 20 11 0 5 0 8 73 0 0 2 0 0 2 0 0 179 0 20 0 2 0 239 0 147 0 30 0 337 0 23 0 4 3 44 Q no 12 105 Puerto Rico Houston Piney Point Yokohama Totals . Port Boston New York Philadelphia Baltimore ENTRY DEPARTMENT 0 25 5 80 4 45 12 20 14 32 0 5 _ 9 29 ig 43 0 7 Norfolk 9 12 4 15 20 2 Tampa 2 4 0 2 4 0 Mobile 16 14 0 19 13 1 New Orleans Jacksonville San Francisco Wilmington 29 18 19 2 42 21 34 13 0 4 4 0 43 24 31 5 53 24 49 14 2 2 2 2 Seattle Puerto Rico Houston Piney Point 14 4 25 0 27 12 42 16' 12 0 29 0 24 12 32 Q 39 16 63 1 8 1 50 Q Yokohama Totals Totals All Departments 2 2 0 2 2 0 197 370 107 0 0 0 301 485 194 1,196 519 144 1,034 451 76 1,993 674 232 *"Total Registered" means the number of men who actually registered for shipping at the port last month. ^•"Registered on the Beach" means the total number of men registered at the port at the end of last month. May 1977 / LOG / 27 �AFL-aO, SlU Oppose Top Court: It is Not Sex Bias to Bar Disability Pay for Pregnancy The U.S. Supreme Court on Dec. 7, 1976 ruled that it is not sex discrimina­ tion to deny disability benefits for preg­ nancy and childbirth. "The Court may have ignored it," the AFL-CIO Executive Council replied, "but the facts of life are that discrimi­ nation against pregnant people is dis­ crimination against women alone." The SIU fully supports the AFL-CIO in its fight against pregnancy discrimina­ tion. This discrimination may not di­ rectly affect deap-sea members since few of them are women. (Although their wives and daughters who work would be affected.) But women hold a signifi­ cant number of jobs on the SIU's in­ land operations and make up a large percentage of the SlU-afliliated United Industrial Workers of North America. Moreover, women are now a major part of the American work force and their unequal treatment constitutes a widespread attack on labor. Legislation to prohibit pregnancy dis­ crimination in the workplace has been introduced in Congress and is strongly supported by the AFL=CIO. Without it, many women temporarily disabled by pregnancy and childbirth, will continue to be fired or forced to take leave with­ out pay—often with devastating results for their families. The great majority of women in the labor force work because, like men, they have to supp(^rt their families. Twenty-live million women working DECK DEPA^ENT he treated. . BuffStof • 2 •' /•//•oil''',' 0 D ';r; r 0 7 0 0 11 • 'it, ENGINE DEP ;• Cl©v©l3n(i OfitrOlt y/Zi/y-.y Dututh •' ^ • '^'7 12 ^2 ^ ^ f ^0, STEWARD DEPARTMENt Alpena Buffalo . Cleveland Detroit .. Duluth .. Frankfort Chicago , Totals . "y. ^0 \ • • •' ... ' • fevt'/.y.cy, •• • 'A-/'/'.-' •, i-'V W p* 4 • • • P • ••• ... • • . - 7.1 ^r-.i Chicago ................... . ....... 0 6 22 28 3 8 29 96 5-V 1 9 19 8 10 15 67 13 8 4 38 17 6 5 91 KNOW YOUR RIGHTS FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to he submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommenda­ tions. Members of this committee may make dissenting reports, specific recommendations and separate findings. SHIPPING RIGHTS. Your shipping rights and senior­ ity are protected exclusively by the contracts between the Union and the shipowners. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the shipowners, notify the Seafarers Appeals Board by certified mail, return re­ ceipt requesied. The proper address for this is: Frank Drozak, Chairman, Seafarers Appeals Board 275 - 20th Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are avail­ able in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard ship. Know your contract rights, as well as your obliga­ tions, such as filing for OT on the proper sheets aqd in 0- 1, 1 0 0 0 '^*1 IM Ml A 8 44 12 0 7 17 6 5 0 47 22 13 13 77 22 11 0 158 124 60 180 m mjf mm mm • OIIEAT 1 . A K.E 9 4 DISPATf •i# • ^9 0^ • H2HERS • • mm Im ^9 9 ^ 1 DRT 324 109 351 96 91 18 Totals All Departments ..... ... *"Total Registered" means the number of man who actually registered for shipping at the port last month. ^'•"Resistered on the Beach" means the total nujptjer of men registered atyhe port at the end of last month. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. / 0 0 f 2. . ENTRY DEPARTMENT •' Z^.'- Alpena .. Buffalo . .... Cleveland Detroit .. ;; Duluth Frankfort . . ........:............... KNOW YOUR RIGHTS 28 / LOG / May 1977 •M 53 .Q ll I It 0 :• 1 1 1 Alpena . BuffaloClaveteii Dfetrolt Duluth . Frankfort . . Chicag Totals . .a..........'^....v.......I is a dise **RE6ISTEPE£rON BEACH All Groups Class A Class B Class C TOTAL SHIPPED All Groups / /Class A ^OTAL REGlsnfeRED groups Class A Class B Class C 1977 K Alcoholism APRIL to perform their jobs, the AFL-CIO maintains. In most pregnancies (95 per cent) the medically certified period of disability is six weeks or less. come pregnant should not be an excuse for job discrimination. When they are unable to work, pregnant women should be granted all benefits and privileges given other workers not physically able now do so because their husbands earn less than $7,000 a year or because they are the sole source of their families' income. The fact that only women can be­ the proper manner. If, at any time, any SIU patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY — SEAFARERS LOG. The Log has traditionally refrained from publishing any ar­ ticle serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemfe^i harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, I960, meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial hoard which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to he paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circum­ stances should any member pay any money for any reason unless he is given such receipt. In the event anyone at­ tempts to require any such payment he made without sup­ plying a receipt, or if a member is required to make a payment and is given an official receipt, hut feels that he should not have been required to make such payment, this should immediately he reported to headquarters. 2 KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGA­ TIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its con­ tents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. EQUAL RIGHTS. All Seafarers are guaranteed equal rights in employment and as members of the SIU. The.se rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no Seafarer may he discrimi­ nated against because of race, creed, color, sex and na­ tional or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify headquarters. SEAFARERS POLITICAL ACTIVITY DONATION —SPAD. SPAD is a separate segregated fund. Its pro­ ceeds are used to further its objects and purposes includ­ ing hut not limited to furthering.the political, social and economic interests of SeafareT seamen, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions are vol­ untary. No contribution may be solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as a condition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Sea­ farers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Support SPAD to protect and further your economic, political, and social interests, American trade union concepts and Seafarer seamen. If at any time a Seafarer feels that any of the above rights have been violated, or that he has been denied his constitutional right of access to Union records or infor- • mation, he should immediately notify SIU President Hall at headquarters by certified mail, return receipt requested. �LOG Story Triggers Quiz on Safety Continued from Page 2 only in safety per se but also in various insurance and workmen's compensation rates." On his own, Ruppee is looking into gangways used in Europe on ships that have runs similar to those on the Great Lakes. Earlier in April, Rep. Ruppee asked Adm. Siler about the Coast Guard's de­ cision to permit oil and chemical tank­ ers to operate with unattended engine rooms on the Great Lakes. He also re­ quested Adm. Siler's views on some issues which Jack Bluitt raised during field hearings of the U.S. House of Rep­ resentatives Subcommittee on Coast Guard and Navigation last July. In particular, Ruppee asked about: 1. General procedures for consulta­ tion with the (union) representatives of merchant seamen. 2. Policies regarding the development of uniform minimum manning standards applicable to similar-type vessels. 3. Engine room manning standards in general. 4. Consideration given to collective bargaining agreements in preparing manning certificates. 5. Feasibility/justipcation for in­ creased watertight compartmentation Overseas Ohio on Great Lakes bulk carriers. The Congressman will be pursuing these issues during oversight hearings before the Coast Guard and Navigation Subcommittee later this year. In Emergenqr Notify USPHS By Telegram Any Seafarer or Boatman who is taken to a hospital other than a USPHS facility for emergency treatment, must notify the nearest USPHS hospital of his situation within 48 hours, and it is suggested that the notification be made by telegram. In the past, many of our mem­ bers have made it a practice to notify USPHS by phone. Unfortu­ nately, when it comes time to pay the bill, there have been cases when USPHS has refused to pick up the tab claiming they have no record of the telephone call. How­ ever, by using telegrams you will have permanent proof that you ac­ tually notified USPHS within the prescribed period and at the same time you will eliminate any confu­ sion dealing with phone calls. If you have no recourse, though, but to use the phone, you should make it a point to get the name, title and department of the person who handled your call. FLAG SlU Scholarships Continued from Page 10 munity College, Seattle, Wash, where he has already taken courses in astron­ omy and navigation. Leslie Warren CoUierlV / • M Leslie Warren Collier IV is looking forward to a career as a chemist or bio­ chemist and hopes to use his four-year scholarship at the University of North Carolina. An honor student. Collier ranks third in his class of 115 at Curri­ tuck County High School in North Caro­ lina. He shows "outstanding leadership qualities" one teacher said. As if earning high grades wasn't enough. Collier is also president of the student body, works on the school news­ paper and folk magazine, and is active in intramural sports. To earn money, he has been driving a school bus each day for over a year and painting barges dur­ ing the summer. His proud father. Boatman Leslie Warren Collier III, who works as a tug­ boat captain for the Interstate Oil Transport Co. in Philadelphia, Pa., re­ ceived his masters license through the Lundeberg School Upgrading Program. Before that he worked as an unlicensed engineer on the tugs. Brother Collier has been an SIU member since 1970. Charles Wayne Foshee Using the foui-yeai scholarship, Charles Foshee hopes to attend McNeese State University in Louisiana to study chemical engineering. His science and mathematics scores in school and in national tests show him to be a top student and a natural for that career. Young Foshee had an all around good record at DeRidder High School, DeRidder, La. He was in the Drama Club, the Pilot Pak, and managed the fresh­ man football, basketball and track teams. An Eagle Scout and member of the National Beta Club, Foshee was listed in the 1975-76 edition of "Who's Who Among American High School Students." In his spare time he enjoys fishing, camping, and listening to music. Boatman Woodrow Foshee, the father of the winner, has been an SIU member since 1963 and works as a chief engineer aboard Sabine Towing boats. He joined the Union in Port Arthur, Tex. Another new tanker will be ready to enter the Alaska oil trade with an SIU crew this fall. The 89,700-dwt SS Overseas Ohio, one of four SlU-contracted sisterships built by Maritime Overseas Corp., is expected to be ready for service on Oct. 22, 1977. She will follow the first of the four in service, the SS Overseas Chicago, which will be delivered on June 30. The SS Overseas ISew York will bring more jobs for Sea­ farers only a month after the Ohio on Nov. 29. The fourth new tanker, the SS Overseas Washing­ ton, is expected by the end of February, 1978. The Ohio, like all her sisterships, was built at the National Steel Shipyards in San Diego, Calif. She is 894 feet long, her beam is 106 feet and when fully loaded she will have a 49-foot draft. Osvaldo Rios An "A" student at the Dr. Jose M. Lazaro High School in Carolina, Puerto Rico, Osvaldo Rios ranks third in his class. Because of his academic excel­ lence, he was able to finish high school in two years. Altliough he had a heavy study load, young Rios found time to help other students through a tutorial program and to play on the basketball, volley ball and track and field teams. Outside of school, he has been active in Leos Club (Lions Club) and the Mus­ cular Dystrophy Association, showing a true sense of concern for his fellow man. "But there are still more things I would like to do," Rios told the com­ mittee. With the help of the four-year scholarship he hopes to study pre-med at the University of Puerto Rico and become a doctor in order "to help my country and community." His father, Osvaldo Rios, Sr. has been sailing deep sea with the SIU in the steward department since 1958 when he joined the Union in the port of New York. Seventy-one cents of every dollar spent In shipping on American-flag vessels remains in this country, making a very substantial contribution to the national balance of payments and to the nation's economy. Use U.S.-flag ships. It's good for the American maritime industry, the Ameri­ can shipper, and America. We Need Your Lafesf Address The SIU needs your latest address so that we can maintain an up-to-date mailing list and can be sure that important correspondence gets to you at your home. So please fill out the address form below and mail it to SIU Welfare Plan, 275 - 20th St.. Brooklyn, N.Y. 772/5. SIU Soc. Sec. No. Name Print Last Name First Name Print Number and Street City Middle Initial Address State Zip Code Elizabeth Harrington With help from the four-year scholar­ ship, Elizabeth Harrington plans to at­ tend Massachusetts College of Phar­ macy in the fall. Dentistry is her goal and v/ith that in mind she intends to take up a pre-med course, majoring in chemistry or biochemistry. Although she worked parttime as a switchboard operator to pay her tuition at Julie Billiart Central High School, Boston, Mass., she still managed to maintain a rank at the top of her class. Aside from her excellent scholastic rec­ ord, she also was involved in the Drama Club, creative writing. Biology Club, basketball and volleyball teams and was a member of the yearbook photography crew. Recertified Bosun Arthur C. Harring­ ton, Elizabeth's father, joined the Union in the port of New York in 1954 and has been sailing with the SIU ever since. The SIU extends its sincere congratu­ lations to these scholarship winners and their families, and hopes that all their educational goals will be achieved. Date of Birth Mo / Day / Year Editor, Change of Address Or New Subscriber SEAFARERS LOG 675 Fourth Ave., Brooklyn, N. Y. 11232 I would like to receive the SEAFARERS LOG—please put my name on your mailing list. (Print In/ormailon) NAME ADDRESS CITY STATE ZIP. SIU memben please give: Bk# Soc. Sec. # ./ XO AVOID DUPLICATION: If you are an old subscriber and have a change of address, please give your former address below or send mailing label from last issue received. ADDRESS CITY .... STATE ZIP. May 1977 / LOG / 29 �Frederick T. Anderegg, 51, joined the SIU in 1943 in the port of Savan­ nah sailing as an AB. Brother An­ deregg sailed 35 years, was a ship's delegate and attended Ixjth the Quar­ termaster and LNG Courses at the Lundeberg School. He was born in San Francisco and is a resident of Pacifica, Calif. Ralph Armstrong, 57, joined the SIU in 1946 in the port of New Or­ leans sailing as an AB. Brother Arm­ strong sailed 37 years and attended the HLSS 1972 Educational Confer­ ence at Piney Point, Md. He is a veteran of the U.S. Navy in World War II. Born in Birmingham, Ala., he is a resident of Shelby, Ala. Ernest B. Avant, 57, joined the SIU in the port of Jacksonville in 1969 sailing as an AB. Brother Avant sailed 39 years. He is a veteran of the U.S. Navy. A native of McRae, Ga., he is a resident of Hialeah, Fla. Roberto C. Cadaizo, 72, joined the vSIU in the port of Seattle in 1962 sailing in the steward department for 30 years. Brother Cadaizo was born in Narvacan, Hocus Sur, the Philip­ pines and is a resident of Baguio City, P.I. Alfred B. "Fred" Calano, 64, joined the SIU in the port of New York in 1960 sailing as an oiler. Brother Calano sailed 32 years and was also a member of the SUP in 1951. He was born in Manila, P.I. and is a resident of Daly City, Calif. Benigno Cortez, 67, joined the I SIU in 1944 in the port of New York I sailing as an AB. Brother Cortez sailed 37 years. He was born in Puerto Rico and is a resident of . Puerto Nuevo, P.R. Ezckiel E. "Zeke" Daniels, 56, joined the SIU in 1948 in the port of New York sailing as a firemanwatertender. Brother Daniels sailed 33 years. He is a veteran of both the U.S. Army and the U.S. Coast Guard in World War II. Born in North Carolina, he is a resident of Wanchese, N.C. John A. Denais, 57, joined the SIU in the port of New Orleans in 1956 sailing as a chief steward. Brother Denais sailed 32 years and during the Vietnam War. He was also a steward department delegate. Sea­ farer Denais is a veteran of the U.S. Army serving as a technician in the Special Task Force in the China, Burma, India Theater in World War II. Born on one of the "islands of France", he is a resident of Sunrise, Fla. Frank R. Farmer, 47, joined the SIU in 1948 in the port of New York sailing as an AB. Brother Farmer was born in Seattle and is a resident of Copalis Beach, Wash. Hugo "BUI" JelTcoat, 61, joined the SIU in the port of New York in 1950 sailing as an AB. Brother Jeffcoat sailed 34 years. He is a veteran of the U.S. Navy in World War II. A native of Columbia, S.C., he is a resident of Houston. Recertified Bosun Tom Karatzas, 61, joined the SIU in the port of Baltimore in 1957 sailing 31 years. Brother Karatzas graduated from the Union's Recertified Bosun Program in April 1975. He is also a retired member of the SUP. Born in Kikinos, Greece, he is a naturalized U.S. citi­ zen and is a resident of Baltimore. Edward L. Kaznowsky, 65, joined the SIU in 1941 in the port of New York sailing as a chief steward. Brother Kaznowsky sailed 47 years and during World War 11. He was on the picket line in the 1961 Greater N.Y. Harbor strike. Born in Carteret, N.J., he is a resident of Brooklyn, N.Y. Lorenzo N. Diana, 60, joined the SIU in tlie port of New York in 1955 sailing as a cook. Brother Diana sailed 28 years. He was born in the Philippine Islands and is a resident of New Orleans. Recertified Bosun Leo J. Koza, 57, joined the SIU in 1945 in the port of New York sailing for 35 years. Brother Koza graduated from the eighth Bosun Recertification Pro­ gram class in January 1974. He also sailed during World War II and was on a vessel then in the port of An­ twerp, Belgium when tlie harbor was bombed for 28 consecutive days. A native of Lowell, Mass., he is a resi­ dent of Baltimore. Arthur J. Endemann, 61, joined the SIU in 1946 in the port of Mobile sailing as an oiler. Brother Ende­ mann sailed 43 years. He was born in Estonia, U.S.S.R. and is a resi­ dent of Pasadena, Md. Samuel J. Lemoine, 65, joined the SIU in 1942 in the port of New OrI leans sailing as a bosun. Brother Lemoine sailed 35 years. He was born in Louisiana and is a resident of New Orleans. William L. Forrest, 59, joined the SIU in the port of Lake Charles, La. in 1956 and sailed as a chief steward. Brother Forrest sailed 26 years. He is a wounded veteran of the U.S. Marine Corps in World War II. Born in Texas, he is a resident of Lufkin, Tex. William A. MacGregor, 56, joined the SIU in 1946 in the port of Balti­ more sailing as an OS. Brother Mac­ Gregor sailed 29 years. He is a wounded 1941 veteran of the U.S. Army's Parachute Infantry Corps where he served as a rigger. A native of Germany, he is a resident of Pearl River, La. 30 / LOG / May 1977 William F. Luhrsen, Jr., 64, joined the SIU in the port of New York in 1960 and sailed as a pumpman. Brother Luhrsen sailed 29 years and walked the picket line in the 1961 N.Y. Harbor strike. He attended the Piney Point Crew Conference No. 5 in 1970. Seafarer Luhrsen is also a machinist, mechanic and flyer. Born in North Little Rock, Ark., he is a resident of Waveland, Miss. J Frank Mamerto, 65, joined the SIU in the port of New Orleans in 1957 sailing as a chief steward. Brother Mamerto sailed 48 years. He is a veteran of the U.S. Coast Guard. Born in the Philippines, he is a resi­ dent of Metairie, La. Abel Manuel, 65, joined the SIU in the port of Houston in 1962 sail­ ing as a cook. Brother Manuel sailed 23 years. He was born in Louisiana and is a resident of Mamou, La. Henry J. McCue, 65, joined the SIU in the port of Boston in 1955 ; sailing as a bosun. Brother McCue y sailed 45 years and was ship's dele­ gate. He was a member and helped to reorganize the Union-affiliated At­ lantic Fishermen's Union in 1960 in Boston. A native of Newfoundland, Canada, he is a resident of Woodbridge, N.J. John J. N. McKenna, 55, joined the SIU in 1944 in the port of New York sailing as a OMED. Brother McKenna sailed 31 years and up­ graded at the HLSS in 1974. He was bom in Canada, is a naturalized U.S. citizen, and is a resident of New Orleans. Lauren D. Santa Ana, 65, joined the SIU in 1947 in the port of New Orleans sailing as a chief steward. Brother Santa Ana sailed 45 years. He was born in Bacon Sorsoquon, P.I. and is a resident of New Orleans. Franklin Roosevelt Strickland, 42, joined the SIU in the port of Mobile in 1952 and sailed as a chief cook. Brother Strickland sailed 25 years. He was born in Mobile and is a resi­ dent of Wilmer, Ala. Lee W. Snodgrass, 63, joined the SIU in 1948 in the port of San Fran­ cisco sailing as an AB and deck dele­ gate. Brother Snodgrass sailed 33 years. He was born in South Dakota and is a resident of Irvine, Calif. John W. Murphy, 65, joined the SIU in the port of Seattle in 1965 and sailed as a chief steward. Brother Murphy sailed 38 years. He was born in St. Louis, Mo. and is a resident of Bisbee, Ariz. Cyril A. Scott, 65, joined the SIU in 1945 in the port of New York sail­ ing as a chief steward. Brother Scott sailed 49 years and was on the picket line in both the 1962 Robin Line strike and the 1961 N.Y. Harbor beef. Born in Jamaica, B.W.L, he is a resident of Laurelton, L.I., N.Y. �Lester A. Pugh, 62, joined the SIU in 1938 in the port of Mobile sailing as an oiler. Brother Pugh sailed 35 years. He is a veteran of the U.S. Army in World War II. A native of Winn, Ala., he is a resident of Mobile. PfNS/ONfRS Harry N. Schorr, 65, joined the SIU in the port of New York in 1955 sailing as a cook. Brother Schorr sailed 25 years and was on the picket line in the 1961 N.Y. Harbor strike. He is a veteran of the U.S. Air Forces in World War II. Seafarer Schorr is also a watch and instrument repair­ man. A native of New York City, he is a resident of Hemet, Calif. George Lukas, 66, joined the Union in the port of Cleveland in 1966 sailing as a fireman-watertender. Brother Lukas sailed 20 years for the Reiss Steamship Co. He is a veteran of the U.S. Army infantry. Born in Erie, Pa., he is a resident there. Thomas E. Smolarek joined the Union in the port of Detroit in 1959 sailing as a fireman-watertender on the SS Metaffa, Brother Smolarek is a resident of Buffalo, N.Y. Raymond R. Shaynick, 59, joined the SIU in 1943 in the port of Nor­ folk and sailed as a QMED. Brother Shaynick was born in Philadelphia and is a resident there. William R. London, 65, joined the Union in the port of Detroit in 1959 sailing as an AB and in the steward department. Brother London sailed 32 years in the steward department. He is a veteran of the U.S. Navy in World War II sailing as an aviation medical technician. A native of Penn­ sylvania, he is resident of Buffalo. Charies D. Hulburd, 67, joined the Union in the port of Buffalo, N.Y. in 1961 sailing as a lead deckhand for the Great Lakes Dredge and Dock Co. from 1961 to 1976 and for Merrit, Chapman and Scott from 1959 to 1961. Brother Hulburd sailed 36 years. Born in Buf­ falo, he is a resident there. Mar. Notke to Members Oil Shipph^ Protedure When throwing in for work dur­ ing a Job call at any SIU Hiring Hall, members must produce the following: • membership certificate • registration card • clinic card • seaman's papers in additioit, when assigning a job the dispatcher will comply with the following Section 5, Sub­ section 7 of the SIU Shipping Rules: "Within each class of seniority* rating in every Department, prior­ ity for entry rating jobs shall be given to all seamen who possess Lifeboatman endorsement by the United States Coast Guard. The Seafarers Appeals Board may waive the preceding sentence when, in the sole judgment of the Board, undue hardship will result or extenuating circumstances war­ rant such waiver." Peter J. Bakarich, 62, joined the Union in the port of New York in 1963 sailing as a deckhand on the tug Utica for the Erie-Lackawanna Railroad from 1936 to 1977. Brother Bakarich is the proud father of 1965 SIU scholarship winner Peter B. Bakarich who is now studying law at Rutgers University Law School in New Jersey. Inland Boatman Baka­ rich was born in Hoboken and is a resident of Boonton, N.J. John Simlk, 65, joined the Union in the port of Buffalo in 1957 sailing as a fireman-watertender. Brother Simik sailed 40 years. He was born in Perth Amboy, N.J. and is a resi­ dent there. Alfonso Vallejo, 65, joined the SIU in 1944 in the port of New York and sailed as a bosun. Brother Vallejo sailed 36 years. He was on the picket line in the 1961 N.Y. Har­ bor stirke and the 1965 District Council No. 37 beef. Born in Puerto Rico, he is a resident of The Bronx, N.Y. Herbert E. Tipton, 67, joined the Union in 1940 in the port of Detroit sailing as a chief steward on the SS Metaffa. Brother Tipton sailed 38 years. He was born in Virginia and is a resi­ dent of Rogersville, Tenn. Rene M. Wittbecker, 65, joined the Union in the port of Frankfort, Mich, in 1954 sailing as a cook. Brother Wittbecker sailed 27 years in the steward department on the Lakes. He sailed on the SS Ann Ar­ bor No. 3, 5, 6 and 7; SS Wabash; SS A. K. Atkinson and the MV Vik­ ing. A native of Freeport, III., he and his wife, Viola are residents of Eau Claire, Pa. where he plans to "do a lot of hunting, fishing and some traveling." John F. Dunlap, 64, joined the Union in the port of Detroit in 1960 sailing as an AB. Brother Dunlap sailed 40 years and for the Reiss Steamship Co. from 1960 to 1970. He was born in Ashland, Wise, and is a resident there. Arthur W. Klotz, 73, joined the Union-affiliated UIW in 1965 and became an Inland Boatman in 1966 in the port of Norfolk sailing for Mc­ Allister Brothers Towing Co. in 1965 and the Norfolk Oil Transport Co. from 1956 to 1965. Brother Klotz was born in Walnutport, Pa. and is a resident of Norfolk. Adolph F. Kalisch, 64, joined the Union in 1948 in the port of Toledo, Ohio sailing as an oiler. Brother Kalisch sailed 40 years. He is a vet­ eran of the U.S. Army Corps of En­ gineers in World War II. Born in Alpena, Mich., he is a resident there. Seafarers Welfare, Pension and Vacation Plans Cash Benefits Paid 24 - Apr. 20,1977 SEAFARERS WELFARE PLAN ELIGIBLES Death In Hospital Daily @ $1.00 In Hospital Daily @ $3.00 Hospital & Hospital Extras Surgical Sickness & Accident @ $8.00 Special Equipment Optical Supplemental Medicare Premiums DEPENDENTS OF ELIGIBLES Hospital & Hospital Extras Doctors' Visits In Hospital Surgical Maternity Blood Transfusions Optical PENSIONERS & DEPENDENTS Death Hospital & Hospital Extras Doctors'Visits & Other Medical Expenses . . Surgical Optical Blood Transfusions Special Equipment Dental Supplemental Medicare Premiums SCHOLARSHIP PROGRAM TOTALS Total Seafarers Welfare Plan Total Seafarers Pension Plan Total Seafarers Vacation Plan Total Seafarers Welfare, Pension & Vacation Number Amount MONTH TO DATE YEAR TO DATE 13 268 84 19 4 4,553 — 126 10 60 1,383 867 61 11 21,293 9 454 97 389 85 133 20 2 106 MONTH TO DATE $ YEAR TO DATE 55,000.00 268.00 252.00 2,696.16 816.00 36,424.00 — 3,769.88 766.60 $ 206,543.06 1,385.00 2,601.00 7,041.23 1,544.00 170,344.00 3,264.71 13,798.81 4,917.30 1,541 312 440 82 10 357 125,729.58 3,956.25 21,545.00 8,600.00 698.91 3,136.40 476,092.57 15,944.27 75,217.69 30,234.00 1,132.36 10,473.08 12 208 125 9 67 — 5 1 2,152 54 699 407 53 211 2 14 3 6,455 50,000.00 30,925.25 4,932.86 1,327.85 2,031.00 — 370.51 300.00 17,239.60 209,600.00 110,300.57 19,201.62 8,817.55 6,330.05 70.00 2,220.75 1,050.00 52,058.70 13 43 5,770.67 19,658.10 8,404 2,716 787 11,907 34,918 8,082 3,655 46,655 376,556.52 689,815.81 743,997.81 $1,810,370.14 1,449,840.42 2,070,393.28 3,644,436.88 $7,164,670.58 May 1977 / LOG / 31 m �m Pensioner Frank­ lin E. Hughes, 61, died of kidney failure in St. Joseph's Hos­ pital, Houston, Tex. on Apr. 4. Brother Hughes joined the SIU in 1944 in the port of New York sailing as a bosun and deck mainten­ ance. He was an HLSS upgrader. Born in Georgia, he was a resident of Hous­ ton. Burial was in Pine Crest Cemetery, Mobile. Surviving is his widow, Eliza­ beth. Pensioner Samuel G. F. Howard, 80, passed away from natural causes in the Staten Island, N.Y. USPHS Hospital on April 13. Brother Howard joined the SIU in 1938 in the port of New York sailing as a cook and baker. He sailed 47 years, walked the picket line in the 1961 N.Y. Harbor strike and rode the Liberty ship, the SS John C. Calhoun (Calmer) in the first year of World War II. A native of Mississippi, he was a resident of Brook­ lyn, N.Y. Interment was in Pinelawn Memorial Park Cemetery, L.I., N.Y. Surviving is his widow. Bertha. Recertified Bosun John D. "Johnnie" Hunter, 55, died of heart failure in the University of South­ ern Alabama Medi­ cal Center, Mobile on Feb. 11. Brother Hunter joined the SIU in 1943 in the port of Mobile. He sailed 31 years, graduated from the Bo­ suns Reccrtification Program last year, rode the Bull Line and was on the Mo­ bile Alcoa Shoregang. Seafarer Hunter was born in the British West Indies and was a naturalized U.S. citizen. He was a resident of Mobile. Burial was in the Mobile Memorial Gardens Cemetery. Surviving arc a son, John of Mobile; two daughters, Julie and Jeanne; his parents, Mr. and Mrs. Joseph and Olinell Hunter of Mobile, and a sister, Mrs. Olinell Bailey of Mobile. Antoine N. Chrlstophe, 63, died in the New Orleans USPHS Hospital on Mar. 9. Brother Christophe joined the SIU in the port of New York in 1957 sailing as a cook. He sailed for 26 years. Born in New Orleans, he was a resident there. Surviving is his widow, Sarah. Pensioner Alf N. Pedersen, 67, died on Feb. 5. Brother Pedersen joined the Union in the port of Duluth, Minn, in 1951 sailing as a wheelsman for the Kinsman Marine Transit Co., Huron Cement Co., and for the Buckey Steam­ ship Co. He sailed 26 years. A native of Cooperstown, N.D., he was a resi­ dent of Superior, Wise. Surviving are his widow, Ada, and three sons, Rich­ ard, Gregory and Earling of Superior. 32 / LOG / May .c)77 George Armstead, Jr., 24, was dead on arrival at the Jeffer­ son General Hospi­ tal, Gretna, La. on Mar. 26. Brother Armstead joined the SIU in 1973 follow­ ing his graduation from the HLSS in Piney Point, Md. He sailed as a general utility. Born in New Orleans, he was a resident of Gretna. Interment was in Restlawn Park Ceme­ tery, Avondale, La. Surviving are his widow, Kathy; a son, Desi; a daughter, Delise; his father, George; his mother, Mrs. Roberta Brown of New Orleans; two brothers and two sisters, two grand­ mothers, Mrs. Maude Armstead and Mrs. Adlic Brown, both- of New Or­ leans; an uncle, Fred Edwards; a cousin, William Armstead, Jr., and his motherin-law, Mrs. Deloria Ceullier. Pensioner John J. Flynn, 81, passed away of natural causes on Mar. 24. Brother Flynn joined the SIU in 1944 in the port of New York sailing as a firemanwatertender. He sailed 29 years and was on the picket line in the 1961 N.Y. Harbor beef. A native of New York, he was a resident of Woodside, Queens, N.Y.C. Inter­ ment was in Calvary Cemetery, Woodside. Surviving is a sister, Mrs. Margaret Leonard of Woodside. Bjorn A. Granberg, 58, died in New Or­ leans in March 1976. Brother Granberg joined the SIU in " 'C 1947 in the port of Norfolk sailing as a bosun. He sailed 42 MMIk Mkk years. A native of Sweden, he was a resident of Leasburg, Mo. Surviving are his widow, Jeanne, and his mother, Mrs. Anna Lindgren of Falun, Sweden. Mayo M. LaCroix, 58, died of a heart ailment in the Patrick Air Force Base Hos­ pital, La. on Feb. 7. Brother LaCroix joined the SIU in the port of Houston in 1972 sailing as an AB. He was a veteran of the U.S. Navy in World War II. Seafarer LaCroix was born in Vinton, La. and was a resi­ dent of Lake Charles, La. Burial was in Hurricane Creek Cemetery, Jena, LaSalle, La. Surviving are his widow, Frances and a brother, Carl of Houston. Kenneth M. "Kenny" Lynch, 27, was found dead aboard the Sea-Land Galloway off Staten Island, N.Y. on Feb. 19. Brother Lynch Joined the SIU in 1974 after graduafrom the HLSS where he was chief bosun in his class. He sailed as a fireman-watertender. Seafarer Lynch was a veteran of the post-World War II U.S. Army. He also attended Kingsborough Community College, Brooklyn, N.Y. and studied liberal arts at Suffolk (L.L, N.Y.) Community College for a year. Born in New York, he was a resident of Brooklyn. Burial was in L.I. National Cemetery, N.Y. Surviving are his par­ ents, Mr. and Mrs. Joseph and Marion Lynch of Brooklyn. Damian G. "M.D." Mercado, 67, died of a coronary thrombo­ sis on Jan. 4. Brother • fS ; Mercado joined the SIU in the port of jjj^H^^^^HNew York in 1956 sailing as a firemanA MBIwatertender. He sailed 19 years. A native of Fajardo, P.R., he was a resident there. Surviving are his widow, Maria; four sons, Dom'ingo, Ramon, Juan and Jose; three daughters, Evelyn, Yolanda and Zulma, and two sisters, Eulalia and Isabelle, both of The Bronx, N.Y. rs Stavros G. "Steve" Petrantes, 47, died of a heart attack in the Bay Memorial Medical Center, Panama City, Fla. on Feb. 26. Brother Petrantes joined the SIU in the i port of Mobile in 1955 sailirtg as a chief cook. He sailed for 24 years. A native of Patmosdodecanese, Greece, he was a resident of Mobile. Interment was in Evergreen Memorial Cemetery, Panama City. Sur­ viving are his widow, Zafiria; three sons, Steve, George and William; a daughter, Maria; his father, George of Greece; his mother, Marie of Galveston, and a brother, Michael. ,! I Halrold J. Romero, 50, died of lung can­ cer in the Park Place Hospital, Port Ar­ thur, Tex. on Mar. 7. Brother Romero joined the SIU in the port of New York in 1953 sailing as a fireman-watertender. He was a veteran of the U.S. Army during the Korean War. Born in New Iberia, La., he was a resi­ dent of Port Arthur. Burial was in Cal­ vary Catholic Cemetery, Port Arthur. Surviving are his widow, Shirley; two sons, David and Albert; a daughter, Tonyia; his father, Laury, and his mo­ ther, Emerette. Pensioner Jan V. Rooms, 65, died of a heart attack in the North Arundel Hos­ pital, Glen Burnie, Md. on Feb. 25. Bro­ ther Rooms joined the SIU in 1946 in the port of Galveston and sailed as a chief steward. He sailed 48 years. His father and two brothers and a sister also went to sea. Seafarer Rooms was on the picket line in the 1961 N.Y. Harbor strike. Born in Ant­ werp, Belgium, he was a naturalized U.S. citizen and a resident of Glen Burnie. Interment was in Cedar Hill Cemetery, Baltimore. Surviving are his widow, Hendrina; a son, Henry of Ant­ werp, and two daughters, Mrs. Diana Lanette and Katrina of Antwerp. Donald B. Wasson, 72, died of arterioscleriosis in Piraeus State Hospital, Nikea, Greece on Aug. 29, 1976 while on the SS St. Louis (Sea-Land). ^Brother Wasson joined the SIU in the port of New York in 1953 sailing as a bosun. He sailed 48 years and was a veteran of the U.S. Navy after World War I. A native of New York, he was a resident of Gonzales, Tex. Burial was at sea on SepL 4, 1976 off the SS Elizahethport (Sea-Land). I Augustin W. Mor­ ales, 57, died of can­ cer in the New Or­ leans USPHS Hos­ pital on Mar. 30. Brother Morales joined the SIU in the port of Wilmington in 1962 sailing as a chief steward. He sailed 22 years and was a graduate of the San Francisco Dietitian School. A native of Paincourtville. La., he was a resident of Donaldsonville, La. Burial was in St. Elizabeth Catholic Cemetery, Paincourtville. Surviving are two sons, Rob­ ert and Richard, and a sister, Mrs. Ruth M. Cedotal of Donaldsonville. Ward W. Ander­ son, 21, died on the SS Flor (Altair Steamship) on Apr. 22 enroute to the port of Haifa, Israel. Brother Anderson joined the SIU' in 1975 following his graduation from the HLSS in Piney Point. He sailed since 1973 as an OS with the U.S. Geodetic Survey. Born in Seattle, he was a resident of Keene, Tex. and Mesa, Ariz. Surviving are his mother, Patricia and his father, Fred. James T. "Red" Baker, 55, died on Apr. 11. Brother Baker joined the SIU in the port of Wil­ mington in 1961 sail­ ing as a chief elec, trician. He sailed for 27 years and was a veteran of the U.S. Coast Guard in World War II. Seafarer Baker's son, Tom was a 1966 Union scholarship winner. Born in Thatcher, Colo., Bro­ ther Baker was a resident of Groton, Conn. Surviving are his widow, Vir­ ginia; a son, Tom, and a daughter, Mrs. Barbara Reed of Boston, Mass. Pensioner Cyril H. Sawyer, 81, passed away in the Florida Christian Health Center, Jacksonville on Feb. 13. Brother Sawyer joined the SIU in 1939 in the port of Miami sailing as an OS and as a "gloryhole steward." He sailed for 27 years and was a veteran of the U.S. Army Transportation Corps in World War 11. Born in Key West, Fla., he was a resident of Jacksonville. Interment was in Arlington Memorial Park Cemetery, Jacksonville. Surviving is his dauther, Cornelia of Jacksonville. Pensioner Arlhur M, Swindell, 87, died of heart failure in the Norfolk Gen­ eral Hospital and Medical Center on Dec. 13, 1976. Brother Swindell joined the Union in the port of Norfolk in 1961 sailing as a chief engineer for the Curtis Bay Towing Co. from 1922 to 1962. He was born in North Carolina and was a resident of Norfolk. Inter­ ment was in Forest Lawn Cemetery, Norfolk. Pensioner John J. Mahoney, 74, died of cancer in Keyport, N.J. on Apr. 3. Brother Mahoney joined the Union in the port of New York in 1963 sailing as a deckhand on the tug Hohoken for the Erie-Lackawanna Railroad from 1936 to 1967. He was born in Jersey City. N.J. and was a resident of Seaside Heights, N.J. Surviving are his widow, Helen and three daughters, Dorothy, Patricia and Margaret. �Pensioner Carl C. Spears, 67, died of a heart attack in Gallipolis Ferry, W. Va., on Feb. 28. Brother Spears joined- the Union in the port of St. Louis in 1965 sailing as a deckhand for the American Commercial Barge Line, Jefferson/ille, Ind. from 1948 to 1961 and as a lead deckhand and mate for the Inland Tugs Co. from 1961 to 1970. He was born in Gallipolis Ferry and was a resident there. Interment was in the Austin, Hope, McCloud Ceme­ tery, Gallipolis Ferry. Surviving are his widow, Jewel; a son, Robert; two daughters, Janet Louise and Betty, and a sister, Mrs. Molly Siders of Point Pleasant, W. Va. Kdward L. Wolfe, 73, passed away on Dec. 22, 1976. Brother Wolfe joined the Union in the port of Philadelphia in 1962. He sailed as an engineer for the Marine Towing Co. from 1956 to 1976 and as an engineer for the City of Philadelphia from 1948 to 1955. He was born in Philadelphia and was a resident of Camden, N.J. Surviving is his widow, Nora. Harold C. Pemberton, 80, passed away on Mar. 30. Brother Pemberton joined the Union in the port of Detroit in 1960 sailing as an oiler and engineer for the Dunbar and Sul­ livan Dredge Co. from 1957 to 1977 and as a rigger for the Great Lakes Steel Mill from 1940 to 1945. He worked on dredges for 32 years. Boat­ man Pemberton was a veteran of the U.S. Army in World War I. Born in Alpena, Mich., he was a resident of Madison Heights, Mich. Surviving is a son, Hubert of Madison Heights. Pensioner Earl C. Rayford, 70, died of arteriosclerosis on the way to the U.S. Medical Center, Mo­ bile on Mar. 3. Brother Rayford joined the Union in the port of Mobile in 1956 sailing as a leaderman and cook on river and harbor boats and dredges. He was born in Mobile .and was a resident there. Burial was in Mag­ nolia Cemetery, Mobile. Surviving are his widow, Evelyn; a sister, Mrs. Ruby Robinson, and a cousin, Elizabeth Green, both of Mobile. Joe P. Rowland, 49, died on Mar, 6. Brother Rowland joined the Union in the port of St. Louis in 1973 sailing as a lead deckhand for Inland Tugs from 1976 to 1977 and for the Orgulf Co. in 1974. He was a veteran of the U.S. Navy. A native of Princeton, Ky., he was a resident there. Surviving is his widow, Thelma of Lincoln Park, Mich.; a son, Ricky; a daughter, Mrs. Vickie Banasack of Lincoln Park; his mother, Violet of Princeton and his father, Paul, Pensioner Robert E. Bankston, 53, died on Apr. 10. Brother Bankston joined the Union in the port of Elberta, Mich, in 1953 sailing as an AB. He sailed for 27 years. Laker Bankston was a veteran of the U.S. Navy in World War II. A native of Benzonia, Mich., he was a resident of Frankfort, Mich. Surviving are his widow, Jeanette of Ludington, Mich.; his father, Arthur of Frankfort, and two daughters, Mrs. Martha Adamczeck and Mrs. Roberta Victor, both of Mainstee, Mich. Charles L. McDonald, 69, died on Apr. 1. Brother McDonald joined the Union in the port of Norfolk sailing for NBC Lines from 1954 to 1976. He was a resident of Norfolk. Surviving is his mother, Mrs. Annie E. Gibbs of Nor­ folk. William Young died in New Orleans in January. Brother Young joined the Union in 1969 sailing for the Tug Man­ agement Co. from 1965 to 1969 and for the General Towing Co. from 1968 to 1969. He was a resident of New Orleans and was retired. Pensioner Fred J. Haker, 72, died of heart disease at home in Buffalo on Jan. 29. Brother Haker joined the Union in the port lof Buffalo in 1961 J sailing as a tug oiler iJ-'ilJIfor the Great Lakes Dock and Dredge Co. in 1961 and for Merritt, Chapman & Scott from 1961 to 1973. He was born in Wisconsin and was a resident of Buffalo. Burial was in Ridge Lawn Cemetery, Cheektowga, N.Y. Surviving are a son, Fred; two daughters, Mary and Mrs. Karen A. Anthony of Buffalo, and a son-inlaw, John Sullivan, also of Buffalo. Archie D. Lewis, 53, died of a heart attack in the Erlangcr Hospital, Chat­ tanooga, Tenn. on Apr. 10. Brother Lewis joined the Union in the port of St. Louis in 1972 sailing as a tankerman and captain for National Marine Service Co. from 1970 to 1977, for South Towing in 1967, Sabine Towing in 1968, Slade Towing Co. from 1968 to 1969 and for Dixie Carriers from 1972 to 1974. He was a veteran of the U.S. Air Force in World War II. Born in Montgomery, Ala., he was a resident of Chattanooga. Burial was in National Cemetery, Chattanooga. Surviving are a son, David of Chattanooga; two daughters, Cynthia and Lynn; his par­ ents, Mr. and Mrs. Archie and Jean Lewis, Sr., and a son-in-law, Jim Mor­ gan. Zhought Me Was ?lym' Migh at--MPMZ If you smoke pot or hashish or use any kind of drugs at all on ship or ashore, you might be interested in the following unusual story. It's true, no kidding. This guy, his name was Tom, went to a party this particular Saturday night, and between him and about five or six of his friends, smoked a couple of good sized pipes of hashish. In his own words, he "was smashed." The party broke up at about 3 o'clock in the morning, so Tom figured he'd call it a night and head home. As he stumbled down the block humming a tune, all he could think about was sink­ ing his oversized cranium into the soft pillow on his bed. He fumbled around a bit looking for his car keys and then took a minute or two trying to find the keyhole in the car door. He finally got the door opened, positioned himself in the driver's seat, started it up and turned the radio on. He let the car warm up for awhile as he listened to the music. He then turned the wheel and stepped on the gas but the car just whined a bit and wouldn't move. He went into a minor panic because he knew absolutely noth­ ing about cars. But he glanced at the steering column and noticed the car As one of the policemen walked over was still in neutral. Crisis over. to the car, Tom tried to calm himself He eased away from the curb and down. He figured that the best tact drove a few blocks to the entrance of would be to remain as cool as possible, the Grand Central Parkway in Queens, answer all questions politely, admit that N.Y. He had already gotten one speed­ ing ticket on ihis exact same road the he was speeding and simply accept the ticket without an argument. previous month, so he promised him­ The cop, a man of about 50 or so, self to be extra careful this night for bent down a bit and asked Tom how he two reasons: first, he was flying high and was afraid of killing himself; sec­ Vy'a:s feeling. Tom nervously answered that he felt fine. ond, he had half an ounce of grass and The cop then asked him if he thought a small chunk of hashish on him, and he was in no shape to face the law if he he deserved a ticket. Tom immediately expressed his sorrow for speeding and got stopped. So as he drove along the parkway, told the cop, yes, he did deserve a ticket. The policeman, looking a little bit he stayed exclusively in the far right shocked, then asked Tom how fast he lane letting the faster traffic pass him thought he was going. Tom didn't really on the left. Flashing Lights know for sure, but since the speed limit Everything seemed to be going fine as was 50 mph, he said he thought he was he cruised along listening to the music. doing about 60 or 65. But sure enough, he was on the highway The cop, looking more shocked than no more than five minutes when he no­ ever, opened Tom's door and politely ticed the flashing lights of a police car said, "Son, would you mind stepping alongside him to the left. The cop in out of the car." the passenger seat was motioning him In a deep panic now, Tom blurted to pull over to the shoulder. out, "Why, what seems to be the matter Tom obeyed promptly, but as he officer?" The cop said simply, "Son, you pulled over he went into a mild para­ were doing four." noid panic. What was he going to say? Tom was arrested for driving while How was he going to face these cops in under the influence of drugs, and was his condition? booked for possession after a search turned up his grass and hashish. In the long run, Tom got off pretty easy, though. He was convicted of pos­ session of small amounts of grass and was given a fine. And the traffic judge suspended his license for one year, along with slapping him with a fine. All in all, things worked out okay for Tom. But if he had been a merchant seaman, his trouble would just have started. You see, any drug conviction of any kind is a sentence of life for a merchant seaman. That is, the Coast Guard, by no means as lenient as some local au­ thorities when it comes to drugs, will revoke your seaman's papers for life, and that means the end of your career at sea. No matter what anyone says about pot, however, there are some people who will smoke it anytime, anywhere. If you're one of those people, at least have the courtesy not to smoke while on duty, for your own good and the good of the entire crew. There are enough dangers involved with working at sea. So don't make the situation worse for anyone by trying to work while flying alongside the flying bridge. May 1977 / LOG / 33 �:m7£ JOSEPH HEWES (Waterman Steam­ ship), March 6—Chairman, Recertified Bosun W. D. Crawford; Secretary J. Temple; Educational Director R. C. Miller. Some disputed OT in deck de­ partment. Report to Seafarers Log: "James Wheatley shipped from the Harry Lundeberg School of Seamanship on February 15, 1977 as 3rd cook. This is his first trip and he has been doing a wonderful job. He is clean and knows how to take orders about his job. We hope he keeps up the good work." A vote of thanks to the steward depart­ ment. Observed one minute of silence in memory of our departed brothers. NEWARK (Sea-Land Service), March 16—Chairman, T, Vilanova; Secretary Ken Hayes; Educational Di­ rector R. Coleman; Engine Delegate B. Jensen; Steward Delegate Edward J. Kilford, Jr. No disputed OT. The Seafarers Log was received and a dis­ cussion was held on items in the Log and opinions asked for. Report to the Seafarers Log: "Has not been a major beef on the ship as far back as most men can remember, this is credited to the Seafarers that man the ship and the belief in a strong Union." Next port, Seattle. CUAYAMA (Puerto Rico Marine Mgt.), March 4—Chairman, Recerti­ fied Bosun William Velazquez; Secre­ tary H. Ortiz; Educational Director Mainers; Deck Delegate H. F. Welsh. No disputed OT. Educational Director reported that the Alcoholic Rehabilita­ tion program has been a success and all members shoidd give encouragement to those affected. A vote of thanks to the steward department for a job well done. A vote of thanks to all crewmembers for good biotherhood and good com­ panionship. Observed one minute of silence in memory of our departed brothers. BALTIMORE (Sea-Land Service), March 23—Chairman, Recertified Bo­ sun W. Osborne; Secretary J. DeLise; Educational Director N. Reitti. $40.50 in ship's fund. No disputed OT. Chair­ man discussed the importance of donat­ ing to SPAD. Educational Director talked to crewmembers to upgrade themselves in the department they like at Piney Point to better their future. A vote of thanks to the steward depart­ ment for good service and good food. Next port, Elizabeth, N.J. COLUMBIA (Mount Shipping), March 27—Chairman, Recertified Bo­ sun Gus Magoulas; Secretary O. Oakley; Educational Director H. Hunt; Deck Delegate Dempsey Nicholson; Engine Delegate fiichard Groening; Steward Delegate Osburn Williams. Some dis­ puted O r in deck, engine and steward departments. Ciiairman reports that everything is running smooth and the next port is Donges, France, then Theamshaven, England and then to St. Croix, V.I., Norfolk, and Port Reading, N.J. Subject to change by the Navy. OVERSEAS ARCTIC (Maritime Overseas), March 26—Chairman, Re­ certified Bosun E. LaSoya; Secretary C. L. Shirah; Educational Director L. Philips; Deck Delegate E. Frazier; En­ gine Delegate D. Turner; Steward Dele­ gate J. Juzang. No disputed OT. Chair­ man held adiscussiononthe importance of donating to SPAD. Secretary re­ ported that a collection of $30 has been taken up to pay for rental of 30 films for the voyage to Russia. A thank you to those who have donated. Next port, Novasis, Russia. VIRGO (Apex Marine), March 21— Chairman, Recertified Bosun Stanley Jandora; Secretary B. B. Henderson; Educational Director Francisco Torres; Engine Delegate Thomas J. Lundy; Steward Delegate Jerry Wood. No dis­ puted OT. Chairman advised all crew­ members that there was to be no smok­ ing anywhere on deck. Also held a discussion on the importance of donat­ ing to SPAD. A vote of thanks to the steward department for keeping food hot at all times. Next port, Baltimore. Digesfof MASSACHUSETTS (Interocean Mgt.), March 13—Chairman, Recerti­ fied Bosun J. L. Bourgeois; Secretary A. Hassan. No disputed OT. The Sea­ farers Log and several pamphlets were received aboard ship and were read and passed around. Chairman advised all members to read your Log and get to know your Union. Also discussed the importance of donating to SPAD. A vote of thanks to the steward depart­ ment for fine food and service. ANCHORAGE (Sea-Land Service), March 19—Chairman, Recertified Bo­ sun Juan C. Vega; Secrcttiry C. L. White; Educational Director Dimitrios Papageorgiou. No disputed OT. The steward read the minutes of the last safety meeting which was accepted by the crew. Held a discussion on having a ship's fund which had been talked about before. Also the importance of donating to SPAD. All communications that were received were discussed by the crew and posted. A vote of thanks to the steward department. Next port. New York. SEA-LAND FINANCE (Sea-Land Service), March 27—Chairman, Recer­ tified Bosun James Pulliam; Secretary William Benish; Educational Director Herbert Martin. No disputed OT. Chair­ man advised crewmembers that the next issue of the Seafarers Log will note ten­ tative changes in the pension plan. Sec­ retary reported that the SIU benefit applications are available for the ask­ ing. SIU pamphlets were noted and discussed. Chairman urged all crew­ members to stay active in the Union. Observed one minute of silence in mem­ ory of our departed brothers. INGER (Reynolds Metals), March 13 -Chairman, Recertified Bosun Hans S. Lee; Secretary Duke Hall; Educational Director Theodore Martinez; Engine Delegate Allison Herbert. No disputed OT. Chairman praised the Alcoholic program at Piney Point and congratu­ lated two graduates in the crew. Also discussed the importance of donating to SPAD. The quality and quantity of food on board ship is excellent. Ob­ served one minute of silence in memory of our departed brothers. Next port. New Orleans. SEA-LAND GALLOWAY (SeaLand Service), March 7—Chairman, Recertified Bosun George Burke; Sec­ retary A. Seda. No disputed OT. Report to the Seafarers Log: "On March 18, 1977 Kenneth Lynch died on board ship. Wc the crew on the Galloway re­ gret to inform the membership of the sudden passing of Brother Kenneth Lynch. He was well liked by the officers and crew alike. He always had a smile and kind word for his fellow shipmates. Why God called for him in the prime of his life we will never know but he will be well remembered by his ship­ mates." Next port, Elizabeth. OGDEN WILLAMETTE (Ogden Marine Transport), March 6—Chair­ man, Recertified Bosun E. Bryan; Sec­ retary E. Kelly; Educational Director H. Meredith; Deck Delegate B. Anding; Engine Delegate L. Campos; Steward Delegate I. Gray. No disputed OT. Chairman held a discussion on large tankers and advised all members to read the Seafarers Log. Also advised if any­ one feels that they should go to the Alcoholic clinic at Piney Point they should go. Only you know if you need the help. DELTA SUD (Delta Steamship), March 27—Chairman, Recertified Bo­ sun R. Lambert; Secretary E. Vieira; Educational Director J. C. Dial. $42 in ship's fund. No disputed OT. Chairman reported that once again this was an accident free voyage for the fifth trip in a row. It was also reported that it would be helpful to all if the latest time and or delayed sailing was to be posted on the outside of the door to the launch service shack; this way everyone would know whether or not to send off their trans­ portation. GALVESTON (Sea-Land Service), March 27—Chairman, Recertified Bo­ sun Denis Manning; Secretary L. Crane; Educational Director B. Reamey; Deck Delegate Fred T. Miller; Engine Dele­ gate A. G. Andersen; Steward Delegate C. S. Crane. No disputed OT. Chairman held a discussion on the importance of donating to SPAD. Next port, Seattle. Olficial ship's minutes were a(so re­ ceived from the following vessels: ZAPATA COURIER (Zapata Bulk), March 13—Chairman, Recertified Bo­ sun Sal Sbriglio; Secretary Paul Franco; Educational Director A. Bell; Steward Delegate William Theodore. No dis­ puted OT. Chairman reported that SIU Patrolman Teddy Babkowski was on the Zapata Courier for more than two hours in Linden. He filled the crewmembers in on what is going on with the Union and brought us up to date on Union business. A vote of thanks fur his help. The ship's reporter received the Mari­ time Newsletter Volume 9—No. 1 and all crewmembers were asked to read it from front to back as it is very important that all members be well informed as to what is going on in the Union. So take an interest as it pays off in jobs and benefits, and SPAD can help in this fight. Next port, New York. MOUNT EXPLORER (Mount Ship­ ping), March 27—Chairman T. Densmore; Secretary A. Salem; Educational Director L. Nixon; Deck Delegate F. R. Scharz; Engine Delegate Emil Nord­ strom; Steward Delegate Young McMil­ lan. No disputed OT. Encouraged new members to enter the Steward depart­ ment and present members to upgrade within it. A vote of thanks to the Stew­ ard department for good service and a job well done. Next port, Texas City. ZAPATA PATRIOT (Zapata Bulk), March 27—Chairman, Recertified Bo­ sun R. Murry; Secretary D. E. Edwards; Educational Director George Meaden; Deck Delegate James Ware. No dis­ puted OT. T. J. Thomas, QMED was injured in Romania and shipped home. For safety reasons the man on the wheel must work on bridge and no one is looking out for any traffic. Mate is gen­ erally in the chart room and we believe it is unsafe for all on board. A vote of thanks to the steward department. Official ship's minutes were also received from the following vessels: OVERSEAS ALICE BAYAMON SEA-LAND EXCHANGE OVERSEAS ANCHORAGE AQUILA OVERSEAS TRAVELER t MAYAGUEZ PUERTO RICO THOMAS NELSON THOMAS JEFFERSON MERRIMAC BORINQUEN SUSQUEHANNA HUMACAO CAROLINA DELTA URUGUikV, MAUMEE ALLEGIANCE OVERSEAS ULLA: , CONNECTICUT HOUSTON^ OVERSEAS JOYCE SEA^LAND RESOURC:! MONTICELLO VICTOEr JACKSONVILLE FORTHOSKINS OAKLAND PISCES ARECIBO AGUADILLA PONCE ALEUTIAN DEVE^Ol^ER TAMPA JAMES DEL SOL PANAMA NECHES SEA-LAND McLEAN BOSTON ELIZABETHPORT SEALAND VENTURE SEA-LAND CONSUMER SEA-LAND PRODUCER! COLUMBIA SAN PEDRO SAM HOUSTON 'yd SANJUAN MANHATTAN COASTAL CALIFORNIA DELTA PARAGUAY WACOSTA DELTA NORTE TEX OVERSEAS VIVIAN BANNER VANTAGE HORIZON BEAVER STATE OVERSEAS VALDEZ GATEWAYGITYs SEALAND MARKET SEALAND COMMERCE JOHN TYLER vSEA^AND-ELQipiVlY 34 / LOG / May 1977 a �The Harry Lundeberg School of Seamanship For a better job today, and job security tomorrow. 99 On-the-job Training Is Heart of FOWT Course Instruction via diagrams ami theory are okay, hut there's no sub­ stitute for good old fashioned onthe-job-training for learning the ins and outs of the engine room. You might call the Lundeberg School's Fireman, Oiler, Watertender Course old fashioned, then, because on-the-job training is the heart of the School's FOWT Pro­ gram. The photos on this page show some of the most recent participants in a FOWT Course practicing the principles of valve repacking and re­ pair. The setting is the Lundeberg School's brand new machine shop in the equally new HLSS Upgrading Center on School grounds. Other FOWT Courses will be of­ fered on July 7 and Sept. 29. If you are interested in taking one of these courses, write the Vocational Educa­ tion Department of the Lundeberg School. SlU members upgrading to FOWT get some good old fashioned on-the-job type training in the Lundeberg School's new machine shop. •* Seafarer Mike Stewart displays the finer points of the wrench while upgrad­ ing to Fireman Oiler Watertender. Steward Department All Steward Department Courses Lead To Certification By HLSS. CHIEF STEWARD The course of instruction is six weeks long and covers all phases of steward department management and operation. Course Requirements: All candi­ dates must have seatime and/or training in compliance with one of the following: • Throe years seatime in a rating above 3rd cook or assistant cook OR • Six months seatime as 3rd cook or assistant cook, six months seatime as cook i«nd baker, six months seatime as chief cook and hold HLS certifi­ cates of completion for each pro­ gram OR • 12 months seatime as 3rd cook or Seafarer S. Panama makes work look easy while upgrading to FOWT. assistant cook, six months seatime as cook and baker, six months seatime as chief cook and hold HLS certifi­ cates of completion for the cook and baker and chief cook programs OR •. 12 months seatime as 3rd cook or assistant cook, 12 months seatime as cook and baker, and six months sea­ time as chief cook and hold an HLS certificate of completion for the chief cook program. department, with six months as 3rd cook or assistant cook and .six months as cook and baker OR Six months seatime as 3rd cook or assistant cook and six months as cook and baker OR 12 months seatime as 3rd cook or assistant cook and six months sea­ time as cook and baker and hold a certificate of completion for the HLS cook and baker training program. Starting dates: July 7, Aug. 18, Sept. 29, and l\ov. 10. Starting dates: June 9, July 21, Sept. 1, Oct. 13, and I\ov. 25. CHIEF COOK The course of instruction is six weeks in length and students specialize in the preparation of soups, sauces, meats, sea­ foods, and gravies. Course Requirements: All candi­ dates must have seatime and/or training in compliance with one of the following: • 12 months seatime as cook and baker OR • Three years seatime in the steward COOK AND BAKER The course of instruction is six weeks in length and students specialize in the selection and preparation of breakfast foods, breads, de.s3erts, and pastries. Course Requirements: AH candi­ dates must have seatime and/or training in compliance with one of the following: • 12 months seatime as a 3rd cook or assistant cook OR 24 months in the steward depart­ ment with six months as a 3rd cook or a.s.sistant cook OR Six months seatime as 3rd cook or assistant cook and hold a certificate of completion from the HLS assist­ ant cook training program. Starting dates: June 9, 23; July 7, 21; Aug. 4, 18; Sept. 1, 15, 29, and Oct. 13,27. ASSISTANT COOK The course of instruction is six weeks in length and students .spec'dize in the selection and preparation of vegetables and salads. Course Requirements: All candi­ dates must have 12 months seatime in the steward department, OR three months seatime in the steward department and be a graduate of the HLS entry rating program. Starting dates: June 23, Aug. 4, Sept. 15, Oct. 27, and Dec. 8. May 1977 / LOG / 35 m �QUARTERMASTER ABLE SEAMAN This course consists of classroom work and practical training to include: basic seamanship, rules of the road, wheel com­ mands, use of the magnetic compass, cargo handling, knots and splices, block and booms, firefighting and emergency procedures, basic first aid, and safety. Requirements: • All candidati's must be at least 19 years of age. • Must jiass a physical examination. • Must have normal color vision. • Must have, either with or without glasses, at least 20/20 vision in one eye, and at least 20/40 in the other. The can­ didates who wear glasses, however, must also be able to pass a lest without glasses of at least 20/100 in each eye. • Must either have, or first comjdete, the separate Lifeboat Louise offered at the .school. • For Alil«»-S«ainai! 12 Months Any Waters, you must have 12 months seatime or eight months .seatime if an HLSS graduate. • For Ahle-Seaman Tugs and Towboats, you mu.st have 18 months .seatime, or 12 months .seatime if an HL.SS grad­ uate. Starting dates: Aug. 4, Oct. 27. The course of instruction leading to certification as Quartermaster consists of Basic Navigation instruction to include Radar; Loran; Fathometer; RDF; and also includes a review of Basic Seaman­ ship; use. of the Magnetic and Gyro Compass; Rules of the Road; Knots and Splices; Firefighting and Emergency Pro­ cedures. Course Requirements: Must hold endorsement as Able Seaman (Un­ limited—Any Waters). Starling dates: Sept. 6, I^ov. 28. LIFEB0AT3IAN QMED—Any Rating The course of instruction leading to certification as QMED—Any Rating is eight weeks in length and includes in­ struction leading to the Coast Guard en­ dorsements which comprises this rating. Course Requirements: You must show evidence of six months seatime in at least one engine department rating, and Iiold an endorsement as Fireman/Watertender and Oiler. Course is 12 weeks in length. The course of instruction is two weeks in length and leads to the Coast Guard endorsement of Lifeboatman. Course Requirements: Must have 90 days seatime in any department. Starting date: June 13. Starting dates: June 9, 23; July 7, 21; Aug. 4, 18; Sept. I, 15, 29, and Oct. 13, 27. The course is four weeks in length and leads to endorsement as Fireman, Watertender, and/or Oiler. Course Requirements: If you have a Wiper endorsement only, you must: Note on Lifeboat: The requirements and course material for the endorsement of Lifeboatman is identical for all personnel. So the above outline and starting dates of the Lifeboat course applies to our deepsea and Lakes Seafarers as well as to boatmen. Trio Are Quartermasters FOWT • Be able to pass the prescribed physi­ cal, including eyesight requirements • Have six months seatime as Wiper, OR Be a graduate of HLS at Piney Point and have three months seatime as Wiper • If you have an engine department rating there are no requirements. Tankerman Grad SlU member Alan Kohajda holds tankerman endorsement he earned through study at Lundeberg School. Directory of All Upgrading Courses DEEPSEA, LAKES COURSES Starting dates: July 7, Sept. 29. Deck Department Able-seaman, 12 Months Any Waters Able-seaman, Unlimited Any Waters Lifeboatman Quartermaster WELDING Seafarers Eric Johnson, Robert McGonagle, and Dick McGuire, Jr. (I. to r.) show off quartermaster endorsements after completing Lundeberg course. 7 College Scholarships Awarded Yearly to Members, Dependents Another part of the SlU's total educa­ tional program for its members is the Union's (College Scholarships Fund. Each year the SlU awards five $10,000 fouryear scholarships, of which one is reserved for a Lhiion member and four for depen dents of members. number of years, so you will only be com­ peting with other seamen with similar educational backgrounds. The awards are granted in April of each year and the deadline for the receipt of all applications is usually around April 1. Eligibility requirements are as follows: The L nion also awards two $.'5,000 twoyear scholarships reserved exclusively for members. The two-year .scholarships offer various opportunities e.specially for the member who plans to keep .shipping. In such a program you may develop a trade or skill which would improve your per­ formance aboard shij) as well as helping you obtain a better paying job when you are ashori'. • Have not less than two years of ac­ tual employment (three years for the par­ ent or guardian of dependents) on vessels of companies signatory to the Seafarers Welfare Plan. The $10,000 scholarships may be used to pursue any field of study at any ac­ credited college or university in the IJ..S. or 4s territories. In regard to our members, application requirements are geared for the man or woman who has been out of school for a • Have one day of employment on a ve.ssel in the six-month period immedi­ ately preceding date of application. • Have 90 days of employment on a vessel in the previous calendar year. Pick up a scholarship application now. They are available for you and your de­ pendents at the local Union hall or by writing to the Seafarers Welfare Plan, (College Scholarships, 275 20th St., Brook­ lyn, N.Y. 11215. The course of in.strnction in basic weld­ ing consists of classroom and on-the-job training including practical training in electric arc welding and cutting; and oxyacetylene brazing, welding and cutting. On completion of the course, an HLS Cer­ tificate of Graduation will be awarded. Course Requirements: • Engine department pi'rsonnel must have 6 months seatime in an engine room rating • Deck and steward department personel must hold a rating in their d(>partment. Engine Department Fireman, Oiler, Watertender (FOWT) QMED—Any Rating Advanced Pumpman Procedures Automation LNG-LPG Refrigerated Containers Welder Diesel Engines Marine Electrical Maintenance Pumproom Maintenance and' Operation Starting date: Sept. 19. LNG/LPG The couise of instruction leading to certification as LNG/LPG crew consists of basic chemistry, tank and ship con­ struction, gasification, reliquefication procedures, inert gas and nitrogen sys­ tems, instrumentation,, .safety and fire­ fighting, loading, unloading and trans­ porting LNG/LPG. Course Requirements: Engine room personnel must hold QMED —Any Rating. Others, deck and steward department personnel must hold a rating in their department. The normal length of the course is four (4) weeks. Starting date: Nov. 28. Note: Courses and starting dates are subject to change at any time. Any change will he noted in the LOG. 36 / LOG / May 1977 a • • • • Steward Department Assistant Cook Cook and Baker Chief Cook Chief Steward INLAND WATERS COURSES Able-Seaman Pre-Towboat Operator Original Towboat Operator Master/Mate Uninspected Ves­ sels Not Over 300 Gross Tons Upon Oceans First Class Pilot Radar Observer Pre-Engineer Die.sel Engines Assi.stant Engineer Uninspected Motor Vessels Chief Engineer Uninspected Motor Vessels Tankerman Towboat Inland Cook Ves.<5el Operator Management and Safety Course 'I �First Class Pilot Course Gets Under Way Aug. 1 One of the most important courses the Lundeberg School has to offer SIU Boat­ men will begin Aug. 1, 1977. The course leads to a Coast Guard license as first class pilot. The course includes both classrooiu in- St ruction and on-the-job training on the Lundeberg .School's pushboat. Students will be trained in inland rules of the road; pilot rules applicable to the sludenl's lo­ cal area, and local knowledge of wind.s, weather, tides and currents. The course will also include instruction in chart navi­ gation, aids to navigation, ship handling, chart sketch of the mule, and such further information as the ('.oast Guard (KAil may consider necessarv to e.stablisli the applicant's proficiency for his local area. They're Pumpmen Now To lie eligible for the course, which is six weeks in length, an applicant must have three years .seatime on deck on steam or motor ve.ssel.«, of which 18 months mn.st have been spent as able-seamen or the equivalent. And of this 18. months, at least one year must have been spent in a posi­ tion which included standing regular watch(>s on the wheel in the pilothouse as part of the routine duties. Applicants must also he U.S. citizens, 21 years of age and pass a physical exam. If you are interested in the course, fill out the upgrading application on this page and send it to the Lundeberg School Vo­ cational Education Department. It is sug­ gested yf)U do so as .soon as po.vsible to en.sure yourself a seat in the class. Seafarers David Timmons (left) and Guy Venus will be shipping as pumpmen from now on after completing Engine Room Course at HLSS and getting their Coast Guard endorsements. Automation Course Set For July A four-week specialty course for deepsea engine room members will begin at the Lundeberg School on July 25. The course, entitled automation, prepares the student for work in automated engine rooms aboard the new, technologically ad­ vanced ve.ssels of the U.S. merchant fleet. The course of instruction includes both classroom and practical training in the operation and control of automated boiler equipment; systems analysis; and the op­ eration of remote controls for all com­ ponents in the steam and water cycles such as the main and auxiliary condensate systems, generator, fire pumps, sanitary system, bilge pumps and other associated engine room equipment. Students will receive their training on the Lundeberg School's full scale simula­ tor of an automated engine room console. To be eligible for the Automation Course, applicants must hold a Coast Guard endorsement as QMED-any rating. Kitchen Magician I Name — (I.n«l) j (First) Telephone # (Slate) Seafarer Kvetoslav Svoboda is cooktng up a storm in a Lundeberg galley as he participates in the School's As­ sistant Cook Program. 4 REMEMBER! This test is not to see who scores high or low. It helps HLS de­ sign a study program just for you—a pro­ gram that will enable our teachers to help you get your high school diploma as soon as possible. So apply today. It's easy to qualify. Just make sure that you have: Inland Waters Member • Dote Book Was Issued I I I Social Security #. I Piney Point Graduate: LH Yes j Entry Program: From I I I I I I j Lakes Meinher • . Seniority 1 I I (.Area Co.le) Book Number Port Presently Registered In . Port Issued, Endor.sement (s) Now Held. No Q (if .so, fill in below) Endorsement (s) Received __ to (DatcM .AtUMxb'ii) I pgrading Program : I I I H.S. Equivalency Diploma Available to All Members Get the reading, writing and math skills you need for job security and up­ grading through the high school equiv­ alency (General Educational Develop­ ment) Program at the Harry Lundeberg School. It only takes four to eight weeks, and your Brothers who have gone through this program can tell you that it's really worth it! Interested'? Pick up a copy of the pre­ test kit in your port or write to this address: Margaret Nalen, Director Academic Education Department Harry Lundeberg School Piney Point, Md. 20674 When you complete the test, return it to the Lundeberg School. HLS will tell you the results and give you an estimate of the length of time you'll need to com­ plete the GEO Program. (Zip C.xle) Deep.sea Member • —— I Mn./Dny/Yrar (Street) • City) :r:: i l)at<' of Birth (Mi.UlIf) A(ldre.ss I I j Seafarer Chris Hagerty is another step closer to chief steward after complet­ ing Cook and Baker Course at HLSS. SIU member Bill Foley displays certifi­ cate of achievement after complet­ ing Lundeberg School's Tankerman Course. LUNDEBERG UPGRADING APPLICATION I Cook and Baker He's a Tankerman From. Endorsement Is) Received to (Hates .Attended) Do you hold a letter of completion for Lifeboat: LH Yes LH No; Firefighting: • Yes • No Dates Available for Training (Refer to Directory for all course listings.) I Am Interested in the Following Gounsefs). I , RECORD OF EMPLOYMENT TIME—(Show only amount needed to up­ grade in rating noted above or attach letter of .service, whichever is applicable.) VESSEL RATING HELD DATE SHIPPED DATE OF DISCHARGE • One year of seatime. • Are a member of the Union in good standing. Your classes will be small (usually just six to eight students). You'll get lots of individual help. And completing the GEO Program opens the door to the other edu­ cational opportunities that the SIU has for you. A high school diploma is the first step towards qualifying for one of the three scholarships for Seafarers that are offered each year. SIGNATURE. DATE. RETURN COMPLETED APPLICATION TO: LUNDEBERG UPGRADING CENTER, PINEY POINT, MD. 20674 May 1977 / LOG / 37 �Alan R. Gardner 12'A Seniority Upgraders Russell Barrack Dave Bradley Fred Washington Seafarer Russell Barrack began sail­ ing with the SIU in 1975. He is a grad­ uate of the trainee program at the Harry Lundeberg School. A member of the deck depart­ ment, he has his AB ticket, lifeboat and firefighting tickets and tankerman endorsement. Brother Barrack was born in Kilmarnock, Va. and lives in Whitestone, Va. He ships from the port of Norfolk. Seafarer Dave Bradley first ship­ ped out with the SIU in 1974 after graduating from the Harry Lundeberg School. A member of the deck depart­ ment, he upgraded to AB in 1977 at the Lundeberg School. Brother Bradley, who holds firefighting and lifeboat tick­ ets, plans to attend the next LNG course at Piney Point. He was born in Phila­ delphia, Pa., lives in Pensacola, Fla. and sails from New Orleans. Seafarer Fred "Worm" Washing­ ton first shipped out with the SIU in 1965 after attend­ ing the Harry Lundeberg School of Seamanship in his home town of New Orleans, La. Brother Washington, who sails in the steward department as a chief cook, also holds the firefighting and lifeboat endorsements. He still makes New Or­ leans his home and ships from that port. Chris Killeen Seafarer Chris Killeen first went to sea with the SIU in 1973 after graduat­ ing from the Harry Lundeberg School. A member of the black gang, he went back to Piney Point in 1976 for his FOWT. He also took the welding course at the Lundeberg School arid has his firefighting and lifeboat certificates. Brother Killeen is a native and resident of Scranton, Pa. He sails from the port of Houston. Richard Johnson Seafarer Richard Johnson, who works in the blackgang, began sailing with the SIU in 1973 after complet­ ing the trainee pro­ gram at the Harry Lundeberg School. In 1976 he up­ graded to FOWT and later became a pumpman. Brother Johnson also holds the firefighting and lifeboat certificates as well as a tankerman endorsement which he earned in 1977 at the HLSS. He was born in Jacksonville, Fla., but now lives in New Orleans and ships out from there. Seafarer Stephen Copeland gradu­ ated from the Harry Lundeberg School trainee program and then went to sea in 1972. A member of the deck department, in 1974 he received his AB certificate through the HLSS and got his firefighting and lifeboat en­ dorsements as well. Born in San Bernadino, Calif., he now lives in Oakland, Calif. Brother Copeland sails from the port of Houston. ...for SIU members with Alcohol problem This belief is also the basis of our determination to solve the problem of alcoholism among our membership. We do not need any equalizers because we know that it is only through Union brotherhood that we can achieve our goals. And it's brotherhood that led to the establishment of the Seafarers Alcoholic Stephen Connor Seafarer Thur­ man "Butch" Young has been sailing with the SIU since 1969. A grad­ uate of the trainee program at the Harry Lundeberg School, heupgraded to AB in 1974. Brother Young also obtained a lifeboat and firefighting certificate at the School, then returned again this year to complete the quartermaster ancf LNG course before attending the "A" seniority program. A native and resi­ dent of Philadelphia, Pa., Brother Young ships out of New York. Seafarer Stephen Connor graduated from the Harry Lundeberg School in Piney Point, Md. in 1969. Since then, he has sailed with the SIU in the deck department. Brother Connor holds firefighting and lifeboat tickets as well as a tankerman endorsement. He upgraded to AB at the Lundeberg School this year. He was born in Oak­ land, Calif, and lives in Orinda, Calif. Brother Connor ships out from San Francisco and New York. George Vorise Joe Mele Seafarer George Vorise started sail­ ing with the SIU in the steward depart­ ment in 1971. In 1975 he went to the Harry Lundeberg School for his chief cook endorsement. He received his life­ boat certificate in 1976 and also holds a firefighting endorsement. A native of Louisiana he lives in the bayous in Maringouin, La. and ships out of New York City. Seafarer Joe Mele is a 1974 graduate of the Harry Lundeberg School. Since then Ihe has been sailing [with the SIU in the deck department. In 1976 he upI graded to AB. He has his lifeboat and firefighting endorse­ ments. Brother Mele was born in Liv­ ingston, N.J., grew up in Jacksonville, Fla., lives in New Orleans and ships from that port. Stephen Copeland ABrptherhood in Action Alcoholism is certainly one of the great equalizers in American society. It strikes rich, poor, and middle-class peo­ ple; black, while, red, yellow and brown people; old and young. As Seafarers and trade unionists we have always believed in brotherhood. This belief—that by sticking together we can make things better for all of us —is what makes our Union work. DEEP SEA Thurman Young Charles Petersen Seafarer Charles Petersen has been sailing with the SIU in the engine deIpartment since he [graduated from the Harry Lundeberg [School trainee proIgram in 1974. In 1975 he upgraded to FOWT and plans to attend the June OMED course at the HLSS. He already has his firefighting and lifeboat endorse­ ments. A native of Maryland, Brother Peterson lives in Millersvillc, Md. and ships out of Baltimore. Seafarer Alan R. Gardner graduated from the Harry Lundeberg School in 1975 and' then shipped out in the engine department,In 1976, he re­ turned and got his FOWT endorse­ ment. Brother Gardner also has the life­ boat and firefighting tickets and plans to enroll in the June Piney Point OMED course. He was born in Nashua, N.H. and lives in Clyde, Ohio. Brother Gard­ ner sails from the port of New York. Rehabilitation Center. Since the Sea­ farers who have alcholism are our Union brothers, we know that by stick­ ing together and supporting the rehabili­ tation program we can help them. After all, these men are our fellow trade unionists. They have worked the sea lanes and the waterways with us, studied and upgraded with us, and walked the picket lines with us. They were our equals—our brothers—then, and we certainly won't treat them as anything less than our brothers now that they are sick. This basic commitment of Seafarers to the welfare of their fellow Union members has made it possible for the ARC to help over 150 of our brothers in the past year. If each of us takes the rehabilitation of fellow Seafarers who Alcoholic'Rehabilitation Center I am interested in attending a six-week program at the Alcoholic Rehabilitation Center. I understand that all my medical and counseling records will be kept strictly confidential, and that they will not be kept anywhere except at The Center. Name Book No. I I Address (Street or RFD) (City) (Statel Telephone No (Zip) j I I Mail to: THE CENTER Star Route Box 153-A Valley Lee, Md. 20692 or call, 24 hours-a-day, (301) 994-0010 have alcoholism as a personal goal and responsibility as well as a trade union effort, we can be sure that the program I at the ARC will eventually reach and help every brother in the SIU who is an alcoholic. Deposit in the SIU Blood Bank— It^s Your Life 38 / LOG / May 1977 I �1. . 260 Have IkNiated $100 or Alore To 8PAII Since liejiliiiiiiig of '77 The following Seafarers and other concerned individuals, 260 in all have demonstrated an active interest in participating in political and legislative activities which are vital to both our job security and our social and economic welfare, by voluntarily donating $100 or more to the Seafarers Political Activities Donation, (SPAD) fund since the beginning of 1977. (The law prohibits the use of any union money, such as dues, initiation fees, etc., for political activities. The most effective way the trade unionist can take part in politics is through voluntary political contributions. SPAD is the union s separate segregated political fund. It solicits and accepts only voluntary contributions. It engages in political activities and makes contributions to candidates. A member may voluntarily contribute as he sees fit or make no contribution without fear of reprisal.) Six who have realized how important it is to let the SIU's voice be heard in the Halls of Congress have contributed $200, three have contributed $300, and one $600. For the rest of the year the LOG will be running the SPAD honor rolls because the Union feels that in the upcoming months our political role must be maintained if the livelihoods of Seafarers are to be protected. (A copy of our report is filed with the Federal Election Commission and is available for purchase from the Federal Election Commission, Washington, D.C.) NOTE: Each month's SPAD Honor Roll contains the names of those individuals who have given $100 or more as of the last Friday of the pre­ vious month. Abas, I. Doak, W. Martinussen, C. Rhoadcs, G. Hagerty, C. Kydd, D. Hunter, W. Adamson, R. R. Dolgen, D. McNabb,J. Richburg, J. Haggagi, A. Lankford, J. lovino, L. Adlum, M. Domenico, J. McNally, M. Riddle, D. Hall,W. Lawrence, W. Jackson, J. Domingo, G. McCartney, G. Ripoll, G. Air, R. N. Hall, P. Lee, K. Johnson, D. McCaskey, E. Roadcs, O. Algina, J. Donovan, P. Hall, M. Lelonek, L. Jones, R. McClinton, J. Roberts, J. Ali,A. Hannibal, R. Drozak, P. Lennon, J. Jones, T. McElroy, E. Robinson, W. Allen, J. Drury, C. Harildstad,V. Lewis, L. Kastina, T. Dryden, J, Rodriguez, R. McKay, D. Anderson, A. Harris, E. Loleas, P. Keller, D. McNeely, J. Anderson, A. Ducote, C. Rondo, C. Harris, W. Lombardo, J. Kemgood, M. Mesford, H. Rosenthal, M. Anderson, R. Dwyer, J. Hauf, M. Lynch, C. Kerr, R. Mollard, C. Roshid, M. Antici, M. Dyer, A. Haynes, B. Lyness, J. Kizzire, C. Mongelli, F. Roy, B. Aquino, G. Evans, M. Heroux, A. Magruder, W. Koflowitch,W. Royal, F. Mooney, E. Arle, J. Fagan, W. Holmes, W. Malesskey, G. Kouvardas, J. Famen, F. Morrison, J. Rudnicki, A. Aumiller, R. Homayonpour, M. Manafe, D. Kramer, M. Faust, J. Mortensen, O. Avery, R. Sacco, M. Fay, J. Mosley, W. Badgett, J. Sacco,J. Fergus, S. Bailey, J. San Fillippo, J. Munsie, J. Fgrshee, R. Murray, J. Sanchez, M. Barroga, A. Fischer, H. Murray, M. Schuifcls, P. Bartlett, J. Fiune,V. Bauer, C. Napoli, F. Seagord, E. B. Fletcher, Baum, A. Nash, W. Selzer, R. Fox, P. Neffe,J. Selzer, S. Beeching, M. Franco, P. Olson, F. Shabian, A. Benoit, C. $600 Honor Roll $500 Honor Roll Francum, C. Sigler, M. Pacheco, E. Bergeria, J. Frank, S., Jr. Silva, M. Paladino, F. Berglond, B. Pomerlane, R. Lilledahl, H. Fuller, G. Papuchis, S. Smith, L. Berlin, R. Frounfelter, D. Paradise, L. Smith, T. Bishop, S. Furukawa, H. Paschal, R. Soresi, T. Bland, W. $300 Honor Roll Garcia, R. Spencer, G. Patterson, D. Bobaiek, W. Gardner, E. Stancaugr, R. Manuel, R. Quinter, J. Romolo, V. Perez, J. Bonser, L. Gaston, T. Stearns, B. Peth, C. Boyne, D. Gentile, C. Stephens, C. Piper, K. Brand, H. Gimbert, R. Stevens, W. Prentice, R. Brongh, E. Goff, W. Stewart, E. Prevas, P. Brown, G. $200 Honor Roll J. Stubblefield, P. Goldberg, Prott, T. Brown, I. Gooding, H. Sulaiman, A. Purgvee, A. Browne, G. Drozak, F. Pow, J. Bernstein, A. Goodspeed, J. Sullins, F. Quinnonez, R. Bryant, B. McFarland, D. Combs, W. Shields, J. Gorbea, R. Surrick, R. Reck, L. Bucci, P. Guarino, L. Reinosa, J. Swiderski, J. Buczynski, J. Guillen, A. Reiter. J. Tanner, C. Caga, L. Taylor, F. Catfey, J. Taylor, J. Callahan, J. Telegadas, G. Campbell, A. Terpe, K. Campbell, A, SEAFARERS POLITICAL ACTIVIH DONATION Tobio, J. Celgina, J. (SPAD) Troy, S. 675 FOURTH AVENUE BROOKLYN, N.Y. 11232 Cheshire, J. Truenski, C. Cofone, W. S.S. No. , Date. Tsminrx, L. Conklin, K. Turner, L. .Book No.. Contributor's Name. Costango, G. Underwood, G. Cresci, M. Address. Velandra, D. Cross, M. Weaver, A. .Zip Code .State. City , Cunningham,-W. Webb, J. Curtis, T. I acknowledge and understand that SPAD is a separate segregated fund established and administered West, D. Da Suva, M. by my Union to engage in political activities and to make contributions and expenditures for candidates seeking political office and solicits and accepts only voluntary contributionj, and I have the right to Whitmer, A. Danzey, T. refuse to make any contribution without fear of reprisal. I may contribute such amount as I may volun­ Whstsitt,M. Davis, S. tarily determine and I herewith contribute the sum of $ . This contribution constitutes my Wilburn, R. Davis, J. Williams, L. Debarrios, M. Wilson, C. Dechamp, A. Wilson,!. Delgado, 3. Wingfield,P. Delrio, J. Woody, J. Dernbach,J. Worley, M. Diaz, R. Worster, R. Diercks, J. Yarmola, J. Digiorgio, J. M I M4 May 1977 / LOG / 39 �In the port of Chicago, Able-Seamen Gene Tech, left, and Stan Thompson preoare the tanker Josep/? Bigane for loading. On the Great Lakes Towing tug Arizona, SlU Boatmen Rudy Jadrich and Wil­ liam Blanchard make some routine engine repairs, A Busy Friday It was a beautiful day in the Great Lakes port of Chicago, and lots of SIU inland members were in town when the Lag visited the Windy City. At the Great Lakes Towing dock on the Calumet River at 94th St., we were lucky to meet a couple of SIU retirees, John Ritchie and Martin Ozmina, who talked for n while abom old times on the Lakes. The tanker Joseph Bigane passed by after hav­ ing fueled a ship in Lake Michigan, and we caught the Bigane and her crew a little later at the 102nd St. coal dock. On the way to the Dunbar and Sullivan dredging Job site in East These two oldtimers may be retired now, but you can't keep them away from the Chicago docks. They are Boatmen John Ritchie, left, and Mar­ tin Ozmina. i Chicago, Ind., we saw the launch on her way to the same Job site. before the Camphauser did. Camphauser underway on Lake Traveling by autay we reached the Finally we headed back west to­ Michigan with mie barge alongside, job site on the Indiana Harbor Canal ward downtown Chicago. The/ames VersliMiSf a tug operated by the cijty of Chicago, had just retniiKd to her dock on the North Branch of :Bie Chl<»go River after transpo^tbag; iai crew of workers from the water cribs which the city maintains on Li^ Michigan. Our last stop was right on the Lake at Navy Pier, where the tug Daryt C. Hannah was tied up wait­ ing for a gasoline barge to transport to Upper Michigan. 'L It had been a hot day and day. And a lucky day, conridet^ tinit it was F4day the 13tb» and no In top photo, SIU representative Joe Sigler, center, talks with deckhands Jerome Weber, left, and Danny Boyle on their tug, the James Verslius, oper­ ated by the city of Chicago. In photo below, the crew of the tug Daryl C. Hannah, from the left are. Boatmen Louis Pion, Phil Kleineren, Rodney Jeziorowski, Charles Mclean and Dave Bishneau. It's a tight squeeze for the SIUmanned tug Camphauser but every­ thing turned out fine even though it was Friday the 13th. On bow of the tug is Boatman William Goodhue. mm � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource May 1977 Description An account of the resource HEADLINES LOG STORY TRIGGESR REP. RUPPEE’S CG QUIZ ON SAFETY SIU-IBU MERGER POSTS VITAL GAINS TURNER PAYS TRIBUTE TO LOST SEAMEN ON MARITIME DAY FIT-OUT MEETING IS SPECIAL IN DETROIT HALL TELLS TULANE FORUM HE SEES A ‘HAPPY DAY’ IN MARITIME FUTURE UNEMPLOYMENT RATE FELL TO 7% IN APRIL; 7-M STILL JOBLESS DROZAK SEES SUPPLY LINES PINCH IN THE EVENT OF WAR CRISIS MERGER TALK PROGRESSES DELMAR JAEGER ENTERS SERVICE OFFSHORE RIGS CREWS, FLAG, SAFETY, A MUST: DROZAK BONANZA OF JOBS SEEN WITH ALL-ALASKA GAS PIPELINE TUNA FLEET FISHING WITH PROMISE OF COMPROMISE DROZAK LAUDS NMC ON PRODUCTIVITY, STABILITY, GROWTH A FIRST, SIU BOATMAN WINS SCHOLARSHIP FMC CARRIES THE BIGGEST REGULATORY STICK FORMER SIU SCHOLARSHIP WINNER LANDS GOOD JOB $10 BILLION IN FREIGHT PROFITS-BUT NO TAXES TO PAY POST OFFICE MUST SERVE PUBLIC FLEXIBILITY, FORESIGHT HALLMARK OF MERGER 21 SIU BOATMEN SET CONTRACT GOALS AT HLS CONFAB VACATION, STANDARD PACTS- MERGER BREAKTHROUGHS 21 SIU BOATMEN SET CONTRACT GOALS AT HLS CONFAB SWEEP TEXAS, LOUISIANA BOATMEN LEARN WHY POLITICS IS PORKCHOPS ON WATERS ’70 MARINE ACT: 12 TUGS, 28 TOWBOATS, 265 BARGES FOUR COMPANIES ORGANIZED SINCE MERGER LUNDEBERG SCHOOL IS THE OPEN DOOR TO ADVANCEMENT HERE’S HOW THE SIU HIRING HALL WORKS FOR BOATMEN TOP COURT: IT IS NOT SEX BIAS TO BAR DISABILITY PAY FOR PREGNANCY ON-THE-JOB TRAINING IS HEART OF FOWT COURSE A BUSY FRIDAY THE 13TH IN THE WINDY CITY Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 5/1/1977 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 39, No. 5 1977 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/66bedd3141d522911cc240a1d9b2fe66.PDF 7f70adeeb6fd1173b2d1514e8c28f72d PDF Text Text �Atkinson May Sail Again New Company Looks to Revive Mich. Corferries The future looks brighter for the SlU-contracted carferries M/V Viking and M/V Arthur K. Atkinson. Ever since the parent company, the Ann Arbor Railroad went bankrupt, it was touch and go as to whether the ferry operation across Lake Michigan would be continued. However on May 25, the Michigan State Highway Commission chose a new group of investors to operate the parent rail line and the carferries. GREAT LAKES Organizers of the company, the Michigan Interstate Railway Co. (MIRC), feel they can put the railroad on a profit basis within a few years. They said they would give top priority to carferry service which is good news for the SIU crews and the Union which supported MIRC in its takeover at­ tempt. The Arthur K. Atkinson, which ran rail cars from several ports in Wiscon­ sin to Frankfort, Mich, had been laid up since 1973. The carferry had an SIU crew of about 38. Vincent Malanaphy, key organizer of MIRC and seasoned railroad operator, wants to put the Atkinson back in service—probably between Manitowoc, Wise, and Frank­ fort. According to a local Frankfort paper, the Benzie County Ad-visor, the repair bill for its broken crank shaft and needed engine work could come to about $120,000. Even Viking Threatened Even the Viking had been threatened by rate cutting on rail lines coming from the Northwest and Canada through Chicago. But Malanaphy feels that he can put the railroad and car ferry ser­ vice in the black with an aggressive marketing program, repairs, and new equipment. When the Ann Arbor railroad first went bankrupt, it came under ConRail under the Regional Railroad Reorgan­ ization Act of 1973. Then the State of Michigan and ConRail kept it running, with the backing of the SIU, using state and Federal funds. The State, industry, and the Union felt that if the ferry route linking rail lines on either side of Lake Michigan were lost, the rail lines running through Chicago could raise their rates since there would be no competition. Many small companies would have been put ru Paul Hail 0 0. It Is Up to You To Get the Job Done Something very important concerning the SIU happened this month that I believe merits special attention. I am referring to the crewing by SIU mem­ bers of the 936-foot long Aquarius, the first liquified natural gas carrier ever built in this country, and the first such ship to fly the American flag. Actually, this historic event is significant for us on many levels. First, the Aquarius is a new ship and it represents new job opportunities for SIU mem­ bers. It was built under the auspices of the Merchant Marine Act of 1970, a bill that the SIU spearheaded through Congress. Also, the LNG carrier, itself, is a new concept in American merchant ship­ ping—a concept that vividly reflects the future direction of the U.S. mari­ time industry. However, I believe the single most important point that must be made here is that the crewing of the LNG Aquarius demonstrates in plain and simple black and white that education—training and upgrading—is the key to job security in today's and tomorrow's U.S. maritime industry. Before I say more about education, I think SIU members should be aware of some history concerning the Aquarius. A couple of years ago, it became apparent to us that the U.S. merchant marine would soon be seeing the advent of the LNG carrier. In response, the Lundeberg School developed an LNG/LPG upgrading program to help prepare Seafarers for the inevitable. As a result of this and other actions, the SIU won the contract to crew the Aquarius, which is only the first of 12 identical sisterships scheduled to be put into service in the next few years. In other words, it was the SIU's commitment to education for its members that played a great role in helping us to bring the Aquarius under the SIU banner. This is a tremendous accomplishment and a tremendous victory for both the Union and the collective SIU membership. As important, though, as the advent of this kind of ship is to the SIU and to the U.S. maritime industry as a whole, we must remember that the out of business by higher prices for lumber and other goods. However, according to Detroit Port Agent Jack Bluitt, had ConRail con­ tinued to run the line, the route north of Ann Arbor, Mich., including the ferries might have been abandoned as unprofitable. At present only the route between Ann Arbor and Toledo, Ohio functions in the black. The State didn't seem to want to run the railway either. So when the MIRC group came along offering to revitalize the system, the SIU backed them. "We felt we were better off with this private group. They can do more for the line and offer the members more jobs," Bluitt said. Michigan State Senator Pat­ rick McCullough and other state legis­ lators supported the SIU position. At first the MIRC will use available government subsidies to upgrade the Ann Arbor line, promote freight and develop on-line industry. Eventually, they would buy the railroad and con­ tinue its operation. Under the MIRC which takes over offieially on Oct. 1, 1977, the employees will be guaranteed all the rights and protection they had under ConRail according to Title V of the Railroad Reorganization Act. Notice for SIU Boatmen Planning to Goon Pension SIU Boatmen planning to go on pension soon should be aware that they must file a Social Security form before their benefits can begin. The form is called a "Type I Statement of Detailed Earnings" and is available at any Social Security office. Since the form takes from three to four months to be fully processed, members should apply for it as soon as pos­ sible to avoid delays in receiving pension benefits. If you have any questions about the procedure, just write to; Claims Department, Seafarers Pension Plan, 275-20th St., Brooklyn, N. Y. 1I2I5. Aquarius is only the latest in a long line of new, high technology vessels that have become an integral part of the American merchant fleet in the last seven years. Today, in addition to the LNG ship. Seafarers are manning a growing number of such highly automated vessels as ULCC's, VLCC's, LASH ships, RO/RO's, and more. In addition, there is a good possibility that we will soon be involved in the growing offshore oil drilling industry. This cumulative situation presents us with an ongoing challenge to man these new vessels with experienced, well-trained seamen. So our goal in this area, then, must be to continue to build and maintain a manpower pool of SIU members that reflects a well-balanced cross-section of age and exper­ ience. Right now, I feel the SIU is well on its way to achieving this goal. We have a good percentage of older, experienced members to fill the top rated jobs, and we have a good pool of younger men to fill our middle and entry rating jobs. However, we must face the fact that there is a constant-manpower turn­ over in our Union for a number of reasons. Each month, we loSe close to 100 men to retirement or death. We lose others who upgrade to the licensed posi­ tions on ships. And we lose some who simply leave the industry. We must compensate for this loss, and again, the only effective way to do this is through the educational programs provided at the Lundeberg School. For instance, a young man comes into the industry. He ships as an ordinary seaman. He puts in his time and then upgrades to able-seaman. By doing this, he is not only helping himself in the way of higher pay, but he is taking the place of a rated person who has left the industry for one reason or another. Equally important, he is providing another young man with the opportunity to begin a career at sea. It's as simple as that. Our situation, in a nutshell, is this. The SIU has been manning a number of new vessels and more are on the way. This, coupled with the inevitable loss of manpower each month, is providing our younger members, now sail­ ing entry, with the unique opportunity to increase their skills and their earn­ ing power by upgrading to such ratings as able-seaman, FOWT, and assistant cook. And it is providing our members who already hold these middle rat­ ings with the opportunity to upgrade to the higher shipboard ratings. Essentially, this is the manpower cycle. In respect to education, the Union has done its job. Through the staff at the Lundeberg School, the SIU has developed the most comprehensive and progressive educational programs anywhere in the nation for merchant seamen. With the help of the Lundeberg School, SIU members can upgrade from their entry rating job to the top of their respective department in a few short years. And this is the way it should be. Brothers, the opportunity for advancement in today's maritime industry is great. The Lundeberg School is providing you with the educational tools to take advantage of it. It is now up to you, the individual SIU member, to get the job done. Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic. Gulf Lakes and Inland Waters District AFL-no PnTLt, a!I! v' 11232. Published monthly. Second Class postage paid at Brooklyn. N.Y. Vol. 39. No. 6. June 1977. waters uistrict, AFL-CIO, 675fourth Ave., Brooklyn, N.Y. 2 / LOG / June 1977 �Labor Representatives Map Out Course for Legislative Action WASHINGTON, D.C.—Represen­ tatives from a coalition of U.S. mari­ time unions met here this month to map out a plan of action on a wide range of pressing legislative issues affecting the U.S. maritime industry and its workers. The meeting produced unanimous agreement on the course of action to be followed on such vital issues as oil cargo preference; manning of oil rigs on the U.S. Outer Continental Shelf; ocean mining; user charges on the in­ land waters; Alaska oil movement; maritime authorizations; military pro­ curement, and safety and manning standards on U.S.-flag vessels. The group met under the auspices of the Joint Legislative Subcommittee of the Ad Hoe Committee on Maritime Industry Problems. National MEBA President Jesse Calhoon, acting chair­ man of the legislative subcommittee, presided over the meeting. Calhoon is also chairman of the Legislative Com­ mittee of the AFL-CIO Maritime Trades Department. President Paul Hall represented the SIU at this meeting. Also in attendance were: Gloria Rudman and Tom Scotto of the ILA; Tal Simpkins of the NMU; Jack Brady and Ed Kelly of MEBA District 2; Marguarite Bryan and Ben Man of National MEBA; Joe O'Hare of Local 333 of the ILA; R. C. Smith of the Radio Officers Union; Frank Scavo and William Rich, Jr. of MM&P; Bill Moody, administrator of the AFLCIO Maritime Trades Department; Dave Dolgen, director of the MTD Port Council for New York: Carolyn Gentile, SIU counsel. Former Secretary of Labor John Dunlop, who is chairman of the full Ad Hoc Maritime Committee, was also in attendance. In brief, the legislative objectives, as mapped out by the committee, are as follows: • Passage of a bill to require up to 30 percent of America's oil imports be carried on U.S.-flag tankers. • A legislative amendment to re­ quire that on a prescribed date, all rigs drilling on the U.S. Outer Continental Shelf must comply with American standards and employ American workers. • Regulations to require that U.S. ships be used in ocean mining projects undertaken by American companies. • The defeat of legislation that would impose user charges on Ameri­ ca's inland waterways. • A bill to force the Coast Guard to upgrade manning scales on U.S. vessels to reflect the health and safety needs of maritime workers. • To bring to an end the jurisdic­ tional dispute between the Coast Guard and those enforcing the Occupational Safety and Health Act. Presently the two factions are warring over who should have the last word on safety issues involving workers on inland, deep sea, and offshore equipment. • Prevention of any measure allow­ ing the exportation of Alaskan oil. • To defeat any measure that would cut back proposed maritime authoriza­ tions for fiscal year 1978, which in­ cludes appropriations of $135 million Continued on Page 5 National MEBA President Jesse Calhoon, head of table, chairs recent meeting at which representatives of shoreslde and seagoing maritime unions mapped out a plan of legislative action on pressing maritime Issues. Representing the SIU was President Paul Hall, back to camera. Former Secretary of Labor John Dunlop Is seated to Hall's left. Calhoon Is acting chairman of the committee, entitled the Joint Legislative Subcommittee of the Ad Hoc Committee on Maritime Industry Problems. Hall Presses HEW^ OSHA on Hygiene A major food sanitation problem is endangering the health of SIU members working on inland tugs, towboats and coastal supply vessels, SIU President Paul Hall complained in recent letters to the heads of two Federal agencies. Hall urged Joseph Califano, secre­ tary of the Department of Health, Edu- Sick PoY Tax Change Seafvers who received disabil­ ity or sick pay last year can now exclude these benefits in their 1976 income tax returns. If eli­ gible, you can refile your returns and receive a substantial reduction due to a recent change in the tax law. The unpact of this change is especially important to SIU dis­ ability pensioners who were over age 64 in 1976 and to all others who received sick pay benefits dur­ ing that year. These members were previously INDEX Legislative News Washington Activities ... .Page 9 Tuna-Porpolse bill Page 9 Union News President's Report Page 2 New wage and COLA scales Page 24 Headquarters Notes Page 7 Cabdrlver affiliate Page 5 Brotherhood In Action ... Page 35 Lakes Picture Page 8 Inland Lines Page 6 At Sea-Ashore Page 18 Port Agents Conference .. Page 27 Service under Pension Plan Page 28 SPAD honor roll '.. Page 39 denied a sick or disability pay tax deduction by the Tax Reform Act of 1977. But an amendment to the Act, effective May 23, 1977, has extended the deduction period to include calendar year 1976. Even if you have already filed your 1976 income tax return, you can now take advantage of this deduction by filing two additional forms: Form 1040X, the amended U.S. Individual Income Tax Re­ turn, together with Form 2440, Sick Fay Exclusion. BotL are available at your local Internal Revenue Service office. General News National unemployment .. .Page 6 Sanitary tug conditions .. .Page 3 Maritime legislative meeting Page 3 National Maritime Day ... Page 11 Living sober gathering ... .Page 6 Boycotts Page 34 Barbers Union Page 26 Calif. LNG facility Page 23 Training and Upgrading Able Seaman course Page 36 Seafarers participate In 'A' seniority upgrading .. .Page 35 HLS courses and application Pages 36-38 GED requirements Page 37 cation and Welfare (HEW), and Eula Bingham, assistant secretary of Labor for Occupational Safety and Health Ad­ ministration (OSHA) to act quickly toward correcting the dangerously low levels of hygiene aboard inland and coastal vessels. HEW's Food and Drug Administra­ tion has this responsibility, but the FDA has largely failed to carry it out. Hall stated. "Because of the failure of the FDA to enforce vessel sanitation laws or to bring them up to modern standards, the health of the 40,000 workers on over 5,000 tugs, towboats and supply ves­ sels in interstate commerce is being jeopardized." The problem is caused by several factors, Hall noted. • More and more vessels have dropped the position of a trained cook and require that a member of the crew Membership News Former scholarship winner Page 18 Engineer Jimmy Logan.... Page 8 New pensioners Page 29 Final Departures ... .Pages 32-33 Warren Leader dies Page 5 Pat Marlnelll retires Page 5 Shipping LNG Aquarius.. .Special Supplement SS Sharon Page 10 Tug James Smith Page 7 Around N.O. harbor. ... Back page Ships' Committees Page 4 Ships' Digests Page 31 Dispatchers' Reports: Great Lakes Page 25 double up as cook. These members not only lack food preparation train­ ing, but their other duties deny them proper time to cook or cleanup. • Many vessels do not have adequate kitchen equipment. • New boats are not inspected at first to insure that they are built to proper standards or on a regular basis to make sure that they are kept clean, and • There are no real penalties for vio­ lations. Hall proposed specific corrections for each of these conditions. The Govern­ ment must require a trained cook on board all vessels engaged in interstate commerce and operating for more than 12 hours, he said. And if they have other duties, the cooks must have two hours to prepare and clean up after each meal. Regulations such as these, plus more inspections and stiff penalties for viola­ tions, are "minimal requirements to safeguard the health of our members," Hall maintained. Deep Sea Inland Waters Special Features Rivers sweep and conference Russian grain cargo Page 17 Page 30 Pages 13-16 Page 12 ****** Articles of particular Interest to members In each area can be found on the following pages: Deep Sea: 4, 12, 17, 18, 19-22, 23, 24, 31 Inland Waters: 3, 7, 6, 13-16, 30, Back Page Great Lakes: 2, 8, 10, 25 June 1977 / LOG / 3 vu �Puerto Rico Committee At a payoff in the port of Baltimore on May 19," the Ship's Committee of the SS Puerto Rico (Puerto Rico Marine) take time out to pose for a group photo. They are (I. to r.): Steward Delegate Clarence Jones; Deck Delegate Edgel Luzier; Recertified Bosun Frederick Walker, ship's chairman; "^hief Steward T. A. Jackson, secretary-reporter; Educational Director J. A. T. gliaferri, and Engine Delegate Terry McNee. San Juan Committee American Heritage Committee SlU Patrolman Lou Guarino (seated) checks off dues payment in a member's book at a payoff at Stapleton Anchorage, S.I., N.Y. while the Ship's Committee cf the SS American Heritage (Westchester Marine) await their turn. From left are: Engine Delegate Larry Croes; Recertified Bosun Billy Mitchell, ship's chairman; Chief Steward S. Piatak, secretary-reporter, and recent 'A' seniority upgrader Deck Delegate Freddie Goethe. Houston Committee Last month aboard the SS San Juan (Puerto Rico Marine) at a payoff are the members of the Ship's Committee of (I. to r.): Engine Delegate Rafael Bonefont; Chief Steward Frank Vega, secretary-reporter; Deck Delegate Rafael L. Torres; Recertified Bosun Bob Gorbea, ship's chairman, and Educational Director Roy Pierce. N.Y. Patrolman Teddy Babkowski (seated) fills out his report at a payoff last month aboard the SS Houston (Sea-Land) at Port Elizabeth, N.J. with the Ship's Committee of (I. to r.): Deck Delegate Juan Ayala; Steward Delegate Pedro Sanchez; good feeder Chief Steward F. T. Di Carlo, secretary-reporter,, and Recertified Bosun William "Bill" Kleimola, ship's chairman. Mount Explorer Committee Sea-Land Resource Committee Making his first voyage is April Piney Point grad Messman Efrain Tosado (standing center) with the Ship's Committee of the ST Mount Explorer (Mount Shipping). Sitting (I. to r.) are: Deck Delegate Frank Schwartz; Educational Director E. C. Colby, and Recertified Bosun Pete Garza, ship's chairman. Others on the committee at the payoff are (standing) Chief Steward Alfred Salem (left), secretary-reporter and Steward Delegate Young C. McMillan. The tanker came from Texas City, Tex. to offload her crude at the GATX Dock in Carteret, N.J. Good feeder Chief Steward Jim Lomax (right), secretary-reporter of the Ship's Committee of the SS Sea-Land Resource stands by with the rest of the committee at a payoff in Port Elizabeth, N.J. They are (I. to r.): Chief Electrician K. Katsalis, educational director; Recertified Bosun Sven Jansson, ship's chairman; Steward Delegate Phil W. Pron and Deck Delegate Mike Nash. 4 / LOG / June 1977 �SlUNA Affiliate of Chicago Cabdriyers Wins important Victory The SlUNA affiliate union represent­ ing Chicago cabdrivers won an impor­ tant victory this month when the Na­ tional Labor Relations Board reversed a year-old decision and sided with the union in its unfair labor practices suit against the Yellow and Checker Cab Companies. Servicing the Tug Cobbler The cabdrivers, members of the Democratic Union Organizing Com­ mittee (DUOC), Local 777, won the right to full back pay and union fringe benefits which they had lost since the beginning of the dispute, about a yearand-a-half ago. The dispute was in connection with the companies' practice of leasing its cabs to the drivers. As lessees, the drivers were treated not as employees but as so-called independent contrac­ tors. Under this arrangement, they suf­ fered a wage cut and loss of union benefits. When the companies refused to bar­ gain in good faith with the union, DUOC filed charges with the NLRB. The first decision by a NLRB admin­ istrative law judge last year was against DUOC, but on June 7 the full five-man NLRB ruled four to one in favor of the union's appeal. t Full Coverage I The new ruling is in full agreement with DUOC's position that the compa­ nies must treat the cabdrivers as employees who are entitled to full cov­ erage under their collective bargaining contracts. DUOC's three-year contract with the Yellow and Checker Cab Companies expired during the course of the dis­ pute. As The Log went to press this month negotiations for a new contract were still pending. DUOC is one of 33 autonomous unions in the SlUNA federation. A Long Way from Mobile Bay On board the tug Gobbler (Radcliff) near MacDuffee Island, Ala., some SlU rinembers enjoy the southern sunshine. From (I. to r.) are: Henry "Red" Mammae, deckhand; N. Rufus Webster, cook;^Willjam H. Faison, engineer; Gerry Brown, SlU Mobile Port Agent, and Champ Jackson, deckhand. Map Out Course Continued from Page 3 for construction differential subsidies, and $372.1 million for operation differ­ ential subsidies. Hotice to Members On Shipping Procetbire When throwing in forwork dur­ ing a job call at any SIU Hiring Hall, members must produce the following: • membership certificate • registration card • clinic card • seaman's papers In addition, when assigning a Job the dispatcher will comply with the following Section S, Sub­ section 7 of the SIU Shaping Roles: Within each class of seniority rating in every Department, prior­ ity for entry rating jobs shall be g^ven to all seamen who possess Lifeboatman endorsement by the United States Coast Guard. The Seafarers Appeals Board may waive the preceding sentence when, in the sole judgment of the Board, undue luu-dship will result or extenuating circumstances war­ rant snch waiver." Also, all entry rated seamen must show their last six months discharges. SIX Months' Discharges Entry-rated seamen in all ports must show their last six months' discharges be­ fore they can register for shipping. • A measure to require the Defense Department to utilize the private mer­ chant fleet, both inland and deep sea, to the fullest possible extent. A spokesman for the Legislative Subcommittee noted after the meeting that "these are not our only legislative priorities. However, legislation of some sort concerning each of these issues has already been introduced in Congress. Therefore, we are giving these issues our immediate attention." The Ad Hoc Committee on Maritime Industry Problems was formed approx­ imately three years ago by AFL-CIO President George Meany. In addition to the Subcommittee on Legislation, other subcommittees have been established such as Training and Education. The various groups participating have worked well together and have suc­ ceeded in resolving numerous prob­ lems of the maritime industry and the workers in it. Eighty miles up the Mobile River from Mobile Bay in Alabama the SIU crew of the Radcliff dredge Flamingo pauses for a photo. They are (1. to r. standing); Deckhand John Edmond 11; Leverman Willie Lee James; Deckhand Nelson Williams, and (kneeling in front) Cook Clifford Lee James. San Francisco Patrolman Pasquale F. "Pat" Marinelii, 56, retired on Apr. 1. He had been a Union official there since 1968 and had been working in the port of Wilmington this year. Brother Marinelii joined the SIU in the port of New York in 1945. He started sailing in 1942 and began ship­ ping out as a bosun in 1954. Seafarer Marinelii was San Juan, Puerto Rico port agent in 1960. In 1961, 1962, he walked the picketline in both the Greater N.Y. Harbor beef and the Robin Line strike. Previously, he had participated in the 1947 gar­ ment strike and Isthmian beef. Also, he said, he was involved in many other strikes. A native of Brooklyn, N.Y., he is a resident of San Francisco. Brother Marinelii says he'll be re­ turning to New York soon. "i" u 0J •u Warren R. Leader of the SlU-Affiliated UIW, Warren R. Leader, 53, who was the Atlantic Coast assistant area director for the SlU-affiliated United Industrial Workers, died of a heart attack in Maryland General Hospital, Baltimore on May 6. Dies at Age 53 A member of the UIW's Executive Board, Brother Leader was introduced to the organized trade union movement by his father, William M. Leader, who wa|/president of the textile workers in Philadelphia for 48 years. He started with the UIW in 1955 in Baltimore as a representative and or­ ganizer. In 1960, he was elected assist­ ant East Coast regional director of the UIW, negotiating contracts and manag­ ing the union's business affairs. In 1961 he was elected a delegate to the first UIW Biennial Convention in Brooklyn, N.Y. A^gain in 1967 and in 1969 he was an elected convention dele­ gate in Washington, D.C. After U.S. Army service in this coun­ try and in British Guiana from 1942 to 1946, Leader was national representa­ tive of the American Federation of Hosiery Workers in Philadelphia until 1954. From 1954 to 1960, he was busi­ ness manager and national representa­ tive for the Upholsterers's International Union. A native of Philadelphia, he was a resident of Baltimore. Leader was also an executive board member of the Baltimore Council AFLCIO and vice president of the Maryland State AFL-CIO. He also was a former executive board member of the Balti­ more Committee on Political Educa­ tion and secretary-treasurer of the Mar­ itime Trades Department of the Balti­ more Port Council. He served on the board of Big Broth­ ers of Baltimore Criminal Justice Com­ mission from 1958 to 1962. Surviving are his widow. Alma; a son, John; a dp.'.sghter, Molly Ann, and a brother, John of Philadelphia. Burial was in the Delaney Memorial Park Cemetery, Baltimore. June 1977 / LOG /5 rrj? �May Jobless Rate Drops to 6.9%; 'True' Rate is 9.6% WASHINGTON—For the first time since October 1974, the U.S. unem­ ployment rate has dropped below April's 7 percent to May's 6.9 percent. Thirty months ago the nation's jobless rate was 6.7 percent. However, the AFL-CIO's chief, George Meany, still maintains that the "true" national un­ employment rate is a whopping 9.6 per­ cent. Meany also warns that the Govern­ ment's fotal of unemployed—nearly 7 million persons—doesn't coincide with the "true total number of unemployed" —9.5 million. He says the Government statisticians don't include in their job­ less total the 3,290,000 persons work­ ing parttime because they can't find fulltime jobs and the 930,000 persons not employed because they gave up looking for jobs. "The rapid employment growth dur­ ing the last month, at a time when there was no real change in the unemploy­ ment rate, indicates that a large num­ ber of people want jobs—many more than are officially counted as unem­ ployed," Meany said. "America's goal must be full employ­ ment, achieved as rapidly as possible and consistently maintained," he said. Last year about 20.4 million per­ sons (19.1 percent of the country's workforce) experienced some form of employment. Hard core unemployed— those looking for work for more than 15 weeks—averaged nearly two mil­ lion people. The unemployment rate for adult women dipped to 6.6 percent from 7 percent while the jobless rate for adult men rose to 5.3 percent from 5 percent. Joblessness rates also rose for teenagers and blacks. Announcing the First Annual 'Living Sober' Reunion August 19,20, 21,1977 8:00 p.m. Saturday, August 20 9:00 a.m. Open House 6:00 p.m. Come and visit the Center staff and your old friends 6:30 p.m. "Living Sober" Banquet 8:00 p.m. Sunday, August 21 12:00 p.m. Open AA Meeting Everyone is invited to share their experiences with others A A Speakers Meeting Guest speaker—Harvey M., fellow Seafarer, Seattle, Wash. Open AA Meeting Everyone is invited Renew your decision to stay sober 1:00 p.m. Cookout I The SIU has successfully organized a marine construction company, Wayne I Terminal and Dock Co., of Rochester. Wayne Terminal and Dock is currently I working on the water intake for a nuclear power plant in Oswego, N.Y. i I Owenshoro, Ky, A new SlU-contracted towboat,the M/V Dennis Hendricks,vi\\\ be christ­ ened and crewed this month in Owensboro. The 8400 hp. towboat will be operated primarily on the Lower Mississippi River by a new SlU-contracted company. Northern Towing, Inc. Mobile At a recent meeting in Mobile the Southwest Alabama Labor Council unani­ mously elected SIU Port Agent Gerry Brown as Recording and Corresponding Secretary and a member of the Executive Board. The Center Paducah, Ky. Anchor Dining Room Anchor Dining Room Peter Kiewit and Sons, an SlU-contracted dredging company on the Great Lakes, has just begun work on a new job in Gorden Park near Cleveland. Kiewit will be helping construct a diked disposal area on Lake Erie for the disposal of materials dredged from the lake. Memphis, Tenn. Towboat captains are fighting barge breakaways on the Lower Mississippi River as widespread drought conditions in the midwest have brought rivers to record low levels for this time of year. As one Corps of Engineers official said, "this is supposed to be the high water season. Who knows what might happen when the low water season begins on Aug. 15." The Corps may have to activate all of its river dredges a bit sooner than usual. About the only thing the rest of us can do is pray for rain. The Center The Center St. Louis The low water certainly hasn't put a dent in the shipping situation in this port. SIU Port Agent Mike Worley reports that shipping is still booming here. All SIU Boatmen looking for a new job are urged to head west. I Send to: The Center Reservation deadline: August 5,1977| Star Route Box 153-A | Valley Lee, Maryland 20692 j Phone: 301-994-0010, Ext. 311 ^ ' I am planning to attend the first annual "Living Sober" Reunion at the Center and the Harry Lundeberg School. ; Number of people I will not be able to attend the reunion. NAME ADDRESS TELEPHONE What do you mean, "your kingdom for a harpoon?" 6 / LOG / June 1977 I Cleveland The Center Send your reservation to the Center by Friday, Aug. 5, 1977. Accommoda­ tions will be available at the Harry Lundeberg School. Your family is welcome. Please indicate on the reservation how many people will be coniing with you. loin in our celebration of living sober. Mail the below reservation today or call the Center at (301) 994-0010, Ext. 311. I 1 Number of rooms requested I Lock 53 on the Ohio River near Paducah is becoming another Locks 26. On a typical day this month there were 36 boats waiting to lock through, and some had been waiting for several days. Like Locks 26 on the Mississippi River, Lock 53 is a bottleneck, as it must accommodate traffic from both the Cumber­ land and Tennessee Rivers as well as the Ohio. Schedule of Events Friday, August 19 Rochester, N.Y. '"v. �Headquarters l^otes by SIU Executive Vice President Frank Drozak The SIU has had a long-standing complaint against the U.S. Coast Guard for not living up to its responsibility for insuring safety of life at sea. This month we finally have a chance to make our voices heard before a group that can do something to correct this dangerous problem. I will soon testify, along with other SIU representatives^ at hearings con­ ducted by the House Sub-Committee on the Coast Guard. The hearings will go on for the greater part of the month or more and are the Government's first long look at a situation which threatens the lives of all seamen and boatmen. These hearings did not just happen. They are the result of an intensive effort over the past several years by the SIU and other maritime unions to convince legislative leaders that the Coast Guard's f^lures can no longer be ignored. Thanks to the cooperation of concerned Congressmen we can now present our case. And it's a strong one. Our testimony and that of other unions is backed by months of research and first-hand interviews. It relies on well-documented evidence of the Coast Guard's lax and haphazard procedures. Stories of accidents at sea that could have been prevented by stricter or dif­ ferent Coast Guard policies have filled the pages of the Log. Through the hearings we hope to gain wider recognition of the seriousness of this issue. Our first concern is to protect the lives of our brothers. Shipboard health and safety demands national reaction for the sake of American seamen and boatmen alone, but it also deserves attention on environmental and labor policy grounds. Excessive overtime and other harmful shipboard conditions risk accidents such as oil spills which can take their toll both in human life and environmental damage. Accidents have occurred in some cases because of the Coast Guard's policy of allowing unmanned engine rooms. This decision to reduce shipboard jobs was made without consulting the unions. It shows a complete disregard for our safety and our collective bargaining rights. We have worked long and hard for a chance to speak out on problems like these. We will be reporting on our actual testimony in upcoming issues of the Log and after that on our continuing fight to put it to work. Our goal is an all-out Congressional investigation of Coast Guard practices and new legislation to end their irresponsible treatment of the American sea­ man and boatman. James Smith Added to Fleet The SlU-contracted company, Crescent Towing and Salvage of New Orleans, has added a new tug to its fleet and new jobs for SIU Boatmen. The James Smith, a recon­ verted 1850 hp. harbor tug, was recently acquired by Crescent Towing from the Penn Central Railroad and got its first SIU crew on Apr. 25. She was reconverted from 1200 hp in 1971 at the Main Iron Works in Houma, La. Her gross tonnage is 252 tons; net tonnage, 171 tons. She measures 98.4 ft. in ; ..iiiiW! SIU crews work in tandem in the New Orleans harbor as the James E. Smith, a new addition to the SlU-contracted company Crescent Towing and Salvage, brings in the SlU-contracted deep sea vessel Jeff Davis (Waterman), length, 26.2 ft. in breath and has a The James Smith carries a and two deckhands and works the draft of 13.6 ft. crew of one captain, one engineer New Orleans harbor. 'SIU' Little League Team Is First in Puerto Rico Championship Recently the "SIU" Little League baseb£[ll team of Puerta de Tierra, sponsored by the SIU of Puerto Rico, placed first in the Puerto Rico Championship after beating the Goya team 15-0. The "SIU" Little League champions have an outstan ding record including two no-hitters pitched by Jorge Luis Rodriguez. Later this month the "SIU" team will fly to Santo Domingo, Dominican Republic to compete in the Caribe Little League Tournament. The boys standing from left to right are* Rafael Santos manager; Jaime Caruajal; Pablo Rodriguez; Antonio Joanet; Nicholas Rodriguez, Samdriel Serrano; Jose D. Cruz Lopez; Gerado Ramos; Jose A Soto and Genaro Bonefont, Sn, coach. Kneeling left to right are the folowing boys: Jorge L, Rodriguez; Carlos Suarez; Genaro Bonefont; Tomas Marcano; Rey de Garcia, and Cinibal Diaz. , The two unidentified girls are the mascots, of the team. June 1977 / LOG / 7 I- �SlU Member for 20 Years The Lakes Picture Jimmy Logan Prepares For Chief Engineer s Test Frankfort j j j r r ; The Arnold Transit Co. which operates 7 SlU-contracted ferry boats running j between St. Ignace on Michigan's Upper Peninsula and Mackinac Island has ^ taken over the Straits Transit Co. The Straits Transit Co. operates a ferry serv- | ice between Mackinac City and Mackinac Island during the tourist season. • Seamen on the former Straits Transit boats will become part of the SIU bargain- : ing unit under the recognition clause of the SIU contract with Arnold. The ) Arnr»1H Line T inc has tiQC a a htctr»r\/ ftr\lnn Kofl18*78 while Straits Cti-oilc Transit mroticit II;QC ocf'jK- J Arnold history going back fr» to 1878, was estab­ lished in 1958. s Buffalo Once again plans are in the air for an ail-American canal linking Lake Erie and Lake Ontario. Congressmen from Western New York State presented the idea in Washington and in May the House of Representatives authorized $1.5 million for the Army Corps of Engineers to study the possibility. The study will also explore building a U.S. controlled waterway between the Atlantic Ocean and the Great Lakes. This route would take ships up the Hudson River and across a rebuilt Erie Canal to Buffalo or across the Erie I Canal to the Oswego Canal to Lake Ontario. The Senate has not yet approved f j the study. I r Supporters say that the Welland Canal in Canada which links the two lakes i I may not be able to cope with increased Lakes traffic in the coming years. Other i I reasons are: the political situation in Ouebec and the possibility of increased | ) tolls on the St. Lawrence seaway, energy conservation, and interest in owning j j and operating an ail-American modern waterway from the Great Lakes to the j 5 Atlantic Ocean. Residents of Western New York State which has been hit by t \ high unemployment also favor the plan which would create hundreds of jobs r i for several years, especially in the Buffalo area. ' Alpena i The SlU-conlracted Huron Cement Co. Lakes fleet won an award from the r National Safety Council's Marine Section on June 9. The fleet took top honors : in the self-unloader category for injury-free operations. Cleveland The J. F. Schoellkopf (Erie Sand) laid up in Lorrain for the first week in June due to cable getting caught in the propellor. ^ j r r i ) ] i j j t r I I j j I i\ SIIIPPIXC The water level on the Great Lakes is dropping—hurting the shipping business. Already, Lakes freighters are carrying less cargo in order to pass through the Detroit and St. Clair Rivers and the Soo Canal and St. Mary's River. The | problem is caused by the drought last summer and the snowless winter which j affected the rivers that feed the Lakes-.-According to the Chicago Tribune, there j is evidence that water levels run in seven-year cycles, and the Great Lakes is j moving out of a high-water phase into a low-water one. J The low water level will mean millions of dollars lost for Lakes steamship j companies. For most ships, the Chicago Tribune estimates, every one-inch : drop in the water level means 100 tons less cargo. More trips at higher expense ) will be needed to carry the regular amount oFCarg^T. 1hWe»D~^oit. andSf^Clalr ) Rivers, for example, ships usually can carry a draft of 28 feet. However, by • early June, the maximum in the Detroit and St. Clair Rivers was already down j by a fool to 27 feet and even lower in the Soo Canal. In theory, many Lakes j ships can load up to a draft of 30 feet. j >lt » IS iS i He got his original set of Coast Guard papers on his 16th birthday. A few days later he was at the old SIU hall on Beaver St. in downtown Man­ hattan looking for a job. A few days after that, he was on his first ship, a well traveled Liberty, sailing as wiper. The year was 1949. Next month, if everything goes al­ right for him, Jimmy Logan, now 43 years of age, will again be looking for a job—but this time it will be a chief engineer's job. Right now, Logan is studying hard at the MEBA District 2 School of Marine Engineering and Navigation in Brook­ lyn, N.Y. in preparation for his upcom­ ing Coast Guard exam. He predicts it will not be an easy test, remarking, "I know 15 guys who took their master's exam last month and only one of them passed." "Even if I don't pass the first time," he continued, "there's always another day, another test." One way or the other, Jimmy Logan, a native New Yorker now living in Daytona, Fla., is a success story. He dropped out of school at 15 to go to sea. For the next 20 years, he shipped with the SIU in the engine de­ partment accumulating a lot of exper­ ience and learning the business of the blackgang. Grabbed Opportunity In 1969, he recalls, "the SIU gave me the opportunity to get a license through the Engineering School here in Brooklyn, and I grabbed it," Brother Logan got his original sec­ ond assistant engineer's license that year. In 1974, he upgraded to first as­ sistant engineer. Now a member of Marine Engineer Beneficial Association District 2, with a retired SIU book, he is close to getting his chief's license for steam engines. When he takes his exam he will have quite a cheering section, in particular, his wife Jo Ann and his. four children. Cheering loudest of all, though, will probably be his big brother, William, who had already gone this route. In fact, William Logan, 45, also sail­ ing now with District 2, was the first SIU member to get a chief's license for both steam and diesel powered ships. Looking back at bis sailing career, Jimmy Logan has one regret—that he didn't upgrade sooner. He says, "I hear guys talking about upgrading all the time, but I know very few of them that actually follow through on it. I was the same way, hut then in 1969,1 made up my mind to try and see how far I could go." Brother Logan has visited the Lundeberg School on several occasions, and remarks, "I am extremely impressed with the facilities there, as well as the opportunities it provides SIU mem­ bers." . Logan also has some advice for young SIU members just starting out. He says, "the opportunity for advance­ ment is available and accessible to SIU members at the Lundeberg School. There's no reason why every member can't take advantage of these opportu­ nities." Before coming to the Engineering and Navigation School just across the street from the SIU hall in Brooklyn, Logan was first assistant engineer on the tanker, Arnerican Heritage. He says he would like to return to the Heritage, but this time as a chief engineer. We wish him luck. i SIU old-timers who worked aboard the Great Lakes passenger steamer, j South American will be sad to know that the vessel may be sold for scrap, ii t Right now she is tied up to a dock on the Delaware River in Camden, N. J. The ) I current owner, the South Jersey Port Corporation, is looking for a buyer. The | port agency took her over when the last owner. Ships Inc., defaulted on its lease J 1 with the port. If no one steps forward by mid-June, the vessel will be scrapped. i i i i i 1 The Lakes Carrier Association reports that shipments of bulk commodities on the Great Lakes fell in April 1977 compared to April of last year. Ship­ ments of iron ore and coal also slipped. The Maritime Administration has approved in principle a construction loan and mortgage insurance to help finance the Belle-River for Armstrong Steam­ ship Co. in New York City. The SlU-contracted Belle River is a 63,000 dwt self-unloading Great Lakes bulk carrier. Armstrong, a new wholly owned sub­ sidiary of American Steamship Co., expects delivery of the $42.8 million ship j about Aug. 1 from Bay Shipbuilding Corp., Sturgeon Bay, Wis. ^ 8 / LOG / June 1977 You distinctly said "your free time is your own." �House OKs Porpoise Quota for Tuna Fleet The embattled U.S. tuna fishing in­ dustry, which employs nearly 30,000 American workers, can finally see a light at the end of the tunnel in its year­ long fight to settle the heated porpoise mortality controversy. The breakthrough came earlier this month when the House of Representa­ tives passed a bill setting a quota of 69,000 porpoise that may be taken in­ cidental to tuna fishing this year, and a slightly higher quota for 1978. Earlier this year, the National Marine and Fish­ eries Service set a mortality quota of 59,050 porpoise, which the tuna in­ dustry opposed as "unrealistically low." Rep. John Murphy (D-N.Y.), who sponsored the bill in the House, ex­ pressed confidenee that the bill would also pass in the Senate and eventually be signed into law by President Carter. The bill itself is an attempt to achieve an equitable compromise on the por­ poise question between the tuna indus­ try and environmental groups. The SlU has been in the forefront of the fight to get a reasonable porpoise mortality quota. In addition to raising the porpoise kill quotas for this year, the bill also provides for a Government observer to be placed on eaeh of the U.S. tuna fleet's 140 purse seiners to monitor the eatch. The bill also calls for a tine of $32 a porpoise to be levied on boat owners who exeeed their quotas. The $32 tine provision, which indus­ try officials term "harsh," was not a part of the original Murphy bill, but was introdueed as an amendment to the bill by Rep. Paul McCloskey (R-Calif.). In the meantime, the West Coast tuna fleet, which was laid up for three Legal Aid In the event that any SIU members have legal problems in the various ports, a list of attorneys whom they can consult is being published. The mem­ ber need not choose the recommended attorneys and this list is intended only for informational purposes: The following is a list of recom­ mended attorneys throughout the United States: NEW YORK, N.Y.—Schulman, Abarbanel & Schlesinger 350 Fifth Avenue New York, N.Y. 10001 Tele. #(212) 279-9200 BALTIMORE, MD.—Kaplan, Heyman, Greenberg, Engelman «& Belgrad Sun Life Building Charles & Redwood Streets Baltimore, Maryland 21201 ; Tele. #(301) 539-6967 NEW ORLEANS, LA.—Dodd, Barker, Boudreaux, Lamy & Gardner 1400 Richards Building 837 Gravier Street New Orleans, Louisiana 70112 Tele. #(504) 586-9395 HOUSTON, TEX.—Combs, Archer & Peterson Americana Building . 811 Dall^ Street Houston, Texas 77002 Tele. #(713) 659-4455 MOBILE, ALA.—Simon & Wood 1010 Van Antwerp Building Mobile, Alabama 36602 ; Tele. #(205)433-4904 months earlier this year, remains at sea this month trying to make up for lost time. The fleet set out for the Pacific fishing grounds in early May to demon­ strate their support for the Murphy measure. Some of the boats have already brought back their first catches, which in turn is helping to normalize condi­ tions at U.S. canneries in California and Puerto Rico. Many of the 2,500 plus eannery workers, who had been laid off because of a lack of incoming tuna, have been called back to their jobs. In addition, the canneries themselves, which had cut back to four-day or other shorter work schedules, are resuming regular operations. The eanneries also got some good news this month from the National Ma­ rine and Fisheries Service. The NMFS announced that it was extending until Aug. 1, 1977 the effective date of an embargo on imported yellowfin tuna which is not caught in compliance with U.S. marine mammal regulations. A spokesman for the Government agency said that the extension was granted "to insure the continuous flow of tuna into the country." It is uncertain if the industry's prob­ lems earlier this year will cause a jump in the retail cost of tuna to American consumers. However, an official of the Tuna Research Foundation predicted last month that consumers would see a price boost "of a minimum of 5 cents a can and a maximum of 20 cents a can" by the end of the summer. Tuna industry officials claim that their three-month layoff cost the fleet more than $30 million, while the can­ neries claim a four-month loss of $60 million. LOS ANGELES, CALIF.—Bodle, Fogel, Julber, Reinhardt & Rothschild 5900 Wilshire Boulevard Los Angeles, Calif. 90036 Tele. #(213) 937-6250 SAN FRANCISCO, CALIF.— Jennings, Gartland & Tilly Crocker Plaza 1 Post Street, Suite 2600 San Francisco, Calif. 94104 Tele. #(415) 781-1854 SEATTLE, WASH.—Vance, Davies, Roberts, Reid & Anderson 100 West Harrison Plaza Seattle, Washington 98119 Tele. #(206) 285-3610 TAMPA, FLA.—Hamilton, Douglas & Bennett 101 East Kennedy Boulevard Tampa, Florida 33602 Tele. #(813) 223-3991 DETROIT, MICH.—Victor G. Hanson 19268 Grand River Avenue Detroit, Michigan 48822 Tele. #(313) 532-1220 FALL RIVER, MASS.—Patrick H. Harrington 56 N. Main Street, Bennett Bldg. Fall River, Mass. 02720 Tele. #(617) 676-8206 CHICAGO, ILL.—Katz & Friedman 7 South Dearborn Street Chicago, 111. 60603 Tele. #(312)263-6330 ST. LOUIS, MO.—Gruenberg & Sounders 721 Olive Street St. Louis, Missouri 63101 ' Tele. #(314) 231-7440 MARITIME AUTHORIZATION The Senate has passed and sent to the House S.1019, to authorize funds for maritime programs for fiscal year 1978 and 1979. The total amount is $551,774,000. Of that, $135 million is to be used for construction differential subsidy, to assist U.S. shipyards in building and selling commercial ships at prices equivalent to foreign shipyards. This will fund seven ships, with the $100 million left over from previous years. Another $372.1 million is earmarked for operating differential subsidy, and $20.7 million for research and development, to reduce shipbuilding and oper­ ating costs. $14.6 million is authorized for operation of Kings Point Maritime Academy and $4.1 for subsistence allowance to students at State maritime schools. The bill would also create a new post of Assistant Secretary of Commerce, who would act as principal advisor on Congressional relations. A similar bill was reported out of the House Merchant Marine and Fisheries Committee, but has not come to the floor for a vote. CARGO PREFERENCE Hearings are continuing in the House Merciiant Marine Subcommittee on H.R. 1037, to guarantee a percentage of oil import cargo for U.S.-flag ships. The maritime industry has long urged that such legislation be passed, not only to provide jobs for Seamen, but also for national security and economic reasons. In December, 1974, a similar bill passed both houses, but was vetoed by President Ford. TANKER SAFETY A tanker safety bill, introduced in February by Senator Warren Magnuson (D-Wash.) was passed in the Senate by voice vote on May 26. The bill imposes stricter regulations on both foreign and domestic tankers using U.S. ports. A large number of tanker accidents involving oil spills in U.S. waters by flag-of-convenience ships aroused public concern and prompted support for the bill when it came to the Senate floor. TUNA-PORPOISE BILL The House passed a compromise bill this month setting annual quotas for taking of porpoise during tuna fishing operations. The bill, H.R. 6970, had been introduced by Rep. John Murphy (D-N.Y.) to provide time for the gov­ ernment to compile data on porpoise and improved fishing techniques. In its final form, it allowed 10,000 fewer porpoise to be killed or injured than Murphy had proposed—68,910 per year. The 1972 Marine Mammal Protection Act had required the Commerce Department to determine the number of porpoise which swim in the world's oceans and how many could be killed or injured without endangering the species. A U.S. district court decided, in May 1976, that the Commerce Depart­ ment had not developed the data and therefore that the tuna fishermen would not be permitted to fish "on porpoise" with their purse seine nets. Tuna schools are sighted by the presence of air-breathing porpoise that travel with them, and for several years, American tuna fishermen have used fine-mesh nets and special fishing techniques designed to reduce taking of porpoise. SPAD is the union's separate segregated political fund. It solicits and accepts only voluntary contributions. It engages in political activities and makes con­ tributions to candidates. A member may voluntarily contribute as he sees fit or make no contribution without fear of reprisal. Seafarers are urged to contribute to SPAD. It is the way to have your voice heard and to keep your union effective in the fight for legislation to protect the security of every Seafarer and his family. A copy of our report h "trd with the Federal Election Commission and is available for purchase from the Federal Election Commissian, Washington, D.C. June 1977 / LOG / 9 �/ Bosun Daniel Gardiner adjusts the gangway. The SS Sharon waits for a load of coal at the B&O coal dock in Toledo, Ohio. Lloyd Shaw, oiler, poses for a photo in the engine room. SS Sharon—A Lady With a Loyal Following I Most of the crew on the Sharon gives to SPAD. Here, Joe Arle, fireman, shows $100 worth of SPAD receipts. OS Robert Lewis went on the Sharon after grad­ uating from the Lundeberg School last October He plans to upgrade to AB. 10 / LOG/June 1977 n the April 1953 engine room log of the S.S. Sharon, along with figures showing propellor revolutions and fuel consumption, there is a list of ports of call—Bremerhaven, Bos­ ton, Houston and Galveston. It's a long way from Bremerhaven to the B&O coal dock in Toledo, Ohio, but the S.S. Sharon sailed around the world before settling down into hauling coal on the Great Lakes. Originally a salt water tanker built in 1945, the Sharon was converted to a self-unloader for the Lakes trade in 1957. Now she is owned by the American Steamship Co. and crewed by SIU Lakers. Many of the Lakers return to the Sharon year after year. For example, Jim Henri, the oiler, has worked on board for 18 seasons. As Gene Koss, oiler, put it, "The chow is good so we stick around." Second Cook Ed Brown had an explanation, "You know who you are cooking for, so you are careful. In a restaurant, you don't put in that personal touch." According to the crew, the Sharon can run 17 miles per hour and holds Second Cook Ed Brown quit working in restaurants to the cargo from 200 rail cars of coal. out with the SIU. "The pay is better here," he noted. Dewey Sack, conveyorman (I.) and Henry Schultz, gateman, take fuel oil on board in Toledo. AB Clifford Cadreau is glad he went through the Alcoholic Rehabilitation Program at Piney Point. "My shipmates are glad I quit too," he says. Now instead of getting drunk while calling at a port, he brings along a CB radio. "People who are interested in ships come down and show you around their town.'.I'm having a better time." �Cadets from the Kings Point Merchant Marine Academy provided a colorful highlight of the New York Maritime Day festivities. SlU Patrolman Trevor Robertson took part in the Seamens Memorial Service held aboard the C. A. Thayer in the port of San Francisco. Maritime Day memorial services in the port of New York were held in the Seaman's Church Institute Chapel. Shown during a Maritime Day get together in the port of Yokohama, Japan are (I. to r.): SlU members Julio Ruiz and Lenny Zintz; SlU Yokohama port agent Frank Boyne; Roger Koner, manager of the United Seamens Service there; Captain Gerald Dyer of the Military Sealift Command, and SlU Brother Huyett Hoban. Senator Daniel K. Inouye (D-Hawaii), chairman of the Senate SubCommittee on Merchant Marine and Tourism, spoke at the Washington, D.C. ceremonies. Americans Pay Tribute to Seamen on Maritime Day From the port of New York to the port of San Francisco and be­ yond to the port of Yokohama, SIU members joined leaders of the maritime industry and Government on May 23 in commemora- tion of National Maritime Day. The mood was both proud and somber as honor was paid in all ports to the men and women who are now part of the U.S. merchant marine and to those who have died in its service. "Those who serve in the mer­ chant marine have the spirit, the character and devotion to duty that have made our nation strong. free and prosperous," President Carter announced in his annual Maritime Day proclamation. The spirit of his words was car­ ried in the many speeches, proces­ sions and memorial observances which took place that day as Americans remembered the past and rededicated themselves to the future strength of the nation's merchant fleet. Maritime Day, celebrated on Mar. 13 in the port of New Orleans, included from left; SIU port agent Buck Stephens; Congresswoman Lindy Boggs (D-La.): Rev. Donald F. Grady, S.J.,director Apostleship of the Sea, and SIU pensioner Tony Conti. HLS trainees and upgraders came up from Piney Point, Md. to attend the ceremonies in Washington, D.C. George McCartney, SIU port agent for New York, (center) is shown here flanked by other participants in New York's Maritime Day program. On his far left is NMU Secy/Trea's. Mel Barisic and next to him is,Congressman John Murphy (D-NY), chairman of the House Merchant Marine and Fisheries Committee. On McCartney's right are Frank Braynard, Director of Operation Sail, 1-976, and Captain Herman Fritzke of the Atlantic Area Military Sealift Command. June 1977 / LOG / 11 �' • •'••• ".i The SlU-manned Vantage Horizon loading grain for Russia. The Ogden Wabash is one of a number of Ogden Marine ships that made runs to Ttussia. U.S.-USSR It Means More Cargo for U.S,-Flag Vessels This is the twelfth in a series of articles tvhich the Seafarers Log is publishing to explain how various factors affect the jobs and job security of SW members. It can be ihe biggest, most modern merchant ship in the world, but if there is no cargo to fill its holds, the ship is as useless as a priest in hell. There's no two ways about it—cargo is the name of the game in merchant shipping today. With it, ships can sail and turn a profit; without it, ships lie idle, more a burden to their owners than an asset. The SIU recognizes this basic point of maritime life. In fact, the major thrust of the SIU's political action programs is aimed at, first, protecting the U.S. merchant fleet's existing cargo sources, and second, generating new cargo sources to insure continued employment for American-flag ships. The U.S. fleet does haye guaranteed sources of cargo, such as domestic waterborne commerce protected by the Jones Act, military cargoes and more, but these cargoes alone cannot support the fleet's needs. In addition, U.S.-flag companies compete on a daily basis in the open market for cargoes gener­ ated by America's foreign commerce. However, with communist bloc, state owned fleets and cutrate, third-flag carriers dominating this trade, U.S. companies are at a big disadvantage in this area. Statistics bear this out, since U.S.-flag vessels carry only approximately six percent of America's total foreign commerce. The simple fact is that the constant fight for new cargoes is a tough uphill battle, but not an impos­ sible one. The SIU proved that point five years ago when we succeeded in pressuring the government to sign a bilateral shipping agreement with Russia to cover U.S. grain movement to the USSR. This particular agreement, which is still in effect today, was one of the most important vic­ tories ever won by U.S. maritime for a number of reasons. First, the bilateral agreement in itself, set a national precedent. This was the first, and re- The SlU-manned Overseas Alice awaiting turn to load grain in -the Gulf for delivery to USSR, sian ships, and the rest to other carriers. mains, the only such shipping agreement between the U.S. and its trading partners on the books today. In addition, the fact that such an agreement exists, and is working, creates the possibility that we may be able to get the government to negotiate similar agreements with other major trading partners. However, the most important thing the U.S.USSR shipping agreement did for the U.S. fleet was to provide the American tanker industry with an important new source of cargo during some very difficult tirhes. At the time, significant num­ bers of U.S. tankers were in layup due to a general slump in the world tanker market. The new grain cargoes brought these vessels out of layup, and consequently provided hundreds of jobs to Ameri­ can seamen who would otherwise have been unemployed. There Have Been Problems The original U.S.-USSR agreement, signed in 1972, provided that all grain cargoes moving from the U.S. to Russia would be allocated fairly and evenly—one third to U.S. ships, one third to Rus- The SlU-contracted Montpelier Victory has made-several trips to Soviet Union with grain. \ 12 / LOG / June 1977 However, there has always been a number of problems in trying to enforce the one third rule. U.S. ships, until recently, were not receiving their rightful one third share. This was due to a number of schemes initiated by the Russians to get around the use of U.S. ships in the grain trade.. The mot serious rift in ihe agreement occurred in August 1976, when the Russians set "con­ ditions," such as demanding delivery of grain in dry bulk vessels at a time when no U.S.-flag dry bulk ships were available, that completely negated U.S. ship movements in the grain trade for that month and the next. In addition, the Russians demanded deliveries from off-beat routes such as the U.S. Pacific Coast to the Baltic Sea, and the U.S. Gulf Coast to Siberian ports instead of the other way around. To fight back, at that time, the SIU helped organize a series of demonstrations at which hun­ dreds of American seamen marched in front of Federal buildings from coast to coast to protest the situatiofi. These demonstrations were a big success be­ cause American ships got their one third share for the next few months. The demonstrations also prompted the Maritime Administration to straighten out the grain agreement once and for all. The talks finally ended last April, with U.S. maritime winning another important victory. The new agreement includes a plan to make up an estimated 1.2 million tons of grain due U.S.-flag vessels under 1975 and 1976 agreements but not allocated them This, of course, means mof-e jsailings for U.S. ships and more jobs for U.S. seamen. No doubt there may continue to be problems in enforcing the U.S.-USSR bilateral shipping agree­ ment. But the fact remains that the agreement is worth fighting for because it provides an important cargo source for U.S.-flag tankers. And after all— cargo is what it's all about. �a From Memphis—St, Paul—Riffsburgh/Sweep' Rivers St. Louis—As reported in last month's Logy the SIU has recently heen conducting special servicing swings on the inland waterways. Two-man teams of SIU representa­ tives visit all the boats in a given area in hrder to acquaint SIU Boatmen with the many new pro­ grams and goals which the Union has established since the merger of the SIU and IBU nine months Above is a view of the tow of ammonia barges being pushed by the National Progress (National Marine Service) on the Illinois Waterway near Peoria, III. The crew of the National Progress is SIU from top to bottom. The galley provided an ideal place for them to meet with St. Louis Port Agent Mike Worley (back to camera) and SIU Rep. Dave LeBarron (1.). The crewmembers are (1. to r.); Mike Tierney, refrigeration technician trainee: Ed Henleben, mate; George Warren, engineer; Edward Stringfellow, refrigeration technician: Karl Watts, captain; Dave Marotta, deckhand—an HLSS graduate; and Michael Arendt, deckhand—an HLSS graduate. The latest two-week servicing swing was headquartered at St. Louis, Mo. However, because of the wide area served by this port, the three SIU servicing teams spent almost the entire time on the road. A large map in the St. Louis Hall was used to keep track of more than 50 boats which were spread out over 3,600 miles of inland waterways, including the Mississippi, Ohio, Illinois, Ten­ nessee, Cumberland, and Green Rivers. To meet the boats, SIU representatives traveled to such distant ports as Pittsburgh, Fa., Chicago, 111., Memphis, Tenn., and St. Paul, Minn. The servicing swing on the rivers was an important learning experience for both SIU Boatmen and Union representatives. The members were able to get answers to their questions concerning the Union, and SIU representatives received from the membership many good suggestions for the Union's future. \ Deckhand Bob Vinson ties up the M/V Dan Hogan (American Barge Line) at Cairo, III. The SlU-contracted boat Frank Rader (Inland Tugs) pushes a tow of barges past Cairo, Ohio Rivers meet. where the Mississippi and -: Ill )f-'i ago. : • '.X - Hi. Continued on next page June 1977 / LOG / 13 �Continued from preceding page Left Photo: On the Frank Rader (I. to r.): John Hughes, deckhand; Ron Roth, deckhand—an HLSS graduate; Jim Taylor, engineer; and Jerome Pellegal, lead deckhand, find a moment to relax. Center Photo: On the Frank Rader, Leadman Jim Strong (I.) and Deckhand Karl McHane drop off a tow. Right Photo: Going over the Seafarers Welfare Plan on board the Dan Hogan are (clockwise from far left): Clarence Taylor, cook; Leo Geiser, engineer;; and, SlU Rep. Ed Morris. 23 River Boatmen Attend Educational Conference There was a, free and frank ex­ change of opinions at the Rivermen's Educational Conference held May 31-June 5,1977 at the Harry Lundeberg School in Piney Point, Md. Twenty-three Boatmen from five Mississippi River towing companies attended, along with SIU officials. The meetings helped the Union officials learn firsthand about the particular problems of members who work on the Mississippi River sys­ tem. At the same time, the Boatmen learned how, since the merger, the Union could bring them better wages, job security and fringe benefits. "Call your Union hall every time you have a problem," the delegates were told. Throughout each day there were talks on labor history, the economics of the towing industry and rundowns of the Union's Pension, Welfare and Vacation Plans, the Lundeberg School and the standardized contract. By the time the week ended, the Boatmen knew how the Union was working for them. They understood how the Union Plans give them a life­ time of security, free from the worry that a sickness in the family would put them in debt or that they would go hungry in their old age. Tom Williams, a lead deckhand with Inland Tugs, decided to come back to Piney Point to study for en­ gine room work. William Gaines, a deckhand for Ozark Marine, noted that "Most people feel they don't have control over their own lives or the world around them, but the Union working for us in Washington changes this. It is the most powerful aspect of the Union's activity." The delegates resolved to bring their briefcases of material back to their boats, where they would help the brothers and sisters on the river understand the Union's policies. Delegates to the River Boatmen's Educational Conference posed for a photo in the lobby of the AFL-CIO building in Washington, D.C. In the front row (I. to r.) are: Jerry Gifford; Earl McKnight; Tom Williams; Randy Holmes; William Stubblefield; Tim Hagen; William Gaines, and Randy Crosby. Standing in the rear are (I. to r.): SIU Rep. Lou Guarino; Clayton Duggan; John Skabo; HLSS Vice-President Mike Sacco; Robert Wallace; Charles Robertson; Karl Watts; Ronnie Campbell; Lyie Parish; SIU Rep. Carl Peth; Duane Embrey; Bob Sells; John Varner; Gary Shedron; George Mentel; William Mitchell; Gerald Suedemeyer; SIU Rep. Don Tillman, and SIU Rep. Tony Aronica. SIU Inland Coordinator Chuck Mollard explained how a Boatman's pen­ sion depends upon the amount of money his company contributes to the pension fund. 14 / LOG / June 1977 Getting sworn in with his "A" book, Boatman Randy Crosby (r.) repeats the SIU pledge after Union Vice President Paul Drozak, .. I will look upon every, member as my brother." Crosby is a deckhand with American Barge Line. Tom Cranford, director of the SIU Claims Department, answered any questions the delegates had about applying for benefits. �"il "Take a lesson from union history," HLSS Vice President Mike Sacco said. "It's been a long hard struggle and we have to work together to pro­ tect our gains." At the Conference, several of the rivermen received their "A" books. Here, HLSS Vice President Mike Sacco (far left) swears in (I. to r.): Jerry Gifford, a chief engineer with Inland Tugs; Randy Holmes, a deckhand with American Barge Line; Ronnie Campbell, a lead deckhand with American Barge Line; Orby Clayton, a mate-utility with Orgulf; and Robert Wallace, a cook with American Barge Line.' At the Transportation Institute in Washington, D.C., delegates from the Mississippi River system heard researcher Richard Saul go over the economics of their industry. He explained how Tl speaks for the inland towing and deep sea companies in Washington, by providing the public with information and statistics on the American maritime industry. Brother Gary Shedron, a deckhand with Inland Tugs, said that his ques­ tions about the Union had been an­ swered at the Conference. "I've ben­ efited and I'm ready to go back on the boats and help other people benefit from this information," he coneluded. Continued on next page ''rNvi":,'''I k wy-ti • : > p 1 • At the final wrap-up of the confer­ ence, Charles Robertson, a mate with Orgulf, stated, "I'm impressed with the service the Union gives the mem­ bers. Before, I knew little about it, so I must say that it's been a pleasure;". While touring the Lundeberg School, Boatmen from the rivers watched the trainees learn how to make up a tow. June 1977 / LOG / 15 V]. M i �Continued from preceding page /; i • .--w:;":- ^L u r^iroiH Simf T learned how political activity protected their job security, many decided to donate to SPAD. Left Photo: Duane "River Red" Embrey (I.) and graduated from the HLSS several years ago, show their SPAD receipts. Both men are utility tankermen with National Marine. Center Photon®' ^ i' Point Port Agent George Costango (r.). Right Photo: At the Marine, are told ho: meZ!.il'unil'p?^em W . ^ Tiiwii TMI"" .-fr^STla ^ ^ |||[[^J'i |l ^ t- ' ' , <' - LaB Photo: Delegates discuss the films on labor history and the history of the SlU, Right Photo: Boatmen look over the full scale ship's engine room console sTudv an^lelnlt P?ney S " " ® '^P'P®'' 'eameranTboatmrto At the Piney Point Hiring Halk delegates dot a rundown on shipping procedures for naw job openings on the inland waters. They learned that the I^er fo'vino ^he more we .work together to'enforce ah plisio^rof Ih^e contract, the Boatmen were told, the stronger the Union will be. 16 / LOG / June 1977 �PRESIDENT Paul Hall SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Fraftk Drozak VICE PRESIDENTS Earl Shepard Lindsey Williams Cal Tanner Paul Drozak HEADQUARTERS 675 4 Bklyn. 11232 (212) HY 9-6600 800 N. 2 Awt. 49707 (517) EL 4-3616 ALPENA, Mkh BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Mass 215 Essex St. 02111 (617) 482-4716 BUFFALO, N.Y 290 Franklin St. 14202 (716) TL 3-9259 CHICAGO, III.. .9383 S. Ewing Ave. 60617 (312) SA 1-0733 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) MA 1-5450 DETROIT, Mkb. 10225 W. Jefferson Ave. 48218 (313) VI3-4741 DULUTH, Minn 2014 W. 3 St. 55806 (218) RA 2-4110 FRANKFORT, Mich P.O. Box D 415 Main St. 49635 (616) 352-4441 HOUSTON, Tex 5804 Canal St. 77011 (713) WA 8-3207 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, NJ. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala. IS. Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va 115 3 St. 23510 (804) 622-1892 PADUCAH, Ky 225 S. 7 St. 42001 (502)443-2493 PHILADELPHIA, Pa.. .2604 S. 4 St. 19148 (215) DE 6-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 PORT ARTHUR, Tex 534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, CaUf. 1311 Mission St. 94103 (415) 626-6793 SANTURCE, P. R. 1313 Fernandez Juncos, Stop 20 00909 (809) 724-2848 SEATTLE, Wash 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo.. .4581 Gravois Ave. 63116 (314) 752-6500 TAMPA, Fla. . 2610 W. Kennedy Blvd. 33609 (813) 870-1601 TOLEDO, Ohio 935 Summit St. 43604 (419) 248-3691 WILMINGTON, Calif. 510 N.Broad St. 90744 (213)549-4000 YOKOHAMA, Japan Yokohama Port P.O. P.O. Box 429 5-6 Nihon Ohdori Naka-Ku 231-91 201-7935 Shipping remained from good to excellent^t most deep sea SIU ports last month as 1,234 Seafarers, 848 of them full book members, found jobs on SlU-contracted ships. This number reflects an increase of more than 100 jobs shipped over the same period last year. Seafarers can expect good shipping in all areas for the foreseeable future. Dispatchers Report lor Deep Sea MAY 1-31, 1977 Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals "TOTAL REGISTERED All Groups Class A Class B Class C 7 90 9 12 16 78 23 26 16 50 12 68 0 2 435 3 9 3 2 1 2 0 12 1 1 1 3 1 5 0 1 45 0 6 0 0 1 0 0 0 3 0 1 0 0 6 0 0 17 Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans •. ... Jacksonville San l-rancisco . . . :. ... . . . ;.v..rr^v.. Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 4 63 18 21 12 8 13 50 26 17 6 46 12 62 0 2 360 4 30 6 6 3 5 0 31 3 3 0 6 6 15 2 0 120 ""REGISTERED ON BEACH All Groups Class A Class B Class C 0 4 0 0 1 0 0 0 3 0 0 0 0 9 0 0 17 10 155 12 48 21 13 36 121 41 61 27 57 15 125 0 3 745 3 10 1 5 6 1 2 15 1 3 4 5 2 7 0 1 66 1 5 0 '1 2 0 0 1 3 1 1 0 0 4 0 0 19 0 0 0 0 0 0 0 0 3 1 0 2 0 2 0 0 8 4 124 10 38 21 6 27 98 37 45 18 40 12 82 0 0 562 3 29 3 10 7 2 2 17 4 8 4 8 2 13 0 0 112 0 6 0 0 0 0 0 0 0 1 0 1 0 4 0 0 12 1 8 0 4 0 0 1 21 2 1 3 0 2 1 0 26 0 1 0 0 0 0 0 0 1 0 0 0 0 1 0 0 3 ENGINE DEPARTMENT 1 71 10 15 8 6 12 67 20 27 7 36 12 33 0 0 325 1 20 5 3 3 3 2 8 2 4 4 11 3 11 0 0 80 0 1 0 0 0 0 1 0 3 1 0 1 0 6 0 0 13 0 55 8 20 7 4 9 46 16 25 2 30 5 54 0 0 281 0 29 5 3 3 5 4 18 3 6 3 13 3 12 7 2 116 STEWARD DEPARTMENT Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals TOTAL SHIPPED All Groups Class A Class B Class C DECK DEPARTMENT 2 45 7 10 6 1 8 42 11 90 3 14 6 21 1 1 198 0 3 0 0 0 0 0 1 1 0 1 3 0 2 4 0 15 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 47 8 16 5 2 2 34 18 16 1 20 6 27 1 3 207 0 20 4 8 1 0 2 15 5 9 2 7 5 11 • 11 0 100 0 0 1 1 2 0 0 0 2 0 0 12 0 7 0 0 25 2 63 13 21 16 2 20 58 17 32 7 14 9 62 0 1 337 ENTRY DEPARTMENT 2 53 6 26 12 3 22 59 19 35 7 19 14 25 0 2 304 4 129 20 45 17 3 13 63 27 44 17 36 12 47 1 3 481 11 112 1 7 2 1 0 1 1 5 3 6 0 42 0 0 192 1,948 848 336 50 1.153 450 121 *"Total Registered" means the number of men who actually registered for shipping at the port last month. "•"Registered on the Beach" means the total number of men registered at the port at the end of last month. 685 226 Totals All Deuartrnents . . . . 0 5 7 42 13 17 2 10 16 0 195 1 88 16 24 7 4 9 45 18 22 7 24 7 20 16 2 310 2 44 2 5 2 1 0 0 3 4 2 11 0 14 0 0 90 0 0 0 June 1977 / LOG / 17 �1971 Scholarship Winner Glad She's Accountant When Angela Sue Nuckols won the SIU four-year scholarship in 1971, she had to decide what field she would study. After considering teaching, she picked accounting instead and has not been sorry for one minute. Ms. Nuckols graduated cum laude from Marshall University in Hunting­ ton, W.Va, in 1975. Then she landed an exciting job in Pittsburgh, Pa. with Arthur Andersen Co.—one of the eighth largest accounting firms in the country. Starting in July, she will be working with H. K. Porter, a national accounting firm headquartered in Pitts­ burgh. Her mother, Helen Nuckols, teaches French and English in a local high school near her family's hometown of Ansted, W.Va. "She encouraged me to go to college," Angela said, "but she didn't think I would like teaching. I'm glad now, because finding a teaching job is difficult today. Besides, I enjoy mathematics, which I use in my work. She specializes in tax accounting and prepares returns for corporations and partnerships. "January through April are the miserable months," she ex­ plained, "but then, it is very challeng­ ing. Even run-ins with the Internal Rev­ enue Service are interesting because it is nice to be able to defend your posi­ tion and interpretation of the tax laws." Because she worked two years with a public accounting firm, Arthur An­ dersen, she will be able to sit for her Certified Public Accountant exam in the fall. A public accounting firm, she explained, prepares impartial audits on corporations. Investors depend heavily on the accountants' opinions when they are deciding where to place their money. - "I definitely owe a lot to the Union," she said. *^Without the scholarship I would have gone to a local college and commuted. But living at school teaches you how to be independent and make your own decisions." While at school, she met her hus­ band, Steve Zemba, who comes from Pittsburgh. That is why Ms. Nuckols, now Mrs. Zemba, left Ansted, W.Va. Other benefits of living at school, she added, were the extra-curricular activi­ ties, with sports high on her list of favorites. She also served as a resident advisor during her junior and senior years, helping new students with their problems. Billy "Bud" Nuckols, is proud of his daughter and she is proud of him. Brother Nuckols, an SIU recertified bosun, is presently the bosun on the Aquarius, the first American-flag and the first SlU-contracted LNG carrier, which sailed from Massachusetts early in June. {See Special supplement in this Log) Former "i scholarships winners— Angela Sue (Nuckols) Zrcmba Seafarers, Boatmen and their j dependents who are former SIU | scholarship winners—let us know j j what you are doing. Write The j 1 Log, SeafarersIntemationalUnion, ( ^ 675 Fourth Ave., Brooklyn, N.Y. j I 11232. Make sure to include an j • address, and phone number if pos- j r sible, so that we can contact you r • for an interview. j SS Robert Toombs SS Delta Norte, Huron Cement Co. Hurt in a fall late last month on the SS Robert Toombs (Waterman) was OS John M. Cataldo who was lowered over the side to be put ashore for medical treatment at the San Miguel Islands in the Azores. The crew commended the captain for his fast action in calling for help. The LASH SS Delta Norte (Delta Line) was given a safety award this month by the National Safety Council for sailing 827-accident free days. Another safety winner was the Huron Cement Co.'s Lakes fleet which took top injury-free honors in the self-unloader category. Maritime Overseas Corp., Waterman SS Co., Delta Line, and Sea-Land Service Washington, D.C. A Tampa college grad won a $500 first prize on June 5, a Honolulu high school girl a $200 prize, two others $700 and three other high schoolers won free voyages on SlU-affiliated company ships in the national maritime essay contest sponsored by the 14,000-member Propellor Club of the U.S. Eighteen other students also won free voyages in the 40-year-old competition. The contest's goal is to increase interest in a strong American merchant marine. First prize winner was David F. Gould, 20, of the University of South Florida whose essay stressed the erosion of U.S. maritime supremacy and the national security danger. He attributed the American shipping decline to benign "neg­ ligence on the part of private industry and incompetence on the part of the Gov­ ernment." Tlje SlU-afiiliated companies' winners were: Hawaii's Marie Theresie Duben who got $200 from the Maritime Overseas Corp. Kathryn Marie Knight of Bogalusa, La. who got a free voyage to Europe and back from the Waterman Steamship Corp., Andrew Preslar of Port Arthur, Tex. who'll ride free roundtrip to South America on a Delta Line ship and Chi Kueng Wai of San Diego, Calif, who's set for a trip from Long Beach to Oakland and Seattle on a SeaLand Service vessel. Early installation of electronic collision avoidance aids aboard ships using radar to navigate inland waterways was proposed last march to MARAD by the National Transportation Safety Board. The recommendation stemmed from the board's probe of the bow collision be­ tween the inbound Norwegian bulk carrier SS Baune 20 feet into the starboard forward tanks of the U.S. tankship ST Keytrader in the lower Mississippi River on Jan. 18, 1974. Spilled gasoline burned for 53 hours killing six and injuring 10. Ten are still missing. The Board said the SS KeytradeTs pilot made an improper starboard to star­ board passing. It added that both ships were going too fast to fix a radar trackline for safe passing and that their sound signals were inadequate. Menio Park, N.J. Sea-Land Service has signed a $50-million contract to remodel four of its T3 containerships in a Kobe, Japan shipyard starting January 1978. New bow and stern sections will be joined to refurbished containership midsections and engines will be converted to diesel for completion set for mid-1978. The ships will oper­ ate on the Rotterdam to Mideast run. USNS Potomac Newark (N.J.) Bay A new design in astern refueling rig was used by the Seafarers on the MSC fleet-support command tanker USNS Potomac (Hudson Waterways) last month to point-to-point refuel the Bluejacket-manned fleet oiler USS Canisteo and U.S. Navy tincans (destroyers) in a two-week combined services mock invasion of the Carolina coast. Twenty-two Navy ships and 40,000 Armed Services per­ sonnel took part in the maneuvers. The removal or replacement of a 50-year-old, lightly-used (20 trains daily) railroad passenger drawbridge linking Bayonne and Elizabeth, N.J., cited, as a hazard to navigation by the U.S. Coast Guaid,~has been urged to the port of New York's congressional delegation. Last year the span wouldn't open for 28 days and so far this year it has been shut down for nine days. In 1975, 50,000 ships passed under the bridge. Since April, freight trains have used a bridge to the north of the structure. SS Delta Mar Twenty-five year old Seafarer Anthony Benedict aboard the LASH SS Delta Mar (Delta Line) fashioned a 1,700-knot shawl, 11 inches wide and 60 inches long. It took him 20 days to make. He noted that if any Seafarer wants to learn how to make a belt he would gladly teach him. i^ i i ST Mount Navigator Anytime from July 5 to July 15, the tanker ST Mount Navigator (Mount Ship­ ping) from a Gulf of Mexico port will carry 27,164 tons of bulk wheat to Alex­ andria or Port Said, Egypt. 18 / LOG / June 1977 V ' -; — �^5 Sp^alSup^lemeAt oraad paUlcatiM ol tiM SEAf'ARERS InttnutlMul ItalM • Atlaatlc, 6nU, Lakn mn* IntonA Wat«n DtotrM • AWL^tO '.SEA i;T!LJ MLAMD? WATERS Vol. 39, No. 6 June, 1977 >''X"S -jSy^ ^ ^ " - '^•'- > ' '-"f. -v The 936-foot Aquarius, the first LNG tanker ever built in the U.S., sails past Castle Island in Boston harbor enroute to historic maiden voyage. Age of Aquarius Dawns for U.S. Merchant Marine .4 new age in American merchant shipping was bom this month at a sprawling shipyard in the old New Eng­ land town of Quincy, Mass. where SIU members crewed the first liquified nat­ ural gas carrier ever built in the West­ ern Hemisphere. This incredible ship, named after the free spirited zodiac sign of Aquarius^ marks the advent of a new breed of U.S.-flag sailing vessel and a new trend in merchant shipping that may some day change the entire makeup of the American merchant fleet. The imposnng 936-foot Aquarius is the first of 12 U.S.-flag LNG tankers scheduled to be built at the General LNG AQUARIUS Dynamics Shipyard in Quincy. She has a 25-year charter to haul liquified nat­ ural gas from Indonesia to Osaka, Japan. However, her first stop will be ports ,in England for extensive testing of her cargo tanks under actual sailing, loading and unloading conditions. From there, the Aquarius will traverse the Suez Canal to pick up her first LNG load in Indonesia. The Aquarius' 11 identical sisterships, some, like herself, to be built under the auspices of the Merchant Marine Act of 1970, will be ready for service at a rate of three per year. Pres­ ently, it is planned that six of them will be employed on the same trade route as the Aquarius, while the others will carry LNG from Algeria to the U.S. East Coast. Each ship will cost approxi­ mately $100 million to build. Safety Top Priority The Aquarius, herself, is an engi­ neering marvel that places a great deal of ciiiphasis on safely. Seafarer Intro Solomons, who is one of the ship's three QMEDs, said "there are more safety features on this ship than Tve ever seen on any type of merchant vessel." Continued on next page The imposing Aquarius, with her five spherical cargo tanks towering aboye her deck is ushered through Boston harbor by regiment of tugs. QMED Vasco Worell. kneeling, said that the biggest challenge for him was learning the new techniques of the LNG engine room.- Standing is Don McGlendon, third assistant engineer. QMED tmro Solomons, who is especially impressed with the new ship's safety features, looks over automated engine room console. SB Able-Seaman Billy Mitchell inspects one of the eight dry chemical firefighting stations located at strategic points on deck. jdJ �^1 ' , I'- I VN • "• . 'K •••-.v;i(^'v, ..tmu •- v i. ji •h w Vv t>r' *• kv !^ .» v * ,./\:'i* i l\^ .i-^^_.-"» .'M /:• /// ,1 "0^ •Mm .) •l^^'• ' HMMB • V. i mr Seafarers, preparing for first voyage on the Aquarius, un­ derwent intensive firefighting training at Earle, N.J. Firefighting School and at a special facility used for training by the Boston Fire Department, (photo by crewmember Billy Mitchell.) CCUPIHSSO#^ *»•« I J J \\i\k , 1 i~< CAtfcJO rAM NO ; M.t E ; : 1 ' " nsi.fy ^•E/.waee.--, •. .vvxjwweeHee Seafarer Tom Murray, the only wiper on the ship, enjoys steak dinner on eve of ship's maiden voyage. k'M Ordinary-Seaman Ed Sullivan gets a workout on mechan­ ical bike in the ship's exercise room. The Aquarius is also equipped with an outdoor pool. •''Iftsl •ttrj''! Si Among tliiie ship's mere outstandiiig safety futures are a double bottom ball; • a ;«ol^sion' aveidisaKje; 'tSife^ui^t sophisticated kind of naviiptton^^^ eAfetfttoiMcs and extensive fli^jpttiig mativ SyS^m" chemical Ansul ttrefighting statioiiis lo« cated at sfrat^G points on deck. Ihe most uniqae leataim of ttib sbi^ t • '"• •-w-5- - • • mM'!- •P ^^ A • Coniinu^fFomprec^tng page •SVt- BiA / ^^k-< Photo shows good view of the Aquarius' automated engine room console. Taking readings is third Assistant Engineer Joe St. Denis. i - The galley crew of the LNG Aquarius are from the left; Frank Costango, steward/cook; Robert Gonzalez, Larry Dockwiller and Emmett Albert, all on their first trip, utility messmen, and Chris Haggerty, baker. \i |wide burnt orange dedk, giving ttie ship ^pearanee of a huge ttiemios ihotfle. A' V; i ^ Theei^t-inch thick afaiminianitaiil^ Iwhich are 120 feet in diameter and wei|dt 000 tons each, were constructed ::at a faculty in CM and tianspoilM Tin l^i^iii»*the QOI^ 3mid tyw b^t^ ^tyni;is:diSp^all Hie Aquarius^ SHJ crew, a hi^ 1^ B®q^ ra ^BoiBs^swiA as oxygen after nnloading. ; Seafarer Solomons Overallj ipacity to of LMS at 2dS load ^in: 12^ hoiim^ and'^:su^' tfoBs ai'V hdodiod Ctoiii a Caigo cOntru] room, located above deck amiddhlp. All ballast <meradons are ahm con­ trolled from this point. Ihe e«^ noer explains wiietlier carryiHg i|a|last or cargo, the ship will draw fhe same amount of water, 36 feet. When sailhig whUe ioadei^ the^ 'nori r—» in pieparanoB tor crewlng die vessel. They spent one month at ^e^ j^ School in Piney Point Joining ahdnf fl^ni^-o£:j&^ •IWliM;thii|v;^^ crew ^ i,;^Pveheard^ " v pai^JB^iass^.;nem^.^ I've been on a lot. of sMpi^ and I <nn tyuihn^ is the stticst one ftycA e^ oh. I'm nmlty Iboking : - JW.VA: _:on her.'' r, however, Is not all wotk gas; the antoniah^ engiiie and cnijgo control rOonas; the dual fuel systems and fireli^ting. They also went on a Point, Md-j where they received j^oclal safety hints from a Coast Guard LNG "^^HWWUJS^A lion, dv 1^^ ;;[chrip>" tiniks. /Wlwn : • cruii^ or when In porC i&e ^p wUI run enciusiyety on bunkers.This dual fuel tys- yddi an outdoor svrimming pool andan room. In additloih each crew-. V A In addidoB to their ti^nla^ at Piimy Point, the Aquarius crew participated ia a second mOndi -of tSchopUng in Qnih^ to gi^ a fiist^ look at die Aquariusi ahd become more i^miliar with her speixifiro. A special LNG hre^fhig couisel was a pan of this tmijamg. While in Quimty, ^Executive Vice Piosident Flunk Bro^ visited i die crew to 1^^ that; , From^'SroplnAtw •mil crew agreed that the emphasis of all dieir training was on personal and shiphoard safety. Sealhurer Vasco Worcii- sailing QMEn, said that "the training and the ^ learning was a great challenge for me. 1 I wasm't sore If I could do it. But I , 1 woiimd hard and came dtroujgh it dkay. I I am now looking forward to die dial-j I lenge of woiking on her." | Continued on next page • • k .: - m In above pfioto, SlU Yokohama Port Agent Frank Boyne, left, and National MEBA's Leon Shapiro visit LNG terminal in Osaka Japan, the unloading site for the Aquarius' cargo. Photo below gives a good view of the terminal itself. - .^r, U LJ U LJ U LJ U U U U U LJ \.VV \ Y •% k§^3_.. « SIU Executive Vice-President Frank Drozak, In talking about the crewing of the Aquarius at* a recent memIn the Aquarius' cargo control room, located above decFmidship are, from the left: Billy Nuckol^^cermie^o^Nell McGowan, on his first trip, ordinary seaman; John Smith, cargo engineer, and Clyde Phillips, third mate ' nf ^ the US mercham m^ahne ^ manning nee s of training for t'rst LNG crew. Seafarers visited LNG terrninal at Cove Point, Md. Here they inspect At Cove Point LNG Terminal, Seafarers give empty LNG tank the once-over. instructor Bill Eglinton, who teaches part of the LNG course at the Lundeberg School, demonstrates properties of LNG to upgraders. �: tjd^u€i^€t€^ = lAe SBea^e^ m Aquarians "take a keen delight in all sorts of travel, and will, no doubt, travel much in the course of their lives. Travel affords an outlet for their adventurous and enterprising nature, and adds much to their store of knowledge." Aquarians "possess a good degree of the spirit of adventure." [ "It has been said that the Aquarians universal interest will one day be the' attitude of the entire world." Aquarians "represent the intellectual and scientific spirit of their age and generation. The entire unlicensed crew of the Aquarius pose for their graduation photo after completing their LNG training at the Harry Lundeberg School in May. They are, (kneeling I. to r.): Billy Mitchell, able-seaman; Imro Solomons, QMED; Robert Gonzalez, utility/messman; James Mullally, able-seaman; Emmett Albert, utility/ messman, and Tom Murray, wiper. In the second row, from the left are: Joe Morrison, able-seaman; Vacso Worell and Dominick Orsini, QMED's; Frank Costango, steward/cook; Tom Schou, ordinary seaman, and Larry Dockwiller, utility/messman. In the third row, from the left are: Ed Sullivan, ordinary seaman; Chris Haggerty, baker; Neil McGowan, ordinary seaman; Gene Bousson, able-seaman; Billy Nuckols, recertified bosun, and George Bruer, able-seaman. Conliniu'd from preceding page Another crewmember, Seafarer Joe IMorri.son, sailing able-seaman, said, "these ships are the future for us, and it is up to us to accept the challenge to upgrade ourselves and man these ships properly." He continued, "my advice to SlU members is don't get left behind, get your training now." Brother Morrison, who jokes that he "could almost register to vote in Piney Point," has attended educational con­ ferences at the Lundeberg School and has upgraded to Quartermaster there in addition to his LNG training. The remarks of these Seafarers, which were echoed by many of the Aquarius crewmembers, serves to underscore tbe absolute necessity of training and upgrading to the future of the SlU. LNG ships are only the latest in a long line of high technology merchant vessels that have burst onto the scene in recent years, and that require highly skilled seamen to man them. Since 1970, the U.S. merchant fleet has seen the advent of the SL-7, LASH ships, roll-on/roll-off ve.ssels, and supertank­ ers like the SlU-manned Brooklyn, Williamsburgh, New York and Massachusetts. The SIU has been able to bring the vast majority of these new ships under SIU contract because SIU members have taken the time to learn the neces­ sary new skills by upgrading themselves. But to keep winning these contracts, SIU members must continue to do their part and upgrade. As one member of the Aquarius crew put it, "the future is now and its up to us to meet the challenge." Aquarius Follows a Long Line of Innovative Ships �-t. -ii Adequate LNC Facility Needed in California A crucial link in the chain of ap­ proval for the all-Alaska natural gas pipeline now rests in the hands of the State of California. This all-American route can bring the nation enormous economic and energy benefits. But if California fails to do its part, the entire project may fall apart. The all-Alaska gas pipeline, which has been proposed by the El PasoAlaska Gas Company, would bring natural gas down from Alaska's rich North Slope fields to a liquefication plant to be built near the southern port of Valdez. From there it would be carried on LNG tankers down the coast to a proposed regasification terminal off California. The California terminal is an es­ sential part of the El Paso system, but it has not been fully approved yet by the State legislature. Last month SIU President Paul Hall wrote California Governor Ed­ mund G. Brown, Jr. urging his sup­ port for the siting of one or two LNG terminals off the California coast. Hall explained that the facility must be large enough to handle natural gas from the North Slope as well as from South Alaska and Indonesia. California's support would be a significant factor to be considered by President Carter and Congress be­ fore they make their final decision on the pipeline route. The SIU has supported the El Juno. 1977 Paso project since it was proposed. Seafarers would, of course, gain jobs aboard the LNG ships used in this pipeline route as well as in the tug and barge traffic hauling materials and equipment for its construction. But we also support it because, unlike the two competing transCanadian pipeline proposals, its con­ struction and operation would use American labor. Moreover, El Paso's construction schedule promises de­ livery of the much-needed gas to U.S. markets one to two years ahead of the Canadian projects. And last win­ ter demonstrated the value of the promise to states throughout the country where severe gas shortages developed—including California. the Canadian proposals. The El Paso pipeline has received praise from another West Coast Governor Dixie Lee Ray of Wash­ ington. In her March letter to Presi­ dent Carter, Governor Ray outlined the many benefits it holds for her state and the country — just as Alaska Lieutenant Governor Lowell Thomas, Jr. did before the Califor­ nia Commission for Economic De­ velopment last month. We now ask Gov. Brown to ap­ prove an adequate California LNG terminal that could handle the gas from an all-Alaska pipeline. A PLACE TO TIE UP California is not being asked to make any sacrifices for the rest of the country in approving the LNG ter­ minal. It would benefit not only by quick delivery of the gas but also in a big way from the jobs and other economic advantages of the entire project. In his letter to Gov. Brown, Hall stated that the El Paso project would create an estimated 121,000 manyears of employment in California, including 16,500 man-years in the construction of the regasification ter­ minal alone. He also pointed out that the total capital investment of the project in California would be about two-and-one-half times greater than Official Publication of the Seafarers International Union of North America, Atlantic, Gulf, Lakes and Inland Waters District, AFLCIO Vol. 39. No. 6 Executive Board Paul Hall President Frank Drozak Joe DiGiorgio Executive Vice President Secretary-T reasurer LETTERS TO THE EDITOR Cal Tanner Vice President Earl Shepard Lindsey Williams Paul Drozak Vice President Vice President Vice President Will Study Chemistry [tirnrrrn;;., luioR mssi Marietta Homayonpour <S i I received the Union's letter of May 14, 1977, advising that I am one of the recipients of a $10,000 scholarship which is granted by the Seafarer's Union. I am indeed grateful to the Seafarers' Union for providing such an oppor­ tunity to dependents of the union members. This is especially meaningful to my parents because my younger brother will be attending college in two more years. It is a very secure feeling to know that my college plans will be able to pro­ ceed for the next four years without any financial pressures. These are my plans for the time being. I plan to attend the University of North Carolina at Chapel Hill where I have been accepted since last Novem­ ber. There I will study along a chemistry orientated line in which I hope to obtaii: "Bachelor of Science degree with my major in chemistry. I will keep you4n{-0TmedTDMater developments. 389 Editor-in-Chief James Gannon Managing Editor Ray Bourdius Ruth Shereff Marcia Reiss Assistant Editor Assistant Editor Assistant Editor Frank Cianciotti Dennis Lundy Chief Photographer Associate Photographer Marie Kosciusko George J. Vana Administrative Assistant Production/Art Director Published monthly by Seafarers International Union, Atlantic. Gulf. Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel, 499-6600. Second class postage paid at Brooklyn, N.Y. Editor, Change of Address Or New Subscriber SEAFARERS LOG 675 Fourth Ave., Brooklyn, N. Y. 11232 1 would like to receive the SEAFARERS LOG—please put my name on your mailing list. (Prim tn/ormailon) - NAME ADDRESS CITY STATE ZIP. SIU members please give: Bk # Soc. Sec. # /. TO AVOID DUPLICATION: If you are an old subscriber and have a cbangie of address, please give your former address below or send mailing-label from last issue received. i Gratefully yours, L. Warren Collier, IV Colnjock, N.C. Commends Heroism On Jan. 6, 1977, Seafarer Harold Wallace was involved in rescue operations aboard the SS New York. In reviewing the reports concerning this incident, we note the rescue attempt undertaken by him to have displayed a high degree of personal heroism. This action was taken with full knowledge of the risk involved. However, his con­ cern for his fellow shipmates caused him to undertake such risk. The courage which he displayed is truly in keeping with the highest tradition of the U.S. merchant marine. On behalf of myself and the entire organization, we Gommend him for his participation. (Story, page 32, April 1977 Log.) t--' ADDRESS V•,v .. CITY STATE ZIP. Very truly yours, Robert Bassett, Vice President Interocean Management Corp. June 1977 / LOG / 23 �l«?^«»»-.*'S5eL:-- Wage, Cost of Living Increases Up Scale 7 Percent Following is a complete breakdown of how the 5 percent contractually negotiated wage increase and the 2 percent cost of living adfustment in the deep sea contracts affect the base wage, overtime, premium overtime and penalty rates for all shipboard ratings sailing under both the Standard Tanker agreement and the Standard Freightship agreement. Both increases went into effect as of June 16, 1977. The increases are based on wages earned as of Dec.! 6,1976. Seafarers are reminded that vacation pay will also be increased by the co.st of living adjustment. It is .suggested that you cut out the information below and make it a permanent part of your present Freightship and Tanker agreements. Standard Tanker Agreement Base Monthly Wages Premium Rate Sat-Sun & Holidays Rating 6/16/77 6/16/77 Overtime Rate Excess of 8hrs. Mon.-Fri 6/16/77 O.S. Deck Maintenance Ordinary Seaman 1220.85 1 106.69 1065.19 908.33 799.38 733.96 633.88 10.60 10.19 9.29 7.92 6.99 6.42 5.55 5.78 5.78 5.78 4.43 4.43 3.51 3.51 1220.85 1 1 16.81 1116.81 .. 988.70 " ' 899.22 '• 910.26 799.38 799.38 733.96 733.96 10.60 9.73 9.73 8.52 7.99 7.85 6.99 6.99 6.42 6.42 5.78 5.78 5.78 5.78 5.78 4.43 4.43 4.43 3.51 3.51 1220.85 1220.85 1 1 1 I.IO 1069.61 960.10 937.46 831.53 831.53 612.77 612.77 10.60 10.60 9.68 9.31 8.37 7.92 6.83 6.83 5.38 5.38 5.78 5.78 5.78 5.78 5.78 5.78 4.43 4.43 3.51 3.51 Base Monthly Wages Premium Rate Sat-Sun & Holidays Rating 6/16/77 6/16/77 Overtime Rate Excess of 8hrs. Mon-Fri 6/16/77 Boatswain tSL 7's, Boatswain Carpenter A.B. Maintenance Quartermaster . . . 1173.34 1037.77 954.79 882.34 832.21 790.10 660.23 617.59 10.10 9.04 8.32 7.69 7.25 6.89 5.40 5.40 5.78 5.78 5.78 4.43 4.43 4.43 3.51 3.51 1255.31 1220.85 1220.85 1220.85 1 141.26 1 141.26 1 141.26 1 141.26 1170.64 1040.24 970.40 1 173.34 1046.47 998.52 899.09 968.30 912.00 836.50 790.10 850.25 790.10 790.10 790.10 733.92 980.16 912.00 733.92 11.01 10.60 10.60 10.60 9.94 9.94 9.94 9.94 9.12 8.70 8.44 10.10 9.12 8.70 7.84 8.44 7.96 7.31 6.89 7.42 6.89 6.89 6.89 • 6.42 8.44 7.42 6.42 5.78 5.78 5.78 5.78 5.78 5.78 5.78 5.7i: 5.78 5.78 5.78 5.78 5.78 5.78 5.78 5.78 5.78 5.78 4.43 4.43 4,43 4.43 4.43 3.51 5.78 4.43 3.51 I1 173.34 10.10 10.10 9.04 8.05 7.84 6.83 6.83 6.83 5.38 5.38 5.78 5.78 5.78 5.78 5.78 4.43 4.43 4.43 3,51 3.51 Q.M.E.D Chiel Pumpman Oiler Maintenance Utility Oiler Wiper Steward/Cook Chief Cook . . . Cook & Baker . rhird Cook . . . Assistant Cook Messman , . , . Utilitvman . . . PENALTY RATES OFF WATCH—MONDAY THROUGH FRIDAY EFFECTIVE 6/16/77 Group I 6.45 Group M 5.17 Group ill Standard Freightship Agreement O.S. Maintenance Ordinary Seaman Chief Electrician Crane Maintenance/Electrician Second Electrician Engine Utility Reefer Maintenance Refrigerating Engineer (When one Refrigerating Engineer (When three Chief ? 2nd Assistant Q.M.E.D Plumber/Machinist Unlicensed Junior Engineer (Day) Deck Engineer Engine, lltilii.): Evaporator/Maintenance Oiler Oiler ( Diesel) Watertender Fireman/Watertendcr Fireman Wiper Ship's Welder/Maintenance Oiler Maintenance Utility General Utility Deck/Engine ; ! Chief Steward (SL 7's, SL l«'s, Lash & Mariner) Stiiward Cook Chief Steward Chief Cook CiH)k & Baker Second Ctv>k. . r/.- - • Third Cook - 4.60 1 173.34 1037.77 922.40 899.08 79().l() "719.42 779.42 612.78 612.78 ^ • • Assistant Cook Messman Utilityman PENALTY RATES OFF WATCH—MONDAY THROUGH FRIDAY EFFECTIVE 6/16/77 Group 1 24 / LOG / June 1977 6.45 ' Group II 5.17 Group 111 4.60 ' - �mmxz $3.50 for a 10-Hour Day, 6-Day Week, in 1918 on Harbor Boats Among the papers of his father, Capt. Fred T. Tribble, a New York City compass adjuster, SIO pensioner Paul S. Tribble found a wage scale agreement for N.Y. Harbor boatmen on tugs, barges, lighters, and ferryboats that in 1918 paid a barge captain $3.50 for a 10-hour day, 6-day week at $85 a month. That was a 60 hour work week! Other barge and lighter captains with steam or gasoline hoisting gear cacacity of over 15 tons got up to $3.75 to $4 for their 10-hour day . . . between 6 a.m. to 7 p.m., one hour being al­ lowed for the noon meal . . ." Another provision in their contract was that "For being required to be on his boat at night for watching or towing, the captain shall receive $1.-50 per night." For "Work in connection with cargo as distinct from watching, in excess of 10 hours per day where these hours were in effect at the time of or prior to this award, or in excess of 12 hours per day where a 10 hour day was not in effect, and in excess of six days per week, shall be compensated at the rate of time-and-one-half." And "All carfares in excess of 10 cents per day are to be paid by the em­ ployer to men living within the metro­ Personals politan district, and all carfares to be paid by the employer when the men are on company business." Captains of coal, grain and scowboat were paid $85 a month and got ... $1 per night when required to be active on their boats in connection with the loading or discharging of cargo at piers or alongside any vessel or in coal port." Ms. Shirley Perry asks that you contact her at 10301 Burin Ave., #1, Inglewood, Calif. 90304. Matthew Olko Mom, Son Sail on Boat Twice Stationary hoisting engineers were fortunate. They received from $4.25 to $5 per day for their efforts. Ferryboat wheelmen, oilers (without licenses) and firemen received the mag­ nificent sum of $95 per month wage. Deckhands got a measly $85 a month pay. An oiler with a U.S. marine license was well paid, he thought, at $100 a month. And their working conditions were gems: "One day off each week with pay shall be granted to all the above em­ ployes, the day to be determined by the employer." Lower employes in the pecking order, like deckhands, oilers, firemen, cooks and floatmen on tugs were paid anywhere from $75 to $80 a month with board. Here's Boatman David Tackett (left) at home with his mother, Boatwoman Lucille Thompson with whom he's sailed twice on towboats plying the Ohio and Mississippi Rivers during the last three years. She's a relief cook for the Orgulf Transport Co. of Cincinnati, Ohio and he's a leadman and deckhand for both the SlU-contracted Orgulf and the American Commercial Barge Line Co. of Jeffersonville, Ind. They both reside in Granite City, III. Personals Eusebio Figueroa Your son asks that you contact him immediately. Contact Eusebio and Car­ men Magaly, 1921 Morris Ave., Apt. 32, Bronx, N.Y. 10452, or call your brother Angel at (212) 293-6610. Personals Courtland Smith asks that you con­ tact him at (212) 624-3075. Personals John T. Ross Jimmy Harrington Please contact the Log office at (212) 499-6600, ext. 242. Pedro Del Valle asks that you con­ tact him as soon as possible on the SS Houston (Sea-Land) or write him at 721 Del Parque St., Santurce, Puerto Rico. Gary Lee Spell Cindy asks that you contact her at the following address: Mrs. Cindy Spell, Fulbright and Jaworski, 6th floor, 800 Bank of the Southwest Building, Hous­ ton, Tex. 77002. Hans Jensen Hammer Emil Olko asks that you contact him as soon as possible at 115 East Clifton Ave., Clifton, N.J. 07011. not receive his day off, shall be allowed each employe." All this is a far cry from today's pay and working conditions won by Inland Boatmen. 'More Fortunate' Personals Manuel Luis Perry, Sr. These poor souls had to work 12 hours a day and ". . . If board is not furnished by the company, 75 cents per day in lieu thereof for six days per week, or seven days if the employe does Leonard E. Maham Mrs. Jimmy Nettles asks that you contact her at (904) 751-0043. I,.-:'•''K John Joseph Reel Great L ^ <r! t:. • Karen at the Heart of Jacksonville asks that you contact her as soon as possible at 355-3744. •TOTAL REGIS'fEREt) i Alt Groups Class A Class B Class C Charlie Gard Chris Killeen asks that you contact him as soon as possible c/o 926 Mon­ roe, Scranton, Pa. 18510, tel. (717) 347-4449. 2 3 2 0 2!^ 1 0 4 2 • •1 .'ii , TOTAL SHIPPED All Groups .Class A. Clasi;)|;'-^»ss,C.;, 'PS Class A Class B Class C DECK DEPARTMENT 12 23 1 0 1 Antonio Rodriguez Enoy Napoles asks that you contact him as soon as possible at (212) 9923688. 7 4 8 11 2 1 0 1 1 2 39 0 1 10 0 0 10 Larry Richardson Mont (Fingers) McNobb asks that you contact him as soon as possible at 98 Mason St., San Francisco, Calif. 94162, tel. (415) 362-0326. Larry Richardson Mont (Fingers) McNobb asks that you contact him as soon as possible at 98 Mason St., San Francisco, Calif. 94162, tel. (41$) 362-0326. 12 1 ••'i 4 23- . 5 1 0 0 9 7 0 2 0 11 ENTRY DEPARTMENT James Andrew Donohue Your mother asks that you contact her at 33 Lamlash Cres., House No. 35, Glasgow G-33 3L.J., Scotland, U.K. Buffalo . .> ....:. ....'I ^ . Cleveland >/. r.i....... Detroit ........ •.,... Duluth ................. ...... . .W. 2 4. Frankfort Chicago .. Totals .. .••. .:.. ..'............ Totals All Departments ............,.T ^ 114 56 94 125 77 '3 7 vi; jAlpena\.;v'..-;v.. Richard Mottram, Sr. Youf dau^TeFTJinda asTs that you contact her as soon as possible at 3747323. ... • 26 7 2 ~ 7 13 4 2 1 36 110 12 0 5 12 3 4 1 37 54 27 20 15 74 39 18 0 193 217 *"Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. June 1977 / LOG / 25 >"/ �a UNION SHOP CARD feature: liMlONSHOp Beauticians Association has made the sponsorship and promotion of educational advancement one of its most important goals for all its members. This benefits the public as well as barbers and beauticians—welltrained operators mean well-groomed customers! In the 1960's and early 70's, the barber and beauty professions were dealt an economic blow as long hair became fashionable. ! Sign oS Better Service Need a trim, a set, a manicure? Next time you need barber or beauty services, be sure to look for the Union Shop Card. The card is more than your guarantee of quality service, it also insures your continuing support of union labor. TMt« CARD (ft THr PROPtRT* OF ANO I5 iS5urn BV AU THORITV or THC BARBCRS BC:A(JTIC<ANS AND AI LIKO INDUSTRICB INTERNATIONAL AASOQIATION AND IS SUBJECT TO THE CONDITIONS AS SET rORlM ON TMk BACK HCRCOr K Today, a returning interest in personal grooming has meant that the number of barbers and beauticians is growing. And so is the importance of the Union Shop Card, the symbol of skilled, professional service. Plants manufacturing barber and beauty products are also being organized, and their products bear the "Union-Made" label of the Association. All union members can lend their support to the Barbers and Beauticians Association by always patronizing Union Shop Card establishments. ta I p MAD* <M U « A The Barbers, Beauticians and Allied Industries International Association, AFL-CIO, CLC, founded December 5,1887, received its charter in April 1888 from the American Federation of Labor. In its long, proud history, the Barbers and A-tA Union Label and Service Tredei OepertmanI, AFL-CIO 'Me Zkougkt Me Was 7lym' Migk at—MPMZ If you smoke pot or hashish or use was still in neutral. Crisis over. As one of the policemen walked over He eased away from the curb and to the car, Tom tried to calm himself any kind of drugs at all on ship or down. He figured that the best tact ashore, you might be interested in the drove a few blocks to the entrance of would be to remain as cool as possible, following unusual story. It's true, no the Grand Central Parkway in Queens, answer all questions politely, admit that N.Y. He had already gotten one speed­ kidding. This guy, his name was Tom, went ing ticket on this exact same road the he was speeding arid simply accept the ticket without an argument. to a party this particular Saturday night, previous month, so he promised him The cop, a man of about 50 or so, and between him and about five or six self to be extra careful this night for bent down a bit and asked Tom how he of his friends, smoked a couple of good two reasons: first, he was flying high sized pipes of hashishr~5n -hk- -own— -and ^as-afraid cjflciliing-him-selx; see-- —was-•feeitiif:-T©m--nervotisly -answered ond, he had half an ounce of grass and that he felt fine. words, he "was smashed." The cop then asked him if he thought The party broke up at about 3 o'clock a small chunk of hashish on him, and he was in no shape to face the law if he he deserved a ticket. Tom immediately in the morning, so Tom figured he'd expressed his sorrow for speeding and call it a night and head home. As he got stopped. So as he drove along the parkway, told the cop, yes, he did deserve a ticket. stumbled down the block humming a The policeman, looking a little bit tune, all he could think about was sink­ he stayed exclusively in the far right lane letting the faster traffic pass him shocked, then asked Tom how fast he ing his oversized cranium into the soft on the left. thought he was going. Tom didn't really pillow on his bed. Flashing Lights know for sure, but since the speed limit He fumbled around a bit looking for was 50 mph, he said he thought he was his car keys and then took a minute or Everything seemed to be going fine as two trying to find the keyhole in the car he cruised along listening to the music. doing about 60 or 65. door. He finally got the door opened, But sure enough, he was on the highway The cop. looking more shocked than positioned himself in the driver's seat, no more than five minutes when he no­ ever, opened Tom's door and politely started it up and turned the radio,on. ticed the flashing lights of a police car said, "Son, would you mind stepping He let the car warm up for awhile alongside him to the left. The cop in out of the car." as he listened to the music. He then the passenger seat was motioning him In a deep panic now, Tom blurted turned the wheel and stepped on the to pull over to the shoulder. out, "Why, what seems to be the matter gas but the car just whined a bit and Tom obeyed promptly, but as he officer?" The cop said simply, "Son, yon wouldn't move. He went into a minor pulled over he went into a mild para­ were doing four." panic because he knew absolutely noth­ noid panic. What was he going to say? Tom was arrested for driving while ing about cars. Bui he glanced at the How was he going to face these cops in under the influence of drugs, and was steering column and noticed the car his condition? booked for possession after a .search 26 / LOG / June 1977 turned up his grass and hashish. In the long run, Tom got off pretty easy, though. He was convicted of pos­ session of small amounts of grass and was given a fine. And the traffic judge suspended his license for one year, along with slapping him with a fine. All in all, things worked out okay for TomTTTut if^e had been a merchant seaman, his trouble would just have started. Yon see, any drug conviction of any kind is a sentence of life for a merchant seaman. That is, the Coast Guard, by no means as lenient as some local au­ thorities when it comes to drugs, will revoke your seaman's papers for life, and that means the end of your career at sea. No matter what anyone says about pot, however, there are some people who will smoke it anytime, anywhere. If you're one of those people, at least have the courtesy not to smoke while on duty, for your own good and the good of the entire crew. There are enough dangers involved with working at sea. So don't make the situation worse for anyone by trying to work while flying alongside the flying bridge. �Port agents met daily during the two-day confab in the fantail of the HLS schooiship Zimmerman. SlU President Paul Hall led the con­ ference discussion on manpower. Port Agents Prepare to Meet Manpower Need Manpower was the key word at the SIU port agents' conference held on May 26 and 27 at the Harry Lundeberg School in Piney Point, Md. Port agents and Union officials from coast-to-coast came to the School to exchange ideas on the best way to meet the maritime industry's growing need for qualified seamen and boatmen. The HLS setting was appropriate to the issue at hand since its excellent training facilities were referred to again and again as the Union's best hope for the future. "I wish we had something like this when we were starting out,"SIU Headquarters Rep­ resentative Fred Famen remarked. The meeting began with individual reports on port activity. Speaking, from left to right, are: Port Agent Gerry Brown (Famen celebrated his 73rd birthday from Mobile; Joe Sacco, Headquarters Representative from Houston, and George Costango, Piney Point port agent. at the conference.) HLS President Hazel Brown, who serves on two Government commit­ tees for labor apprenticeship pro­ grams, reported that the HLS is na­ tionally recognized as one of the nation's outstanding union schools. The port agents all had good re­ ports to convey on the HLS trainees they had shipped or put on boats. Several plans were discussed to get more members from all divisions to take advantage of the HLS upgrading programs, which are the SIU mem­ ber's ticket to higher pay and better job security. The Gulf ports are one area where more manpower may soon make the Philadelphia Port Agent John Fay, left, and Puerto Rico Port Agent Juan Reinosa presented their views. At right is HLS di£feience between meeting and not President Hazel Brown who explained her role this year serving on Government labor training committees. ifieeting the challenge of new job opportunities, SIU Vice President Cal Tanner pointed out. He alerted the port agents to the possibility of Cuban trade opening up for the Mi­ ami, Tampa and Jacksonville areas. The port agents conference im­ mediately followed the Trustee meet­ ings, a regular gathering of SIU and management representatives who are the overseers of the Union's welfare, pension and vacation plans as we!! as funds for the HLS and the SIU hiring halls. Held back to back every two months with the Trustee meetings, these two-day port agent confabs foster granger ties among the SIU leadership so that it can otter the b^t representation for the Unions widespread membership. |p Headquarters Representative Fred Farnen (second from rigtit) celebrated his 73rd birthday during a break in the conference. He Is shown here flanked by well-wishers, from left: Joe SIgler, Chicago port agent; Jack Bluitt Detroit port agent, and Leon Hall, Headquarters Representative. Photo at right shows some of the management representatlves, front row, at the SIU Trustees meeting, which preceeded the port agents conference. June 1977 / LOG / 27 �What Does "Service" Mean Under the Seafarers Pension Plan? I In the February, 1977 edition of The LOG, a summary outline of the Sea­ farers Pension Plan was printed. Due to space limitations, many details of the rules and regulations could not be in­ cluded. Some questions arose concern­ ing "Service," such as: 1. What is Service? 2. Does Service include only time an employee actually works? 3. Does an employee get credit for service during periods when he is unable to work due to temporary illness or injury? 4. What else may be counted towards Service? The answers to these questions will be found in the Summary Plan Descrip­ tion booklet which will be distributed to all participants of the Seafarers Pen­ sion Plan within the next several months. In the meantime we have pre­ pared this article to provide answers to these specific questions about Service. WHAT IS SERVICE? The Seafarers Pension Plan uses the term "SERVICE" to mean: a. Periods of employment with an employer who is obligated to con­ tribute to the Pension Plan Fund, and b. Periods of temporary disability during which an employee receives Sickness and Accident Benefits or Hospital Benefits from the Sea­ farers Welfare Plan or Mainte­ nance and Cure Benefits from his employer; c. Also included as Service are those periods of service in the Armed Forces of the United States which must be credited pursuant to the Military Selective Service Act of 1967. [Note: not all service in the Armed Forces will necessarily be counted, so please check this with the Plan oflBce.] d. Credit for Service will be given for periods prior to July 1, 1962, dur­ ing which a Seafarer or Boatman was certified as "NOT FIT FOR DUTY" by the United States Pub­ lic Health Service or other appro­ priate medical authority, provided the employee engaged in covered employment prior to said period of disability. RECEIVING CREDIT FOR SERVICE The amount of Service an employee is given credit for is based upon the number of days he accumulates during these periods of Service. Service lost due to a Break in Service will not, of course, be counted. DEFERRED VESTED PENSION An employee will receive credit for One Year of Service for each calendar year during which he receives credit for 125 days of Service. An employee with at least 10 Years of Service is eligible for a Deferred Vested Pension. MEETING THE SERVICE REQUIREMENTS FOR THE OTHER PENSION PLAN BENEFITS should overlap two calendar years, only the first 39 weeks (273 days) during one continuous period of disability, shall be counted.] It is most important for an employee to know which periods of Service are counted in determining whether he has satisfied the Service Requirements for a particular Pension Benefit. This in­ formation follows: SPECIAL EARLY NORMAL PENSION In Satisfying the 7,300 Days of Service Requirement— EARLY NORMAL PENSION In Satisfying the 7,300 Days of Service Requirement— 1. Only periods of employment (Deep Sea or Great Lakes) and 2. Certain periods of service with the Armed Forces of the United States, shall be considered. [It is important to note: Periods of tem­ porary disability are NOT counted in determining whether an employee has met the 7,300 Days of Service Require­ ment.] In Satisfying the 90 Days Requirement— An employee shall be given credit for the number of days he accrues or ac­ cumulates during periods of temporary disability during which he receives Sick­ ness and Accident, Hospital or Mainte­ nance and Cure Benefits for the purpose of meeting the "90 Days of Service" during the calendar year preceding the employee's date of application, require­ ment. [NOTE: If the period of disability Seafarers Welfare, Pensi^ and Vacation Plans Cash Benepts Paid Apr. 21. May 25,1977 SEAFAREfes WELFARE ELIGIBJ4ES Death In Ho; pital D#ily (§ $1.00 .. In Ho pitalXSily ® $3.00 .. Hospi al ^ H^pital Extras .. Surgic Sickn Speci Opti Suppljsmenta 1. Only periods of employment (Deep Sea-Great Lakes), and 2. Certain periods of service with the Armed Forces of the United States, shall be considered. [h is important to note: Periods of tem­ porary disability are NOT counted in determining whether an employee has met the 7,300 Days of Service Require­ ment.] REGULAR NORMAL PENSION In Satisfying the 5,475 Days of Service Requirement— 1. At least Vs rds of the required Serv­ ice must be accrued during: a. Periods of employment, and b. Certain periods of service with the Armed Forces of the United States; And NO MORE than V6rd of the re­ quired Service may be accrued during: a. Periods of temporary disability • during which employee received Sickness and Accident, Hospital or Maintenance and Cure Benefits, and/or b. Periods, prior to July 1,1962, dur­ ing which an employee was certi­ fied as "NOT FIT FOR DUTY" by the USPHS^ etc. DISABILITY PENSION In Satisfying the 4,380 Days of Service Requirement— 1. At least 2/Srds of the required Serv­ ice must be accrued during: a. Periods of employment, and b. Certain periods of service with the Armed Forces of the United States; And NO MORE than Vsrd of the re­ quired Service may be accrued during: a. Periods of temporary disability during which employee received Sickness and Accident, Hospital, or Maintenance and Cure Benefits, and/or, b. Periods, prior to July 1,1962, dur­ ing which an employee was certi­ fied as "NOT FIT FOR DUTY" by the USPHS, etc. In Satisfying the 90 Days of Service Requirement— An employee shall be given credit for the number of days he accrues or ac­ cumulates during periods of temporary disability during which he received Sick­ ness and Accident, Hospital, or Mainte­ nance and Cure Benefits, for the pur­ pose of meeting the requirement of 90 Days of Service during the calendar year preceding the employee's date of appli­ cation. [NOTfe: If the period of disaljility should overlap two calendar years, only the first 39 weeks (273 days) dur­ ing one continuous period of disability shall be counted.] IF YOU HAVE QUESTIONS ABOUT YOUR ELIGIBILITY OR THE PEN= SION BENEFITS PLEASE CONTACT YOUR LOCAL UNION REP­ RESENTATIVE OR WRITE: SEAFARERS PENSION PLAN 275 20th Street Brooklyn, N.Y. 11215 28 / LOG / June 1977 m �Eino A. Salo, 65, joined the SIU in the port of Duluth in 1960 sailing as an oiler for the Buckeye Steam­ ship Co. Brother Salo sailed 38 years on the Great Lakes. He was born in Superior, Wise, and is a resident of Wentworth, Wise. amPENSIONERS Ralph E. Seckinger, 62, joined the SIU in the port of Tampa sailing as an AB. Brother Seckinger sailed 41 years. He was born in Ocala, Fla. and is a resident of Tampa. Charles R. Piscnner, 63, joined the Union in the port of Frankfort, Mich, in 1959 sailing as an AB. Brother Pischner is a veteran of the U.S. Army in World War II. He was born in Michigan and is a resident of Green Bay, Wise. Pedro A. Suarez, 61, joined the SIU in 1949 in the port of New York sailing in the steward department for 31 years. Brother Suarez was born in Spain and is a naturalized U.S. citi­ zen. He is a resident of Carnoedo, Spain. iff. William J. Shadeck, 59, joined the SIU in the port of Detroit in 1959 sailing as an oiler on the Great Lakes for 38 years. Brother Shadeck was born in Karthaus, Pa. and is a resi­ dent of Erie, Pa. James C. Stewart, 65, joined the SIU in 1947 in the port of New Or­ leans and sailed as a chief electrician. Brother Stewart was also a member of the International Sailors Union (ISU) in 1936 and the National Mari­ time Union (NMU) in 1947. He sailed 32 years, attended the HLSS in 1967 and graduated from the SIUMEBA District Engineering School. Seafarer Stewart js a veteran of the U.S. Army Infantry before World War II. Born in Delaware, he is a resident of Mobile, Ala. Chester I. Spinks, 61, joined the SIU in 1946 in the port of New Or­ leans sailing as an OS for 31 years. Brother Spinks is a veteran of the U.S. Army in World War II. He was born in Mobile and is a resident of Andalusia, Ala. Robert E. Lee, 63, joined the Union in the port of Norfolk in 1963 working as a watchman for the Mc­ Allister Brothers Pier Employes Co. from 1956 to 1977. He was born in Martin County, N.C. and is a resi­ dent of Chesapeake, Va. William L. Rains, 63, joined the Union in the port of Norfolk in 1960 sailing as a deckhand for the PennCentral Railroad from 1937 to 1977. Brother Rains is a veteran of the U.S. Army in World War II. He was born in Bohannon, Va. and is a resi­ dent there. Robert C. Smith, 53, joined the Union in the port of New Orleans in 1956 sailing as a deckhand and oiler on the tug Sandra for the Crescent Towing and Salvage Co. from 1954 to 1977 and the West Bank Electric Co. from 1951 to 1956. Brother | | Smith sailed 25 years. He was born in Chunky, Miss, and is a resident of Algiers, La. Melvin L. White, 65, joined the Union in the port of Norfolk in 1960 sailing as a deckhand and barge cap­ tain for the Penn-Central Railroad from 1941 to 1977. Brother White sailed 49 years. He was bom in Mathews, Va. and is a resident of Mobjack, Va. Hoyt L. Tanner, 57, joined the SIU in the port of New York in 1950 sailing as a fireman-watertender and oiler. Brother Tanner sailed 33 years. He is a veteran of the pre- and World War II U.S. Coast Guard. A native of Rockdale, Ga., he is a resident of New Orleans. Harvey Trawick, 62, joined the SIU in 1939 in the port of Mobile sailing as a bosun. Brother Trawick sailed 41 years and has a chief mate's license. He was born in Alabama and is a resident of Mobile, Ala. Anthony J. Zaleski, 65, joined the SIU in 1944 in the port of New York sailing as an AB. Brother Zaleski sailed 35 years and was a ship's dele­ gate. He was born in New York City and is a resident of East Meadow, L.I., N.Y. Joseph C. Wallace, 60, joined the SIU in 1941 in the port of New York sailing as an AB. Brother Wallace sailed 36 years. He is a veteran of the U.S. Army in World War II. Sea­ farer Wallace was born in South Norfolk and is a resident of Virgina Beach, Va. where he will continue his hobby of woodworking. Lars Brekke, 62, joined the Union in 1948 in the port of Galveston sail­ ing as an AB and captain for the Caribe Tugboat Corp from 1974 to 1977, as a mate for the Sabine Tow­ ing Co. in 1971 and for the G & H Towing Co. in Galveston in 1955. Brother Brekke was born in Aakra, Sumhordlard, Norway and is a nat­ uralized U.S. citizen. He is a resident of Hitchcock, Tex. Waley A. Thomas, 58, joined the Union in the port of Baltimore in 1962 and sailed as a chief steward. Brother Thomas sailed 21 years and upgraded at the Lundeberg School. He was born in Campbell County, Va. and is a resident of Gambrills, Md. William R. Merrill, 62, joined the Union in the port of Norfolk in 1961 sailing as a deckhand for the Curtis Bay Towing Co. from 1948 to 1976 and as a fisherman from 1945 to 1948. Brother Merrill was born in Morehead City, N.C. and is a resi­ dent of Norfolk. Martin Hicks, 66, joined the Union ill the port of Cleveland in 1951 sailing as an AB. Brother Hicks sailed for the Ann Arbor (Mich.) Railroad Car Ferries and was a HLS upgrader in 1974-75 in the Assistant Cook and Baker Course. A native of Dublin, Ireland, he is a naturalized U.S. citizen and is a resident of Benzonia, Mich. Sidney A. "Sid" White, 61, joined the SIU in the port of New York in 1957 sailing as an AB. Brother White sailed 26 years and as a wiper for the Construction Aggregates Corp., Chi­ cago in 1952. He was also an organ­ izer for the inland waters. Seafarer White is a veteran of the U.S. Navy in World War 11. Born in Philadel­ phia, he, is a resident of Pineville, La. where he will pursue his hobby of duck hunting. Rene M. Witlhecker, 65, joined the SIU in the port of Elberta, Mich, in 1954 sailing as a cook for 26 years. Brother Wittbecker was born in Freeport, 111. and is a resident of Eau Claire, Pa. Anthony S. Vardian, 67, joined the SIU in the port of Detroit in 1960 sailing as a conveyor gatcman for the McKee and Sons Steamship Co. on the Great Lakes for 38 years. Brother Vardian was born in Michigan and is a resident of Escanaba, Mich. Edward E. Zubatsky, 65, joined the SIU in the port of New Orleans in 1961 and sailed as a bosun and chief steward. Brother Zubatsky sailed 18 years. He was born in Man­ itowoc, Wise, and is a resident of New Orleans. Benjamin Franklin Pruitt, 63, joined the Union in the port of Nor­ folk in 1961 sailing as a deckhand and launchman for McAllister Broth­ ers Towing Co. from 1953 to 1956, for Allied Towing from 1963 to 1977, Merritt, Chapman & Scott from 1955-56 and 1962 to 1963 and as operating engineer, mate and cap­ tain for the Southern Transport Co. and the Carolina Towing Corp. in 1964. Brother Pruitt was born in Pikeville, Ky. and is a resident of Norfolk. Melvin L. Schrade, 58, joined the SIU in 1942 in the port of New Orleans sailing as an AB. Brother Schrade sailed 33 years. He was born in North Dakota and is a resident of Minneapolis, Minn. Thomas Snow, 59, joined the SIU in 1947 in the port of Boston sailing as an AB. Brother Snow is a veteran of the U.S. Marine Corps in World War II. A native of Boston, he is a resident of Dorchester, Mass. Recertified Bosun Manuel "Blackle" Sanchez, 60, joined the SIU in 1938 in the port of Miami and sailed as a bosun. He was at the meeting there when the Union was voted in. Brother Sanchez was bosun on the SS Ogden Willamette (Ogden Ma­ rine) the first SIU tanker to carry U.S. grain to the Soviet Union and return with oil here in 1973. Born in Tampa, Fla., he has been retired in Jacksonville, Fla. where he is an avid golfer. June 1977 / LOG / 29 �Hany £. Larson, 62, joined the Union in the port of Philadelphia in 1961 sailing as a lighter captain for the Independent Lighterage and Pier Co. from 1948 to 1977. Brother Larson was bom in Pennsylvania and is a resident of Philadelphia, John J. Pelish, 67, joined the SIU in the port of Toledo in 1970 sailing as an OS for the American Steamship Co, and Bob-Lo Co. on the Great Lakes for 23 years. Brother Pelish was born in Scarboro, W.Va. and is a resident of Toledo, Ohio where he plans to "work around the house and yard and visit his sister in St. Ignace, Mich, and also visit West Virginia." Alfred P. Marquand, 61, joined the Union in the port of New York in 1960 sailing as a deckhand for the Murry Towing Line Co. in 1939 and for the Penn-Central Railroad from 1939 to 1977 as a deckhand and cook. Brother Marquand is a vet­ eran of the U.S, Army in World War II. Born in Canada, he is a natural­ ized U.S. citizen. Boatman Mar­ quand is a resident of Brooklyn, N.Y. Joseph F. Aysien, 56, joined the Union in the port of New Orleans in 1959 sailing as a tankerman, mate and barge captain for the Tidewater Towing Co. in 1955, Coyle Lines in 1958, Interstate Oil Transport Co. from 1969 to 1974 and for the Ma­ riner Towing Co. and Dixie Carriers that year. Brother Aysien is a veteran of the U.S. Army in World War II. He was born in New Orleans and is a resident there. Chang Ling, 65, joined the SIU in the port of New York in 1957 sail­ ing as a fireman-watertender. Broth­ er Ling graduated that year from the Andrew Furuseth Training School, Brooklyn, N.Y. He is a veteran of the U.S. Army infantry in World War II. Born in Wenchow, China, he is a naturalized U.S. citizen. Sea­ farer Ling is a resident of New York City. Unclaimed Wages The SW members listed below have unclaimed wages due them from Mari­ time Overseas Corporation. If your name is below, the company asks that you contact: Paymaster, Maritime Over­ seas Corporation, 511 Fifth Ave., New York, N.Y. 10017. Also, the company says that the following information should be given by applicants: Social Security number and current address. NAMES W. Flaherty J. Duhadaway W. Sears C. Mills J. S. Matthews R. F,. Flournoy C. J. Cosner F. J. Howard L. D. McDuffie J. R. Bradley J. W. Mullis J. C. Leach A. Maben O. Gatlin, Jr. S. B. Crader A. Mravec C. E. Demers J. L. Bark R. D. Rains M. A. Freeburn F. L. HaU H. J. Breen C. B. Troy R. L. Oppel J. L. Boyce E. S. Spooner H. Chamberlain B.W. Warren T. B. Fleming H. Scott D. A. Clark J. Canfield D. L. Smith J. Downey D. Murray P. Salowsky R. A. Hogan M. Eschenko J. Lopez D. Gomez, Jr. H. Vera T. R. Bolger S. H. Al-Maklani Federal Garbage Rules Federal garbage regulations apply to ships arriving at U.S. ports from all foreign countries (except Canada) and from Hawaii, Puerto Rico, the U.S. Virgin Islands, and Guam, according to the Animal and Plant Health Inspection MEMBERSHIP MEETINGS' SCHEDULE Port New York Philadelphia Baltimore Norfolk Jacksonville Detroit Houston New Orleans Mobile San Francisco Wilmington Seattle Piney Point San Juan .......... Columbus Chicago Port Arthur Buffalo St. Louis Cleveland Jersey City Date July 5 July 5 July 6 July 7 July 7 July 8 July 11 July 12 July 13 July 14 July 18 . July 22 July 9 July 7 July 16 July 12 July 12 July 13 July 15 July 14 July 11 Deep Sea Lakes, Inland Waters I 2:30 p.m 2:30 p.m 2:30p.m 9:30 a.m 2:00 p.m. 2:30 p.m 2:30 p.m 2:30 p.m. 2:30p.m. 2:30 p.m. 2:30 p.m. 2:30 p.m. 10:30 a.m. 2:30 p.m. — — — — 2:30 p.m. — .— 30 / LOG / June 1977 m UIW 7:00 p.m. 7:00 p.m. ••••• 7:00 p.m. 7:00 p.m. — — 7:00 p.m. Service of the U.S. Department of Ag­ riculture. The regulations are necessary to pre­ vent the spread to this country of de­ structive plants pests and livestock or poultry diseases by garbage. DEFINITION OF GARBAGE "Garbage" means all waste from fniits, vegetables, meats, and other plant or animal (including poultry) materials. Also, nonfood items that have come in contact with food—such as table refuse. galley refuse, food wrappers or contain­ ers, and other waste materials from ship's stores, food preparation areas, - passengers' or cre ws' qu arters, and din­ ing rooms. HANDLING GARBAGE ABOARD SHIP Garbage left aboard must be con­ tained in covered, leakproof receptacles inside the ship's guardrail while in terri­ torial waters of the United States. UNLOADING GARBAGE AT U.S. PORTS 1:00 p.m. Garbage may be removed in covered, leakproof receptacles under the direc- tion of an inspector of the Animal and Plant Health Inspection Service to an approved facility for incineration, ster­ ilization, or grinding into an approved sewage system. FOR INFORMATION For further information, write to: Port Operations Development Staff, APHIS, PPQ, U.S. Department of Ag­ riculture, Federal Building, Hyattsville, Md. 20782. Retroactive Checks Retroactive pay checks in amounts ranging from $1.50 to $8.66 are being held for the followiiig men by Puerto Rico Marine Management. The checks had been returned to the company's office because of insufficient and incor­ rect addresses. Any member whose name appears below can claim his check by contacting W. A. Prindiville, assis-' tant manager of vessel operations, Puerto Rico Marine Management, Inc., Fleet and Bombay Sts., P.O. Box 1910, Elizabeth, N.J. 07207, telephone (201) 352-2700, ext. 2414. T. W. Dodson R. Oriano L. Martinez R. Rutzisky Deposit in the SIU Bloocf Bank— It's Your Life �ARTHUR MIDDLETON (Water­ man Steamship), April 24—Chairman, Recertified Bosun D. Dammeyer; Sec­ retary R. Boyd; Educational Director B. Waddell; Engine Delegate Joseph R. Kearney; Steward Delegate M. Agiume. $32 in ship's fund. No dis­ puted OT. Chairman advised that any­ one who wants to can put any extra money they have in the ship's safe. Also discussed the importance of do­ nating to SPAD, and the need to up­ grade at Piney Point. Observed one minute of silence in memory of our de­ parted brothers. JEFF DAVIS (Waterman Steam­ ship), April 10—Chairman, Recertified Bosun G. E. Annis; Secretary D. Col­ lins; Educational Director C. S. Langley; Deck Delegate H. P. Lopez; Stew­ ard Delegate Leonardo Manca. Some disputed OT in deck department. Chair­ man reported that the Seafarers Log was received in Assab and one copy was passed on to the Thomas Lynch. A vote of thanks to the steward depart­ ment for big improvements in the menus and the food. Next port, Jeddah. THOMAS NELSON (Waterman Steamship), April 17—Chairman, Re­ certified Bosun R. Chaisson; Secretary C. Prestwood; Educational Director A. Delaney; Deck Delegate Cesar A. Crespo; Engine Delegate Alfred Ragas. No disputed OT. Previous minutes were read and accepted with some repairs still to be worked on. Chairman re­ ported that the captain wants all doors to be locked in Canal and all ports over here with the exception of the door by the gangway. A vote of thanks to the steward department for good food and service. Observed one minute of silence in memory of our departed brothers. Next port, Suez Canal. OGDEN WILLAMETTE (Ogden Transport), April 10—Chairman, Re­ certified Bosun E. K. Bryan; Secretary E. Kelly; Educational Director H. Meredith; Deck Delegate B. Anding; Engine Delegate L. Campos; Steward Delegate W. Scopolites. No disputed OT, All communications received were read and posted. Chairman held a dis­ cussion on the Seafarers Alcoholic Cen­ ter at Piney Point and the good it is doing for those brothers who need the help. Also discussed was the importance of donating to SPAD. SEA-LAND GALLOWAY (SeaLand Service), April 7—Chairman, Recertified Bosun George Burke; Sec­ retary A. Seda. No disputed OT. Chair­ man reported that everything ran smoothly this trip. A vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed brothers. Next port, Elizabeth, N.J. AQUILA (Aquila Steamship), April 24—Chairman, Recertified Bosun C. Pickle; Secretary S. Sylvester; Educa­ tional Director F. Tobi; Steward Dele­ gate Henry C. McCullough. Some dis­ puted OT in steward department. $75 in ship's fund for extra movies. Every­ one in the crew gave $5 so more movies can be purchased. Chairman reported that it was a good trip and everyone worked together. A vote of thanks to the steward department for a job well done. DELTA BRASIL (Delta Steamship Lines), April 3—Chairman, Recertified Bosun L. Guadmud; Secretary R. P. Marion; Educational Director H. Wells; Deck Delegate R. Rudolph; Engine Delegate J. Cruz; Steward Delegate H. O'Brien. $95 in ship's fund. $300 in movie fund. Some disputed OT in deck department. Chairman gave a talk on the importance of donating to SPAD and the benefits to be derived from up­ grading at Piney Point. Next port, Abidjan. PHILADELPHIA (Sea-Land Serv­ ice), April 3—Chairman James H. Parnell; Secretary Paul Lopez; Educational Director Kasimirs Abarons; Deck Dele­ gate Richard Heikus;- Engine Delegate Forrest Burris; Steward Delegate Pedro Alvarez. No disputed OT. Chairman held a di.scussion on a number of stories that appeared in the Seafarers Log. Next port, Seattle. SAN PEDRO (Sea-Land Service), April 10—Chairman, Recertified Bo­ sun M. Kemgood; Secretary R. Don­ nelly; Educational Director C. McBrien. $5 in ship's fund. No disputed OT. Chairman reported on the center that is now open at Piney Point for the help of alcoholics. A vote of thanks to the steward department for a job well done. Observed one minute of silence in mem­ ory of our departed brothers. We Need Your Lafest Address The SIU needs your latest address so that we can maintain an up-to-date mailing list and can be sure that important correspondence gets to you at your home. So please fill out the address form below and mail it to SIU Welfare Plan, 275 - 20th St., Brooklyn, N.Y. 11215. NEWARK (Sea-Land Service), April 24—Chairman A. Vilanova; Secretary Ken Hayes; Educational Director R. Coleman; Engine Delegate W. West. $8 in ship's fund. No disputed OT. Seafarers Logs were received and dis­ tributed to delegates. Latest pamphlet received from Headquarters received, discussed and posted. Report to Log: "With salmon season coming expect to have quite a few of the brothers getting off. The fishing should be good after a very light winter. This was one of the warmest in Alaska history." Next port, Seattle. SEA-LAND FINANCE (Sea-Land Service), April 24—Chairman, Recer­ tified Bosun James Pulliam; Secretary W. Benish; Deck Delegate J. Long; En­ gine Delegate W. Cole; Steward Dele­ gate F. Pappone. No disputed OT. Chairman reported that the patrolman at payoff talked about the change in Pension Plan and how it works. Plan was discussed and a copy will be posted for all to read. March issue of the Sea­ farers Log has some good reading. Edu­ cation Series No. 7 was received and passed out for all to read. Reminded steward department to fill out upgrad­ ing applications. Next port. Hong Kong. ROBERT TOOMBS (Waterman Steamship), April 17—Chairman, Re­ certified Bosun Lee J. Harvey; Secre­ tary Bob L. Scarborough; Educational Director Rudolph Davis; Deck Dele­ gate Harry M. Fisher; Engine Delegate Calvin Bethard; Steward Delegate Law­ rence Smith. Some disputed OT in deck department. Chairman held a discus­ sion on the importance of SPAD. Re­ port to the Seafarers Log: "This was a 146-day trip and everything went smoothly. A very good SIU crew in all departments." Next port. New Orleans. LONG BEACH (Sea-Land Service), April 10—Chairman, Recertified Bo­ sun T. R. Price; Secretary M. Costello; Educational Director S. Green. $26.50 in ship's fund. No disputed OT. The captain called a safety meeting and it was attended by the officers on watch and members of the unlicensed person­ nel. Observed one minute of silence in memory of our departed brothers. ZAPATA COURIER (Zapata Bulk Transport), April 10—Chairman, Re­ certified Bosun Sal Sbriglio; Secretary P. Franco; Educational Director A. Bell; Deck Delegate Jones; Engine Delegate James Chiaese; Steward Dele­ gate Ronald Fluker. No disputed OT. Steward advised all brothers to read the Log as it has a lot of good reading in it and keeps you informed lo what is going on in the Union. Also received the education series No. 7 which is great for all of our young members to read. If a lot of brothers read these things they would not be sitting around the messroom telling young members what they can get out of going to sea by not working or knocking our Union and Piney Point. SEA-LAND MARKET (Sea-Land Service), April 10—Chairman, Recer­ tified Bosun D. Rood; Secretary R. Hutchins; Deck Delegate V. Genco; Engine Delegate C. C. Hall; Steward Delegate A. Mohamed. No disputed OT. Chairman extended a vote of thanks to each department delegate for their running of a smooth ship. It takes all departments to achieve this aim. Ob­ served one minute of silence in memory of our departed brothers. Next port, Portsmouth. ERNA ELIZABETH (Hudson Wa­ terways), April 17—Chairman, Recer­ tified Bosun F. C. Cooper; Secretary L. Banks; Deck Delegate A. W. Saxon; Engine Delegate Joseph Collins. No dis­ puted OT. Received the Seafarers Log which contained lots of information. Report to Log: "With Sonny Rankins aboard we have around-the-clock news. Sonny Rankin says he will retire after this voyage with 39 years." Next port, Leningrad. MASSACHUSETTS (Interocean Mgt.), April 3—Chairman, Recertified Bosun J. L. Bourgeois; Secretary A. Hassan; Educational Director C. W. Dahlaus; Deck Delegate Thomas R. Reading. No disputed OT. Educational Director C. W. Dahlaus advised all crewmembers to take advantage of the Piney Point upgrading classes as they are there for your benefit. A vote of thanks to the steward department for a job well done. ship'^^mj^^ f re- KCrtt ' JOHN TYLER ^ ^ \ .EGIANGECL RIO : .r ^.-•-•'^' •SEA-LAlNp:COMteRCE • GOLomimMRcti ovi pt Pi AN< OVERSEAS JOYCE (Maritime Overseas), April 17—Chairman, Re­ certified Bosun A. H. Anderson; Secre­ tary S. Szeibert; Educational Director Soc. Sec. No. SIU H. Granger; Deck Delegate Jose M. Nova ; Engine Delegate Daniel Boleria. No disputed OT. Chairman advised all crewmembers to be aware of the curfew l^nine . • in Russia and that everyone must ob­ Print Last Name First Name Middle Initial serve the law. If there are any prob­ lems, the Russian authorities will Address ».... •.... •.. •• Print Number and Street City , , State ' Zip revoke passes. Also discussed the im­ portance of donating to SPAD. Ob­ Dateof Birtil served one minute of silence in memory Mo / Day / Year of our departed brothers. V 'CM.. " ^ June 1b». /31 �p*as--- Pensioner Daniel Behrens, 72, passed away on May 31, Brother Behrens joined the Union in the port of Baltimore in 1956 sailing as a machinist for the Curtis Bay Towing Co. from 1922 to 1962. He was a 1961 elected delegate to the first IBU Con­ vention held in Brooklyn, N.Y. A na­ tive of Germany, he was a naturalized U.S. citizen. Surviving is his widow, Louise. Pensioner John W. Fitchett, 70, passed away in the Horn Harbor Nursing Home, Mathews, Va. on Apr. 27. Brother Fitchett joined the Union in the port of Norfolk in 1959 sail­ ing as an engineer and captain for the Chesapeake and Ohio Railroad from 1926 to 1963. He served on the 1965 Polls and Tallying Committee for elected delegates of the Railroad Ma­ rine Region of the IBU Convention. Boatman Fitehett also worked for the U.S. Lighthouse Service. Surviving are a son, John; a daughter, Mrs. Irene Billets of Seal Beach, Calif., and a sister, Mrs. M. J. Green of Ocean View, Va. 5 * James IVI. Farlow, 56, died of injuries from an explosion aboard the Interstate Barge No. 12 at the Gulf Oil Refinery on the Schuykill River near Philadelphia on Apr. 9. Brother Farlow joined the Union in the port of Phil­ adelphia in 1968 sailing as a tankerman and barge captain for the Delmarva Oil Transportation Co. and for the Inter­ state Oil Transportation Co. from 1967 to 1977. He was a veteran of the U.S. Army in World War II. A native of Salisbury, Md., he was a resident of Princess Anne, Md. Burial was in Asbury Cemetery, Princess Anne. Surviv­ ing are his widow, Virginia and a step­ son. Richard L. Bloodsworth. Elias J. Luostari, 53, died of a heart attack in St. Mary's Hospital, Duluth, Minn, on May 2. Brother Luostari joined the Union in the port of Chicago w, in 1962 sailing as a tug oiler and deckhand for the Great Lakes Dredge and Dock Co. from 1962 to 1977 and for the Hannah Inland Waterways Inc. on the tug William W. Stender from 1969 to 1976. He was a veteran of the U.S. Army in World War LL Born in Wakefield, Mich,, he was a resident of Lake Nebagamon, Wise. Cremation took place in the Park Hill Crematory, Duluth. Surviving .are his widow, Eleanor; a daughter, Cheryl of Wenthworth, Wise.; his parents, Mr. and Mrs. Elias E. Luostari of Massa­ chusetts; a foster daughter, Deborah, and f 'oster sons, Francis, Robert, Lon / LUU / June 1977 Pensioner Johnnie E. Hudgins, Sr., 65, died of heart failure in Eastern State Hos­ pital, Williamsburg, Va. on May 12. ^ Brother Hudgins '^joined the Union in « the port of Norfolk in 1960 sailing as a mate and tug cap­ tain for the Penn-Central Railroad from 1936 to 1962. He was born in Diggs, Va. and was a resident of Mathews County, Va. Burial was in Milford Cemetery, Mathews. Surviving are a son, Johnnie of Mathews; a daughter, Deborah, and a brother, C. F. Hudgins of Norfolk. Stephen F. Murawski, 60, died of a heart attack in San Juan, P.R. on May 13. Brother Murawski joined the Union in the port of Norfolk in 1968 sailing as a cook for the Gulf At­ lantic Towing and Transportation Co. (GATCO) from 1967 to 1977. He also worked for the Jacksonville (Fla.) Ship Chandlery Co. from 1964 to 1966. Brother Murawski was a retired U.S. Air Force veteran of World War II. Born in Baltimore, he was a resident of Jacksonville. Cremation took place in the Giddens-Griffith Crematorium, Jacksonville. Surviving are his widow, Gladys, and two daughters, Linda and Susan. Pensioner Stanley Paul, 70, died of can­ cer in the Fairview (Ohio) General Hos­ pital on Mar 31. Brother Paul joined the Union in the port of Cleveland in 1956 sailing 21 years as an oiler and dredgeman for the Great Lakes Dredge and Dock Co. from 1961 to 1972 on the Dredge Alaska of Bay City, Mich. He was born in Lyndhurst, N.J. and was a resident of Fairview Park, Ohio. Burial was in Sunset Mem­ orial Park Cemetery, North Olmstead, Ohio. Surviving are his widow, Helen, and a sister, Mrs. Theresa Gittinger of North Olmstead. Pensioner Wayne W. Weston, 73, passed away on Apr. 11. Brother Weston joined the Union in the port of Sault Ste. Marie, Mich, in 1961 sailing 27 years for the Great Lakes Dredge and Dock Co., the Dravo Corp., and the Peter Kuiwit Sons Co. A native of Baymills, Mich., he was a resident of Brimley, Mich. Surviving are his widow, Gertrude and a son, Richard. Louis D. Gilmore died on July 13, 1976. Brother Gilmore joined the SIU in 1947 in the port of Mobile. He also sailed during World War II. Surviving is his widow. George C. Stone, 69, passed away from a brain tumor at the Corny Brook Hospital in Pasadena, Newfoundland, Canada on Mar. 30. Brother Stone sailed from the port of Boston for 40 years until 1968. He was a resident of Brooklyn, N.Y. until that year. Sur­ viving is his widow, Mary; a son, Almon; five grandchildren, and two great­ grandchildren. Pensioner Thomas Barich, 84, died of heart failure in the U.S. Veterans Ad­ ministration Lake­ side Hospital, ChiBrother Barich f \ joined the Union in the port of Detroit in 1960 sailing as a bosun. He sailed 31 years and also worked as a welder in a shipyard. Born in Croatia, Yugoslavia, he was a nat­ uralized U.S. citizen and was a resident of Chicago. Burial was in Oakland Memory Lanes Cemetery, Dolton, 111. Surviving are a niece, Mrs. Ann M. Kokoszynski, and a nephew, Michael A. Kokoszynski, both of Chicago. Pensioner Henry L. Bramer, 73, died of kidney failure in the Munson Medical Center, Traverse City, Mich, on May 17. Brother Bramer joined the Union in the port of Elberta. Mich, in 1953 sailing as an oiler for the Ann Arbor Railroad Co. He was born in Frankfort, Mich, and was a resident there. Interment was in the Gilmore Township Cemetery, Benzie County, Mich. Surviving is his widow, Laura. Pensioner Fred F. Kallstrom, 67, died of a heart attack in the Doar County Memorial Hospital, Sturgeon Bay, Wise, on Apr. 18. Brother Kallstrom joined the Union in the port of Detroit in 1960 sailing as a chief stew­ ard for McKee Sons. He sailed 30 years. Born in Jefferson, Ohio, he was a resi­ dent of Sturgeon Bay. Burial was in the Bayside Cemetery, Sturgeon Bay. Sur­ viving is his widow, Tessie. Carleton J. "Caril** Amundson, 51, died in a Helsinki, Fin­ land hospital on May 22 while a crewmember of the SS Carter Braxton (Waterman). Brother Amundson joined the SIU in 1944 in the port of Mobile and sailed as a bosun. He was born in Sandstone, Minn, and was a resident of Minneap­ olis. Surviving are his mother, Mrs. Lena E. Teich, and a sister, Mrs. Marlene L. Nelson, both of Minneapolis. Pensioner Aionzo "Lonnie" Bettis, 65, died on May 30. Brother Bettis joined the SIU in 1946 in ' the port of Philadel* phia sailing as a cook. He sailed for ' 33 years. Seafarer Bettis was born in Gosport, Ala. and was a resident of Mobile. Surviving are his widow, Vivian; two sons, Lonnie and Robert, and three daughters. Da­ phne, Hattie and Jeanne. Pensioner Carl I. Copper, 62, died on June 8. Brother Cop­ per joined the SIU in 1946 in the port of New York sailing as a chief steward. He was a veteran of U.S. Navy aircraft carrier action during World War 11. Born in Indiana, he was a resident of Zephryhills, Fla. Surviving are his widow, Ila; two sons, Hal and Carl, and a daughter, Mrs. Lynda Hicks. Pensioner Carl De Marco, 78, passed away on June 7. Brother De Marco joined the SIU in 1944 in the port of New York sailing as a cook. He was a vet­ eran of the U.S. Army Infantry Corps in World War I. Seafarer De Marco was born in Pal­ ermo, Italy and was a naturalized U.S. citizen. He was a resident of Miami Beach, Fla. Surviving are his widow, Jennie, and a son and daughter-in-law, Mr. and Mrs. Louis De Marco of New York City. Clarence L.Schimmelpfennig died of cancer in the Balti­ more USPHS Hos­ pital on Mar. 7. Brother Schimmelpfennig joined the Un­ ion in the port of De­ troit in 1965 sailing as a cook for the Reiss, American and Boland Steamship Companies. He was a veteran of the U.S. Army in World War II. Laker Schimmelpfennig was a Pensioner Fred resident of Moran, Mich. Surviving is a England, 69, passed sister, Mrs. George (Viola) J. Pulsipher away on June 3. of Saline, Mich. Brother England Frank T. Senich, joined the SIU in I' 59, died of lung can­ 1938 in the port of cer in the Cleveland New York sailing as (Ohio) Memorial . a deck engineer. He General Hospital on ' 1 sailed for 34 years. Apr. 11. Brother Sen­ A native of Missouri, he was a resident ich joined the Union of Cassville, Mo. Surviving are a son, in the port of Detroit Ray of Tulsa, Okla.; his mother, Kate, in 1960 sailing as a and a sister, Mrs. Mabel E. Anderson, fireman-watertender for the Kinsman both of Seattle. Marine Steamship Co. He sailed 17 years and was a veteran of the U.S. Pensioner Damaso Army in World War II. A native of De Jesus, 62 died. Cleveland, he was a resident of BrecksHe joined the SIU in ville, Ohio. Interment was in St. Theo1938 in the port of dosius Cemetery, Brooklyn, Ohio. New York and sailed Surviving is a sister, Mrs. Rose S. as a bosun. Brother Grossnickle of Brecksville. De Jesus sailed 40 Kevin Menz was lost overboard off a years and was on the National Marine Service barge on May picket line in the 27. Brother Menz worked for the com­ 1961 N.Y. Harbor strike and the 1965 pany from 1976 to 1977 and also for District Council 37 beef. He was bom the Inland Tug Co. last year. His body in Puerto Rico and was a resident of was not recovered and he was presumed Fajardo, P.R. Burial was in Puerto to have drowned. Rico. Surviving is his widow, Luisa. �Pensioner Santiago H. Rosario, 74, died of a heart attack on May 17. Brother RoI sario joined the SIU in 1947 in the port of Baltimore sailing as _J a fireman-watertender and in the stew­ ard department for 32 years. He re­ ceived a Union Personal Safety Award in 1960 for sailing aboard an accidentfree ship, the SS Frances. And he was a 1959 lifeboat graduate of the Andrew Furuseth Training School, Brooklyn, N.Y. A native of San Juan, P.R., he was a resident of Santurce, P.R. Burial was in the Rio Piedras (P.R,) Cemetery. Surviving are his widow, Maria, and a daughter, Sandra. Howard F. Starbuck, 67, died on Mar. 14. Brother Starbuck joined the SIU in 1941 in the port of New York and sailed as a bo7 sailed 34 years. Seafarer Starbuck was born in Tama, Iowa and was a resident of Torrance, Calif. Surviving are his widow. Fern; a stepdaughter, Judy Ann Shepherd, and a sister, Anna of Los Angeles. William H. Johnson, 55, died of can• f cer in the U.S. Naval Regional Medical Center, Portsmouth, Va. on May 2. Broth­ er Johnson joined the SIU in the port of Norfolk in 1965 sail­ ing as a cook. He sailed 20 years. Sea­ farer Johnson was a veteran of the U.S. Navy in World War II. Born in Jack­ son, Ga., he was a resident of Chesa­ peake, Va. Cremation took place in the Lynnhaven Crematorium, Virginia Beach, Va. Surviving are his widow, Jeanette of Norfolk; five sons, George, Rod, Tony, Gregory and Grandison, and seven daughters, Yvonne, Theresa, Jeanette, Mamie, Mary, Denise and Andra; Jay W. Savage, 53, died on Mar. 27. Brother Savage joined the SIU in 1944 sailing as an sailed for 35 years. Born in Missouri, he was a resi•H A flHident of New York City. Surviving is his widow, Gertrude. Pensioner Herman E."Tommy" Thomp­ son, 52, died of can­ cer in the San An­ tonio Community Hospital, Upland Calif, on Apr. 28. Brother Thompson joined the SIU in 1942 in the port of Mobile sailing as an AB. He was born in Grand Cayman, B.W.I., was a naturalized U.S. citizen and was a resident of Ontario, Calif. Burial was iii Georgetown Cemetery, Grand Cayman. Surviving are two sis­ ters, Mrs. Ted C. (Pearl) Carrigan of Ontario and Mrs. Leon (Iris I.) Dusa of Cadillac, Mich. Raymond I. Perez died in Seattle in June. Brother Perez sailed 28 years. He sailed in the inland field from 1970 to 1977. Pensioner Lester C. Long, 70, died of a heart attack in the Martinsburg (W.Va.) Veterans Adminis­ tration Hospital on ! May 6. Brother Long joined the SIU in 1947 in the port of Norfolk sailing as a bosun. He sailed 24 years and was a veteran of the U.S. Air Force in World War II. Seafarer Long was born in Martinsburg and was a resident there. Cremation took place in the J. William Lee Crematorium, Washington, D.C. and interment was in Rosedale Cemetery, Martinsburg. Surviving are his mother, Mazzie of Martinsburg; a brother. Perry, also of Martinsburg, and two sisters, Mrs. Lil­ lian M. Elliott of Cobb Island, Md. and Mrs. Alice M. Jenkins of Martinsburg. Pensioner John D. McDaniel, 76, died of pneumonia in the l-; T Blount Memorial Hospital, Maryville, Tenn. on Apr. 15. Brother McDaniel joined the SIU in 1947 in the port of Norfolk and sailed as a bosun. He sailed 23 years. Born in Danville, Va., he was a resident of Maryville. Burial was in Highland Park Cemetery, Danville. Surviving are a son, Jamie of Danville; a brother, Carson of Washington, D.C., and a sister, Mrs. B. B. (Virginia L.) Foster of Oak Ridge, Tenn. Pensioner Rodolfo I. Rodriguez, 56, 1 died in January 1976. ' I Brother Rodriguez joined the SIU in 1947 in the port of New York sailing in the steward depart­ ment for 33 years. He walked the picket line in both the 1961 Greater N.Y. Harbor strike and the 1962 Robin Line beef. A native of Manila, the Philippines, he was a resi­ dent of Brooklyn, N.Y. Burial was at sea off the SS Falcon Princess (Falcon Tankers). Surviving are his widow, Purita; a son, Roderick, and a sister, Mrs. Bettina R. Umahi of Manila. Larry D. Olson, 41, drowned on May 7. Brother Olson joined the SIU in the port of Detroit in 1961 sailing as an oiler. He sailed 18 years. Laker Olson attended a 1969 Maritime Trades Department Conven­ tion in Atlantic City, N.J. Also, he was a veteran of the post-World War II U.S. Army. A native of Ellison Bay, Wise., he was a resident there. Surviv­ ing are his parents, Mr. and Mrs. Gil­ bert Olson of Ellison Bay. Pensioner Joseph E. "Hunry" Wilaszak, 64, died of lung failure in the San Francisco USPHS Hospital on Mar. 29. Brother Wilaszak joined the SIU in 7 1944 in the port of Baltimore sailing as a chief steward. He ' sailed 29 years. A native of Palmer, Mass., he was a resident of Hay ward, Calif. Burial was in Mater Dolorosa Cemetery, South Hadley, Mass. Sur­ viving are his parents, Mr. and Mrs. Vincent and Sophie Wilaszak of Holyoke, Mass., and a sister, Mrs. Helen Brach, also of Holyoke. John M. Schoch, 61, died on May 15. Brother Schoch join­ ed the SIU in the port of Baltimore in 1956 sailing as a chief electrician. He helped to organize the Atlantic Refining Co. in 1952 and was on the picket line in both the Bull Line strike and the American Coal Co. beef in 1956 and on the Wilson Line and Curtis Bay Towing Co. strikes. Seafarer Schoch also sailed during the Vietnam War and was a veteran of the U.S. Navy in World War II. A native of Brockaway, Pa., he was a resident of Hazel Park, Mich. Surviving are his widow, Jose­ phine of Dubois, Pa.; a son, Keith; his mother. Pearl of Brockaway and a sis­ ter, Mrs. Paul (Lucille) Walsh of Hazel Park. Joseph P. "Joe" Rowland, 50, died of a cerebral shock in the Veterans Ad­ ministration Hospital, Nashville, Tenn. on Apr. 6. Brother Rowland joined the Union in the port of St. Louis, Mo. in 1975 sailing as a barge lead deckhand for the Orgulf Transportation Co. from 1973 to 1975 and for the Inland Tug Co. from 1975 to 1977. He was a vet­ eran of the U.S. Navy in World War II. Born in Kentucky, he was a resident of Princeton, Ky. Interment was in the Rowland Cemetery, Caldwell County, Ky, Surviving arc his widow, Thelma; a son, Rickey of Lincoln Park, Mich.; a daughter, Mrs. Leonard (Vickie Jo) Banasiak, al^o of Lincoln Park; his parents, Mr. and Mrs. Paul and Violet Rowland, and a sister, Mrs. Glenn Bright, all of Princeton. Pensioner Porter P. Carroll, 76, died of a heart attack on Apr. 8. Brother Carroll joined the Union in Port Arthur, Tex. in 1961 sailing as an engineer for the D. M. Picton Co. of Port Arthur from 1944 to 1966. Boatman Carroll was a veteran of the U.S. Army in World War II. A native of Quintana, Tex., he was a resident of Beaumont, Tex. Burial was in the Olvin (Tex.) Memorial Cemetery. Surviving are his widow, Ethel, and two daughters, Mrs. Eleanor Goodridge of Beaumont, and Mrs. Eileen Holland. James W. Robert­ son, 48, died on May 18. Brother RobertI son joined the SIU in 1946 in the port of New York sailing as a fireman-watertender and OMED. He upgraded to QMED at the Harry Lundeberg School of Sea­ manship at Piney Point, Md. in 1967 and took engineering training at the HLSS in 1969. Seafarer Robertson was a veteran of the post-World War II U.S. Army. Surviving are two sisters, Mrs. Hazel Nester and Lucille,'both of Nor­ folk. Pensioner Hilliard L. Trahan, 68, died of heart failure in the Orange (Tex.) Me­ morial Hospital on May 1. Brother Trahan joined the SIU ^j|| in 1938 in the port of Galveston sailing as an oiler. He was a veteran of the preWorld War II U.S. Army. Born in Lou­ isiana, he was a resident of Orange. Interment was in Forest Lawn Memo­ rial Park Cemetery, Orange. Surviving is a sister, Mrs. Wilfred (Bessie Mae) White of Orange. Earl L. Bryant, 56, died at home in Paducah, Ky. on Nov. 4, 1976. Brother Bryant joined the Union in the port of Paducah in 1975 sailing as a deckhand for National Marine Service, Inland Tug Co., and for the Orgulf Co. from 1973 to 1976. Boatman Bryant was born in Clarksville, Tenn. Burial was in the Maplewood Cemetery, McCracken County, Ky. Surviving are his parents, Mr. and Mrs. Joseph Bryant; two daughters, Mrs. Gaston (Sharon) L. B. Mounce of Duncanville, Tex., and Mrs. Ted (Patricia) A. Foreman of Grand Saline, Tex., and a nephew, Dave B. O'Bannon. SS Newark's Final Farewell To the words of the English poet Alfred Lord Tennyson's "Crossing the'Bar", Seafarers of the SS Newark (Sea-Land) said their final farewells to Brother 0. A. Morrison as a funeral service was read and his ashes scattered on the sea on Mar. 31 at Latitude 54 degrees N., Longitude 137 W. June 1977/ LOG / 33 �Don't Buy Coors Beer, Croft Metals Boycotts Set by AFL-CIO A nationwide boycott of Coors beer has been called for unanimously by the AFL-CIO Executive Council. The boycott compaign against the Adolph Coors Beer Co, of Golden, Colo, was triggered by a strike of the state's 1,500 members of the Brewery Workers Local 366 on Apr. 5. The di­ rectly-affiliated union is seeking re­ newal of a contract which expired on Dec. 31. The anti-union firm caused the walk­ out by proposing, in a new contract, 56 reasons why a union worker could be disciplined or fired. And the firm is trying to deny members grievance pro­ cedures to rectify unjust firings and discipline. Included in the Coors' demands was the stipulation that would let a super­ visor order a production worker to take a lie detector test and physical examina­ tion. When the. company refused collec­ tive bargaining on these issues, the local filed unfair labor practice charges with the National Labor Relations Board. At mediation on Apr. 19, Coors said it was rescinding the union shop clause in the contract. Since then the company has hired scabs. "The company," (which in 1975 earned $41-million in profit after taxes), AFL-CIO chief George Meany stated, "is clearly determined to try to bust the union. "The success of the Coors boycott depends upon the wholehearted cooper­ ation and full support of every union member, his family, his friends and neighbors," he declared. "This is clearly the struggle of all workers and all union members. This boycott will remain in effect until a fair and decent collective bargaining agree­ ment is reached." num doors, shower stalls and doors and other home .building products — has been asked for by the AFL-CIO and the United Brotherhood of Carpenters Union. After five fruitless years of trying to get a union contract with Croft, 500 of the firm's 800 employes went out on strike on Jan. 16. Iowa Beef Processors Also, out in Dakota City, Neb., the 2-million members of the AFL-CIO Food and Beverage Trades Department spiritually joined the 2,000 striking The meatcutters struck to close up the $1 an hour wage gap between Iowa Beef and other major meat producers with union contracts. The union has asked the National Labor Relations Board for relief from certain unfair labor practices by the company. Before the strike, there was a five-week ex­ tension of the contract and intervention by the Federal Mediation and Concilia­ tion Service. Ventriioquisf' is No Dummy Croft Metals In a related development, another U.S. don't buy boycott of Croft Metals of Magnolia, Miss.—makers of alumi­ Seventy-one cents of every dollar spent in shipping on American-flag vessels remains in this country, making a very substantial contribution to the national balance of payments and to the nation's economy. Use U.S.-flag ships. It's good for the American maritime industry, the Ameri­ can shipper, and America. KNOW YOUR RIGHTS Ventriloquist Jerry Goodspeed is now doubling as an OS aboard the Afoundria (Sea-Land). Between watches he entertains the men with his two little friends. Accomplished world travelers, they surprised residents in India last year when they learned how to speak Hindi. Brother Goodspeed graduated from the HISS trainee program in 1976. While at the school, he performed for children in the nearby Lexington Park, Md. Day Care Center and then carried the act over onto his first voyage aboard the SlU-contracted Williamsburg. He taught him­ self ventriloquism when he was 10 years old. KNOW YOUR RIGHTS FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommenda­ tions. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District arc administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and senior­ ity are protected exclusively by the contracts between the Union and the shipowners. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Uriion and the shipowners, notify the Seafarers Appeals Board by certified mail, return re­ ceipt requested. The proper address for this is: Frank Drozak, Chairman, Seafarers Appeals Board 275 - 20th Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are avail­ able in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard ship. Know your contract rights, as well as your obliga­ tions, such as filing for OT on the proper sheets and in 34 / LOG / June 1977 workers of Iowa Beef Processors who are members of the Amalgamated Meat Cutters and Butcher Workmen Local 22. the proper manner. If, at any time, any SIU patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY — SEAFARERS LOG. The Log has traditionally refrained from publishing any ar­ ticle serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the Executive Board of the Union, fhe Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circum­ stances should any member pay any money for any reason unless he is given such receipt. In the event anyone at­ tempts to require any such payment be made without sup­ plying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to headquarters. KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGA­ TIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its con­ tents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. EQUAL RIGHTS. All Seafarers are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no Seafarer may be discrimi­ nated against because of race, creed, color, sex and na­ tional or geographic origin. If any member feels that he is ' denied the equal rights to which he is entitled, he should notify headquarters. SEAFARERS POLITICAL ACTIVITY DONATION —SPAD. SPAD is a separate segregated fund. Its pro­ ceeds are used to further its objects and purposes includ­ ing but not limited to furthering the political, social and economic interests of Seafarer seamen, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions are vol­ untary. No contribution may be solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as a condition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Sea­ farers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Support SPAD to protect and further your economic, political and social interests, American trade union concepts and Seafarer seamen. If at any tinie a Seafarer feels that any of the above rights have been violated, or that he has been denied his constitutional right of access to Union records or infor­ mation, he should immediately notify SIU President Hall at headquarters by certified maii, return receipt requested. �12'A' Seniority Upgraders William Lough Rex A. Rayner David Goyette Seafarer William Lough, 24, has been shipping out with the SIU ever since he graduated the entry rating pro­ gram at the Lundeberg School in 1974. A member of the deck depart­ ment, Brother Lough upgraded to AB in 1976. He was born and raised in Flor­ ida, and now lives in Coconut Grove, Fla. He ships from the port of New Orleans. Seafarer Rex A. Rayner, 23, gradu­ ated from the Harry Lundeberg School Trainee Program in 1973 and has sailed with the SIU in the deck department ever since. In 1976 he returned to Piney Point to earn his A B ticket. During May of this year, he took the Basic Cardiac Life Support course. Brother Rayner was born in Torrance, Calif, and raised in Jacksonville Beach, Fla. He lives in New Orleans and ships out of that port. Seafarer David X Goyette, 24, first sailed with the SIU in 1971 after graduating from the Lundeberg School. He ships out in the deck department ^^and earned his AB ' V ticket at the Lunde­ berg School earlier this year, fie also completed the Basic Cardiac Life Sup­ port course. Brother Goyette was born in New York, N.Y. and lives in Beltsville, Md. He ships out of the port of New York. Charles Johnson Seafarer Charles Johnson, 33, has been shipping out with the SIU ever since he graduated from the Andrew Furuseth Training School in 1961. After sailing in the black gang for sev­ eral years, he got his FOWT endorse­ ment and lifeboat ticket through the Harry Lundeberg School in 1968. Brother Johnson was born in New York City, shipping out from that port. While taking the "A" seniority upgrading course, he successfully earned his Basic Cardiac Life Support card. James Mann . Seafarer James Mann, 23, gradu­ ated from the Harry Lundeberg School entry rating pro­ gram in 1973. A member bf the steward depart­ ment, he upgraded twice at Piney Point, earning his third cook's endorse­ ment and then his cook and baker's en­ dorsement. He also finished the Basic Cardiac Life Support Course while at the HLSS for the "A" seniority pro­ gram. Brother Mann was born in Teaneck, N.J. He lives in Ramsey, N.J. and ships out of the port of New York Dan Marcus Tomas Rodriguez David Timmons Seafarer Earl T. Holman, 56, started shipping with the SIU in 1970 after serving for 20 years on U.S. Navy "pigboats" (subs). In 1974 he went to the Harry Lundeberg School to earn his QMED and tankerman endorsements. He took the Basic Cardiac Life Sup­ port course while at Piney Point for the "A" seniority program. Brother Hol­ man was born in Tuscalosa, Ala. and now lives near San Francisco. He ships out from the port of San Francisco. Seafarer Tomas Rodriguez, 23, first shipped out in 1974 after attending the Lundeberg School Trainee Program. A member of the black gang, he returned to Piney Point in ^ 1976 to get an FOWT endorsement. While attending the "A" seniority program, he finished the Basic Cardiac Life Support course. A native and resident of Puerto Rico, Brother Rodriguez was born in Mayaguez and lives in Rio Piedras. He ships out of the port of San Juan. Seafarer David Timmons, 22, went through the Trainee Program at the Harry Lundeberg School in 1973. Since then he has shipped out with the SIU in the enI gine department. He upgraded in 1977 taking the HLSS pumproom operation maintenance course and recently took the Basic Cardiac Life Support course as well. He holds an FOWT ticket. Brother Tim­ mons was born in Corpus Christi, Tex., was raised in Hurley, Miss, and makes his home in New Orleans. He ships out of New Orleans. Vincent Tatesnre Seafarer Vincent Tatesure, 20, sails with the SIU in the engine department. He made his first trip in 1973 after completing the Trainee Program at the Harry Lunde­ berg School. In 1975 he upgraded to FOWT at Piney Point. During the current "A" seniority course, he got his Basic Cardiac Life Support ticket. A native and resident of Brooklyn, N.Y., Brother Tatesure ships out from the port of New York. ... for SIU members with Alcohol problem For our own sakes, then, we have plenty of good reasons for wanting our alcoholic brother to take advantage of the Seafarers Alcoholic Rehabilitation Center and begin his recovery. But sometimes .it is easy to overlook the best and most basic reason for want­ ing to help the alcoholic recover. This reason is our commitment to the wel­ fare of every. Seafarer and Boatman because they are our Union brothers. As we complain and mutter about "that DEEP SEA Earl T. Holman Seafarer Dan Marcus, 23, first shipped out with the SIU in 1972 after graduating from the HLSS en­ try rating course. In 1976, he went back to the School to earn his AB ticket. A member of the deck department, he also has his Basic Car­ diac Life Support ticket. Brother Mar­ cus waj born and raised in Baltimore, Md. where he still lives, shipping out of that port. c jSrotherhood in Action As Seafarers and Boatmen who live and work in close contact with our brothers who have alcoholism, we are all familiar with the effect this disease has on each of us. We know the prob­ lems that missed watches, unfinished work and unsafe work habits create. There is no denying the aggravation and inconvenience to each of us that the alcoholic causes. Michael Knithe Seafarer Michael Kuithe, 24, finished the Trainee Pro­ gram at the HLSS in 1973 then went to sea with the SIU. He earned his AB ticket back at the School in 1976. During the "A" seniority program. Brother Kuithe, a member of the deck department, fin­ ished the Basic Cardiac Life Support course. Brother Kuithe was born in St. Louis and makes his home in St. Louis, but he ships out of all SIU ports. drunk", and the problems he causes, we may forget what the alcoholic him­ self is suffering. It's important to remember that the outward symptoms of alcoholism seem to be shiftlessness, irresponsibility, carelessness and, of course, drunken­ ness. But the symptoms the alcoholic suffers insfde himself are much worse than the irritation he causes us. Inside, our alcoholic brother is feel­ ing terrible fears, deep anxieties, and a lot of guilt and self hatred. In addition to this mental pain, he is seriously phys­ ically ill. Death or a mental breakdown are very real possibilities for his im­ mediate future. No true trade unionist could aban­ don a brother to this suffering. The im­ proved wages and working conditions we have won through union solidarity will mean nothing to a man suffering the way an alcoholic suffers. Mitchell Hartshorn Seafarer Mitchell Hartshorn, 23, completed the trainee course at the Harry Lunde­ berg School in Piney Point in 1974, finishing the third cook's training at the same time. He has been sailing with the SIU in the steward department ever since. He also has hiscard for Basic Cardiac Life Sup­ port. Brother Hartshorn, a native and resident of the state of Washington, now lives in Seattle and ships out of that port. Alcoholic Rehobilitotion Center I am interested in attending a six-week program at the Alcoholic Rehabilitation Center. I understand that all my medical and counseling records will be kept strictly confidential, and that they will not be kept anyw/icfc except at The Center. Name Book No. I I Address (Street or RFD) (City) (State) (Zip) j I I Telephone No Mail to; THE CENTER Star Route Box 153-A Valley Lee, Md. 20692 or call, 24 hours-a-day, (301) 994-0010 This, then, is the most basic reason for the Seafarers Alcoholic Rehabilita­ tion Center. It's the most basic reason for our commitment, as SIU members, to helping our alcoholic brothers re­ cover from their illness. None of us, as I trade unionists and SIU members, will have achieved our final goal until every brother is able to enjoy the better way of life which we are working so hard to build for ourselves and our fellow members. June 1977 / LOG / 35 �The Harry Lundeberg School of Seamanship "/or a better job today^ and job security tomorrow. 99 AB Endorsement Means Better Pay^ Security How does a young ordinary seaman get a belter job, better pay and increased job security all at once? Simple! He upgrades •to Able-Seaman through the Lundeberg School's four-week long vocational pro­ gram leading to this important endorse­ ment. In fact, there's no better time than right now to get your AB ticket because ship­ ping has been excellent and there are a wide range of job opportunities available to SIU members holding this endorse­ ment. The Lundeberg School will conduct its next Able-Seaman Course beginning Au­ gust 4, 1977. Check the course require­ ments below, and if you qualify, simply fill out an Upgrading Application and send it to the HLSS Vocational Education Department. ' There are still plenty of openings avail­ able for th(^ course. But send in your ap­ plication as soon as possible to insure a seat in the class. The opportunity to upgrade to a better job is easily acccssable to you. But it is up to you to take advantage of this op­ portunity. Don't delay any longer. Course Requirements • You must be 19 years of age. • You must pass a physical. • Must have normal color vision. • Must have, either with or without glasses, at h'ast 20/20 vision in one eye, and at least 20/40 in the other. • Must either have or first complete the .separate Lifeboat Course offered at the School. • For the endorsement of Able-Seaman 12 Months Any Waters, you must have 12 months seatime as ordinary seaman, or eight months seatime if you are an HLSS graduate. Seafarers upgrading to Able-Seaman learn wire splicing as part of their on-thejob training. LUNDEBERG UPGRADING APPLICATION Seafarers Jim Gilmartin and Keith O'Brien, enrolled in the current AB Course, get some on-the-job training on the Lundeberg Sehool's schooner. Do you hold a letter of completion for Lifeboat: • Yes • No; j Firefighting: • Yes • No **Iame_ Date of Birth(Last) (First) Dates Available for Training (Middle) Mo. /Day/Year Address. (Refer to Directory for all course listings.) (Street) I Am Interested in the Following Course (s) Telephone #(City). (State) Deepsea Member LD [ I ' (Zip Code) (Area Code) Inland Waters Member • Lakes Member Q Seniority Book Number Date Book Was ls.sued Port Issued- Endorsement(s) Now Held- Social Security #. Piney Point Graduate: • Yes Entry Program: From RECORD OF EMPLOYMENT TIME—(Show only amount needed to up­ grade in rating noted above or attach letter of service, whichever is applicable.) Port Presently Registered In- VESSEL RATING HELD DATE SHIPPED DATE OF DISCHARGE No • (if so, fill in below) to. Endorsement (s) Received (Dates Attended) SIGNATURE. DATE- Jpgrading Prograrri: From. .to. _ Endorsement (s) Received — (Dates Attended) RETURN COMPLETED APPLICATION TO; LUNDEBERG UPGRADING CENTER, PINEY POINT, MD. 20674 I I I I I I ! .J 36 / LOG / June 1977 - - ->—- - �Steward Department All Steward Department Courses Lead To Certification Bv HLSS. CHIEF STEWARD The course of instruction is six weeks long and covers all phases of steward department management and operation. Course Requirements; All candi­ dates must have scatime and/or training in compliance with one of the following: • Throe years seatime in a rating above 3rd cook or assistant cook OR • Six months seatime as 3rd cook or assistant cook, six months seatime as cook land baker, six months seatime as chief cook and hold HLS certifi­ cates of completion for each pro­ gram OR • 12 months seatime as 3rd cook or assistant cook, six months seatime as cook and baker, six months seatime as chief cook and hold HLS certifi­ cates of completion for the cook and baker and chief cook programs OR • 12 months seatime as 3rd cook or assistant cook, 12 months seatime as cook and baker, and six months sea­ time as chief cook and hold an HLS certificate of completion for the chief cook program. Starting dates: July 7, Aug. 18, Sept. 29, and ISov. 10. Directory of All Upgrading Courses |t>EEPSEA, LAKES COURSES • " • • • Deck Department Ablc-scaman, 12 Months Any Waters Able-seaman, Unlimited Any Waters Lifeboalman Quartermaster FOWT Th»' course is four weeks in le ngth and leads to endorsemi't as Fireman, Watertender, and/or Oiler. Course Requirements: If you have a Wiper endorsement only, you must: • Be able to pass the prescribed physi­ cal, including eyesight requirements • Have six months seatime as Wiper, OR Be a graduate of HLS at Piney Point and have three months seatime as Wiper • If you have an engine department rating there are no requirements. Starting dates: July 7, Sept. 29. WELDING The course of instruction in basic weld­ ing consists of classroom and on-the-job training including practical training in CHIEF COOK He's a Chief Cook The course of instruction is six weeks in length and students specialize in the preparation of soups, sauces, meats, sea­ foods, and gravies. Course Requirements: All candi­ dates must have seatime and/or training in compliance with one of the following: • 12 months seatime as cook and baker OR • Three years seatime in the steward department, with six months as 3rd cook or assistant cook and six months as cook and baker OR • Six months seatime as 3rd cook or assistant cook and six months as cook and baker OR • 12 months seatime as 3rd cook or assistant cook and six months sea­ time as cook and baker and hold a certificate of completion for the HLS cook and baker training program. Starting dates: June 9, Jtily 21, Sept. 1, Oct. 13, and ISov. 25. Note: Courses and starting dates are subject to change at any time. Any change will he noted in the LOG. COOK AND BAKER The course of instruction is six weeks in length and students specialize in the selection and preparation of breakfast foods, breads, desserts, and pastries. Course Requirements: All candi­ dates must have scatime and/or Engine Department Fireman, Oiler, Watertender (FOWT) QMED-^Any Rating i Advanced Pumpman Procedures Automation LNG-LPG Refrigerated Containers Welder Die.sel Kngines Mariin- KKrlrical Maintenance Pumprooni .Maintenance and Operation electric arc welding and cutting; and oxyacetylene brazing, welding and cutting. On completion of the course, an HLS Cer­ tificate of Graduation will be awarded. Course Requirements: • Engine department personnel must have 6 months seatime in an engine room rating • Deck and steward department j)ersonel must hold a rating in their department. Starting dale: Sept. 19. LNG/LPG The course of instruction leading to certification as LNG/LPG crew consists of basic chemistry, lank and ship con­ struction, gasification, reliquefication procedures, inert gas and nitrogen sys­ tems, instrumentation, safety and firefighting, loading, unloading and trans­ porting LNG/LPG. Course Requirements: Engine room personnel must hold QMED —Any Rating. Others, deck and steward department personnel must hold a rating in their department. The normal length of the course is four (4) weeks. Starting date: ISov. 28. Seafarer Gilbert Murray displays Chief Cook's endorsement he just achieved by upgrading through the Lundeberg School's program for this rating. training in compliance with one of the following: • 12 months seatime as a 3rd cook or assistant cook OR • 24 months in the steward depart­ ment with six months as a 3rd cook or assistant cook OR • Six months seatime as 3rd cook or assistant cook and hold a certificate of completion from the HLS assist­ ant cook training program. Starting dates: June 9, 23; July 7, 21; Aug. 4, 18; Sept. 1,15, 29, and Oct. 13,27. Steward Departmeiil Assistant X-ook Cook and Baker Chief Cook Chief Steward INLAND WATERS COURSES • • • • Able-.Seaman Pr»'-Towboat Operator Original Towi)oat Operator Master/Male Uninspected Ves­ LIFEBOATMAN The course of instruction is two weeks in length and leads to the (^oast Guard endorsement of Lifeboalman. ASSISTANT COOK The course of instruction is six weeks in length and students specialize in the selection and preparation of vegetables and salads. Course Requirements: All candi­ dates must have 12 months seatime in the steward department, OR three months seatime in the steward department and he a graduate of the HLS entry rating program. Starting dates: June 23, Aug. 4, Sept. 15, Oct. 27, and Dec. 8. sels Not Over 300 Gross Tons Upon (Oceans First Cla.ss Pilot Radar Observer Pre-Engineer Die.sel Engines Assistant Engineer Uninspected Motor Vessels Chief Engineer Lninspected Motor Ves.sels Tanki-rman Towboat inland Cook Vessel Operator Management and .Safety (!ourse Course Requirements: Must have 90 days seatime in any department. Starting dates: June 9, 23; July 7, 21; Aug. 4, 18; Sept. 1, 15, 29, and Oct. 13, 27. H.S. Equivalency Diploma Available to All Members Get the reading, writing and math skills you need for job security and up­ grading through the high school equiv­ alency (General Educational Develop­ ment) Program at the Harry Lundeberg School. It only takes four to eight weeks, and your Brothers who have gone through this program can tell you that it's really worth it! Interested? Pick up a copy of the pre­ test kit in your port or write to this address: Margaret Nalen, Director Academic Education Department Harry Lundeberg School Piney Point, Md. 20674 When you complete the test, return it to the Lundeberg School. HLS will tell you the results and give you an estimate of the length of time you'll need to com­ plete the GED Program. REMEMBER! This test is not to see who scores high or low. It helps HLS de­ sign a study program just for you—a pro­ gram that will enable our teachers to help you get your high school diploma as soon as possible. .So apply today. It's easy to qualify. Just make sure that you have: • One year of seatime. • Are a member of the Union in good standing. Your cla.sscs will be small (usually just six to eight students). You'll get lots of individual help. And completing the GED Program opens the door to the other edu­ cational opportunities that the SIU has for you. A high school diploma is the first step towards qualifying for one of the three scholarships for Seafarers that are offered each year. June 1977/ LOG / 37 �One of the most important courses the Lundeberg School has to offer SIU Boat­ men will begin Aug, 1, 1977. The course leads to a Coast Guard license as first class pilot. The course includes both classroom in- Guiding A Ship on Buffalo R, struction and on-the-job training on the Lundeberg School's pushboat. Students will be trained in inland rules of the road; pilot rules applicable to the student's lo­ cal area, and local knowledge of winds, weather, tides and currents. The course will also include instruction in chart navi­ gation, aids to navigation, ship handling, chart sketch of the route, and such further information as the Coast Guard OCMI may consider necessary to establish the applicant's proficiency for his local area. To he eligible for the course, which is six weeks in length, an applicant must have three years seatime on deck on steam or motor vessels, of which 18 months must have been spent as able-seamen or the equivalent. And of this 18 months, at least one year must have been spent in a posi­ tion which included standing regular watches on the wheel in the pilothouse as part of the routine duties. Applicants must also be U.S. citizens, 21 years of age and pass a physical exam. If you are interested in the course, fill out the upgrading application on this page and send it to the Lundeberg School Vo­ cational Education Department, It is sug­ gested you do so as soon as possible to ensure yourself a seat in the class. 7 College Scholarships Awarded Yearly to Members^ Dependents Two SlU-contracted tugs were needed to tow the Joan M. McCullough up the Buffalo River, Buffalo, N.Y., recently. As part of their regular ship steering and docking chores, the Washington (fore) and the California (aft) (Great Lakes Towing) guided the Canadian lakes freighter to her dock at Republic Steel Corp. where she discharged 13,000 tons of iron ore pellets. Pictures of SlU-contracted tugs are regular features in the Buffalo papers. This one appeared in the Buffalo Evening News. 38 / LOG/June 1977 Another pari of the SlU's total educa­ tional program for its members is the Union's College Scholarships Fund. Each year the SIL awards five $10,000 fouryear scholarships, of which one is reserved for a Union member and four for depen­ dents of members. number of years, so you will only be com­ peting with other seamen with similar educational backgrounds. I ne awards are granted in April of each year and the deadline for the receipt of all applications is usually around April 1. Eligihility requirements are as follows: The L nion also awards two $.5,000 twoyear scholarships reserved exclusively for members. The two-year scholarships offer various opportunities e.specially for the member who plans to keep shipping. In such a program you may develop a trade or skill which would improve your per­ formance aboard ship as well as helping you obtain a better paying job when you are ashore. • Have not less than two years of ac­ tual employment (three years for the par­ ent or guardiciU of dependents) on vessels of companies signatory to the Seafarers Welfare Plan. The $10,000 scholarships may be used to pursue any field of study at any ac­ credited college or university in the U.S. or its lerrifnrres. In regard to our members, application requirements are geared for the man or woman who has been out of school for a • Have one day of employment on a vessel in the six-month ])eriod immedi­ ately preceding date of application. • Have 90 days of employment on a ve.ss(>l in the previous calendar year. Pick up a .scholar.'^hip application now. They ar»> available for yoiUand your de­ pendents at the local Union hall or by writing to the Seafarers Welfare Plan, College Scholarships, 275 20th St., Brook­ lyn, I\LY. 11215. �317 Have Itoiiatcil $100 or illorc To SI'AII Since Kegluiiinji of '77 The following Seafarers and other concerned individuals, 317 in all, have demonstrated an active interest in participating in political and legislative activities which are vital to both our job security and our social and economic welfare, by voluntarily donating $100 or more to the Seafarers Political Activities Donation (SFAD) fund since the beginning of 1977. (The law prohibits the use of any union money, such as dues, initiation fees, etc., for political activities. The most effective way the trade unionist can take part in politics is through voluntary political contributions. SFAD is the union's separate segregated political fund. It solicits and accepts only voluntary contributions. It engages in political activities and makes contributions to candidates. A member may voluntarily contribute as he sees fit or make no contribution without fear of reprisal.) Seven who have realized how important it is to let the SlU's voice be heard in the Halls of Congress have contributed $200, three have contributed $300, and two $600. For the rest of the year the LOG will be running the SFAD honor rolls because the Union feels that in the upcoming months our political role must be maintained if the livelihoods of Seafarers are to be protected. (A copy of our report is filed with the Federal Election Commission and is available for purchase from the Federal Election Commission, Washington, D.C.) NOTE: Each month's SFAD Honor Roll contains the names of those individuals who have given $100 or more as of the last Friday of the previous month. Neffe, J. Rudnicki, A. Abas, I. Hannibal, R. Darden, J. Johnson, R. Lee, K. McKay, D. O'Donnell, J. Sacco, J. Adams, W. HarUdstad,y. Davidson, W. Johnsted, R., Jr. Lelonek, L. McNabb, J. Olson, F. Sacco, M. Adamson, R. R. Harris, E. Davis, J. Jones, R. Lennon, J. McNally,M. Saeed, S. Omar, Y. Adium, M. Harris, W. Davis, J. Jones, T. Lewis, L. McNeely, J. Salandon, G. Pacheco, E. Air, R. N. Harris, W. Davis, S. Kastina, T. Liles, T. Mesford, H. Salch, H. Paladino, F. Algina, J. Hatton, M. Debarrios, M. KeUer,D. Loleas, P. Mollard, C. San Fillippo, J. Papuchls, S. AU,A. Hauf, M. Dechamp, A. Kemgood, M. Lombardo, J. Mongelli, F. Paradise, L. Sanchez, M. Haynes, B. Allen, J. Delgado, J. Kerr, R. Lynch, C. Mooney, E. Paschal, R. Schuffels, P. Heimal, W. Anderson, A. Delrio, J. Kingsley, J. Lyness, J. Morris, W. Patterson, D. Seabron, S. Heroux, A. Anderson, A. Demetrlos, J. Kizzire, C. Magruder, W. Morrison, J. Pecquex, F. Seagord, E. Anderson, R. Holmes, W. Dembach, J. Knutsen, £. Malesskey, G. Mortensen, O. Perez, J. Selzer, R. Homayonpour, M. Antici, M. Diaz, R. Koflowitch,W. Manafe, D. Mosley, W. Peth, C. Selzer, S. Howse, A. Aquino, G. Diercks, J. Kouvardas, J. Martinussen, C. Muniz, W. Shabian, A. Piper, K. Hunter, W. Arle, J. Digiorgio, J. Kramer, M. McCartney, G. Munsie, J. Siiclton, J. Porter, B. lovino, L. Aronica, A. Kwiatek, G. Doak,W. McCarthy, L. Murray, J. Sholar, E. Prentice, R. Jacobs, R. Aumlller, R. Kydd,D. Dolgen, D. McCaskey, E. Murray, M. Sigler, M. Pretare, G. Jackson, J. Lankford, J. Avery, R. Domenico, J. McOinton, J. Napoli, F. Prevas, P. Silva, M. Johnson, D. Badgett, J. Lawrence, W. Domingo, G. McElroy, E. Nash, W. Prott,T. Smith, L. Bailey, J. Donovan, P. PulUam, J. Smith, T. Barroga, A. Drozak, P. Soresi, T. Purgvee, A. BarUett,J. Drury, C. Spencer, G. Quinnonez, R. Bauer, C. Dryden, J. Stancaugr, R. Rankin, J. Baum, A. Ducote, C. Sfankiewicz, A. Rattray, W. Beeching, M. Dudley, K. Steams, B. Reck, L. Bellinger, W. Dwyer, J. Stephens, C. Reinosa, J. Benoit, C. Dyer, A. Lilledalll,H. Stevens, W. Reiter, J. Evans, M. Bergeria, J. Pomerlane, R. Rhoades, G. Stewart, E. Fagan, W. Berglond, B. Stubblefield, P. Richbhrg, J. Farnen, F. Berlin, R. Sulaiman, A. Riddle, D. Bishop, S. Faust, J. Sullins, F. RipoU, G. Fay, J. Bland, W. Roades, O. Surrick, R. Manuel, R. Quinter, J. Romolo, V. Bobalek,W. Fergus, S. Roberts, J. Swiderski, J. Bonser, L. Fgrshee, R. Robinson, W. Tanner, C. Boyne, D. Firshing, W. Rodriguez, R. Taylor, F. Fischer, H. Brand, H. Rondo, C. Taylor, J. Brongh, E. Fiune, V. Rosenthal, M. Pow, J. Telegadas, G. Drozak, F. Bernstein, A. Brown, G. Fletcher, B. Roshid, M. Shields, J. Terpe, K. Frounfelter, D. Combs, W. Brown, I. Florous, C. Roy, B. Tobin, G. McFarland, D. Browne, G. Fox, P. Royal, F. Tobio, J. Bryant, B. Franco, P. Troy, S. Bucci, P. Francum, C. Tmenski, C. Buczynski, J. Frank, S., Jr. Tsminrx, L. BuliOvk, R. Frederickson, E. Turner, B. Fuller, G. Burke, T. Turner, L. Burnette, P. Furukawa, H. Underwood, G. Gallium, R. Calfey, J. Velandra, D. Caga, L. Garcia, R. Vukmir, G. Callahan, J. Gard, C. Weaver, A. Campbell, A. Gardner, E. Webb, J. Campbell, A. Gaston, T. Weber, J. Campbell,'A. Gentile, C. West,D. Celgina, J. Gimbert, R. Whitmer, A. Cheshire, J. Glidewell, T. Whitsitt,M. Cofone, W. Goff,W. Wilburn, R. Conklin, K. Goldberg, J. Williams, L. Conning, E. Gooding, H. Wilson, C. Costango, G. Goodspeed, J. Wilson, J. Cousins, W. Gorbea^R. Winder, R. Cresci, M. Guarino, L. Wingfield,P. Cross, M. Guillen, A. Wolf, P. Cunningham, W, Hagerty, C. Woody, J. Curry, M. Haggagi, A. Woriey,M. Curtis, T. HaU,P. Worster, R. Da Silva, M. Hall,W. Yarmola, J. Danzey, T. HaU,M. i SPAD Honor Roll $600 Honor Roll $300 Honor Roll $200 Honor Roll June 1977/ LOG / 39 -I �amm which was at the New Ori^ms^is ^e third largest port in the worid, following only Rotterdam and New Yoifc in total jvaterbome commerce. Hie harbor ^t New Orleans is a complicat^ net?; work ^dttsjythtg dt the We crojSs^ the Co. dock, locate below deach^erdiis:to eatclt tN 'crew sL'the-tiig -^ Smith S^£Die't^ey.ldft^tp;d^ a sh^; FInaliy we headed npriver to oil refinery at Norcp^ La. to meet the . Dixie Progress^ . an ^ :aIU-COIt-Vi tracted deep s<m tug. The was waiting for a heavy fe^ to lift before departing ifor l^pa with its t5O,O0O-barrel barge loaded widi When die Log New Otieaiis we found SlU JEk^^ spread out 9 over many miles of waterway. Our first stop was the Gulf Canal Lines fleet at the foot of Carrolton Ave. on the east bank of the Missis­ sippi.' We had a nice visit with the crew of the tbwhoat Port of Mobilej i On board the tug Kevin Smith (Crescent Towing and Salvage), deck­ hands William Campbell (I.) and Keith Schneider prepare the lines for a ship decking assignment. Cock Jim Blackwell prepares steaks for lunch on beard the deep sea tug Dixie Progress. The tugs Shannon Smith and Kevin Smith wait at the Crescent Towing and Salvage dock in New Orleans. At a Union meeting on the Port of Mobile (Gulf Canal Lines), crewmembers sit round the galley table. They are (I. to r.): Randy Kent, utility: Patrick Peters, deckhand; Don May, deckhand; Waiter Cannon, captain and Fred Nation, captain. ... Chief Engineer Glen Wheeler (I.) and Assistant Engineer Alfred Marriott change fuel injectors in the main en­ gine of the Dixie Progress (Dixie Car­ riers). AB Tankerman Mike Maleno (r.) checks ullage on the 150,000 barrel gasoline barge that the Dixie Progress will be taking to Tampa, Fla. Captain Walter Wil­ liams (I.) and Pilot Richard Uetman (c.) look on. � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource June 1977 Description An account of the resource HEADLINES SIU MANS FIRST U.S.-FLAG LNG SHIP NEW COMPANY LOOKS TO REVIVE MICH. CARFERRIES MAP OUT COURSE FOR LEGISLATIVE ACTION HALL PRESSES HEW, OSHA ON HYGIENE SIUNA AFFILIATE OF CHICAGO CABDRIVERS WINS IMPORTANT VICTORY JAMES SMITH ADDED TO FLEET ‘SIU’ LITTLE LEAGUE TEAM IS FIRST IN PUERTO RICO CHAMPIONSHIP JIMMY LOGAN PEPARES FOR CHIEF ENGINEER’S TEST HOUSE OKS PORPOISE QUOTA FOR TUNA FLEET SS SHARON- A LADY WITH A LOYAL FOLLOWING AMERICANS PAY TRIBUTE TO SEAMEN ON MARITIME DAY IT MEANS MORE CARGO FOR U.S.-FLAG VESSELS FROM MEMPHIS-ST. PAUL-PITTSBURGH, ‘SWEEP’ RIVERS 23 RIVER BOATMEN ATTEND EDUCATIONAL CONFERENCE 1971 SCHOLARSHIP WINNER GLAD SHE’S ACCOUNTANT AGE OF AQUARIUS DAWNS FOR U.S. MERCHANT MARINE ADEQUATE LNC FACILITY NEEDED IN CALIFORNIA $3.50 FOR A 10-HOUR DAY, 6-DAY WEEK, IN 1918 ON HARBOR BOATS PORT AGENTS PREPARE TO MEET MANPWOER NEED DON’T BUY COORS BEER, CROFT METALS BOYCOTTS SET BY AFL-CIO AB ENDORSEMENT MEANS BETTER PAY, SECURITY PORT OF NEW ORLEANS: 3RD MOST ACTIVE IN THE WORLD Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 6/1/1977 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 39, No. 6 1977 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/31823b63db317c98e10af15b75013162.PDF 14a7c651c3cb4ee2f8f398ea77ee7148 PDF Text Text X - '"t] 1 "TA Carter Backs 9.5% O// Cargo Preference See Page 3 mi Emjarar E^l /•J . .m- : -i L-- - x iS-^"- ' i:S^ •••:r.Sr€v?C:-:v:- .•-* "• X ' " ,'IfX'V "'* .''^I'^jriX''"^ '""Tri'• • S^ Page 7. l¥-K^5 • SlU Attacks Coast Guard at Hearings .-S ?1"'' •- r-.-^fiT^ I See Page 5 Alaskan Oil Swap Plan Rejected See Page 10 SlU. NMU Sign Agreement to Study Merger See Page 11 i •'•. " ii'" • "' gfX" ' '!I �s Boatmen at CaribeTowing Approve 3-Year Contract A new three-year contract with Caribe Towing was recently wrapped up and overwhelmingly ratified by SIU Boatmen employed by Caribe in San Juan, Puerto Rico and on Caribe's off­ shore boats running from the U.S. mainland to the islands. At a special contract ratification meeting in the Santurce Union Hall on June 18, the members voted unani­ mously to accept the new agreement. It was also ratified aboard each offshore boat and by the two crews on the har­ bor boat in Jacksonville, Fla. . The new contract was drawn up along the lines of the "standard agree­ ment" which the SIU is negotiating for all the members in the towing industry. What happened with Caribe, therefore, is a step forward for all SIU Boatmen. The new contract won SIU Boatmen in both Caribe operations significant wage increases, welfare benefits and many beneficial work rule changes. Most important, it established an in­ dustry-wide SIU Vacation Plan for Ca­ ribe Boatmen. Vacation benefits will now be based on the number of days worked and will be paid to qualified employees for every 90 days worked after the effective date of the contract, July 1, 1977. The contract also made major im­ provements in the Seafarers Welfare Plan, including: • Full cost coverage for hospital ex­ tras • Full cost coverage for intensive care • Increased maternity benefits from $300 to $500 • Increased maximum surgery cov­ erage from $450 to $600 • Increased coverage for doctor calls • Increased death benefit to $5,000, and • A new benefit up to $5,000 for ac­ cidental dismemberment or loss of eyes. Higher pension benefits were an­ other major gain. All SIU Boatmen em­ ployed by Caribe are currently eligible for a $240 per month pension. The new contract increases the monthly payment to $340 for anyone eligible to retire after July 1, 1979. The contract made an important change in the grievance and abitration procedure requiring Caribe to give em­ ployees written notice of disciplinary action and the reasons, with a copy to the Union. Seniority provisions were also es­ tablished within each job classification. Layoffs and recalls must be in accord­ ance with seniority and present employ­ ees must be considered first in making promotions. ru D Ln Paul Hail [S©[o)®i7^ Oil Cargo Preference Hears For the U.S. Maritime Industry The U.S. maritime industry is on the verge of achieving a landmark goal that we, especially in the SIU, have been fighting to win for a long, long time. That goal is oil cargo preference for American-built, American-manned tankers. The breakthrough in this battle came earlier this month when President Carter announced that he will support a bill to require that 9.5 percent of all U.S. oil imports be carried in American bottoms by 1982. Under the provisions of this bill, U.S. tankers, which now carry only 3.5 percent of America's oil imports, would immediately be guaranteed a 4.5 percent share. The U.S. fleet's share would then increase 1 percent each year for five years until the 9.5 percent mark is achieved. (See full news story on Page 3) Before I talk about the benefits of this bill, however, I think everyone should be aware of two very important points. First, oil cargo preference is not now, nor has it ever been, strictly a maritime issue. When we talk about cargo preference, we are also talking about the economic and job structures of this nation, as well as America's overall national security picture. Second, President Carter's proposal concerning cargo preference is still just that—a proposal. The bill must clear both the House and the Senate, and we can expect strong opposition on this issue from our traditional opponents, the multinational oil lobby and foreign maritime interests. However, with the Administration's support, coupled with the continued grassroots political work of rnaritime labor, I am very confident that the new oil bill will soon be law. Now the question. What does it all mean? First of all, 9.5 percent oil cargo preference means the creation of as many • The new contract also provides that in the event of a death in the immediate family, the employee shall be given three days off with pay. Pay Transportation Costs Another highlight of the contract— one that benefits both the SIU Boatmen and the Union as a whole—is that Ca­ ribe agreed to pay round trip transpor­ tation costs incurred by an employee goine to the Harry Lundeberg School for upgrading courses. So that unlicensed personnel can get the necessary practical experience to upgrade, the Union was also successful in getting Caribe to carry trainee en­ gineers and trainee mates on its boats. The Caribe contract is an important step toward achievement of the SUTs long range goal to make benefits like these standard for employees of all its contracted towing companies. SIU Inland Boatmen from Puerto Rico gathered in the Union Hall to consider the new contract with Caribe Towing. Several of the members brought along their children—Boatmen and Boatwomen of the future. as 3,600 new jobs for American seaman on U.S.-flag tankers. It also means the creation of tens of thousands of new shipyard and related industrial jobs for Americans in the construction of new tankers. These vessels will represent both new additions to the existing U.S. tanker fleet, as well as replacements for older, worn-out ships that otherwise would simply be scrapped. In this regard, the new oil bill will further guarantee that America's peacetime shipbuilding industry, the life blood of the U.S. merchant fleet, will continue to expand its activities and help launch the U.S. fleet into a better competitive position among world merchant marine powers. In addition, the legislation will reduce America's dependence on the use of unsafe, undependable foreign-flag and flag-of-convenience ships for the carriage of our oil imports. Also, the increased use of U.S. ships will substantially help the U.S. balance of payments picture, which so far this year has been operating in the red. Despite all these positive benefits, though, I believe that the single most important point concerning this legislation that must be made here is this: for the first time in many, many years, a national Administration has recog­ nized the fact that a modern, industrial nation cannot expect to remain a a world economic or military power without a modern, competitive merchant marine. And I believe that it is only this kind of positive attitude toward maritime, both in the White House and in Gongress, that will enable us to achieve our ultimate goal of a completely revitalized, globally competitive U.S. merchant fleet. One more thing. Whether this particular bill makes it or not, SIU members in general should be proud of the critical role they have played in carrying the fight for oil cargo preference for U.S. ships this far. It was this membership's support of the Union's political apparatus that enabled the SIU to begin this fight in the first place. That was nearly seven years ago in the 92nd Congress. At that time, cargo preference was defeated in the Senate by seven votes. A few yearsv later, the SIU succeeded in mobilizing virtually the entire labor movement in support of a new oil bill, the Energy Transportation Security Act of 1974. As you know, we got that bill as far as President Ford's desk, where it died. Even though we were ultimately defeated both of these times, the SIU's work and perseverance throughout is what has now brought us to the threshold of victory on oil cargo preference. It has been a long and difficult fight, and it would be wrong to say that the fight is over. Quite the opposite, the fight to perpetuate our industry to the point where American ships carry a significant percentage of all U.S. cargoes is just beginning. It won't be easy. But then again, it never has been. Change of address cards on Form 3579 should be sent to Seafarers International Union, jAtfantic^Gulf Lakes and Inland Waters District, AFL-CIO, 675Tourth Ave., Brooklyn, N.Y. 11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 39, No. 7, 2/LOG / July 1977 �Starts at 4.5% 11; ' Carter Backs 9.5% Oil Cargo Preference WASHINGTON, D.C.—In a move that could nearly triple the amount of oil cargoes presently carried in Ameri­ can bottoms, President Jimmy Carter announced this month that he will sup­ port a bill to require that 9.5 percent of all U.S. oil imports be carried in U.S.built, U.S.-manned tankers. The Carter supported bill would ini­ tially set a 4.5 percent quota for U.S. tankers, with that figure rising 1 percent a year for five years until the 9.5 percent figure is reached in 1982. Presently, U.S. ships carry only 3.5 percent of America's oil imports annudly. Committee, predicted that with the President's support "this legislation will pass the Congress and be signed into law in very short order." Murphy, whose committee has al­ ready begun hearings on such a bill, added that the move to oil cargo pref­ erence for U.S. ships "is the cornerstone of a realistic national maritime policy," and it marks "the beginning of a new era for America, which may well achieve again the number one position in the world as a maritime nation as we were during World War II." SIU President Paul Hall called Presi­ dent Carter's decision to support oil cargo preference for U.S. ships ''an im­ portant step" towards strengthening the national security and creating needed johs. Shipyard Jobs In addition to new seagoing jobs, the bill will also create thousands of new jobs for Americans in shipbuilding and related industries. An extremely important aspect of the bill rejects the so-called concept of "reflagging," that is, allowing U.S. opera­ tors to buy idle foreign tankers, register them under the U.S. flag and participate in the oil trade. The rejection of the "reflagging" con­ cept guarantees that American yards will be kept busy in the construction of numerous new tankers, representing both new additions to the U.S. merchant fleet, as well as replacements for old Robert J. Blackwell, assistant sec­ retary of commerce for maritime af­ fairs, estimates that the bill will create between 2,500 and 3,600 "additional and much-needed jobs for American seamen" by 1982. The bill, of course, must still pass both the House and Senate before becoming law. However, Rep. John Murphy (D-N.Y.), chairman of the House Merchant Marine and Fisheries tankers scheduled to be scrapped. Also in regard to the shipbuilding aspect, Secretary of the Navy W. Gra­ ham Clayton, in testimony before the House Merchant Marine Committee, said that the increased activities of American yards in the construction of commercial tankers caused by a 9.5 per­ cent oil cargo preference bill, would not interfere with the Navy's shipbuilding program for the future. Presently, the entire U.S. tanker fleet consists of about 250 ships. In addition to the thousands of jobs the new bill will create on ships, in ship­ yards and related industries, the bill will also: • Reduce America's dependence on unreliable, often unsafe, foreign-flag vessels for the carriage of America's oil imports. • Provide for the maintenance of the shipbuilding industrial base required by our national security. • Substantially help relieve the defi­ cit knthe U.S. balance of payments pic­ ture. Opposition Expected Despite the support of the White House on the 9.5 percent oil preference bill, stiff opposition is still expected from the oil companies and foreign maritime interests. In fact. President Carter ignored a last minute effort by 11 maritime na­ tions, including Great Britain, Norway and Japan, to get the President to change his mind. In a note delivered to the State De­ partment two days before Carter made his announcement, this coalition of 11 nations said that they would be opposed to even a compromise plan on cargo preference for U.S. ships. They con- DEEP SEA eluded the note by saying that they hoped "the United States will bear in mind the common interest of her mari­ time trading partners. The oil companies are expected to come up with their old argument that consumer prices would be pushed up if a percentage of oil cargoes were re­ served for U.S. ships. However, a Commerce Department report on the legislation has already shot some holes in this argument. The report noted that even at maxi­ mum use of U.S. tankers, added transContiniied on Page 34 Flexibility^ Education Answering Maritime Industry's Needs Flexibility—it's the key to the SIU and the Lundeberg School's answer to industry needs. Our union and its con­ tracted companies are always studying shipping trends to forecast the need for men and skills in our industry. HLS has programs to give Seafarers new and better skills to meet these in­ dustry needs. Today, the future of American mer­ chant shipping looks very bright. All signs point to more and more ships un­ der the U.S. flag. This means many good jobs for Seafarers. HLS has the programs to help every member get ahead. At the same time, HLS gradu­ ates are ready to meet every manpower need of our industry. Seafarers know this. In recent months, many members have come to the school to upgrade. So, the school has scheduled more courses and has even doubled the size of some pro­ grams. During the month of July, for example, 260 Seafarers completed courses at HLS and moved up to higher ratings. Most of these Seafarers now hold jobs in the middle ratings—AB, FOWT and Assistant Cook. As these Seafarers move up, their former entry jobs will be filled by grad­ pared for better jobs and a brighter uates of the Basic Vocational Program future. at the school. The trainee classes at Today, these members are meeting HLS are growing, too. In the last three the manpower demands of U.S.-flag months, 163 trainees graduated and ships finally coming out of their long signed on their first vessel. This means lay-ups. When the industry was ready, there are trained Seafarers aboard so was the SIU.' ¥ every SIU ship at all job levels. Flexibility is the key to this readi­ But even "with these large numbers ness. Through the educational pro­ of students, quality is never lost at the ing and engineroom operations of these grams at HLS, Seafarers can meet any Lundeberg School. New staff members ships. Their former ratings were filled industry need and build good careers, have come to HLS as full- or part-time by graduates of other HLS upgrading too. instructors, teachers; tutors and aides. courses, who were followed in the entry Every Seafarer should be ready to Individual help for each student is re­ ratings Ijy HLS trainees. take advantage of the great job oppor­ sponsible for the success of HLS grad­ An even more recent example of tunities that are available now. Take a uates. These graduates have the read­ career growth for Seafarers and skilled big step ahead in your shipping career crews for industry is the manning of —fill out the upgrading application in ing, math and job skills to do their work the LNG Aquarius. Every unlicensed this edition of the Log and mail it to with real know-how. This quality of crewmember aboard this vessel grad­ HLS today. education at the school will never uated from the Lundeberg School's change. Of course, the present growth of the LNG Program. The entire standby crew also completed this program. As the U.S.-flag fleet is not the first time the Aquarius' 11 sister ships are launched, Lundeberg School and the SIU have there will be qualified Seafarers stand­ met the need for flexibility. There are many examples of this approach to ing by to man them. Entry-rated seamen Most Seafarers remember, too, those education. in all ports must showtheii gray days not too long ago when Amer­ A few years ago, many big tankers last six months' discharges he^ ican shipping was very slow because of and other new ships were launched. fore they can register for To get ready for these vessels, 623 Sea­ third flag ships and cut throat rates. shipping. So, many Seafarers spent their time on farers upgraded to QMED. They stood the beach studying at HLS. They pre­ ready to handle the complicated pump- Six Months' Discharges Overseas Chicago Dispatchers' Reports: Great Lakes Deep Sea Inland Waters Nev/ Houston Hall .. .Pages 12-13 INDEX Legislative News Washington Activities Coast Guard hearings Oil cargo preference . .. Page 9 ..Pages ..Page 3 Union News President's Report — Caribe contract SlU-NMU agreement ., Headquarters Notes .., Brotherhood in Action , Lakes Picture Inland Lines At Sea-Ashore Sabine: Dixie contracts SPAD honor roll . MCS and SIU merger . ..Page 2 ..Page 2 . Page 11 .. Page 7 .Page 38 .. Page 8 .. Page 6 . Page 17 Page 27 . Page 39 .Page 6 General News National unemployment •.. Page 27 Locks and Dam 26 Page 18 Laborers Union Page 32 Oil swap rejected ......Page 10 . PHS facilities Page 6 Adm. Moore telegram ... .Page 9 Ringling Bros ..Page 9 Shipping Tug Dennis Hendricks .... Page 7 77 Stuyvesant Page 27 LNG Aquarius ' Page 10 Around Houston harbor Back Page Wilt Colonna-Christine E. . Page 25 Ships' Committees Page 4 Ships' Digests Page 23 Page 7 Page 30 Page 24 Page 34 Training and Upgrading Inland upgrading Page 36 Meeting manpower needs . Page 3 Seafarers participate in 'A' seniority upgrading .Page 38 HLS courses and application Pages 36-37 Membership News Former scholarship winner Page 26 Engineer Lonnie Dooley . .Page 17 Boatwoman Bandelean .. Page 37 Laker Martinussen Boatman Whightsil New Pensioners Final Departures Page 26 Page 27 .Page 35 Page 33 Special Features Louisiana sweep and conference Pages 19-22 PL 489 cargoes Page 29 Swedish labor Pages 14-16 Articles of particular interest to members in each area can be found on the following pages: Deep Sea: 3. 4, 7.10.17. 23. 24. 38 Inland Waters: 2, 6. 18. 19-22. Back Page Great Lakes: 8, 26,30 July 1977/LOG/3 !• "T , , ' y I 1 } 7. J. �Pisces Committee Overseas Vivian Committee Last month at a payoff in the port of Baltimore, the Ship's Committee and a crewmember of the ST Pisces (Westchester Marine) were lead by (right) Re­ certified Bosun Burton Owen, ship's chairman. Others of the committee and the crewmember are (I; to r.) Deck Delegate F. M. Rose,- Education Director Thomas Long, Steward Delegate 0. Loper and AB S. Thomas. The ST Overseas Vivian (Maritime Overseas) paid off late last month at the GATX Dock in Carteret, N.J. Having their group photo aboard are the Ship's Committee and a crewmember of (I. to r.) Steward Delegate R. Gonzales, Chief Steward Dario Martinez, secretary-reporter; BR Herman Miller, Recertified Bosun J.W.Parker, ship's chairman; Deck Delegate A. G.Wilson. THE COMMITTEE PAGE Carter Braxton Committee Baltimore Committee Recertified Bosun Richard "Blackie" Thoe (2nd right) ship's chairman of the Mariner SS Carter Braxton (Waterman) poses with the-rest-of the Ship's Com­ mittee of (I. to r.) Chief Cook Johnny Young, Deck Delegate Joseph Blanchard, Steward Delegate Fred N. Lindsey and Education Director George Connell. The ship paid off recently at Brooklyn's Pier 7 in the port of New York. Here's the full Ship's Committee of the SS Baltimore (Sea-Land) at a payoff in Newark, NJ. They are (I. to r.) Deck Delegate Frank Buhl, Engine Delegate Frederick W. Neil, Recertified Bosun Bill Osborne, ship's chairman; Education Director N. Reiddi, Chief Cook E. Dale, Chief Steward Joseph De Use, sec­ retary-reporter and Steward Delegate Oscar Gatlin. Boston Committee Early last month in Port Elizabeth, N.J. at a payoff. Recertified Bosun Leyai Joseph (right) ship's chairman of the SS Boston (Sea-Land) is with the Ship's Committee and some of the crew. They are (I. to r.) Chief Cook S. Bell, steward delegate; Oiler R. Rodgers, Wiper Charles A. Campbell, OS Tom Carroll, Chief Steward James Keno, secretary-reporter: AB T. Ryan, deck delegate and Education Director D. R. Pase. 4/LOG/July 1977 Sam Houston Committee N.Y. Patrolman Teddy Babkowski (seated right) answers question of EngineDelegate Richard Hannon (seated center )as the rest of theShip'sCommittee of the LASH ship Sam Houston (Waterman) await a payoff. They are (I. to r.) seated Recertified Bosun Homer Workman, ship's chairman and standing. Deck Delegate Gordon L. Davis and Steward Delegate Ahmed Alammari. The payoff took place at Pier 7, Brooklyn. N.Y. on June 24. �Ai House Hearings on Coasf Guard: Drozak Blasts USCG Failures on Safety The SIU fired its first round of heavy criticism at the Coast Guard in hearings which began last month in Washington, and which could prove to be an historic step fbrward for the health and safety of American seamen. "The Coast Guard's actions have had dire implications for merchant seamen," SIU Executive Vice President Frank Drozak testified on June 23 before the House Coast Guard Subcommittee's hearings on merchant marine safety. "The time is long overdue for Con­ gress to undertake an extensive compre­ hensive investigation of the Coast Guard practices," he insisted, and "to decide whether another Federal body should be entrusted with jurisdiction over the merchant marine." A group of about 25 concerned SIU members came to Washington from a conference at Piney Point, Md. to hear Drozak's important testimony. His presentation is the first of several to be made at the Subcommittee hearings by StU. repi^sentatives. ^ : The hearings are the culmination of the SIU's intensive efforts over the past SIU Executive Vice President Frank Drozak shown testifying before the House Coast Guard Subcommittee. SIU members came to Washingtorv to see the. actual presentafHon of the Union's Importanttestimony on theCoast Guard. year to bring the Coast Guard's long­ standing failures to public attention. They follow the Union's unsuccessful attempts to gain the Coast Guard's co­ operation in correcting widespread ma­ rine safety problems. The hearings are also Congress' first long look at Coast Guard activities since it gave the Coast Guard the legal re­ sponsibility for merchant marine safety in 1946. Drozak's testimony was backed up by the Union's interviews with approxi­ mately 40 Seafarers, and by docu­ mented examples of accidents and deaths that might have been prevented by the Coast Guard. Incident after inci­ dent, Drozak said, proves that "the Coast Guard cannot be trusted to en­ force Congressionally-mandated na­ tional policy." Instead of preventing hazardous ship- hoard conditions, the Coast Guard has allowed these conditions to exist and, in some cases, has even created them, he explained. The conditions exist on deep sea, Great Lakes and inland vessels and in­ clude excessive overtime, too little port time, excessive engine room noise and dangerous vertical climbs aboard .ship. Drozak's examples revealed that these conditions lead to fatigue, tension, psy­ chological isolation, alcoholism, deaf­ ness, marine accidents and death. "For too long, American merchant seamen have been subject to the uni­ lateral whims of the Coast Guard. The results have been disastrous." Drozak explained to the Subcommit­ tee in detail how the Coast Guard's manning standards have caused exces­ sive overtime and severe health and safety risks for merchant marine crews. He cited overtime rates as high as 120 to 160 percent on the Falcon tankers and from 115-120 percent on the super­ tankers Brooklyn, Williamsburg and Massachusetts, where reduced manning has been in effect. The reduced crews on these ships and others such as the Chevron, Zapata and Sugar Islander class tankers, where the Coast Guard has eliminated all engine room ratings, not only must work ex­ cessive overtime in order to operate the vessel, but suffer an "intolerable bur­ den" if one seaman becomes ill and cannot perform his duties, Drozak said. Even in port, he continued, seamen often cannot take adequate time off be­ cause the Coast Guard's manning scales do not allow the necessary relief man­ power. Three men were killed, the Master, Continued on Page 30 Schulman: U.S, Seaman Have Rights, Too Howard Schulman, SIU general counsel, attacked the Coast Guard before a Congressional hearing last month for refusing to recognize that merchant seamen, "as American em­ ployees, are entitled to the protection of our national labor laws." Schulman testified along with SIU Executive Vice-President Frank Dro­ zak on June 23 before the House Coast Guard Subcommittee which is holding hearings on merchant marine safety. Both men strongly criticized the Coast Guard's reduced vessel manning policies because they threaten the safety of merchant seamen and violate their rights as American workers. Schulman stressed that labor and management have the sole rights, under national labor law, to determine work loads, hours and the number of workers on the job. The Coast Guard has a "limited veto power," he said, to inter­ fere in these agreements if they conflict with safe navigation. But the Coast Guard has reversed this procedure by determining vessel manning in advance without consulting the maritime unions, he explained. Moreover, it has done so in spite of its commitment before a Hcu.se Coast Guard Subcommittee meeting in 1975 that it would consult with labor on ves­ sel crews, he added. "We believe the Coast Guard's un­ willingness to carry through on its com­ mitments is a clear indication of its indifferent attitude towards the overall safety and well being of the seagoing work force." Instead of setting manning scales that would insure safe navigation of ves­ sels, the Coast Guard has eliminated ratings and caused the remaining crew to work excessive overtime, Schulman said. The result has been overworked crews operating vessels with a high risk of accident due to fatigue. yiolates OSHA Standards This policy not only violates labor law, but also the Occupational Safety and Health Act of 1970, which was passed to establish safe and healthful working conditions. Seven years after the passage of this act, Schulman, pointed out to the Subcommittee, the Coast Guard has still not done any­ thing to carry out its provisions in the maritime industry. Schulman also attacked the Coast Guard's "brazen disregard for the law by permitting the use of riding crews," that is, laborers who are employed to do maintenance and repair work on vessels instead of regular merchant sea­ men crew members. The law allows only regular crewmembers or passen- SIU General Counsel Howard Schul­ man explained to the Subcommittee how the Coast Guard has ignored the rights of American merchant seamen. gers to sail aboard merchant vessels. This practice "not only increases the risk of accident and injury," Schulman said, "but aLso, again runs counter to the Congressionally-mandated labor policy" of collective bargaining. By al­ lowing riding crews, he explained, the Coast Guard encourages employers to contract out work, which is "a proper matter of collective bargaining between representatives of merchant seamen and vessel operators." The Coast Guard also has failed to exercise its authority for safety of life on Outer Continental Shelf oil drilling rigs, Schulman charged. Many accidents resulting in death and destruction of property continuously occur in this in­ dustry, yet the Coast Guard has not is­ sued any safety regulations for work on this equipment, he said. Its only response has been to estab­ lish an advisory group to set regula­ tions, which has no labor representa­ tion. The group, composed almost entirely of industry representatives, has proposed regulations which would allow workers with no maritime train­ ing, or experience to work on these mo­ bile. self-propelled rigs, he protested. Schulman criticized another Coast Guard proposal, an amendment to the Independent Safety Board Act of 1974 which requires investigations of major marine casualties. "The Coast Guard would consider a major marine casualty only if six per­ sons were killed. We find such a pro­ posal the most shocking. The death of one person in a civilized society such as ours is a major marine casualty. Obviously the Coast Guard believes otherwise." Schulman concluded his remarks by asking for a Congressional investiga­ tion of the Coast Guard's practices, for new legislation to correct its failings and consideration for giving its author­ ity for merthant marine safety to an­ other Federal agency. July 1977 / LOG/5 �GAO Study Proves PHS Needs More Money After a General Accounting Office (GAO) study revealed that service and care in the PHS hospitals has been slid­ ing since 1973, Senator Warren Magnuson (D-Wash.) went to bat to get the hospitals and clinics more money. The GAO study, which was completed in May, blamed the problems in the PHS hospital system on spiraling inflation and limited budget increases. Based on the report, in June the Sen­ ate Committee on Appropriations voted $270 million for the PHS system; $210 million for patient care and back debts and $60 million for hospital and con­ struction and modernization which will help put the eight hospitals and 26 clinics in line with present life-safety and fire codes. Magnuson is chairman of the Senate Labor, Health Education and Welfare Appropriations Subcommittee which handles the PHS budget. He has closely followed the situation in the PHS sys­ tem and back in 1973 authored a bill requiring the hospitals to provide a level and range of services at least equal to that provided on Jan. 1, 1973. However, since 1973, the GAO re­ port revealed, the PHS system has had to reduce the level and range of health related activities, including training and research. It has not been able to main­ tain the staff at the authorized level, or keep an adequate inventory of drugs and other supplies. Obsolete equipment is not replaced, new advanced equip­ ment is not bought, while the whole system is deteriorating because there is not enough money to repair existing equipment and facilities. Alarmed at Trend The GAO expressed concern that "some hospitals and clinics are reduc­ ing direct patient care services or are increasing the waiting time to obtain such services." The study said that hos­ pital employees and officials were also alarmed about the trend. The GAO is the investigative arm of Congress. The $60 million for modernization of the buildings and facilities was in­ cluded as a result of an HEW study that Magnuson requested last year. An SlU-manned tug, the Maryland, operated by Great Lakes Towing Com- j "HEW reported to us that more than pany, won this year's International Tugboat Race on July 4th. The Maryland I $110 million would be needed to do beat out 13 other American and Canadian tugs in the race which is part of j the job completely," he said, noting that the annual Freedom Festival held between Detroit and Windsor, Ontario. • the $60 million would get the program under way. Jacksonville Magnuson favors more money for the PHS system partly because he I A new three-year contract has been unanimously ratified by SIU Boatmen thinks that the hospitals can expand j working for Caribe Towing Co. The wages and conditions in the new contract, their function in the future. He sug­ I which includes the SIU Vacation Plan, are among the best in the industry. gested that PHS hospitals which are lo­ I cated in medically underserved urban I St. Louis areas would be used as special com­ A week of rainfall has raised the water level of the Mississippi River above munity health centers. "Why should we I spend millions of dollars for new pro­ j the dangerously low level it had reached last month, but more rain will be grams and new facilities when we I needed this summer to assure unhampered navigation when the low water should be able to use a sound PHS hos­ I season hits this fall. Here's another weather-related item (and a nice cooling thought!): The pital system which is already in exis­ j tence," he asked. "The hospitals could I Coast Guard hopes to have at least one and possibly two air-cushion iceconduct some important studies which I breakers operating in the St. Louis District next winter, in order to keep the would help us get ready for any national J Illinois Waterway free of ice. The ice-breaker will hopefully prevent major ice health insurance program. And their I gorges which halted navigation last winter. professional staffs are more than capa­ ble of doing that type of work." Norfolk ! Although there was some opposition, The SlU-manncd Eileen McAllister of McAllister Brothers Towing has just j the PHS appropriation passed the Sen­ been crewed and put into service in the Hampton Roads harbor area. The i ate vote as part of the general aproprianew 6290 hp. tug joins a fleet of seven other company tugs in the area and is j tions for the Departments of Labor and the most powerful of them all. | Health Education and Welfare. As the Log goes to press, the bill is in confer­ Cleveland | ence between the House and Senate. The SlU-contracted Great Lakes Dredge and Dock Co. was the low bidder • The House had voted only $135 million on a harbor-deepening project to begin soon in Ashtabula, Ohio near here. S for the PHS hospitals and clinics, which I is exactly the amount the Carter Ad­ ministration requested, so the final ap­ Mobile I propriation has not yet been decided. Construction of the Tennessce-Tombigbee Waterway is moving along right ' on schedule. This important new waterway, which will connect the Ohio River j system with the Gulf of Mexico at Mobile, should be completed by 1980. Ac- i cording to SIU Port Agent Gerry Brown, the port of Mobile is busy getting ' ready for the large increase in traffic which is expected upon the completion j of U.S.-flag ocean carriers, maritime of the Tenn-Tom project. i labor unions, and shipbuilders. The NMC, a non-profit organization Port Arthur founded in 1971, has been credited with the creation of a new climate of I Two SlU-contracted companies, Sabine Towing and Moran of Texas, are unity within the entire U.S. maritime ' constructing new harbor tugs to be crewed sometime in the late summer or industry. It has also been influential in ! early fall. bringing about the existing labor-man­ I SIU representative Don Anderson reports that shipping is excellent in this agement stability and the development J port and all SIU book men are welcome. of a more responsive relationship be­ tween the exporter-importer community and the U.S. shipping industry. The organization consists of repre­ sentatives from labor, management, and Government. Barker Elected NMC Chairman WASHINGTON, D.C.—The Na­ tional Maritime Council Board of Gov­ ernors recently uanimously elected as their new chairman, James R. Barker who is chairman and chief executive officer of Moore-McCormack Re­ sources, Inc., in Stamford, Conn. He will succeed Paul R. Richardson of Paul Richardson Associates, Inc., Holmdel, N.J. Barker previously served as chairman of the NMC's Executive Committee. SlU President Paul Hall is also a member of the Board of Governors along with 34 other chief exccuuves Belle River Gets Set to Sail On July 12 the new 1000-ft. Great Lakes carrier M/V Belle River was christened at the Bay Shipbuilding Corp. Yard,' Sturgeon Bay, Wise. After trial runs it will join the SlU-contracted American Steamship Co. fleet in August. The self-unloader will go into exclusive service as a carrier of low sulfur Western coal to the Detroit Edison Co. 6 / LOG /July 1977 MC&S Merger With SIU A&G District Is Proceeding The SIU A&G District and the Ma­ rine, Cooks and Stewards' Union mem­ bers, at recent regular membership meetings, voted overwhelmingly in fa­ vor of a proposal for MCS to merge with the A&G. This action, as further directed by the membership, has been followed by meetings between commit­ tees representing both unions working out the details of the merger. The, committees have agreed upon many of the merger details so as to as­ sure that each respective niembership's job rights, security, pension and all other benefits are fully protected." At the same time, the committees have explored and tentatively devel­ oped programs which would make available greater job security and op­ portunities for each union's member­ ship. Of course, all final proposals which the committees may agree upon will ultimately be acted upon by the respec­ tive memberships in a referendum vote. Conferences and checking of legal documents and similar materials are continuing between representatives of the MCS. and the A&G lawyers, ac­ countants and other technicians. In this way, the merger, when submitted to and if adopted by the memberships, will be in accord with the many legal require­ ments and governmental rules and regulations. It is anticipated that the legal and paper work which the merger requires, including governmental action of ap­ proval of certain items where necessary, will be completed shortly. When finalized, the committees' ac­ tion which will constitute the merger proposal, will be submitted to appro­ priate membership meetings of both unions, publicized and then voted upon in a referendum by the memberships. �Headquarti^r^i by SIU Execiilive Vice President Frank Drozak Since its beginning, the SIU has faced a special challenge within the American labor movement: to maintain unity and solidarity for a member­ ship that is always on the move. At any given time, most of our members are away from home, spread out on waters throughout the country and the world. Yet we have never allowed our members to remain at sea in the sense of being out of touch with the Union. The Union is not just the officials and the hiring halls on the beach. It is for the most part, the shipboard members themselves who must keep up the flow of Union activity that binds us all together whether on land or sea. And the shipboard member who plays the most important part in this essential activity is the Ship's Chairman. The responsibilities of the Ship's Chairman are set forth in the SIU contract and in general Union procedures. Whether or not he carries them out can affect not only the crew aboard an individual vessel, but also the entire Union membership. The Ship's Chairman, designated by the contract as the Bosun, is the link between the shipboard crew and the Union leadership in the nearest Union Hall and in Headquarters. His duties in this capacity begin even before the vessel sails. It is the Ship's Chairman who must notify the Union if any member of the unlicensed crew do not report for duty. And he must do so within ample time for the Union to contact the missing member or to find a replacement. This is a major responsibility because it is the Union's last chance to prevent a ship from sailing short. And this is especially important now so that the Union can continue to prove its ability to meet the maritime industry's growing need for manpower. If the Ship's Chairman fails to do his part in seeing to it that all SIU crew positions are filled, he endangers the job security of all members. We have a contractual obligation with our operators to provide necessary personnel. If we don't, we are hurting our own reputation and our own chances to negotiate that next contract. But it hurts us in other ways too. For every ship that sails short, the Union loses money, or to be more accurate, you as an SIU member lose the money that would have been paid by the operator into the Union's Welfare, Pension and Vacation Plans for every day the missing SIU crewmember should have been on the job. A vessel that sails short also means the remaining crew has to bear the burden of performing the missing member's job in addition to their own. With vessel manning scales already at a minimum, this makes excessive overtime, fatigue and high accident risk inevitable. The Ship's Chairman also must notify the Union if the vessel will arrive in port short any crewmembers she sailed with. This gives the Union adequate time to line up relief manpower for shoreside duties. Once the ship sails, the Ship's Chairman takes on the important job of acting as the primary spokesman for the unlicensed crew. He presides at weekly shipboard meetings where he has the responsibility to bring any problems to light and to resolve them as quickly as possible. Since the crew cannot attend the membership meetings in port, these shipboard meetings are the crew's only chance at sea to exercise their rights as Union members. The SIU learned early in its history that a successful union is one that runs on strong leadership and a well-informed membership. And we have worked hard to make this ideal a reality for our highly mobile membership. A good Ship's Chairman not only deals with problems at shipboard meetings but uses this time to keep the crew up-to-date on important maritime issues. This is the time when he should bring out copies of the Log and other material sent to the ship. Reading and discussing articles at shipboard meetings is the way the Ship's Chairman can foster understanding and solidarity among the membership on the issues that affect our livelihood as merchant seamen. One Ship's Chairman at sea cannot alone meet the challenge of uniting a mobile, isolated membership, no more than one port agent or other Union official can, working alone on the beach. But if we all work together and carry our share of Union responsibility, we will achieve a network of effective communication and action that will defy our physical barriers. SlU-Contracted Overseas Chicago Used for Training The ST Overseas Chicago may not be the very first tanker to load oil from the Alaska Pipeline, but this SIUcontracted ship will probably know her way around the port of Valdez better than any other tanker by the time she takes on her first load of Alaskan crude. The Chicago, Maritime Overseas Corp.'s (MOC) new 89,700 dwt tanker, is seeing her first service as she trains ship's officer personnel for pilot and port familiarity in the Valdez area during July and August. She is the first SlU-contracted vessel used for this purpose. But before her training sessions even began, the Chicago carried off a rescue operation for the four survivors of a commercial fishing vessel that sank in the Gulf of Alaska. She picked up the four and the body of a fihh crewmem­ ber from a liferaft they used after their fishing vessel, the Pacific Surf, sank on July 11. The Chicago is being used in two training sessions, the first from July l.'i to July 22, and the second scheduled for July 23 through the first week in August. About 35 officer personnel from MOC and other companies are participating in each session. The ship carries a full SIU crew dur­ ing this time, plus additional members in the steward department to handle the extra officer personnel. The training takes place primarily from Cape Hinchenbrook to Bligh Reef, and includes familiarization op­ erations from Bligh Reef up to the port of Valdez. The Chicago is one of four brand new SlU-contracted MOC tankers un­ der time charter to Standard Oil Com­ pany of Ohio (SOHIO). She is due to load her first oil around Aug. 13. The first SOHIO oil out of the Alaska pipeline will be loaded by another SIUcontracted MOC tanker, the Overseas Alaska, on Aug. 5, to be followed by the SIU- contracted Overseas Arctic on Aug. 7. These dates may change, however, because of the several accidents that have plagued the pipeline operation since the oil started flowing on June 20. The most serious caused a 10 day shutdown following an explosion on July 8 that destroyed Pump Station No. 8 on the pipeline and took the life of one worker. This occurred after a twoday shutdown on July 4 due to cracks in a section of the pipe near Pump No. 8. Two other accidents happened this month, each time when a construction vehicle hit a section of the line. As of July 20, the oil was flowing again. The three other new SlU-contracted MOC tankers which will transport Alaskan oil are; the ST Overseas Ohio, due for service in October, the Overseas New York, due in November, and the Overseas Washington due in February, 1978. All four sisterships were built at the National Steel Shipyards in San Diego, Calif. SIU Executive Vice-President Frank Drozak, third from left, took part in the naming ceremony of the SlU-contracted SS Overseas Chicago in April at the National Steel Shipyard in San Diego, Calif. The Dennis Hendricks The SlU-contracted SS Overseas Chicago saw her first service this month training ship's officer personnel for pilot and port familiarity in the Alaska pipeline trade. She is shown here after leaving San Diego, Calif, for Alaska. The newest (and one of the prettiest) SlU-contracted towboats is the M/V Dennis Hendricks. The new 8,400 hp. boat was buUt at the Jeffboat Yard in Jctfersonville, !nd. for Northern Towing Company, also of Jeffersonville. Because of its large size the Hendricks will operate pri­ marily on the Lower Mississippi River, which has a relatively wide, deep channel. The new boat will push large tows of gen­ eral cargo barges. Northern Towing currently operates f^ree boats and plans to add several more to their fleet in the coming months. The company's next new boat will be another 8,400 from Jeflboat, the Joe Bobzien, to be chris­ tened this fall. July 1977 / LOG / 7 �The Lakes Picture Mariners' Church Remembers Sons Lost to the Great Lakes Cleveland Port Agent George Telegadas was taken suddenly ill in his office in June and is now recovering at the Huron Road Hospital, 13951 Terrace, Cleveland, Ohio. He will be away from the office for a while. Chicago Business is going on as usual with Lakes freighters bringing limestone and aconite (iron) pellets to the Inland Steel Company in East Chicago, Ind., and carrying coal out of Chicago, 111. to the Michigan and Wisconsin power plants. SIU ships stop in Chicago almost every day. Alpena The steamer/. B. Ford (Huron Cement), which laid up May 16, was sched­ uled to fit out on July 20. Her cre\v is looking forward to getting back to work. Diiliith On July 14 the old Ben Morell (Kinsman) was christened the Alastair Guthrie (Kinsman). The ship is named after Alastair Guthrie, who owned a shipping company in Duluth. More ships have been pulling into Duluth lately o pick up loads of low sulfur coal. Shipping The 1000-ft. self-unloader M/V Belle River was christened July 12 in Sturgeon Bay, Wise. After the trial runs, the bulk carrier will begin her first voyage during the first week in August. The SlU-contracted sandsucker Niagara recently celebrated her 80th birth­ day. The Niagara was launched at the Wheeler and Co. Shipyard in Bay City, Vlich. on May 29, 1897. In recognition of this, her captain was presented with a plaque by the Bay Area Chamber of Commerce on May 23. According to the Lake Carriers' Association, iron ore, coal and grain ship­ ments on the Great Lakes in May totaled 20,137,172 tons, slightly more than during May 1976. This is the best monthly figure during the past three years. Shipping is good for SIU Lakes sailors as well. Detroit The Great Lakes may get a Federal Maritime Commission office next year, if the Senate approves the funding. Although the Administration did not request money for a Great Lakes district office, the House of Representatives added the money to the Administration's budget proposal. Rep. James Oberstar D-Minn) was instrumental in getting the appropriation passed. The Federal Maritime Commission enforces the maritime commerce laws of he United States and works against discriminatory practices. Oberstar felt that a Lakes office would help the growth of U.S. flag service in Lakes ports, equalize competition with the ports of the East, Gulf and West Coasts, and help slow down the diversion of U.S. cargo through Canadian ports. The FMC now handles Lakes affairs through the New York office. Even though the Merchant Marine Act of 1970 named the Great Lakes as the fourth seacoast, the Government has been slow in implementing this. Officials in the area feel that a local office would be more sensitive to the needs of Lakes shipping interests. Altar boys lead procession In commemorative ceremony at the Mariners' Church in Detroit. The ceremony is held annually in memory of those seamen who lost their lives to the Great Lakes during the year. "In a musty old hall in Detroit they prayed, in the Maritime Sailors' Cathe­ dral. The church bell chimed 'till it rang twenty-nine times for each man on the Edmund Fitzgerald." Even before Gordon Lightfoot made the Mariners' Church famous nation­ wide in his song, "The Wreck of the Edmund Fitzgerald", it was a landmark in downtown Detroit, Mich. Built in 1849 to serve the seamen of the Great Lakes, the stone Gothic church was GREAT LAKES moved en masse in 1955 to become a part of Detroit's new multi-million dol­ lar Civic Center. Since Lightfoot's song became popular, however, the Marin­ ers' Church has included the new-found title "Maritime Sailors' Cathedral" on all its bulletins. Each year, on the third Sunday in Lent, the Octorara Bell of the Mariners' Church chimes once for each seaman who lost his life on the Great Lakes during the past year. The ringing of the bell is part of the Annual Blessing of the Fleet, which many SIU Lakes Sea­ farers attend. The bell also rang over a sad city the day the Edmund Fitzgerald went down. During the Annual Blessing of the Fleet, the captains of Lakes vessels bring their ship's flags to be blessed and wreaths are presented to memorialize "all the Mariners of our Great Lakes who have lost their lives by storm . . . by reef ... by fire and by collision." This unique service uses the Seaman's Version of the 23rd Psalm and erids with the Mariners' Hymn. It is broad­ cast over Detroit radio and television stations. The Octorara Bell was originally built for the passenger steamer Octorara which began sailing the Lakes in 1910 on a Detroit-Buffalo run for the Penn­ sylvania Railroad. It is the largest bronze bell ever cast for a Great Lakes vessel. Many decorations on the walls and ark of the church also depict the waters and the seaman's trade. Announcing the First Annual 'Living Sober' Reunion August 19.20.21.1977 Schedule of EvcHts Friday^ Aupist 19 8:vJCp.m, Saturday, August 20 9:00 a.m. Open House 6:00 p.m. Come and visit the Center staff and your old friends 6:30 p.m. "Living Sober" Banquet v., 8:00 p.m. • Sunday, August 21 , '^ r V* ^ • '-A- / ' : 8/LOG / July. 1977 12:00 p.m. Open AA Meeting Everyone is Invited to share their experiences ' with others AA Speakers Meeting Guest speaker—Harvey M., fellow Seafarer, Seattle, Wash. Open AA Meeting Everyone is invited Renew your decision to stay sober 1:00 p.m. Cookout Call the Center at (301) 994-0010, Ext. 311. I'he Center . The Center^ • •• Anchor Dining Room Anchor Dining Room The Center The Center ] �MARITIME AUTHORIZATION The legislation to provide funds for fiscal year 1978 and 1979 has been reported out of the House Merchant Marine and Fisheries Committee and is expected to go to the floor within the next week or two. The Senate has already completed action on a similar bill. COAST GUARD AUTHORIZATION House and Senate conferees have finished work on H.R. 6823, to authorize $1.26 billion for the Coast Guard for fiscal year 1978. The conference report, which is a compromise between the House and Sen­ ate proposals, has passed both houses and is awaiting the President's signature. COAL SLURRY PIPELINE The Subcommittee on Mines and Mining of the House Interior and Insular Affairs Committee adopted by a 13-12 vote Congressman Philip Ruppe's (R-Mich.) amendment to postpone until next year, action on H.R. 1609 which would grant the right of eminent domain over private lands to coal slurry pipeline operations. ALASKA GAS PIPELINE The President's recommendation for a route to transport Alaska natural gas is due Sept. 1. Three routes are being considered. The route which SIU strongly supports is the one proposed by El Paso Gas, also referred to as the All-America TransAlaska Project. The other two proposals are for routes a'cross Canada. El Paso Gas has agreed to buy all possible goods and services in the United States. It will mean a total of 765,500 man years of labor for Americans. The 20-year financing of the project would pay approximately $10 billion in taxes to the U.S. Canadian routes would have to be approved by each province and native claims must be negotiated. Each year of delay is estimated to add a cost of $1 million. If a Canadian route is chosen, it will always be subject to Canadian Govern­ ment taxes and control. The El Paso route consists of a 801 mile, 42-inch pipeline parallel to the oil pipeline, terminating at Gravina Point where gas would be liquefied and shipped on LNG carriers to California. Congress has 60 days after the President's decision to approve or reject it. OCEAN MINING The Subcommittee on Oceanography is to begin mark-up after the July recess of H.R. 3350 to allow Federal licensing programs for deep seabed min­ ing. Congressman John Breaux (D-La.) is chairman of the Subcommittee. OUTER CONTINENTAL SHELF Chairman John Murphy (D-N.Y.) has announced mark-up of H.R. 1614, on management and development of oil and gas on the outer continental shelf. Support SP/\1) LOCKS AND DAM 26 AND USER CHARGE The Senate has passed and sent to the House a bill to place user charges on barge lines. However, it may not come to the floor of the House because of a Constitutional question. If it is determined to be a revenue measure, only the House has authority to originate revenue bills and the Senate's move would be invalid. Several senators favored an 18-month study of the consequences of water­ way user charges; the point was made that railroads operate on rights-of-way given them by the Government. The debate lasted nine hours. Under the Senate provisions, the Secretary of Transportation would be re­ quired to set up a schedule by Jan. 1, 1979, to return 100 percent of Govern­ ment cost of operating and maintaining the inland waterways and 50 percent of Federal construction costs. The House Ways and Means Committee is asking that conferees not be ap­ pointed, since they consider it a tax bill. SPAD is the union*s separate segregated political fund. It solicits and accepts only Toluntarv contributions. It engages in political activities and makes con­ tributions to candidates. A member may voluntarily contribute as he sees fit or make no contribution without fear of reprisal. Seafarers are urged to contribute to SPAD. It is the way to have your voice heard and to keep your union effective in the fight for legislation to protect the securitv of everv Seafarer and his familv. A copy of our report is filed with the Federal Election Commission and is available for purchase from the Federal Election Commission, Mashinglon, D.C. Retiring MSG Chief Says Seapower Essential to U,5. "Maritime labor and maritime man­ agement constitute an industry which perhaps has contributed more to the security and economic well being of our nation than any group of comparable size." These are the words of Rear Adm. S. H. Moore, commander of the Mili­ tary Sealift Command, who retired this month after 35 years of active service in the U.S. Navy. The statement is part of a telegram Rear Adm. Moore sent to SIU President Paul Hall in announc­ ing his retirement from the Navy. - We think it appropriate that Rear Adm. Moore's statement be reprinted here in full. It reads: "As I end 35 years of active Navy life and relinquish command of the Navy's Military Sealift Command to Rear Admiral John D. Johnson, Jr., I take this opportunity to again express my appreciation for the support and co­ operation provided MSC by the SIU during the period I have served as MSC Commander. "The ships, services, counsel, man­ agement experience, skills, general ex­ pertise and other forms of assistance which have been provided to the De­ partment of Defense by commercial maritime organizations and the Unions have enabled the military services to fulfill demanding logistical require­ ments of U.S. military forces in both peacetime and emergency situations. "As was demonstrated during the evacuation of South Vietnam when merchant mariners employed by com­ mercial maritime organizations exerted tremendous personal efforts the skills and dedication of American seamen are as evident today as they have been throughout 200 years of U.S. history. "Together, maritime labor and mari­ time management constitute an indus­ try which perhaps has contributed more to the security and economic well being of our nation than any group of com­ parable size. As in all forms of en­ deavor, however, that record reflects the accomplishments of many organi­ zations and individuals. "During my many years in Navy uniform, I have developed a great ad­ miration for the U.S. merchant marine, which has been an indispensable ele­ ment of U.S. seapower. Though I am retiring, I intend to continue my efforts to support those who understand that seapower is as essential to maintenance of U.S. power and policy as it has been throughout the past 200 years. "Despite the technological achieve­ ments which have revolutionized the transportation industry, seafaring men and the ships they sail move the bulk of U.S. international trade and stand always ready to maintain the logistical lifelines necessary to sustain the opera­ tions of any military forces we may need to deploy. Please extend my best wishes for a satisfying and rewarding maritime career to the many members of the SIU as well as my thanks for the contributions they have made to MSC's successful accomplishment of its own sealift missions." AFL-CIO Ends Boycotf Of Ringling Bros. The AFL-CIO's nationwide con­ sumer boycott of the Ringling BrothersBarnum & Bailey Circus was ended on June 6 when the American Federation of Musicians (AFM) signed "a satis­ factory contract." The boycott was started in March by the AFL-CIO Executive Council after the circus derpanded elimination of long-standing conuact provisions thai the Musicians" Union said would have seriously, eroded working conditions. The new contract provides for the em­ ployment of local musicians in conjunc­ tion with a traveling cadre of musicians. During the dispute, the circus had ar­ ranged for band music from a group described as "an avowed bitter enemy" of the Musicians' Union. An official of the union said the boy­ cott "was very effective. Many, many block tickets weren't sold." AFL-CIO President George Mcany joined AFM chief Hal C. Davis in thanking AFL-CIO affiliates and their members and state federations and lo­ cal central bodies for giving full sup­ port to the boycott. Meany asked that all union members be told that "the circus is all union again." He added that, "those loyal sons and daughters (of union mem­ bers) who supported the boycott" be given "that age-old reward for good children—a trip to the circus." July 197? / LOG / 9 �BB Alaskan Oil Swap Plan to Japan Rejected Plans to sell surplus Alaskan Prudhoe Bay oil to Japan have been re­ jected by the Carter Administration. Under the "Alaska oil swap", in ex­ change, Mideast oil bound for Japan would have been shipped to the U.S. East Coast and Gulf Coast ports. As a result of Carter's decision, all the oil flowing through the Alaska pipeline will be reserved for American use. An estimated 500,000 barrels a day of oil that cannot be used by West Coast refineries will be shipped on American-flag tankers through the Panama Canal to the Gulf Coast and Northeast. The President's energy advisor, James Schlesinger, made the an­ nouncement July 10 while appearing on the NBC-TV interview program "Meet the Press." He said the oil swap was nixed "partly for political grounds, partly for other technical reasons." After sizing up the national mood, the President's advisors told him the public would have trouble believing in an energy crisis if American oil were sold abroad. Apparently, letters to the White House have been overwhelm­ ingly against it. In addition, the ad­ visors maintained, selling Alaskan oil to Japan would make it harder for Carter to get his energy program through Congress. Already Congress has passed legis­ lation allowing either house to over­ rule any presidential decision to exchange Alaskan oil. That law was flag tankers both to ship the oil to Japan and to bring the oil from the Mideast. Under the Jones Act, only American ships can carry oil from SIU Opposed Swap Alaska to other U.S. ports. Advocates of the oil exchange said The SIU had opposed sending that it would save money on trans­ American oil overseas while there is an energy crisis at home. Exchanging portation costs. However Schlesinger Alaskan oil for Mideast oil, the SIU noted that the Administration has been said, would only increase this nation's "unable to demonstrate clear-cut sav­ dependence on an insecure oil supply. ings to consumers" as a result of the Ironically, while the "swap" was l^ing swap. He added that the rejection of the considered, the Administration was making plans for a strategic oil re­ oil exchange "will have the advantage serve to tide the nation over in the of increasing pressure on the compan­ ies to bring pipelines from the West event of another Arab oil boycott. The oil industry had favored the Coast into the interior part of the swap partly because it would have country." It would take at least two allowed them to use their runaway- years to complete these lines. passed as a compromise after the House had voted to ban the exchange. Aquarius Completes Trial Cargo Runs in England The facts that the 936-foot LNG Aquarius is the first liquified natural gas carrier ever built in the United States, and the first such vessel to fly the Amer­ ican flag, are not the only distinctions that set her apart from all other U.S. merchant vessels. She is also the most carefully engi­ neered vessel ever built in the U.S., or for that matter, anywhere else in the world. And her unlicensed crew of Sea­ farers and licensed crew of MEBA Dis­ trict 1 members have probably under­ gone more intensified training for the operation of this ship than any crew has for any type ship in the history of the American merchant marine. Presently, the Aquarius, which is op­ erated by Summit Marine Operations, a subsidiary of Energy Transportation, is on her maiden voyage. According to Joe Cunio, president of Energy Trans­ portation, the ship has a 25-year time charter to carry liquified natural gas be­ tween Indonesia and an LNG terminal in Osaka, Japan. Before she actually took on her first full load of cargo in Indonesia, though, the Aquarius, the first of 12 identical sisterships planned to be built at the General Dynamics Shipyard in Quincy, Mass., visited various ports in England for extensive testing of her cargo tanks under actual sailing, loading and un­ loading conditions. SIU Executive Vice President Frank Drozak visited the Aquarius while she was in England to observe the vessel during one of her trial cargo runs. Upon his return to Union Headquarters, Dro- zak stated that "the Aquarius is func­ tioning beautifully, and all crewmembers are carrying out their duties in the highest tradition of professional sea­ manship." Safety Is the Thing The entire thrust of the Aquarius' special engineering features, coupled with the extensive training of the crew, is aimed at one very important goal— safe operation of the vessel. Among some of her more outstand­ ing safety features are a double bottom hull; a collision avoidance system, and the most sophisticated kind of naviga­ tion and electronics equipment. She is also equipped with extensive firefighting capabilities, including automatic sprin­ kler systems and eight dry chemical firefighting stations located at strategic points on deck. Safety was also the top priority in the design of the ship's five spherical cargo tanks and the cargo loading and un­ loading systems. The eight-inch thick aluminum cargo tanks are 120 feet in diameter and weigh 800 tons each. And they are pro­ tected by a thick steel outer shell, in ad­ dition to the protection of the ship's double hull. The cargo loading, unloading and ballast systems are completely moni­ tored from the ships automated Cargo Control Room, located on deck just above the manifold. The Cargo Control Room is super­ vised by a Cargo Engineer, a new rating developed specially for LNG vessels. Some of the unlicensed crewmembers of the Aquarius (Summit Marine) get together in the crew messroom «^lii!e the ship was in England for a photo with SIU Executive Vice President Frank Drozak, standing center, and Leon Sha­ piro, secretary-treasurer of MEBA District 1, standing to Drozak's left. Seated from the left are SIU members Neil McGowan, ordinary seaman; Emrriett Al­ bert, utility messman; Ed Sullivan, ordinary seaman; James Mullally, Billy Mitchell and Joe Morrison, able-seamen, and Tom Murray, wiper. Standing from left are Billy Nuckols, recertified bosun; Imro Solomons, QMED; Frank Drozak and Leon Shapiro; Frank Costango, steward/cook; Vasco Worrell, QMED, and Gene Bousson, able-seaman. 10/LOG/July 1977 iii SIU Executive Vice President Frank Drozak, left, conducts Union meeting aboard Aquarius. With him is Leon Shapiro, secretary-treasurer of MEBA Dis­ trict 1. Drozak met the ship in England where she underwent extensive sea tests on her cargo tanks. Because of the sophistication of the study of very low temperatures ). On top of their training at Piney cargo system, the Aquarius can load or unload a full cargo of 125,000 cubic Point, the entire licensed and unli­ meters of LNG in 12 hours. The LNG censed crew participated in a monthis maintained in the tanks at a tempera­ long training program in Quincy, Mass. just prior to boarding the Aquarius for ture of 265 degrees below zero fahrenher maiden run. heit. This program included more classes Also in relation to her cargo, the Aquarius is equipped with a huge inert on the properties and handling of the gasification plant to purge the cargo special LNG cargo. And the crew was tanks of active gases, such as oxygen, able to get a first hand look at the Aquarius and become more familiar after unloading. with her specifics before actually taking the vessel to sea. The course in Quincy also included an intense firefighting pro­ gram, given with the aid of the Boston Fire Department. No matter how many safety features are incorporated into a vessel's design Praise From Captain, Engineer though, the ship will not function prop­ erly without a well-trained crew. The most important thing, though, is In that case, there should be no prob­ that all this training has paid off. In lems at all in the operation of the separate letters to the Log, both the Aquarius because her crew of Seafarers Captain and the Chief Engineer of the underwent two full months of training Aquarius have commended the crew for before taking the vessel out on her their professional work aboard ship. maiden voyage. Chief Engineer R. Boemer wrote: The crew spent one complete month "The crew of this vessel has been out­ at the Lundeberg School in Piney Point standing during the first weeks of oper­ participating in the School's special ation. They have been cooperative, LNG Program. knowledgeable and willing in the per­ During the Piney Point course, the formance of their duties. crew had classes dealing with the prop­ Capt. H. Van Leuven wrote: "I erties and handling of liquid natural would like to advise you of the profes­ gas, and of course, classes on the poten­ sionalism that all members of the crew tial dangers of LNG and how to handle have shown in the performance of their emergencies should they arise. work since delivery of the Aquarius. The crew also studied the automated "During the voyage from Boston to features of the Aquarius' engine room England and during the gas trials, all and special Cargo Control Room, as personnel exhibited a wide spectrum of well as participating in a two-day expertise in handling all situations." course in firefighting. They also went The next LNG ship, to be named the on a field trip to the LNG terminal in Aries, is scheduled to be out in late Au­ Cove Point, Md., where they received gust. Like the crew of the Aquarius, the special safety hints from a Coast Guard crew of the Aries will undergo the same expert in the area of cryogenics (the kind of rigorous training schedule. �Will Set Up Committee SIU^ NMU Sign Agreement to Study Merger On June 20, 1977, SIU President Paul Hall and NMU President Shannon Wall signed an agreement to set up a joint committee "to develop steps which can be taken by both organizations to work more closely together in the maritime industry, and to outline steps that should lead to the eventual merger of the two organizations." According to the agreement, the Committee will begin work as of Oct..1, 1977, and will submit its first report by the end of the year. The complete text of the SlU-NMU agreement is reprinted below: MARITIME, NMU-SIU 1. The NMU and the SIU agree that it would be in the best interest of American seamen to have one union of seamen. This unity would make a contribution to the American merchant marine, its management, and to the national interests as well. In the past decade the number of jobs and the number of seamen and officers has declined sharply. In many ports there are duplicate halls. Duildlngs and training facilities. Consolidation could provide more effective services to seamen. In the declining merchant marine, the conflict over the union representation of new vessels is a source of serious conflict. 2. In the same way, it would be in the best interests of maritime officers —represented by MMP-ILA, MEBA and two radio officers unions—to have one union of officers. 3. The NMU and the SIU, in cooperation with all other maritime unions, have agreed to begin regular meetings in Washington to be better informed and more effective in the legislative arena and before executive and administrative agencies. 4. The NMU and the SIU have agreed to establish by October 1st a joint committee to develop steps which can be taken by both organizations to work more closely together in the maritime industry, and to outline steps that should lead to the eventual merger of the two organizations. An initial report shall be submitted by the joint committee by the end of 1977. Ad Hoc Committee Has Helped Union Cooperation If you had to describe the relation­ to work more closely together in the simply "to provide an opportunity has led to victories involving the ship of America's major maritime maritime industry, and to outline for all the unions in the maritime in­ bilateral shipping agreement cover­ unions in the last three years in just steps that should lead to the eventual dustry to meet on a regular basis and ing U.S. grain shipments to Russia, one word, that word would have to merger of the two organizations." discuss their problems." as well as several successful defenses be—cooperation. (see statement reprinted on this It was totally left up to the mem­ of the Jones Act. It wasn't always that way, but page. ) ber unions of the Committee to de­ Presently, the Committee is work­ since the formation of the Ad Hoc The issue, itself, of one unlicensed velop the structure of the Committee, ing on a coordinated legislative effort Committee on Maritime Industry seamen's union is not a new one. In and of course, by their actions or on such vital maritime issues as ocean Problems in June 1974 by AFL- fact, in the SIU's original proposals inactions, decide whether the Com­ mining; oil rig drilling on the U.S. CIO President George Meany, Amer­ in 1974 to the Ad Hoc Committee, mittee would be a success or a failure. Outer Continental Shelf; oil cargo ica's maritime unions have worked the SIU called for the eventual "mer­ The member unions took this preference for U.S. tankers; mari­ together in a spirit of cooperation on ger of all unlicensed AFL-CIO opportunity very seriously. They set time authorizations for fiscal 1978, vital issues regarding maritime legis­ seamen's unions into one AFL-CIO up a number of Subcommittees to and legislation to require the Defense lation; training and education; inter­ unlicensed seamen's union." deal specifically in such areas of im­ Department to use the private mer­ national maritime affiairs; jurisdic­ However, the latest SIU-NMU portance as legislation, training, and chant marine sector to the fullest pos­ tional disputes; Coast Guard regula­ agreement to talk about merger is a Coast Guard regulations. And they sible extent. tions, and Federal maritime policies. more concrete proposal for one very fulfilled their commitment to meet As important as all these legis­ When the Ad Hoc Committee was important reason. In the past three on a regular basis. lative issues, however, is the simple first set up, no one was really sure years, the SIU and NMU have met As a result of the total effort, there fact that the Ad Hoc Committee is how effective the Committee would at intervals under the auspices of the is no question that the cooperative functioning, and that maritime labor be in dealing with the many difficult Ad Hoc Committee and have both work of the member unions in the is working together for the good o: problems facing the U.S. maritime talked about the possibility of mer­ Committee has made it a definite all concerned in the industry. Mos industry. Yet, in its 36 months of ger, and have worked out some long­ success. importantly, though, it looks like existence, the Committee has proven standing disputes between the two In the past, the Committe's work more of the same for the future. over and over again tha: it is an unions. \ effective body in promotiijg the growth and stability of the industry West Coast Merger as well as jobs and job security for In addition to the SIU-NMU U.S. maritime workers. agreement, the open forum provided For instance, in the last two • Seafarers International • National Marine Engineers months alone, the grass roots work by the Ad Hoc Committee has also Union of North America Beneficial Association of the Ad Hoc Committee has helped helped to bring the SIU A&G District • American Radio Association • National Maritime Union bring about three significant devel­ a good deal closer to a merger with • United Steelworkers of opments concerning the health and at least one of the SIUNA's affiliated America • International Longshore­ well-being of the U.S. maritime in­ West Coast seamen's unions — the • Oil, Chemical and Atomic men's Association (Masters, Mates dustry and its workers. These devel­ Marine Cooks and Stewards Union. Workers International Union and Pilots Union) The SIU A&G District offered a opments are: merger proposal to all three West • President Carter's announced, Coast unions last February, but to support of 9.5 percent oil cargo pref­ date only the MC&S leadership has erence for American-flag ships. agreed to the merger, while the • The Admiiiistration's veto of leadership of the Sailor's Union of any plan that would include the the Pacific and the Marine Firemen, export of Alaskan oil to Japan or any Oilers and Watertenders Union have other foreign nation. temporarily delayed any actions in • The establishment of hearings this area. (The membership, of by the House Merchant Marine and course, of the SIU and the MC&S Fisheries Committee to study the will have to note on any final merger Coast Guard's failures in fostering proposal.) safety on America's merchant vessels. Not a Cure-All SIU-NMU Agreement Taking an objective look at the One other recent development that Ad Hoc Committee on Maritime In­ is a direct result of cooperation dustry Problems, it is not a cure-all through meetings of the Ad Hoc for the many difficulties facing to­ Committee is last month's agreement day's merchant marine. And no one between the SIU'and the National ever expected it to be. The original intent in setting up The Ad Hoc Committee on Maritime Industry Problems meets regularly Maritime Union to establish "a joint to discuss pressing issues involving the U.S. merchant marine. Above committee to develop steps which the Committee, as noted by AFL- photo shows one of these meetings that took place in February 1975. can be taken by both organizations CIO President George Meany, was Member Unions of Ad Hoc Committee July 1977 / LOG / 11 �N. The spacious new lounge and TV area was designed for the convenience of SlU brothers. SlU members are standing at the counter on the second floor of the new Houston Hall awaiting job postings. New Houston Hiring Hall 'T^he Houston Hiring Hall has reA cently been moved to a more modern, spacious and very im­ pressive building, just in time to bouse this month's regular mem­ bership meeting. The Houston Seafarers and staff all admit that the new Union facility is much more comfortable, better equipped and more acces­ sible now that it is in the down­ town area at 1221 Pierce St. (the new phone number is: 713-6595152). Joey Sacco, headquarters rep- An outside view of the new Houston Hall at 1221 Pierce St. Taking advantage of the air-conditioned Hall are (I. to r.): Fernando Urias, cook-baker; M. Degollado, cook-baker, and Johnny Corso, a visitor. Assisting Robert Black (far left), chief cook, and Patrick Henry Key, firemanwatertender, are, from left behind the counter: SlU Patrolmen "Sal" Salazar and Joe Perez, and Port Arthur Agent Don Anderson. Browsing through the Seafarers Log are (k to r.): Donald Foster, chief cook; T. Garcia, fireman; Frank Radz'vila, chief steward and a charter member of the SlU, and Tony Rabago, bedroom utility. 12/LOG/July 1977 that the facility is centrally located and has better accommo­ dations, including modern fur­ nishings, air conditioning, a TV ton^Joey sIccT a^^^ bership at the July meeting. �The Houston staff agree that this new facility is better equipped and more comfortable. From (i. to r.) are: Flossy Peak; Margaret Jett; Christina Frybarger (standing at tjie copy machine), and Dale Trahan. Opens; July Meeting Held room, and a larger shipping board. The Houston Hall is just one of many planned changes in a series of general upgrading for all the SIU's hiring facilities. The Jack­ sonville Union Hall in Florida has already moved and the one in San Francisco, Calif, has been reno­ vated. Later in August or early Sep­ tember, the Detroit Union Hall will he moved to Algonac, Mich., where a new building is now being completed. Although the surroundings were different, business went on as usual at the July membership meeting where Seafarers heard updated reports on the many is­ sues and problems facing the mar­ itime industry today. Some Seafarers are gathered in the lounge to await the regular membership meeting. The July membership nneeting was held in the new meeting room on the third floor. Houston Seafarers listen attentively to reports given at the regular membership meeting on July 11. - Patrolmiin Joe Perez (right) helps to fill out forms for Seafarer E. Wilson to take AB job on the Zapata Courier. A Seafarer listens attentively at the regular membership meeting. Brother Oscar Raynor of the steward department stands to ask a question at the membership meeting, while others look on. July 1977/ LOG / 13 * v .• I �Workers' Progress Stands Out in Visit to Sweden as officers and one union for all unlicensed seamen. We discussed shipping in both our countries and I learned that flags-ofconvenience vessels are also hurting Swedish shipping and shipbuilding con­ siderably. (Sweden is the third largest shipbuilder in the world.) by Marietta Homayonpour Editor, Seafarers Log "Production must be organised in such a way that human labour comes first." This simple sentence from an LO "Report on Labour Market Policy" helped sum up for me the many good feelings I had about the Swedish labour movement—what it has done and is striving to do to insure that the worker "comes first." As editor of the Log I was invited to be part of a 10-member AFL-CIO dele­ gation that visited Sweden for six days in April. The Swedish trade union movement and the Swedish Government had asked the AFL-CIO to send over a group of labour editors to meet with their union publicists and labor representatives. Never having gone on a trip like this, I was both looking forward to the visit and a little apprehensive. Two things can be said right away: the visit proved to be far beyond my expectations, and there was no need to worry. First of all, the people were delight­ ful. The warmth and friendliness of those 1 met made the trip personally rewarding. Secondly, the range of places visited and the type of program that was planned made the trip extremely mean­ ingful to me as a labour editor and strong supporter of the working man's rights. 1 also learned that one of the biggest problems confronted by Swedish sea­ men is the same one that plagues their American brothers, namely, Hags-ofconvenience ships. Perhaps the best way to provide a good rundown of the trip is to first explain the Swedish labour movement structure and to then give a day-byday account of the trip's highlights. A Way of Life Unions and unionism are a way of life in Sweden. Ninety-live percent of all blue collar workers in Sweden be­ long to unions and 75 percent of Swedish white collar workers are union members. Most blue collar workers are mem­ bers of unions that belong to a national confederation called Landsorgnisationen i Sverige, or LO. Founded in 1898, LO consists of 25 trade unions that represent 1.9 million workers. (The total population of Sweden is approxi­ mately eight million. Of that number. Participating in a discussion with union and management representatives at the Saab-Scania plant are, seated from left: Ken Lohre, editor of the Utility Reporter; Al Zack, who headed the delegation and who is director of the AFLCIO Department of Public Relations, and Olle Rytterbrant, press officer for LO. (Photo by Bjorn Myrman) about four million are in the work­ force.) Most white collar workers belong to unions that are members of an organi­ zation founded in 1944. Called the Tjanstemannens centralorganisation, or TCO, the group now has 24 member organizations that represent 950,000 workers. A much smaller confederation of unions in Sweden contains profes­ sionals, such as doctors, and is called the Sverigcs adademikers centraorganisation, or SACO. In 1975 it merged with the National Federation of Civil Servants (SR). Together they represent 165,000 people. But if workers in Sweden are well organized, so too are the employers. There are very strong employer organi­ zations, the largest of which is the Swedish Employers' Confederation (SAP) founded in 1902. Within this confederation there are 26,000 com­ panies alliiliated to 38 employer associations. On the whole, bargaining takes place between the labour confederations and the employer confederations. Of course, individual unions and employers would negotiate for their particular situation but the general terms would be worked out by the confederations. For instance, a six percent wage increase for one year might be negotiated by the Confedera­ tions. How that six percent is actually used by particular unions would be the decision of the individual union. The outline I've given of the Swedish labour movement is of course rough and oversimplified. For instance, there are some white collar workers in LO and some blue collar workers in TCO. But it should serve as a good general outline in describing the Swedish visit. DAY ONE: It was a day for meeting and learning. We met with some of the people who would accompany us on much of our travels. For instance, there was Bjorn Pettersson, Swedish labour attache to the U.S.; Olle Rytterbrant, press officer for LO, and Nils Ellcbring, press officer for TCO. These men and their assistants not only helped us in learning about Swe­ den and the trade union movement, but were very helpful in aiding us with any traveling problems. Their warmth and friendliness were an outstanding fea­ ture of the trip. On this first day we also met a num­ ber of union publication editors as well as union officials. Among them was Lennart Bodstrom, president of TCO, who expressed the desire for continued cooperation between his confederation and the LO. He noted that LO and TCO have similar aims and objectives and that the only real difference is in the area of politics. This was something that had also been pointed out to us earlier in the day at the lovely LO school outside Stockholm. LO actively .supports and closely co­ operates with Sweden's Social Demo­ cratic Party. LO is a socialistic trade movement and supporting the Social Democrats is one of the ways it ex­ presses its beliefs. TCO, however, does not support any particular party. It is a very progressive confederation, though, and of course it does back legislation which it feels is good for the working man. One of the editors I met the first day was Borje Hammargren of the Swe­ dish Ship Officers' Association. In Swe­ den there is one union for all ships LO School The LO school we visited this day is truly breathtaking. Located at Hasseludden, about 20 kilometers from Stock­ holm, the school is set in the midst of beautiful forest and sparkling water. Finished in 1974, it is the fourth school built by the LO. It contains 160 individual bedrooms with private bath. There are 15 teachers at the school and the courses can run anywhere from one week to three months. Among the courses offered to LO trade union members are: political sci­ ence; economics; negotiations; infor­ mation and communication. Individual trade unions can also con­ duct courses at the school. The school itself is a pleasure to be in. Plenty of clear glass used through­ out the facility lets in a great deal of natural light as well as'wonderful views of the magnificent scenery. Quite mod­ ern, uncluttered and neat, the school also seems to be very solidly built. There are a wide variety of recreational facilities in the school including an Olympic-size swimming pool in a room whose right wall is clear glass. DAY TWO: Democracy at the work place was the theme of the day as we visited the Saab-Scania plant in Sodertalje, not far from Stockholm. Produc­ ing trucks, buses and diesel engines, the plant employs approximately 5,000 workers. Since 1969, this plant, to­ gether with the trade unions, has been experimenting with new work forms. The purposes have been: (1) to let the worker have a greater say in his job situation (2) to make work more pleas­ ing (3 ) to increase production. We toured the truck engine assembly plant where a very unique work form is in operation—group assembly. In­ stead of the traditional assembly line, workers form teams and each team as­ sembles a complete engine. Each group determines how it wishes to distribute the work among themselves. This innovative work scheme is the result of worker-management partici­ pation groups known as production groups and development groups. A production group is a number of workers who make a finished product. Basically their job is to produce and they can make certain decisions on how 10-i That Visited Sweden The following people comprised the ten-member AFL-CIO delega­ tion that visited Sweden: t Looking at a truck (diesel engine at the Saab-Scania plant in Sodertalje are, from left: Elizabet Hoglund, from the LO press department; Mel Stack, as­ sistant editor of the Retail Clerks Advocate; Joan Kelley, managing editor of the Michigan AFL-CIO News; Marietta Homayonpour, editor of the Seafarers Log, and Mr. Selzer, a representative from Saab-Scania. cpnoto by sjom Myrman) 14/LOG / July 1977 • Albert J. Zack, Director of the AFL-CIO Department of Public Re­ lations—^he headed the delegation • Albert Herling, Managing Edi­ tor, B & C News, Bakery and Con­ fectionery Workers 9 Mel Stack, Assistant Editor, Retail Clerks Advocate, Retail Clerks International Union • Marietta Homayonpour, Edi­ tor, Seafarers Log, Seafarers Intcrnationl Union • Joan Kellcy, MauagiKtg Editor, Michigan AFL-CIO News, Michigan State AFL-CIO • Sal Perrotta, Editor, Los An­ geles Citizen, Los Angeles Coun^ Federation of Labor • Kenneth Lohre, Editor, Utility Reporter, International Brotherhood of Electrical Workers Local 1245 • Bob Kalaski, Associate Editor, The Machinist, Machinists and Aero­ space Workers Union • Ted Bleecker, Editor-in-Chief, The New York Teacher, New York State United Teachers • Bill Lawbaugh, Editor, The Ironworker, Iron Workers Interna­ tional Union �Participant in 10-1^ember AFL-CtO Delegation to accomplish their work. Development groups were formed so that workers could have some say in the development and improvement of working methods and conditions. Made up of manage­ ment, industrial engineers and repre­ sentatives from the product groups, any­ one inside or outside the development group may make suggestions. Another form of work place democ­ racy—one that has been going on for 27 years at Saab-Scania—is the Works Council. The Works Council has nearly 400 members who come from manage­ ment and from the three unions whose members work at the plant. This Coun­ cil is "a body for information and con­ sultation between the management and employees." The purpose of the Coun­ cil is to increase both job satisfaction and productivity. A Mini-Library After visiting other parts of the SaabScania complex, such as the truck chas­ sis plant where there was a mini-library and green "plants" in the middle of the factory floor, we met with union and M^gemdnt repre^hftlfltdS'dt the fac­ tory for a question and answer session. Among the points made during this session, two stand out in my mind: (1) the company is working toward the elimination of any layoffs (2) when there are changes to be made in vehicle design, the changeover is made during the four-week vacation period. In the U.S., when there is a design change, workers are often laid off till the change is completed. When the session ended, A1 Zack who headed our delegation, noted a big difference between union-management relations in Sweden and the U.S. He said that "management has accepted unions in Sweden." Zack pointed out that in the U.S. it is an uphill struggle for workers; management still has not accepted the concept of unionism. DAY THREE: Beautifully combin­ ing old and new designs in architecture, the TCO operates a lovely school called Bergendal on an inlet of the Baltic Sea not far from Stockholm. Around a solid wood horeshoe shaped table, our group discussed the issues of industrial democracy and work environment with LO and TCO repre­ sentatives involved in these areas. A booklet put out by the Swedish Ministry of Labour entitled "Towards Democracy at the Workplace," begins: "Means of providing workers with a larger say in the running of their work­ places—whether described as workers' participation, co-management, co-deci­ sion, co-determination or joint regula­ tion—are at present a topic of lively discussion in many parts of the world." It was a topic with our group too, one that came up quite often during our visit since a law went into effect in Sweden on Jan. 1, 1977 called "The Joint Reg­ ulation in Working Life Act." The author of the above quote points out that the terms he used are not nec­ essarily synonymous. The term our group seemed to use most often was co-determination. What is co-determin­ ation? This morning in Bergendal the Swedish union representatives made some points about co-determination. It might include such things as: the right of workers to negotiate in all fields; the fact that an employee should be able to exert strong influence on the work situation—for instance, he could be in a position where he could influence the elimination of layoffs. These are general ideas. As we will learn later that afternoon, exactly how the new Swedish work law will be ap­ plied has not been worked out yet. Work Environment A good part of our discussion in Bergendal this morning was on a sub­ ject of great importance to Seafarers— work environment. Ingrid Wahlund from TCO gave us an excellent run­ down of a survey conducted by TCO entitled "Work Environment of White Collar Workers." I felt that many of its points could easily be valid for blue collar workers too. One of the survey's main aims was to study mental well-being. To quote from a booklet on the survey: "In a contemporary perspective, the working environment forms part of the work­ er's total environment. Accordingly the concept of work environment is now taken to include both the physical and the psychosocial conditions in which work is done. Work for the improve­ ment of the working environment, therefore, should not be confined to the elimination of factors which are known to be^ q^pable of causing iajury and dis­ ease; importance should also be at­ tached to the establishment of positive conditions conducive to mental health and job satisfaction." (Italics are my own.) The survey was begun in 1975 when a questionnaire (consisting of about 100 questions) was sent to every 70th member of TCO, that is, about 12,000 people. There was a very high response —10,000 replies. Of those, one third felt mental strain while one fourth sel­ dom or never felt mental strain. Some things that lead to mental strain were: inability to take time off; being too controlled by customers or patients; demands for high concentration. Among those who felt mental strain, nervous problems, gastric problems, etc., were experienced. The survey also found that two thirds of those surveyed felt their jobs gave them personal satisfaction. It is hoped that the results of the sur­ vey, which have been made into a film and slide presentation, will bring changes in the workplace. Also, TCO hopes to use the results in future labor-management negotia­ tions. Union Safety Representative In talking about work environment, a very interesting point was made. If a union safety representative thinks there is enough danger, he or she can close down a plant, mine, etc. While the work is stopped the company must still pay its employees. Of course, if the Swedish equi^'alent of the U.S. Occupational At the mini-library in the Saab-Scania chassis plant, Al Herling, managing edi­ tor of the 6&C News, holds up a plastic bag that says, "I have visited the li­ brary. Have you?" With him is Sal Perrotta, editor of the Los Angeles Citizen. (Pholo by Bjorn Myrman) Safety and Health Administration finds there was insufficcnt reason to have the work place shut down, then the com­ pany must be reimbursed. Also discussed was the Swedish labor ipovement'^ l^elief in job security for all, including making work available for people who would like to be employed but who feel there are no openings for them, such as, the handicapped and elderly. This feeling is well expressed in a January 1977 publication. Current Sweden-No. 143. "The following principles have acted as a guideline for labor market policy in Sweden in recent years: "Work is the basis of all welfare and every human being has the right to par­ ticipate in working life according to his ability. Every human being also has the right to work which can be experienced as meaningful. .... "The right to work is asserted with particular force-in the case of persons with handicaps. By means of labor mar­ ket policy society tries to give special protection to handicapped persons' op­ portunities for work. Working life should be designed according to the changing requirements of individuals, and work and work places must be adapted to individual needs." Meeting in Parliament Building One of the highlights of this trip was an afternoon meeting in the Parliament Building in Stockholm with the heads of LO and TCO and with Olof Palme, former Swedish Prime Minister and leader of the Social Democratic Labor Party, the party that had been in power for 44 years until the September 1976 elections. We met with each man separately, starting with Gunnar Nilsson, a man in his early fifties who is president of the two-million member LO and is also a member of Parliament as a Social Dem­ ocrat. Much of the discussion with Mr. a:»well afivyith Mr.PaJme, con­ cerned the recent transition of the gov­ ernment from Social Democratic to a coalition of Center, Liberal, and Con­ servative Parties. As of the September 1976 elections the Swedish Parliament contained 349 members, broken down as follows: Communists 17 Social Democrats 152 Center 86 Liberals 39 Conservative 55 LO supports the Social Democrats and for 44 years that party was in power. But the Center Party gained seats in the 1976 elections and together with the Liberals and Conservatives they formed a coalition which has one more vote than the Social Democrats and Communists. Mr. Nilsson noted that conservative forces are quite strong. He also pointed out that negotiations with employers had been going on for five months (this was in mid-April) with no result. Industrial actions, he said, were a possibility for the future. (A number of people we talked with in Sweden felt that employers were toughening their positions because they felt that they had the new government behind them.) Energy and inflation took up a good part of the diseussion. Inflation is eat­ ing away at the Swedish worker's pay­ check. Energy in a country like Sweden where there is no oil and coal, is of course, a vital issue. Mr. Nilsson also noted that "we try to have full employment." This is a be­ lief and practice 1 found expressed quite often during our Swedish visit. The un­ employment rate isj"arely over two per­ cent. Right now it is 1 Vi percent and that is felt to be much too high. Wide Variety of Issues The above photo shows part of a new work form at Saab-Scania called group assembly. Instead of being on the traditional assembly line, these workers are members of a group helping to assemble a truck diesel engine. They decide among themselves how the work is to be distributed. The head of TCO, Lennart Bodstrom who we had already met at a dinner, and some of his staff, discussed a wide variety of issues with us. Talking about world inflation, the TCO representatives said they had studied the problem and felt the inter­ nationalization of capital was the main cause. They felt that increased trade union cooperation around the world would help combat the problem. Turning to work methods, the TCO Continued ort next page July 1977 / LOG / 15 �10-Member AFL'C10 Delegation Visits Sweden Continued from preceding page group then discussed some successful experiments that have been done to eliminate the piece rate system. For in­ stance, in a shipyard in Molmo, Sweden a system of monthly salaries was tried and productivity has increased. Mr. Bodstrom then talked about how important trade union education is. Right now in TCO's local study circles there are 40,000 participants. TCO thinks the number will eventually climb to 60,000-70,000. It was pointed out that co-determina­ tion and how it will or should work is a topic that has very much interested the members. Talking about labour laws, it was noted that there is very little legislation on trade union matters. The law simply states that labour and management must negotiate if either side requests it. After that, the government does not interfere. I'here is a Swedish Labour Court whose job is to interpret con­ tracts when there is a problem. Other­ wise, it is up to labour and management to control their own members. In Sweden a heavy responsibility is therefore placed on both labour and management, Bodstrom noted, and so a high degree of information is needed by both sides. ish kronors (lSwK=$.23) must in­ form a general planning board. The BPA representatives explained that piece rate is based on the team. They also noted that there is a great deal of debate going on now about the forms of work and about the work en­ vironment. Of special concern are dan­ gerous materials. Because of possible dangers, they explained that many young people don't go into construc­ tion. For those who do, however, they can learn their crafts in public school and then can go on to gain more hours of experience as an apprentice. We saw recruitment signs encouraging young people—both male and female— to go into construction. The BPA representatives, in answer to our questions, pointed out that con­ struction does not stop in the long, cold winter months. The buildings are planned so construction can continue throughout the year. Visited Building Site Visiting a BPA building site near Solna, we met with some of the workers who have almost completed a low rise the rest of the land was either rented out to others or was forest. Those 1,065 hectares were worked by a total of 26 people: nine men in agriculture; eight running the tractors; three in the cattle factory; four people, two of whom worked half a day, in the hen house; one hunter; one steward; one clerk, and one foreman. Annual production was: 3,300 tons of corn; 1,500 tons of sugar beets, and 450 tons of green peas. There were 60,000 hens on the farm as well as cattle. The foreman explained that the workers were in LO and the adminis­ trators in TCO unions. As far as union activities, he noted that one of the dif­ ferences between a farm and a factory is that there is no union club on the farm (mainly because there are so few people.) There is, however, a union representative. An important point made at the farm was that farm workers have the same rights as all other workers in Sweden. We met with the farm workers' union representative who, in answer to our questions, explained that there are really no migrant farm workers in Swe- Meet With Palme A man who obviously enjoys discus­ sion, Olof Palme was a delight to talk with. He noted that the Social Democrats lost by a small margin and that the Cen­ ter Party had tried to scare people over the issue of nuclear power plants. The Social Democrats feel that cautious use of nuclear power is necessary in Swe­ den. However, the Center Party, stress­ ing possible environmental dangers, had contended it would greatly curb the use of nuclear power and would build no more plants. Citing the backdown on the pledge to curb nuclear power as one example, Palme said there has been "a period of broken expectations from the present government." He noted that the future of the Social Democrats "looks good" and that he sensed a revitalization of the labour movement in the 1970s. Pointing to three phases of democ­ racy—political, social and economic— Palme said that the first two have been achieved in Sweden. He defined eco­ nomic democracy as the power of pro­ duction lying in the hands of the people. DAY FOUR: In a suburb of Stock­ holm called Solna, we visited the BPA Byggproduktion AB, or simply, BPA. A construction firm, BPA is different from most businesses in that it is owned by the Swedish Trade Union movement and the Swedish Co-operative Union. The largest builder of private houses in Sweden, the BPA also builds many other structures, including administra­ tive buildings, hospitals, schools, and reservoirs, to name a few. Founded in 1967, BPA can handle a construction job from planning the site to putting in the last doorknob. We met with company and union officials of BPA. They told us that the construction industry was doing well in Sweden and that, in fact, there was a need for more pebple in carpentry and plumbing. In order to maintain full employment and to plan properly, any builder in Sweden who wishes to construct .some­ thing worth more than 200,000 Swed­ 16/LOG / July 1977 for a number of hours to discuss prob­ lems, production and other issues. DAY SIX: We visited one of the largest affiliates of LO, the Swed­ ish Commercial Employees' Union, or Handels. Founded in 1906, the Union represents shop employees, warehouse staff and clerical staff. Our group toured Handels' head­ quarters in Malmo and met with a num­ ber of the union officials. In answer to our questions, they explained that there is an equal wage principle for men and women (women comprise the vast ma­ jority of their members.) But in reality, they noted, women get less qualified jobs. Although minimum wage stan­ dards have been set, men will some­ times be paid higher than women by the employer, they pointed out. One of the union's biggest problems is that only 50-60 percent of their field is organized. We discovered also the fact that sales personnel, work, in general, on the basis of a group piece rate rather than on an individual one. Talking about unusual store hours, the officials explained that workers re­ ceive compensation for inconvenient working hours. Also, the union is trying to get em­ ployers to keep more than one person in a store at night in order to lessen the risk of robbery. Consumer Cooperative Movement The Saab-Scania plant at Sodertalje, near Stockholm, Sweden. apartment complex. One of the men we met was the club chairman of Building Workers Union Local 1. He explained that the workers were getting a very good hourly wage, since they were fin­ ishing the complex ahead of schedule and their pay went up accordingly. He also explained that almost all their work is done in normal working hours—approximately 7 to 4 with lunch break—since the workers do not believe in overtime if it can be avoided. A project that is not finished on sched­ ule, we learned, is subject to heavy fines. We were shown around some of the completed apartments as well as some units still being built. I have no exper­ tise in construction but some of my fellow delegates who do, felt that the buildings were very well constructed. The site confirmed what we felt from the men we met—a real pride in work­ manship. DAY FIVE: Early in the morning we left Stockholm for the third largest city in Sweden, Malmo, which is located in the extreme south of the country, just across the water from Copenhagen, Denmark. Here, in the morning, we visried a modern, higKly lhecfianized farni called the Trollenas estate and had a chance to talk with union representatives there. The foreman of the farm explained that of the estate's 2,700 hectares (ap­ proximately 6,700 acres), 1,065 were actually worked by the owners while den. At the peak of the harvesting sea­ son though, young people come from other countries, particularly Poland, to work on the Swedish farms. The union representatives explained that, at Trol­ lenas, the workers have no objection to the owners hiring help for harvesting, as long as they join the union. He graciously showed us around his home which is located on the farm and explained that the farm's owner rents him the house at a very reasonable amount. This contributed to his general satisfaction with the salary and work­ ing conditions on the farm which he said were quite good. However, he noted that not all farms had such good working conditions. See Food Processing Plant In the afternoon our group visited Foodia, a food processing plant built in 1971. Belonging to the Consumers Cor­ poration, the factory employs 400 peo­ ple who are members of three different unions. The workers' hours are 7 to 4 with 48 minutes for lunch and 12 min­ utes for a coffee break. There is a testing laboratory at the factory where each day the foremen and technicians check the processed food for its quality. A management representative, after a tour of the plant, explained to some of us that union and management rep­ resentatives get together once a week From Handels headquarters we went to a cooperative store to learn a little about the Swedish consumer coopera­ tive movement, a movement that is an important part of Swedish economic life. According to information published by the movement, more than 50 per­ cent of Swedish households are mem­ bers of one or more coop organizations. Wherever we had gone in Sweden, we often saw on the sides of buildings the mathematical sign for infinity «>. It stands for a large cooperative move­ ment called the Kooperativa forbundet (KF)—the Swedish Cooperative Union and Wholesale Society. In existence since 1899, KF is owned and managed by the Swedish local consumer coop societies which in 1974 numbered 1,757,000 people. We met with representatives of one of the KF affiliates—Solidar,.. a co­ operative retail society located in the southwestern part of Sweden. At the end of 1976, Solidar had 155,782 members. Many operations are run by Solidar including 89 supermarkets, 15 restaurants and 13 department stores. Solidar employs 4,300 people. Among its operations are two "hy­ permarkets," i Obs!. It was one of these that we visited and were told it contained 30,000 items. The store car­ ries clothing, household items, and lots of food. (I bought two kilos of a delici­ ous and wonderfully strong Swedish coffee blend). The hypermarket also has a bakery, a restaurant and lots of space. It was a very pleasant place in which to shop. * * • To say the least, I was highly im­ pressed with what I saw in Sweden. Of course, everj'thing is not perfect and there is always' room for improvement —as Swedes would agree since they seem to have very critical personalities themselves. But from what I saw, Swe­ den has gone tremendouslv far in achieving a just and meaningful life for working men and women. �Governors Island, N. Y. New international rules of the road to prevent collisions at sea went into effect on July 15, according to the U.S. Coast Guard. Among the rules are new dividing boundary lines between the high seas and inland waters. Other changes include strict responsibilities for lookouts, safe speed opera­ tion at all times, new sound signals and new lights. The boundary changes require both pleasure boaters and commercial opera­ tors to observe international navigational rules in some areas where U.S. inland rules apply. Major boundry changes in the Mid Atlantic area are at the entrances to N.Y. Harbor, Delaware Bay and L. I. Sound. Transport to haul 200,000 tons of coking coal until June 1978 from ports in Hampton Roads, Va. and the port of Baltimore to Alexandria, Egypt. ST Columbia or ST Potomac From Aug. 10-21, the ST Columbia or the ST Potomac (Hudson Water­ ways) will carry 21,652 tons of bulk wheat from a Gulf of Mexico port to Port Said or Alexandria, Egypt. SS Flor From Aug. 15-31, the SS Flor (Altar Steamship) will transport 23,000 metric tons of wheat from a Gulf port to Beirut, Lebanon. San Pedro, Calif. San Juan, P.R. President Steve Edney of the SlU-affiliated United Cannery and Industrial Workers of the Pacific, who is also a vice president of the California AFL-CIO, has been given the "Man of the Year" Award for 1977 by the Southern Cali­ fornia Ports Council of the AFL-CIO Maritime Trades Department. Head of the AFL-CIO California Labor Federation, John F. Henning, praised Edney for his outstanding contributions to the cause of advancing work­ ers rights. Sea-Land Service has begun a direct containerships run between the ports of Baltimore, Charleston, S.C., Jacksonville and San Juan. Previously, the run had been routed through Port Elizabeth, N.J. SS Robert E. Lee Disabled after an explosion in her engine room caused major damage was the 32,269 dwt LASH SS Robert E. Lee (Waterman) at Lat. 23.96 N., Long. 36.56 E. The vessel proceeded in tow to the Suez Canal. No injuries to per­ sonnel aboard the ship were reported by the company. SS Delta Mar » Twenty-five year old Seafarer Anthony Benedict aboard the LASH SS Delta Mar (Delta Line) fashioned a 1,700-knot shawl, 11 inches wide and 60 inches long. It took him 20 days to make. He noted that if any Seafarer wants to learn how to make a belt he would gladly teach him. Hew York, N. Y. SlU-contracted Ogden Marine has chartered part of her fleet to Maritime New Orleans Delta Line reports new trouble with Guatemala and wants the Federal Maritime Commission (FMC) to push its fine fees (50 percent of cargo value on her ships calling at U.S. ports) against that country's merchant fleet. On June 9, the Guatemala Congress enacted a law which allegedly deprives 600 importers of U.S. goods there of tax benefits if other than Guatemalan National Line or runaway vessels are employed. The FMC had until July 29 to impose the fines. Delta has had trouble with Guatemala since 1974. SS Delta Norte The SlU-contracted SS Delta Norte (Delta Line) has become the first LASH vessel to receive a Capt. Jones F. Devlin Safety Award. The ship sailed 827 days without a lost-time accident. The line's fleet had the lowest accident rate among dry cargo ships with a record average of 3.36 accidents for the year ending Dec. 31,1976. The award was given by the American Institute of Merchant Shipping in New York. Where Did Lonnie Doo/ey Get The Time to Do If All? If you look at all the things Lonnie Dooley has achieved in his 22-year career as a merchant seaman, you have to wonder where he found the time to do it all. He sailed on the old passenger ships as purser, yeoman, storekeeper and more. He sailed in every entry rating in Personals the deck, engine and steward depart­ ments. He has completed such courses at the Lundeberg School as QMED, Weld­ ing, LNG/LPG, Lifeboat and Firefighting. He achieved his 3rd Assistant Engi­ neer's License at the School of Engi- Personals Edward Eric "Scotty" Kunchich George Pierre Your daughter, Shirley, asks that you contact her at (201) 335-7734, 812 Cedar St., Boonton, N.J. 07005. (Day man on the Delta Argentina, summer of '75.) Mark S. Johnson asks that you contact him at 1805 Kempci Lane, Knoxville, Tenn. 37920, (615) 577-0548. George M. Miller Please contact the Log office at (212) 499-6600 ext. 242, 243. Orville Stitch Crewmembers of the SS Overseas Natalie M.A. "Bud" Gamblin asks that you contact him as soon as possible at Mike's, 98 Mason St., San Francisco, Calif., DO-2-0326. Crewmembers of the 55 Overseas Natalie, Voyage 3B, which left Corpus Christi, Tex. around June 16, 1975 headed for Odessa, Russia with a wheat shipment: the wife of AB Chadwick, Tarkenton asks that you contact her at Route 3 Box 38A, Powhatan, Va. 23139. Joseph Michael Novotny Your son Michael ask that 3'ou con­ tact him at 817 Main St., Portage, Pa. 15946 or call collect (814) 736-8236. Joseph A. McDougall Martin J. Irwin Mr. Hasey asks that you contact him as soon as possible. Your daughter Jacy asks that you contact her at 5603 Haywood St., Houston, Tex. 77016. neering and Navigation in Brooklyn, N.Y. in 1966. He got his 2nd Assistant's license 14 months later, and his 1st Assistant's license in 1973. And to do all this, the 52-year-old Seafarer, a life-long resident of Liberty, S.C., maintains a book in both the SIU and District 2 MEBA. Brother Dooley speaks modestly of his accomplishments as a merchant sea­ man. He attributes much of his success to the Union's educational programs at the Lundeberg School, which he calls "nothing short of excellent." Dooley also notes that "if an SIU member expects to ship in the future, he must get his training now," adding that "no other School (than HLSS) can offer this kind of comprehensive train­ ing in seamanship." Brother Dooley also had some advice for SIU members just starting out. He says that young seamen "should set their goals early in their careers and then pursue them vigorously." He added that a young seaman should not bounce around from depart­ ment to department, noting that "a sea­ man should choose his department when he first comes into the industry, . and then work his way up the ladder until he reaches the top of this depart­ ment." Dooley says that this type of special­ ization will "better equip a young sea­ man for the future, and will make it easier for him to get a license if he wishes to do so." DEEP SEA Lonnie Dooley Lonnie Dooley knows what he's talk­ ing about because has just about every engine room rating and license except Chief Engineer. Presently, Brother Dooley, who joined the SIU in 1955 after serving in the Army during the Korean War, is waiting toxatch a ship "to accumulate some seatime." July 1977 / LOG / 17 �User Fee Not Answer to Locks & Dam 26 The improvement of Locks and Dam 26, the sorely outmoded navi­ gation facility on the Mississippi River at Alton, 111., continues to run into delays and difficulties. In the latest round of trouble, the Senate tied the authorization for re­ construction of Locks and Dam 26 to the establishment of a system of user charges for commercial users of the waterways. Just this month, the House Ways and Means Committee approved its own version of the controversial is­ sue, linking the new project to the imposition of a towboat fuel tax in some areas of the inland waterways. While some segments of the Inland industry support the proposed House bill, the SIU and the Transportation Institute, a Washington-based re­ search and educational group for the maritime industry, have been the only voices consistently and flatly op(posed to any user charge or tax in any area. And the SIU maintains this posi­ tion because we believe it is the only way to prevent a dangerous prece­ dent for financing Federal navigation improvements. A user charge is too high a price to pay for Locks and Dam26. It would further delay and finally defeat the benefit of this badly needed new project. The present complex is 38 years old, deteriorating badly, and is too small to handle the increasing flow of barge traffic between the Lower Mis­ sissippi and the Upper Mississippi and Illinois Rivers. Designed as a key facility in the entire river system, it has become a major bottleneck caus­ ing costly delays. Cost efficiency and energy con­ servation—the great advantages of water transportation — are seeping away day-by-day at Alton. But if a user charge is tied to the improve­ ment of Locks and Dam 26, the widespread benefits the new project could bring to the towing industry and the economy of the Midwest may go down the drain. There is good reason to fear that the added cost of a user charge could not be absorbed by the inland water­ ways industry without hurting the industry itself, its labor force and finally the American consumer. We believe that the much-needed replacement of Locks and Dam 26 must be considered separately from the controversial and complex user charge issue. As a recent St. Louis Post-Dispatch editorial maintained: "In holding the Alton project host­ age in the user fee issue, the U.S. Senate has unnecessarily added com­ plications to a waterways project that even the strongest supporters of barge line fees say is necessary." Locks and Dam 26 has been under consideration for replacement for al­ most 10 years. During that time in­ flation has increased its estimated construction cost by millions of dol­ lars and rapidly growing barge traf­ fic on the Mississippi has overreached LETTERS TO THE EDITOR LOCKED UP! July, 1977 Rep.McKlnney:'Ship American' Should Be More Than Slogan The current edition of the Log and the June 17 issue of The Oil Daily ar­ rived in the same mail today and both contained stories concerning the possi­ ble export of Alaskan oil to Japan. The Log noted my efforts to prevent that from occurring and quoted the question 1 posed on the House floor: "Why, then, should we create more work for the foreign tanker industry by transport­ ing the oil to Japan while our merchant tank fleet suffers through hard times?" The story also quoted Federal Energy Administrator John O'Leary as saying that a U.S. flag fleet could be put together to handle the surplus of Alaskan crude. The Oil Daily story recounts a speech delivered in San Francisco by the president of Chevron Shipping Co., Lawrence Ford, wherein he advocates the deal with Japan and he points out that this arrangement "would save both money and fuel; a dollar per barrel in shipping costs." I instructed my staff to contact Chevron's Washington office to ask if it was correct that this $1 per barrel saving could only be accomplished with the use of foreign flag tankers. The answer: "Yes." While it's true, as Mr. O'Leary says, a U.S. flag fleet could be put together, let me assure you that if Alaskan oil is sent to Japan, that fleet won't be used. Believe me, the phrase "Ship American" has got to become more than just a slogan. Sincerely, Rep. Stewart B. McKlnney 4th District, Connecticut Pensioner Misses Friends, Sea My good brothers and friends of the Great Lakes and seas. Being retired, I miss all of you from Captain to Messman. I miss the great spirit of brotherhood that is found among good seamen. There has been so much we learned from one another while working and sailing together. Thoughts of this, and the keen interest good seamen show in mankind remain with me. I am grateful for the experience. _ Fraternally, Moses Crosby Seattle, Wash. 18/LOG/July 1977 the facility's capacity by millions of tons. We can't afford another 10 years of complications. Locks and Dam 26 must be authorized now, on its own, as a much deserved Federal naviga­ tion project. Official Publication of the Seafarers international Union of North America, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO Executive Board Paul Hall President Frank Drozak Joe DiGlorgio Executive Vice President Secretary-Treasurer Earl Shepard Lindsey Williams Paul Drozak Vice President Vice President Vice President Gal Tanner Vice President Marietta Homayonpour 339 Editor-in-Chief James Gannon Managing Editor Ray Bourdius Ruth Shereff Marcia Reiss Assistant Editor Assistant Editor Assistant Editor Frank Cianciotti Dennis Lundy Chief Photographer Associate Photographer Marie Kosciusko George J. Vana Administrative Assistant Production/Art Director Published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage paid at Brooklyn, N.Y. We Need Your Latest Address The SIU needs your latest address so that we can maintain an up-to-date mailing list and can be sure that important correspondence gets to you at your home. So please fill out the address form below and mail it to SIU Welfare Plan, 275 - 20th St., Brooklyn, N.Y. 11215. SIU See. Sec. No. Name Print Last Name First Name Print Number and Street City Middle Initial Address Date of Birth Mo / Day / Year ^ Vol. 39, No. 7 State Zip Code �J'' . • •._I- ' • -' fi •^••-. .', ' M:^' .v!r' \i':I . Transportation Institute President Herb Brand (center) explains the role of the Institute to the Boatmen when they visited there on June 23. On the steps of the Capitol In Washington, D.C. are the 21 Boatmen who attended the Louisiana Conference at Piney Point from June 20-6, along with Union officials. SlU Executive Vice President Frank Drozak (front left) with counsel Howard Schulman testifies June 23 before Rep. Mario Blaggl's (D-N.Y.) House Subcommittee on the Coast Guard. An attentive audience includes the 21 Boatmen and a Coast Guard delegation at the (right) rear. 21 From Louisiana Learn About SlU, industry Sth Boatmen's Conference Is an Education PINEY POINT, MD. — "Times are changing" in the towing industry, SIU Vice President Paul Drozak told 21 Inland Boatmen from eight Gulf companies who came to find out how it's changing at the Sth Boatmen's Educational Conference at the Harry Lundeberg School of Seamanship here from June 20 to June 26. One who found out by the end of the conference was Deckhand Lester Ledet who's been sailing with the Crescent Towing Co. for five years up the Mississippi. He exclaimed that "Times are changing fast." So fast that before he came to the conference he ". . . didn't know what his $50 (Union) dues and $600 (Union) initiation fee were for. Before I didn't go to the Hall or vote." Now he says he'd "fight" for the Union. Two weeks before in conjunction with the start of the Conference, the SIU sent two-man service teams to "sweep" the New Orleans Harbor and surrounding areas. Besides serv­ icing Inland Boatmen on the boats there, they opened new channels of communication with Louisiana members of such companies as Dixie Carriers, National Marine, Red Circle and Baroid Co. A top highlight of the conference was seen on June 23 when the Boat­ men went to Washington, D.C to hear SIU Executive Vice President Frank Drozak blast the Coast Guard for lax safety and manning enforce­ ment in testimony before Rep. Mario Biaggi's House Subcommittee on the Coast Guard. Later they saw and heard more House of Representa­ tives' politics in action in a floor deContinued on Page 22 INLAND •.. •1• L •: ' Here's a front view of'the pushboat Dixie Power tied up to a Mississippi River dock last month In New Orleans Harbor. MIATFRR N.Y. Patrolman George RIpoll (seated center) heads meeting aboard the Dixie Power (Dixie Carriers). Listening are (I. to r.); Tankerman Ron Noble; Chief Engineer Dudley Bonvillln; Engneer Fred Adams; HLSS VP Mike Sacco, and Patrolman Lou Guarjpo, July 1977 / LOG / 19 mm �ii ^V'l hv^'i \ .. -> .\\ fh Xi€ hh- M i'"I §*•4 * 1 / HLS President Hazel Brown tells the group that the School Is free for all SID Boatmen who want to attend any of the academic or vonational courses. She encouraged members to participate and also urged them to recruit young men for the Entry Training Program. SlU Vice President Paul Drozak (center) gives "A" Seniority books to Deckhand Mike Henson (left) of Crescent Towing and AB James Larkin Jr. of Red Circle In Tampa, Fla. Not shown Is Deckhand Allen Rudd of Inland Tugs who also received his "A" book. -• ;i;. ^ xjsa^fe;^knbwijedge- ^ New Orleans Patrolman Don Tillman (right) tells Deckhand Curtis Ledet that "organizing is the key to calling the shots." Oiler Larry "Red" MInchew (left) of Mobile's Radcllff Materials swears to Union oath given by N.Y. Patrolman George RIpoll. After ceremony. Boatman MInchew said the "Union book made me someone. .i, ' AL- - •'Syii J •. •: r. iA,. '1^ 4- 'i > 1 • <6 t d- mm I ..••:a4as "The Union helped me," says Oiler Paul Solid of Radcllff Materials. "It's a nice school you have here. It's YOURS!" HLSS Port Agent George Costango tells the conferees. ^ Pfimeaux. a 1b-yeaF4®l^b of OMe Camem, SlU Inland Coordinator Chuck Mollard explains the economics of the industry. Ir x-i^ah SerYicf Teams .f »>. Pi.' Tankerman Harold Whightsll, Jr. of Dixie Carriers shows off his SPA'D receipts. A: Giving a tour of the HLSS library is librarian Mrs. Zenaida Schuffels (left) with vocational instructor Joe Wall. From left are: Dale Koenig; Capt. Paul Latiolais; Jim Larkin. Jr.; Kirby Jones; Graylow Hester, and SlU Representative Byron Kelley. Eduction Ccinfab^^ i A'i • V -•'-'''•sii'v-.V' ..i S- " J V . "• • L'Z . Y' 'V . f,' ..V A ^ >•< .•i- . -'..r , . • >-<0>v:Tr.A' . I'j-: • . .is-. Vi .•/••• ' • . -•" ''" . ... » « *t,. rt v.- iyS M ••Bi* af a M AB James Larkin. Jr. (2nd left) who later took part In the 5th Boatmen's Conference at PIney Point, Md.. watches as HLSS VP Mike Sacco (right) hands Log to Chief Engineer Frank Labrache of the Theresa F. (Red Circle). ABs John C. Colombo and Nick Lomas (center I. to r.) are lntei..3ted spectators. ; ;—; ; — ; The Theresa F. nudges a giant barge, the Freeport 2 of Cincinnati. Ohio, near the On the Mississippi pushing a barge load of tanks is the Baroid 108 of the port of shoreline of the river. New Orleans. ^ ^ ^ "J Aooard tho Barold 108 (Baroid Co.) Pilot Larry Martin (center) . Patrolman Lou Guarino (right) straighten out a paycheck problem Deckhand J. Boudreaux looks on. Pilot B. Hines (seated center) of the National Venture (National Marine) asks a question of Patrol­ man Lou Guarino (left). Tankerman Adell Gauthler (right) and HLSS VP Mike Sacco ( far left) await their turn to join in on the conversation. Reading Log is Capt. R. Asbrlde of the Venture. Tankerman 0. Sullivan of the National Venture. 'i km L_ . .z,.. �Engineer Dale Koenig of Whitman Towing declares that "It's good to know you have someone behind you." "It's a strong Union, " says Engineer Jimmy Rosser of Crescent Towing. learned a lot, too," emphasized Engineer W. Webb of Whitman Tow­ ing about the conference. "Before was ignorant, now I have a clear understanding." He plans to get others to join the Union. Capt. Marion Goodman of National conference). More than in the last 39 I t The conference was "The best opportunity in my life," said Capt. Paul Latiolais of Dixie Carriers. didn't know about the Union until now," exclaims Capt. Tim Donner, 23, of Crescent Towing. Capt. Gus "Harmonica" Le Blanc of Crescent Towing says the "SlU gave him his license and job as a captain." Deckhand Morris Thibodeaux of Whitman Towing said he likes the Union's "esprit de corps" and brotherhood. 21 From Louisiana Learn About SlU, industry Sfh Boatmen's Conference Is an Education Continued from Page 19 bate on economic aid to South Korea. In the afternoon, they toured the Transportation Institute and the AFL-CIO's Maritime Trades De­ partment. On the Conference's first day the Boatmen were shown the value of upgrading as they toured the HLSS educational facilities, especially the new Vocational Building. They then visited the Valley Lee Farm nearby which provides Piney Point with most of its food. By day's end, they viewed films and slides on the history of the American labor movement and the inland towing industry. The next morning they learned more about the maritime labor move­ ment and the SIU Constitution. Next, all welfare benefits and forms were HLSS Vice President Mike Sacco (left) talks ~1o Boatman Daniel E. Liddic (right) of the Dixie Charger (Dixie Carriers) who was the first-inland grad at the HLSS in March this year. At (center) is New Orleans Patrolman Jim Martin. explained. Continuing the following morn, pension benefits and the new U.S. pension law were gone over. Later the politics and economics of the inland field were discussed. That night the delegates visited the Sea­ farers Alcoholic Rehabilitation Center. The last few days were spent in observing the HLS Hiring Hall and the Shipping Rules and going over the new standard contracts for both the unlicensed and the licensed in the towing business. Summing it all up. Deckhand and Boat Delegate Allen Rudd of InlandTugs confessed to one and all, "I was a dummy about the Union. When I got questions on the boat I couldn't answer them. Now I can. Soon I hope to get more members into the Union." SIU Patrolman Lou Guarino (right) makes a point with Tankerman McLain of the Charger. Ray 22/LOG/July 1977 t- .. . ; ' .1'. :j'i\ . �ALLEGIANCE (Interocean Mgt. Corp.), May 22—Chairman, Recerti­ fied Bosun A. Lasnansky; Secretary G. Richardson; Educational Director J. Boyce. $24 in ship's fund. Some dis­ puted OT in engine department. Secre­ tary read the minutes of the last meet­ ing. Chairman reports that the Seafarers Log is received regularly and read by all crewihembers. A vote of thanks to the steward department for a job well done. Next port Lake Charles. NEWARK (Sea-Land Services Inc.), May 12—Chairman A. Vilanova; Sec­ retary Ken Hayes; Educational Director R. Coleman; Engine Delegate W. West; Steward Delegate Edward J. Kilford Jr., $8 in the ship's fund. No disputed OT. Chairman reported that the last payoflf ran very smoothly. Harvey Mesford, Seattle port agent who attended the payoff left reading matter in regards to the merger with the MCS which will be read and discussed at the next weekly meeting. The April issue of the Log is aboard the ship and the crew is re­ quested to read the Log to find out what is going on in the Union. There are some vacation plan applications on ship and they are available to those who want them. Educational director will hold a discussion on Union business for all crewmembers, on the topic, "Your Union and What It Means to You" in the coming week. A card was received from Marietta Homayonpour, editor of the Seafarers Log which was filled in and forwarded to the Log office advis­ ing them of our receipt of the Seafarers Log aboard ship. Next port Seattle. MASSACHUSETTS (International Ocean Transport), May 8—Chairman, Recertified Bosun J. L. Bourgeois; Sec­ retary Abdul Hassan. No disputed OT. Received the February and March issue of the Seafarers Log which was passed around and enjoyed by all. Chairman held a discussion on these issues on the Maritime Trades meetings and AFLCIO Executive Council maritime en­ ergy resolutions. Noted that every mem­ ber who reads the Log should realize the effort and the time it takes our Union officials to keep the membership working. Also discussed the importance of donating to SPAD. A vote of thanks to the steward department for a job well done. Next port Brazil. ZAPATA RANGER (Zapata Bulk Transport), May 14—Chairman, Re­ certified Bosun Don Hicks; Secretary G. DeBaere; Educational Director J. Bailey. Chairman reports that the Sea­ farers Log is received regularly. Also that he would like to extend his appre­ ciation to Captain S. S. Griffin for his consideration, effort and thoughtfulness during this trip and during the hospitali­ zation of the chairman in Leningrad, A vote of thanks to the steward depart­ ment for a job well done. OGDEN WABASH (Ogden Marine Transport), May 12—Chairman, Re­ certified Bosun J. Frazier; Educational Director A. Ratkovick. No disputed OT. Chairman reported that the April issue of the Log was received in Panama and the crew was asked to pass it around so everyone will have a chance to read it. The crew gave a vote of thanks to the steward and the BR for the good food and service when they were short three men. The steward did the chief cook's work and his ov/n job. The BR did the bakers job and his own job. Our Union needs more men like this steward and BR in the steward de­ partment. We repeat our thanks to these Union brothers. Digest of SEA-LAND CONSUMER (SeaLand Service Inc.), May 1—Chairman, Recertified Bosun F. Pehler; Secretary J. Davis; Educational Director K. Hart. No disputed OT. Chairman discussed the article in the Seafarers Log concern­ ing upgrading. Also on the merger with Marine Cooks and Stewards Union and the move of the USPHS hospital from Galveston to Houston. Next port Rot­ terdam. SEA-LAND FINANCE (Sea-Land Service Inc.), May 5— Chairman, Re­ certified Bosun J. Pulliam; Secretary Benish; Deck Delegate J. Long;'Engine Delegate A. Austin; Steward Delegate F. Pappone. Received the April issue of the Log which contained coverage of the Pension Supplement. Also received the Education Series No. 8 and the March Maritime News which were passed around for all to read. Next port Seattle. PANAMA (Sea-Land Service Inc.), May 7—Chairman, Recertified Bosun T. Chilinski; Secretary Higgins; Educa­ tional Director Subbillo. $12.20 in ship's fund. Some disputed OT in deck department. Educational director re­ quested all crewmembers to bring back educational material that is placed out, and magazines that have to do with our trade so everyone can enjoy them. Ex­ ecutive Vice President Frank Drozak's letter on matter sent to Headquarters during April meeting was read and will be posted. We appreciate the prompt reply that we received. A vote of thanks to steward department from ship's chairman for good food and a job well done. PISCES (Apex Marine Co. Inc.), May 22—Chairman, Recertified Bosun B. Owen; Secretary C. Loper; Engine Delegate James McDermott. No dis­ puted OT. The following motion was made and voted on: "Whereas, the present agreement lacks an index and without an index it is time consuming and difficult for many members to find the section they want. Many of them give up in disgust and lose money be­ cause they do not realize the benefits they have. Therefore, be it resolved that an index to the contracts be prepared and included in all future printings." Next port San Juan. SEA-LAND GALLOWAY (SeaLand Service Inc.), May 29—Chair­ man, Recertified Bosun George Burke; Secretary A. Seda. No disputed OT. Chairman suggested that all crewmem­ bers should read the Seafarers Log. Also discussed the importance of donat­ ing to SPAD. A vote of thanks to the steward department for a job well done. Next port Elizabeth. SEA-LAND VENTURE (Sea-Land Service Inc.), May 22—Chairman, Re­ certified Bosun Joe I. Justus; Secretary Roy R. Thomas; Educational Director Sam Hacker. No disputed OT. Chair­ man led a discussion on the good things in the April Log and that every crewmember should read the Log more. Also on the importance of donating to SPAD. Next port New Orleans. Official ship's minutes were also received from the following vessels: TRANSCOLORADO SEA-LAND MARKET BOSTON GALVESTON DELTA MAR CAROLINA SAN FRANCISCO EXCHANGE DEL RIO LONG BEACH SAMUEL CHASE OGDEN WILLAMETTE WACOSTA OVERSEAS ARCTIC SEA-LAND COMMERCE WESTWARD VENTURE MERRIMAC DEL ORO SEA-LAND ECONOMY PONCE TRANSINDIANA AQUILA DELTA NORTE EAGLE TRAVELER LOS ANGELES MONTPELIER VICTORY COLUMBIA COASTAL CALIFORNIA TRANSCOLUMBIA MARY CHARLESTON TAMPA GOLDEN DOLPHIN JAMES EAGLE VOYAGER SEA-LAND PRODUCER TEX YELLOWSTONE DELTA BRASIL MAUMEE CARTER BRAXTON BALTIMORE INGER SEA-LAND MC LEAN PUERTO RICO SEA-LAND TRADE RAPHAEL SEMMES BORINQUEN BAYAMON MAYAGUEZ ARTHUR MIDDLETON ALEX STEPHENS AGUADILLA SEA-LAND RESOURCE JOHN PENN ARECIBO FORT HOSKINS ROSE CITY TAMARA GUILDEN ROBERT TOOMBS (Waterman Steamship Corp.), May 29—Chairman, James L. Danzey; Secretary John S. Burke, Sr.; Educational Director Wil­ liam F. Egan. No disputed OT. Chair­ man reported that Brother John M. Cataldo, OS, fell and he was put ashore in the Azores, San Miguel Islands. The crew gave a vote of thanks to the cap­ tain for acting as fast as he did by wiring in to have the injured man removed from the ship. Observed one minute of silence in memory of our departed brothers. Next port Suez Canal. GUAYAMA (Puerto Rico Marine Mgt. Inc.), May 23—Chairman, Re­ certified Bosun W. Velazquez; Secre­ tary A. Aragones; Educational Director C. Mainers; Engine Delegate H. F. Welch; Steward Delegate R. Evans. No disputed OT. All communications re­ ceived were read and posted. Chair­ man discussed the importance of donat­ ing to SPAD. Educational director re­ ported on the rehabilitation program going on at Piney Point and how it was of great advantage and benefit to those who need it. Advised all brothers who need it to attend. Also, to contact Piney Point or any Union representative and they will gladly help any member with information. Observed one minute of silence in memory of our departed brothers. Next port Elizabeth. ZAPATA COURIER (Zapata Bulk Transport), May 8—Chairman, Re­ certified Bosun Sal Sbriglio; Secretary Paul Franco; Educational Director A. Bell; Deck Delegate Jones Ard; Engine Delegate James Chiaesc; Steward Ron­ ald Fluker. No disputed OT. Chairman reported that all the crewmembers were pleased to read in the Log about the new pension benefit. Steward advised all members to read the Log to know what is going on in the Union. Next port Frceport, Tex. BANNER (Interocean Mgt. Corp.), May 20—Chairman, Recertified Bosun I. Fahri; Secretary G. Rosholt; Educa­ tional Director F. Figuera; Deck Dele­ gate Henry Perkins; Engine Delegate Joseph Schueler; Steward Delegate Walter Cutter. $32.69 in ship's fund. No disputed OT. Chairman declared an open meeting and urged all members to speak on anything that was on their minds. The only way to have an open association is to have all problems brought forward at these meetings and have them resolved in the best possible way. Request lines at spaces where there are no rails on catwalk. Also lad­ ders are slippery to the captain and pilot room decks. Also advised all crewmem­ bers to fill in repair lists and everything possible will be done to see that these things are taken care of. Observed one minute of silence in memory of our de­ parted brothers. Next port Flushing, Holland. WORTH (Apex Marine Transport), May 14—Chairman, Recertified Bosun Emilio Sierra; Secretary J. W. Young. Some disputed OT in deck and engine departments. Two members of the crew were sent to the hospital in Singapore— James Ward with an apparent heart at­ tack, and John Mattingly who had an accident. Next port Anacortes, Wash. Six Months' Discharges Entry-rated seamen in all ports must show their last six months' discharge-s be­ fore they can register for shipping. July 1977/LOG/23 "> ' 1 �SlU Atlantic, Golf, Lakes & Inland Waters United Industrial Workers of North America PRESIDENT Paul Hall SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Frank Drozak HTIVri? 1 '*n lOTT J JL lOU, ly / / *TOTAL REGISTERED Q^up, Class A Class B Class C Port TOTAL SHIPPED Groups Class A Class B Class C '^REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 3 116 14 26 22 12 29 90 49 33 17 47 7 68 0 4 537 0 17 1 1 5 3 1 16 3 3 1 6 2 4 0 0 63 0 9 0 0 3 1 0 1 4 1 0 1 0 5 0 0 25 Port Boston New York Philadelphia Baltimore Norfolk Tampa 2 99 15 18 15 9 3 20 2 3 6 i 1 5 0 0 1 2 Mobile 22 7 0 25 6 0 23 6 0 70 25 31 8 27 6 54 0 3 404 14 7 6 4 10 3 15 0 2 103 0 2 0 0 0 0 4 0 0 15 46 21 38 9 20 3 75 0 2 359 14 5 6 7 14 6 19 7 1 145 0 0 0 0 2 0 4 0 0 10 109 36 39 12 40 14 66 0 1 561 25 6 7 3 12 0 14 0 1 114 0 3 1 0 0 0 6 0 0 19 0 61 15 27 17 1 5 0 4 0 0 0 0 0 0 New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals Yokohama Totals Totals All Departments 1 45 6 8 3 1 1 29 11 6 6 8 2 26 6 1 160 0 6 0 0 3 0 0 0 4 0 0 1 0 6 0 0 20 7 157 15 46 29 12 31 137 54 64 25 66 19 104 0 6 772 2 15 0 4 6 3 3 13 2 5 2 7 2 7 0 1 72 1 7 0 0 1 1 0 1 1 1 1 0 0 5 0 0 19 0 3 0 0 0 1 2 139 16 34 27 3 3 17 3 7 8 2 1 6 0 0 1 1 ENGINE DEPARTMENT 5 1 73 48 8 1 15 4 7 5 11 1 STEWARD DEPARTMENT .. 0 43 6 18 14 1 2 0 2 0 0 0 0 0 0 2 -56 2 13 7 1 25 2 5 2 0 2 0 2 1 8 0 14 34 30 17 6 14 1 37 0 0 8 1 7 2 1 2 2 5 0 6 0 0 4 0 0 0 0 1 2 0 1 0 0 0 16 42 21 23 6 13 6 48 0 5 18 8 13 1 9 6 12 15 0 0 3 2 0 1 0 4 0 21 57 26 31 6 21 7 48 0 1 5 2 7 2 1 2 2 2 0 0 1 1 0 1 0 0 0 0 0 0 lO 0 0 1 0 0 242 33 4 261 122 15 342 34 3 3 127 21 47 18 7 10 57 31 37 11 36 12 39 2 12 122 0 11 1 1 0 1 2 10 2 11 1 33 0 Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington SeatUe Puerto Rico Houston Piney Point 5 112 7 14 11 12 30 68 31 30 15 38 6 76 0 1 456 ENTRY DEPARTMENT 1 32 5 16 8 4 13 33 11 28 5 11 17 20 0 1 89 10 26 7 5 6 44 24 15 3 19 10 33 22 7 55 0 7 2 1 0 1 4 7 0 8 1 12 0 1 47 5 25 I4. 2 18 58 15 39 7 13 21 26 0 0 1 0 2 3 0 204 315 105 293 461 207 1,387 514 149 1,968 681 2« 1,076 427 45 "Total Registered" means the number of men who actually registered for shipping at the port last month. '"'Registered on the Beach" means the total number of men registered at the port at the end of last month. 24/LOG / July 1977 VICE PRESIDENTS Earl Shepard Lindsey Williams Cal Tanner Paul Drozak HEADQUARTERS 675 4 Ave., Bklyn. 11232 (212) HY 9-6600 ALPENA, Mich 800 N. 2 Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Mass 215 Essex St. 02111 (617) 482-4716 BUFFALO, N.Y 290 Franklin St. 14202 (716) TL 3-9259 CHICAGO, ILL..9383 S. Ewing Ave. 60617 (312) SA 1-0733 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) MA 1-5450 DETROIT, Mich. 10225 W. Jefferson Ave. 48218 (313) VI 3-4741 DULUTH, Minn 2014 W. 3 St. 58806 (218) RA 2-4110 FRANKFORT, Mich P.O. Box D 415 Main St. 49635 (616) 352-4441 HOUSTON, Tex 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, NJ. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala IS. Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va 115 3 St. 23510 (804) 622-1892 PADUCAH, Ky 225 S. 7 St. 42001 (502) 443-2493 PHILADELPHIA, Pa. .2604 S. 4 St. 19148 (215) DE 6-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 PORT ARTHUR, Tex. . . 534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif. 1311 Mission St. 94103 (415) 626-6793 SANTURCE, P. R. 1313 Fernandez, Juncos, Stop 20 00909 (809) 724-2848 SEATTLE, Wash. 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo. .4581 Gravs;5 ; Ave. 63116 (314) 752-6500 TAMPA, Fla. 2610 W. Kennedy Blvd. 33609 (813) P70.1601 TOLEDO, Ohio 935 Summit St. 43604 (419) 248-3691 WILMINGTON, Calif. 510 N. Broad St. 90744 (213) 549-4000 YOKOHAMA, Japan ..... P.O. Box 429 Yokohama Port P.O. 5-6 Nihon Ohdori Naka-Ku 231-91 201-7935 Shipping at deep sea A&G ports picked up considerably last month as 1,648 Seafarers found jobs on SIUcontracted ships. That's an increase of 414 jobs over the previous month's figures, and an increase of 415 jobs shipped over the same pe­ riod last year. Shipping is expected to remain from good to excellent at most ports for the foreseeable icuture. �Captain Charlie Bonniweii of the Will Colonna gives his book number and Social Security number to N.Y. Patrolman Ted Babkowski (left) for completion of a Patrolman's Report While aboard the Will Colonna, Assistant Engineer John Thomas (I) and Deckhand Richard Finley take a break to glance at the Log. • t ^ 'ft Posing on the stern of the Will Colonna are crew members (I. to r.); Charlie Bonni\A/oll, captain; John Thomas, assistant engineer; Jiles Hamon, cook, and Richard Finley, deckhand. Will Colonna and Christine E Visit N.J. fT^he Will Colonna (owned by Colonna and presently chartered by Steuart Transportation) was serviced by an SlU patrolman on Apr. 19, X while the tug unloaded a shipment of coal for the Kearney Generating Co. in Kearney, N.J. The patrolman helped clear up some probems and questions the crew had regarding pension, welfare and medical forms. He advised the crew members to always keep a completed medical claims form available at home in the event a member of their families became ill while they are on the boat. Recently in the New Jersey area also was the Christine E (Marine Towing and Transportation), up for repairs at the Tug and Barge Dry Dock in Jersey City, N.J. Upon completion of these repairs, the Christine E\s next scheduled stop was Port Everglades, Fla. to resume hauling oil. The cre//members of the Christine E (Marine Towing and Transportation) are posing in the galley /mile the tug awaits repairs. From (I. to r.) are: Paul Parson, AB; Richard Robinson, AB; Torn Ferguson, Cook, and Ken Davis, captain. The tug Christine E is shown laid up for repairs at the Tug and Barge Dry Dock in Jersey City, N.J. July 1977 / LOG / 25 �64 Scholarship Winner Joined the Peace Corps For Larry Carleton, a college educa­ tion provided the ticket for some faroff adventures and exotic study in grad­ uate school. The 1964 winner of the SIU four-year scholarship majored in mathematics at Michigan State Univer­ sity, East Lansing, Mich. After gradu­ ating in 1968, he joined the Peace Corps and worked in Swaziland, Africa for three years. Putting his education to good use, his job in the Peace Corps was to intro­ duce the new math into the junior high school system. First he taught the stu­ dents themselves. Then he spent a year training the teachers. "It was quite a challenge," Carleton said. "The native languages there are Swazi and Zulu. Although the students spoke English, they thought in their own language and as they translated back and forth in their mind, communication became difficult because languages have a different way of looking at the world." He also had to track down tubercu­ losis patients and encourage them to go for treatment, build his own school­ room, and teach basic science and Eng­ lish literature. ton said. Later on he hopes to continue his work while teaching at a university. The SIU scholarship got him off to a good start. "I was offered other schol­ arships," he said, "but the SIU grant was the best. As a full scholarship, it allowed you to study fulltime." While he was in college, his mother Ruth Carleton won a scholarship to study English at the same school. So the family gave up the farm in St. Clair, Mich, and moved to East Lansing. Lawrence's father, Monroe Carleton, stopped sailing wheelsman with the SIU on the Lakes in 1966 when he became a licensed officer. Right now, he is sail­ ing as a first mate on the Great Lakes. He recently earned his master's license. Larry Carleton He was fascinated by teaching. When he came back to the States in 1973, he went for a Masters degree at Michigan State University. Studying philosophy, his particular subject was how knowl­ edge is communicated or how people learn things. At present, he is continu­ ing this study while earning a doctorate degree at the University of Minnesota, Minneapolis. He chose that school be­ cause it has a good psychology depart­ ment. Unlocking the secret of how people learn is important for philoso­ phy, psychology and education. Carle- Once an Arctic Ocean Fisherman, He Sails Deck on Great Lakes Seamen from all over the world have settled on the Great Lakes. From Norway came Fridtjof "Fritz" Martinussen who has been an STU member since 1946, sailing as an AB, wheels­ man, quartermaster and bosun. He began his career in his native country in 1930, on a fishing boat in the Arctic Ocean. During the Piney Point course, the crew had classes dealing with the prop­ erties and handling of liquid natural gas, and of course, classes on the poten­ tial dangers of LNG and how to handle emergencies should they arise. The crew also studied the automated features of the Aquarius' engine room and special Cargo Control Room, as well as participating in a two-day course in firefighting. They also went on a field trip to the LNG tcminal in Cove Point, Md., where they received special safety hints from a Coast Guard expert in the area of cryogenics (the study of very low temperatures). On top of their training at Piney Point, the entire licensed and unli­ censed crew participated in a monthlong training program in Quincy, Mass. just prior to boarding the Aquarius for her maiden run. This program included more classes on the properties and handling of the special LNG cargo. And the crew was able to get a first hand look at the Aquarius and become more familiar with her specifies before actually taking the vessel to sea. The course in Quincy also included an intense firefighting pro- GREAT LAKES gram, given with the aid of the Boston Fire Department. The most important thing, though, is that all this training has paid off. In separate letters to the Log, both the Captain and the Chief Engineer of the Aquarius have commended the crew for their professional work aboard ship. Chief Engineer R. Boerner wrote: "The crew of this vessel has been out­ standing during the first weeks of oper­ ation. They have been cooperative, knowledgeable and willing in the per­ formance of their duties. Capt. H. Van Leuven wrote: "I would like to advise you of the profes­ sionalism that all members of the crew have shown in the performance of their work since delivery of the Aquarius. "During the voyage from Boston to Seafarers Welfare, Pension and Vacation Flans Cash Benefits Paid Number May 26 - June 22,1977 SEAFARERS WELFARE PLAN ELIGIBLES Death In Hospital Daily @ $1.00 In Hospital Daily (§ $3.00 Hospital & Hospital Extras Surgical ^ Sickness & Accident @ $8.00 Special Equipment Optical Supplemental Medicare Premiums DEPENDENTS OF ELIGIBLES Hospital & Hospital Extras Doctors' Visits In Hospital Surgical Maternity Blood Transfusions . Optical PENSIONERS & DEPENDENTS Death Hospital & Hospital Extras Doctors' Visits & Other Medical Expenses .. Surgical Optical Blood Transfusions : Special Equipment Dental Supplemental Medicare Premiums TOTALS Total Seafarers Welfare Plan Total Seafarers Pension Plan Total Seafarers Vacation Plan Total Seafarers Welfare, Pension & Vacation 26/LOG/July 1977 Amount MONTH TO DATE YEAR TO DAI E 10 256 130 7 1 4,626 1 95 15 83 2,218 1,413 81 13 31,571 11 673 181 354 53 91 1,0 — 73 MONTH TO DATE $ YEAR TO DATE 27,500.00 256.00 390.00 393.65 100.00 37,008.00 396.84 3,214.45 1,274.30 $ 275,043.06 2,220.00 4,239.00 11,546.73 1,679.00 252,568.00 4,561.55 20,755.76 8,958.80 2,434 466 665 113 13 544 128,120.87 3,132.10 15,479.85 4,800.00 752,072.69 23,869.33 115,325.59 42,634.00 1,347.86 16,036.01 19. 159 91 7 44 I 7 — 2,163 85 998 623 76 318 3 29 4 10,757 68,000.00 27,257.19 3.304.82 1,037.00 1,476.90 92.50 1,137.25 17,036.70 336,600.00 172,850.12 27,795.28 12,474.55 9,682.95 162.50 4,438.00 1,204.00 85,265.10 3 69 2,924.92 28,216.57 8,216 2,738 803 11,757 53,441 13,549 5,348 72,338 346,524.84 697,139.51 731,694.69 $1,775,359.04 2,211,546.45 3,458,152.37 5,215,202.69 $10,884,901.51 SCHOLARSHIP PROGRAM "Fritz" Martinussen England and during the gas trials, all personnel exhibited a wide spectrum of expertise in handling all situations." The next LNG ship, to be named the Aries, is scheduled to be out in late Au­ gust. Like the crew of the Aquarius, the crew of the Aries will undergo the same kind of rigorous training schedule. And no doubt, they will respond in the same professional manner. 2,191.50 • �Contracts Ratified at Sabine Towing; Dixie Carriers In June, SIU Boatmen at Sabine Towing and Transportation and at Dixie Carriers voted to accept a new three year contract. The terms of these excellent new agreements brought all SIU Boatmen closer to the goal of establishing an industry-wide standard contract, As the most important step, the mem­ bers in both these Gulf Coast outfits will now receive vacation benefits which had previously been denied most Boat­ men in the Gulf area. The SIU aims to bring all the Union's contracted tug, towboat and dredging companies into the Seafarers Vacation Plan one by one as each company's con­ tract comes up for renewal. The decision to use standard lan­ guage and plans was made by delegates at the Boatmen's Contract Conference held at the Lundeberg School in Piney Point, Md. last March. In addition to the vacation benefit, both the licensed and unlicensed crews won wage increases that will amount to about 40 percent over the life of the agreement, an increase in overtime pay, cost of living adjustments, many new welfare and fringe benefits, and im­ provements in working conditions. After the negotiations were com­ pleted, the proposed contracts were first presented to the rank and file commit­ tee members who had attended the March confab. After the committee's recommendation, they were then sent to the members for a ratification vote. Voting Results At Dixie Carriers, crewmembers voted 104 to 13 to accept the contract. At Sabine Towing, the vote was 60 to 14 for acceptance. The industry-wide vacation plan was the most important new benefit nego­ tiated; The vacation pay depends upon the number of days worked and the rating sailed. Benefits may be cashed in every 90 days or accumulated for up to one year. For example, in the third year of the contracts, based on 240 days of em­ ployment, the yearly vacation benefits for various ratings in Dixie Carriers and Sabine Canal Division would be: • $933.60 for deckhands • $1,065.60 for tankermen, cooks. ABs, pilot trainees, engineer train­ ees and utility tankermen • $1,334.40 for pilots and licensed chief engineers • $1,600.80 for captains Boatmen on Sabine harbor and off­ shore boats will be receiving an addi­ tional sum over and above the vacation they already have. Major improvements in the welfare plans for all ratings include: full cover­ age of hospital extras and intensive care and an increase in maternity benefits and death benefits. A new benefit has been added which provides up to $5,000 for accidental loss of hands, feet or eyes. The agreement with Sabine and Dixie includes many advances in terms of Union recognition. For example, not only the company but any subsidiaries it forms during the life of the agreement must recognize the Union as collective bargaining agent. Moreover, the com­ pany has agreed to give the Union 24 hours notice for replacements which will give the SIU enough time to send these replacements from the Union Hir­ ing Hall. Important language has also been in­ cluded in the contracts that will assist the SIU in meeting the manpower need in the industry. Seafarers at Sabine and Dixie will have their round trip trans­ portation paid by the companies when they attend the Lundeberg School to up­ grade. And so that unlicensed person­ nel can receive the necessary practical experience to upgrade, the Union was successful in getting the companies to carry trainee engineers and trainee pilots on the boats. Both companies also agreed to grant three days off, with pay, to employees in the event of a death in their immedi­ ate families. New contract provisions have been set up for seniority within each job classification and present employees will be considered first in making pro­ motions. Also, disciplined employees shall be given written notice of disciplinary ac­ tion and the reasons for it, with a copy for the Union. In addition, the contract includes big improvements in the trans­ portation provisions. All in all, the new Sabine and Dixie contracts have brought SIU Boatmen in these companies important advance­ ments which the Union hopes to extend to all members of the towing industry. The Supertanker TT Stuyvesanf Is Set for Crewing The newly-coinpleted 225,OOO dwt supertanker, the TT Stuyvesant (Polk Tanker Corp.) now resting in the Seatrain shipbuilding facility in Brooklyn, N.Y., is scheduled to be crewed for her maiden voy­ age near the end of this month. The SllJ-contracted turbine tanker was chartered recently for three years to the Standarrl Oil Co. of Ohio (SOHIO). Preceded by her SlU-contracted sisterships, the TT Brooklyn in 1973 and the TT Williamsburgh in 1975, the 1,000-foot long, six-stories high TT Stuyvesant has completed her sea trials. The supertanker is powered by 55,000-hp turbines which turn a single screw. The ship can carry 1.5-niillion barrels of crude. A fourth sistership, the TT Bay Ridge is just about half completed at the Seatrain fa­ cility. All the ships were built by members of the SlU-affiliated United Industrial Workers of North America. A New Inland Contract Saves Member $9,604.35! PINEY POINT, MD.—A new SIU inland contract meant a $9,604.35 diference to Tankerman Harold Whightsil Jr., 47, who works for Dixie Carriers of New Orleans, La. "I would have had to pay a $9,604.35 hospital bill under the old contract. But I didn't have to pay a nickel, except for the telephone bill," Whightsil told his fellow Boatmen at the 5th Boatmen's Educational Con­ ference held here from June 20 to 25. Harold WhightsU Jr. "I'm so happy now I don't believe it!" he exclaimed to the conference delegates. The SIU had been successful in ne­ gotiating a contract with Dixie Carriers which included an increased hospital and surgical benefits plan for depen­ dents. Only three days after the new contract went into effect on Apr. 6, Whightsil's son, Allan Lee, was rushed to Chalmette (La.) General Hospital in a coma and convulsing due to lack of oxygen. Surgeons there immediately per­ formed open-heart surgery when the 12-year-old boy's heart stopped. They then corrected a congenital narrowing June Unemployment Up to 7.1% WASHINGTON, D.C.—June's U.S. unemployment rate rose to 7.1 percent from May's 6.9 percent though for the eighth straight month the number of Americans with jobs increased. Accord­ ing to the Labor Department, 271,000 people returned to work. This brings the total workforce pop­ ulation to 90.68 million, reports Labor Commissioner Julius Shiskin. Highlighting the jobless climb are the 483,000 adult women and teenagers out of school looking for work. Teenage unemployment climbed to 18.6 percent frcxn 17.9 percent. The jobless rate for adult women rose to 7.2 percent from 6.6 percent matching February and March's levels. AFL-CIO President George Meany said that unemployment, not inflation, ''remains the nation's No. 1 economic problem." He asserts that if one added to the •> jobless those who sought fulltime work but found only parttime jobs and those who gave up looking for work as futile, the "true" unemployment rate in June would be 10 percent. Unemployment for adult men dropped to a 5 percent rate from 5.3 percent.' The jobless rate for fulltime workers has stayed at a steady 6.5 per­ cent since April. The longterm unemployed — 15 weeks and longer — dropped by 100,000 to 1.7 million in June. Their ranks have shrunk by 775,000 since December 1976. Contrastingly, there was a sizable increase, 275,000, in those jobless for fewer than five weeks. The average duration of unemployment moved down to 14.4 weeks from 14.9 last month. The new level was the same as April and two-and-a-half weeks lower than June 1976. INLAND im of the main heart artery to put Allan Lee on the road to recovery. Under the new benefit plan at Dixie Carriers, the SIU paid the total $11,164.35 hospital bill; the old plan would have paid only $1,560! Included in the bill was $8,839.35 for the lad's hospital extras; the old plan paid only $300 for hospital extras—a big difference to Whightsil of $8,539.35! Also included in the bill was inten­ M H BBl JWATERS sive care costs which came to $1,740; the old plan would have picked up only $675—a difference of $ 1,065. Hospital room and board came to $585 and blood transfusions $740— both paid in the old and new plans. Whightsil, originally from Allenville, 111., has another son, Harold III, 17. The Boatman joined the Union in 1966 when he came to work for Dixie Car­ riers. Tankerman Harold Whightsil, Jr. (center) listens to SIU Claims Director Tom Cranford (right) explain welfare benefits at fifth educational conference in Piney Point, fvld. Looking on (left) is Union Vice President Paul Drozak. July 1977 /LOG/27 �r Eighth Part of Series Social Security, Medicare, Medicaid Are for You by A. A. Bernstein, SIU Welfare Director This is the eighth part in a series of articles which the Seafarers Log will be running, over the next few months, concerning Social Security, Medicare and Medicaid and how these Government programs affect you and your families. (This installment deals with the Medical Insurance part of Medi­ care. The next article will deal with Medicaid.) Eventually the series will be compiled into a booklet so that Seafarers can have all the information on these programs in one place. I hope this series will be an aid to you. Please let me know if you have any questions. Just write to me, care of Seafarers International Union, 675 Fourth Ave., Brooklyn, N.Y. 11232. MEDICAL INSURANCE Medical insurance under Medicare helps pay for doctors' services and a number of other medical services and supplies not covered by hospitalinsurance. People who want medical insurance pay a monthly premium. (See information later in this article about the medical insurance premium.) How you get medical insurance protection Nearly all people who become entitled to hospital insurance are automatically enrolled for medical insurance. If you can be enrolled automatically for medical insurance, you will receive information in the mail about 3 months before you become entitled to hospital insurance. The information you receive will tell you exactly what to do if you do not want medical insurance. Automatic enrollment for medical insurance, however, does not apply to people living in Puerto Rico or in foreign countries or to people who continue to work past age 65. These people sign up for medical insurance if they want it. Medical insurance has a 7-month initial enrollment period. This period begins 3 months before the month you become eligible for medical insurance and ends 3 months after that month. If you turn down medical insurance and then decide you want it after your 7-month initial enrollment period ends, you can sign up during a general enrollment period—January 1 through March 31 of each year. If you enroll during a general enrollment period, however, your protection won"t start until the following July, and your premium will be 10 percent higher for each 12-month period you could have been enrolled but were not. If you decide to cancel your medical insurance, your coverage and premium payments will stop at the end of the calendar quarter following the quarter that your written cancellation notice is received by the Social Security Administration. You can re-enroll in medical insurance only> once after canceling your protection. Medical insurance benefits Medical insurance will help pay for the following services: • Physicians' services no matter where you receive them in the United States—in the doctor's office, the hospital, your home, or elsewhere—including medi­ cal supplies usually furnished by a doctor in his office, services of his office nurse, and drugs he administers as part of his treatment which you cannot administer yourself. There is a limit on payment for covered psychiatric services furnished outside a hospital. Physicians' services outside the U.S. arc covered only if they arc furnished in connection with covered care in a foreign hospital. • Outpatient hospital services in an emergency room or an outpatient clinic of a hospital for both diagnosis and treatment. • Up to 100 home health "visits" each calendar year, if all the following four conditions are met: —You need part-time skilled nursing care or physical or speech therapy, —A doctor determines you need the services and sets up a plan for home health care, —^YoU are confined to your home, and —^The home health agency providing services is participating in Medicare. These visits are in addition to the post-hospital visits you get if you have hospital insurance. • Outpatient physical therapy and speech pathology services—whether or not you are homebound—^furnished under supervision of participating hospitals, skilled nursing facilities, or home health agencies; or. approved clinics, rehabilitation agencies, or public health agencies under a plan established and periodically reviewed by a doctor. • A number of other medical and health services prescribed by your doctor such as diagnostic services; X-ray or other radiation treatments; surgical dressings, splints, casts, braces; artificial limbs and eyes; certain colostomy care supplies; and rental or purchase of medically necessary durable medical equipment such as a wheelchair or oxygen equipment for use in your home. • Certain ambulance services. • Limited services by chiropractors. • Home and office services by licensed and certified physical therapists, with certain payment limitations. How much does medical insurance pay for these services? Each year, as soon as your covered medical expenses go over $60 (the annual deductible), medical insurance will pay 80 percent of the "reasonable charges"^ for all covered services you have for the rest of the year regardless of the number of bills you have. There are four exceptions to this general rule: • Laboratory and radiology services by doctors while you are an inpatient of a hospital are paid at 100 percent without your meeting the $60 deductible. • Home health services are paid at 100 percent after the $60 annual deductible. • Payment for services of independent physical therapists is limited to a maximum of $80 a year. • Payment for physicians' psychiatric services outside a hospital is limited to a maximum of $250 a year. 1 "Reasonable charges" are determined by the Medicare carrier—the organization selected by the Social Security Administration to handle medical insurance claims in the area where you receive services. What services are not covered? Medical insurance does not cover some services or supplies. For example, the insurance does not cover: • Services or supplies that are not necessary for the diagnosis or treatment of an illness or injury. • Routine physical checkups. • Glasses and eye examinations to fit glasses. • Prescription drugs and patent medicines. • Immunizations. • Hearing aids and examinations for hearing aids. • The first 3 pints of blood you receive in each calendar year. • Dentures and routine dental care. • Orthopedic shoes. • Personal comfort items. FINANCING MEDICARE The hospital insurance part of Medicare is financed by special contributions from employees,-their employers, and self-employed people. Each group pays the same rate. The contribution rate is 0.9 percent of the first $14,100 of yearly earnings for 1975. Medical insurance is financed by monthly premiums paid by people enrolled in this part of Medicare and by at least an equal amount paid by the Federal Government. If program costs increase because of higher charges for medical services, the premium may be increased. People who have medical insurance are always notified of any increase in the medical insurance premium. The present basic premium, is $7.70 a month plus 10 percent for each 12-monih period a person could have been enrolled for medical insurance but was not. WHO CAN GET MEDICARE? Practically everyone 65 or older is eligible for Medicare. Also, the following people under 65 are eligible: • Disabled people who have been entitled to Social Security disability benefits for 2 consecutive years or more; and • People insured under Social Security who need dialysis treatments or a kidney transplant because of permanent kidney failure. Wives, husbands, or children of insured people may also be eligible if they need kidney dialysis or a transplant. 28/LOG/July 1977 �•> An Imporfanf Victory for U.5. Seamen ) How the 1954 Cargo Preference Act Helps the Fleet This is the 13th in a series of articles which the Log is publishing to explain how certain organi­ zations and programs affect the jobs and job se­ curity of SIU members. This particular article^ however, is the second dealing specifically with cargo and cargo sources for American-flag ships. It was one of the SIU's first and most successful campaigns conducted on Capitol Hill. And in the 23 years since its passage, it has probably provided more cargo for U.S. ships and more jobs for U.S. seamen than any single piece of legislation passed since the end of World War II. It is the Cargo Preference Act of 1954, a mea­ sure the SIU fought to enact for a full seven years. Essentially, the 1954 Cargo Preference Act provides that at least 50 percent of all U.S. Gov­ ernment-financed foreign aid cargoes, be carried on American-flag ships. However, before more is said about the 1954 Act, Seafarers should be aware of the long and interesting history leading up to the bill's passage. At the end of World War II the U.S. initiated extensive foreign aid programs for the rebuilding of Europe (under the Marshall Plan) and the Far East. Although U.S. ships were getting as much as 30 percent of the aid cargoes, there was no law on the books guaranteeing the U.S. fleet a sub­ stantial percentage of these cargoes, or for that matter, any percentage at all. However, it was not until 1948 that the situa­ tion started to get out of hand. At that time, Paul Hoffman, head of the Economic Cooperation Ad­ ministration, proposed to Congress that U.S. ships be totally ignored in transporting foreign aid car­ goes on the grounds that U.S. ships were "too costly" to use. The SIU rose to block this attempt to scuttle the U.S. merchant fleet, and the Union initiated the fight for the so called "50-50" bill. Between the years 1948 and 1954, when the Cargo Preference Act was passed, the U.S. fleet managed to carry only 30 to 35 percent of the foreign aid cargoes. However, when the "50-50" bill was finally passed by Congress, it was done so against tremendous opposition from the State and Defense Departments, farm groups and foreign shipping interests. Covered PL-480 Cargoes One of the more important sections of the 1954 biU, though, provided that American ships were Many LASH ship operators today depend on PL-480 cargoes to top off their regular commercial cargoes. PL-480 cargoes often mean the difference between making or losing money on a voyage. Shown here is the SlU-contracted Robert E. Lee (Waterman). also entitled to at least 50 percent of all cargoes generated by the Agricultural Trade Development and Assistance Act, better known as Public Law 480, or simply PL-480. Public Law 480, which was also passed in 1954, was actually broken down into two parts. First, it authorized the low cost sale of America's surplus agricultural commodities to friendly governments. It also authorized the donation of agricultural goods to underdeveloped nations for humanitarian purposes. Originally, the emphasis of the PL-480 Pro­ gram was on the sale of surplus agricultural goods. However, in 1966 Congress placed foremost inter­ est on the humanitarian nature of the program by increasing shipments to underdeveloped coun­ tries." Kept Fleet Employed It is difficult to calculate exactly how much cargo has actually been carried in American bot­ toms since passage of the 1954 Cargo Preference Act. The important thing, however, is that the 1954 Act has provided U.S. shipping companies with a constant source of cargo for more than two decades. In addition, no one section of the merchant fleet has been able to monopolize carriage of the PL480 cargoes. When it was first passed, the bill specifically benefitted the U.S.-flag tramp ship fleet, which had been in a constant state of decline since the end of World Warll. In later years, PL-480 cargoes helped the U.S. tanker fleet in the form of grain shipments to India, Bangladesh, Egypt and other nations in the Mid­ dle East and the Far East. Presently, U.S. liner operators of LASH vessels and containerships depend heavily on PL-480 cargo. In many cases today, PL-480 cargo for U.S. liners is the difference between sailing half full or fully laden, and the difference between losing money and going out of business or turhing a profit. From the standpoint of U.S. seamen, of course, PL-480 and other Government financed cargoes mean jobs on U.S.-flag ships. There is no question that since the 1954 Act's passage, American sea­ men literally have filled thousands of jobs that would otherwise have gone to foreign sailors. Program May Expand Containership operators also depend on PL-480 cargoes to run their vessels fully loaded. More important, though, than what PL-480 cargo has already done for U.S. ships and U.S. seamen, is what this program will continue to mean for us in the future. Foreign aid in the form of agricultural com­ modities is still an important part of U.S. foreign policy, and will continue to be. In fact, the Carter Administration has indicated that this program may be expanded. In other words, U.S.-flag operators will have more cargo for their ships, and U.S. seamen will have greater job opportunities from which to choose. What has the 1954 Act really meant to the U.S. merchant marine? An independent study, con­ ducted last year to research the merits of the Cargo Preference Act of 1954 and PL-480, came to the following conclusion: "Whatever the merits for continuation or aban­ donment of the Cargo Preference Act, there is no dispute about the importance of the Act as a source of cargo for American carriers Plainly, without the Cargo Prefei'ence Act, the American merchant marine would not exist." At July 1977/LOG/29 �/ Drozak Blasts USCC Failures on Safety Continued from Page 5 Chief Mate and Second Mate of the 55 William T. Steele, Drozak told the Sub­ committee, in a tank loading operation of benzene in 1972. The National Transportation Safety Board found that a tank leak had occurred due to an oversight by the fatigued crew and li­ censed personnel, some who had been working over 24 hours at the time of the accident. Yet the Coast Guard chose to reject the NTSB's recommendation to establish guidelines to prevent such excessively prolonged duty periods. t' The Coast Guard also ignored a sim­ ilar NTSB recommendation which fol­ lowed the tug Carolyn's collision with the Chesapeake Bay Bridge Tunnel in the same year. The Board had deter­ mined that the Master's state of fatigue had contributed to the accident, Drozak reported. "How many more marine accidents must there be, and how many more merchant seamen must he injured or killed due to excessive overtime, fatigue and tlie resultant inability to respond and perform properly before the Coast Guard decides to act?" Drozak asked. The NTSB is only one of many Gov­ ernment bodies ignored or opposed by the Coast Guard with regard to mer­ chant marine safety, Drozak added. The Coast Guard also ignored its own com­ mitments made in 1975 to the House Coast Guard Subcommittee to provide maritime labor with notice and an op­ portunity for comment on new manning scales. And it has "vigorously opposed" the efforts of the Occupational Safety and Health Administration, Drpzak said, to make maritime safety regulations. OSHA has the power to step in when another Federal agency does not issue necessary occupational safety and health regulations, which it proposed to do in the maritime industry last year. "OSHA expressed the opinion that it can promulgate occupational safety and health standards for merchant seamen because the Coast Guard has failed to Notke to MeaAers (h Proteihre When throwing in for work dur­ ing a job call at any SlU Hiring Hall, members must produce the following: • membership certificate • registration card • clinic card • seaman's papers In addition, when assigning a job the dispatcher will comply with the following Section 5, Sub­ section 7 of the SlU SSiipplng Rules: "Within each 'class of seniority rating in every Department, prior­ ity for entry rating jobs shall be given to all seamen who possess Lifeboatman ehdorsement by the United States Coast Guard. The Seafarers Appeals Board may waive the preceding sentence when, in the sole judgment^ of the Board, undue hardship will result or extenuating circumstances war­ rant such waiver." Also, all entry rated seamen must show their last six months discharges. and often with no help from a dockman, lookout or helmsman to assure safe un­ loading, Drozak said. Yet the Coast Guard's regulation would allow a li­ censed member of the watch to also serve as a tankerman. "We believe that combining the dis­ tinct and equally important responsibil­ ities of a tankerman and an officer in one person precludes the proper per­ formance of either," Drozak main­ tained. The Coast Guard has refused to recognize that proper working condi­ tions for vessel personnel can prevent pollution accidents as much as proper vessel design, he added. Although the Coast Guard has done nothing to enforce the Ports and Water­ ways Safety Act, it ironically has used this law as an excuse for not carrying out a vital safety problem in another area, Drozak stated—one that has al­ ready taken the lives of Seafarers. to do so," Drozak stressed. This means that "not only do we, as representatives of maritime labor believe the Coast Guard has been derelict in implement­ ing Congressionally-mandated national policy, but that another Federal agency has determined on its own that ship­ board conditions have deteriorated to such an extent that it must step in." Efforts Are 'Lip Service' The Coast Guard's failure to insure merchant marine safety are becoming increasingly dangerous, Drozak pointed out, in our growing coastwise, intercoastal and oceangoing tug and barge traffic. The Coast Guard has admitted that there is a problem here enforcing the three-watch statute on every tug and barge voyage over 600 miles, but its efforts to correct it have not gone beyond mere "lip service," he com­ plained. "We can no longer afford to allow the Coast Guard to shirk its responsi­ bilities under the Saw and to disregard the national policies and purposes em­ bodied in such laws as the Occupational Safety and Health Act of 1970 and the three-watch statute." Barge traffic involves the dangerous operation of unloading oil or other haz­ ardous cargo, yet here again, Drozak said, the Coast Guard has not enforced Congressionally-mandated safety reg­ ulations, namely the Ports and Water­ ways Safety Act of 1972 which au­ thorized the Coast Guard to take all necessary steps to prevent pollution of U.S. waters. Rather it has proposed a manning regulation which does just the opposite, he explained. The regulation would allow vessels carrying hazardous cargoes to be op­ erated without a separate certified tankerman. Tankermen are already over­ burdened, working long hours alone 3 Lost on Lakes Three SIU members were killed in 1976 in accidents involving the use of household ladders instead of gangways on Great Lakes vessels. But when the Union asked the Coast Guard for action to provide safe climbs aboard ship, Dro­ zak reported, it responded (at the Coast Guard Marine Seminar in Cleveland, this year) that recent oil pollution inci­ dents have made the development of OSHA regulations on Great Lakes ves­ sels a low priority now. Another area that demands close at­ tention, Drozak told the Subcommittee, is the operation of uninspected towing vessels in the inland waters. Over 4,000 self-propelled vessels, many carrying hazardous materials, go uninspected and their crews are virtually free from Coast Guard training or work regula­ tions, he said. Yet of the 557 marine casualties re­ ported by the Coast Guard in 1975 on the inland waterways, 85 percent of the vessels involved are uninspected by the Coast Guard. "The potential for accidents is great in this rapidly growing area," Drozak said, as is the risk of loss of life. In fact, the information we received in our dis­ cussions with inland boatmen is fright­ ening and points up the need for swift corrective action." Drozak reported that tankermen off­ loading certain cargoes entails not only excessively long hours of work (12 to 40 hours) but inhalation of the fumes causes sickness, dizziness, fatigue and the chance of accidents. Engine noise oh tugs was also a frequent and serious complaint by in­ terviewed crew members. "The men complained about reduced hearing cap­ ability; nearly all older engine room employees are said to experience deaf­ ness," Drozak said. Moreover, they said that the noise prevents the engine room crew from communicating with the deck crew in the event of an emer­ gency such as a man overboard or an obstacle in the water. In spite of the high risk and proven danger in the inland towing industry, the Coast Guard's recent proposed reg­ ulations (Navigation and Vessel Inspec­ tion Circular #76) continue to allow reduced, untrained crews, excessive overtime and a two watch system which are all contrary to protecting safety of life and property at sea, Drozak pro­ tested. "We do not know," Drozak con­ cluded, "if it is by design or if there is some reason why the Coast Guard has for so long failed to act in these im­ portant areas. We do know, however, that the reasons are immaterial and that no excuse would justify the con­ tinued neglect of merchant seamen who are the wards of the Coast Guard." Dispatcheri Repoti TOTAL SHIPPED *TOTAL REGISTERED All Groups Class A Class B Class C JUNE 1-30,1977 **REGI$TERE0 ON BEACHf'rf-'rri AilGpiups All Groups Class A Class B Class C Class A Class B Class C DECK Alpena Buffalo Cleveland Detroit Duluth Frankfort ChicagoI . .-..J * a • V '« '• ••••,»»•••• T ^ ki Mi: . . • ,.v .,v If- V• ' ••• t • 7T • •..If .*. X- •2 ••-i" 1 ?. 0 0 6 _ 10 'J• S -.yryi-fy a .y -.Wy "• 1 ^ 5 0 0 0 'is'""''""""" 0 0 o '0 .... ,•••• •7 ' ' 2 1 8^; ''••4 19 5 Frankfort .:.-,;7vv7.-t7:77'777 7.7v.;:;'t' 8 Chicago 2 47 Totals* • t'ft •»ft'. • ft,'ft. ftft ft ft • • 137 Totals All Departments t 't,.t .t 4'. y'Total Registered/ means the number of ^'jft^ist^d on the,i|gach"'rn^^ •• 0 0 23 I m 6 0 ," 0 0 JPWARP OEPARTMEr^ 7 Alpena .. Buffalo . Cleveland Of 3^^ 0 0 4 0 ^ '0. t'-V" •'.i • 't,t -filKgi ENOiNEDEP/^TMENl -j; Chicago , .......... . t... .... /. 7 Totals •v"; .7-v.#;- ....... 4 •, t 2 0 3 0 19 .j:; Alpena Buffalo ......... Cleveland ...... .. Detroit ...... Duluth •"•f- a Frankfort .... .7 Detroit Duluth . • 3 0 /jte Alpena Buffald1.',-" aa Cleveiapd Detroit .it Duluth Frankfort Chicago Totals •- 8 6 • 6 :7> 11 „^7 •.5 ^7:' 'V 4 4 44 ''} *•.* '-O.'O-.-O, : 0 0 2 0 0 0 2 4 21 5 1 0 51 65 0 0 0 0 0 o 0 0 . 7: 12 21 5 2 63 5 0 0 10 3 2 1 21 X 6 0 2 8 2 G 0 18 • 0 0 2 0 0 .. •• wm -x.,- 150 88 12 77 actually registered for shipping at the port last month. of imen registered af the port at the end of last month. B m 0 1 fL 13 24 0 0 0 0 0 2 0 2"7. 26 3 1 20 10 4 17 12 8 51 4 3 53 2 3 17 2 1 1 35 29 135 94 42 219 30/LOG/July 1977 f 0 I 1 , �Two Old Battlers Remember Snug Harbor and Its Founder It was once a place where old, home­ less seamen could go and live in com­ fort with other men who had shared the trials and good times of long careers as merchant seamen. The place is Sailor's Snug Harbor, located on the picturesque rolling hills of the Kill Van Kull on Staten Island, in full view of New York City's sprawl­ ing harbor. But today it houses only memories, as New York City prepares to turn it into a cultural center. All but a few of the old "Snuggies" have been moved to the Harbor's new facility in Sea Level, N.C., a move that many of the residents did not want, but a move that they were powerless to stop. Two of these old battlers, though, fought the system and won. When every one else was moved from the Staten Island grounds to Sea Level, these two men refused to go. They wanted to stay in New York near their friends, so they fought it out in the courts for an equit­ able settlement. They won their settlement late last MEMBERSHIP MEETINGS' SCHEDULE Port i >y Date New York Philadelphia .... Baltimore Norfolk Jacksonville .... Detroit .... Houston . ... New Orleans . . . . . . . Mobile San Francisco . . Wilmington .... .. .. Seattle Piney Point .... San Juan Columbus Chicago ... . Port Arthur Buffalo . .. , St. Louis Cleveland Jersey City Deep Lakes, Inland Waters Randall, himself, would have enjoyed knowing. Capt. Bugel as a young seaman and a member of the SUP, remembers well conversations he had with Andrew Furuseth, the father of the American seamen's labor movement. And Anthony Pujol sailed on the famous Liberty ship, the Marcus Daly, in World War II, one of only a score or so of merchant ships that have been granted the title "Gallant Ship" of the U.S. merchant marine. From time to time, the two old sailors pass- by the Log office to say hello, and treat us to some of the best sea stories ever told. We wish them, and all the other "Snuggies" down in Sea Level, good sailing for the coming year. UIW 7 :00 p.m. 7 :00 p.m. :00 p.m. :00 p.m. 2:30 p.m 2:30 p.m Aug. 12 Aug. 15 Aug. 16 year, and now live in a pretty apartment complex not far from the old Snug Har­ bor itself. The two men. Captain Joha.^Bugel and Anthony Pujol, will never forget their old home, and last month on Memorial Day, they got together some friends, returned to the Harbor, and carried out an annual tradition. They placed a wreath, and said a prayer over the grave of Capt. Robert Richard Randall, who founded the home for "aged, decrepit and worn out seamen" in 1831. The wreath ceremony was a simple task, but one these men will faithfully try to carry out each year at this time. The two men, themselves, are quite a couple of characters, who Captain 2:30 p.m. 7:00 p.m. Aug. 26 Aug. Aug. Aug. Aug. Aug. 11 20 16 16 17 1:00 p.m. Anthony Pujol lays a wreath over the grave of Snug Harbor founder Capt. Robert Richard Randall, as former "Snuggies", Capt. John Bugel, center, and Lars Enberg join in the simple ceremony. The old sailors performed the annual ceremony appropriately on Memorial Day. Aug. 15 KNOW YOUR RIGHTS KNOW YOUR RIGHTS FINANCIAL REPORTS. The constitution of the SlU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommenda­ tions. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. Ail trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund finaneial records are avuilable at the hcadqu.irlcrs of the various trust funds. SHIPPING RIGHTS. Your shipping rights and senior­ ity are protected exclusively by the contracts between the Union and the shipowners. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls, if you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the shipowners, notify the Seafarers Appeals Board by certitieil mail, return re­ ceipt requested. The proper address for this is: Frank Drozak, Chainiiati, Seafarers Appeals Luard 275 - 20th Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are avail­ able in all SIU halls. These contracts .specify the wages and conditions under which you work and live aboard ship. Know your contract rights, as well as your obliga­ tions, such as filing for OT on the proper sheets and ,in the proper manner. 11, at any time, any SIU paliolnian or other Union ofiicial, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY — SEAFARERS LOG. The Log.h.as traditionally reftained from publishing any ar­ ticle serving the political purposes of any individual in the Union, oHicer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membciship. This established policy has been reallirmed by membership action at the .September, 1960. meetings in all constitutional ports. I he responsibility for Log policy is vested in an editorial board which consists of the Executive Board ot the Union, i he Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any ollicial capacity,in the SIU unless an official Union receipt is given for same. Under no circum­ stances should any member pay any money for any reason unless he is given such receipt, in the event anyone at­ tempts to require any such payment be made without sup­ plying a receipt, or if a member is required to make a payment and is given an ollicial receipt, but feels that he should not have been required to make such payment, this should immediately be reported to headquarters. KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize them.selves with its con­ tents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so alfected should immediately notify headquarters. EQUAL RIGHTS. All Seafarers are guaranteed equal rights in employment and as members of the SIU. These rights arc clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no .Seafarer may be liisciiminated against because of race, creed, color, sex and na­ tional or geographic t>rigin. If any member feels that he is denied the equal rights to which he is entitled, he should notify headquarters. SEAFARERS POLIT ICAL ACTTVIT Y DONAT ION —SPAD. SPAD is a separate segregated lund. Its pro­ ceeds an? used to further its objects and purposes includ­ ing but not limited to furthering the political, social and economic interests of .Seafarer seamen, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions are vol­ untary. No contribution may be solicited or received because of force, job discrimination, linancial reprisal, or threat of such conduct, or as a condition of membership in the Union or of employment. If a contn'bution is made by-reason of the above improper conduct, notify the Sea­ farers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. .Support SPAD to protect an-l further your eeonomic, political and social interests. American trade union concepts and Seafarer seamen. If at any lime a Seafarer feels that .any of the above rights have been violated, or tbat Tie bas been denied his constitutional right of accc.s.s to Union records or infor- • Illation, he should iminediatcly notify SIU President Hall at headquarters by certified mail, return receipt requested. July 1977 / LOG / 31 . �1 LIU- On the job in the shop More than a half million crafts­ men, highly skilled in building and construction, proudly bear the title of member in the LA­ BORERS' tNTERNATIONAL UNION OF NORTH AMERICA. The term "laborer" is a very general one, used to describe workers who perform a variety of tasks ranging from general con­ struction workers to compressed air workers, who are among the most skilled in the construction industry. The public can be assured that when they use a project con­ structed by union Laborers, it has been built by skilled workers. The Laborers' Unioti emphasizes train­ ing and education to keep mem­ bers abreast of rapid technological developments. The Laborers' International Un­ ion (LIU) was founded in April 1903 when 25 delegates met in Washington, D.C. They formed the International Hod Carriers' and Building Laborers' Union of America. The Union's present name was adopted in 1965. The charter delegates at that historic meeting represented 8,000 members of locals in 17 cities. Today, the LIU has more than 650,000 members, including more than 100,000 public sector em­ ployees, in some 900 locals in the U.S. and Canada. The Union Label and Shop Card of the LIU were developed and used for the first time in 1968. Recognizing the Union's growth and increased organizing efforts In the building materials and re­ lated fields, the Union's leader­ ship devised the label and card to signify the quality work done by LIU members. Trade union members and their families can be assured that the LIU Union Label and Shop Card stand not only for decent wages a UNION LABEL feature UNION UIOIIEIS- INTCKNATIONAl UWON Of NORTH AMESKA, AFl-OO-CLC !>.. ,• t*« •< rw aimMfirtoMiw wtrea 9t moiH »m*KA and benefits to Laborers, but also for excellence in craftsmanship uS well. Members of LIU adhere to the principle that by patronizing un­ ion shops and buying union goods they are helping to make their own jobs more secure and strengthening their own standards of living. Zhought Me Was Jly'm' Migk at—MPMZ If you smoke pot or hashish or use any kind of drugs at all on ship or ashore, you might be interested in the following unusual story. It's true, no kidding. This guy, his name was Tom, went to a party this particular Saturday night, and between him and about five or six of his friends, smoked a couple of good sized pipes of hashish. In his own words, he "was smashed." The party broke up at about 3 o'clock in the morr'.ng, so Tom figured he'd call it a night and head home. As he stumbled down the block humming a tune, all he could think about was sink­ ing his oversized cranium into the soft pillow on his bed. He fumbled around a bit looking for his car keys and then took a minute or two trying to find the keyhole in the car door. He finally got the door opened, positioned himself in the driver's seat, started it up and turned the radio on. He let the car warm up for awhile as he listened to the music. He then turned the wheel and stepped on the gas but the car just whined a bit and wouldn't move. He went into a minor panic because he knew absolutely noth­ ing about cars. But he glanced at the steering ctdumn and noticed the car 32/LOG / Jui/1977 jariB'.-fff • As one of the policemen walked over was still in neutral. Crisis over. ' turned up his grass and hashish. to the car, Tom tried to calm himself He eased away from the curb and down. He figured that the best tact drove a few blocks to the entrance of In the long run, Tom got off pretty would be to remain as cool as possible, the Grand Central Parkway in Queens, easy, though. He was convicted of pos­ answer all questions politely, admit that N.Y. He had already gotten one speed­ session of small amounts of grass and he was speeding and simply accept the ing ticket on this exact same road the was given a fine. And the traffic judge ticket without an argument. previous month, so he promised him suspended his license for one year, The cop, a man of about 50 or so, self to be extra careful this night for along with slapping him with a fine. bent down a bit and asked Tom how he two reasons: first, he was flying high All in all, things worked out okay for and was afraid of killing himself; sec­ was feeling. Tom nervously answered Tom. But if he had been a merchant that he felt fine. ond, he had half an ounce of grass and seaman, his trouble would just have a small chunk of hashish on him, and The cop then asked him if he thought started. he deserved a ticket. Tom immediaieiy he was in no shape to face the law if he You see, any drug conviction of any expressed his sorrow for speeding and got stopped. kind is a sentence of life for a merchant So as he drove along the parkway, told the cop, yes, he did deserve a ticket. seaman. That is, the Coast Guard, by he stayed exclusively in the far right The policeman, looking a little bit no means as lenient as some local au­ lane letting the faster traffic pass him shocked, then asked Tom how fast he thorities when it comes to drugs, will on the left. thought he was going. Tom didn't really revoke your seaman's papers fur life, Flashing Lights know for surt. but since the speed limit and that means the end of your career Everything seemed to be going fine as was 50 mph, he said he thought he was at sea. he cruised along listening to the music. doing about 60 or 65. . But sure enough, he was on the highway The cop, looking more shocked than No matter what anyone says about no more than five minutes when he no­ ever, opened Tom's door and politely pot, however, there are some people ticed the flashing lights of a police car said, ''Son, would you mind stepping who will smoke it anytime, anywhere. alongside him to the left. The cop in out of the car." If you're one of those people, at least the passenger seat was motioning him In a deep panic now, Tom blurted have the courtesy not to smoke while to pull over to the shoulder. out, "Why, what seems to be the matter on duty, for your own good and the Tom obeyed promptly, but as he oflicer?" The cop said simply, "Son, you good of the entire crew. There are pulled over he went into a mild para­ were doing four," enough dangers involved with working noid panic. What was he going to say? Tom was arrested for driving while at sea. So don t make the situation How was he going to face these cops in under the influence of drugs, and was worse for anyone by trying to work his condition? .bookP-d f'or.,.po.s.sessioa jafxer -a-search - -while flyrng alongside the ffying bridge." �Stanton A. Jones, 43, died of lung can­ cer in the New Or­ leans USPHS Hospi­ tal on May 27. Brother Jones \ joined the SIU in the port of Baltimore in ^ 1958 sailing as an oiler. He was a graduate of the Andrew Furuseth Training School, Brooklyn, N.Y. that year. Seafarer Jones was born in French Harbour, Honduras and was a resident of New Orleans. Interment was in the St. Vincent de Paul Mauso­ leum, New Orleans. Surviving are his widow, Melva; a son, Stanley; two daughters, Selma and Carol and his parents, Mr. and Mrs. Archie Jones of French Harbour. Walter R. Kristianseii, 66, died of nat­ ural causes in a Hong Kong hospital on Apr. 4. Brother Kristiansen joined the SIU in the port of Seattle in 1961 sail­ ing as an AB. He sailed 44 years. Seafarer Kristiansen was born in Oslo, Norway, was a U.S. naturali2;ed citizen and was a resident of Yokohama, Japan. Cremation took place in Hong Kong. Burial was in the Foreign General Cemetery, Yokohama. Surviving are his widow, Chiyoko; his mother, Mrs. Mathilde J. Becklund, and a sister, Mrs. Edel Grav, both of Tonsberg, Norway. Pensioner Andrew Lewis, 55, died of a heart attack in the San Francisco USPHS Hospital on Apr. 30. Brother Lewis joined the SIU in the port of New York in 1954 sailing as a chief cook for Seatrain. Seafarer Lewis sailed 22 years. He walked the picketline in the 1961 Greater N.Y. Harbor strike and the 1962 Robin Line beef. Born in Ouccn City, Tex., he was a resident of Berkeley, Calif. Burial was in the Skyview Memorial Lawn Ceme­ tery, Berkley. Surviving are his widow, Mary; two sons, Benjamin and Melvin; eight daughters, Rosemary, Gallene, Ethel, Maxine, Jessica, Gwyn, Monica and Cozy; his parents. Emmet and Alberta Lewis of Berkeley; a brother, Willard, also of Berkeley and a sister, Ethel of Bowie, Tex. William E. "Bill" Oduni, 64, died on May 23. Brother Odum joined the SIU in the port of Norfolk in 1954 sailing as a fireman- watcrtender. He sailed 37 years. Seafarer Odum was a veteran of the U.S. Marine Cdrps in World War II. A native of North Caro­ lina, he was a resident of Houston. Sur­ viving are his widow, Tessie; a daugh­ ter, Louise; a stepson, James Earl Toole and two sisters, Mrs. June L. Channell and Ella Sue, both of Houston. Pensioner Harold H. Hollingsworfh, 65, died on May 21. Brother Hollingsworth joined the SIU in the port of Mobile in 1960 sailing as a cook. He sailed for 21 years and was a veteran of the U.S. Army in World War II. A native of Lake Charles, La., he was a resident there. Surviving are his mother, Maria of Elton, La. and a sis­ ter, Mr. Claude E. Donahue of Lake Charles. Pensioner Edwin W. Bartol Jr., 59, died of pulmonary disease on Mar. 22. Brother Bartol joined the SIU in the port of Baltimore in 1951 sailing as a firemanwatertender and QEMD. He sailed for 26 years and was an HLSS upgrader in 1968. Sea­ farer Bartol was a veteran of the U.S. Army in World War II. Born in Balti­ more, he was a resident of Hanover, Pa. Surviving are his parents, Mr. and Mrs. Edwin and Katherine Bartol Sr. of Reisterstown, Md.; a brother, Raleigh, also of Reisterstown and two sisters, Mrs. Everett Treadway of Baltimore and Mrs. Ann Utz of Reisterstown. ^ Pensioner Thomas W. Brightful, 53* died of a heart attack in the Baltimore Cancer Research Center on Mar. 30. He joined the SIU in 1948 in the port of Baltimore sailing as a cook. He sailed 29 years. Seafarer Brightful was a veteran of the U.S. Army's Chemical Warfare Service in World War II. A native of Baltimore, he was a resident there. Burial whs in Crest Lawn Cemetery, Baltimore. Sur­ viving are his widow, Nathalia and his parents, Oden and Beatrice Brightful of Baltimore. Pensioner Jarred G. Morton, 68, died in the Tampa (Fla.) Veterans Administration Hospital on June 1. Brother Morton joined the Union in the port of Duluth in 1955 sailing as an oiler for the Kinsman Marine Transit Co. He sailed for 25 years. He was a veteran of the U.S. Navy in World War II. Born in West Virginia, he was a resi­ dent of Orlando, Fla. Surviving are three daughters, Mrs. Christian Morris of Kissimmee, Fla.; Jeannine, and Mrs. R. W. Nelson, both of Baker, La. Pensioner Leon J. Gordon, 66, died of a cerebral thrombosis I in the Touro Infirm­ ary, New Orleans on May 21. Brother Gordon joined the i SIU in 1946 in the port of New Orleans sailing as a chief steward. He sailed for 19 years. A native of Tunica, La., he was a resident of New Orleans. Inter­ ment was in Providence Park Cemetery, Metairie, La. Surviving are his parents, Mr. and Mrs. John and Mahalia Gor­ don and two cousins, Charlene C. Tusan of Silver Spring, Md. and Cecelia Tusan of New Orleans. Eugene H. Hennagir, 56, died of lung W W failure in the New to Orleans USPHS Hos" . pital on Apr. 13. Brother Hennagir joined the SIU in the port of New Orleans in 1965 sailing as a chief electrician. He sailed 40 years. Seafarer Hennagir was a veteran of the U.S. Air Forces in World War II. Born in Roosevelt, Minn., he was a resident of Metairie, La. Interment was in the Lake Lawn Park Mausoleum, New Or­ leans. Surviving are his widow, Pamela; a son, David; a daughter, Ellen Sue and his parents, Mr. and Mrs. Lloyd and Grace Hennagir. Parks D. Dampson, 52, died on June 21. Brother Dampson joined the SIU in the port of Tampa in 1957 sailing as a fireman-watertender for Ogden Marine. He was a veteran of the U.S. Navy in World War II. Born in Greenville, S.C., he was a resident of Gibsonton, Fla. Surviving are his widow, Joyce; his mother, Juanita of Tampa; a brother, Troy and a sister, Katherine. Pensioner Patrick H. Cargol, 65, died of a heart attack in the Jo Ellen Memorial Hospital, New Orleans on May 1. Brother Cargol joined the Union in the port of New Orleans in 1961 sailing as an engineer for Dixie Carriers, for Coyle Lines from 1938 to 1973 and for the Combine Coal Co. from 1928 to 1938. He was born in Point Pleasant, La. and was a resident of Gretna, La. Burial was in Westlawn Memorial Park Cemetery, Gretna. Sur­ viving is his sister, Mrs. J. W. (lone) C. Fist of Gretna. Ahmed Abdo, 50, . died on Mar. 4. Brother Abdo joined the SIU in the port of New York in 1961 sailing as a wiper. He was born in Aden, Yemen and was a ^ m resident of Brooklyn, N.Y. Seafarer Abdo was a former mem­ ber of the SUP. Surviving is a brother, Ali Mohmcd Abdo of Dearborn, Mich. Jack K. Adams Jr., 33, drowned in the Mississippi River near the port of New Orleans on June 20. Brother Adams joined the Union in the port of Houston this year sailing as a deckhand for the Inland Tugs Co. from 1975 to 1976 and for the American Commer­ cial Barge Lines Canal Division from 1976 to 1977. He sailed nine years. Boatman Adams was a veteran of the U.S. Army during the Vietnam War. Born in McComb, Miss., he was a resi­ dent of Summit, Miss. Surviving is his mother, Mrs. Virginia Travis of Plaqumine. La. Willard L. Moore, 34, drowned off an American Commercial Barge Lines' barge near the port of Mobile on June 17. Brother Moore joined the Union in the port of St. Louis in 1973 sailing as a deckhand for Inland Tugs from 1972 to 1976 and for ACBL this year. He was born in Cleveland, Ohio and was a resident of Fort Myers, Fla. Surviving are his widow, Mary; his mother, Mrs. Kenneth Stickle of Canton, Ohio; a stepson, Ray L. Webb and two step­ daughters, Mrs. Ethel V. Turpin and Lavonda K. Webb. Antonio Gonzalez, 49, died of in­ juries on May 21 in the Arthur C. Logan Memorial Hospital, New York City, after he was hit by a car. Brother Gonzalez joined the SIU in the port of San Francisco in 1976 sailing as a wi­ per. He was born in Puerto Rico and was a resident of Olongapo City, P.I. Burial was in Rose Hills Cemetery, Peekskill, N.Y. Surviving are his wid­ ow, Erlinda; a daughter, Virginia; his parents, Mr. and Mrs. Pelayo and Fermina Gonzalez and a sister, Irma of New York City. Pensioner Thoma.s D. Harry, 74, died of pneumonia in Charity Hospital, New Orleans on Apr. 1. Brother Harry joined the Union in the port of New Orleans in 1956 sailing as a cook for the Crescent Towing and Salvage Co. from 1948 to 1964 and for the Graham Transportation Co. in 1963. He was born in Philcomel, Ala. and was a resi­ dent of Gretna, La. Interment was in the McDonegh Cemetery, Ne\v Or­ leans. Surviving are his widow, Ora and a daughter, Jacqueline. Pensioner William Minkler, 71, passed away on May 6. Brother Minkler joined the Union in the port of New York in 1960 sailing as a deckhand for the N.Y. Central Railroad from 1925 to 1964. He was a veteran of the U.S. Air Forces in World War 11. A native of Weehawken, N.J., he was a resident of -Edgew-ater, N.J. - Surviving is - bis widow, Katherine. Seventy-one ce remains in this^^^i ci^ bdlance of ji^yuients tMtd to tbe nation's ^ci Use U.,S.-flaf.shipS(TPs can shipper,pit; vessels!' to the national July 1977/tCX3/ 33 �Jail a Nightmdre for Yanks Busted Abroad for Drugs Every year, hundreds of American kids go abroad hoping to make an easy score by buying drugs at bargain base­ ment prices and smuggling them back into the U.S. for big profits on resale. Some of them make it, and no doubt some of them get rich. But when you think of the alternative—rotting away in a foreign prison in sub-human con­ ditions—you have to wonder if the potential monetary rewards of drug smuggling is worth the risk and possible consequences. Right now, the State Department says there are 2,200 Americans in jail abroad, and most of them are there on drug charges. Not all of the incarcerated Ameri­ cans are drug smugglers, either. Some are simply naive tourists unlucky enough to have been caught with a little pot on their persons. Whether you are a millionaire smug­ gler or just some poor joe who happens to get caught smoking a joint abroad, the odds are you're not going to get a fair trial, that's if you get a trial at all. If you have a lot of money for bribery, you might beat the rap. But if you're like most Americans who get caught abroad on drug charges, chances are you will be spending a long, long time in primitive jail conditions re­ miniscent of Papillon's Devil's Island. A Colombian Prison This is a story of one of those prisons —La Picota in Bogota, Columbia—as recently told by A. Craig Copetas, a reporter for the New York Daily News. Copetas visited the prison, where 1,900 Colombian and 20 Americans are in­ carcerated, during Roslyn Carter's good will tour of Latin and South America earlier this month. As Copetas approached the front gate of LaPicota's 20-foot high white­ washed walls, the first thing he saw was a pair of guards carrying the body of a young American prisoner who had just been stabbed by a thug. "We've had 10 stabbings in the past nine months and I don't know how many deaths," an American prisoner named Stefan told the reporter. Stefan, like most Americans at La Picota, has black holes in his teeth from malnu­ trition and lack of dental care. Stefan, who was busted 22 montbs ago for allegedly carrying cocaine through Colombia, has not even seen a judge yet. He laments, "we have to exist somehow. 1 rise at five-thirty, take a cold shower if lucky, drink and eat crap, dodge thieves, killers and rapists, ask the guard when the court will hear my case, and go to bed with one eye open." Another American prisoner named Kenny, 28, who had been first mate on a sloop out of Key West, Fla. told the reporter, "I don't know when I'm going to get out of here." The young seaman who after two years at La Picota is bald and nearly toothless, said bitterly, "I've been hear­ ing all this talk about human rights from President Carter. Well I ask him, what about us?" Yet another American prisoner, named Michael, who was busted for dealing cocaine in Bogata IVz years ago, cautions "when you're dealing with the Colombian guards you have to be very careful not to rub them the wrong way. All it takes is one bad deal and you're in the Calaboso (a 6 by 7 foot pit filled with human excrement)." Michael, who was forced to spend a week in the calaboso for being drunk on Christmas Day, said "that's where they throw you if they don't like your face." $100 a Month The American prisoners also told the reporter that it costs an American at least $100 a month to survive inside La Picota. If a prisoner can't get the money up from friends and relatives back home, he is incarcerated in an 8 by 4 foot cubicle with as many as five other prisoners. They are fed polluted sugar water, rotten corn and pasty bread. American officials in Bogata say they are powerless to do anything for the unfortunate American prisoners except to provide them with a list of local attorneys who will take on their cases. One Embassy official told the re­ porter, "I wish we could do more for them but we can't." Of course. La Picota's American prisoners feel that the American Em­ bassy isn't doing enough. One prisoner told of an incident that happened on Oct. 17, 1976, when a mentally dis­ turbed American inmate committed suicide. Complain About Smell The prisoner recalls, "the guards put his body in a pine box and phoned the American Embassy to pick up the cof­ fin. The damn Embassy didn't come for Ruppe Presses Coast Guard fa Consult Unions on Manning In a letter to Coast Guard comman­ dant, Adm. Owen W. Siler, Rep. Philip E. Ruppe (R-Mich.) ranking minor­ ity member of the House Committee on Merchant Marine and Fisheries, strongly urged the Coast Guard ". . . to adopt fair, balanced, objective proce­ dures that will insure that maritime labor representatives are consulted as the serviee develops appropriate man­ ning standards on U.S. merchant ves­ sels. "If the Coast Guard does not act ad­ ministratively in this area, I will recom­ mend that the Congress take remedial action," Ruppe concluded. In the letter, which immediately fol­ lowed a June 23 marine safety hearing of the House Subcommittee on the Coast Guard and Navigation where SIU Executive Vice President Frank Drozak testified, Ruppe wrote "... I am deeply concerned about the blatant, onesided behavior of the Coast Guard to favor vessel operators at the expense of merchant seamen. "The Coast Guard consults vessel owners but not the unions in set­ ting manning standards," the northern Michigan Congressman asserted. Ruppe's letter referred to Coast Continued from Page 3 portation costs would amount to "less than one tenth of a cent a gallon." This same report also stressed the im- Shipping Report for Inland Wa FOR THE MONTH OF JUNE 1977 • TOTAL JQBSPHIPPED k .. Relief Jobs Class A Class B Class C Class A Class B Class C BALTIMORE o.-. • 0 0 2 0 0 BOSTON 0/ 0 0 -O0 HOUSTON •7 - 1 0 0 - 0 JACKSONVILLE v.'-...,. :, :• 0 '/• ••• 1 0 0 0 ••0 NEW YORK . ' 0 0 0 0 MOBILE 0 147 30 0 NORFOLK •VvV. : "0 . 0 0 32 0 0 1:."^4 NEW ORLEANS . . ..^ 0 9 0 0 0 PADUCAH ..... 4 10 3 48 PHILADELPHIA . 0 0 0 71 17 0 PINEY POINT 0 .. - 0 •••• 0 0 0 0 PORT ARTHUR ; . . . . . 0 10 22 0 0 0 PUERTO RICO -v-V 0 0 16 ... .. 0 0 0 0 RIVER ROUGE 0 0 0 0 ..... 29 0 ST. LOUIS ....... 0 0 26 •- : ..... 17 .0 TAMPA ............. . . 0 0 Q. • •; TOTAL ALL PORTS . 8 \ 34/LOG / July 1977 97 J 255 50 Guard policy which "shuts out input from representatives of merchant sea­ men in the establishing of manning levels." The Congressman cited a current Coast Guard circular which says in part that ". . . owner must explain how his proposed manning complement can perform each operational task required by the vessel's mission with safety to vessel and crew and remain within the requirements of the law." Ruppe said "the charge that I find most serious" was SIU testimony that "Instead of regularly consulting, in­ forming and working with all parties affected by its actions, inactions and policies, the Coast Guard has generally rejected our offers of cooperation and chosen to act in a manner which seri­ ously threatens the safety of life and property at sea." In another maritime area Rep. Ruppe announced that he backed President Carter's support of a bill which would allow the U.S. merchant marine to carry, in five years, 9Vi percent of American oil imports. The U.S. tanker fleet would carry AV2 percent of the market the first year the law goes into effect. Oil Cargo Preference Jy Permanent Jobs the body until Nov. 21. And then only after prison officials began to complain about the smell." As the Daily News reporter left La Picota after three hours inside the dank prison walls, he passed by the body of the stabbed American he had seen car­ ried out hours before. The body was still lying in the ffatbed truck. The reporter asked a Colombian guard why the body had not been moved. According to Copetas, the guard "shrugged his shoulders and lit a cigarette." 'AS-/-.; 0 6 . 0 4.0. portance of having a U.S. tanker fleet "that can be called upon in the interest of security in possible national emer­ gencies." Years of Work When the Carter-supported bill fi­ nally does get passed into law, it will mark the culmination of years of fight­ ing by the SIU to win oil cargo prefer­ ence for U.S. ships. In 1974, the SIU, supported by this membership's contributions to SPAD, succeeded in getting the Energy Trans­ portation Security Act as far as Presi­ dent Ford's desk. However, the bill, which would have required 30 percent of America's oil imports to be carried in U.S. ships, was pocket-vetoed. A similar bill was narrowly defeated in the Senate in 1972. The present bill, requiring 9.5 percent cargo preference, is considerably less than the 30 percent the SIU has been working to achieve. Yet is is still nearly three times more than the U.S, fleef is presently carrying. In addition, the increased oil import cargoes, coupled with the opening of the Alaska Pipeline, should be adequate to keep .the. entire U.S. tanker fleet eii> ployed, as well as spurring the con­ struction of a considerable number of new U.S.-flag tankers. �Antonio "Pancho Villa" Alfonso, 69, joined the SIU in the port of New York in 1960 sailing as a chief steward. Brother Alfonso, also a building contractor, was born in Cuba (is a naturalized U.S. citizen) and is a resident of Miami Beach, Fla. Martin W. Badger, 65, joined the SIU in 1947 in the port of Boston sailing as a chief steward. Brother Badger attended an SIU Crews Con­ ference at the HLSS in Piney Point, Md. in 1975. He is a veteran of the U.S. Air Forces in World War II. A native of Boston, he is a resident of Lynwood, Wash. Recertified Bosun Steve Bergeria, 55, joined the SIU in 1941 in the port of Philadelphia sailing in the deck department. Brother Bergeria graduated from the Bosun Recertification Program in May 1975. He was on the picketline in the 1962 Robin Line beef. Seafarer Bergeria attended the first SIU's Crews Con­ ference in 1971 and two Piney Point Educational Conferences. Born in Philadelphia, he is a resident there. Claude R. Bosher, 51, joined the SIU in 1947 in the port of New York sailing as a cook. Brother Bosher won an SIU Personal Safety award in 1960 for sailing aboard an acci­ dent-free ship, the 55 Robin Locksley (Robin Line). He is a post World War II veteran of the U.S. Army. Seafarer Bosher was born in Hampton, Va. and is a resident of New Orleans. Robert A. Butler, 55, joined the SIU in 1947 in the port of New Orleans sailing as an AB. Brother Butler sailed 32 years and is a vet­ eran of the U.S. Coast Guard in World War II. Seafarer Butler was born in Paragould, Ark. and is a resident of New Orleans. Nicholas B. Cabahug, 66, joined the SIU in 1946 in the port of Nor­ folk sailing in the steward depart­ ment for 35 years. He was born in Bogo, Cebu, P.I. and is a resident of Rockaway Beach, Brooklyn, N.Y. Louis J. Cayton, 55, joined the SIU in 1949 in the port of Mobile sailing as a chief steward. Brother Cayton sailed 32 years. He is a vet­ eran of the U.S. Army in World War II. Seafarer Cayton was a member of the Marine Allied Workers at the Waterman Repair Yards in 1953. A native of Mobile, he is a resident there. Walter R. Colley Jr., 54, joined the SIU in 1949 in the port of Nor­ folk sailing as an AB and ship dele­ gate. Brother Colley is a veteran of the U.S. Army in World War II. He was born in Haysi, Va. and is a resi­ dent of Carriere, Miss. Freddie G. Davocal, 64, joined the SIU in the port of Seattle in 1959 sailing as a chief cook. Brother Dav­ ocal sailed 30 years. He was born in the Philippines and is a resident of Seattle. Ralph Fitzpatrlck, 63, joined the SIU in the port of San Francisco in 1954 sailing as a chief- steward. Brother Fitzpatrick sailed 26 years and is a veteran of the U.S. Army in World War II. He was born in Cov­ ington, Va. and is a resident of San Mateo, Calif. i Victor Egel, 63, joined the SIU in 1949 in the port of Norfolk sailing as an OS. Brother Egel worked for a brief time as a Union organizer. He was born in Estonia, and is a resident of San Pedro, Calif. Anthony J. Menkavitch, 63, joined the Union in 1939 in the port of Detroit sailing as a wheelsman. Brother Menkavitch was on the pick­ etline in the Hanna Boats-MEBA strike in Duluth, Minn, and helped to organize the McCarthy Boats in the Steinbrenner fleet. He sailed the shuttle between Korea and Japan during the Korean War. Born in Torrington. Conn., he is a resident of Edwardsville, Pa. Lewis E. Hartley, 59, joined the SIU in the port of Mobile in 1955 sailing as a fireman-watertender. Brother Hartley sailed 31 years and is a veteran of the U.S. Army's Corps of Engineers in World War II. He was born in Wilmer, Ala. and is a resident of Mobile. Thomas J. Argue, 65, joined the Union in the port of Elbcrta, Mich, in 1953 sailing as an OS. Brother Argue was born in Michigan and is a resident of Frankfort, Mich. Marcio Hidalgo, 73, joined the SIU in the port of Seattle in 1957 sailing as a cook. Brother Hidalgo sailed 28 years and during the Viet­ nam War. He was born in the Phil­ ippine Islands, is a naturalized U.S. citizen and is a resident of Seattle. Kazniir Lynch, 58, joined the SIU in the port of Boston in 1960 sailing as a chief steward. Brother Lynch sailed 26 years. He is a veteran of the U.S. Army in World War 11. Born in Detroit, he is a resident of San Francisco. Joseph F. Malyszko, 51, joined the SIU in 1948 in the port of Balti­ more sailing as a bosun. Brother Malyszko is a veteran of the U.S. Air Forces in World War 11. He was born in Chicago, 111. and is a resident of Seattle. Victor M. Perez, 48, joined the SIU in the port of New York in 1957 sailing as a chief steward. Brother Perez sailed 32 years and was on the picketline in both the 1961 Greater N.Y. Harbor strike and the 1962 Robin Line beef. He is a veteran of the U.S. Army after World War 11. Seafarer Perez was born in Salina, P.R. and is a resident of Catano, P.R. Edward A. Scvserko, 50, joined the SIU in tiie port of Philadelphia in 1951 sailing as an OS. Brother Seserko sailed 26 years. He is a U.S. Army veteran of World War II. He was born in Philadelphia and is a resident there. Recertified Bosun Verlis C. Smith, 65, joined the SIU in 1942 in the port of Baltimore sailing for 36 years. Brother Smith also sailed as a 3rd mate. He was a ship's delegate and graduated from the SIU's Bosun Recertification Program in August 1975. Seafarer Smith was born in Heflin, Ala. and is a resident of Tampa. Franciszck Szwestka, 63, joined the SIU in 1945 in the port of Balti­ more sailing as a fireman-water­ tender. Brother Szwestka sailed 39 years and received a 1960 Union Personal Safety award for sailing aboard an accident-free ship, the 55 Frances. He was on the picketline in the 1961 N.Y. Harbor strike and 1965 District Council No. 37 beef. Seafarer Szwestka was born in Rus­ sia and is a resident of Nesconset, N.Y. John F. Scanlon, 65, joined the Union in the port of Buffalo in 1961 sailing as a deckhand and oiler for Merritt, Chapman and Scott from 1959 to 1976 and for the Great Lakes Dredge and Dock Co. from 1957 to 1959. Brother Scanlon has been a union member since 1940. He was born in Buffalo and is a resident there. L* — Howard A. Bloodsworth, 69, joined the Union in the port of Balti­ more in 1964 sailing as a tug engi­ neer for the Curtis Bay Towing Co. from 1964 to 1977 and for the East­ ern Transportation Co. from 1937 to 1964. Brother Bloodsworth was born in Mt. Vernon, Md. and is a resident of Baltimore. Arthur J. Martini, 62, joined the Union in the port of New York in 1962 sailing as a ferry bridgeman and deckhand on the tug Brooklyn (N.Y. Tug Co.) from 1967 to 1971. Brother Martini also worked for the Erie-Lackawana Railroad at Bush Terminal, Brooklyn, N.Y. from 1951 to 1966. He is a resident of Brooklyn. Edward F. Simms, 61, joined the Union in the port of New York in 1963 sailing as a mate for the ErieLackawana Railroad from 1935 to this year. Brother Simms was a griev­ ance chairman in the company's Ma­ rine Division in 1967. Boatman Simms is a veteran of World War II. He was born in Jersey City, N.J. and is a resident of Mahwah, N.J. Alvin E. Tingle Jr., 62, joined the Union in the port of Norfolk in 1961 sailing as a chief engineer for the Wood Towing Co. and the Curtis Bay Towing Co. from 1947 to 1977. Brother Tingle was born in Orintal, N.C. and is a resident of Chesapeake, Va. DEPOSIT IN THE SIU BLOOD BANK- July 1977 / LOG / 35 �The Harry Lundeberg School of Seamanship "For a better job today^ and job security tomorrow. 99 21 Get Inland Licenses HLSS Meeting Manpower Needs of Towing Industry In today's towing industry, there exists great opportunities for young Boatmen to advance to the higher pay­ ing, lic(Mised jobs aboard tugs and towhoats. Many SIU Boatmen are taking ad­ vantage of tliese opportunities by par­ ticipating in the Luudel)crg School's various upgrading juograms for SIU inland members. This month alone, 21 SIU Boatmen got Coast Cuard licenses after up­ grading at the School. Thirteen of these Boatmen got their Towhoat Operator's licenses after completing the Lundeberg School's Original Tow­ hoat Operator Course. And the other eight Boatmeni achieved engii»e roon>; licenses after completing the School's Diesel Engineer Program. In addition to these courses, the The 13 Boatmen who completed the Lundeberg School's Original Towboat Operator Course and got their Coast Guard Lundeberg School also offers several licenses for that rating are shown here before class. Seated from the left are: Tom Burke, Richard Finley, Ben Whaley other programs leading to an inland and Mike'Lydick. Standing left to right are: Tom Wilburn, David Domangue, Eddie Hendrix, G. T. Decker, Ronald Grey, license, including Master & Mate, Joe Roberts, William Ricci, Kevin Sousa and R. Theiss. First Class Pilot and Radar Observer. addition to the benefits it provides The School also offers inland upgrad­ ing courses leading to higher unlic­ SIU members, is enabling the Union ensed positions on tugs and towhoats, to meet the manpower needs of to­ including Ahle-Seaman, Tankerman day's and tomorrow's towing industry. and Towhoat Cook. The Lundeberg School offers these The Lundeberg School's overall inland courses on a regular basis. So if program for SIU Inland Boatmen you are interested in higher pay and a more responsible job on one of the is designed so that a young man just SIU's contracted tugs or towhoats, fill entering the industry can upgrade to the lop of his respective department in out an upgrading a]>plication and .send just a few years. it to the HLSS Vocational Educational Department, Piney Point, Md. This higiily successful program, in ABLE SEAMAN FOWT 'I'lii- course of insiruclioii is four weeks in lenglii and leads to the Coast (Aiard en­ dorsement of Able Seaman—12 Months —Any Waters or Able Seaman—Unlim­ ited— Any W aters. Course Requirements: Able Sea­ man 12 Months—Any Waters. You must: • Be 19 years of age The course is four weeks in length and leads jo eiiilorsemeiU as KiremaM, W alerleiider. aiul/or Oiler. Course Requirements: If you have a Wiper endorsement only, you must: • Have 12 months sealime as Ordi­ nary Seaman, OR Be a graduate of HLS at Piney Point and have eight montb.s seatime as Ordinary Seaman • Be able to j)ass the ])rescribed physi­ cal, including eyesi at requirements. Able Seaman Unlimited — Any Waters. You must: • Be 19 years of age • Have 36 months seatime as Ordinary Seaman or 12 Months Able Seaman • Be able to |)ass the prescribed physi­ cal, including eyesight requirements. Starting dates: Aug. 5, Sept. 2, Get. 28.Mnd ISov. 24, 1977. Note: Courses and starting dates are subject to change at any time. Any change will be noted in the LOG. 36/LOG / July 1977 • Be able to pa.ss the privscrihed physi­ cal, including eyesight requinmients • Have six months seatime as W ipcr, OR Be a graduate of HLS at Piney Point and have three months s(>atime as W iper • If you have an engine department rating there are no requirements. Starting date: Sept. 30,1977. LNG/LPG The course of instruction leading to cerlifieatiou .as. LX.G/1.PG crew consists of basic chemistry, tank and ship con­ struction, gasification. relicpiclication procedures, inert gas and nitrogen sysIcnrs, instrumentation, safely and lirefighting, loading, uidoading and Iran.sportlng Li\G/LPG. Course Requirements: Engine The eight Boatmeti to get their inland engine room licenses after completing the Lundeberg School's Diesel Engineer Program are, front row from the left: Harold Moore, Roy Lindley, Jr., Manuel Sampedro and Cosme Ballesteros. Standing from the left are Boatmen Robert Briley, Richard Holmes, Mike Pritchard and Dean Corgey. room personnel must hold QMED —Any Rating. Others, <leek and steward department personnel must hohl a rating in their department. The normal length of the course is four (1) weeks. Starting dale: ISov. 28. Steward Department All Stewar<l Department Courses Lead To Certification Bv HLSS. COOK AND BAKER The course of instruction is six weeks in length and students specialize in the selection and preparation of breakfast foods, breads, desserts, and pastries. Course Requirements: All candi­ dates must have seatime and/or electric arc welding and cutting; and oxyacetylene brazing, welding and cutting. On completion of the course, an HLS Cer­ tificate of Graduation will be awarded. Course Requirements: • Engine department personnel must have 6 months sealime in an engine room rating • Deck and steward department personel must hold a rating in their department. Starting dates: Aug. 4, 18; Sept. I, 15, 29; Oct. 13, 27; ISov. 10, 25, and Dec. 8, 1977. ASSISTANT COOK The course of instruction is six weeks in length and students specialize in the selection and preparation of vegetables and salads. Course Reqiurements; A!! candi­ dates must have 12 months seatime in the steward department, OR three months seatime in the steward department and be a graduate of the HLS entry rating program. Starting dates: Aug. 4, Sept. 15, Oct. 27 and Dec. 8,1977. �Dropped Out of School Twice, She Gets H.S. Diploma at HLS Boatwoman Diana Bandelean dropped out of high school in the 10th gTade, then returned to school and dropped out again when she was a senior. She began her career in the mari­ time industry as a painter for the SeaCoast Salvage Company in Chesa­ peake, Virginia, her home town. She then advanced to deckhand, wiper, or­ dinary seaman, and towboat operator. Sister Bandelean has been a mem- Course Cancellations The Lundebcrg School an­ nounced this month that the follow­ ing courses would be cancelled for the remainder of 1977; Quarter­ master, Automation and Mainte­ nance of Shipboard Refrigeration Systems. The Log will publish new starting dates for these programs as soon as they become available. her of the SIU for one year and has been shipping for five years. She found out about the GED program while she was attending the Vessel Operator Management and Safety Course. Sister Diana has also received her lifeboat and AB ticket at HLS. A friend of Diana's acquired his high school diploma at HLS and was very proud of it. This instilled in Diana the desire for her diploma. She said that she really enjoyed the high school equivalency program at HLS because "there is no pressure on you, hut because of this you want to do your best." Diana stated that, "When I first came to upgrade at HLS, my study habits were poor. With the help of the academic teachers, they are now better. I can learn a lot during the class session, but 1 still need to study. The teachers made everything a lot simpler to leam. I could work at my own pace and I received a lot of help when I needed it." Sister Bandelean would like to rec- ommend the high school equivalency program to all her fellow SIU mem­ bers. "A person would be foolish not to take advantage of the program." She also offers some advice, "Don't be scared that it is" going to show you up. The teachers are there to help and show you the way." 2 IV/n Tankerman katings Boatwoman Diana Bandelean, left, who dropped out of high school twice, is given her high school equivalency diploma by Margaret Nalen, director of the HLS Academic Education Department, after she completed the Lundeberg School's GED program. 18 in FOWT Graduating Class Brothers (I. to r.) James Allan and Ronnie Mason are shown here with their graduation diplomas from the Tankerman Course at the Lundeberg School. Another 18 Seafarers got their FOWT graduation diplomas. They are front (I. to r.) Philip Booher, Steven DInnes, Wllbert Miles, Tom Hartman, Darrell Camp, James Duhadaway, Jose Perez and John Penrose. In the rear row (I. to r.) are Donald Dokulll, Octovlanus Parlama, Mike Geygan, Mike Philips, Worcester Johnson Jr., Brett Principe, Jeff Burke, Spero Moche Jr. and Mike Stewart. Not In the photo Is FOWT grad Chris Benzenberg. July 1977 /LOG/37 �w 1. m' Pedro Sanchez Seafarer Pedro Sanchez, 24, gradu­ ated from the Lundeberg School in 1971 and return­ ed to the school to get his AB ticket in 1975. He also has his Cardiac Life Support Card. Bro­ ther Sanchez uw born in Cayey, Puerto Rico and now lives in Brooklyn, N. Y. He ships out of the port of New York. Brian Doherty Seafarer Brian Doherty, 24, gradu­ ated from the HLS Trainee Program in 1974 and received his Third Cook rat­ ing at the school. He earned his Car­ diac Life Support card during the cur­ rent "A" seniority upgrading program. Brother Doherty is a native and resi­ dent of Detroit but ships out of the port of Houston. mi DEEP SEA 12'A Seniority Upgraders Robert Torgersen Ray Kauffman Steve Fergus Seafarer Robert Torgersen, 23, graduated from the Harry Lundeberg School in 1974. He returned to the school in 1975 to earn his FOWT ticket and just re­ ceived his Cardiac Life Support card. Brother Torgersen was born in Brooklyn and lives there. He ships out of the port of New York. Seafarer Ray Kaufjman, 22, is a graduate of the HLS Trainee Pro­ gram which he completed in 1974. He went back to Piney Point in 1976 to earn his AB rat­ ing and his tankerman's endoKsement. He also holds the Cardiac Life Support card. Brother Kauffman was born in Dayton, Ohio and lives in Fort Pierce, Fla. He ships out of Jacksonville, Fla. Seafarer Steve Fergiis, 24, gradu­ ated from the Harry Lundeberg School in 1973. He re­ ceived his GED di­ ploma there at the same time and retttrned to the school in 1976 'o upgrade for his FOWT endorsement. He also has the Cardiac Life Support card. Brother Fergus is a native and resident of Gainesville, Fla. and ships out of Jacksonville. James T. Karaczynski Seafarer James T. Karaczynski, 23, graduated from HLS in 1975. He returned to the .school in 1977 to get his AB ticket and earned his Car­ diac Life Support card during his "A" seniority upgrading. He also holds a tankerman's endorsement. Brother Karaczynski is a native and resident of Brooklyn, N. Y. and ships out of the port of New York. Jonathan Faircioth Seafarer Jona­ than "Dave" Faircloth, 20, first .sailed with the SIU in 1974 after grad­ uating from the Trainee Program at the Harry Lunde­ berg School. He also earned his high school equivalency diploma there in the HLS General Educational Develop­ ment Program. He first shipped out as a Third Cook and later returned to the school for his AB ticket. Now a mem­ ber of the deck department, he ships out of the port of New Orleans. Brother Faircioth was born in Fort Campbell, Ky. and resides in Opelika, Ala. While taking the "A" seniority upgrading course, he earned his Cardiac Life Sup­ port card. Mark Johnson Seafarer Mark Johnson, 23, start­ ed .sailing with the SIU in 1974 after graduating from the HLS Trainee Pro­ gram. He earned his AB ticket in 1977 and his Car­ diac Life Support card during the current "A" seniority upgrading program. Brother Johnson was born in Knoxville, Tenn. where he still resides. He ships out of the port of New Orleans. Lewis Madara Seafarer Lewis Madara, 27, graduuated from the Lundeberg School in 1975 and has sailed with the SIU in the deck depart­ ment since that time. He now holds his AB ticket and just received his Cardiac Life Support card. Brother Madara was born in Sea Isle, N. J. and lives in Marmora, N. J. He .ships out of the port of Philadelphia. 38 / LOG / August 1977 Nelson Bumpers Seafarer Nelson Bumpers, 24, has been sailing with the SIU since he graduated from the HLS Trainee Pro­ gram in 1975. He also earned his GED diploma there and later returned to the .school to receive his FOWT rat­ ing. He completed the Cardiac Life Support course there during the "A" seniority upgrading program. Brother Bumpers was born, lives and ships out of the port of Mobile. John Castleberry Seafarer John Castleberry, 26, started sailing with the SIU in 1973 af­ ter graduating from the HLS Trainee Program. He earn­ ed his AB ticket at Piney Point in 1974. During the current "A" Seniority Upgrading Program he completed the Cardiac Life Support Course. Brother Castleberry was born in Durant, Okla. and lives in Weatherford, Tex. He ships out of the port of Houston. .y r s Brotherhood m .. for SIU members with Alcohol problem It is an accepted fact that education is important in preventing alcoholism and other drug problems. Alcohol is, after all, a drug. As a drug, it has the potential to be abused. The abuse of alcohol is not always the same thing as alcoholism. One kind of alcohol abuse can occur without the victim's even being aware of it. This kind of abuse is the combining of alco­ hol with other drugs—a practice which can be fatal. Anti-diabetic drugs, insulin for ex­ ample, interact with alcohol to increase the effect of the alcohol and to drastic­ ally lower the body's blood sugar to a dangerous level. Alcohol in combination with medication to lower blood pres­ sure will frequently cause the blood pressure to drop quickly and steeply; in combination with antibiotics, alcohol can make the blood pressure skyrocket. If you drink after taking antihista­ mines (medicines for allergy and the common cold), antidepressants (Marplan or Nardil, for example), tranquil­ izers (like Valuim and Librium) or most sedatives, your entire central ner­ vous system will be depressed and you are likely to find yourself dangerously oversedated. Obviously all of these many drugs which can cause trouble when taken with alcohol are legal. So, Seafarers who want to avoid alcohol abuse and/ or alcoholism have to be cautious about the drug alcohol. Just drinking moder­ ately is not enough. Another different kind of problem confronts Seafarers who are recovering alcoholics. These men are avoiding the drug whicTi led to their illness. But in the early stages of their recoveries, they may be subject to frequent depressions. Many doctors are very willing to pre­ scribe Valium, Librium and similar drugs to relieve this depression. But these drugs affect the body in the same way that alcohol does. The recovering alcoholic should not take them. The symptoms of his illness will not be cured by these drugs. His dependence on alcohol will just be transferred to_ dependence on another drug. The use of drugs, alcohol and other drugs, too, presents many hazards for Seafarers. The pattern of our lives— long days of work broken by short, in­ frequent stops in port—can encourage reckless shoreside drinking that can be the start of alcoholism. Illegal use of drugs means trouble with the law for most people—for us it can mean the end of our jobs forever. For these reasons, our Union is com­ mitted to educating our members about potential problems so that we can pre­ vent them. When it's too late for pre­ vention, we are committed to helping our brothers overcome alcoholism and make a new start in life. We are, every one of us, committed to these goals because, as Seafarers and SIU members, we have all worked too hard and come too far to be willing to sacrifice the welfare of even one SIU Brother. I Alcoholic Rehabilitaiion Center I am inlercslcd in attending a six-week program at tiie Aleoholic Rehabilitation C enter. 1 understand that all my medicad and counseling Clare Crane Seafarer Clare Crane, 19, has sailed with the SIU .since he graduated from the HLS Training Program in 1974. He also earned his GED di­ ploma at Piney_ Point at that time. He upgraded to Assistant Cook at the Lundeberg School in 1976 and com­ pleted the Cardiac Life Support course there during his "A" .seniority upgrad­ ing. Brother Crane was born in Seattle, lives in Lynwood, Wash, and ships out of the port of Seattle. records w ill be kept slriclly coiilideiitial, and that they will not be kept anywhere except at The Center. Name Book No. Address (Street or RFD) (City) Telephone No. Mail to: THE CENTER Star Route Box 153-A Valley Lee, Md. 20692 or call, 24 hours-a-day, (301) 994-0010 (State) (Zip) �377 Have lloiiatcil $100 or Alore i To SI'AII Since Iteoiiiiiiiiii of '77 j The following Seafarers and other concerned individuals, 377 in all, have demonstrated an active interest in participating in political and j legislative activities which are vital to both our job security and our social and economic welfare, by voluntarily donating $100 or more to j the Seafarers Political Activities Donation (SPAD) fund since the beginning of 1977. (The law prohibits the use of any union money, such as \ j dues, initiation fees, etc., for political activities. The most effective way the trade unionist can take part in politics is through voluntary political ^ contributions. SPAD is the union's separate segregated political fund. It solicits and accepts only voluntary contributions. It engages in political j activities and makes contributions to candidates. A member may voluntarily contribute as he sees fit or make no contribution without fear of reprisal.) Twelve who have realized how important it is to let the SIU's voice be heard in the Halls of Congress have contributed $200, two have contributed $300, one has given $400, and two $600. For the rest of the year the LOG will be running the SPAD honor rolls because the Union feels that in the upcoming months our political role must be maintained if the livelihoods of Seafarers are to be protected. (A copy i of our report is filed with the Federal Election Commission and is avail able for purchase from the Federal Election Commission, Washington, i D.C.) NOTE: Each month's SPAD Honot Roll contains the names of those individuals who have given $100 or more as of the last Friday 5 of the previous month. Diaz, R. Johnson, D. Gaston, T. Martinussen, C. Patterson, D. Ruzyski, S. Brown, I. i Abadi, H. Dicrcks, J. Johnson, R. Gavin, J. McCartney, G. Paulovich, J. Sacco,J. Browne, G. i Abas, I. Digiorgio, J. Johnsted, R., Jr. McCarthy, L. Gentile, C. Pecquex, F. Sacco, M. Abobaker, F. Bryan, E. Doak, W. Jones, C. Gimbert, R. McCaskey, E. Perez, J. Saeed, S. Adams, W. Bryant, B. Dolgen, D. Glidewell, T. Jones, R. McClinton, J. Peth, C. Salanon, G. Adamson,R.R. Bucci, P. Domenico, J. Jones, T. Goff, W. McElroy, E. Picczonetti, M. Saleh, H. Domingo, G. Adiuin, M. Buczynski, J. Jorge, J. Goldberg, J, McKay, D. Piper, K. San Fillippo, J. Donovan, P. Bullock, R. Air, R. N. Kastina, T. Golder, J. McNabb,J. Pool, D. Sanchez, M. Downon, P. Burke, T. Algina, J. Kauffmaii, R. Gooding, H. McNally, M. Porter, B. Schuhels, P. Drozak, P. Burnette, P. KeUer,D. Goodspeed, J. AU,A. McNeely, J. Prentice, R. Seabron, S. Drury, C. Caffey, J. Kerngood, M. Allen, J. Gorbea, R. Mehert, R. Pretare, G. Seagord, E. Dryden, J. Anderson, A. Caga, L. Kerr, R. Greene, H. Mesford, H. Prevas, P. Selzer, R. Ducote, C. Kingsley, J. Anderson, A. Callahan, J. Grepo, P. Mollard, C. Primero, F. Selzer, S. Dudley, K. Anderson, R. Campbell, A. Guarino, L. Klzzire, C. Mongelli, F. Prott, T. Shabian, A. Dwyer, J. Campbell, A. Antici, M. Knutsen, E. Guillen, A. Mooney, E. Pulliam, J. Shelton, J. Dyer, A. Campbell, A. Aquino,'G. Hagerty, C. Koflowitch, W. Morris, W. Purgvee, A. Sholar, E. Evans, M. Carbone, V. A.rle, Kouvardas, J. Haggagi, A. Morrison, J. Quinnonez, R. Sigler, M. Aspseter, H. Cavanaugh, J. Fagan, W. Hall,W. Mortensen, O. Kozicki, R. Raineri, F. Silva, M. Falcon, A. Aumiller, R. Celgina, J. Hall,M. Mosley, W. Kramer, M. Rankin, J. Smith, L. Farnen, F. Avery, R. Cheshire, J. Hannibal, R. Kwiatek, G. Muniz, W. Rattray, W. Smith, T. Cinquemano, A. Farrell, C. Badgett, J. Harildstad,V. Munsie, J. Kydd, D. Reck, L. Snyder, J. Faust, J. Cofone, W. Bailey, J, Harris, E. Murray, J. Lankford, J. Reinosa, J. Somerville, G. Fay, J. Bakarich, P. Conklin, K. Harris, W. Murray, M. Lawrence, W. Reiter, J. Soresi, T. Fergus, S. Barroga, A. Conning, E. Harris, W. Musaid, A. Lee, K. Rhoades, G. Spencer, G. Fester, M. Barry, J. Costango, G. Hatton, M. Mynes, A. Lelonek, L. Richburg, J. Stancaugr, R. Fgrshcc, R. Bartlctt, J. Cousins, W. Hauf,M. Myrex, L. Lennon, J. Riddle, D. Stankiewicz, A. Firshing, W. Bauer, C. Cresci, M. Haynes, B. Napoli, F. Lewis, L. Ries, C. Stearns, B. Fischer, H. Heimal, W. Cross, M. i Baum, A. Nash, W. Libby, H. Ripoll, G. Stevens, W. i Beeching, M. Cunningham, W Fiune,V. Heniken, E. Nauarre, T. Liles, T. Roades, O. Stubblelield, P. Fletcher, B. Neffe, J. Heroux, A. Lindsey, H. Roberts, J. i Bellinger, W. Curry, M. Sulaiman, A. Tobin, G. Florous, C. Curtis, T. Hersey, G. Nielsen, R. Loleas, P. Robinson, W. Sullins, F. i Beiioit, C. Tobio, J. Forgeron, L. Bergeria, J. Da SUva, M. Hill, G. O'Donnell, J. Lombardo, J. Rodriguez, R. Surrick, R. Troy, S. P. Fox, Berglond, B. Danzey, T. Holmes, W. Olson, F. Lundberg, J. Rondo, C. Swiderski,J. Truciiski, C. Franco, P. Dalman, G. Berlin, R. Homayonpour, M. Lynch, C. Omar, Y. Rosenthal, M. Tanner, C. Tsminrx, L. i Francum, C. Darden, J. Bishop, S. Howse, A. Pacheco, E. Lyness, J. Roshid, M. Taylor, F, Turner, B. Frank, S., Jr. Davidson, W. Bland, W. Hunter, W. Paladino, F. Magruder, W. Roubek, T. Taylor, J. Turner, L. Davis, J. Frederickson, E. lovino, L. Bobalek,W. Papuchis, S. Malesskey, G. Roy, B. Telegadas, G. Tuttle, M. Fuller, G. Bonser, L. Davis, J. Jacobs, R. Paradise, L. Manafe, D. Royal, F. Tcrpc, K. Underwood, G. Furukawa, H. Boudreaux, C. Davis, S. Jackson, J. Paschal, R. Martin, T. Rudnicki, A. Theiss, R. Vasquez, J. Boyle, D. Debarrios, M. Gallagher, L. Velandra, D. Dechamp, A. Gallium, R. Boyne, D. Velez, R. -ywv •1!^ Delgado, J. Bradley, E. Ganthier, C. Vukiiiir, G. Delrio, J. Garcia, R. Brand, H. Walker, T. SEAFARERS POLITICAL ACTIVITY DONATION Gard, C. Brongh, E. Demetrics, J. Weaver, A. (SPAD) Brown, G. Gardner, E. Dernbach, J. Webb, J. 675 FOURTH AVENUE BROOKLYN, N.Y. 11232 Weber, J. S.S. No.. Date. i West, D. $600 Honor Roll Westbrook, A. L. i .Book No.. Contributor's Name, Lilledahl, H. Pomerlane, R. Westerholm, G. ! Address. 1 Whitmer, A. i Whitsitt, M. City .State . .Zip Code $400 Honor Roll 1 Widnian, J. I acknowledge and understand ttiat SPAQ is a separate segregated fund established and administered i Wilburn, R. Manuel, R. by my Union to engage in political activities and to make contributions and expenditures for candidates Williams, L. i seeking political office and solicits and accepts only voluntary contributions, and I have the right to refuse to make any contribution without fear of reprisal, I may contribute such amount as I may volun­ Wilson, C. 1 tarily determine and I herewith contribute the sum of $ . This contribution constitutes my $300 Honor Roll Wilson,!. voluntary act and 1 am to to receive a copy of this receipt showing the amount of my contribution. A i copy of SPAD's report is filed with the Federal Ei-Ction Commission and is available for purchase from R. Winder, Quinter, J. Rpmolo, V. i the Federa;- C'ection-Gommission, Wash/ngtcr;, D.C. - Wingfield, P. Wolf, P. Signature of Solicitor $200 Honor Roll Port Woody, J. Solicitor's No. Worley, M. Frounfelter, D. Seibel, E. Aronica, A. Worster, R. Shields, J. Bernstein, A. Hail, P. Yarmola, J. Combs, W. McFarland, D. Stephens, Zeagler, S. Stewart, E. Drozak, F. Pow, J. i i D o 3 O a •t. 1977 July 1977/LOG/39 �Aboard the tug Laura Haden (G & H) are (I. to r.): Capt. James Ryan; AB David Green, and Chief Engineer Pat "Midnight" O'Brien. hen the hog visited Houston, the nation's third largest port, we found SlU Boatmen spread out over many miles of inland waterway .—on the Houston Ship Channel, Galveston Bay, and various side chaunels. Our first stop was right in town at the main G&H Towing Dock on the Ship Channel. Several tugs were out W Houston Ranging Port docking ships, but we had a chance to talk to ttie crews of the W. A. Wansley, the C, Hadden Masterson, and the Laura Haden. A few hours later we chanced to see three G&H tugs docking a ship at a Texas City oil dock. We caught the crew of another G&H boat, the Propeller' at dockside at LaPorte. One crewmember was trying his luck at fishing while waiting for the boat's next assignment. On the way back to town we Stopped at Jacintoport, a large bargefleeting area on the Houston Ship Channel. No SlU-manned haihor boats were around, as ttey were all out on the water working. However, we did find an SHJ-manned towboat, die Johnny Brown ot Slade Towii^ Chief Engineer Fred Hickman at the prow of the tug W. A. Wansley (G&H Towing). waiting to take oh two ba^e loi^ pf crude oil. Our last stop was at Blud^prfli Shipyard in Houston to visit the crew of the National Pride which was In for repairs. The crew bad a good long talk witih Union Repre­ sentative Sal Salazar about the SHJ Vacatkin Flan for Boatmmi and many oflier Herns €»f Interest. & H iugs, the Grampus, Francis E. Haden and the J. H. Masterson dock the ST Amoco Cremona at aTexas City, Tex. oil dock. � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource July 1977 Description An account of the resource HEADLINES CARTER BACKS 9.5% OIL CARGO PREFERENCE BOATMEN AT CARIBE TOWING APPROVE 3-YEAR CONTRACT FLEXIBILITY, EDUCATION ANSWERING MARITIME INDUSTRY’S NEEDS DROZAK BLASTS USCG FAILURES ON SAFETY SCHULMAN: U.S. SEAMAN HAVE RIGHTS, TOO GAO STUDY PROVES PHS NEEDS MORE MONEY BARKER ELECTED NMC CHAIRMAN MC&S MERGER WITH SIU A&G DISTRICT IS PROCEEDING SIU-CONTRACTED OVERSEAS CHICAGO USED FOR TRAINING MARINERS’ CHURCH REMEMBERS SONS LOST TO THE GREAT LAKES RETIRING MSC CHIEF SAYS SEAPOWER ESSENTIAL TO U.S. AFL-CIO ENDS BOYCOTT OF RINGLING BROS. ALASKAN OIL SWAP PLAN TO JAPAN REJECTED AQUARIUS COMPLETES TRIAL CARGO RUNS IN ENGLAND SIU, NMU SIGN AGREEMENT TO STUDY MERGER AD HOC COMMITTEE HAS HELPED UNION COOPERATION NEW HOUSTON HIRING HALL OPENS; JULY MEETINGS HELD WORKERS’ PROGRESS STANDS OUT IN VISIT TO SWEDEN AS PARTICIPANT IN 10-MEMBER AFL-CIO DELEGATION USER FEE NOT ANSWER TO LOCKS & DAM 26 REP. MCKINNEY: ‘SHIP AMERICAN’ SHOULD BE MORE THAN SLOGAN 5TH BOATMEN’S CONFERENCE IS AN EDUCATION CONTRACTS RATIFIED AT SABINE TOWING; DIXIE CARRIERS THE SUPERTANKER TT STUYVESANT IS SET FOR CREWING A NEW INLAND CONTRACT SAVES MEMBER $9,604.35 HOW THE 1954 CARGO PREFERENCE ACT HELPS THE FLEET TWO OLD BATTLERS REMEMBER SNUG HARBOR AND ITS FOUNDER JAIL A NIGHTMARE FOR YANKS BUSTED ABROAD FOR DRUGS RUPPE PRESSES COAST GUARD TO CONSULT UNIONS ON MANNING HLSS MEETING MANPOWER NEEDS OF TOWING INDUSTRY HOUSTON- A WIDE RANGING PORT Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 7/1/1977 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 39, No. 7 1977 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/d8be82e21b15822e936590bf2ab07bcd.PDF 44ad99e04a8f307d1aa27b13d1488b26 PDF Text Text Official Publication of the Seafarers International Union • Atlantic, Gulf; Lakes and Inland Waters District • AFL-CIO K-i-v • w J** VOL. 39 NO. 8 AUGUST 1977 51U"Contracted Dredge Idanhattan Island ' ' ~ J"" .:• -•> r-^ • •«==- a:= , -tf. .. .J,, '""'"T' - ...•J V'S®"*' »W»>^ The Hinton—A New Union-Manned Boat See Page 13 Boatmen Upgrade to Licensed Ratings See Special Supplement �New,3-Year Contracts Ratified at ABL, Inland Tugs A very important issue was won by the SIU recently in getting American Barge Lines and Inland Tugs Canal Division to use the Standard Language in their contracts. In this way, ABL and Inland Tugs have been brought closer to the industry-wide contract that the SIU would like to see for all its con­ tracted towing companies. This is just one of the many gains found in the new three-year contracts ratified by unlicensed SIU members at these towing companies. sides that, many of the suggestions made by delegates at the Boatmens' Educational Conferences were put into effect. Here are some highlights, • Boatmen cannot be humped, fired, or disciplined for no reason. The com- • Provisions have been established for seniority within each job classifica­ tion. Present employees will be consid­ ered first in making promotions. At American Barge Lines, the categories of probationary deckhand and proba­ tionary cook have been eliminated. Now all deckhands and cooks will receive the full rate of pay. Both companies have their head­ quarters in Jeffersonville, Ind. Boatmen voted on the new contracts in July in a secret mail ballot. When the tallying committee counted the votes on July 18, they found the members were overwhelmingly in favor of the new agreements. At American Barge Lines, 105 voted yes and 10 voted no. • The car allowance has been in­ creased from 10 cents to 15 cents per mile. In addition, if an employee travels to meet a vessel and the boat is delayed, he still goes on the payroll as of the original estimated time of arrival. At Inland Tugs Canal Division, only one member was against the contract. Big Pay Increases Of course, a big increase in pay was won during negotiations. Also, for the first time, the hourly overtime rate is now above the hourly straight time rate. And for ABL employees and Inland Tug employees working on line boats in the Intra-Coastal Canal, there is a va­ cation plan for the first time. But be­ pany must give the crewmember a writ­ ten notice of any disciplinary action and the reasons, with a copy for the Union. But the brothers on the rivers must re­ member that unless they work together to enforce the provision, things will go on like before. Call the Union Hall if there is any trouble. The American Barge Lines Contract Committee met at the Lundeberg School on June 6 to go over the contract proposals. Clockwise from the far left they are: Randy Crosby, deckhand; Bob Sells, cook; Mike Worley, SIU St. Louis port agent; Paul Drozak, SIU vice president; Chuck Mollard, SIU Inland co­ ordinator, and Ronnie Campbell, lead deckhand. ru Paul Hall Cargo Preference Fight HeatsUp It may not be easy making a living in today's U.S. maritime industry. But you have to admit one thing about working in our industry—there's never a dull moment. In the past month, scores of newspapers and T.V. stations from around the country have been running editorials calling U.S. maritime unions everything from political thieves to rampaging pirates. The editorials have also accused President Carter of making political payoffs to the maritime industry. The reason for all the controversy is this. Maritime labor's longtime fight for a fair oil cargo preference bill for U.S. tankers is heating up again. The new cargo preference bill, which has received the complete endorse­ ment of President Carter, would guarantee that 9.5 percent of all U.S. oil imports be carried in U.S. ships by 1982. Xhe U.S. fleet presently carries only 3.5 percent of the nation's oil imports. The U.S. fleet's share, however, will not jump to 9.5 percent right away if the bill is passed. American tankers would immediately be guaranteed a 4.5 percent share. That figure would increase 1 percent each year for five years until the 9.5 percent mark is reached in 1982. y Editorials against cargo preference are really nothing new to us. During our fight for the Energy Transportation Security Act two years ago, hun­ dreds of articles flooded the newspapers damning cargo preference. The newspapers, of course, have a right to print what they want. The .sad thing is, though, that these editorials are one-sided and inaccurate. As a result, the American people, who deserve to know the facts about cargo preference, are being misled on this important issue. The editorials against cargo preference all u.se one argument, and only • Big increases were won in the Sea­ farers Welfare Plan covering hospital extras, intensive care, maternity bene­ fits, surgery, doctors calls and death benefits. A new benefit was added for accidental dismemberment. • The companies also agreed to re­ imburse the members for round trip transportation costs when they go to tlie Harry Lundeberg School to up­ grade. one argument. They claim that the 9.5 percent oil preference for U.S. ships would increase the price bf oil products to the American consumer. One editorial claimed that consumers would pay "$200 to $800 million" more for their oil products each year if American ships were guaranteed the 9.5 percent share. The papers and other media, however, are fed these figures from studies supplied by the oil companies. Not surprisingly, the oil companies, which operate huge third-flag tanker fleets, stand to lose profits if cargo preference for U.S. ships is passed. Also not surprisingly, the editorials against oil preference fail to give the other .side of the coin. Some of the important points these articles leave out include: • The findings of a recent study on the 9.5 percent bill conducted by the Commerce Department. This study notes that if consumer prices go up at all because of the increased use of U.S. ships, they will go up no more than one tenth of 1 cent per gallon. • The bill will create tens of thousands of shipyard and related industrial jobs in the construction of new U.S.-flag tankers. • It will create as many as 3,600 new jobs for U.S. seamen on these tank­ ers by 1982. • There will be a reduction in the U.S. balance of payments deficit. • There will be a reduction in the use of unsafe, unreliable foreign-flag tankers for the transportation of our oil imports. • There will be a gradual buildup of a U.S. tanker fleet to 3.3 million dwt for close military support for the U.S. Navy. The point is this. The 9.5 percent oil cargo preference bill is a good one. It will create thousands of much needed jobs for American workers. And it will represent an important boost to the American economy. But the most important point is that all these jobs and other benefits will cost the American consumer virtually nothing. We must work very hard to see that the 9.5 percent preference bill will be passed into law this y6ar. Before Congress left on its August recess, the House Merchant Marine and Fisheries Conihiittee voted in favor of the bill by an impressive bi­ partisan margin of 31 to 4. This overwhelming support for the bill in the Merchant Marine Committee indicates strong support for the measure in the House. We are taking nothing for granted in the House. But I believe our real fight will be in the Senate. Already, several ranking Republican Senators have lined up opposition to the bill along party lines. Regardless, the SIU, from members and staff to officials, has done a good job in preparing for this fight. It will not be an easy fight. But no one ever expected it to be. ' Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf Lakes and Inland Waters District AFL-rio fiVK Pmirth Aua 11232. Published monthly. Second Class postage paid at Brooklyn. N.Y. Vol. 39, No. 8, August 1977. ' 2 / LOG / August 1977 z' RmnHv/n N Y BrooKiyn, IN.T. �SlU Tells Committee Coast Guard Ignores Seamen Safety on the Lakes WASHINGTON, D.C. —As Con­ gressional hearings on the Coast Guard continued, SIU Detroit Port Agent Jack Bluitt told the investigating committee on July 14 that the situation on the Great Lakes Avas just as bad as that on deep sea vessels. The Coast Guard ignores the wellbeing Md safety of the seamen and the environment, he said. It also interferes with labor-management agreements by stepping in and cutting down on the manning scales. Bluitt appeared before the House Merchant Marine and Fisheries Sub­ committee on Coast Guard and Navi­ gation. Last month, SIU Executive Vice-President Frank Drozak and SIU General Counsel Howard Schulman ap­ peared before the same committee. (See stories on page 5 of July Log.) The elimination of deckwatches on Lakes vessels built after 1970 was Bluitt's first example of Coast Guard negligence. The Coast Guard claimed the new vessels were automated and so they cut the three deckwatches from the 13-man deck crew. These deckwatches performed deck maintenance work. But Bluitt pointed out that "nothing in the deck department operation is auto­ mated." To the contrary, "The newer vessels are substantially much larger and re­ quire as much if not more work to keep Ihem in navigational condition." Describing the result he said, "This condition has increased overtime by more than 50 percent and brought about Coast Guard induced jurisdictional la­ bor disputes with the licensed deck officers doing work regularly and historically performed by unlicensed personnel." Not Enough People In many engine rooms on Lakes ves­ sels, he stated, the Coast Guard elimi­ nated the three unlicensed oilers. It added one licensed watch standing en­ gineer instead. Maintenance and emer- GREAT LAKES gency repairs are impossible under these circumstances, he warned. There are not enough people for back-up when the automated equipment fails. With regard to engine rooms, the Coast Guard ignores its own standards, he noted. He then cited Navigation and Vessel Inspection Circular (NVIC) No. 1-69. Look-outs are not required on Great Lakes ships, Bluitt protested. "On the Great Lakes, often in congested waters, when a look-out is imperative he is per­ forming other work because the ship is short-handed. . . . The underlying con­ cept for look-outs on deep sea vessels— for safe navigation, to protect life and property and the environment, should be equally applicable to Great Lakes vessels." Jack Bluitt Bluitt blamed the manning scale cuts on the Coast Guard's refusal to abide by the nation's labor laws. Under the law, the union and management agree on the work loads and adjustments for automa­ tion, he explained. The Coast Guard is only supposed to make sure the manning scale provides for safe vessel operation. Yet the Coast Guard takes it upon itself to determine vessel manning and therefore "unlaw­ fully interferes with labor-management bargaining." As further evidence he mentioned a draft of a NVIC which favors a generalpurpose crew approach that would water down the unlicensed seaman's job classification and make him an all purpose general worker. Another future Coast Guard policy is the "reduction-in-crew concept." Bluitt drew the conclusion that as part of its general philosophy on man­ ning, the Coast Guard believes that it should consult with the operator and ignore representatives of merchant sea­ men. Looking at the Coast Guard record on crew safety, Bluitt found "abject failure." The Coast Guard claims juris­ diction over enforcement of the Occu­ pational Safety and Health Act at sea. But at a March 1977 Cleveland semi­ nar, "they admitted that OSHA type regulations were of a 'low priority' " Bluitt revealed. "Interviews with scores of our mem­ bers, as well as our investigations, show that it is not unusual for no lifeboat drill to be held aboard vessels during an entire shipping season." Yet the Coast Guard has no check-up system on this, he added. Lifesaving equipment is outdated and often is not replaced after 30-40 years' exposure to the en­ vironment. Straight Ladders Although the SIU brought up the Continued on Page 32 House Committee OKs Oil Cargo Bill;Fight Goes On • .A U.S. cargo preference law may soon be a reality. This legislation would guarantee that a share of America's oil imports be carried on American-flag tankers. But already, opposition to this INDEX Legislative News Washington Activities Page 9 Oil cargo bill Page 3 Coast Guard hearings .... Page 3 Waterways' taxes Page 6 Union News President's Report .......Page 2 ABL, Inland contracts .....Page 2 Great Lakes contract Page 5 Notice on Alaska run Page 13 Headquarters Notes Page 7 Brotherhood in Action ... Page 38 Lakes Picture Page 8 Inland Lines Page 6 At Sea-Ashore Page 12 SPAD honor roll Page 39 N.Y. membership meeting .Page4 General News National unemployment .. .Pcige7 Restaurant union Page 30 Sale of Prudential ships ... Page 5 Alaska oil shipments Page 5 Navy meetings Page 5 Labor law reform Page 13 Shipping Manhattan Island Pages 10-11 Around St. Louis harbor Back Page The Hlnton Page 13 Ships' Committees . .Pages 30-31 When leaving ship Page 7 Ships' Digests Page 37 the oil imported into the United States to be carried in American-flag tankers. The amount slated for U.S. ships would begin at 4.5 percent and rise each year by 1 percent. At present, less than 4 percent of the nation's imported oil is carried on American ships. Maryland wins race ..... Page 27 At first the committee was consider­ Dispatchers' Reports: ing a bill that would guarantee a 30 per­ Great Lakes Page 8 cent share of oil for American ships. Deep Sea Page 26 But when the Carter Administration Inland Waters Page 32 came out in favor of the lower figure, the bill was rewritten and passed by a Training and Upgrading committee vote of 31-4. 'A' seniority upgrading ...Page 38 Carter's support for the bill is im­ Upgrading means portant. When another oil cargo pref­ more money Page 33 erence bill passed Congress in 1974 it HLS courses and was vetoed by President Gerald Ford. application Pages 34-36 The SIU fully backs the Carter posi­ Licensed Boatmen tion. "It represents the beginning of a feature ...Special Supplement new maritime policy and era for this nation," SIU president Paul Hall de­ Membership News clared. Former scholarship The bill still must be approved by winner Page 32 the House of Representatives when it Engineer Frank Travis .. .Page 12 reopens in September after the summer Laker Martinussen Page 31 break. Then it must pass through the New pensioners ... .Pages 24-25 Senate and be signed by the President Final Departures ... .Pages 28-29 before it becomes law. Member writes book Page 25 At present, a wide attack on cargo preference legislation is being mounted. Special Features Three national Republican leaders Inland sweep and opened by accusing President Carter of conference Pages 14-17 a "payoff" to maritime unions for sup­ Military cargoes Page 23 port during his presidential campaign. Newspapers and T.V. stations across Articles of particular interest to the country are denouncing the cargo members in each area cati be found preference law. Political contributions from the maritime unions to congres­ on the following pages: sional campaigns are getting big play Deep Sea: 3, 10-11, 12, 13, 26, in the press—even though these dona­ tions are legal and above board. 30-31,37, 38 Carter's Support Inland Waters: 2, 6. 14-17, 19In response, the White House noted 22, 27, Back Page that Carter made a clear and public Great Lakes: 3,5,8,31 promise during his campaign to build law is rallying throughout the nation. Here are the latest developments. In August, the House Merchant Ma­ rine and Fisheries Committee approved a bill that would require 9.5 percent of a strong American merchant marine. Assuring American ships a fair share of cargo was the way to do this, he said at the time. Carter, as an ex-navy man, has clear understanding of the impor­ tance of sea power to national security. The multinational oil corporations with their flag-of-convenience ships are the main opponents of cargo prefer­ ence. Their contributions are rarely mentioned in the newspapers—partly because it is difficult to find out how much they have given or to whom. Job offers and legal fees for ex-gov­ ernment officials are another form of persuasion used by giant oil firms. In addition, their huge advertising bud­ gets amount to millions of dollars for the press. Three-Pronged Campai^ To Insure a fair hearing for the cargo preference law, the Maritime Trades Department of the AFL GIO and the SIU have set up a three-pronged cam­ paign. 1. Unions on the local, state, and national levels are being given infor­ mation about the law and are being asked for their support. The executive councils of both the Maritime Trades Department and the AFL-CIO en­ dorsed cargo preference legislation at their winter meetings. 2. Shipowners and shipbuilders are letting their fellow businessmen know how much cargo preference means in terms of helping the American econ­ omy. 3. Letters are being sent to civic groups pointing out how important cargo preference legislation is for the nation's security. August 1977/LOG/3 �The future coming of oil cargo preference was the theme of SlU President Paul Hall's address at the August membership meeting in Headquarters. SlU Secretary-Treasurer Joe DiGiorgio gives the monthly financial status report. New SlU Pensioner Sze Yu Chen says his farewells to his brothers of the sea. Talking about the need for members to stay aboard ship until they're properly relieved is Recertified Bosun Calvain James. Without opposition, seven Seafarers were elected for the Quarterly Financial Committee. They are (I. to r.): Terry Mouton; Charles Mann; Jack Kelly; Juan Patino; Guy De Baere (at rear, not fully shown); Recertified Bosun Robert Gorbea, and William Jones. Cargo Preference, Focus of Headquarters Meeting^ At the monthly memhership meeting in Union Headquarters on Aug. 8, President Paul Hall discussed President Carter's support of an Oil Cargo Preference Bill. He noted, however, that "in the Senate it will face a knockdown, dragout tight." Hall emphasized that "the rest of labor is going all o^t for us." Regular reports were read and acted upon, such as shipping and Welfare. Also, a Quarterly Financial Committee was elected at the meeting. Among other activities, "A" seniority upgraders had a chance to speak to the members as did an SlU brother who was retiring. "A" Seniority Upgrader Nazareth Bat­ tle thanks the membership for helping in his advancement. Talking about the need to upgrade is SlU Executive Vice President Frank Drozak. SlU Vice President Earl Shepard tells what's going on legislatively in Washington, D.C. "A" Seniority Upgrader Tommy Lister expresses his gratitude for his full book. 4/LOG/August 1977 Here's Seafarers raising their hands in response to a quorum start of the New York meeting. count at the �SlU Makes Five Proposals Merchant Marine ASd Role for Navy Is^Encouraging The private sector of the U.S. mer­ chant marine may soon be given an active role in at-sea U.S. Navy fleet sup­ port missions. This role would include the refueling of Navy combat ships at sea. It could also include the use of Union-manned tugs for harbor duties at Navy installa­ tions, as well as in at-sea support duties. SIU Executive Vice President Frank Drozak has been meeting with officials of the Navy, Military Sealift Command and the Maritime Administration on this issue. Drozak says that the outlook for an active fleet support role for the private sector is "encouraging." Drozak also noted that the U.S. mer­ chant marine has efficiently supported the Navy in three modern wars. He said, "there is no reason why the private sec­ tor should not continue this vital sup­ port role during peacetime." Presently, the Navy and the Military Sealift Command controls a large fleet of non-combat vessels for fleet support duties. Private Sector Mare Economical The SIU has been fighting to secure an active role for privately operated merchant ships in fleet support maneu­ vers for many years. The U.S. merchant fleet has proven that it can do the job. But more importantly, it has done the job at significant savings to the U.S. Government. The experiment of the SlU-manned tanker Erna Elizabeth in March and April of 1972 proved this fact. At that time, the Erna Elizabeth re­ fueled 41 Navy and NATO combat ships in at-sea maneuvers. The Erna Elizabeth carried a crew of 33 men. This is in contrast to the 200-man crews the Navy was then using on their own . refuelers. After this experiment, the Erna Eliz­ abeth and her crew were commended for their work by then Maritime Ad­ ministrator Andrew Gibson and then Chief of Naval Operations Adm. Elmo Zumwalt. Unfortunately, despite the success of the Erna Elizabeth experiment, the Navy has continued to resist the use of private merchant ships for fleet-support operations. Privately operated tugs have also proven cheaper to use than Navymancnd tugs tor the Navy's tug needs. In 1975, the General Accounting Office released a study supporting this fact. It noted that a privately owned tug could be had for $5,000 a day. This was in contrast to the $9,000 a day cost for Navy operated tugs. SIU Proposals to Navy Earlier this month, the SIU proposed to the Navy a five-point plan covering the use of private merchant ships for Naval fleet support operations. These proposals are as follows: • The Navy should cease to build non-combat support vessels for its own operations. • The Navy should gradually phase out its existing non-combat support fleet. These ships should be replaced by existing merchant vessels, or new • The new vessels should then be operated by private companies and manned by a merchant marine crew. • The Military Sealift Command should act only as the charter agent and manager of the ships' movements and cargoes. The MSG should also grad­ ually end its role as an independent manpower agent when its present ship assets reach the end of their economic lives. The SIU is not alone in the fight for an active role for the private merchant marine in military maneuvers. Marine Engineers Beneficial Association Dis­ tricts 1 and 2, the National Maritime Union and the Radio Officers Union are working with the SIU on this issue. In addition, the U.S. Maritime Ad­ ministration supports the use of pri­ vately owned ships for at-sea Naval support. As far back as 1972, Assistant Secre­ tary of Commerce for Maritime Affairs Robert J. Blackwell made this fact known. At that time, he stated: "Im­ mediate results can be obtained by phasing in existing merchant vessels to perform functions usually performed by Navy-owned ships." Bid of Foreign Flags for Alaska Oil Run Is Hit Now that oil is finally flowing through the Trans-Alaska Pipeline, Americanflag ships are lining up in the port of Valdez for their cargoes of Alaskan crude. But the SIU recently learned that one oil company is already looking for a way to use its foreign-flag tankers in the trade. Because the oil, by law, is supposed to be used in the United States, it must be carried on American vessels. This is because the Jones Act requires that American boats and ships transport all cargo between two American ports. However, a loophole in the Jones Act allows foreign ships to be used in the U.S. Virgin Islands trade to America. The company wants to take the oil from Alaska to the Virgin Islands where it would be refined and then shipped to the East Coast. But in order to do this, the company must first get per­ mission from the U.S. Treasury Depart­ ment. Letter to Treasury On Aug. 4, Frank Drozak, SIUNA vice-president protested this possibility in a letter to W. Michael Blumenthal, secretary of the Treasury. "The lan­ guage and legislative history of the Trans-Alaska Pipeline Authorization Act should be considered," as well as Delta Line to Buy 12 Prudential Ships; Will Double Fleet The SlU-contratced Delta Steamship Line of New Orleans will more than double its fleet by purchasing Pruden­ tial Lines' entire South American oper­ ation of ships and trade routes, it was disclosed recently. The sale will add 12 ships to Delta's fleet, bringing their total to 23 vessels. It will put Delta's service on all three U.S. sea coasts. The 12 ships are: • Four combination cargo-passen­ ger "M" ships which Prudential has been operating from the West Coast of the U.S. around South America. They are the Santa Mariana, Santa Maria, Santa Mercedes and Santa Magdalena. • Two C-4 freighters, the Prudential Seajet and Prudential Oceanjet, which are in service from West Coast U.S. vessels chartered from the merchant marine. • The Navy should develop perfor­ mance standards which private compa­ nies would have to meet when building future support ships for the Navy. ports to the west coast of South Amer­ ica, and • Six C-4's operating from the U.S. East Coast to the South American west coast. These are the Santa Lucia, Santa Clara, Santa Barbara, Santa Elena, Santa Cruz and Santa Isabel. Delta now plans to continue Pruden­ tial's West Coast passenger service. Delta operated three cargo-passenger ships of its own from the Gulf to South America some 20 years ago before closing out the passenger service in 1967. The sale must be approved by several Government agencies, which may take about six months. Delta hopes to finalize the terms of the sale, valued at $75 million, by the end of the year. the Jones Act in making a decision, he wrote. When Congress authorized the pipe­ line, the representatives assumed that because the oil was slated for the United States, it would be shipped under the American flag. During the discussion on the bill, many stated they were in favor of the idea because it would pro­ vide jobs for American seamen, taxes for the U.S. Treasury, and would stim­ ulate the American shipbuilding in­ dustry. Therefore, if Congress' reasons for passing the bill are taken into considera­ tion, only United States-flagships could be used in the Alaskan trade, Drozak suggested. He asked that the SIUNA be notified if any application is made to use foreign tankers in the Alaska trade. The SIUNA, which is a federation of 33 unions, would like a chance to com­ ment before the Treasury Department makes a decision. Great Lakes Contract The SIU and the Great Lakes As­ sociation of Marine Operators have agreed to extend the present Great Lakes contract until June 15, 1978. SIU Executive Vice President Frank Drozak said, however, that all in­ creases in wages and overtime nego­ tiated in the new contract will be retroactiye to Aug. 1,1977 when the old contract expired. Drozak said that the Union agreed to extend the contract "so that we will have more time to study the special problems and conditions, such as an abbreviated shipping sea­ son, encountered by Great Lakes Seafarers." He added that having the extra time "will enable the Union to win a contract that will meet the special needs of our Great Lakes members." While the present contract is still in effect, Great Lakes Seafarers will continue to receive cost of living ad­ justments according to the terms of that contract. Starting Aug. 1, 1977, Great Lakes Seafarers will receive a cost of living adjustment of 12 cents addi­ tional per hour. This brings the Great Lakes COLA increase for 1977 to 31 cents per hour, counting the in­ creases received in January and May. The increases in wages will be paid on the basis of total hours worked. As provided in the contract, the 31 cents is considered an "add-on" adjustiiient. But at the end of the calendar year, it will be permanently "rolled-in" to the rate of pay. 5. D. Cab Union Picks Officers SIU Representative Johnny Yarmola (right) installs and congratulates new officers of the SlUNA-affiliated San Diego (Calif.) Cab Drivers Union at union headquarters there. The new officers are (r. to I.): President Ed Allensworth; Vice President Bidel Orozco; Secretary-Treasurer Jeri Coffman, and Trustees Hank Hockstadter, Richard Ontiveros, Charlie Hipkins, and Richard Valdez. August 1977 / LOG / 5 �Headquarters Rep, Edward X. Mooney Retires He looks like a bishop, talks like a detective and has the likeable person­ ality of a neighborhood bartender. And it's all topped off by a freewheeling heart. He is Edward X. "Monsignor" Mooney, 60, SIU Headquarters repre­ sentative since 1961 and a member of the Union since 1944. A lot of people were sad to hear it, but Brother Mooney retired recently due to poor health. Mooney left a job as a bar manager to get his first SIU ship in 1944. After the war, he shipped on several of the old Alcoa and Bull Line passenger ships. He sailed as bartender and smoking room steward on the SS A Icoa Cavalier, and chief steward on the SS Alcoa Cor­ sair. He also sailed steward on Bull Line's SS Puerto Rico. Mooney says, "I could tell a million stories about the old passenger ships, but the really good ones are unprint­ able." Active in Union Affairs From the very start, Mooney was active in Union affairs and programs. He served as ship's delegate on a num­ ber of vessels. He also participated in the Wall St. Strike, the General Strike of 1946, the Canadian beef and the Puerto Rico longshore beef. In 1951, Mooney ran for Union office for the first time and was elected joint patrolman for the port of New York. Two years later he became assistant House Committee Passes Waterways Fuel Tax After only one week of discussion, the House Ways and Means Committee on July 25 passed a bill linking the re­ building of Locks and Dam 26 to a fuel tax. The tax on tug and towboat fuel would be four cents per gallon begin­ ning in 1979 and would increase to six cents per gallon in 1981. It would hit the commercial towing industry on the nation's inland and intracoastal water­ ways. The Committee was under a lot of pressure to push the tax through. Earlier in the month, the Senate passed a sim­ ilar bill that tied construction of a new Locks and Dam 26 to a charge for using the inland waterways. At the time. Pres­ ident Carter told the Senate that he would not approve rebuilding the Locks unless a user Ice was attached. Railway lobbyists were also pushing for a tax. During the Committcc'.s hearings on the bill. Herb Brand, president of the Transpoi^ation Institute (TI), testified. He a.sked the iiienibers to "he rational", ignore the pressures, and take their time before making a move. It isn't fair to lump the two issues together, he said, because a waterways tax would affect the entire towing indu.stry, not jiRt op­ erators using Locks and Dam 26. Rebuilding Is Urgent Brand declared that rebuilding Locks and Dam 26 was "urgent" but should be "considered on its own merits". As many of our members know, there can be days of delay at the broken down facility near Alton, 111. Brand was completely opposed to the waterway user fee. Before a tax is passed, he warned that the Committee should first study "the impact of a user charge on industries that use water transportation". They must also study the impact on consum­ ers he said. A user tax might price water transportation—which is cheap, clean. Photos for Log The crew of the SlU-contractcd USNS Columbia (Mount Shipping) sugge.sted that we print a notice about whether or not the Log can use color photos. Black and white photos, especially if they are sharp and focu.sed well, are much preferred. They reproduce better than color photos in the news­ paper. However, we can use color shots if they are very clear and sharp. Any deep sea. Lakes Seafarer and any SIU Boatman who wishes to send in photos, can address them to: Editor, Log 675 Fourth Ave. Brooklyn, N.Y. 11232 Thanks to the crew of the Colum­ bia for the good suggestion. and energy efficient—right out of the market. The Transportation Institute is a Washington, D.C.-based research and educational organization. It is composed of 140-member ship­ ping companies. All SlU-contracted tug and barge companies are members of TI. The SIU has also taken a strong po­ sition against waterways user charges and has been working hard for the re­ construction of Locks and Dam 26. Although the proposed tax is less than what the Administration wanted, both the SIU and TI feel it is harmful to the industry. Before this bill becomes a law, it must be voted on by the House Rules Committee, the House of Representa­ tives as a whole, and the Senate. Buffalo Great Lakes Dredge and Dock Co., an SlU-contracted company, will begin two dredging jobs in the Buffalo area next month. SIU members will be working on the annual dredging of the Buffalo River to remove the season-long build-up of sediment. They will also be working on a special pioject to deepen the Buffalo Harbor. Washington, D.C. There has been no action on the Locks and Dam 26 issue this month because Congress is on its August recess. Action is expected next month, however, on the Navigation Improvement Act which includes authorization of the replace­ ment of Locks and Dam 26. However, it also includes a fuel tax on users of specific segments of the inland waterways, and a study of the effects of waterway user taxes. Floor action on the bill is not likely until the week of Sept. 12 at the earliest. Port Arthur New construction is really booming in this SIU port. The new deep sea tug Explorer of Caribe Towing was recently erewed here. The company expects to put another new boat in service between Port Arthur and Puerto Rico in the next few months. In addition, two new harbor tugs will be erewed here next month—the Mary Moran of Moran of Texas, and the Titan of Sabine Towing. Needless to say, shipping is pretty good in this port. Chicago There was a lot of excitement in this port when lightning struck a grain elevator just across the Calumet River from the SIU Hall here. The grain elevator exploded with such force that windows in the building housing the SIU Hall were broken. All river traffic was held up for several days while firemen and fire tugs battled the blaze. secretary treasurer, lie held that post for eight years. In 1961, Brother Mooney was elected Headquarters representative, a post he held until his recent retirement. During his years as an SIU official, Mooney mainly worked out of the port of New York. However, he did work for two years in the port of Buffalo. And he taught a Union Education Course at the Lundeberg School in Pincy Point for a brief time. He also served as manager of the Port O' Call Bar and Nightclub in 1951-52. In more recent years. Brother Mooney helped represent the SIU's interests in the Maritime Trades Department New York Port Council, as well as in the National Maritime Council. Mooney was also quite active in rep­ resenting the Union's political interests in New York on both the local and state levels. Was Union Trustee When he retired. Brother Mooney was also serving as a Union trustee for the Seafarers Pension and Welfare Plans. He has served as a delegate rep­ resenting the SIU A&G District at every SIUNA Convention since 1953. In addition, Mooney has .served as labor representative on the Puerto Rico Wage and Hour Committee for the past 15 years. Mooney's appointments to the committee came from AFL-CIO Presi­ dent George Meany. Looking back on his life in the SIU, Mooney says, "the Union and this membership have come a long, long way since I joined. And I'm happy and proud to have been a part of it. "But as far as we have come as a successful organization, we still have a long way to go," continued Mooney. "We have a lot of important irons in the fire down in Washington, D.C., es­ pecially with respect to the Oil Cargo Preference Bill. If our industry is going to continue to expand and continue to meet the needs of its workers, we must be successful in these vital political is­ sues." Mooney added, "we have a lot of work left to do, but the SIU has always come out on top, and I don't think that's about to change." Brother Mooney now resides in Se­ attle, Wash, with his wife, Wilma. Mooney also has two offsprings, a daughter, Pat, and son, Steve, who have moved from New York to Seattle. His son, Steve ships as OMED out of Se­ attle. Does Ed Mooney have any regrets about retirement? Says Mooney, "no regrets. I've had a good life working for the SIU and now I'm going to try to enjoy my retirement years. But believe me when I say, mv heart will always be with the SIU." At Sea The SIU crew aboard the deep sea tug, Gatco Florida, report that they have carried out the last request of their late shipmate, Stephen F. "Ski" Muranski, scattering his ashes to the wind. The service took place June 10, 1977 at 1900 hours at Lat. 19-19 N and Long. 68 degrees 42' W. Padueah, Ky. Shipping has slowed down in this port due to a three-week old strike by coal miners in Kentucky and West Virginia. Much of the waterborne commerce in this area is coal transportation. At least 56,000 mine workers walked off their jobs when reductions in health benefits were announced. Ed X. Mooney 6 / LOG / August 1977 �When Leaving a Ship, Be Sure You Have a Replacement Seafarers who leave their ships before someone takes their place should think about how this affects their fellow crewmembers and their Union. They should also real­ ize that in certain cases, according to the contract, leaving a ship without a replacement constitutes neglect of duty. Disciplinary ac­ tion can then be. taken against them. When you leave a ship and there is no replacement, the other Sea­ farers must do your job. Often the work load and overtime is just too much. The crew becomes tired and strained and accidents soon fol­ low. In port, crewmembers cannot leave the ship because there are not enough people left to cover for them. Ship's maintenance is neglected. Leaving a ship when there is no replacement can mean the loss of job opportunities for all Seafarers. The SIU is fighting to keep the proper manning scales for each ship. When a ship sails shorthanded, even though this causes severe hardship, the Coast Guard Headquarters Notes and company can say the men were not needed to begin with. Shipping Rules Under the Shipping Rules, Sea­ farers on foreign voyages lasting more than six months can leave their vessel after six months—only if a replacement is available. Otherwise you must wait till the shipping articles expire. You may not leave the vessel before the six months is up. On domestic voyages you must give the proper 24 hours notice be­ fore leaving a ship. If the vessel is to arrive or depart on a weekend, you must give notice before 1 p.m. on that Friday. Violating any of these Shipping Rules means you are not perform­ ing your duties and you may be subject to disciplinary action as spelled out in the contract. However, even if you give proper notice, if no replacement is found, use your good sense— think about your brothers—and wait for a replacement before leav­ ing the ship. The Union, for its part, will be trying hard to find a replacement for you. by SIU Executive Vice President Frank Drozak July Jobless Rate Fails to 6.9% WASHINGTON, B.C. —The U.S. jobless rate for July fell to 6.9 percent from June's 7.1 percent. The U.S. Labor Department attrib­ uted the drop in unemployment to the flood of high school and college students who found jobs for the summer. "We wish that we could say these figures represent 'good news'," AFLCIO President George Meany declared. "But the cold fact is that for the last four months, the unemployment rate has plateaued because not enough jobs are being created to get the jobless back to work and to take care of a growing labor force." The Labor Department's Bureau of Statistics reported that 218,000 persons found new jobs last month. That put the official number of jobless at 6,744,000. But the AFL-CIO contends that the true rate of unemployment was closer to 9.6 million. That would make a true jobless rate of 9.8 percent. "Our figures include those too dis­ couraged to seek work as well as half of the 3.4 million who want fulltime jobs but are forced to accept parttime em­ ployment," Meany pointed out. "There should be no cheering when people are no longer counted as un­ employed only because they have be­ come so discouraged that they have stopped looking for jobs," he added. The Government's figu es showed that the jobless rate in July for 18- and 19-year olds was 15.3 percent. For all teenagers, the rate.fell from 18.6 per­ cent in June to 17.4 percent last month. For adult women, the jobless rate fell to 6.9 percent from 7.2 percent. The rate for adult men rose to 5.1 percent from 5 percent. While our members are out on a deep sea voyage, the Ships Committee is the vital link that keeps them in touch with Union Headquarters ashore. The Ships Committee is also the communication link between the crews of all SlUcontracted ships throughout the world. Each member of the Committee has a vital function to perform. Last month, we discussed the Ship's Committee chairman. This month, I would like to outline the responsibilities of the secretary-reporter and educa­ tional director on board each ship. Their duties are outlined in the SIU contracts and general union procedures. To understand how important these positions are, I first must repeat that the ship's meeting is the key to democratic Union participation for the mem­ bers at sea. For one thing, beefs on board the ship can be brought up and aired at the meeting. Union business can be discussed and every one gets a chance to air their opinion. Through the shipboard meeting. Headquarters tries to keep the members aware of what is going on back home. We send out the Log, educational pamphlets and notices of important events and decisions. With today's chang­ ing technology, an informed membership is the key to strength and growth. In turn, we expect to hear what the brothers on board have on their minds. Here is where the secretary-reporter comes in. The chief steward is the secre­ tary-reporter for the ship's committee. He keeps minutes of the shipboard meetings and forwards them to Headquarters. These minutes should be as complete as possible so that Headquarters is aware of any resolutions that are passed. Writing down the beefs that are men­ tioned is also important. Headquarters representatives go over these minutes to see if there is need for changes in the contract or other procedures. The secretary-reporter also handles all paper work involved in documenting matters brought to the attention of the superior officers. It is his responsibility to prepare a list of all crewmembers and.send the list to Headquarters. He should also write up the repair lists for the patrolman and for Headquarters. The chief electrician or chief pumpman is the permanent ship's committee education director. If there is no electrician or pumpman on board, the OEMD.'s and the engine utility are the next in line.If none of these ratings are on board, the ship's chairman and secretary-reporter should pick a qualified member of the engine department to serve. It is the education director's job to distribute and make available to the crew all the educational and other materials sent to the ship by the Union and make certain there is an ample supply of books and other reading material available. It is also his responsibility to set up and maintain all the ship's educational audio-visual equipment. The education director is extremely important. Look at it this way. Every member of our Union needs to be aware of the latest Union affairs and na­ tional and international affairs that will affect our ability to earn a living and protect our job security. A change in the Jones Act, the passage of cargo pref­ erence legislation, whether or not natural gas comes down from Prudhoe Bay, Alaska through an all-Ameriean pipeline—these issues can mean the difference between no jobs in the future and plenty of jobs for everyone. All of these issues are clearly explained in the Log and other materials that Headquarters sends to the ships. Even though he may be away at sea much of the time, a well-informed Sea­ farer can back up the Union in its struggle to represent his interests on Capitol . Hill. When he goes home, his family, friends and neighbors want to know what he thinks. The ship's education director should have this in mind when he performs his duties. I Editor, Change of Address Or New Subscriber SEAFARERS LOG 675 Fowrtti Ave., Brooklyn, N. Y. H232 I would like to receive the SEAFARERS LOG—please put my name ou -* i.'v i your mailing list. (Prim information) • NAME A- ^ , •J: ADDRESS CITY STATE ' '. 'T: ZIP. ,-^7' .A- SIU members please give: Bk # Soc. Sec. # /TO AVOID DUPLICATION: If you are an old subscriber ^ have a change of address, please give your former address below or send mailing-label from last issue received. ADDRESS CITY .... STATE ZIP. Seventy-one cents of every dollar spent in shipping on American-flag vessels remains in this country, making a very substantial contribution to the national balance of payments and to the nation's economy. Use U.S.'-flag ships. It's good for the American maritime industry, the Ameri­ can shipper, and America. August 1977 /LOG/7 �SmPPtNG The Lakes Picture DETROIT The big news in Detroit and all Lakes halls this month is the United Steelworkers Union strike at 12 iron ore mining and processing plants in Minnesota and northern Michigan. As a result of the strike several SlU-contracted orecarriers have been laid up due to lack of cargo. Ships crewed by unlicensed sailors of the Steelworkers Union have been laid up as well, although that divi­ sion is not on strike. Iron ore workers walked off their jobs Aug. 1 because of grievances on local issues and working conditions. The strike is the first since the experimental negotiating agreement was adopted by the United Steel Workers and the steel industry in 1973. This agreement bars nationwide strikes on economic issues but permits stoppages on a plant level over local issues. During the first week in August, four ships of the SlU-contracted Kinsman fleet laid up: The Paul Tietjen, Merle McCurdy, Henry Steinbrenner and George Steinbrenner. The George Steinbrenner probably would have laid up anyway because it is old and may be scrapped. The American Steamship Co. is using the time to send the SlU-contracted Roger Kyes to a Chicago shipyard for repairs. FRAIVKFORT This summer the passenger business has been picking up on the SlU-contracted carefcrry Viking, which has been shuttling private cars and trailers between Kewaunee Point, Wise, and Frankfort, Mich, in addition to the usual load of railroad containers. The increase in passengers is probably due to ConRaiTs advertising the ferry run and publishing a schedule for the first time in several years. The ferry makes two round trip runs a day averaging between thrcc-and-ahalf to four hours each way. To drive around Lake Michigan between the two points would take 10 hours.Vacationers ride the boat to save time and do some­ thing different. The Chief Wawatan left for its Coast Guard five-year inspection, July 21. The inspection will be done in Sturgeon Bay, Wise. Personals Ommaney Bay C.V.E. 79 Crew All who served on the Ommaney Bay C.V.E. 79 that was sunk in the Pacific Ocean 33 years ago—there is going to be a reunion. John Mitchell asks that you contact him at Box 127, Phelps, Wise. 54554, (715) 545-2730. Albert Schwartz, Tom Reynolds Mr. and Mrs. Fred Anderson, the parents of Ward Anderson, ask that you contact them at Box 425, Keene, Tex. 76059. Charlie Gard Chris Killeen asks that you contact him as soon as possible at 926 Monroe, Scranton, Pa. 18510. Marshall M. Bennett Your wife Nancy asks that you con­ tact her at (516) 226-8535. You can call collect. Herbert T. Archer Your daughtei Annette asks that you contact her at 1718 E. Trey Way Lane, Corpus Chrisli, Tex. 78412. Earl T. Holman Please be so kind as to call the editor of the Log collect at (212) 499-6600, ext. 242 or 243. Joseph A. McDougall Your daughter Jacy asks that you contact her at 5603 Haywood St., Houston, Tex. 77016. 8 / LOG / August 1977 The new 1,000-ft. ore carrier M/V Belle River laid up July 29 shortly after her launching. Some plates were damaged, probably during^ the-launching, and the ship had to be drydocked. The SIU crew was laid off as of Aug. 5, but all hands were scheduled to return in late August for the maiden voyage. * * * Massive flooding of the cargo hoid because of leaky hatch covers was respon­ sible for the wreck of the Edmund Fitzgerald according to a Coast Guard board of inquiry. However "Seafarers on the Great Lakes aren't buying the story," SIU Detroit Port Agent Jack Bluitt said. The Fitzgerald sunk during a storm on Lake Superior Nov. 10, 1975 and was later found broken in half at the bottom of the lake. At a news conference in Cleveland, Aug. 2, when the report was released, Capt. J. A. Wilson, a member of the inquiry board, said that the captain and the crew didn't notice the leaking hatches because they were concerned with repairing damaged ventilators. He added that most of the Lakes ships inspected in 1976 had similar prob­ lems with hatch covers that were not watertight. He said the lips or coamings on which the hatch covers fit and clamps which hold the covers in place are often damaged during routine loading and unloading. Port Agent Bluitt said he doubted that the captain and crew would not notice leaking hatch covers. "Any experienced sailor, even a greenhorn deckhand, knows to check the hatch covers during a storm. The captain was in the wheelhouse and when he spoke to the other ships he didn't seem alarmed. If the hatch covers were leaking he would have been able to see it because he was situated in the bow." Bluitt explained that if there were not enough unlicensed men available to deal with the situation that was because of the low Coast Guard manning cer­ tificates. Several years before the accident, the Coast Guard eliminated three deck watchmen (one per watch) leaving only three deckhands who worked on the day shift. (The Fitzgerald went down around 3:30 in the morning.) He thought overloading was the real cause of the wreck. "During the past few years the Coast Guard regulations regarding load lines for ships in the Fitgerald's class were changed allowing them to ride three feet deeper in the water," he said. The Coast Guard permitted the Fitzgerald to load much deeper than had been thought safe at the time of its construction. "When the ship ran into a heavy sea and the bow went under, then the cargo would shift to the bow and the ship would not be able to rise again," he explained. The board of inquiry seemed to recognize this and recommended that regula­ tions be changed back to the pre-1969 loading standards. However, Coast Guard Commandant Owen Siler rejected the proposal. At the news conference, Capt. Wilson also denied that overloading was a factor in the accident. Siler said he may require the entire Great Lakes fleet of about 160 bulk carriers to have watertight bulkheads dividing the cargo hold, as the board of inquiry recommended. Then, if one area flooded, others would not and the ship would stay afloat. However in the past other boards and the maritime unions recommended the same thing, but (he Coast Guard never adopted the proposal. Whether Siler will really demand watertight bulkheads remains to be seen. The Edmund Fitzgerald was not an SlU-contracted vessel although the steward, R. Ralph C. RafTerty, was an SIU brother. Dispatchers Report for Great Lakes JULY 1-30, 1977 *TOTAL REGISTERED All Groups Class A Class B Class C TOTAL SHIPPED All Groups Class A Class B Class C DECK DEPARTMENT Alpena Buffalo! Detroit:^ Duluth;^i chicagbs^:^...: Totalis - Alpena Buffalo Cleveland Detroit . . Dulutfi . . Frankfort Chicago . Totals . Alpena . ; Buffalo . Cleveland Detroit .. Duluth . . Frankfort Chicago . Totals . . Alpena Buffalo Cleveland Detroit' Duluth Frankfort ;i!{«©hicago. Totals Totals All Departments *"Total Registered" means the number pf men who actually registered for shipping at the port last mos ""Registered on the Beach" means the total number of men registered at the port at the end of last month **REGISTERED ON BEACH All Groups Class A Class B Class C �Interior Committee for consideration; favorable action is expected. Manganese nodules, potato-shaped formations found on the ocean floor, contain copper, nickel, cobalt and manganese. They could provide important resources for the United States. Several American companies have already de­ veloped the technology to scoop up the nodules, but they want Congress to insure their investments against losses which could be caused by future treaty terms. During mark-up of H.R. 3350, Representative John Murphy (D-N.Y.) of­ fered an amendment requiring mining vessels instead of ore carriers to be U.S. documented. He explained that it is more important for the mining vessel to be under U.S. control than the carriers, because the mining vessel is far more technologically advanced. He also noted that construction and operation of the mining vessel involves many more jobs than an ore carrier. The amendment was passed by a 12-6 roll call vote. There has been no action in the Senate. OIL RESERVES Congress is in recess for the month of August. Both houses will return on Sept. 7. CARGO PREFERENCE The House Merchant Marine and Fisheries Committee voted out H.R. 1037 Aug. 2, after a full day session of considering amendments to the bill. Robert Blackwell, assistant secretary of Commerce for Maritime Affairs, testified three times during the week ending July 29—twice before the House committee and once before the Senate. Blackwell te.stified for the Administration in favor of a requirement that the formula be 4.5 percent in the beginning, increasing one percent each year until it reaches 9.5 percent maximum. He said that without the legislation, there is danger of a massive transfer of ships to foreign registry. He noted that after President Ford vetoed the Cargo Preference Bill in December of 1974, the Maritime Administration (MARAD) received a number of applications to transfer foreign. H.R. 1037 will guarantee for the first time that a percentage of commercial cargo be reserved for U.S.-built and manned vessels. The program will generate jobs for seamen, shipyard workers and other related industries, and has long been a top legislative priority of the SIU. H.R. 1037 is expected to go to the House Rules Committee when Congress returns fr^m its August recess, where it will be cleared for floor action. The Senate Commerce Committee will hold its mark-up after the recess. Federal Energy Administration officials have announced that the first oil is now being placed in an underground salt dome ,near Lake Charles, La. This oil will serve as a reserve to be used only in an emergency. Strategic petroleum reserves were ordered in Dec. 1975 by Congress. Lake Charles is one of eight sites being used along the Gulf Coast. The sites are located in Texas, Louisiana, Ohio, and Kentucky. President Carter expects that the reserve, when completed, will make it pos­ sible for the United States to withstand a serious supply interruption for 10 months. Under the requirements of the strategic petroleum reserve porgram, 50 per­ cent must be carried in U.S. ships. SENATE CONFIRMATION HEARINGS FOR DASCHBACH Richard Daschbach, staff counsel to the Senate Committee on Commerce, Science and Transportation, was nominated July 26 to fill a vacancy on the Federal Maritime Commission. This vacancy was created by the retirement of Ashton Barrett. Hearings were completed Aug. 2 and confirmation by the Senate followed. Daschbach, a graduate of Georgetown University Law School, served as a staff assistant to Senator Russell B. Long from 1963 to 1968. He then served as Washington counsel to the Gulf South Research Institute from 1968 to 1969. At that time he was retained as staff counsel by the Senate Commerce Committee. LOCKS AND DAM 26 AND USER CHARGES The House Public Works and Transportation Committee and the Ways and Means Committee have concluded mark-up of H.R. 8309. This bill would authorize replacement of Locks and Dam 26 and would impose a fuel tax on shallow-draft traffic on 26 major inland and intracoastal waterway segments. If passed, the bill would impose a fuel tax of four cents per gallon, beginning Oct. 1, 1979, on commercial shallow-draft cargo vessels using inland and intra­ coastal waterways. The tax would be increased to six cents per gallon in Octo­ ber 1981. In another version, H.R. 5885, the Senate tied together waterway user charges and reconstruction of Locks and Dam 26. This caused a protest that tlie charge was a tax, and therefore could only originate in the House of Representatives. H.R. 8309 has been sent to the Rules Committee and should go to the House floor in September. DEEP SEABED MINING A bill to regulate taking of minerals from the deep ocean cleared the House Merchant Marine and Fisheries Committee'July 28 and now goes to the House Legal Aid In the event that any SIU members have legal problems in the various ports, a list of attorneys whom they can consult is being published. The mem­ ber need not choose the recommended attorneys and this list is intended only for informational purposes: The following is a list of recom­ mended attorneys throughout the United States: HOUSTON, TEX.—Combs, Archer & Peterson Americana Building 811 Dallas Street Houston, Texas 77002 Tele. #(713) 659-4455 SAN FRANCISCO, CALIF.Jennings, Gartland & Tilly Crocker Plaza 1 Post Street, Suite 2600 San Francisco, Calif. 94104 Tele. #(415) 781-1854 ST. LOUIS, MO.- -Grucnberg & Sounders 721 Olive Street St. Louis, Missouri 63101 Tele. #(314)231-7440 NEW ORLEANS, LA.—Dodd, Barker, Boudreaux, Lamy & Gardner 1400 Richards Building 837 Gravier Street New Orleans, Louisiana 70112 Tele. #(504) 586-9395 NEW YORK, N.Y.—Schulman, Abarbanel & Schlesinger 350 Fifth Avenue New York, N.Y. 10001 Tele. #(212) 279-9200 BALTIMORE, MD.—Kaplan, Heyman, Greenberg, Engelman & Belgrad Sun Life Building Charles & Redwood Streets Baltimore, Maryland 21201 Tele. #(301) 539-6967 SPAD is the union's separate segregated political fund. It solicits and accepts only voluntary contributions. It engages in political activities and makes con­ tributions to candidates. A member may voluntarily contribute as he sees fit or make no contribution without fear of reprisal. Seafarers are urged to contribute to SPAD. It is the way to have your voice heard and to keep your union effective in the fight for legislation to protect the security of every Seafarer and his family. A copy of our report is filed with the Federal Election Commission and is available for purchase from the Federal Election Commission, Washington, D.C. TAMPA, FLA.-—Hamilton, Douglas & Bennett 101 East Kennedy Boulevard Tampa, Florida 33602 Tele. #(813) 223-3991 LOS ANGELES, CALIF.—Bodle, Fogel, Julber, Reinhardt & Rothschild 5900 Wilshire Boulevard Los Angeles, Calif. 90036 Tele. #(213) 937-6250 MOBILE, ALA.—Simon & Wood 1010 Van Antwerp Building Mobile, Alabama 36602 Tele. #(205) 433-4904 DETROIT, MICH.- -Victor G. Hanson 19268 Grand River Avenue Detroit, Michigan 48822 Tele. #(313) 532-1220 FALL RIVER, MASS.- -PatricK H. Harrington 56 N. Main Street, Bennett Bldg. Fall River, Mass. 02720 Tele. #(617) 676-8206 SEATTLE, WASH.—Vance, Davies, Roberts, Reid & Anderson 100 West Harrison Plaza Seattle, Washington 98119 Tele. #(206) 285-3610 CHICAGO, ILL.—Katz & Friedman 7 South Dearborn Street Chicago, 111. 60603 Tele. #(312)263-6330 August 1977 / LOG / 9 �SlU Crews Manhattan Island, First Private'V •-= She looks like a ship. . • , loaded draft >s deep sea i„ in harbors. S.«-S". all possible. connected torwa ;«clude two hinge systems w ^ Recently !>"'• hydraulic ramsJhejams^^^^ the Manhattan Island I Opening or vately constructe . 5j,g was an opposing sudden impa propelled hopper d«d8e_ ^ closing of the hull. , ^ ^ j^oi^the Lltby North AmerrcanTrarUng trolled dumping P"»f up to hull bottom at Xhes. a maximum of 16 feet, SIX in Surprises Many but in every respect, shes o ...,r!:rasy technology- lenethwise into that her technology surprises n^ £^rs'r-stisrssss;sns ships as Ihird male on Henry Poulsen, lirst engineer, taltdng to the bridge10 / LOG / August 1977 the Manhattan Island. Leroy Piatt, captain. '•4 •lUi �Constructed, Operated Hopper Dredge J. A. Smith, welder, tries out the drag tenders seat in the wing console. veteran mariners who see her in ac­ tion for the first time. The top to bottom SIU crew is now on training runs out of Gulfport, Miss. Several described how nearby boats often circle around her in shock and concern when she opens her hull at sea. She is an impressive dredge on measurements alone. Her hopper capacity is 3600 cubic yards. Two dredge pumps, each with a 27-iiich suction pipe diameter and 24-inch discharge pipe diameter, together work at 1700 hp. Dredging capacity is 70 feet and total hp is 6750. The Manhattan Island is a mile­ stone in the history of dredging in this country. She represents a strong Steward/Cook Mario Bruschini unloads the dish­ washer in the dredge's modern galley. commitment by the industry to the development of a privately operated dredging fleet to work with the U.S. Army Corps of Engineers. This Important development has had the long-standing support of the SIU. The Union has worked hard backing legislation which would in­ creasingly allow private industry to bid for Federal dredging projects. Hearings on this legislation are being held in the U.S. House of Represen­ tatives. Passage would mean that the Man­ hattan Island, now one of a kind, would be the first of her kind. She points the way to more job oppor­ tunities and bigger and better devel­ opments in the dredging industry for the SIU membership. First Mate Ray Hurst, left, strikes a friendly pose with AB Norman MacBean. MacBean is a 1974 graduate of the Harry Lundeberg School. A view of the 3600 cubic yard capacity hopper which splits open for dumping through an hydraulic hinge and ram system. August 1977/LOG/11 �Grand Isle, La. Corpus Christ!, Tex. Five big oil companies are planning to build a $1-billion deepwater Gulf oil port for supertankers 18 miles off this island by the 1980s. Early this month they signed a U.S. Department of'Transportation license agreement for that port called the Louisiana Offshore Oil Port (LOOP). The license requires the oil biggies to begin building by Jan. 17, 1979. By 1984 the port must be able to handle 1.4-million barrels of crude daily. The port's top capacity would be 3.4-million barrels a day to be stored via under­ water pipeline in the Clovelly Salt Dome near Galliano, La. This will be the first deepwater port to be built under the 1976 Deepwater Ports Act. The five oil companies in LOOP are Ashland Oil, Marathon Oil Pipeline Co., Murphy Oil, Shell Oil, and Texaco. This port is in the race to build the first onshore supertanker oil port in the Gulf. If the U.S. Army Corps of Engineers gives the go ahead soon, construction could start at the beginning of 1978 financed by revenue bonds. Freeport, Tex. A similar $750-million deepwater oil port, Seadock, slated to be built 26 miles off this southeast Texas port, has been stalled until Oct. 29. By then six companies have to come up with new partners and financing. They are Cities Service, Continental Oil Pipeline Co., Phillips Petroleum Co., Crown Central Seadock Petroleum Pipeline Corp., Dow Chemical, and Shell Oil. Seadock calls for installations where supertankers could discharge 2.5million barrels of oil daily into a submarine pipeline to shore tanks. In case private capital can't be raised to build the superport by the Oct. 29 deadline, Texas Gov. Dolph Briscoe has signed into law the Superport Authority Bill which would allow the state to issue up to $750-million of tax-exempt revenue bonds to build the project if private firms fail to build it. The bonds would be repaid entirely from payments from oil companies using the superport. The State Legislature would be prohibited from spending state money on the project. ST Transeastern, ST Erna Elizabeth The ST Transeastern and the ST Erna Elizabeth (both Seatrain) have been chartered by Standard Oil Co. of Ohio (SOHIO) for a year to move Alaskan oil. SS Transindiana The containership SS Transindiana (Seatrain) starting Sept. 18, will carry U.S. Department of Defense general cargo to the U.S. Naval Base at Guantanamo Bay, Cuba. The 14-day voyages will start in the port of Norfolk. Washington, D.C. MARAD is warning U.S.-flag ships to exercise caution while in Cuban waters. Vessels may be stopped and boarded by Cuban military personnel unless ships take care of their positions in regard to Cuba's 12-mile territorial sea limit. The U.S. Maritime Administration says Cuba was "vigorously enforcing" a 12-mile limit, but because it is laid out on straight baselines, in some areas the limit extends 20 miles outward from the coast. Paris, France The Organization for Economic Cooperation and Development (OECD) has asked its 24 government members to take all possible action to confront the problems raised by substandard ships. These vessels are largely found sailing under flags-of-convenience. The group noted "the growing concern among maritime and coastal states of the dangers which are posed in the fields of maritime safety and marine pollution by ships which do not meet internationally agreed standards." The OECD recommended that all member countries "undertake all necessary measures to give full compliance within their jurisdictions to the minimum standards and procedures" laid out by the following: (1) International Labor Organization (ILO) in its 1976 convention on the manning of ships and (2) the various Intergovernmental Maritime Consultative Organization (IMCO) con­ ventions on ship design, maintenance, safety and anti-pollution provisions. Washington, D.C. The week of Sept. 5-10 has been designated "Union Label Week' by the AFL-CIO and its national Union Label Service Trades Department. "Union Label Week" will remind^consumers of the importance of buying union-made products and of using services bearing the union label. SS Mayaguez Sea-Land Service President Charles I. Hillzheimer presented the ship's bell and copies of the ship's log of the containership SS Mayaguez—rescued by the U.S. Marines from Cambodia two years ago—to Gen. Louis H. Wilson, Marine Corps commandant. The items are for display in the Corps Historical Center in the Washington, D.C. Navy Yard. In presenting the bell and log extracts, Hillzheimer said: "We will always be grateful to the hundreds of Marines whose intense bravery made possible the safe return of the Mayaguez and her crew." ST Overseas Chicago This SlU-contracted tanker will be operated by First Shipmor Associates. Built by Maritime Overseas Corp., the brand new ship is being used in the Alaska oil trade. Frank Travis Is Shipping Out As Second Assistant Engineer You have to admire people like Frank Travis. He's a guy who never got much of an education. In fact, he only completed the seventh grade in school. Yet, this month Seafarer Frank Travis, 49, stepped onto the tanker, Monticello Victory, as a second assist­ ant engineer. And if all goes well for him, in a few years he will be shipping out as chief engineer. As might be expected. Brother Travis always felt that his lack of education would stop him from getting a marine license. But as it turned out. the only thing that was holding him back from getting that license was the fear that he couldn't pass the test. Brother Travis started his sailing ca­ reer in 1945 shipping out as a wiper on an Army transport. He was only 17 at the time. Three years later, he joined the SlU and continued to ship in the black gang. Travis recalls, "1 often thought about getting a marine license. But I just kept talking myself out of it because I didn't have an education." The turning point for Broth'^r Travis came in 1970. He remembers, "there 12 / LOG / August 1977 was a shortage of engineers then be­ cause of the increase in shipping during the Vietnam War. At the time I was sail­ ing pumpman." He adds, "Bob Mathews (retired SlU vice president) encouraged me to try to get my license. He said he was sure I could do it. He had more confidence in me than I had ii; myself." Brother Travis, who hadn't been in a classroom in nearl> 30 years, took the advice. He enrolled 1 the MEBA Dis­ trict 2 School of Ma ine Engineering and Navigation in Brooklyn, N.Y. do the trick. I went back to sea for three months, then returned to Jhe School. I still had trouble with math, but this time I passed my test. It was a great feeling." Brother Travis went back to the Dis­ trict 2 School earlier this year to pre­ pare for his second assistant's exam. He passed the test in February. Travis, who still maintains his SIU book, had high praise for the Engineer's School and its staff. He said, "the Coast Guard tests are rough, but the people at the School will make sure that you are ready and able to pass the exam." Terrible Trouble With Math "Real Career Opportunities" Travis recalls, "I had terrible trouble with my math, and I actually failed my Coast Guard test for third assistant en­ gineer the first time I took it." He continued, "even though I failed, I felt that a little more training would Brother Travis, who lives in Mindenn. La. with his wife, Bobbie, also had some words of advice to younger SIU members. He said, "today's mer­ chant marine has real career opportuni­ ties for young people. With a little effort and determination, a young seaman can advance to the top very quickly." He added one more thing. "I only wish these opportunities existed back in the early 50's." DEEP SEA Frank Travis �Boatmen From 3 Gulf Companies Discuss Upcoming Contracts PINEY POINT, MD. — Delegates from three SlUrContracted Gulf Coast towing companies talked about what they would like to see in their next con­ tracts at a meeting at the Lundeberg School, Aug. 15-17. In addition to going over a list of proposals from their fel­ low workers, they discussed the eco­ nomics of the towing industry with SIU officials. Four rank-and-file delegates from the New Orleans-based Orgulf Transport attended. Orgulf engages in river tow­ ing. There were three delegates from Red Circle Transport of New Orleans, which is an offshore towing company. Two delegates came from the ship dock­ ing company. Mobile Towing of Mobile, Ala. The present contracts for the three firms expire in the last half of Septem­ ber. The representatives from the three companies asked the SIU Contract De­ partment to try to get them the industry­ wide vacation plan, improved welfare benefits, and wage increases. They agreed that having the standard lan­ guage for each type of operation in the contract was high on the list of priori­ ties. They also want to tie-in their con­ tract expiration dates with that of other SIU companies engaged in similar oper­ ations. Having standard language and having all contracts expire at the same time would make negotiations easier in the future. In addition, there were proposals for work rules covering the special condi­ tions at each company. Lucille Thompson, cook, presents the views of the Orgulf Transport Rank and File Committee. E. D. Kittrell, AB, reads the recom­ mendations of the Mobile Towing Rank and File Committee. Going over contract proposals are (clockwise, starting from front center): SIU Vice President Frank Drozak (back to camera); SIU Inland Coordinator Chuck Mollard; Lucille Thompson, William O'Donoghue, and Jeff Gremmilion from Orgulf Transport; Nick Lomas, George Bodden and Nick Scopolites from Red Circle Trans­ port; and SIU New Orleans Patrolman Jim Martin (sitting against the wall). Continuing around the table are: HLSS Vice-President Mike Sacco; W. L. Broadus, Mobile Towing; SIU Mobile Port Agent Gerry Nick Lomas from Red Circle Towing tells the dele­ Brown; E. D. Kittrell, Mobile Towing; SIU St. Louis Port Agent Mike gates about the contract ideas from his company's Woriey, and Frank Smith, Orgulf Transport. Rank and File Committee. Carter Bids Congress Put Teeth^ Speed in NLRB Act Federal law supposedly protects the right of many workers to organize unions and bargain collectively with their employers. In reality though, it is easy for companies to break the law and get away with it. Long delays in the operations of the National Labor Relations Board (NLRB) are partly to blame. Besides that, the law has no bite when it comes to punishing bosses who violate work­ ers' rights. The NLRB supervises union elections and collective bargaining. Relief may now be in sight. In July, President Jimmy Carter sent Congress The Hinton, Brand New SiUControcted Boat The Hinton, a brand new, 1800 hp. twinscrew tugboat, just arrived at the docks of Ma­ rine Contracting & Towing in Charleston, S.C. this month. The new tug brings the fleet of this recently SlU-contracted company up to seven boats. The Hinton came out of the Multi-Marine Shipyard in Mor­ gan City, La. She was built up to all modem standards as set by the American Bureau of Shipping (ABS-Class A-1). several proposals for making the Na­ the National Labor Relations Board tional Labor Relations Act more effec­ more efficient, it would be expanded tive. His program for reforming the 42from five to seven members. The new year-old labor law has the support of members could help with the growing the AFL-CIO. Officials and members case load. Rules for elections would be of n..: iy different unions have been ap­ streamlined. pearing in Congress to testify about in­ Without resorting to the courts, the equalities in the present law. NLRB would be allowed to impose Labor law reform has been one of 'penalties such as double back pay to the major goals of the AFL-CIO. workers who were illegally fired for Here are some of the problems they union activities. This back pay would spoke about. not be affected by any wages the worker earned in the meanwhile at another job. • After workers sign pledge cards Also, the board would be required to and file for an election, they are frus­ trated by a two month wait before the vote takes place—sometimes 10 months if there are complications. During this delay, workers who are in favor of the union are often illegaliy fired and intim­ Your Union has successful idated. in having approximately 25 SIU ves­ sels engaged in the transport of • Getting reinstated on the job with Alaskan oil directly to various U.S. back pay can take years. Right now, ports, or via transfer to storage ves­ the t|,ack pay process must go through sels off the coast of Panama. the courts. Employers have learned that it is cheaper to hire lawyers to delay Although these vessels will be the case than to obey NLRB decisions. signed on for twelve (12) months • Even when unions win an election, articles to meet the routing of vessels a company can get away with refusing by the chartering parties, every ef­ to bargain for the first contract—even fort will be made to schedule regular though this is illegal. For example, payoffs between 60 and 90 days, de­ workers at seven J. P. Stevens textile pending on the practicality of die plants in Roanoke Rapids, N.C. voted situation. for union representation three years Because of dils unique operation, ago. They are still without a utiion con­ crewmembers desiring to payoff tract. prior to the termination of articles may do so by providing a twentySpeedy Elections Needed four (24) hour notice to the Masier Carter's proposals would make prior to the vessePs arrival in port speedy elections a top priority. To make seek court injunctions against employ­ ers who violate the law. At present, the board is only required to seek injunc­ tions against unions. Denying Federal contracts to firms that disobey NLRB decisions would be one of the most important new rules. ^As a case in point, the Department of Defense recently awarded J. P. Stevens a $3.4 million contract for cloth for Army and Air Force uniforms. The Stevens firm got the contract although it has repeatedly violated the nation's labor laws. NOTICE TO ALL DEEP SEA MEMBERS provided he has a replacement. On weekends such notice is required not later than 1 p.m. on Friday. Crewmembers will only be paid off in continental U.S. ports. Vessels specifically engaged in this trade shall receive the same time off and transportation provisions as ap­ ply to coastwise vessels re^rdless of whether they are on coastwise or foreign articles. The continued use of SIU vessels in this operation will depend on the performance exhibited by the crews. Your job security demands proper performance. Before accepting a job on these vessels give proper con­ sideration to the limitations of shore leave, particularly on diose vessels operating between Valdez and Panama. August 1977/ LOG / 13 �Mark Gilbert, deckhand on the towboat Skimmer (Radcliff), pauses for a coffee break. The boat was in Mobile Bay, Ala. Here is part ot the crew of the Mobile-based Skimmer. From the left are: Henry McCormack, deckhand; Marvin Flowers, deckhand; Kurt Kennedy, deckhand; Thomas Stevens, second engineer, and Ray Brown, captain. Boatmen Servicing The Atlas (Sabine Towing) was serviced during the sweep through Mobile Bay. Left photo: Clarence Ladd, pilot. Right photo: The crew meets with Union representative. From left are: Clayton Lawrence, deckhand; Willy R.'short," deckhand; Tom Glidewell, SlU Patrolman from Mobile; and Arne E. Carlson, captain. Boatmen talked about the local towing industry on board the Seafarer (Mariner Towing) while It was In Tampa, Fla. Pictured (I. to r.) are: Dave LeBarron, SIU representative from the Great Lakes; W. R. Wyatt, captain; Ronald Russell, AB; John R. O'Reilly, mate; G. Triguero, cook, and Joe Perez, SIU patrolman from Houston. DIXIK PROGRKSS 14 / LOG / August 1977 •• « J / .- Deckhand Jeff Dailey ties up the pusher towboat Genie (Radcliff) in Mobile. .ATI. AS r 1!, Mississippi, Alabama and Florida were the latest stops in the SIU's pro­ gram of dispatching teams of Union representatives to service tugs, dredges and towboats in the SIU's inland fleet. During the last week in June and the first week in July, six SIU rep­ resentatives split into two-man teams and met first hand with SIU Boatmen aboard 62 pieces of equipment in the Gulf. The servicing teams made the members aware of the many pro­ grams the Union has for inland Boatmen. Answering questions and SEAFARER �While In Tampa, Fla., Dave Le Barron, SlU representative from the Great Lakes (back to camera) had a chance to rap with crewmembers of the Dixie Progress (Dixie Carriers). They are (I, to r.): Paul Soper, engineer trainee: Marty Coyne, cook, and Morgan Hansen, mate. ABs Richard McEvoy (I.) and Alvin Edison work on the harbor tug Dorado (Caribe) in Jacksonville, Fla. Sweep Continues in Gulf explaining benefits and political ac­ tion, the representatives gained new support from the membership and greater unity for the Union's inland goals. Many of the SIU Boatmen from the serviced boats decided to attend the sixth Boatmen's Educational Conference the following week at Piney Point, Md. There they gained greater insight into the operations of the Union and a direct chance to par­ ticipate in its activities. After discussing the latest Boatmen's Conference, there is time for a photo on the deep sea boat Defender (Caribe) which docked in Jacksonville. Sitting around the galley are (from the left): SIU New Orleans representatives Don Tillman and Lou Guarino; Captain Charles Bishop; AB S. Krawezynski; Second Mate Carl Hubner; Cook Bill Durham; Trainee Engineer Jay LeCiair; Chief Mate John Baucom; AB L. A. Davis; OS Roman Williams, and Chief Engineer Dick Jerry Parnham (r.) thanks Capt. Charles Bishop for saving his life. While the Defender was en route from San Juan to Jacksonville, the crew rescued Parnham when he had to ditch his plane at sea. DORADO The galley is a popular spot with the crew of the towboat CZ/pper. From left are: Captain R. Gardiner; AB George Critch; Engineer Jim Daisey (a member ol MEBA District 2). and AB Jack McDermott. The Mariner Towing boat was docked in Pascagoula, Miss. While dockside in Jacksonville, SIU Rep. Don Tillman (I.) signs up Michael "Taco" Sanchez for upgrading at the Lundeberg School. Brother Sanchez is an engineer with Caribe Towing. Cl-IPPKRrWITH BARGK 0>CEA,rS 262 August 1977 / LOG / 15 �"The most effective union is one based on a well-informed member­ ship," HLS Vice-President Mike Sacco told the Conference delegates. "There's only one way for the SID to go—and that's up," Mobile Port Agent Gerry Brown said. "And there's only one way to do it—unity." To his right is Carolyn Gentile, SID Special Counsel. Brother Robert Davis, a captain with Sabine Towing studies some of the Union literature which each delegate received at the Conference. 6th Boatmen s Conference The largest group of Union delegates to attend the recent series of Boatmen's Educational Conferences, began their work on July 10 in Piney Point, Md. The sixth Conference at the Harry Lundeberg School was attended by 36 delegates from 12 SlU-contracted in­ land companies based in Alabama, Mis­ sissippi and Florida. Previously, the largest group to at­ tend the Conferences numbered 23. The 36 delegates had only a vague idea of what was in store for them in the week ahead. Most had never seen the School. All had brought with them ques­ tions, comments or criticisms about what the Union was doing for the mem­ bership. E. D. Kittrell, who works for Mobile Towing, was an active participant at the Conference. Dorothea Constas, an attorney in the SlU Legal Department, makes some notes at the Conference. Captain "Pee Wee" J. Butterworth, Dixie Carriers, joined in the discus­ sion. Brother Charles Mull, a mate with Caribe Towing, makes a point during one of the Conference ses­ sions. 16 / LOG / August 1977 SlU Inland Coordinator Chuck Mollard explained the many Government agencies and committees fhat have a hand in maritime affairs "We all have to be involved in the Union," Captain Ralph Gardner, Mariner Towing, said. Frank Edmonds, an AB with Mobile Towing told of his participation in the 1947 Wall Street beef during the session on Union history. �New SlU members who also took the oath and received their books are, i. Jim Franceschi, chief mate (Caribe); Lonnie Gartman, welder (Radciiff), viames Byrd, engineer (Caribe). SID Vice-President Paul Drozak (1.), Chairman of the Conference, administered the swearing in oath for new SlU full 'A' book member Clifford James, a cook with Radciiff Materials. Held at Lundeberg School "We are trying through these Con­ ferences to let you know what you have in the SIU," Paul Drozak, SIU vice president and chairman of the Confer­ ence told the group on the first day of the meetings. All 36 delegates knew what it means to be an SIU member at the end of the week. It was a week filled with down-toearth discussions, slide and film pre­ sentations and question and answer sessions. There were also tours both of the School and of maritime labor and in­ dustry headquarters in Washington, D.C. Conference delegates from Radciiff Materials included Roger Nunn (I.). leverman, and Joel Robinson, oiler. INLAND A highlight of the Washington trip for the delegates was a visit with Congress­ man Jack Edwards (R-Ala.) in his House of Representatives office. / Willie Lee James, a Radciiff leverman, enjoyed a chance to visit the Halls of Congress during the delegates' trip to Washington, D.C. The delegates got a thorough picture of current maritime issues from Richard Saul, standing left, of the Transportation Institute, a Washingtonbased research and educational organization for the maritime industry. George Critch, a mate with Mariner Towing, reads about towing industry news during the delegates' visit to the Maritime Trades Department in the AFL-CIO Building in Washington. August 1977 / LOG / 17 m �Carter Mulls Alaska Gas Pipeline Route On or about Sept. 1, 1977, Presi­ dent Jimmy Carter will make one of the most important decisions of his young Administration. At that time, he will decide whether a proposed natural gas pipeline will take an all-Alaskan (all-Ameri­ can) route, or a trans-Canadian route. The pipeline will originate on Alaska's North Slope. For the sake of this nation's eco­ nomic and job situation, we sincerely hope the President will endorse an all-American line. We are not alone on this issue. The AFL-CIO Executive Council has voted its complete support for the all-American project. So has the AFL-CIO Maritime Trades Depart­ ment. In addition, at least six State Leg­ islatures have passed resolutions calling for the all-American pipeline route. As we see it, the most important is­ sue at hand involves jobs, and lots of them, for American workers. • Another 540 tugboat and shoreIf the President decides on the allAmerican delivery system for the gas side support jobs in the transporta­ tion of construction and other ma­ pipeline it will mean: terials to Alaska from the lower 48 • 22,500 jobs for Americans in the construction of an 800-mile gas states. • 1,470 permanent U.S. jobs in pipeline. This pipeline would run from Prudhoe Bay in the north of Alaska the operation of the pipeline after it to Vaidez in the south of Alaska. is completed. All this adds up to a whole lot of These workers would also build a gas liquification plant near Vaidez to jobs for American workers. And, turn the gas into a liquid form. they are much needed jobs at a time • 68,000 man years of employ­ when the national unemployment ment in U.S. shipyards for the con­ rate stands at 6.9 percent. struction of 11 LNG tankers. These Tragically, though, most of these ships would be used to transport the jobs would be lost if the President liquified gas from Vaidez to Southern decides on the alternate Canadian California. route. This route would run to the • 16,500 man years of employ­ U.S. Midwest. ment in the construction of a regasiIn addition to the jobs picture, fication plant in Southern California. there are several other factors favoring A regasification plant would turn the the all-American gas delivery system. • liquid back into gas. From here, the It has been judged environmentally gas would be shipped inland by pipe­ safer than the Canadian route. And lines. it has been judged that the American • 578 jobs per year for American route includes less chance of con­ seamen manning the 11 new LNG struction cost overrun and delay. tankers. In a nutshell, the situation is this. The all-American route for the nat­ ural gas pipeline would inject $8 bil­ lion directly into American jobs, goods and services. On the other hand, a similar amount of money would be invested into foreign markets if the pipeline goes through Canada. Either way, the American gas con­ TURN IT ON, MMMYl sumer is going to pick up the tab. Our contention is this. Why should the American consumer pay $8 bil­ lion for foreign jobs, goods and serv­ ices when the project can be handled just as well by American workers and companies? To invest this kind of capital in the foreign market when America can handle the job just doesn't make sense. Furthermore, it would almost seem criminal to export so many thousands of jobs at a time when the American workforce is suffering from job mal­ nutrition. President Carter is faced with a tough decision. If he chooses the Canadian route, it would no doubt do wonders for political relations be­ tween the U.S. and Canada, But if he does choose the Canadian route, he will be throwing away a great economic and job-creating op­ portunity for the U.S. We firmly believe that if the Amer­ ican public was given a chance to vote on the issue, it would over­ whelmingly vote for the all-American pipeline route. It makes economic sense, and it makes job sense. We hope the President sees the handwriting on the wall, and keeps the natural gas pipeline exclusively in American hands. LETTERS TO THE EDITOR Dad Says Oxygen on Ship May Have Helped to Save Son Auguit, 1977, Official Publication of the Seafarers International Union of North America. Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO Vol. 39, No. 8 Executive Board Paul Hall President Frank Drozak Joe DiGiorgio Cal Tanner Executive Vice President Secrelary-T reasurer Vice President Paul Drozak Vice President Earl Shepard Lindsey Williams Vice President Vice President Marietta Homayonpour 339 Editor-in-Chief James Gannon Managing Editor Ray Bourdius Ruth Shereff Assistant Editor Assistant Editor Marcia Reiss Assistant Editor Frank Cianciotti Dennis Lundy Chief Photographer Associate Photographer Marie Kosciusko George J. Vana Administrative Assistant Production/Art Director Published monthly by Seafarers International Union. Atlantic. Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave., Brooklyn. N.Y. 11232. Tel. 499-6600. Second class postage paid at Brooklyn, N.Y. 18 / LOG / August 1977 We just received the Log, in which the Final Departures showed our son, Ward Anderson. This issue (May 1977) carried a letter to the editor from Thomas Reynolds who was on the SS Flor when our son died. First, I want to add our sincere gratitude to Bosun Albert Schwartz for the help he gave. Also our appreciation to the SIU for the progressive program of Bosun Recertification. It is truly commendable. I sailed SUP a number of years in the 40's and was on some SIU ships as AB and Bosun. I have a suggestion to make. It seems that if should be in the interest of all Seafarers that a couple tanks of oxygen be mandatory on all ships. Oxygen on the SS Flor might have helped save my son. My brother also died at sea. He was NMU. With him also, oxygen would have been enough help to get him to port. Again, our most sincere appreciation to the Bosun Albert Schwartz and the SIU for a real interest in the practical needs of the membership. Brother Reynold's letter to the Log was the most complete story we as parents have received. Also if Bosun Schwartz or Tom Reynolds happens to read this letter, we would appreciate it if they would contact us. Fraternally, Fred Anderson Box 425 Keene, Tex. 76059 Steward Dept. Top Notch . After reading some of the more recent issues of the Log, I-have noticed that some of our cooks and stewards were called "super." Well, I want this to go on record. With the whole-hearted endorsement of the entire crew and ofiQcers, we think we have one of the best steward departments afloat today right here on the Sea-Land Consumer. The food is well prepared and served graciously by people who take pride in their work. Sometimes on this run from the Gulf to North Europe we are shorthanded due to our fast turnaround, but we still receive the finest service and food. Special thanks to our Chief Steward Jimmy Gillian, our Chief Cook Vincent Sanchez, and Baker Paul Cox who put out the goodies. I think the steward departments on all ships deserve a vote of thanks for their efforts. Fraternally, i C.Walker / Sea-Land Consumer �Special Supplement For SIU Boatmen Getting a License Loo. A Rewarding Move Anyway you look at it, getting a license in the towing industry is taking a step in the right direction. It means moving up to a higher paying job. And it can mean the difference between keeping and losing a good job or even having a chance to get it. Since September 1973, when the Tounng Vessel Licensing Act took effect, a licemed operator is required (or every uninspected towing vessel over 26 feet in U.S. waters. Boatmen ivho had been working in the xuheelhouse before that time had to pass the Coast Guard licensing exam to keep their jobs. And boatmen just starting out had to pass a more difficult^iew exam before they could be eligible for those positions. The towing industry is not just changing. It's growing. More boats and more jobs for boatmen are coming out every day. SIU Boatmen now have an excellent opjwrtunity to become. licen.sed operators, pilots, mates, mas­ ters or engineers—if they take the time to pref)are themselves for the licensing exams. To meet the challenge of increa.sing job opportimities and stricter re­ quirements, the SIU began a full fnogram of upgrading courses leading to inland licenses at the Harry Lundeberg School in Piney Point, Md. It includes Towboal Operator, First Class Pilot, Mate and Mast.er, and Diesel Engineer Courses. Like all HLS training programs, the inland licensing courses are free and include room and board at the attractive 60-acre School site in southern Maryland. The courses were designed jointly by the HLS staff and repre­ sentatives from the towing industry and the Coast Guard to make sure that particifmting members learyi everything they need to know to become fully qualified, licensed Boatmen. Special reading programs are also avail­ able for those members luho may have extra difficulty getting through the written exams. In addition, the SIU is negotiating transportation provisions to and from the School in all new contracts. This, together with the new inland Vacation Plan, removes all economic problems for Boatmen desiring to attend the many courses offered through the inland program at the School. The number of SIU Boatmen who have successfuly completed the pro- ^That^s the Place to Floyd Simmons has been sailing with the SIU since 1946. He has a lot of memories, like the time that year when he hit the bricks in the LOG Official Puhlication of the Scafaii'is Inii'maliond! Onion • Atlantic, (»ulf. l.aKc'» and Inlaiul \Salcis Disitu t • >\f t t ID " AUGUST 1977 Everything you need to know to become a fully qualified, licensed SIU Boat­ man is provided in the HLS Inland Upgrading Program. Shown here getting practice using the sextant in the Mate and Masters Course last year are (I, to r.): Boatmen Steve Nelson; Bert Thompson, and Jim Walters. All now hold mate's licenses. gram speaks for itself. In only five years, 21S have gone through it and received their licenses. But the Boatmen themselves tell the whole story, as the fiages of this special suf)l?lement reveal. These men are noxe u'orking as high paid, licensed boatmen because they took advantage of the program. Their experiences prove that the HLS Inland Upgrading Program is a step no SIU Boatman should fail to take. Engineer Simmons Says of Piney Point General Strike on the waterfront. He was 19-years-old then. He walked the picketline with his father, an SIU deck engineer, in front of a tugboat on the Norfolk, Va. docks. When it was all over, they both got a job on the same tug. Brother Simmons now sails on \ Floyd Simmons, shown in insert, now has a chief engineer's job thanks to the HLS Diesel Engineer Course. He works on the Maggie Swann.a new 1600 hp.towboat in the recently SIU organized Swann Oil fleet of Portsmouth, Va. another boat in the Norfolk area that just went SIU. But he has come a long way since that first tug in 1946. He is chief engineer on the Maggie Swann, a 1600hp pushboat owned by the recently organized Swann Oil Co. When that high paying job opened up, Simmons was ready for it be­ cause he held an assistant engineer license. And he got the license after taking the Diesel Engineer Course at the Harry Lundeberg School in 1976. "That's the place to go," he said. "I never would have made it on my own." Simmons got a 95 score on the difficult three-and-one-half day li­ censing exam. Simmons was thinking about up­ grading for a long time before he actually applied to the School. He needed more seatime to be eligible and a friend of his urged him not to wait any longer but to "go out and get it." Simmons now gives other SIU Boatmen the same good advice. In fact, he recently gave it to Norfolk SIU Boatman Michael Pritchard who just completed the course and got his engineer's license. "The HLS instruc­ tors guide you so well that if you try, you can't fail," he told Pritchard. Simmons hasn't stopped practicing what he preaches. His next step is to go back to the School to prepare for his chief engineer's license. �m Mate, Masters Course Pays Off for Boatmen Thompson, Fuller Boatmen Bert Thompson, photo at left, shown when he was a deckhand on the Sturgeon for G & H Towing in Houston. Right after he got his mate's license he moved up to the wheelhouse as captain of the same boat (center photo). Boatman Leonard Fuller, photo at right, was one of Thompson's HLS classmates and,is now captain of the Barbara George for G & H. After he got his towboat operator license, Boatman Bane went to work as pilot for National Marine Service on the towboat National Freedom, shown here. From Deckhand to Pilot, Less than a-year ago, Bert Thomp­ son was a deckhand and Lennard Fuller, Jr. was working as an un­ licensed mate with G & H Towing in Galveston, Tex. Today both SIU Boatmen are captains of their own tugboats and bringing home a big increase in their paychecks. Allit took was the six-week Mate and Masters Course at the Harry Lundeberg School in Piney Point, Md. After completing the course in December, 1976, Boatman Thomp­ son passed the exam for his mate license and Boatman Fuller got his masters. Captains' jobs were waiting for both when they got back to G&H. "Being a captain carries a lot more responsibility than a deckhand," Thompson said as he stood in the wheelhouse of his 2150 hp tug SturgeonyBiit it's definitely worth it. Why not get the most return for your effort?" Many Boatmen put off upgrading because they don't want to lose their paychecks while they go to school. "But my increase in salary now that I have my license has already more than paid off the investment of time of going to school," Thompson ex­ plained. Brother Fuller, who works as cap­ tain of the Barbara George said he found, at the School, the type of en­ vironment that he needed to prepare for the licensing exam. Moreover, he was "surprised to find the School it­ self and its surroundings so nice." "I was highly impressed with all aspects of Piney Point," Thompson said. "It's a beautiful place and we were treated beautifully. There was good food, good accommodations and the instructors went out of their way to help us." Both Boatmen said they will re­ turn to the School for more upgrad­ ing. Right now Fuller plans to get a pilot license and Thompson a masters. "Eventually I want to get every endorsement I can there," Thompson said. Brother Bane Climbs to the Top Ever since he first walked into the SIU Hall in St. Louis, Mo. almost four years ago, Boatman Jim Bane has been steadily climbing to the top of his profession—from deckhand to tankerman to steersman to pilot. Brother Bane received his license as towboat operator (Western Rivers, Inland, and International) last sum­ mer at the Harry Lundeberg School in Piney Point, Md. He has nothing but praise for the School and its staff. "I doubt if I could have made it without the teachers at Piney Point," he modestly insists. For six months after he received his license. Bane worked as a steers­ man for National Marine Service. This SlU-contracted company pushes chemicals and petroleum products on the Mississippi River sys­ tem and the Gulf Intracoastal Water­ way. As a steersman, Bane worked in the wheelhouse of the towboat National Freedom under an experi­ enced captain, SIU member Merrick "Blackie" Chapman. captain, and thus master of the ves­ sel, on only his second trip alone at the sticks. We asked him whether being captain felt different from be­ ing pilot. "I guess the extra responsi­ bility made me a little anxious," he says. "But the most noticeable differ­ ence was the extra three hours of day­ light on the captain's watch." (On the river, the pilot works the 12 to 6 watch and the captain works from 6 to 12.) He's working as pilot agam now. But at the rate he's moving up, it shouldn't be long now before the Log can report that Boatman Jim Bane is regular captain of his own boat. Pilot on the Ranger ,i- This spring Brother Bane was made full-fledged pilot of the Na­ tional Ranger. His first trip as a pilot was one he'll never forget—"It was the biggest tow I'd ever pushed, seven loaded chemical barges put out of Chicago." When asked how he felt about that first big responsibihty. Bane answered with a grin, "I wished I was a steersman again." Through an unusual circumstance, Brother Bane temporarily became SIU Boatman Jim Bane recently vis­ ited the Union Hall in St. Louis. Towboat Operator Course Saves Job for Capt. Le Blanc Capt. Gus "Harmonica" Le Blanc was one of the first SIU Boatmen to take advantage of the HLS Towboat Operator Course when it began in 1973. At the time, Capt. Le Blanc had been in the wheelhouse at Crescent Towing of New Orleans for 15 years. But without the course he could have been out of the job. In 1972 the Towing Vessel Li­ censing Act was signed into law re­ quiring all towboats to have licensed operators by September, 1973. Le Blanc took the course in April of that year and the next month got his operator's license for Inland, Western Rivers and Ocean-200 miles. "I wouldn't have taken the time to study properly without the course," Le Blanc said. "But once T went there I was committed to coming home with my license." Le Blanc has been with the Union 30 years since his first days of ship­ ping out as a deep sea member in 1947. He became an Inland Boat­ man on Mississippi River tugs the following year. Now he travels up and down the river as a licensed cap­ tain. His boat is usually the 2600 hp shipdocking tug Brian Smith, one of 1.3 boats in Crescent Towing's rap­ idly growing fleet. Le Blanc revisited the Harry Lun­ deberg School in Piney Point, Md. this year as one of the New Orleans delegates to the Fifth Inland Boat­ men's Educational Conference held there from June 19 to 26. There he had the opportunity to get in direct touch with the new de­ velopments in the Union for Inland Boatmen. And he also had a chance to entertain the other delegates in the evening hours with his expert har­ monica playing. He also observed some of the cur­ rent towboat operator classes while at the School. He said the material presented had been greatly expanded since his first course to keep up with changes in the industry. "I recommend that all brothers take advantage of the facilities at Piney Point," he said. "They are there for your benefit." Captain Gus LeBlanc has been with the Union for 30 years. He kept his job security through the HLS towboat operator course that led to his license. Boatman Tom Patterson moved closer to his goal of becoming a captain thanks to the Lundeberg School. He is shown here working as mate on the 4300 hp. tug Cape Hatteras for Curtis Bay in Norfolk, Va. '/Cs the Best Way to Get a License^ Says Patterson of HLS "If I'm going to work in this in­ dustry until I'm 65, I might as well advance myself as much as I can by upgrading." This is SIU Boatman Tom Patter­ son's philosophy. Through the Harry Lundeberg Inland Upgrading Pro­ gram, he has been able to put it into practice. Brother Patterson joined the Union in 1969 as a relief deckhand in Nor­ folk, Va. He shipped out with Curtis Bay and McAllister Brothers until 1971 when he got a steady deckhand job, "But it was not my ambition to re­ main a deckhand for the next 30 years or more." With this in mind, Patterson took full advantage of what the Lundeberg School in Piney Point, Md. had to offer. He upgraded three times there and came home with a first class pilot license in 1974 and a mate's license in 1975. That year he also successfully completed the Radar Observer Course. "As soon as I got my pilot license, I got a mate's job for more money than I was making as a deckhand and one step closer to my goal of becoming a captain." Brother Patterson currently works as a mate for Curtis Bay but decided last year to sit for the masters license in order to move toward his career goal. He is now a licensed master of Lakes, Bay and Sounds, Unlimited. "Now I am registered for a mas­ ter's job. As soon as one opens up and my turn comes, I'll get it." Patterson strongly recommends the School for other Boatmen. "It's the best way to get a license and any­ body with a license now can get a job on a tugboat just about any­ where." • I. ''W Patterson proudly displays his first class pilot license which he prepared for at the Lundeberg School. August 1977 / LOG / 21 20 / LOG / August 1977 /, �Special Supplement otlrii.il I'Nhlu.iMoii .)! Ilir Sc.if.mis liilci ruKMiijI Uiiiiiii • All.irilic. LOG l^.ikr'. .iml Inl.ind Wjriis DiMim • AFL CIO NS'.'" AUGUST 1977 Boatmen Garcia, O^Neal Get Career Headstarts at HLSS At :1-ycars-old, SIU Boatman Richard Garcia is the youngest dock­ ing master in the Norfolk Harbor. At 27, Brother Dan O'Neal, his fellow Boatman at the SlU-contracted McAllister Brothers in Nor­ folk, is a licensed mate there. He is also on his way to a promising career in the wheelhouse. Both Boatmen owe their good jobs and secure futures to the Inland Up­ grading Program at the Harry Lundeberg School in Piney Point, Md. Brother Garcia took the First Class Pilot Course there in 1973, the year it began at the School. Brother O'Neal took it along with the lylate and Master Course the next year. Both men passed their tests and re­ ceived their licenses immediately Boatman Richard Garcia explains how he became a'docking master for Mc­ Allister Brothers in Norfolk after getting his first class pilot license. after completing the courses. "The day they put the pilot license in my hand," Garcia explained, "I was employed by McAllister as a captain." He had been working before then — for much less pay — as an un­ licensed mate for another company where he gained experience in the wheeIhoii.se. He had heard that Mc­ Allister had an opening for a captain. But without his pilot license, he never would have gotten the job. He also would have missed the chance at McAllister to become a docking master. This job means even more money for Garcia above his captain's salary, since he is paid extra for every ship he brings in. With on-the- job training with oldtime McAllister captains like Brother Wade "Sparky" Roughton, Garcia became a first-rate docking master. "I was nervous at first, especially Dan O'Neal upgraded three times at docking some of those 700-foot long HLS and Is on his way to a fulltime job ships," he said. "But I saw it as a in the wheelhouse for McAllister challenge and I'm glad I took advan­ Brothers in Norfolk. tage of it." the test without that help," they said. Both Boatmen have a special feel­ On Way to Being Captain ing about the time they spent at the Brother O'Neal works as regular School. It marks a career and a fam­ mate and relief captain at McAllister. ily milestone for each. Garcia's son, With both his pilot and mate licenses Richard Garcia, III, was born while in hand, he is well on his way to be­ Garcia was studying there in 1973. coming captain of his own boat. A year later, O'Neal also briefly in­ O'Neal liked the Lundeberg School terrupted his Pilot Course to drive so much that he went back a third home to Norfolk for the birth of his time to take the Radar Observer son, Dan Gregory. Course. But Garcia and O'Neal's tugboat Garcia and O'Neal praised the careers have always been family af­ School highly for the extra time the fairs. Garcia's father, Richard Garcia, instructors were willing to devote to Sr., was a captain for 21 years with the class. "They were always avail­ McAllister. O'Neal's SIU brothers able after class time if you needed there include his father, Beverly Moss help, even at 10 or 11 o'clock at O'Neal who works as a mate, his night." cousin, Almy J. O'Neal, deckhand, They also pointed out that the and his uncle, Randall O'Neal who School's special reading courses also took the Pilot Course and got made it possible for some of the men his license at the School. in their class with reading problems Boatmen Garcia and O'Neal are to get their licenses. These men following in their family's footsteps would never have even tried to take —with a headstart from HLS. Istlntand Contract Spurs Ben Whaley to Upgrade to Captain SIU Boatman Ben Whaley had been in the Union only a few months when he brought home one of its biggest benefits. Whaley had been a deckhand with Marine Contracting and Towing for five years when he and 25 other Boatmen at this Charleston, S.C. company unanimously accepted their first union contract this year. The contract made the new. SIU members the highest paid Boa'tmen working the Charleston Harbor. But it also gave Whaley the opportunity for further career advancement which he may never have achieved on his own. In fact, he had already tried once and failed. Brother Whaley did not pass the exam for an inland towboat operator license after studying for it several months at home. But two months after the SIU wrapped up the con­ tract, Whaley entered the six-week Towboat Operator Course at the Harry Lundeberg School and got his license in July. Whaley is back on the job now at Marine Contracting where he will soon be assigned as captain. In the wheelhouse of the Charleston, one of the company's seven boats, he ex­ plained how the School helped him reach his goal. "The course I wanted to take had already started. But the people at the School told me to come ahead. Two days later I was in the class and quickly caught up with the extra material through the help they pro­ vided." Boatman Ben Whaley is now captain of his own boat thanks to the HLS Towboat Operator Course. "I'm not sure that I would have passed the licensing exam on my own even a second time," he said, "be­ cause it includes a lot of material that I don't have a chance to leam on the job. But the School prepared me for everything I needed to know." Whaley took the course along with another young SIU Boatman from Marine Contracting, John Kershaw. Brother Kershaw also got his inland operator license and, like Whaley, has a high paying, secure job future ahead of him now as a captain. Both Boatmen got another valu­ able learning experience soon after they joined the SIU when they served as the two delegates in the contract negotiations with Marine Contract­ ing. While Whaley and Kershaw were at the School, they received a visit from their boss, Louis Seabrook of Marine Contracting. Seabrook said he was "most impressed" with the School. He found it to be a "firstclass" training facility as well as a very attractive and pleasant place to stay. "We want a lot more of our Boat­ men to attend the School," he said. �Military Cargo Helps Keep U.S. Ships On Job This is the Hth in a series of articles which the Log is publishing to explain how certain organizations and programs affect the jobs and job security of SIU members. This particular article deals with the movement of military cargo in U.S. merchant vessels. It also deals with the possibilities and probabilities of using U.S. merchant ships in military support opera­ tions. Last year, the U.S. Government shipped eight million tons of military type dry cargo. All but 5 percent of this cargo was carried on privately owned, civilian manned merchant vessels under charter to the Military Sealift Command. Also last year, the Government shipped 11 mil­ lion tons of petroleum products to U.S. military bases around the world. All but 15 percent of this cargo went on private merchant ships. In all, more than 50 privately owned merchant­ men, many of them manned by SIU members, took part in the movement of this cargo. These impressive figures all point to one vital fact. The movement of U.S. military cargoes is extremely important in keeping America's mer­ chant ships and merchant seamen on-the-job in­ stead of on-the-beach. Actually, the movement of military cargo has always been an important plus for the U.S. mer­ chant marine. More significantly, though, this situation is not about to change for one very good reason. U.S. military cargoes, by law, are almost exclusively reserved for American-flag ships. Laws Protecting Military Movement W; The first law reserving military cargo for U.S. ships came in the form of an amendment to rhe Merchant Marine Act of 1936. This amendment stated that at least 50 percent of all "Government impelled" cargo must be carried by U.S.-flag ships. This was updated in August 1956 when another law was enacted that states: "Only vessels of the United States or belonging to the United States may be used in the transportation, by sea, of sup­ plies bought for the Army, Navy, Air Force or Marine Corps . . ." There is one more important law reserving military cargo for U.S. ships. This |aw involves the sale of U.S. arms to foreign nations financed through the Export Import Bank. The law states that these arms must be carried on a 50-50 bi­ lateral basis. That is, 50 percent on U.S. ships and 50 percent on ships of the purchasing nation. The kinds of military cargo carried on U.S. ships is really quite varied. The cargoes include light and heavy strategic arms, as well as food and petroleum products. The cargoes also include general necessities, like household goods, for U.S. bases around the world. The SlU-manned Erna Elizabeth during at-sea support maneuvers In 1972. The SIU has been fighting for significant role for U.S. merchant ships in at-sea military support missions with Navy combat vessels. was conducted in March and April of 1972. The Erna Elizabeth was manned by 33 civilian seamen. This is in sharp contrast with the 200 men then used to man a Navy oil tanker. During the experiment, the crew of the Erna Elizabeth refueled 41 U.S. combat and NATO vessels in the Caribbean, Mid-Atlantic, and Medi­ terranean. The experiment was so successful that the Erna Elizabeth's crew received the applause of then Maritime Administrator Andrew Gibson, and Chief of Naval Operations, Adm. Elmo Zumwalt. Shortly after this experiment, the Navy reduced crew sizes on its own refueling tankers to 121. However, the Navy continued to resist the use of civilian crewed vessels for at-sea support opera­ tions. This situation has not really changed much since 1972. But the SIU is still working hard to change the Navy's mind on this vital issue. (See related stories on Page 5 of this Log.) The SIU is not alone in this fight either. Robert Blackwell, assistant secretary of commerce for maritime affairs, also advocates the use of civilian manned ships for routine underway refueling jobs. Several years back. Sec. Blackwell, in a letter to then Secretary of the Navy John Warner, wrote: "Progress can be made by transition from Navy to civilian operation of non-combatant ships. Im­ mediate results can be obtained by phasing in existing merchant vessels to perform functions usually performed by Navy-owned ships." Blackwell also noted, "merchant crews are accustomed to working with a minimum of manpower." SIU Pushing Tug Use, Too The SIU is also working hard to get the Navy to use civilian manned commercial tugs instead of Navy manned tugs for its tug needs. Presently, the Navy requires tugs at Naval installations for ship docking,'firewatch and other duties. They also use tugs in fleet support operations. The Navy has been criticized by the General Accounting Office for using Navy-manned tugs when cheaper commercial boats are available. Navy manned support tugs carry crews of 33. Privately owned commercial tugs could do the same job with crews of five to nine people. ' The SIU maintains that the private .sector of the merchant marine, both deep-sea and inland, should be used in Naval support missions. Civilian manned merchant vessels are cheaper to use and just as effective as Navy manned oilers and tugs. The U.S. needs a merchant licet capable of serving as a military support arm for the Navy. The SIU intends to keep working toward this goal until it is achieved. SIU Pushing Further Military Role There is no question that the private sector of the U.S. fleet participates fully in the movement of America's military cargoes. And there is no question that these cargoes are important to the economic health of the private merchant sector. However, for many years now, the SIU has been pushing for an even greater role for the U.S. merchant fleet in America's military operations. This "greater role" would involve civilianmanned U.S. merchant ships in at-sea support missions and maneuvers. It would also include the increased use of civilian-manned commercial tugs for military harbor and at-sea operations. So far, the Navy has resisted any fullscale use of civilian-manned merchant ships in these kinds of maneuvers. But there have been experiments— very successful experiments. One of these experiments involved the SIUmanned tanker Erna Elizabeth. The experiment The Seatrain Florida, laden with surplus helicopters, is shown in port of Philadelphia in 1973 after return­ ing from Vietnam. The movement of military cargo provides a good deal of employment for U.S. merchant ships and merchant seamen each year. August 1977 / LOG / 23 �I" Gideon A. Allen, 67, joined the SIU in 1938 in the port of Baltimore sailing as a fireman-watertender. Brother Allen sailed 41 years. He is a veteran of the U.S. Navy. Born in Texas, he is a resident of Long Beach, Calif. Robert Alvarado, 55, joined the SIU in 1947 in the port of Galveston sailing as an AB. Brother Alvarado sailed 29 years. He is a veteran of the U.S. Army in World War II. A native of Texas, he is a resident of Galveston where he will pursue his hobby of photography. Eldcn R. Ariiot, 64, joined the SIU in 1944 sailing as fireman-watertender. Brother Arnot sailed 35 years. He attended a SIU-MEBA Engineering Upgrading Program in Brooklyn, N.Y. in 1966. Seafarer Arnot was born in North Bend, Ore. and is a resident of Gretna, La. Jose E. "KikI" Bonilla, 51, joined the SIU in the port of New York in 1952 and sailed as a bosun. Brother Bonilla sailed 33 years and was a deck delegate. He is a veteran of the U.S. Army Engineers Corps during the Korean War. A native of Ponce, P.R., he is a resident of Bayamon, P.R. Charles G. Ashcom, 65, joined the SIU in the port of New York in 1950 and has sailed as a QMED since 1974. Brother Ashcom sailed 35 years. He attended a 1972 Union Educational Conference at the HLSS. Born in Baltimore, he is a resident of Vienna, Va. Charles P. Breaux, 62, joined the SIU in 1938 in the port of New Or­ leans and sailed as a chief steward since 1961. Brother Breaux sailed 35 years. He is a veteran of the U.S. Army in World War II. Born in Goodhope, La., he is a resident of New Orleans. Frank C. Camarillo, 76, joined the SIU in the port of Seattle in 1960 and has sailed as a cook, wiper and deck maintenance. Brother Cama­ rillo sailed 26 years. He was born in the Philippines and is a resident of Seattle. Enoch Buster Collins, 64, joined the SIU in 1939 in the port of New York sailing as a cook. Brother Col­ lins sailed 46 years. He walked the picket line in the 1962 Robin Line strike and the Bull Line beef. A native of Jacksonville, he is a resi­ dent of Mobile. Juan De Dlos Diaz, 65, joined the SIU in the port of New York in 1965 and sailed as a junior engineer. Brother Diaz is a 1965 Andrew Furuseth Training School gradiiate. A native of Ponce, P.R., he is a resident of New York City. 24 / LOG / August 1977 John L. Ohannasian, 54, joined the SIU in 1949 in the port of New York and sailed as a bosun. Brother Ohannasian sailed 30 years. He is a graduate of the 30th class of the Bosuns Recertification Program in November 1975. Seafarer Ohanna­ sian is a World War II veteran of the U.S. Navy. Born in Detroit, Mich., he is a resident of Miami, Fla. Robert F. "Frenchy'* DTerrafiat, 50, joined the SIU in .1949 in the port of Tampa sailing as an OS. Brother DTerrafiat sailed 33 years, was on the picket line in the 1961 Greater N.Y. Harbor strike and was a deck delegate. Born in Pennsyl­ vania, he is a resident of Chalmette, Si La. Dominic J. FuschiUo, 66, joined the SIU in 1944 in the port of New York and sailed as a bosun. Brother Fusehillo sailed 36 years and was on the picket line in the 1962 Robin Line beef. He was born in Italy and is a resident of New Britain, Conn. John R. Talbot, 55, joined the SIU in 1943 in the port of Baltimore and sailed as a bosun. Brother Talbot sailed 37 years and was a deck dele­ gate. He was born in Chester, Pa. and is a resident of Houston. Charles Furedi, 60, joined the SIU in the port of New York in 1958 and sailed as a bosun. Brother Furedi sailed 25 years. He also upgraded at Piney Point. Born in Budapest, Hun­ gary, he is a naturalized U.S. citi­ zen. Seafarer Furedi is a resident of Houston. Perry S. Payne, 64, joined the SIU in 1942 in the port of New York sailing as a cook. Brother Payne sailed 36 years and is a wounded World War II veteran of the U.S. Coast Guard. A native of Mississippi, he is a resident of New Orleans. Raymond Hodges, 49, joined the SIU in the port of New York in 1953 and shipped as a bosun. Brother Hodges sailed 33 years. He gradu­ ated from the February 1974 class of the Bosuns Recertification Pro­ gram. Born in Mobile, he is a resi­ dent of Irvington, Ala. Jose D. Pineiro, 64, joined the SIU in 1939 in the port of Baltimore sailing as a fireman-watertender. Brother Pineiro sailed 45 years, was on the picket line in the 1961 N.Y. Harbor strike, and was a ship's dele­ gate. He was born in Puerto Rico and is a resident of Brooklyn, N.Y. Leo M. Praza, 72, joined the SIU in the port of Seattle in I960 and sailed as a chief cook. Brother Praza sailed 28 years. He was born in Sto Tomas Pang, Philippines, and is a resident of Seattle. • pPENSIONfRS Nicholas Mallette, 65, joined the SIU in the port of Mobile in 1952 sailing as an AB. Brother Mallette sailed 30 years. He was born in Louisiana and is a resident of Bayou La Batre, La. Narcisse J. McKcnvcn, 64, joined the SIU in the port of Boston in 1957 and sailed as a bosun. Brother McKenven sailed 29 years. He is a World War II veteran of the U.S. Navy and is also a taxidermist. A native of Derry, N.H., he is a resi­ dent of Jacksonville, Fla. William T. Murrcll, 59, joined the SIU in 1938 in the port of Mobile sailing as a bosun. Brother Murrell sailed 41 years and was a deck dele­ gate. Born in Mississippi, he is a resi­ dent of New Orleans. Stan O'Brien, 65, joined the SIU in the port of New York in 1961 sailing as an oiler. Brother O'Brien sailed 46 years. He attended the SIUMEBA Engineering School in Brooklyn, N.Y. in 1966. Born in Canada, he is a resident of Brooklyn. Raymond H. Orso, 65, joined the SIU in the port of Mobile in 1955 sailing as an oiler. Brother Orso sailed 25 years. He was born in Ala­ bama and is a resident of Mobile. t M Bernardino Rivera, 65, joined the SIU in 1940 in the port of New York and sailed as a chief electrician. Brother Rivera sailed 36 years. He was born in San Juan, Puerto Rico and is a resident of Guaynabo, P.R. Gonzalo Rodriguez, 65, joined the SIU in 1947 in the port of Philadel­ phia and has sailed as a firemanwatertender and carpenter. Brother Rodriguez sailed 32 years. He was born in Puerto Rico and is a resident of Philadelphia. Walter Smith, 53, joined the SIU in the port of Baltimore in 1954 and sailed as an AB. Brother Smith sailed 24 years. He is a veteran of the U.S. Army. Born in Baltimore, he is a resident there. �Leo F. Brown, 65, joined the Union in the port of Detroit in 1961 sailing as an AB. Brother Brown sailed 46 years. He was born in Michigan and is a resident of St. Ignace, Mich. George E. Hudgins, 67, joined the Union in the port of Norfolk in 1967 sailing as a mate for the Southern Materials Co, from 1950 to 1956 and as a captain for the Association of Maryland Pilots from 1956 to 1977. Brother Hudgins was born in Motorun, Va. and is a resident of Bavon, Va. Eusebio M. Velazquez, 65, joined the SIU in the port of New Orleans in 1955 and sailed as a fireman-watertender. Brother Velazquez sailed 31 years. He was born in Puerto Rico and is a resident of New Orleans. Charles A. Lodriguss, 66, joined the Union in the port of New Orleans in 1956 sailing as an AB and chief engineer for Dixie Carriers. Brother Lodriguss sailed 49 years. He was born in Pierre Port, La. and is a resi­ dent of Harvey, La. George Vidrine, 67, joined the SIU in the port of Houston in 1961 sailing as a fireman-watcrtender. Brother Vidrine sailed 24 years. He was born in Ville Platte, La. and is a resident of Obeilin, La. Charles A. Miller, joined the Union in the port of New Orleans in 1956 sailing as an engineer for Radcliff Materials from 1952 to 1977. Broth­ er Miller is a veteran of the U.S. Army in World War 11. He was born in Oppala, Ala. and is a resident of Mobile. Odell D. McAvoy, 66, joined the Union in Port Arthur, Tc,\. in 1966 sailing as a tankerman. boiler opera­ tor, reefer technician, boat operator, and mate for National Marine Serv­ ice in St. Louis and Houston from 1966 to 1977. Brother McAvoy has been a labor union member since 1962. He was born in Helena, Ark. and is a resident of Wynne, Ark. Robert C. McDonald, 66, joined the Union in the port of Detroit in 1961 sailing as a lineman for Merritt, Chapman and Scott from 1960 to 196.S and for the Great Lakes Tow­ ing Co. from 196<S to 1977. Brother McDonald has been a union member since 1937. He was born in De Tour, Mich, and is a resident of St. Ignace, Mich. Seafarers Welfare, Pension and Vacation Plans Cash Benefits Paid Number June 23-July 27, 1977 i SEAFARERS WELFARE PLAN ELIGIBLES Death In Hospital Daily @ $1.00 In Hospital Daily @ $3.00 Hospital & Hospital Extras Surgical . Sickness & Accident @ $8,00 Special Equipment Optical Supplemental Medicare Premiums DLPLNUEN IS OF ELIGIBLES Hospital & Hospital Extras Doctois' Visits In Hospital Surgical Maternity . Blood Transfusions Optical Amount MONTH TO HATE YEAR TO DATE 10 282 54 14 4 5.882 ~ 109 9 93 2,500 J ,467 95 17 37,453 13 782 190 $ " 37,000,00 282.00 162.00 1,989.93 652.00 47,056.0t) 1,215.20 3,245.35 207,80 $ 312,043.06 2,502.00 4,401.00 13,536.66 2,331.00 299,624.00 5,776.75 24,001.1! 9,166.60 346 73 98 17 3 97 2,780 539 763 130 16 641 115,565,92 3,492.18 15,463.05 6,960.00 168.00 2,760.30 867,638.61 27,361.51 130,788.64 49.594.00 1,515.86 18,796.3! MONTH TO DAI E YEAR TO DA I E J . ., ..' ^. .. — / ,& • •>' -• 7 1 PENSIONERS & DEPENDENTS •••'• ff I3eath .............................. ^^3-4^7^ 98 202.,,f'f-'«*.:v"L200 Hospital & Hospital Extras Doctors' Visits & Other Medical Expenses . 101 ci 724 16 f ' • 92 Surgical ........ , .............. * 49 #-367 CJptical ......... .......... . —1 Blood Transfusions : 6 Special Equipment — Dental 4 Supplemental Medicare Premiums ^ 59 12,916 SCHOLARSHIP PROGRAM TOTALS Total Seafarers Welfare Plan >... -....... Total Seafarers Pension Plan . •.......... Total Seafarers Vacation Plan . ^ . , ....... Total Seafarers Welfare, Pension & vacation 51,000.00 46,818.26 5,035.52 , 4,154.65 1,454.75 56.25 852.84 387,600.00: 219,668.38 32,830.80 16,629.20 11,137.70 218.75 5,290.84 1.204.00 17,060.30 102,325.40 ^•••i28,2 i 6;'5T'' 9,547 2,758 1,028 13,333 62,988 16.307 6,376 85.671 362,652.30 2,574,198.7'54l».>,:»<,>.. 704,457.91 4,162,610.28 938,672.36 6,153,875.05 $2,005,782.57 $12,890,684.08 Anthony A. Laus, 62, joined the Union in the port of New York in 1963 sailing as a deckhand and bridgeman for the Erie-Lackawanna Railroad from 1936 to 1977. Brother Laus is a veteran of the U.S. Navy in World War II. He was born in Hoboken, N.J, and is a resident of ClilTside Park, N,J. DEPOSIT IN THE SIU ^ BLOOD DDNK- IT'S YOUR LIFE SIU Brother Writes Book About the Sea Seafarer John T. "Jack" Kelly ha.s recently written an autobiographical account of hi.s life at sea, entitled "Es­ cape to the Sea." The book, which is the author's first, was released recently by Exposition Press, Inc. of Hicksville, New York. The Brooklyn-born Seafarer, who joined the SIU in the port of New York in 1968, details the bitter reasons for his first voyage to sea. In addition, as Kelly tells of his excursions to ports, near and far, he describes a man's at­ traction to the sea. Prior to becoming a sailor, Kelly worked for the Civilian Conservation Corps, as a forest firefighter in Mon­ tana. riien, at the outbieak of World War 11, he enlisted in the Army and served in the Pacific Theater for four years. After attending the Harry Lundeberg School in Piney Point. Md., the author was able to ujigrade himself. Although he began with only an eighth grade ed­ ucation and his knowledge of the "schLH)i of hard knocks." the SIU brother now has obtained all the un­ licensed ratings in the deck department. Brother Kelly, who is 54 years old. presently resides in Queens. N.Y. with his wife, Lucv. August 1977 / LOG / 25 �•p SIU Atlantic, Gulf, Lakes & Inland Waters United Industrial Woikers of North America PRESIDENT Paul Hall SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Frank Drozak VICE PRESIDENTS Earl Shepard Lindsey Williams Cal Tanner Paul Drozak HEADQUARTERS 675 4 Ave., Bklyn. 11232 (212) HY 9-6600 ALPENA, Mich 800 N. 2 Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Mass Dispatchers Report for Deep *TOTAL REGISTERED All Groups Class A Class B Class C JULY 1-30, 1977 Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 6 129 11 29 11 40 50 22 22 24 40 7 89 0 485 2 15 1 4 2 0 5 7 0 8 3 5 1 9 1 0 62 0 5 0 1 3 0 0 0 5 0 0 0 1 4 0 0 19 Port Boston New York Philadelphia Baltirhore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 5 103 9 12 14 3 26 51 13 12 10 33 6 43 0 3 343 1 51 2 3 6 0 5 16 6 3 3 5 4 10 8 0 123 0 4 0 1 2 0 1 0 5 0 0 0 2 10 0 0 25 3 10 1 4 6 3 5 13 2 9 1 8 3 6 0 1 75 1 108 8 18 5 25 50 24 61 3 26 1 3 5 2 5 5 4 9 2 3 2 9 1 0 80 2 5 0 0 2 0 3 0 1 0 0 0 0 3 0 0 16 0 91 6 7 11 0 19 45 20 8 5 24 16 31 0 1 284 0 43 1 1 8 0 7 15 4 9 1 5 5 15 8 0 122 0 4 1 0 1 0 3 0 2 0 0 1 0 2 0 0 14 1 153 16 38 19 10 27 114 49 46 13 44 12 90 0 2 633 6 21 4 6 6 3 9 15 10 8 4 12 0 18 0 1 123 3 6 0 0 2 1 0 0 1 1 0 0 0 7 0 0 21 0 72 12 24 21 4 25 72 32 32 9 18 7 61 0 2 391 0 7 0 3 2 0 1 7 2 6 1 2 2 4 2 0 39 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 1 55 5 34 11 3 16 59 12 30 6 17 20 30 0 0 299 2 136 21 46 19 8 10 58 23 31 11 30 12 28 3 2 440 12 133 1 11 2 1 0 1 2 10 2 10 1 35 0 1 222 677 263 STEWARD DEPARTMENT , .. 1 51 6 5 11 1 16 30 18 15 8 17 4 36 0 1 220 0 6 0 1 2 0 1 4 1 5 1 2 0 2 5 0 30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 55 4 8 9 2 17 27 13 18 5 24 7 25 0 0 218 1 27 5 1 2 1 8 9 3 8 3 5 4 8 20 0 105 0 0 1 3 4 0 0 0 3 0 0 2 0 6 0 0 19 ENTRY DEPARTMENT 51 0 5 2 12 23 9 2 19 10 19 0 0 184 2 108 12 13 15 4 14 31 12 18 7 12 12 15 31 0 306 3 42 2 5 5 0 0 0 4 1 1 3 0 29 0 1 96 Totals All Departments 1,291 478 131 845 350 58 2,186 *"Total Registered" means the number of men who actually registered for shipping at the port last month. **"Registered on the Beach" means the total number of men registered at the port at the end of last month. 26 / LOG/August 1977 0 8 0 1 3 1 0 1 1 0 1 0 0 3 0 0 19 9 173 17 57 27 20 46 139 60 53 35 69 17 138 0 3 863 ENGINE DEPARTMENT . .. . Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT Port Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals TOTAL SHIPPED All Groups Class A Class B Class C BUFFALO, N.V 215 Essex St. 02111 (617) 482-4716 290 Franklin St. 14202 (716) TL 3-9259 CHICAGO, ILL.. 9383 S. Ewing Ave. 60617 (312) SA 1-0733 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) MA 1-5450 DETROIT, Mich. 10225 W. Jefferson Ave. 48218 (313) VI 3-4741 DULUTH, Minn 2014 W. 3 St. 58806 (218) RA 2-4110 FRANKF ORT, Mich P.O. Box D 415 Main St. 49635 (616) 352-4441 HOUSTON, Tex 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala IS. Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK. Va 115 3 St. 23510 (804) 622-1892 PADUCAH, Ky 225 S. 7 St. 42001 (502) 443-2493 PHILADELPHIA, Pa. .2604 S. 4 St. 19148 (215) DE 6-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 PORT ARTHUR, Tex. . .534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif. 1311 Mission St. 94103 (415) 626-6793 SANTURCE, P. R. 1313 Fernandez, Juncos, Stop 20 00909 (809) 724-2848 SEATI LE, Wash 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo. . .4581 Gravois Ave. 63116 (314) 752-6500 T.".MPA, Fla. 2610 W. Kennedy Blvd. 33609 (813) 870-1601 TOLEDO, Ohio ... .935 Summit St. 43604 (419) 248-3691 WILMINGTON, Calif. 510 N. Broad St. 90744 (213) 549-4000 YOKOHAMA, Japan P.O. Box 429 Yokohama Port P.O. 5-6 Nihon Ohdori Naka-Ku 231-91 201-7935 Shipping remained good to excel­ lent at most deepsea A&G ports last month. A total of 1,253 Seafarers, 845 of them 'A' seniority full book mem­ bers, found jobs on SlU-contracted deepsea vessels. With the opening of the Alaska pipeline late last month, shipping will remain good for Sea­ farers, especially on the West Coast. �. . . ''' ' ; •' ^ • •- • " '-• • '• - . ._ - -•*>:i.-^. •i. • !,• *-1% •. ...s. -fiT Top Photo: One mile gone in the four mile race and it's still anyone's race to win. Photo Left: Byron Kelley (far right), SlU Great Lakes area director-inland division, was on board the victorious SlU-contracted tug Maryland to congratulate three of the happy victors. From left are: Julius Johnson, engineer; "Wally" Waldrop, captain, and Richard Gimpel, deckhand and Detroit area SlU steward. Tug Maryland Beats Field of 14 to Win Race The SlU-contracted fug Maryland (Great Lakes Towing) churned her way to victory in the 1977 International Tugboat Race on the Detroit River, the boundary between Michigan and Can­ ada. The race, held on July 2, was a special feature celebrated by the U.S. and Canada as part of the week-long Windsor-Detroit International Freedom Festival. The 96-foot Maryland led a fleet of 14 speedsters over the four-mile course. She crossed the finish line at least 50 feet in froi<>t of the Canadian tug Atomic. The race began as the tugs lined up below the Ambassador Bridge and ended when they reached the finish­ ing line at Dieppe Park. It has been 17 years since tugboat racing between Windsor, Canada and Detroit, Mich, has taken place on the Detroit River. For many, this event was a throwback to those glorious days from 1950 to 1960 when the race captivated attention across North America. It was the classic hcad-to-hcad battle between tugs from opposite sides of the border. This year's race for the supremacy of the river rekindled old but friendly ri­ valries as an estimated 100,000 people viewed the race from both banks of the river. Awards were presented on the motor yacht Queen City. The Maryland's skipper, Wally Waldrok, received the Windsor Harbor Commission Cup for finishing first overall in the race. He also accepted the Hal Jackson Memori­ al Trophy for the Maryland's first place finish in the 750 to 1300 horsepower class. According to Freedom Festival offi­ cials a race next year seems certain to take place after this year's successful event. Top Photo: The winning tug Maryland is one of the 46 harbor tugs operated by Great Lakes Towing Co. Photo Right: Captain Milton "Wally" Waldrop accepts The Champions Trophy for 1977 International Tugboat Race. August 1977 / LOG / 27 �Pensioner Percy L. Foster, 83, passed away on July 20. Brother Foster joined the SIU in 1941 in the port of New York sailing as a chief steward. He sailed 30 years. Seafarer Foster was a World War I veteran of the U. S. Army and was also a barbef and morti­ cian. Born in North Carolina, he was a resident of Schenectady, N.Y. Sur­ viving are his widow, Emma and a daughter-in-law. Pensioner James Demetrius Bergerla, 58, died of natural causes at home in Philadelphia on June 20. Brother Bergeria joined the SIU in 1942 in the port of Philadelphia sailing as a wiper and cook. He sailed 31 years. Seafarer Bergeria was born in Phila­ delphia. Interment was in St. Mary's Cemetery, Abington, Pa. Surviving are his mother, Mrs. Mary Pastuch, and three brothers, SIU pensioner and Re­ certified Bosun Steve Bergeria, Seafarer John Bergeria, and George Bergeria, all of. Philadelphia. James K. Cann, 48, died on June 26. Brother Cann joined the SIU in 1947 in the port of New York sailing as a bosun. He sailed 32 years and was on the picketline in the 1961 Greater N.Y. Harbor strike. Born in Brooklyn, N.Y., he was a resident there. Surviving are his widow, Kathleen; four daugh­ ters, Deborah, Maureen, Laura and Nancy, and a brother, Mohland of Brooklyn. Pensioner Thomas L. Crosby, 77, passed away on July 12. Brother Crosby joined the SIU in 1945 in the port of Mobile and sailed as a chief steward. He sailed 43 years. A native of Alabama, he was a resident of Mobile. Surviving is his widow, Melda. and Apology Due to inadvertent errors on the Log's part, we incorrectly reported in the June 1977 Seafarers Log that Brothers Rodolfo 1. Rodriguez and Damaso De Jesus had passed away. We are very happy to report that both brothers are alive and well. Brother Rodriguez lives in Brook­ lyn, N.Y. and Brother De Jesus re­ sides in Fajardo, Puerto Rico. Both are SIU pensioners. We are truly sorry for the mistake and extend our sincere apologies to both Seafarers. Sidney Z. Berger, 64, died in Baltimore on July 18. Brother Berger joined the SIU in 1949 in the port of Baltimore and sailed as a chief I steward. He sailed 42 I years, from 1935 to 1937 with the Military Sealift Com­ mand, was a former NMU member from 1937 to 1947 and sailed on one of the first Victory Carriers ships in 1948 from Baltimore. Seafarer Berger was hit in the leg by shrapnel during the invasion of Algiers, North Africa on the SS Jeb Stuart. Born in Hungary, he was a naturalized U.S. citizen and a resident of Baltimore. Surviving are his widow Loraine; a son, Joseph; two daughters, Mrs. Marie A. Dean, and Margaret and two granddaughters. Donna and Valerie. George W. Baker, 53, died on June 21. Brother Baker joined the SIU in 1944 in the port of Baltimore sailing as an AB. He was also a deck dele­ gate. Seafarer Baker was born in Balti­ more and was a resident there. Sur­ viving are his mother, Helen, and a sister, Mrs. Catherine D. Newton, both of Baltimore. Clarence A. Cyres, 22, died of illness at home in New Orleans on July 23, 1973. Brother Cyres joined the SIU in the port of New Orleans in 1968 sailing in the steward department. Seafarer Cyres was born in New Orleans. Sur­ viving are his mother, Mrs. Gladys Bell of New Orleans, and his father, Joseph. Edward C. Donery, 54, died on July 1. Brother Donery joined the SIU in the port of Seattle in 1958 and had sailed as an. assistant cook and OS. He sailed 25 years and was a ship's delegate. Born in Omaha, Neb., he was a resident of Seattle. Surviving are three sons, David, Edward and Douglas, and his father, Roy of Seattle. John L. Gates, 51, died on July 14. Brother Gates joined the SIU in 1945 in the port of Baltimore sailing as a wiper. He sailed 31 years and was a veteran of the U.S. Army. Born in Uniontown, Pa., he was a resident of New Orleans. Surviving are his widow. Alma; a daughter, Ann; a stepson, Michael Le Dane; a stepdaughter, Jo Ella Johnson; a brother, Stan Suchevits, and a sister, Elizabeth Suchevits, both of Uniontown. Pensioner John Fabis, 69, passed away on July 4. Brother Fabis joined the SIU in 1947 Jn the port of New York sailing in the steward department. He sailed 30 years and was a veteran of the U.S. Army in World War II. A na­ tive of New York City, he was a resi­ dent of New Orleans. Surviving are his widow, Feme; a daughter, Anne of New Orleans; a brother, Frank of the Bronx, N.Y., and a sister, Mrs. Bette F. Haverling. Jlmmie Jones, 32, died on June 25. Brother Jones joined the SIU in the port of New Orleans in 1975 sailing in the steward department. He was born in New Orleans jUi and was a resident there. Surviving are his widow, Shirley; two sons, Jimmie, Jr. and James, and a brother, Willie of New Orleans. Pensioner John C. Long, 82, passed away on July 8. Brother Long joined the SIU in 1947 in the port of New Or­ leans and sailed as a chief electrician. He sailed 39 years. A native of Fort Baker, Calif., he was a resident of New Orleans. Surviving are his widow, Laura, and a brother, N. C. Long of Philadelphia. Pensioner Antonio A. Mangao, died on May 23. Brother Mangao was a resi­ dent of Wilmington, Calif. Surviving is his widow, Cleo. Car! Messer, 55, died of a liver ail­ ment in Houston on May 9. Brother Messer joined the SIU in the port of Detroit in 1963 and sailed as a pumpman. He served as engine room delegate. Brother Messer sailed 16 years. Born in Ferrellsburg, W. Va., he was a resident of Mt. Clemens, Mich. Burial was in Harrison Cemetery, Frye, W. Va. Surviving are a son, Alvin of Chapmanville, W. Va.; his parents, Mr. and Mrs. Richard C. Messer of West Virginia, and a nephew, Rodney O. Lambert of Logan, W. Va. Kenneth W. Osburn, 56, died of natural causes in Newell, W. Va. on May 21. Brother Osburn joined the SIU in the port of Norfolk in 1971 sailing as an AB. He served 28 years in the U.S. Navy and received the Purple Heart medal for a wound while on the destroyer SS E. G. Sonall off Hungnam, Korea during that conflict. Seafarer Osburn was born in Newell and was a resident of Norfolk. Interment was in Locust Hill Cemetery, Chester, W. Va. Surviving arc his widow, Dorothy; a son, Michael; a daughter,' Cynthia, and his parents, Mr. and Mrs. Fred K. Osburn of Newell. Pensioner Vincente Villacian, 85, died of pneumonia in Church Home Hos­ pital, Baltimore on June 16. Brother Vil­ lacian joined the SIU in 1939 in the port of Baltimore and sailed ^ as a deck engineer. He sailed 49 years. A native of Spain, he was a resident of Baltimore. Burial was in Oak Lawn Cemetery, Baltimore County. Surviving is his sister, Mrs. Pomplya Castro of Baltimore. Pensioner Angel Valdes, 72, passed away on July 12. Brother Vaides joined the SIU in 1946 in the port of I Philadelphia sailing in the steward de­ partment. He sailed 32 years and during the Vietnam War. Seafarer Valdes was a veteran of the U.S. Army in World War II. Born in Florida, he was a resident of New Or­ leans. Surviving are his widow, Delia; a daughter, Angelita of New York City; a brother, Eduardo, and a sister, Mar­ garita, both of Tampa. Pensioner Fred Vykruta, 71, passed away on July 6. Brother Vykruta joined the SIU in 1946 in the port of New York sailing as an AB. He sailed 52 years. Seafarer Vyk­ ruta was a World War II veteran of the U.S. Navy. Born in Czechoslovakia, he was a resident of Baltimore. Surviving are two brothers, Joseph and Charles of Berwyn, 111., and two nieces, Mrs. Karen Leonard of Berwyn and Dee of Chicago. James E. Ward, 59, died in Los An­ geles on July 7. Brother Ward joined the SIU in 1941 in the port of Mobile ^ ^nd sailed as a chief m I xHP' I cook. He sailed 37 H > years. Born in Ala­ bama, he was a resident of Los Angeles. Surviving are his widow, Elouisc, and two sons, Jay and Kenneth. Edward D. Ander­ son, 62, died on May 1. Brodier Anderson joined the Union in the port of Buffalo in 1961 sailing as a dredgeman since 1937 and for the Great Lakes Dredge and Dock Co. from 1961 to 1974. He was born in Oswego, N.Y. and was a resi­ dent of Riverview, Mich. Surviving are his widow, Eileen; a son, James, and two daughters, Eileen and Mrs. James (Judy) Parsons of Wilmington, Del. Pensioner Ferris B. Oakley, 53, died on July 13. Brother Oakley joined the Union in the port of Elberta, Mich, in 1971 sailing as an AB for the Ann Ar­ bor (Mich.) Car Fer­ ries from 1947 to 1965. He was born in Mason, Mich, and was a resident of Elberta. Surviving are a son, Fred and two daughters. Rose and Mrs. Marie Messer of Arcadia, Mich. Pensioner Elvin L. Clifton, 72, died of a stroke at home in Groves, Tex. on May 31. Brother Clifton joined the Union in Port Arthur, Tex. in 1963 sailing as a deckhand and cook for the Sabine Towing and Transportation Co. which he helped to organize. He also worked as a welder in the Bethlehem Steel Shipyard, Beaumont. Inland Boat­ man Clifton was a native of Alto, Tex. Burial was in Greenlawn Memorial Park Cemetery, Port Arthur. Surviving is his widow, Mattie. 28 / LOG/August 1977 •i' �Francis J. HIggins, 36, died on June 29. Brother Higgins joined the Union in the port of Buffalo in 1970 sailing as an AB for the Reiss Steamship Co., Erie Sand, Huron Cement, Kinsman Marine, American Steamship and the Gartland Steamship Co. He was born in New York City and was a res­ ident of Detroit. Surviving are his widow. Pearl; his mother, Agnes of Brooklyn, N.Y., and a sister, Mrs. Mad­ eline Christiansen. 1,^1 ^ Willard L. Tolberl, 52, died of heart disease in South Chicago (111.) Hospital on June 14. Brother Tolbert joined the Union in the port of Detroit in 1960 sail­ ing as an OS, wiper and cook for the American Steamship Co. He was a World War II veteran of the U.S. Army Medical Corps. Born in Clay City, 111., he was a resident of Centralia, 111, Burial was in Elmwood Cemetery, Centralia. Surviving are two sons, Robert and Daniel of Centralia, and a daughter, Mary. ;0 Pensioner Ante Baric, 62, died on July 14. Brother Ba­ ric joined the Union in the port of Phila­ delphia in 1961. He sailed as a mate and tug captain on the Tug Trojan (Inde­ pendent Towing) from 1952 to 1977. A native of Lukoran, Yugoslavia, he was a resident of Sharon Hill, Pa. In­ land Boatman Baric was a naturalized U.S. citizen. Surviving are his widow, Mary; two sons, Daniel and Josko, and three daughters, Linda, Maria and Ruzaria. Roy L. Diehl, Jr., 53, died of a heart at­ tack in Lourdes Hos­ pital, Paducah, Ky. on June 17. Brother Diehl joined the Un­ ion in the port of Pa­ ducah in 1976 sailing as deckhand, engine utility and mate for Gulf Canal Lines. Inland Boatman Diehl was a veteran of the U.S. Army in World War II. Born in Memphis, Tenn., he was a resident of Paducah. Interment was in Mt. Carmel Cemetery, Paducah. Surviving is his mother, Susie of Paducah. Pensioner Sol I. iBIeeker, 73, passed ! away in Lutheran Medical Center, Brooklyn, N.Y. on July 16. Brother I Bleeker joined the j Union in the port of I New York in I960 sailing as a deckhand, floatman and bridgeman operator for the Penn-Central Railroad from 1941 to 1968. He was born in Russia and was a natural­ ized U.S. citizen. Inland Boatman Bleeker was a resident of Little Neck, Queens, N.Y. Surviving are his widow, Lillian, and a daughter, Mrs. Florette Henner. Pensioner Wyndham R. Shelby, 63, died of heart failure in the Galveston USPHS Hospital on Apr. 17. Brother Shelby joined the Union in the port of Houston in 1957 sail­ ing as an AB. He also worked in the steward department for the G H Towing Co. from 1948 to 1952. He was a World War II veteran of the U.S. Navy. A native of Canton, China, he was a resident of Galveston. Cremation took place in the Brookside Crematory, Houston. Surviving are his widow, Lu­ cille and a brother, William of Louis­ ville, Ky. Isaac S. Antonio, 49, died in Septem­ ber 1976. Brother Antonio joined the SIU in 1945 in the port of New York sailing as a steward utility. He sailed for 34 years. Born in New York City, he was a resident of the Bronx, N.Y. Surviving are his mother, Harriet, and his brother, Jacob, both of the Bronx. • Pensioner Samuel T. "Brutus" Fatterson, 69, passed away on Oct. 19, 1976. Brother Patterson joined the SIU in 1938 in the port of New York and sailed as chief steward. He sailed 53 years and walked the picket line in the 1961 N.Y. Harbor beef. Sea­ farer Patterson was born in Jackson­ ville, Fla. and was a resident of New York City. Surviving are his widow, Virginia, and a son, Samuel, Jr. of New York City. Pensioner Millard M. Cutler, 62, died of cancer in the Norfolk USPHS Hos­ pital on July 3. Brother Cutler joined the Union in the port of Baltimore in 1955 sailing as a cook. He was born in Beaufort, N.C. and was a resident of Blounts Creek, N.C. Burial was in the Cutler Family Cemetery, Blounts Creek. Surviving are his widow, Adelaide; a daughter, Mrs. Mildred D. Rogers of Baltimore, and a sister, Mrs. Edna Chamberlain of Chesapeake City, Va. 'Me Zhought Me Was If you smoke pot or hashish or use any kind of drugs at all on ship or ashore, you might be interested in the following unusual story. It's true, no kidding. This guy, his name was Tom, went to a party this particular Saturday night, and between him and about five or six of his friends, smoked a couple of good sized pipes of hashish. In his own words, he "was smashed." The party broke up at about 3 o'clock in the morning, so Tom figured he'd call it a night and head home. As he stumbled down the block humming a tune, all he could think about was sink­ ing his oversized cranium into the soft pillow on his bed. He fumbled around a bit looking for his car keys and then took a minute or two trying to find the keyhole in the car door. He finally got the door opened, positioned himself in the driver's seat, started it up and turned the radio on. He let the car warm up for awhile as he listened to the music. He then turned the wheel and stepped on the gas but the car just whined a bit and wouldn't move. He went into a minor panic because he knew absolutely noth­ ing about cars. But he glanced at the column and noticed the car was still in neutral. Crisis over. He eased away from the curb and drove a few blocks to the entrance of the Grand Central Parkway in Queens, N.Y. He had already gotten one speed­ ing ticket on this exact same road the previous month, so he promised him self to be extra careful this night for two reasons: first, he was flying high and was afraid of killing himself; sec­ ond, he had half an ounce of grass and a small chunk of hashish on him, and he was in no shape to face the law if he got stopped. So as he drove along the parkway, he stayed exclusively in the far right lane letting the faster traffic pass him on the left. Flashing Lights Everything seemed to be going fine as he cruised along listening to the music. But sure enough, he was on the highway no more than five minutes when he no­ ticed the flashing lights of a police car alongside him to the left. The cop in the passenger seat was motioning him to pull over to the shoulder. Tom obeyed promptly, but as he pulled over he went into a mild para­ noid panic. What was he going to say? How was he going to face these cops in his condition? Pensioner Albert W. Hembury, 75, passed away on July 4^ 5. Brother Hembury joined the Union in the port of New York in 1960 sailing as a floatman for the New York, New Haven Railroad from 1926 to 1967. He was born in the Bronx, N.Y. and was a resi­ dent there. Surviving is a brother, Sid­ ney of the Bronx. Alcoholism Is a disease. It can ha treated. ' Migh at-MPMZ As one of the policemen walked over to the car,-Tom tried to calm himself down. He figured that the best tact would be to remain as cool as possible, answer all questions politely, admit that he was speeding and simply accept the ticket without an argument. The cop, a man of about 50 or so, bent down a bit and asked Tom how he was feeling. Tom nervously answered that he felt fine. The cop then asked him if he thought he deserved a ticket. Tom immediately expressed his sorrow for speeding and told the cop, yes, he did deserve a ticket. The policeman, looking a little bit shocked, then asked Tom how fast he thought he was going. Tom didn't really know for sure, but since the speed limit was 50 mph, he said he thought he was doing about 60 or 65. The cop, looking more shocked than ever, opened Tom's door and politely said, "Son, would you mind stepping out of the car." In a deep panic now, Tom blurted out, "Why, what seems to be the matter officer?" The cop said simply, "Son, you were doing four." Tom was arrested for driving while under the influence of drugs, and was booked for possession after a search turned up his grass and hashish. In the long run, Tom got off pretty easy, though. He was convicted of pos­ session of small amounts of grass and was given a fine. And the traffic judge suspended his license for one year, along with slapping him with a fine. All in all, things worked out okay for Tom. But if he had been a merchant seaman, his trouble would just have started. You see, any drug conviction of any kind is a sentence of life for a merchant seaman. That is, the Coast Guard, by no means as lenient as some local au­ thorities when it comes to drugs, will revoke your seaman's papers for life, and that means the end of your career at sea. No matter what anyone says about pot, however, there are some people who will smoke it anytime, anywhere. If you're one of those people, at least have the courtesy not to smoke while on duty, for your own good and the good of the entire crew. There are enough dangers involved with working at sea. So don't make the situation worse for anyone by trying to work while flying alongside the flying bridge. August 1977 / LOG / 29 �Orerseas Joyce Committee Charlesfon Committee r- N.Y. Patrolman George Ripoli (seated center) holds shipboard meeting with the Ship's Committee of the SS Charleston (Sea-Land). Seated left is Re­ certified Bosun Jan Beye, ship's chairman. From left standing are; Deck Delegate Walter Gustavson; Steward Delegate Robert Frazier, and Engine Delegate John Pasko. Seated right is Chief Steward W. Seltzer, secretaryreporter. The ship paid off at Port Elizabeth, N.J. on July 21. Sea-Land Resource Committee Flelping to crew up on Aug. 1 is the Ship's Committee of the ST Overseas Joyce (Maritime Overseas). From left are: Engine Delegate J. Ashley; Deck Delegate J. Nava; Chief Steward Steven Szeibert, secretary-reporter; Recertified Bosun Alfred Anderson, ship's chairman, and Steward Delegate Jose Rivera. The tanker sailed from Stapleton Anchorage, S.I., N.Y. Delta Paraguay Committee On his next to last voyage before retirement is Seafarer Allen Batchelor (fourth from left) of the SS Sea-Land Resource. The Ship's Committee and a crewmember, from left are: Engine Delegate Rod Borlase; Steward Delegate Phil Pron; Recertified Bosun Peter Drewes, ship's chairman; Charles Wilson of the steward department, and Educational Director K. Katsalis. The containership had a payoff in late July in Port Elizabeth, N.J. Posing for a group photo Is the Ship's Committee of the SS Delta Paraguay (Delta Lines). From left are: Chief Steward W. Miles, secretary-reporter; Third Cook J. Melendez, steward delegate; Educational Director Frank W. Chavers, and Recertified Bosun Robert D. Schvyarz, ship's chairman. The ship paid off late in July in the port of New Orleans. H&RE&BIU: At Your Service The Hotel and Restaurant Employees and Bartenders International Union is 450,000 chambermaids, bellmen, waiters, waitresses, bartenders, cooks, cafeteria employees, and miscellaneous restaurant and hotel workers. Each believes in the great union tradition of a good day's work for a good day's pay. All take pride in serving you, the public. The next time you go out to dinner or order a drink at a bar, make sure that you are being served by someone wearing a union button. For 85 years, the Hotel and Restaurant Em­ ployees and Bartenders International Union has requested that all its members, while on the job, wear the working button appropriate to their trade. The H&RE&BIU feels that this is an important way in which a member can express pride in the labor movement and faith in the collective bargaining efforts of their In­ ternational Union. 30/LOG/August 1977 HOTCL $ RtjituMi Immnia >B«»TthOm IHTUUTIOIIAI UNION # m HOTCI * Rf JTNUNNNT ENNIOTKI OttNKHOINO iMTlNEaTIOIUl. UNION O HOTCL iRCSTAUIANT EMNiotcn O juBTiNOHo INTVINAHOHAL UNION # -r.-cio ffflS UNIO The H&RE&BIU requires in its standard con­ tract that employers display one of the Union cards: The Union House card, the Union Bar card, or the Union Motel card. Like the but­ ton, the LJnion cards make people aware of the H&RE&BIU, reminding them that the quality service they are receiving is typical of the service they can'expect at all Union estab­ lishments. The cards and buttons also benefit the em­ ployer. Today, nearly 20 million families de­ rive their income from employment that is protected by collective bargaining agree­ ments. These millions represent enormous a UNION LABEL feature buying power, if all union families could be educated to buy union and patronize union establishments, the employer would soon realize that it is his great privilege to display the Union Label. So, when you are in the market for food or lodging, look for the H&RE&BIU cards and buttons. They are your guarantee of quality service and professionalism. View your pa­ tronage as a personal contribution to the strength of American Labor, for a strong labor movement means security and prosperity for all of us. �Sea-Land Venture Committee Sea-Land Economy Committee Here's part of the SS Sea-Land Venture's Ship's Committee at a payoff in the port of New Orleans late in July. From left are: Engine Delegate A. R. Brown; Steward Delegate L. O. Hansen, and Recertified Bosun William L. Robinson, ship's chairman. Paying off late in July in the port of New Orleans was the Ship's Committee of the SS Sea-Land Economy. From left are: Chief Cook S. Morris, steward dele­ gate; Recertified Bosun Luther V. Myrex, ship's chairman; Chief Steward Leroy Nicholas, secretary-reporter, and Deck Delegate Benjamin "Tiny" Jarratt. KNOW YOUR RIGHTS KNOW YOUR RIGHTS FINANCIAL REPORTS. The constitution of the SlU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommenda­ tions. Members of this committee may make dissenting reports, specific recommendations and separate findings. tRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees' in charge of these funds shall equally consist of Union and management representatives and their alternates. Ail expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and senior­ ity are protected exclusively by the contracts between the Union and the shipowners. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there ims boon any viohulon of your shipping or seniority rights as contained in the contracts between the Union and the shipowners, notify the Seafarers Appeals Board by certified mail, return re­ ceipt requested. The proper address for this is: Frank Drozak, Chairman, Seafarers Appeals Board 275 - 20th Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are avail­ able in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard ship. Know your contract rights, as well as your obliga­ tions, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU patrolman or other Union ofiicial, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY — SEAFARERS LOG. The Log has traditionally refrained from publishing any ar­ ticle serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to he paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circum­ stances should any member pay any money for any reason unless he is given such receipt. In the event anyone at­ tempts to require any such payment be made without sup­ plying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to headquarters. KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGA­ TIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its con­ tents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so alVected should immediately notify headquarters. EQUAL RIGHTS. All Seafarers are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no Seafarer may be discrimi­ nated against because of race, creed, color, sex and na­ tional or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify headquarters. SEAFARERS POLITICAL ACTIVITY DONATION —SPAD. SPAD is a separate segregated fund. Its pro­ ceeds are used to further its objects and purposes includ­ ing but not limited to furthering the political, social and economic interests of Seafarer seamen, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective oflice. All contributions are vol­ untary. No contribution may be solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as a condition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Sea­ farers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Support SPAD to protect and further your economic, political and social interests, American trade union concepts and Seafarer seamen. If at any time a Seafarer feels that any uf the above rights have been violated, or that he has been denied his constitutional right of access to Union records or infor­ mation, he should immediately notify SIU President Hall at headquarters by certified mail, return receipt requested. Once an Arctic Ocean Fisherman, He Sails Deck on Great Lakes Seamen from all over the world have settled on the Great Lakes. From Norway came Fridtjof "Fritz'* Martinussen who has been an SIU member since 1946, sailing as an AB, wheels­ man, quartermaster and bosun. He began his career in his native country in 1930, on a fishing boat in the Arctic Ocean. "The sea was a way of life in North­ ern Norway," Brother Martinussen said. In those days most of the young men from his area joined the fishing fleet. He remembers working the lines and nets all day to catch halibut and cod until he was ready to drop from exhaustion. Later he took off on deep-sea freight­ ers. When the Germans invaded Nor­ way during the Second World War he was on a Norwegian ship in Yokahama, ^REATLAICES Japan. "I signed up on a Norwegian ship headed for England," he recalled. "Then upon arriving Christmas Day of 1940, I joined the Free Norwegian Navy." About two-thirds of the Nor­ wegian merchant fleet was out at sea when the Germans invaded. These ships joined the freedom forces under the Norwegian king who had set up a government-in-exile in London, he ex­ plained. The Free Norwegian Navy fought alongside the Allies against the Germans. Later Martinussen was transferred to the merchant fleet. "In December of 1944 I paid off a ship in New York City. I have been in the States ever "Fritz" Martinussen since," he told the Log. He joined the SIU on the Lakes in 1946 and worked steadily there except for a few deep-sea trips. Now he works on the Bo-Lo boats but he also sailed on the old Milwaukee Clipper, the D&C ships, and passenger sidewheelers that went out of business in the early 1950's. He chose the Lakes bcrause his brother, who is now retired, was sailing as mate on a Lakes ship. When the conversation turned to safety on the Lakes, Brother Martinus­ sen outlined his idea for a new type of lifeboat. "An enclosed capsule that is self-launching would be the best, be­ cause in a storm you can die from ex­ posure in an open craft. Even in sum­ mer the water temperature of Lake Superior does not go above 39-40 degrees. Also, the Lakes boats sink sud­ denly. By the time you launch a life­ boat it is too late." He continued, "It is my personal opinion that the Lakes vessels arc, often overloaded and the captains are under pressure from the company office to sail even in bad weather. It has been like that for years and years." August 1977 / LOG / 31 �1970 Scholarship Winner Finds College Diploma Boosts Career Deciding what to do with your life is a major step for most young people. Although college does not always solve the problem, it makes it easier to suc­ ceed in whatever career you finally choose. Lynn Karpiak Turley, a 1970 SlU scholarship winner found this out last year when she decided to stop working for an insurance company and become a nurse. Because she already had a college diploma, she was able to enter Seton Hall University College of Nursing in South Orange, N.J. in June 1976. She hopes to graduate in December 1977. Otherwise, to get a Registered Nurse's degree might have taken four years. In addition, having both degrees betters her chances for getting a job after grad­ uation. As a life service representative for the insurance company, Mrs. Turley would answer agents' questions about the policies. "After I learned about all the policies, I didn't enjoy the job any­ more," she noted, "because there was nothing left to learn." The company had no need for an underwriter trainee. Wanting to move along in the career world, she then began to look elsewhere. Loves Nursing School "I had always thought about medi­ cine in some form," she continued. So when her sister-in-law mentioned nurs­ ing, she decided to give it a try. "I love nursing school," she said. "In nursing school, you learn all about the human body and how it func­ tions. As a nurse I will be responsible for passing this information along to the patients. For example, I may have to teach a diabetic patient how to take care of himself. The idea of helping someone when they are in pain also is very satisfying." She hopes to eventually get a master's degree in midwifery, which will enable her to take care of expectant mothers and deliver babies. "Now that I am paying my own way through nursing school," she declared, "I have found out how fantastic the SIU scholarship was. I didn't fully appreci­ ate it when 1 was in college, although my parents certainly did." Lynn Karpiak attended St. Peter's College in Jersey City, N.J. and gradu­ ated with a degree in psychology in 1974. While at school, she met her MEMBERSHIP MEETINGS' SCHEDULE Port Dale- New York Philadelphia Baltimore Norfolk Jacksonville Detroit Houston New Orleans Mobile San Francisco Wilmington Seattle Piney Point San Juan Columbus Chicago Port Arthur Buffalo St. Louis ... Cleveland Jersey City Sept. 6 Sept. 6 Sept. 7 Sept. 8 Sept. 8 Sept. 9 Sept. 1 2 Sept. 1 3 Sept. 1 4 Sept. 15 Sept. 19 Sept. 23 Sept. 10 Sept. 8 Sept. 17 Sept. 13 .Sept. 13 Sept. 14 Sept. 16 Sept. 15 Sept. 12 Lynn Karpiak Turley a member of the RMR Division of the husband, Jim Turley. then SlU-affiliated Inland Boatmen's "I liked having to take all kinds of Union at the time she won the scholar­ courses at college," she explained. "Even subjects you didn't want, turn ship. The family lived in Jersey^City, out to be enjoyable. It's a real switch Right now Karpiak is working for a from high school. The instructors treat drug store. He and his wife spend their weekends at their house in the Pocono you like an adult." Mountains of Pennsylvania. Joseph Karpiak, Lynn's father, was Seamen s Safety Ignored Deep Sea Lakes, Inland Waters 2:30 p.m 2:30 p.m 2:30 p.m 9:30 a.m 2:00 p.m 2:30 p.m 2:30 p.m 2:30 p.m 2:30 p.m 2:30 p.m 2:30 p.m 2:30 p.m 10:30 a.m, 2:30 p.m — — — — 2:30 p.m. — — UIW 7:00 p.m. 7:00 p.m. 7:00 p.m. 7:00 p.m. — — 7:00 p.m. 7:00 p.m. — — — Continued from Page 3 subject of gangway ladders at the Coast Guard seminar in March, Bluitt said. Lakes vessels still use straight metal ladders. These ladders are without hand rails or cargo nets and often there is no gangway watch to help in case of. trouble. In 1976, three SIU members aboard Great Lakes vessels were killed in falls from these ladders. U.S. Rep. Philip Ruppe (R-Mich.) even suggested a suitable type of gang­ way/ladder carried aboard Finnish ice­ breakers. Yet nothing has been done. Bluitt also called for watertight com­ partments to divide the holds of Great Lakes bulk carriers. Intolerable Conditions 1:00 p.m. A final issue was the intolerable working conditions of gatemen and conveyormen who operate the self-unload­ ing equipment aboard Lakes carriers. The unloading department consists of from two to four men, Bluitt said. These men work around the clock while the vessel is unloading. Since they work Shipping Report for Inland Waters FOR THE MONTH OF JULY 1977 TOTAL JOBS SHIPPED Permanent Jobs Relief Jobs BALTIMORE . . BOSTON , V. . . HOUSTON ^ . , JACKSONVILLE NEW YORK MOBILE NORiFOLK NEW ORLEANS PADUCAH . PHILADELPHIA PINEY POINT PORT ARTHUR PUERTORICO RIVER ROUGE ^ ST. LOUIS . . . TAMPA TOTALALL PORTS Class A Class B Class C 0 0 4 1 0 0 0 1 4 0 0 7 0 7 7 0 0 3 0 0 0 0 0 1 0 0 3 0 0 8 0 0 4 0 0 0 • Q Iv-: • .31 15'": • ll'/7'-'lls 10 8 8 0 IS /0 55 Class A Class B • . 3 L.. 0 0 0 0 0 0 104 0 23 0 0 0 3 • 3 84 27 0 0 0 ..U:.., 0 , 0 0 , 0 0 0 0.. - 0' 0 , 215 • 33 TOTAL MEN ON BE/\CH Class C Class A Cisss B •' 1 • 1 3 0 0 0 , 0 . 9 6 0 0 1 0 0 0 0 0 0 • 0 45 0 0 4 1 48 2 1 'I 144 0 . 79J 0 • 0 Q&M 9 0 0 1 .V0 '/":••••-.5/ 0 18 0 . i39 104 m the poorly ventilated ship's tunnel where the conveyor is located, the men breathe toxic dust from the coal, ore, and gypsum cargoes. "Many must retire early because of respiratory ailments," he explained. "The masks for respiration supplied to them are of little use since they are cumbersome and difficult to wear while working." The Coast Guard has never dealt with this occupational hazard. Nor has it considered the workload in the unload­ ing department and "the need for regu­ lar and constant relief." The Detroit port agent concluded his testimony by requesting a thorough in­ vestigation and corrective legislation. Notke to Members Oil ProteJure When throwing in for work dur­ ing a job call at any SIU Hiring Hall, members must produce the following: • membership certificate e registration card • clinic card • seaman's papers In addition, when assigning a job the dispatcher will comply with the following Section 5, Subsection 7 of the SIU Shipping Rules: ^^Within each class of seniority rating in every Department, prior­ ity for entry rating jobs shall be given to all seamen who possess Lifeboatman endorsement by the United States Coast Guard. The Seafarers Appeals Board may waive the preceding sentence when, in the sole judgment of the Board, imdue hardship will result or extenuating circumstances war- > rant such waiver." Also, aU entry rated members must show their last six months dischaj^es. -.'A,. 32 / LOG / August 1977 �Tlie Harrv LuiKieberg -%Q' School of Seamanship — V •- -O "for a hotter job today, and jot) security tomorrow. *" f fi-- Al Wv i V 4 t vJ\ Fifteen SlU members gather for photo after completing Able-Seaman Program at the Lundeberg School. They are, front row from the left, Samuel Baugh, Raymond Grace, John Mitchell, Diana Bandelean, Ken Leiby, Keith Orbyan and Michael Willis. Back row from the left are, Jim Gllmartin, Sean Rafferty, Jeff Davis, Lawrence Osemjart, Ben Belli, William Munroe, Kenneth Chrisman and Dave Wallin. Big Jump in Pay Goes Along With Upgraded Skills There are many good reasons why Seafarers should upgrade their skills at the Lundeberg School. But from the well as higher overtime and premium rates. It's as simple as that. Each time a Seafarer increases his skills and his rating, he also increases his earning power. Especially for our entry-rated members, there is no better time than right now to take advantage of the Lundeberg School's upgrading programs. Shipping has been, and is expected to remain good to excellent in most deep sea ports. This trend in shipping is providing more jobs for Seafarers right across-the-board. But the biggest increase in job opportunities for Sea­ farers is in llie middle ratings of ableseaman, assistant cook and fireman, oiler, watertender (FOWT). This increase in middle-rated jobs for Seafarers, then, presents a perfect opportunity for entry rated men to upgrade their skills and move up into these jobs. At the same time, as our entry mem­ bers move up, the Union will be able to bring new men into the Union and the industry. This kind of manpower individual member's point. of view, the most important reason is—money. That is, higher base monthly wages as Twenty-one Seafarers who had been sailing in the entry ratings recently took the opportunity to upgrade their skills to FOWT at the Lundeberg School. They are, kneeling, Stan Orlands, left, and Joe Mispagel. Front row from the left are. Seafarers Bill Atwell, Gregory Patino, Hector Toro, Mike Fester, Clark Cosner, Joe Barry, Ed Sanderson, Bob Scrivens and Sal Mobile. Back row from the left are. Seafarers Walt Davison, Michael Moore, Alfred Gonzalez, Tim Stagg, Jiiii McNeely, Richard Schwender, Jr., Richard Holmes, Buz Morrison, Harry Gearhart and Jim Emidy. Wage Comparisons of Entry, Middle Rated Deep-Sea Jobs Below is a coniparisoii of wage scales between the entry rated jobs and the middle rated jobs on deep-sea vessels. It compares ordinary seaman with able-seaman, messman with assistant cook and wiper with fireman, oiler, watertender (FOWT). The scales are based on the present Standard Freightship Agreement. Middle Rated Jobs Entry Rated Jobs Base Monthly Wages Premium Rate Ordinary Seaman 5.40 617.59 612.78 Messman 5.38 733.92 Wiper 6.42 Overtime Rate 3.51 3.51 3.51 Base Monthly Wages Prtnninm Rate Overtime Rate 790.10 Able-Seaman 6.89 4.43 779.42 Assistant Cook 6.83 4.43 790.10 FOWT 6.89 4.43 Why wait any longer, increase your wages significantly. Upgrade at the Lundeberg School. cycle is the cornerstone of the SlU's job security structure. The difference in pay between the entry rated and middle rated jobs is significant. For instance, under the present Standard Freightship Agree­ ment, base monthly wages for an ordinary seaman is $617.59. How­ ever, an able-seaman's base pay is $790.10 per month. In the steward department, base pay for a messman is $612.78 per month. But an assistant cook's I»ase pay is $779.42 per month. In the engine department, a wijier's base pay is $733.92 per montii. But an FOWT's base pay is $790.10 a montli. In addition to base pay, of course, overtime and premium rates are higher for middle rated Seafarers. (Refer to wage chart on this page for comparisons.) To accommodate our entry rated members' upgrading needs, the Lunde­ berg School has scheduled numerous classes for able-seaman, FOWT and assistant cook for the rest of this and next year. Three able-seaman classes are scheduled for the remainder of this year on Sept. 2, Oct. 27 and Nov. 23. In addition, the School has jilanned seven AB classes for 1978. There are two FOWT classes re­ maining this year which begin Sept. 30 and Oct. 31. Six FOWT classes are scheduled for next year. For assistant cook, three cla.sses re­ main for this year. They will begin Sept. 15, Oct. 27 and Dee. 8. Six as­ sistant cook courses are planned for 1978. Upgrading opportunities for all de­ partments are readily available to all Seafarers at the Lundeberg School. But it is up to you to take advantage of them. If you are interested in upgrading at the Lundeberg School, talk to your local SIU representative. Or, fill out an upgrading application (opposite page) and send it directly to the Lundeberg School Vocational Educa­ tion Department. August 1977 / LOG / 33 �SIURep Luigi lovino Gets His High School Diploma at HLSS Long-time SIU Representative Luigi lovino recently achieved what he con­ siders a very important goal for him. He completed the high school GED Program at the Harry Lundeberg School and earned his high school equivalency diploma. Brother lovino has been a member of the SIU for 31 years. Eighteen of those years have been spent as an SIU oflicial. He has sailed in the deck de­ partment as bosun and AB. He also shipped in the steward department for 12 years. During his travels he has been to many different climates which include England, Germany, France, Spain, Italy, Greece, Africa, Turkey, Arabia, South America, the Far East, Japan, the Phillipines and Indo China. Seafarer lovino decided to get his high school diploma "to better myself for speaking and reading." He added, "Even though I didn't have an education, I did read quite a hit. I believe that this helped me dur­ ing the program. But it took the school and teachers to put it all together so that I could get my diploma." Brother lovino feels that "every­ body in the SIU should take advantage of the programs at HLS. It is here for all members to attend, whether young or old." The High School Equivalency Pro­ gram is "wonderful". Brother lovino said. "The teachers take an interest in helping you. The methods they use are very effective. I really liked the entire program." If you are interested in the High School Equivalency Program offered at HLS, contact your port agent or write to the Academic Department at the Harry Lundeberg School, Piney Point, Md. 20674. The Harry Lundeberg-^ School of Seamanship V "For a belter job today, and job security tomorrow." Deck jparlnient LIFEBOATMAN The course of instruction is two weeks in length and leads to the Coast Guard endorsement of Lifeboatman. ABLE SEAMAN Course Requirements: Musi have 90 days seatime in any tlepartment. The course of inslruclion is four weeks in leiigtli and leads lo ihe (.'oast (niard en­ dorsement of Able Seaman—12 Months —Any W aters or Able Seaman—Unlim­ ited—Any Waters. Course Requirements: Able Sea­ man 12 Months—Any Waters. You must: • He 19 years of age • Have 12 months seatime as Ordi­ nary Seaman, OK Be a graduate of HLS at Piney Point and have eight months seatime as Ordinary Seaman • He able to pass tin- ))rescribed physi­ cal. including eyesight requirements. Able Seaman Unlimited — Any Waters. You must: • He 19 years of age • Have 36 months s(>atime as Ordinary .Seaman or 12 Months Able Seaman • He able to pass the prescribed physi­ cal, including eyesight requirements. Starting dates: June 9, 23; July 7, 21; Aug. 4, 18; Sept. 1, 15, 29, and Oct. 13, 27. .Starting dales: Sept. 2, Oct. 27 and Nov. 23,1977. Pumproom Course To Begin Oct. 17 On Oct. 17, 1977, the Lundeberg School will offer an important course for rated black gang men. The course is Puinprooin Operation and Mainte­ nance. It i.s open to those engine room niember.s who hold a QMED any rating. The course will deal with the opera­ tion and inaintenance of valves, load­ ing procedures, cargo pump operation and cargo measurement. The course will also include instruc­ tion in discharging procedures, ballast­ ing procedures, tank cleaning, inert gas systems, firefighting and safety, pollution control and cargo control systems. Members interested in taking the course are advised to contact the l^eal Union ofhce as soon as possible. Steward De[)arlment All Steward Department Courses Lead To Certification By HLSS. CHIEF STEWARD Kngine De|)artmeiit FOWT The cours(> is four weeks in length and leads lo endor.semenl as Fireman, W alertender. and/or Oiler.Course Requirements: If you have a Wiper endorsement only, you must: • He able to pass the pri-.scrihed physi­ cal, including eyesight requirements • Have six months seatime as W iper, OR He a graduate of HLS at Piney Point and have three months seatime as Wiper • If you have an engine department rating there are no requirements. Starting dates: Sept. 30 and Oct. 31, 1977. LNG/LPG The course of instruction leading to certification as LNG/LPG crew consists of basic chemistry, tank and ship con­ struction, gasification, reliquehcalion procedures, inert gas and nitrogen sys­ tems, instrumentation, safely and firefighting, loading, uidoading and trans­ porting LNG/LPG. Course Requirements: Engine room personnel must hold QMED —Any Rating. Others, deck and steward department personnel must hold a rating in their department. The normal length of the course is four (4) weeks. Starting date: Nov. 28. 34 / LOG / August 1977 SIU Representative Luigi lovino, second from left, is the happiest guy in Piney Point after completing the School's GED Program and achieving his high school equivalency diploma. Congratulating him, from the left are: Roman Gralewicz, president of the SIU of Canada; Margaret Nalen, director of aca­ demic education at the Lundeberg School, and Mike Sacco, vice-president of the Lundeberg School. The course of instruction is six weeks long and covers all phases of steward department management and operation. Course Requirements: All candi­ dates must have seatime and/or training in compliance with on® of the following: • Throe years seatime in a rating above 3rd cook or assistant cook OR • Six months seatime as 3rd cook or a.ssistant cook, six months seatime as cook and baker, six months seatime as chief cook and hold HLS certifi­ cates of completion for each pro­ gram OR • 12 months seatime as 3rd cook or assistant cook, six months seatime as cook and baker, .six months seatime as chief cook and hold HLS certifi­ cates of completion for the cook and baker and chief cook programs OR • 12 months seatime as 3rd cook or assistant cook, 12 months seatime as cook and baker, and six months sea­ time as chief cook and hold an HLS certificate of completion for the chief cook program. Starting dates: July 7, Aug. 18, Sept. 29, and Nov. 10. ASSISTANT COOK The course of instruction is six weeks in length and students specialize in the selection and preparation of vegetables and salads. Course Requirements: All candi­ dates must have 12 months seatime in the steward department, OR three months seatime in the steward department and he a graduate of the HLS entry rating program. Starting dates: Sept. 15, Oct. 17 and Dec. 8,1977. CHIEF COOK The course of instruction is six weeks in length and students specialize in the preparation of soups, sauces, meats, sea­ foods, and gravies. Course Requirements: All candi­ dates must have seatime and/or training in compliance with one of the following: • 12 months seatime as cook and baker OR • Three years seatime in the steward department, with six months as 3rd cook or assistant cook and six months as cook and baker OR • Six months seatime as 3rd cook or assistant cook and six months as cook and baker OR • 12 months seatime as 3rd cook or assLstant cook and six months sea­ time as cook and baker and hold a certificate of completion for the HLS cook and baker training program. Starting dales: June 9, July 21, Sept. 1, Oct. 13, and Nov. 25. COOK AND BAKER The course of instruction is six weeks in length and students specialize in the selection and preparation of breakfast foods, breads, des.serts, and pastries. Course Re«pjireiiueiit8: All eaudidates must have seatime and/or training in compliance with one of the following: • 12 months seatime as a 3rd cook or assi.stant cook OR • 24 months in the steward depart­ ment with six months as a 3rd cook or assistant cook OR • Six months seatime as 3rd cook or assistant cook and hold a certificate of completion from the HLS assist­ ant cook training program. Starting dates: June 9, 23; July 7, 21; Aug. 4, 18; Sept. 1,15, 29, and Oct. 13,27. Note: Course.s and starting dates are subject to change at any time. Any change will he noted in the LOG. �4 \ FOWT Graduates 6 Are Lifeboatmeii Recent FOWT grads display their FOWT endorsements. They are from the left, Seafarers Ned Pedersen, Larry Clement, Marcel Scuderi, Jose Del Rio and Martin Sweeney. Recent grads of the Lundeberg School's Lifeboat course are, front row from the left: Harry Smith, Steve Theobald and Jake Gimbert. Back row from the left are Seafarers D. Ketchum, Dave Brunsburg and Tom Bluitt. He's a Chief Cook Happy Chief Cook Seafarer Michael Laurie recently got his chief cook's endorsement at the Lundeberg School. Seafarer Earl Gray couldn't be hap­ pier after completing Chief Cook's program at Lundeberg School. 8 Complete Welding Course Eight Seafarers completed the basic welding course at the Lundeberg School this month. They are, standing from the left, Philip Booher, Spero Moche, Jr., Richard Bramley, William Lee Thomas, Don Dokulil and Michael Phillips. Kneeling are Seafarers Worcester Johnson, left, and Darrell Camp. Illlllllllllllll'llillll Lifeboat Grads 2 Assistant Cooks Recent graduates of the Lundeberg School's Lifeboat program are Seafarers Jennings Hockman, left, and Michael Laurie. Holding assistant cook endorsement after completing program at the Lunde­ berg School are Seafarers Javan W. Currie, left, and Laird Mills. August 1977 / LOG / 35 �HIGH SCHOOL EQUIVALENCY DIPLOMA AVAILABLE TO ALL Get the reading, writing and math skills you need for joh security and upgrading through the high school equivalency (General Educational De­ velopment) program at the Harry Lundeherg School. It lakes only four to eight weeks, and your fellow Boatmen and seamen who have gone through the program can tell you that it's really worth it. Interested? Pick up a copy of the pre-test kit in your port, or write to: Margaret Nalen, Director Academic Education Department Harry Lundeherg School Piney Point, Md. 20674 When you have completed the test, return it to the Lundeherg School. HLS will tell you the results and give you an estimate of the length of time you'll need to complete the GED Pro­ gram. KEIMEM BER ! This test is not to see who scores high or low. It helps HLS design a study program just for you— seatime with a contributory employer. Your classes will he small (usually just six or eight students.) You'll get lots of individual help. And, complet­ ing the GED Program opens the door a program that will enable our teach­ ers to help you get your high school diploma as soon as possible. So, apply today. It's easy to qualify. Just Qiake sure you have one year of Three Become Assistant Cooks to the other educational opportunities that the SIU has for you. A high school diploma is the first step to­ wards qualifying for one of the three scholarships for seamen and Boatmen that are offered each year. Directory of All Upgrading Courses DEEPSEA, LAKES COURSES • •J • • • • ^1 These three Seafarers look plenty happy after completing Assistant Cooks Program at Lundeherg School. They are, from the left, Ronald Dawsey, Luccan Hood and Virgilio Rivera. • • • • • • • • • 7 College Scholarships Awarded Yearly to Members^ Dependents Another part of the .Sll "s total educa­ tional program for its members is the I nion's (.ollege Seliolarships Fund. Each year the SIL awards five .SI0,000 fouryear scholarships. of which one is reserved for a I nion member and four for depiuidents of members. number of years, .so you will only be comjieting with other .seamen with similar educational backgrounds. The awards are granted in .April of i-aeh year and tlie deadline for the receipt of all application? is usually around A{)ril 1. Eligiiiility rerpiirements are as follows; The I nion al-so awards two S.o.OOO twoyear seliolarships reserved exclusively for members. Tin- two-year scholarships offer various opjiortunities especially for the member who plans to keep shipjiing. In such a program you may develop a trade or skill (whieh would improve your performanee aboard ship as well as helping you obtain a better paying job when you are ashore. • Have not less than two years of ac­ tual employment (three years for the par­ ent or guardian of dependents) on ve.s.sels of eomj)anies signatory to the .Seafarers Welfare Plan. The SI0.000 scholarships may be used to pursue any held of study at any ac­ credited college or university in the I .S. or Ms terriiories. In regard to our members, aiiplieation recpiirements are geared for the man or woman who has been out of school for a Upgrades to FOWT Seafarer Chris Benzenberg shows certificate of achievement he re­ ceived after recently completing FOWT program at Lundeherg School. • • • • Deck Departnienl Able-seaman, 12 Months Any W^aters Able-seaman, Unlimited Any W^atcrs Lifeboatman Quartermaster Engine Department Firemaii, Oiler, Watertender (FOWT) , r QMED—Any Rating Advanced Pumpman Procedures Automation LNG-LPG Refrigerated Containers WYIder Diesel Engines Marine Electrical Maintenance Pumproom Maintenance and Operation Steward Departmenft Assistant C.ook Cook and Baker" Chief Cook Chief Steward •V,;- INLAND WATERS COURSES • Have one day of «-mployment on a ve.ssel in the six-month period immediatelv i)reeeding date of aj>fdication. • Have 90 days of employment on a vessel in the previous calendar year. Pick >ip a seholarshiji aj)plieation now. They are available for you and vour de­ pendents at the local I nion hall or by writing to the .Seafarers Welfare Plan. College .Scholarships. 27.5 2()th St.. RrookIvn. \.Y. 1121.5. • • • • • • • • ty ^ Able-Seaman ; ; Pre-lYw-boat Opt'ratQC ' Original Towboat Operator,,^fT^ Master/Mate Uninspected Ves.<els Not Over 300 Gross Tons L'pon Oceans • First Class Pilot Radar Observer Pre-Engineer Diesel Engines Assistant Engineer Uninspected Motor Vessels t' I LUNDEHERG UPGRADING APPLICATION Do you hold a letter of completion for Lifeboat: U] Yes Q No; Firefighting: • Yes • No Date of Birth Name Dates Available for Training (Middle) (Kiial) - Mo./Day/Year Address (Refer to Directory for all course listings.) (Street) 1 Am Interested in the Following Course(s) Telephone #. (City) (State) Deepsea Member Q (Zip Code) ' (Area Code) lidand Waters Member Q Lakes Member Q Seniority Book Number Date Book Was Issued. Port Presently Registered ln_ Port Issued- Endorsement (s) Now HehL Social .Security #. Piney Point Graduate: • Yes No Q Entry Program: From to RECORD OF EMPLOYMENT TIME—(Show only amount needed to up- ' grade in rating noted above or attach letter of servictg whichever is applicable.) | VESSEL RATING HELD DATE SHIPPED DATE OF I DISCHARGE I (if so, fill in below) Endorsement (s) Received (Dalt"^ Altrndcd) SIGNATURE. DATE. I pgrading Program: From to (Daft's .Atlcndcd) Endorsement (s) Received RETURN COMPLETED APPLICATION TO: LUNDEBERG UPGRADING CENTER, PINEY POINT, MD. 20674 I I I I I .J 36 / LOG / August 1977 �COLUMBIA (Mount Shipping), June 26—Chairman, Recertified Bosun Gus Magoulas; Secretary O. Oakley; Edu­ cational Director H. Hunt; Steward Delegate Osborne Williams. No dis­ puted OT. Secretary reported that a let­ ter concerning getting a new TV was written to Frank Drozak and his reply was posted for everyone to read. Re­ port to the Seafarers Log: "We have been receiving the Seafarers Log quite regular now and thank you. Would like to know if color photos can be reprinted by the Logl We have heard pro and con concerning the subject. We suggest that you have a little note printed in the Log so that everyone will know what to do and more photographs can then be sub­ mitted to the Log for publication." Ed. NOTE: (A reply was sent to Chairman Gus Magoulas in answer to the above re­ quest on July 15. In this issue of the Log there is an explanation for all mem­ bers as to the best way to submit photos for use in the newspaper.) ' \ NEWARK (Sea-Land Service), June 12—Chairman, A. Vilanova; Secretary Ken Hayes; Educational Director R. Coleman; Steward Delegate Donald M. King. $8.12 in ship's fund. No disputed OT. Crew was asked to read Education Series No. 8 which was received. Chair­ man discussed the May issue of the T.og and requested all crewmembers to read up on the position of the Union on several bills now in the House. Also re­ minded everyone of the importance of donating to SPAD. Observed one min­ ute of silence in memory of our departed brothers. GALVESTON (Sea-Land Service), June 12—Chairman, Recertified Bosun Charles Dawson; Secretary L. Crane; Deck Delegate Robert Erickson; Engine Delegate A. G. Andersen; Steward Delegate W. Davcy. No disputed OT. Crewmembers were advised by the Chairman to read the articles in the latest Log and also on the importance of donating to SPAD. A vote of thanks was given to : ic j. jward department for good food and service and to the other departments for helping to keep a clean ship. Next port, Seattle. WACOSTA (Sea-Land Service), June 26—Chairman, Recertified Bosun Wil­ liam Feil; Secretary R. De Boissiere; Educational Director Ewald P. Fahle; Deck Delegate William Vortier; Engine Delegate Rick Sayers; Steward Dele­ gate Samuel Satomayor. $30 in ship's fund. Some disputed OT in deck de­ partment. A vote of thanks to all dele­ gates for a job well done. Report to the Seafarers Log: "The crew of the SS WACOSTA wishes to send regards to Chief Steward Ivan Buckley who was seriously ill while aboard said vessel. Get well Buck we miss you." Next port, Naples. DEL ORG (Delta .Steamship Lines), June 5—Chairman, Recertified Bosun D. Pool; Secretary Teddy Kross; Edu­ cational Director Joseph G. Arch; Deck Delegate James T. WoKT; Engine Dele­ gate John Vieira; Steward Delegate Eladio Grajales. $385 in movie fund. Some disputed OT in engine depart­ ment. Received the Seafarers Log in Abidjan and the card contained in the envelope was sent to Headquarters for receipt of same. Also received was the Education Series No.. 8. Secretary thanked the SIU crew for their fine cooperation. Next port, New Orleans. MASSACHUSETTS (International Ocean Transport), June 26—Chair­ man, Recertified Bosun J. L. Bourgeois-, Secretary A. Hassan. No disputed OT. A discussion was held on the ads in lo­ cal magazines about "Turn the Tide on Foreign Tankers." The ad was posted on the board and every member, their families and friends were advised to write to the U.S. Maritime Committee, To Turn The Tide, P.O. Box 32236, Washington, D.C. 20007 to tell them that we all support the using of U.S. flag tankers in the importing of our country's oil needs. These letters will help in our fight to get a Cargo Prefer­ ence Law through. Three days after this discussion 24 letters had been received from the crew in regard to their support o£ U.S. flog tankers. These letters will be mailed to "Turn the Tide on Foreign Tankers" upon our return to the States. A vote of thanks to the steward depart­ ment for a job well done. Next port in Brazil. DELTA BRASIL (Delta Steamship Lines), June 12—Chairman, Recertified Bosun Charles Faircloth; Secretary B. Guarino; Educational Director Hugh Wells, Jr. $95 in ship's fund. No dis­ puted OT. Chairman gave a talk on the importance of taking the upgrading courses at Piney Point. Shipping is good and rated men are needed. Also dis­ cussed the importance of SP.AD. Next port Vitoria, Brazil. Official ship's minutes were also re­ ceived from the following vessels: OVERSEAS ARCTIC OVERSEAS ULLA OVERSEAS ALEUTIAN BORINQUEN WARRIOR BAYAMON DELTA ARGENTINA SEA-LAND MARKET HUMACAO HOUSTON GOLDEN MONARCH SEA-LAND CONSUMER OGDEN WABASH OGDEN CHAMPION SEA-LAND EXCHANGE PANAMA ti'p. i OGDEN WILLAMETTE (Ogden Marine Transport), June 6—Chairman, Recertified Bosun E. K. Bryan; Secre­ tary E. Kelly; Educational Director H. Meredith; Deck Delegate B. Anding; Engine Delegate L. Campos; Steward Delegate R. N. Sessions. No disputed OT. Chairman held a discussion on President Hall's report and on President Carter's stand for a strong maritime pro­ gram as outlined in the Seafarers Log. Requested all crewmembers to read the Log to obtain all the information you want on what is going on in the Union. The steward department extended a vote of thanks to the crew for keeping things clean. OVERSEAS NATALIE (Maritime Overseas), June 12—Chairman, Recer­ tified Bosun Carl Thompson; Secretary M. Deloatch; Educational Director B. Ginter; Engine Delegate Charles D. Polk. No disputed OT. Chairman re­ ports that the ship will layup in Jack­ sonville, Fla. and will be laid up for two weeks. They will call the crew back for those who want to come back. A vote of thanks to the steward depart­ ment for very good and well prepared food. The menus have been very varied. Next port in California. MOUNT EXPLORER (Mount Ship­ ping), June 26—Chairman, Recertified Bosun Peter Garza; Secretary A. Salem; Educational Director Fred Harris; Deck Delegate F. R. Schwarz; Engine Dele­ gate E. H. Nordtromp; Steward Dele­ gate Young McMillan. No disputed OT. Chairman held a discussion on im­ portant items in the Seafarers Log es­ pecially the new wages effective June 16, 1977 and the new retirement pro­ gram. Also discussed the importance of donating to SPAD. A vote of thanks to the steward department for excellent food preparation and good service. Ob­ served one minute of silence in memory of our departed brothers. Next port, Texas City. OVERSEAS ALASKA (Maritime Overseas), June 19—Chairman, Recer­ tified Bosun W. L. Tillman; Secretary T. Bolton; Educational Director Joa­ quin Miller; Deck Delegate Calvin Smith. No disputed OT. Chairman dis­ cussed the importance of donating to SPAD. All Union mail was read and posted on the bulletin board. A vote of thanks to the Crew Messman Lloyd Clark for a very good job serving the crew. A special vote of thanks to the deck department for helping keep messroom and pantry clean at night. Next port, Portland, Ore. AGUADILLA JACKSONVILLE SEA-LAND GALLOWAY SEA-LAND MCLEAN EAGLE TRAVELER TAMARA GUILDEN FOINTE JULIE DELTA SUD BALTIMORE CHARLESTON SAM HOUSTON JOHNPENN YELLOWSTONE GEORGE WALTON DELTA ARGENTINA OAKLAND PISCES SEA-LAND ECONOMY MAYAGUEZ PONCE ZAPATA PATRIOT (Zapata Bulk Transport), June 26—Chairman, Re­ certified Bosun R. Murry; Secretary D. E. Edwards; Educational Director G. R. Meaden; Deck Delegate James A. Wade; Steward Delegate Charles D. Locke. No disputed OT. The chairman reports that he has been on board 16 months and has had no beefs. A vote of thanks to the steward department for a job well done. Also a vote of thanks to the Radio Officer and Master for show­ ing movies every night even in port and anytime someone wanted to see one. SEA-LAND COMMERCE (SeaLand Service), June 19—Chairman, Recertified Bosun Lothar Reck; Secre­ tary S. S. Schuyler; Educational Di­ rector F. Sayo. No disputed OT. $37 in ship's fund. Chairman advised all crew­ members to take advantage of the Harry Lundeberg School and try to upgrade themselves in Piney Point, Md. Next port, Seattle. SEA-LAND FINANCE (Sea-Land Service), June 26—Chairman, Recerti­ fied Bosun J. Pulliam; Secretary W. Benish; Engine Delegate W. B. Austin. No disputed OT. The May issue of the Seafarers Log was received and Chair­ man discussed several articles contained therein. A vote of thanks was given to F. Pappone for showing movies and taking care of the movie machine. Re­ port to Seafarers Log: "Mooring winches would make things a lot safer; anything would be better than it is now." Next port. Long Beach. OVERSEAS ANCHORAGE (Mari­ time Overseas), June 12—Chairman, Recertified Bosun Elmer Baker; Secre­ tary A. Arellano; Educational Director A. Clark; Deck Delegate T. R. McDuffy; Engine Delegate C. Gallegher; Steward Delegate R. Hirsch. Some dis­ puted OT in deck and engine depart­ ments. Educational Director requested that reading material be placed aboard vessels as it would be helpful to the morale of men off watches. Next port in Puerto Rico. ULTRA MAR (Westchester Marine Shipping), June 26—Chairman, Recer­ tified Bosun Norman P. Beavers. No disputed OT. It was requested that an entry be made in the ship's minutes that when the Steward Paul Hunt came aboard the vessel that everything was in bad shape. He squared everything away by working 16 and 18 hours a day. He had the initiative to make decent menu for all personnel involved. We, the crew all appreciated it very much. We feel that this should be noted on his record. Next port, Trinidad. SEA-LAND RESOURCE COUNCIL GROVE OVERSEAS VIVIAN PORILAND THOMAS J EPPERSON NECHES TRANSEASTERN TAMPA SEA-LAND PRODUCER PORT HOSKINS SEA-LAND TRADE lyONG BEACH iOtELRIO SEA-LAND VENTURE 51T f nrtic COVE COMMUNICATOR SHOSHONE BEAVER STATE THOMAS NELSON DEL SOL August 1977 / LOG / 37 �Nazareth Battle 'A Seniority Upgraders Carlos Rodrigues MarkSawin Richard Sanderson Seafarer Carlos Rodrigues, 24, graduated from the Harry Lundeberg School of Seaman­ ship (HLSS) in Piney Point, Md. in 1973 returning to the school ifi 1975 to upgrade to fireman-watertender. l^e completed the Cardiac Life Support and First Aid Courses. He also has his lifeboat and firefighting endorsements. Brother Rod­ rigues was born in Brooklyn, N.Y. He lives in Jersey City, N.J. and ships out of the port of New York. Seafarer Mark Sawin, 20, gradu­ ated from the HLSS in 1975 and up­ graded to firemanwatertender in 1976. He has the Cardiac Life Sup­ port, First Aid, Lifeboat and Fire­ fighting tickets. Brother Sawin was born in Oklahoma. He lives in Slidell, La. and .ships out of the port of New Orleans. Seafarer Richard Sandserson, 21, is a 1974 HLSS gradu­ ate. He upgraded to 3rd cook there this year. He has the Cardiac Life Sup­ port, First Aid, Lifeboat and Fire­ fighting tickets. Brother Sanderson was born in Vienna, Va. where he resides. He ships out of the Gulf. Larry Watson Seafarer Larry Watson, 25, gradu­ ated from the HLSS Trainee Program in 1971 upgrading to AB at the School in 1973. He completed the Cardiac Life Support, First Aid, Lifeboat and Firefighting Classes. Brother Watson is a native and resident of the port of Seattle from where he ships out. Michael Derrlnge Seafarer Michael Derringe, 24, first sailed with the SIU in 1974 following his graduation from the HLSS. He up­ graded to firemanwatertender at the school. And he has his Cardiac Life Support, First Aid, Lifeboat and Firefighting tickets. Brother Derringe was born in the port of Norfolk where he still lives. He ships out of the port of Jacksonville. Stanley. La Grange Seafarer Stanley La Grange, 25, graduated from the HLSS in 1972. He now has his AB rating. Also he has Cardiac Life Support, First Aid, Lifeboat and Firefighting qualifica­ tions. Brother La Grange was born in Saramayo Hospital, across the street from the New Orleans Union Hall. He lives in the port of New Orleans and ships out from there. Edward Craig Seafarer Edward Craig, 26, is a 1973 graduate of the Lundeberg School. In 1974, he up­ graded to firemanwatertender there. Last year, he up­ graded to QMED at the HLSS. He has completed the Cardiac Life Support, First Aid, Lifeboat and Firefighting Courses. Brother Craig was born in Newton Hamilton, Pa. He lives there and .ships out of the port of New York. 38 / LOG / August 1977 DEEP SEA Thomas McQuay Seafarer Thomas McQuay, 25, is a 1970 graduate of the HLSS. He up­ graded to third cook this year. He has finished the Cardiac Life Support, First Aid, Lifeboat and Firefighting Courses. Brother McQuay is a native of the port of Jacksonville where he lives and from where he ships out. Spero Moche, Jr. Seafarer Spero Moche, Jr., 30, graduated from the Harry Lundeberg School in New Or­ leans in 1971. This year he upgraded to fireman-watertender at Piney Point. He has the Cardiac Life Support, First Aid, Life­ boat and Firefighting qualifications. Brother Moche was born in Wilson, N.C. He lives in St. Petersburg, Fla. and ships out of the ports of New Orleans and Tampa. Ricardo C. Quinones Seafarer Ricardo C. Quinones, 28, has been sailing with the SIU since his graduation from the HLSS in 1971. In 1974, he got his AB rating at the school. Also he has the Cardiac Life Support, First Aid, Lifeboat and Fire-* fighting tickets. He is a Navy veteran. A native and resident of The Bronx, New York City, Brother Quinones ships out of the port of New York. Seafarer Naza­ reth Battle, 26, started sailing in 1972 after graduating from the Lundeberg Trainee Pro­ gram. A month after his graduation, he earned his 3rd cook rating there. This year he intends to take the LNG Course at Piney Point. In 1978, he in­ tends to upgrade at HLS to cook and baker. He completed the Cardiac Life Support, First Aid, Lifeboat and Fire­ fighting Courses. Brother Battle was born and raised in the port of Balti­ more. He ships out of the port of Jack­ sonville where he lives with his wife, Sharon Elaine and their daughter. Mark Petterson Seafarer Mark Petter.son, 25, be­ gan his sailing ca­ reer in 1972, the year he graduated from Piney Point. This year he up­ graded to assistant cook at the HLSS. He has finished the Cardiac Life Support, First Aid Life­ boat and Firefighting Classes. Brother Petterson was born in Evanston, 111. A resident of North Carolina, he ships out of the port of New Orleans. Tommy Hartman Seafarer Tommy Hartman, 22, grad­ uated from the HLSS in 1975. He upgraded to fireman-watertender at Piney Point this year. He also has his Cardiac Life Support, First Aid, Lifeboat and Firefighting endorsements. Brother Hartman was born in San Fran­ cisco. He lives there and ships out of that port city. Srotherhood'm Action ...forSIU members with Alcohol problem The Seafarers Alcoholic Rehabilita­ tion Center holds its first annual re­ union this month. Every Seafarer can feel a sense of real pride and brother­ hood in this event. Through cooperation, support, and trade union spirit, we have helped many of our fellow brothers on the road to recovery from alcoholism. The theme of the reunion is "Living Sober". As these men gather at the ARC to enjoy Living Sober, every Seafarer can share the spirit of their celebration. We celebrate because the Brother­ hood of the Sea has brought a better way of life to these members. And any­ thing that helps one of us helps all of us. Every brother who has come to the ARC and recovered from alcoholism can now enjoy the good wages, working conditions and other benefits of union­ ism. Before, when alcohol ruled his life, I these benefits were meaningless to him. Through union brotherhood, every one of us has helped to save the lives of these Seafarers. We did this by suppuriing the ARC program and otif brothers' decision not to drink. The Brotherhood of the Sea has real meaning for each brother at , the Living Sober Reunion and for the many other brothers who are recovered alcoholics now at work aboard ships and boats throughout our country and the entire world. Their successful new lives are a triumph for all of us. But we must remember that this re­ union is our first celebration of an im­ portant first success. The work is far from over. We must renew our support for the ARC and our alcoholic brothers. We must keep on working until every Seafarer who has alcoholism is able to celebrate the freedom of Living Sober. Alcoholic Rehabllitotion Center I I am interested in attending a six-week program at the Alcoholic Tommy Lister j Rehabilitation Center. I understand that all my medical and counseling Seafarer Tommy Lister, 35, made his first voyage with the SIU in 1963 sailing as an OS. Previous­ ly that year he had graduated from the Andrew Furuseth Training School • (AFTS) in New Or­ leans. In 1966, at the AFTS, he up­ graded to AB. He also has his Cardiac Life Support, First Aid, Lifeboat and Firefighting endorsements. Brother Lister, who ships out of the port of Mobile, was born and grew up in Neely, Miss. He lives there with his wife, Phyl­ lis and two children. I records will be kept strictly confidential, and that they will not be kept j anywhere except at The Center. I j Name Book No I I j Address I (Street or RED) (City) (State) Telephone No Mail to: THE CENTER Star Route Box 153-A Valley Lee, Md. 20692 or call, 24 hours-a-day, (301) 994-0010 (Zip) �431 Have llonatcil $100 or iUore To SPAII Since licj|iiiiiiiif| of '77 The following Seafarers and other concerned individuals, 451 in all, have demonstrated an active interest in participating in political and legislative activities which are vital to both our job security and our social and economic welfare, by voluntarily donating $100 or more to the Seafarers Political Activities Donation (SPAD) fund since the beginning of 1977. (The law prohibits the use of any union money, such as dues, initiation fees, etc., for political activities. The most effective way the trade unionist can take part in politics is through voluntary political contributions. SPAD is the union's separate segregated political fund. It solicits and accepts only voluntary contributions. It engages in political activities and makes contributions to candidates. A member may voluntarily contribute as he sees fit or make no contribution without fear of reprisal.) Seventeen who have realized how important it is to let the SIU's voice be heard in the Halls of Congress have contributed $200, three have contributed $300, one has given $400, and two $600. For the rest of the year the LOG will be running the SPAD honor rolls because the Union feels that in the upcoming months our political role must be maintained if the livelihoods of Seafarers are to be protected. (A copy of our report is filed with the Federal Election Commission and is available for purchase from the Federal Election Commission, Washington, D.C.) NOTE: Each month's SPAD Honor Roll contains the names of those individuals who have given $100 or more as of the last Friday of the previous month. Lomas, A. Jacobs, R. Campbell, A. Fester, M. Roubek, J. Abadi,H. Reyes, M. Napoli, F. Selzer, S. Lombardo, J. Jackson, J. Abobaker, F. Campbell, A. Fgrshee, R. Rhoades, G. Roy, B. Nash, W. Shabian, A. Lundberg, J. Japper, J. Adams, P. Campbell, W. Firshing, W. Richburg, J. Royal, F. Nauarre, T. Shelton, J. Lyncb, C. Jobnson, D. Carbone, V. Fischer, H, Riddle, D. Rudnicki, A. Adams, W. Neffe,J. Sholar, E. Lyness, J. Johnson, R. Ries, C. Ruzyski, S. Adamson,R.R. Cavanaugh,J. Fiane,V. Nielsen, R. Sigler,M. Johnsted, R., Jr. Magruder, W. Ripoll, G. Sacco, J. Adlum, M, Celglna, J. Fletcher, B. O'Donnell, J. Silva, M. Maldonado, M. Jones, C. Roades, O. Sacco, M. Cheshire,!. Florous, C. Air, R. N. 01ds,T. Smith, L. Malesskey, G. Jones, R. Roberts, C. Saeed, S. Cinquemano, A. Foley, P. Olson, F. Algina, J. Smith, T. M anafe, D. Jones, T. Roberts, H. Forgeron, L. Salanon, G. Omar, Y. Cofone, W. AIi,A. Sncll, F. Manen, J. Jones, W. Roberts, J. Fox, P. Salazar, H. Conkiin, K. Pacheco, E. Allen, J. Snyder, J. Manry, L. Jorge, J. Robinson, W. Saleh, H. Franco, P. Conning, E. Paladino, F. Alhaj, Y. Somerville, G. Mansoob, A. Rodgers, J. San Fillippo, J. Kastina, T. Francum, C. Papuchis, S. Almuflichi, A. Conway, F. Soresi, T. Martin, T. Rodriguez, F. Sanchez, M. Kauffman, R. Frank, S., Jr. Paradise, L. Anders, T. Cortez, E. Spencer, G. Martinez, L. Rodriguez, R. Schuffels, P. Frederickson, E. KeUer,D. Paschal, R. Stancaugr, R. Anderson, A. Costango, G. Martinussen, C. Kemgood, M. Fuller, Rondo, C. Seabron, S. G. Patterson, D. Stankiewicz, A. Anderson, A. Cousins, W. McCarthy, L. Kerr, R. Rosenthal, M. Seagord, E. Furukawa, H. Patton, S. Steams, B. Cresci, M. Andci^on, R. McCartney, G. Ketchbad, D. Roshid, M. Selzer, R. Gallagher, L. Paulovich, J. Cross, M. Stevens, W. Antici, M. McCaskey, E. Kingsley, J. Galliam, R. Cruz, F. Pecquex, If. Aquino, G. Stubblelield, P. McClinton, J. Kizzire, C. Cunningham, W Ganthier, C. Perez, J. Arle,J. Sulaiman, A. McElroy, E. Klein, A. Garcia, R. Periora, J. Aspseter, H. Cuny, M. Sullins, F. McKay, D. E. Gard, C. Da Silva, M. Knutsen, Aumlller, R. Pomerlane, R. LUIedahLH. Peth, C. Surrick, R. McNabb, J. Koflowitch, W. Gardner, E. Avery, R. Swiderski, J. Picczonetti, M. Dalman, G. McNally, M. Kouvardas, J. Badgett, J. Piper, K. Tanner, C. Dammeyer, C. Gaston, T. McNeely, J. Kozicki, R. Gavin, J. Bakarich, P. Pool, D. Taylor, F. Danzey, T. Mehert, R. Kramer, M. Gentile, C. Barroga, A. Porter, B. Taylor, J. Darden, J. Manuel. R. Mesford,H. Kwiatek, G. Gimbert, R. Praza, L. Barry, J. Telegadas, G. Dauocol, F. MoUard, C. Kydd, D. Glidewell, T. Prentice, R. Teipe, K. Barflett,!. Davidson, W. Mongelli, F. Lambert, H. Goff, W. Pretare, G. Bartlett, J. Theiss, R. Davles, R. Mooney, E. Bartlinski, J. Davis, J. Lankford, J. J. Goldberg, Prevas, P. Tillman, W. Curtis T. Quinter, J. Romolo, V. Morris, W. Larkin, J. Golder, J. Bauer, C. Primero, F. Tobin, G. Davis, J. Morrison, J. Lawrence, L. Gooding, H. Baum, A. Prirette, W. Tobio, J. Davis, S. Mortensen, O. Lawrence, W. Goodspeed, J. Beeching, M. Debarrios, M. Prott,T. Troy, S. Mosley, W. Lee,K. Gorbea, R. PuUiam, J. Bellinger, W. Dechamp, A. Truenski, C. Abas, I. Frounfelter, D. Muniz, W. Lelonek, L. Gosse, F. Purgvee, A. Tsminrx, L. Benoit, C. Delgado, J. Aronica, A. Hall, P. J. Munsie, Lennon, J. Graham, E. Bentz,H. Quinnonez, R. Turner, B. Delrio, J. Bailey, J. McFarland, D. Murray, G. Lesnansky, A. Graham, R. Quirk, J. Bergeria, J. Turner, L. Demetrios, J. Bernstein, A. Pow,J. Murray, J. Lewis, L. Greene, H. Raineri, F. Ber^ond, B. Dembach, J. Tutde, M. Richardson, J. Brand, H. Murray, M. Libby,H. Grepo, P. Underwood, G. Rankin, J. Berlin, R. Diaz,R. Seibel,E. Combs, W. R. Murray, Liles, T, Gnarino, L. Rattray, W. Vasquez, J. Bishop, S. Dickey, K. Drozak, F. Shields,!. Musaid, A. Lindsey, H. Guillen, A. Bland, W. Reck, L. Velandra, D* Diercb, J. Stephens, C. Ellis, P. Mynes, A. Logue, J. Hagerty, C. Reinosa, J. Velez, R. Bluitt, J. Diglorgio, J. Stewart, E. Myrex, L. Loleas, P. Vuksiiir, G. Haggagi,A. Bobalek,W. Doak, W. Walker, T. Boland, J. Hall,K. Dolgen, D. Weaver^ A. Bonser, L. Domenico, J. Hall,M. 4?^ Webb, J. Botana, J. Domingo, G. Han,W. Hannibal, R. Weber, J. Boudreaux, C. Donovan, P. SEAFARERS POLITICAL ACTIVITY DONATION iWest,D. Bourgois, M. Harildstad, V. Downon, P. (SPAD) Westbrook, A. L. 675 FOURTH AVENUE BROOKLYN, N.Y. 11232 Boyle, D. Harris, E. Drebin, L. Westerholm, G. Boyne, D. Harris, W. Drozak, P. S.S. No.. Whitmer, A. Bradley, E. Harris, W. Drory,C. Whitsitt, M. Brongh, E. Book No.. Contributor's Name Haskins, A. Dryden, J. ^j|widman,J. Brown, G. Hatton, M. Ducote, C. Address. / Wilbum, R. Brown, I. Hauf,M. Dudley, K. Williams, L. Brown, S. .Zip Code City . .State. Haynes, B. Dwyer, J. Williams, S. Browne, G. Heimal, W. Dyer, A. I acknowledge and understand that SPAD is a separate segregated fund established and administered ^ ^ Wilson, C. Bryan, E. Heniken, E. by my Union to engage in political activities and to make contributions and expenditures for candidates Edmon, F. seeking political office and solicits and accepts only voluntary contributions, and I have the right to \ Wilson, J. Bryant, B. Heroux, A. Edmonds, F. refuse to make any contribution without fear of reprisal. I may contribute such amount as I may volun­ Winder, R. Bucci, P. Hersey, G. Ellis, F. tarily determine and I herewith contribute the sum of $• . This contribution constitutes my voluntary act and I am to to receive a copy of this receipt showing the amount of my contribution. A Wingfield,P. Bliczynskl, J. Eschukor, W. Hill, G. copy of SPAD's report Is filed with the Federal Election Commission and is available for purchase from |Wolf,P. Holmes, W. Bullock, R. the Federal Election Commission, Washirigton, D.C. Evans, M. Woodbouse, A. Homas, D. Burke, T. Fagan, W. Woody, J. Homayonpour, M. Signature of Solicitor Burnette, P. Falcon, A. Port j)i|Worley, M. Caffey, J. Hooker, G. Solicitor'! •'s No. Famen, F. Worster, R. Howse, A. Caga, L. Farrell, C. ^Yarmola, J. Hunter, W. Callahan, J. Faust, J. relland, B. Hussain, A. Camarillo, F. Fay, J. 'Zcag!cr,S. lovino, L. Campbell, A. Fergus, S. $600 Honor Roll $400 Honor Roll % % $300 Honor Roll $200 Honor Roll i • 1977 M �msi Pleasant snniling cook, Violet Dallas, does berthing St. Louis—Hub of Nation's Inland Waters System S T. LOUIS is the hub of our na­ tion's uiland waterways syslem. Just above St. Louis, the Illinois Wa­ terway branches off to the northeast. The Missouri River branches off to the west there, and the Upper Missis­ sippi River continues to the north. About 200 miles below St. Louis, the Ohio River empties into the Lower Mississippi. Because of its central location, the port of St. Louis is a good place to catch SlU-contracted lineboats as they pass through town. When the Log visited St. Louis we boarded three boats with SIU crews. At the American Commercial Barge Line fleeting area in Alton, 111., across the river from St. Louis, we found the Charles Lehman* The Lehman was just in from the Upper Mississippi and had stopped off for minor repairs before heading north again. Back in the city, at St. Louis Ship­ yard, we caught the National Gate­ way of National Marine Service. She was on her way to pick up a tow of chemical barges destined for the Lower Mississippi River. A few miles upriver we found the crew of Ozark Marine's Ed Renshaw making up a tow of barges to be delivered on the Illinois Waterway. Other SlU-contracted companies whose boats sometimes pass through the port of St. Louis include: Orgulf Transport; Dixie Carriers, and Delta Queen Steamboat Co. After breaking up tow, SIU Deckhand David Colboth, left, and Lead Deckhand Don "Red" Harris stack ratchets. The two Boatmen are part of the SIU crew on the Charles Lehman. ' -.--V-i.-' Ati*'., As far as deckhands Bill Shands (top photo) and Gregg Piatt (bot­ tom photo) are concerned, there is no such word as grime as the two keep their boat, the Ed Renshaw, looking sharp. � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource August 1977 Description An account of the resource HEADLINES NEW, 3-YEAR CONTRACTS RATIFIED AT ABL, INLAND TUGS COAST GUARD IGNORES SEAMAN SAFETY ON THE LAKES HOUSE COMMITTEE OKS OIL CARGO BILL; FIGHT GOES ON MERCHANT MARINE AID ROLE FOR NAVY IS ‘ENCOURAGING’ BID OF FOREIGN FLAGS FOR ALASKA OIL RUN IS HIT DELTA LINE TO BUY 12 PRUDENTIAL SHIPS; WILL DOUBLE FLEET GREAT LAKES CONTRACT HEADQUARTERS REP. EDWARD X. MOONEY RETIRES HOUSE COMMITTEE PASSES WATERWAYS FUEL TAX WHEN LEAVING A SHIP, BE SURE YOU HAVE A REPLACEMENT SIU CREWS MANHATTAN ISLAND, FIRST PRIVATELY CONSTRUCTED, OPERATED HOPPER DREDGE FRANK TRAVIS IS SHIPPING OUT AS SECOND ASSISTANT ENGINEER BOATMEN FROM 3 GULF COMPANIES DISCUSS UPCOMING CONTRACTS CARTER BIDS CONGRESS PUT TEETH, SPEED IN NLRB ACT BOATMEN SERVICING SWEEP CONTINUES IN GULF 6TH BOATMENS CONFERENCE HELD AT LUNDEBERG SCHOOL CARTER MULLS ALASKA GAS PIPELINE ROUTE GETTING A LICENSE IS A REWARDING MOVE ‘THAT’S THE PLACE TO GO’ ENGINEER SIMMONS SAYS OF PINEY POINT BOATMEN GARCIA, O’NEAL GET CAREER HEADSTARTS AT HLSS 1ST INLAND CONTRACT SPURS BEN WHALEY TO UPGRADE TO CAPTAIN MILITARY CARGO HELPS KEEP U.S. SHIPS ON JOB TUG MARYLAND BEATS FIELD OF 14 TO WIN RACE ONCE AN ARCTIC OCEAN FISHERMAN, HE SAILS DECK ON GREAT LAKES BIG JUMP IN PAY GOES ALONG WITH UPGRADED SKILLS SIU REP LUIGI IOVINO GETS HIS HIGH SCHOOL DIPLOMA AT HLSS HIGH SCHOOL EQUIVALENCY DIPLOMA AVAILABLE TO ALL ST. LOUIS-HUB OF NATION’S INLAND WATER SYSTEM Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 8/1/1977 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 39, No. 8 1977 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/0227f6c28f94492fc8e5d335b3d6ce6a.PDF 7b2a510018cca78c61c37fb9b2d44b9f PDF Text Text •? ', s ••••4 Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-CIO Battle N2''9^® SEPTEMBER 1977 Hotter OyerCargd^Preference See Page 3 SM Page 6 New SIU'Contracted Boat SeweU's Point First Living Sober Reunion Held See Pages 19-21 See Page 10 Overseas New York Will Soon Join Union-Crewed Fleet 4-' .^.•l �Tug Geary Pushes First Part of World's Largest Oil Rig Six SIU members recently took part in an exciting and historic event on the inland waterways. On July 19 the SlUcontracted towboat John D. Geary be­ gan pushing the first section of the world's largest oil rig through a Louisiana bayou toward its destination in the Gulf of Mexico. The crew of the Geary, operated by Orgulf Transport Co. of Cincinnati, Ohio included the following SIU mem­ bers: Dorothy Cripps, cook; Ike O'Donoghue, mate; Frank Smith, watchman, and Deckhands Joe Bishop, Hollice Davidson and Robert Mehlbauer. The oil rig, built by McDermott Fab­ ricators of Morgan City, La. for the Shell Oil Co., measures 175 ft. high, 380 ft. wide, and 400 ft. long. The rig weighed only 14,000 tons, quite a bit lighter than the 40,000-ton barge tows that the Geary is accustomed to push­ ing. But the size and shape of the fig made its transport particularly tricky. On the first part of the journey the Geary had to navigate through a nar­ row, winding, shallow waterway called Bayou Chene, La. Periodically the barge on which the rig rested touched bottom or its cargo overlapped the banks. But the 6,600 hp. Geary was able to push through. Since the maze of piping severely hampered the pilots' vision, a man stationed at the head of the barge radioed directions to the pilot­ house of the Geary. As one crewmember reported, the view from the deck of the boat was most unusual. "It was unreal. I've never seen anything like it. Sometimes you could hear trees along the bank being ripped up." The going was a little easier once the Geary reached the open channel of the Atchafalaya River and Atchafalaya Bay. On the second day, the boat reached its destination — a seabuoy about 11 miles out in the Gulf of Mex- Here's a rear view of the M/V John D. Geary (Orgulf) pushing the first section of the world's biggest offshore oil rig. The rig towers over the trees of Bayou Chene, La. on its way to the Gulf. rh 0X0, rp The Log Is Your Publication Pick up any daily newspaper and thumb through it. You'll find everything from the local crime statistics to the college grid scores. But there's one thing you won't see a whole lot about, and that's maritime—the industry we live by. Papers do, of course, carry news about the maritime industry. Some more than others. But these articles are often missing important facts. And all too often they are written from our opponent's viewpoint, for example, some of the current articles on cargo preference legislation. As little as daily newspapers have about maritime, television and radio have less. My point is this. The U.S. maritime industry is an extremely complex one, faced with many complex problems. And we as maritime people must have a clear and accurate picture of what's going on in the industry if we are to cope with and solve these problems. Thai'» 'Vhere our newspaper, the Log, comes in. The Log, itself, is prob­ ably the most comprehensive maritime newspaper in the country. And the important thing is that the Log is written and published specifically for the SIU membership. Each month, the Log reports on virtually every issue involving the U.S. maritime industry and its workers that has transpired over the previous month. This ranges from legislation to ship and boat launchings. However, the Log goes one very important step further than simply report­ ing the facts about these issues. The Log interprets the facts, and then out­ lines in detail how a particular issue will affect the job and job security of SIU members. Another very important job the Log performs is reporting on the news within the Union itself. The Log carries detailed information on the Lunde- ico. The barge was then turned over to sea-going tugs which took the rig to its drilling site. The duties of the Geary's crew were a little different from usual on this trip. The deck crew hooked the boat up to the barge which carried the rig. After that they turned to other duties, such as helping install splashboards in the door­ ways to make the river boat seaworthy for its trip into the Gulf. They also helped out in the galley and served as hosts to the extra people who were around for this special trip. The Geary's cook, Dorothy Cripps, deserves special mention for the hard work and long hours she put in. At one meal she served over 100 extra people, including a large crew of men who were stationed on the rig and assorted com­ pany and Government officials. Sister Cripps reports that 7 pies, 4 gallons of strawberries, 13 loves of bread, 75 hot rolls and 60 pounds of roast were con­ sumed for dinner one day. Boatwoman Cripps summed up the entire crew's attitude quite well: "It was the hardest I've ever worked, and the most thrilling experience I've ever had. I considered it an honor." The Geary's crew is already hoping that they will be chosen next year to take out another section of the huge rig, which will eventually be 1,265 ft. tall. As successful as this year's operation was, their dream just may become a reality. berg School, the Welfare and Pension Plans, new contracts, shipping reports, digests of ships' meetings and many other special features. Overall, I think the Log does a good job of reporting on the things that affect all our lives. I'm not the only one that thinks so, either. For three years running now, the International Labor Press Association has Jiamed the Log one of the best labor publications in the nation. (See story on page 10.) This is an important distinction, and the editors of the Log are proud of it. Another thing I believe that should be mentioned about the Log is~~the amount of work and planning that goes into its publication. Once each month, I and several other SIU officials from various segments of the Union meet with the Log's editors. The purpose of these meetings, of course, is to continually make the Log a better publication. We discuss the previous issue in detail. Special emphasis is placed on how a certain article has either succeeded or fallen short of telling the complete story. We also discuss the upcoming issiTe thoroughly. We talk about the articles that will appear. But most importantly, we talk about how these articles can be presented and illustrated to tell the story just like it is—plain and simple. Nothing slick or fancy. There is one other aspect that I believe adds something special to the Log. That is the input to the paper by SIU members themselves. The Log regularly receives photos, human interest items, and other stories from the membership. This provides the Log with a nice balance. But most important, it proves that the SIU membership, which is the bulk of the Log's readership, wants to have a good newspaper. SIU members who do con­ tribute to the Log should be congratulated. From the front pap to the back page, I believe that the Log is a lot more to the SIU membership than just a nt wspaper. First of all, it is the only real means Union Headquarters has to effectively communicate with a membership that is spread throughout the nation, and for that matter, throughout the world. The Log is also an important educational tool for us. It can and should be used at Union meetings on ships and tugs to spur discussions about the issues that profoundly affect our lives. One other point. The Log provides us with a chronological history of the SIU. Right now, you can look at back issues of the Log and see how the SIU has progressed and evolved. You can also look at the present issue of the Log and see where we stand today, as well as what the future has in store for us and our industry. The Log is a good publication. It's your publication. My only advice is, read it and use it to its fullest extent. Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf Lakes and Inland Waters District AFL-Pin fiVR Fnnrth Awa RmnWiun N Y 11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 39. No. 9. September 1977. ' ^^e.. ttrooKiyn. IN.T. 2 / LOG / September 1977 �Oil Bigs All Out to Stop Cargo Preference The U.S. oil companies have launched an all out lobbying effort to stop Congressional passage of 9.5 percent oil cargo preference for American-flag ships. The oil companies are supple­ menting their efforts in Congress with a heavy nationwide ad campaign in scores of daily newspapers. Not surprisingly, the newspapers accepting oil company ads have al­ most all come out strongly against rjnyrjDEEP SEA the cargo preference bill in conspicu­ ously similar editorials. The oil companies are fighting hard against the 9.5 percent bill be­ cause they stand to lose profits if the bill is passed. The oil people own and operate huge fleets of flag-of-convenience tankers. These ships carry the majority of .America's oil imports. At the same time, these ships avoid Schulman Is Elected Bar Assn. Unit Head Howard Schulman, SlU general counsel, has been elected chairman of the American Bar Association's Labor Relations Law Section for the 1977-78 term. Schulman will be in charge of direct­ ing the affairs of the 10,000-member Section. This Section consists of labor and management lawyers and aca­ demics throughout the United States specializing in the field of labor law. Numbered among its members are the foremost authorities in the field. Schulman was elected by the Section membership at the American Bar Asso­ ciation's Chicago Convention held in August. SlU General Counsel Schulman is senior partner in the New York law firm of Schulman, Abarbancl & Schlesinger. He also serves as a commissioner of the Port Authority of New York and New Jersey. He was appointed to this post by New York Gov. Hugh Carey and confirmed by the New York State Senate earlier this year. American taxes, U.S. environmental standards, and of course, the use of American labor in operating the vessels. House Vote Due The cargo bill, itself, would re­ quire that 9.5 percent of all U.S. oil imports be carried in U.S. ships by 1982. American ships would imme­ diately be guaranteed a 4.5 percent share of all oil imports. This share would increase one percent a year for five years until the 9.5 percent mark is reached. U.S. ships now carry only 3.5 percent of the country's oil im­ ports. The bill has the support of the Carter Administration. The AFLCIO has pledged its all out support for the bill. In addition, a coalition of maritime labor (including the SIU), U.S. shipping companies, and U.S. shipbuilders is campaigning for the bill's enactment. This coalition has formed an action committee known simply as the U.S. Maritime Committee. The 9.5 percent bill is expected to come up for a vote on the House floor in early October. Over a month ago, the bill was voted favorably out of committee by a bipartisan margin of 31 to 4. This impressive vote indicates there is strong support for the bill in the House, and it will probably pass. However, the Senate may be a dif­ ferent story. Ranking Republicans have set up opposition to the measure along party lines. They hope to bring conservative Democrats into their camp to defeat the bill. One way or the other, the bill will probably not come up for a vote in the Senate this year. The Senate has scheduled additional hearings for the bill, delaying a floor vote. In addi­ tion, Senate Majority Leader Robert Byrd has indicated that the Senate would not consider the bill until next year. There was even a late move in the House to .send the bill back to com­ mittee for additional hearings. But the House Rules Committee voted 10-3 to .send the bill to the House floor for action. Maritime Campaigning, Too To offset the oil companies' mass­ ive lobbying effort against the bill, the U.S. Maritime Committee is wag­ ing its own fight for the bill's passage. Continued on Page 29 SIU Reps Speak at MAR AD Firefighfing Hearings Beginning with tankermen and sea­ farers aboard LNG equipment, seamen and boatmen with ratings will be re­ quired to have firefighting training in the future. To prepare for the increased number of people who will be taking the Maritime Administration's practical INDEX Legislative News SIU in Washington Oil cargo bill Page 9 Page 3 Union News President's Report Page 2 SPAD honor roll Pages 38-39 Headquarters Notes Page 7 Lakes Picture Page 8 Inland Lines Page 6 At Sea-Ashore Page 18 Fishermen Conference ..Page 10 Union appointments . .. .Page 10 General News National unemployment . .Page 10 Carpenters' Union Page 25 Firefighting hearings Page 3 Offshore meeting Page 5 Coast Guard inaction .... Page 5 Alaska oil on foreign ships . Page 5 Waterman subsidies .. . .Page 11 Log wins award Page 10 Oxygen on ship Page 22 On Ships and Boats Sewell's Point Page 6 Overseas New York Page 10 Ships' Digests Page 34 Manhattan, LNG Aquarius Page 25 In Norfolk harbor Back Page Flamingo and Gobbler .. Page 24 Basketball game in Russia Page 28 Ships' Committees Pages 23, 38-39 firefighting course, MAELAD is plan­ ning to build training facilities in the port for the new facilities. However, the Union believes that the Maritime Ad­ Great Lakes and New Orleans areas. ministration's main concern should be During the past month, hearings were held by MARAD on the proposed sites for the firefighting schools. SIU repre­ sentatives at the hearings expressed supDispatchers' Reports: Great Lakes ...' Inland Waters Deep Sea Tug Geary Page 8 Page 14 Page 26 Page 2 Training and Upgrading 'A' seniority upgrading.. .Page 37 First Class Pilots course.. Page 12 GED graduate Page 11 MLS courses and dates . .Page 35 Electrical Maintenance ..Page 27 Membership News Upgraded to officer Page 18 Former scholarship winner Page 14 New Pensioners Page 28 Final Departures ... .Pages 32-33 "Red" Morris retires Page 6 Special Features Jones Act : Page 13 Living Sober Reunion Pages 19-21 SIU clinics Pages15-17 Pages from seamen's history Page 36 Articles of particular interest to members, in each area—deep sea, rivers. Lakes—can be found on the following pages: Deep Sea: 3,18, 22,23,25,26, 34 Inland Waters: 2, 6, 14, 24, Back Page Great Lakes: 3, 8 making the MARAD facility in Earle, N.J. a model firefighting school. As Lindsay Williams, SIU Gulf Coast vice president put it at the New Orleans meeting Sept. 9; "We feel'that since many of our members will receive some training through the Lundeberg School, the firefighting they attend should be the finest that can be found in any part of the country." All SIU trainees and upgraders get classroom work in firefighting at the Lundeberg School in Piney Point, Md., and then go to Earle for the practical part. This averages out to over 600 Seafarers and Boatmen each year. Brother Williams also asked MARAD to build the Gulf area fire­ fighting facility close to New Orleans. That way, he said, members from the inland waterways or deep sea vessels could take the course while waiting for a job at the Union hall. High transpor­ tation expenses might prevent SIU members from attending the firefighting school if it were too far from New Or­ leans. Great Lakes Meeting Jack Bluitt, SIU Detroit port agent, attended the meeting in Toledo, Ohio on Aug. 30 and expressed support for the Toledo site that was chosen. He reported to the Log that the Mari­ time Administration has set a goal for opening the Toledo facility in May 1978. He also noted that MARAD rep­ resentatives agreed that improving the facilities in New Jersey should get top priority. Representatives of other maritime unions, port officials, and the shipping industry also attended the hearings. For many years the SIU has been active in promoting and encouraging firefighting training to improve safety on board its contracted vessels. To­ gether with other maritime training schools, the SIU helped to work out the course of study for the MARAD firefighting school. This was done through the Maritime Training Advis­ ory Board. !n Emergency Notify USPHS by Telegram Any Seafarer or Boatman who is taken to a hospital other than a USPHS facility for emergency treatment, must notify the nearest USPHS hospital of his situation within 48 hours, and it is suggested that the notification be made by telegram. In the past, many of our mem­ bers have made it a practice to notify USPHS by phone. Unfortu­ nately, when it comes time to pay the bill, there have been cases when USPHS has refused to pick up the tab claiming they have no record of the telephone call. How­ ever, by using telegrams you will have permanent proof that you ac­ tually notified USPHS within the 'prescribed period and at the same time you will eliminate any confu­ sion dealing with phone calls. If you have no recourse, though, but to use the phone, you should make it a point to get the name, title and department of the person who handled your call. September 1977 / LOG / 3 1 -i �51U Ships Take Active Role in Alaska Oil Run Beer was flowing in the bars of Valdez, Alaska. Sirens wailed, and fire­ crackers were lit like the fourth of July. All this because the river of "black gold" finally poured out of the Alaska oil pipeline on July 29. Some SlU-contracted tankers were already in the area waiting for their cargo. Others were heading up for the Gulf of Alaska. Approximately 25 SIU vessels will be used in the Alaska trade, to bring oil to the Continental United States. But surprisingly, the first SlU-contracted ship to get oil was the S.S. Gal­ veston (Sea-Land)—a containership. The first 30 gallons of oil to arrive in Valdez were poured into a souvenir drum which was transported over-theroad to Sea-Land's port terminal in An­ chorage, Alaska. There the Galveston picked it up for delivery to Seattle. SlU-contracted tankers have many destinations after they leave Valdez. For example, the Overseas Alaska (Maritime Overseas) discharged her first cargo in Nikiski, Alaska. The Arriving with the first load of Alaskan crude to reach the East Coast, the Over­ seas Valdez (Maritime Overseas) docked in Marcus Hook, Pa. on Sept. 18. The SlU-contracted tanker picked up her cargo on the western side of the Panama Canal in August. The SlU-contracted supertanker SS New York (Interocean Manage­ ment) was the first to arrive with Alaskan oil in the Gulf of Parita, 65 miles from the Panama Canal. (This photo was taken by SIU Brother John Aversa.) * I Overseas Alice took oil to San Fran­ cisco. The Overseas Chicago unloaded oil in Los Angeles and the Overseas Natalie in the Panama Canal. Other Maritime Overseas ships on the Alaska run include the Overseas Ohio and Overseas Joyce. Oil that is slated for delivery to the East and Gulf Coast sometimes switches ships several times. For ex­ ample, the SlU-contracted supertanker SS New York (Interocean Manage­ ment) left Valdez with oil on Aug. 13. By the end of August she arrived at the Parita Gulf, 65 miles west of the Panama Canal. Too large to pass through the Canal, the New York transferred her shipment to a large tanker which is serving as a temporary storage depot. Some of that oil was then transferred to a tanker small enough to go through the locks and on to the Gulf Coast. The SIU-contractedOvcrjca.y Valdez was the first ship to bring Alaska oil to the East Coast. She will be on the Panama-East Coast/Gulf Coast run. The first barrel of crude off the Alaska pipeline arrived at Sea-Land's container terminal in Seattle, Wash, aboard the SlU-contracted SS Galveston. The petroleum will be divided into souvenier memorial samples. i „'• ' 'T:;„ : 5c-. Just down from Valdez, Alaska, the SlU-contracted SS New York (top of photo) pumped about 1.8 million barrels of crude oil into the storage tanker MV British Resolution (center). Part was reloaded into the smaller Washington Trader (bottom) to go through the Panama Canal. The transfer occurred in the Gulf of Parita 65 miles from the Panama Canal, Aug. 28. The Overseas Alice (Maritime Overseas) is one of the SlU-contracted ships bringing Alaskan crude oil to the U.S. mainland. A MESSAGE FROM YOUR UNION BE ADVISED!!!! IF YOU GET BUSTED FOR TAKING ..ORPOSSESSING DRUGS YOU CAN KISS YOUR SEAMAN'S PAPERS GOOD-BYE - t• - ; 4 / LOG / September 1977 �Coast Guard's Record of Non-Cooperation Intact The U.S. Coast Guard is keeping its record intact of not cooperating with maritime labor on issues of manning and shipboard safety. In fact, the Coast Guard's latest ac­ tion concerning blue ticket AB's ap­ pears to be in retaliation to the SIU's recent criticisms of the Coast Guard's failures on safety matters. Consider the following sequence of events: • Early last Spring, it became ap­ parent that their was a shortage of green ticket able-seamen (AB unlimited any waters). The Coast Guard took the proper action. They agreed to allow blue ticket able-seamen (AB 12 months any waters) to fill a maximum of 50 percent of a vessel's AB requirements. This instead of a maximum of 25 per­ cent. The SIU supported this action. • On June 23, 1977, SIU Executive Vice President Frank Drozak testified before the House Merchant Marine Subcommittee on Coast Guard. Drozak heavily criticized the Coast Guard's ac­ tions in setting low manning scales on new U.S.-flag ships. He said the low manning scales "have caused excessive overtime and severe health and safety risks for merchant marine crews." • On July 14, SIU Detroit Port Agent Jack Bluitt testified before the same House subcommittee. He criti­ cized the Coast Guard for cutting man­ ning scales and eliminating deck watches on new Great Lakes vessels. Bluitt said the cuts were causing exces­ sive overtime. And, he said it has brought about labor jurisdictional dis­ putes between officers and unlicensed crewmembers. • On Sept. 7, 1977, the Coast Guard reversed its SlU-supported position on the blue ticket AB situation. As a result of the Coast Guard's ac­ tion, maritime unions will have trouble supplying a full complement of green ticket AB's on some ships. Conse­ quently, some ships will sail short, cre­ ating an unnecessary burden on the rest of the crew. SIU Executive Vice President Dro­ work. Consequently, there is now the zak, in a letter to Rear Adm. W. M. opportunity for blue ticket able seamen Benkert, chief of the Office of Merchant to go to sea and to fulfill the statutory Marine Safety, has asked the Coast requirements for endorsements as ableGuard to reconsider its position on blue seamen, unlimited, any waters." ticket AB's. Biting Their Nose Drozak pointed out that the short­ There appears no good reason why ages of green ticket AB's was "due in the Coast Guard reversed its decision large measure to the depressed state of on the AB issue. the U.S.-flag merchant marine. Many The rule itself, limiting blue ticket vessels in the U.S. fleet have been laid- AB's to 25 percent of the deck comple­ up for lack of available cargo, and this ment, is outdated. Merchant marine in turn caused many green ticket able- training facilities today, such as the seamen to retire." Lundeberg School, are turning out He added, "equally significant, the highly qualified blue ticket AB's. It is lack of sufficient merchant vessel activ­ the position of the SIU that nothing in ity prevented the large complement of the interest of job efficiency would be blue ticket able seamen from gaining lost if half the AB's on a vessel were the requisite seatime so as to qualify for blue ticket holders. upgrading." However, if the Coast Guard remains Drozak said, however, that this situa­ stubborn over the issue, it could create tion is changing. He said that "with the serious shipboard safety hazards be­ advent of the trans-Alaska pipeline and cause ships will sail short. the carriage of oil under the Strategic Right now, though, it appears the Petroleum Reserve, many previously Coast Guard is biting off its nose to laid-up American vessels now have spite its face. Carter OKs Canada— Not Alaska—Gas Pipeline A trans-Canadian pipeline route to carry natural gas from Alaska to U.S. markets won President Carter's ap­ proval this month. The Canadian proj­ ect was accepted over an ail-American proposal that would have carried the gas through a combination Alaskan pipeline and LNG tanker system. The SIU liad strongly supported the all-American plan because it would have relied totally on American labor. That project had been proposed by the El Paso Alaska Gas Co. The El Paso project promised thousands of jobs, not only for maritime workers, but for an enormous range of Americans involved in its construction and operation. The $10 billion, 2,700 mile Cana­ dian pipeline is expected to be finished by 1981. Pending final Congressional approval, the pipeline will be built by a group of three companies. Two of the companies are Canadian and one is American. President Carter called the pipeline the "largest project in the history of the world". He said he cho.se it because it has economic and environmental ad­ vantages over its competing proposals. A second Canadian project was also under consideration along with El Paso's. El Paso had contested, however, that its proposed pipeline would be cheaper to build and would provide quicker de­ livery of gas than the Canadian plans. El Paso's shorter route would have paralleled the 800-mile Alaskan Oil Pipeline. It could have saved time and money by being built in an area where major construction had already taken place. Secretary of Energy James R. Schlesinger has estimated that cost overruns might raise the price of the approved Canadian pipeline to $13 or $14 bil­ lion. It will go from Prudhoe Bay fields in Alaska, southward along the Alaska Highway, then through Canada's southexn Yukon and Alberta Provinces. A spur may be added later to take gas from the Mackenzie River Delta and the Beaufort Sea in Arctic Canada. This will be done if this northern Cana­ dian reserve is considered rich enough to justify the expense. Meanwhile, the proposed southern part of the line will supply the Ameri­ can Middle West from the Prudhoe Bay fields. A western leg of the Canadian pipeline is also being considered to bring the gas down to the U.S. West Coast. The El Paso Pipeline would have brought the Alaskan gas down from Prudhoe Bay to a liquefication plant near Valdez, Alaska. From there it would have been transported by LNG tankers to the U.S. West Coast. A regasification plant in California and use of existing gas pipelines east­ ward to other U.S. markets were also discussed in conjunction with the El Paso plan. President Carter and Canadian Prime Minister Pierre Trudeau an­ nounced their agreement on the Cana­ dian route on Sept. 20, ending months of deliberation. A formal agreement be­ tween the two countries was signed on Sept. 20. The U.S. Congress will con­ sider the project later this month. How­ ever, no major Congressional opposi­ tion to it is expected. SIU Acts to Block Foreign Flags on Alaska Oil Run The Liberian-flag tanker Hercules pulled into the port of Valdez, Alaska and took on a load of Alaskan North Slope crude early in September. The vessel then headed for Cape Horn. She is due to deliver the oil to the Amerada Hess refinery in the Virgin Islands in mid-October. After the oil is refined, it will be delivered by foreign-flag ship to the mainland U.S. The SIUNA believes this is a viola­ tion of the "U.S. flag only" rule for domestic shipping and the Alaskan trade. Along with the American Mari­ time Association and the Shipbuilders Council of America, the SIUNA has joined a lawsuit asking the Federal courts to block further use of foreignflag ships on the Alaska run. Under the law, the Federal " courts can order the U.S. Treasury Depart­ ment and Customs Bureau to enforce the Jones Act. The Jones Act states that U.S. bottoms must carry cargo between two U.S. ports. (See story on Page 13.) However, t'nere is a loophole in the Jones Act that excludes the U.S. Virgin Islands. According to the SIUNA, the Ship­ builders Council and the American Maritime Association, the Hercules' stopover at the Virgin Islands does not change the basic nature of the voyage. It is still a coastwise voyage from Alaska to the East Coast—which comes under the Jones Act. Furthermore, the law authorizing the construction of the Alaskan pipeline was passed in part to boost American shipyards and the American-flag tanker fleet. Using the Liberian-flag, Hercules violates both these acts and opens the door to knocking U.S. tankers out of the Alaskan trade. The lawsuit begins in Washington, D.C. Oct. 3. Back in August, the SIUNA heard that a foreign-flag tanker was going to be used in the Alaskan trade. At that time, SIUNA Vice President Frank Drozak wrote to the U.S. secretary of the treasury asking that the Union be informed of any applications made to use foreign ships to carry Alaskan crude (see August Log). Instead of answering, the Treasury Department simply sent a note saying the letter was received. In a related development, the Treas­ ury Department is proposing new regu­ lations which would clearly spell out when foreign ships could be used in the domestic trades. Up until the present, this was decided on a case-by-case basis making enforcement of the Jones Act haphazard. SIU lawyers are studying the proposals and plan to comment when hearmgs on the new regulations are held. Unions, Builders Push for U.S.-Made Gear in Offshore Drilling Nine international unions and seven construction companies will put their combined muscle behind a "Build American" Program in upcoming legis­ lation on offshore oil and gas drilling. The unions, which include the SIUNA, and the companies formed a legislative committee at a meeting late last month in Washington, D.C. The committee will push for a "Build Amer­ ican" amendment to the Outer Conti­ nental Shelf Lands Act (H.R. 1614). The amendment to this, pending bill would require that all equipment used in the offshore drilling industtry 'in American waters be made in the U.S. It would be a major job producer for American workers in this rapidly de­ veloping industry. The unions and the companies have been meeting since last year. They have already signed a contract known as the General Presidents' Offshore Agree­ ment. "This agreement insures jobs for building and maritime union workers on oil and gas rigs on the West Coast outer continental shelf. At meetings last month, plans were made to expand the West Coast contract to include all phases of offshore drilling construction. Plans were also made to secure jobs for union workers in the East Coast offshore work, which is likely to begin soon in several areas. SIUNA Vice President Frank Drozak is chairman of the unions' work group. A policy group is headquartered in Washington and East and West Coast offices will soon be set up to coordinate ongoing work for the entire group. The nine international unions are: International Brotherhood of Electrical Workers; Seafarers International Union of North America; United Brotherhood of Carpenters and Joiners of America; International Union of Operating Engi­ neers; International Brotherhood of Painters and Allied Trades; United As­ sociation of Journeymen and Appren­ tices of the Plumbing and Pipe Fittting Industry of the U.S. and Canada; Inter­ national Association of Bridge, Struc­ tural and Ornamental Iron Workers; International Brotherhood of Boiler­ makers, Iron Shipbuilders, Blacksmiths, Forgers and Helpers, and the Interna­ tional Association of Heat and Frost Insulators and Asbestos Workers. The companies are: Donovan Con­ struction; Kaiser Steel; J. Ray McDermott; Hudson Engineering; Tokola Off­ shore; Comstock, and Offshore Weld­ ing and Fabrication. September 1977 / LOG / 5 •f 'i. 'Sj;. V- E �Jacksonville The new deep sea tug Explorer of SlU-contracted Caribe Tugboat just ar­ rived in this port. She will join five other boats in Caribe's Miami-JacksonvillePuerto Rico run. Puerto Rico Caribe's expanding operation may take effect in a big way here. Nothing is definite yet, but Caribe is talking about a new freight run, possibly involving four boats, from this island to Central and South America. Great Lakes The SlU-contracted Luedtke Engineering Company has begun work on a harbor deepening project in Arcadia, Mich. This is the first in a package of five small projects awarded to the company by the Army Corps of Engineers. It is part of the Army Corps' "testing the market program" which was begun to gauge the effect of granting more Federal dredging projects to private indus­ try. Tl'- development is the subject of a bill now before the House of Representativi^s and has strong support from the SiU. The continuing U.S. Steelworkers strike at 12 iron ore mining and processing plants in Minnesota and Northern Michigan is affecting tugboats in the Great Lakes area. The strike, the first major walkout in the steel industry in 18 years, has laid up about 40 ore-earrying steamships. As a result, many shipdocking tugs are also idle. Paducah, Ky. Shipping has picked up in this coal transportation port with the recent settle­ ment of the coal miners' strike in Kentucky and West Virginia. Houston Five SIU Boatmen here have just crewed the new 3,000 hp. tugJwno. She is a brand new addition to the fleet of G & H Towing out of Todd Shipyards. She will do harbor work between Houston and Galveston. The newest SIU member with Cres­ cent Towing is 18-year old deck­ hand Joe Hughes. Brother Hughes is shown here on the Shannon Smith in his first week on the job last month. A recent trip to SiU-contracted Crescent Towing in New Orleans provided a chance to meet Monroe Jackson, shown here in the engine room on the tug Shannon Smith. Brother Jackson, an oiler, has been with Crescent since 1945 and holds more seniority than anyone else in the entire company. August Jobless Rate Up to 7.1%; Blacks' Matches Postwar's 14.5% WASHINGTON, D.C. —The U.S. jobless rate for August rose to 7.1 per­ cent from July's 6.9 percent. This puts the nation's unemployed at 6.9 million persons. Bearing the lion's share of the high unemployment rate were black work­ ers. Their jobless rate of 14.5 percent is up from July's 13.2 percent. It matches a post-World War II high. This high was also reached in Sept. 1975. Also bearing the brunt of unemploy­ ment are the 100,000 black youths— aged 16 to 21—whose jobless rate last month hit a record summertime high of 34.8 percent. White youths' jobless rate in August was 12.6 percent. Overall, 15.1 million U.S. youths were jobless this July. Hearing about the jump in unem­ ployment figures, AFL-CIO President George Meany observed that they Photos tor Log The crew of the SlU-contracted USNS Columbia (Mount Shipping) suggested that we print a notice about whether or not the Log can use color photos. R!a>?k and white photos, especially if they are sharp and focused well, are much preferred. They reproduce better than color photos in the news­ paper. However, we can use color shots if they are very clear and sharp. Any deep sea. Lakes Seafarer and any SIU Boatman who wishes to send in photos, can address them to; Editor, Log 675 Fourth Ave. Brooklyn, N.Y. 11232 lacked any bright spots. He repeated his proposal for a new program of direct job creation by the Federal Govern­ ment. Meany warned that "the situation will not improve until America really begins to face up to the fact that there must be a full scale Government pro­ gram to achieve full employment. And that drive still has not started." Meany further declared that the country's stagnant jobless rate does not show the real story of unemployment in America. "When those too discouraged to look for jobs are counted and when the 3.1 million who are forced to work parttime because fulltime jobs are not available are factored in, the true unemployment rate is 9.8 percentl" He noted that the economy is "quite sluggish and nothing is being done to give it a boost." A bright spot in the unemployment Jacksonville's Agent 'Red' Morris Retires SIU Jacksonville Port Agent William J. "Red" Morris, 57, has retired from the Union after 38 years. Brother Morris joined the SIU in 1939 in the port of Jacksonville sailing as a bosun. He also sailed from the port of Mobile. In 1947, he first sailed from that port for the Moran Towing and Transportation Co. Seafarer Morris was Mobile joint patrolman from 1969 to 1975. Alto­ gether, he worked 13 years there. During World War II, Brother Mor­ ris made a trip of five months on the Murmansk run in 1942. He also rode a run to England in the War and was on a convoy mat was sunk on its way to Casablanca, Morocco. 6 / LOG / September 1977 Brother Morris says he was on the picketline in all the major SIU beefs. He added that he helped to organize Cities Service, Isthmian Steamship Co. and the Atlantic Steamship Co. In September 1944, Morris worked at SIU Headquarters. The next year he was working for the Union in Jackson­ ville with a few months spent back at Headquarters. Later on he had Union assignments in the ports of Norfolk, Va.; Charleston, S.C. and Savannah, Ga. Born in Florida, Morris is a resident of Jacksonville with his wife, Yvonne. He intends to catch up on his fishing during his retirement. Brother Leo Bonser is replacing Sea­ farer Morris as Jacksonville port agent. WiUiam "Red" Morris picture was that seven U.S. cities had their jobless rate drop below 6 percent. They are Stamford, Conn.; Michigan's Grand Rapids, Kalamazoo, Portage and Saginaw; Lorain-Elyria, Ohio, and Ra­ cine, Wise. In August, 86 U.S. cities were on the list of cities whose jobless rate was above 6 percent. Seweil's Point Is New SiU-Contracted Tugboat The Seweil's Point, a 2,360 hp. tugboat, is the newest ad­ dition to the SIV-contracted fleet of Curtis Bay Towing in Philadelphia, Pa, She came out of Jakobson's Shipyard in Oyster Bay, N.Y. and entered service in May. She carries a crew of six SHI Boatmen who enjoy air con­ ditioned crew quarters and galley. Her vital statistics are: length: 99 ft., 10 in.; breadth: 29 ft.; draft: 14 ft.; gross tons: 237. She is classified A-l-Ocean Towing, but will do mostly harbor work in the Philadelphia area. The Seweil's Point brings Curtis Bay*s total PhUadelphia fleet up to eight boats. The company also has offices in Baltimore, Md. and Norfolk, Va. �Headquar Notes by SIU Executive Vice President Frank Drozak Too many people often confuse the leadership of a union for the union itself. There is no doubt that strong leadership makes for a strong union. But no group of officials, no matter how well-organized or hardworking, can do that job alone. The real definition of a strong union is the membership itself, working handin-hand with its leadership to insure the full rights of every member. This is no easy task, especially for a union like the SIU. About 80 per cent of our membership is always at sea. Yet we still believe that the Union is where the membership is. The great majority of our membership, constantly moving and physically cut off from one another, is nevertheless the guts of the SIU. The SIU, like all democratic trade unions, works from the membership up. For the past two issues of the Log, I have devoted my column to where this important process largely begins for us—in the Ship's Committee. In the July issue, I discussed the importance of the Ship's Chairman. In August I outlined the responsibilities of the secretary-reporter and educational director on board each ship. This month I want to focus on the remaining Ship's Committee members. They are the Ship's delegates and they can make or break the working of the entire Committee. Three brothers serve as elected delegates on deep sea vessels, one each from the Deck, Engine and Steward Departments. Their major responsibility is to work together with the Ship's Chairman to enforce the Union contract at sea. The Ship's Chairman, the Bosun, is the main spokesman for the unlicensed crew. But he cannot always be in close touch with all brothers in all depart­ ments. In fact, minimum vessel manning levels today often mean minimum personal contact among the crew. The Chairman, therefore, must depend on the delegates to report to him at shipboard meetings or on their own if problems develop in their departments. They can prevent a ship from sailing short by quickly notifying the Chairman of missing crewmembers. And throughout the voyage, they are on the job in all departments to see firsthand if the rights of any member arc not carried out. The delegate's job is even more important in the inland division. Only one delegate is necessary to represent the small crews on tugboats and towing vessels. But he must exercise the duties of the entire Ship's Committee himself. The inland delegate presides at Union meetings aboard his boat. He dis­ tributes educational material to keep the crew up-to-date on current maritime and Union issues. And, of course, he communicates the needs of the crew to Union Headquarters. Because inland crews are small, many Boatmen underestimate the impor­ tance of the delegate. They may feel that formal Union meetings are not neces­ sary since the handful of members onboard can talk to each other easily and express their needs when an SIU patrolman services the boat. But the basic democratic structure of our Union should not be taken lightly. Your right to speak out at Union meetings at sea or on the rivers when you can't attend regular membership meetings in port and to have a brother speak for you to Headquarters is guaranteed by the delegate's role. Don't ignore or dismiss his job. If you do, you are selling your own rights short. I strongly urge you not only to respect and cooperate with the delegate on your ship or boat, but to run for that position yourself. It is an opportunity to learn more about your Union and to make it a stronger organization for all of your SIU brothers. Without delegates, the Union cannot function at the most crucial part of its structure—its rank and file. Delegates open up the vital line of communication between the membership and the Union leadership. They insure your con­ tractual rights on the job and convey your needs to the Union officials on the beach so that they can represent you in Washington or at that next contract negotiation. You have both a right and an obligation to take an active part in the affairs of the SIU. Exercise it through your Union delegate. 21 Seafarers Preparing for Future Thru LNC Program at HLSS Twenty-one Seafarers are preparing for the future right now at the Lundeberg School. They are participating in the School's four-week long Liquified Natural Gas (LNG) Upgrading Pro­ gram. This course must be taken before a Seafarer can get a job on an SlU-contracted LNG carrier. Since the SIU will have at least seven LNG ships under contract by 1979, there is no better time than right now to plan on taking this important course. Presently, SIU members are man­ ning the only U.S.-flag LNG ship, the Aquarius, in America's merchant fleet. The Aquarius has a long-term charter to carry liquified natural gas from Indo­ nesia to Japan. There is one more LNG class sched­ uled to begin at the Lundeberg School this year on Nov. 28, 1977. In addition, there are three LNG classes scheduled for next year. Their starting dates in­ clude Feb. 6, May 15 and Aug. 21, 1978. Each class is limited in size to 25 SIU members. So if you are interested, it is suggested that you get your applications in as soon as possible. This will insure The 21 SIU members participating in the Lundeberg School's LNG Program are, kneeling from the left: Pete Zukier, Richard Duncan, Edward Savickas, Wendell Burton, David Long, Vinnie Carrao and Ramon Echevarria. Standing from the left are: Charles Boyle, Guy Debaere, John McLaughlin, Gregory Porez, Tim Doherty, Thomas J. Thomas, Charlie Clausen, Robert Adams, Scottie Byrne, Howard Weber, Pete Dolan, Edward Tinsley, John Reed and Alfred Raskins. you a seat in the class of your choice. To be eligible for the course, engine department members must hold a OMED-any rating. Deck and steward department members must simply hold a rating in their departments. As part of the course, Seafarers will participate in classes dealing with the properties and handling of liquified na­ tural gas. They will study the LNG ship's automated engine and cargo con­ trol rooms, and the vessel's dual fuel systems. Firefighting is also an impor­ tant part of the LNG Program. In addition to work at the Lundeberg School, course participants will take a field trip to the LNG Terminal in Cove Point, Md. This will provide a firsthand look at the kinds of shoreside equip­ ment used for unloading LNG ships and storing liquid natural gas. The entire thrust of the course is aimed at safety. That is, the safe opera­ tion of an LISIG ship, as well as the safety of the crew. Galveston USPHS Hospital May Move to New Home in October The job of transfering the deteriorat­ ing Galveston USPHS Hospital to its new home in Nassau Bay, Tex. may begin early next month. The move, itself, will take at least six months. So at the earliest, the new USPHS facility will begin full operation in March 1978. The U.S. Department of Health, Ed­ ucation and Welfare (HEW) actually okayed the move six months ago after giving into pressure from the SIU. But the move has been delayed since then for a couple of reasons. It was first delayed for four months while the U.S. House of Representa­ tives and Senate worked out differences over an Appropriations Bill for HEW. A House-Senate Conference Committee finally agreed on the bill July 26. The move might have begun then. However, all new HEW appropriations are frozen over the hotly debated abor­ tion issue. In brief, this controversy in­ volves whether or not Medicaid funds should cover legal abortions for eligible Medicaid recipients. $185 Million for USPHS When the abortion issue is settled and HEW's funds are unfrozen, the USPHS system will be allocated $185 million for fiscal year 1978. These funds include $170 million for operation aitd maintenance, and $15 million for improvements and moderni­ zation. The move of the Galveston Hospital to Nassau Bay will cost af)out $5.4 mil­ lion. It would have cost the Government nearly $35 million to refurbish the old Galveston facility. The new site in Nassau Bay is a virtu­ ally brand new facility, the Space Cen­ ter Memorial Hospital. It is a four-yearold, 130-bed facility. It has been empty for a year-and-ahalf. Even though it is not in use, it is costing the Government approximately $80,000 per month in mortgage and maintenance payments. In contrast to the Galveston site, .the new Nassau Bay facility is more cen­ trally located to the main patient loads. This includes the Houston, Beau­ mont and Port Arthur port areas. It is also more accessible to USPHS bene­ ficiaries working at the Manned Space­ flight Center and Ellington Air Force Base. Alcoholism is < disease. .n • it can be treated September 1977 / LOG / 7 I 1 �active in MTD Port Council affairs, fighting for the interests of workers in maritime and related industries. The Lakes Picture Buffalo The Maritime Trades Department held its annual Political Activity Com­ mittee Dinner Dance and Cocktail Party Sept. 16. The funds go for political endorsements and to support the new MTD truck. The truck, which was bought last spring, has a stove, table and latrine. It has already proved useful on picket lines, especially in cold weather. SU Lawrence Seaway A recent United States-Canada proposal to raise tolls on the St. Lawrence Seaway, and impose tolls instead of locking charges on the Welland Canal, has aroused a storm of protest from Lakes shipping interests and maritime unions. SIU President Paul Hall sent a letter to the U.S. Secretary of Trans­ portation William T. Coleman Jr. explaining the Union's objections. An increase in cost of Great Lakes transportation would damage the ship­ ping industry there just as it is beginning to develop and attract deep-sea vessels, Hall explained. "For too long, the nation's Fourth Seacoast has had to fight policies and attitudes which discriminate against the Great Lakes and its ports," President Hall said. "After many years, the Great Lakes have demonstrated that they have the wherewithal necessary to provide this nation with oceangoing service, deep in the country's agricultural and industrial heartland.' "Even slight fluctuations in costs may divert Lakes cargo to other modes and other regions," he continued. Lakes shipping competes with rail and other modes which carry cargo to ports on the East and Gulf Coasts. The increase in cost of shipping through the Welland Canal which connects Lake Erie and Lake Ontario would hurt the domestic Lakes shipping industry. At present, all SIU-Lakes shipping is domestic. International Lakes com­ merce involves mostly foreign-flag ships. But each year, more American flag ships are passing through the Seaway to pick up cargo at Lakes ports. The new tariffs would not be in effect until they are considered by the U.S. Seaway Corporation's Advisory Board and discussed at public hearings in the U.S. If approved they would take effect with the opening of the 1978 Seaway navigation season. Detroit Construction on the new Union Hall in Algonac, Mich, will be finished as of the end of September. The tug-barge combination M/V Presque Isle (Litton Great Lakes) laid up for repairs first in Erie, Pa. on Aug. 1 and then the tug was moved to the drydocks at St. Ontario, Canada. As the United Steelworkers Union strike in iron mining and processing plants continues into the second month, more SlU-contracted ore-carriers are laying up. The strike is affecting plants in Minnesota and Northern Michigan. Ships in lay-up since last month's report include: American Steamship's Joseph Young, Consumers Power, McKee Sons, and John T. Hutchinson, and Kins­ man's George Gobel. Several of these ships are getting needed repairs during the slack time . The 1000-ft. ore and coal carrier M/V Belle River (American Steamship) finally got her maiden voyage after a delay for repairs. Her SIU crew is glad to be back on board. Horace Brown, a trustee of the Maritime Trades Department Port Council for Detroit, was recently elected vice president of the Retail Clerks Internanational Union. Brown is president and chief executive officer of Detroit's Retail Clerks Local 876. He is also a member of the executive board and exec­ utive committee of the Michigan AFL-CIO. He has always been extremely Dispatchers Report for Great Lakes •TOTAL REGISTERED All Groups Class A Class B Class C AUG. 1-31,1977 Alpena Buffalo Cleveland Detroit Duluth Frankfort Chicago Totals . 0 1 1 0 0 0 1 3 0 1 0 4 3 0 0 8 9 13 30 10 4 9 82 TOTAL SHIPPED All Groups Class A Class B Class C DECK DEPARTMENT 6 18 2 8 12 5 15 41 8 17 3 7 17 2 108 53 ••REGISTERED ON BEACH All Groups Class A Class B Class C 0 0 1 3 0 0 2 6 6 3 8 9 4 2 3 35 0 0 3 1 2 0 0 6 1 2 2 2 4 0 1 12 0 0 0 0 0 0 0 0 3 2 2 13 3 0 2 25 1 0 2 0 1 0 0 4 2 1 0 0 5 0 1 9 0 0 0 0 0 0 0 0 0 0 1 2 0 0 1 4 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2 3 4 8 28 4 3 1 51 13 0 10 13 2 0 2 40 25 6 9 20 29 4 0 93 115 50 116 ENGINE DEPARTMENT Alpena Buffalo Cleveland Detroit Duluth Frankfort Chicago Totals 0 0 0 0 0 0 0 0 1 0 3 3 2 0 0 9 5 5 7 6 9 14 9 5 3 53 9 0 8 5 2 0 1 25 STEWARD DEPARTMENT Alpena Buffalo Cleveland Detroit Duluth Frankfort Chicago Totals 3 0 1 3 1 0 r\ 0 0 0 1 0 0 1 \j 0 1 1 2 0 5 0 1 9 7 0 1 11 2 3 3 27 9 0 1 4 1 2 3 20 ENTRY DEPARTMENT Alpena Buffalo Cleveland Detroit Duluth Frankfort Chicago Totals 3 Totals All Departments 17 0 10 17 5 4 6 59 12 3 3 11 3 0 1 33 81 37 188 98 6 •"Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. _ It 8 / LOG / September 1977 -Jf'' i �tit wa0l|tit0ton Seafarers International Union of North America, AFL-CIO SEPTEMBER 1977 Waterways Bill On Fuel Tax Is Moving In Congress Cargo Equity Bill Faces Tough Fight In Congress A bill which would tax fuel used by tugs and towboats on the inland waterways is moving in the House of Representatives. The Bill is now in the House Rules Committee. In the meantime, the American Waterways Operators group has de­ cided to support the Bill. They ap­ parently feel that there is no use in fighting it any longer. They also be­ lieve that if the Fuel Tax Bill is passed, they will automatically get the go-ahead for replacing Locks & Dam #26. The fact is that the fight against the Fuel Tax is far from,over — and there is no guarantee that Locks & Dam #26 will be replaced even if the fuel tax is passed. The "environ­ mental groups" have already said they are going to continue to fight against replacing the locks and dam. The Cargo Equity Bill is coming up for a vote in the House of Rep­ resentatives very soon. In the Senate, the Bill is now scheduled for another day of hearings on Oct. 4. House Merchant Marine and Fish­ eries Committee Chairman John Murphy is all set to push ahead for passage of the Bill. President Carter has already said that he supports it. But, the oil companies are putting up a stiff fight—and they have most of the big newspapers and TV sta­ tions in their corner. As we come down to the wire, the SIU and the Maritime Trades De­ partment in Washington are getting support from the AFL-CIO and other national unions. SIU and MTD representatives are contacting Congressmen. Our Port Maritime Councils on the East Coast, the Gulf, in Texas and on the West Coast are also busy getting support for this bill. COMPLETE DETAILS ON PAGE 3. Legislative, Administrative and Regulatory Happenings SIU Fights Virgin Islands Oil Loophole A loophole in the Jones Act is being used by Amerada Hess to carry oil on foreign-flag ships from Alaska to the Virgin Islands, refine it, and then ship it again on foreign-flag ves­ sels to the U.S. East Coast. But, this month the SIU went to the Federal Court in Washington to try to stop it. At an SIU Staff & Plan­ ning meeting in Washington this month, SIU General Counsel How­ ard Schulman said he hoped for a favorable decision. Schulman said the loophole could cost the jobs of hundreds of Ameri­ can .seamen. He said that Congress clearly intended that American ships should be used to transport Alaska oil. COMPLETE DETAILS ON PAGE 5. Inland Boatmen in Washington SIU Boatmen get a first-hand look at Washington. They learn what the SIU is doing to protect their jobs and promote the towing industry. They see the Transportation Institute, the Maritime Trades Department, and they see Congress in session. Posing here on the steps of the Capitol are Vessel Operators Tony Thompson and Joseph Robertson, First-Class Towboat Operators Bill Lupton and Vincent D Errico, and SIU Repre­ sentatives George Co.^tango and Dave Wierschem. Here's What's Happening in Congress . . . ALASKA GAS PIPELINE. Both the House and the Senate are holding hearings on the route of the Alaska natural gas pipeline. The SIU is backing the "All-America" route which would run the pipeline across Alaska where it would be liquefied and shipped to the U.S. West Coast on American-flag LNG tankers. President Carter has selected a pipe­ line route that would run through Canada. Congress will make the final decision. •At Deep Sea Upgraders in Capital Twelve more SIU deep sea Senior­ ity Upgraders came to Washington this month for a briefing on the Union's Washington activities. They met the officials and staff at the AFLCIO Maritime Trades Department and the Transportation Institute. With them on their trip were Mike Sacco, SIU Headquarters representa­ tive, and Dave Wierschem, SIU rep­ resentative. Seen here are Thomas Conway, Jose Delrio, John Hasson, Robert Jones, James McCrary, Joseph Montoya, Alan Nelson, John Persson, Steven Williams, Thomas Zien, Joe Recile, and Worcester Johnson. Not in the photo is Upgrader Robert Rush. !}: . . . OCEAN MINING. Both the House and Senate are moving ahead on legislation which will encourage American companies to go ahead with plans to mine minerals on deep seabeds. Because the recent Interna­ tional Law of the Sea Conference did not provide any guarantees to protect the very heavy financial investments of U.S. industries, it is now expected that President Carter will support this legislation. Under the proposed law, only U.S.-flag ships will be used for the mining, processing and trans­ portation of the deep sea minerals. This will open up many new job op­ portunities for American maritime workers. * * Marine are holding hearings on set­ ting safety requirements on the de­ sign and use of cargo containers. * * He ...TANKER OIL POLLU­ TION. The House Government Op­ erations Committee is looking into a report on "Coast Guard Efforts to Prevent Oil Pollution Caused by Tanker Accidents." In the Federal Agencies . . . . . . SAFETY OF LIFE AT SEA. Meetings were held earlier this month at the Department of Trans­ portation on a number of points dealing with "Safety at Sea." Among the items taken up at the meetings were: safety aboard nuclear-pow­ ered merchant ships, and ballast and load-line requirements for off-shore drilling rigs. Also on the list for discussion were emergency radio and beacon positioning equipment aboard ship, and portable radio equipment for survival boats and rafts. SPAD Is the SHJ'.s political fund and our political arm in Washington, D.C. The SIU asks for and accepts voluntary contributions only. The Union uses the money donated to SPAD to support the election campaigns of legislators who have shown a pro-maritime or pro-labor record. SPAD enables the SIU to work effectively on the vital maritime issues in the Congre.ss. These are issues that have a direct impact on the jobs and job security of all SIU mem­ bers, deep-sea, inland, and Lakes. The SIU urges its members to continue their line record of support for SPAD. A member can contribute to the SPAD fund as he or she sees fit, or make no contribution at all without fear of reprisal. A copy of the SPAD report is filed with the Federal Elec­ tion Commission. It is available for purchase from the FEC in Washington, D.C. * ...CARGO CONTAINER SAFETY. The House Subcommit­ tees on Coast Guard and Merchant September 1977 / LOG / 9 •tah.jr:- --xa' �Fishermen^ Cannery Workers Nix Sale of Catch to Foreigners The SIUNA's-affiliated fishermen and cannery workers unions have come out strongly against a proposal that would allow U.S. fishing boats to sell their catches to foreign seagoing processing "factories." Presently, U.S. boats must sell their catches to U.S. canners. The SIUNA wants to keep it that way. The unions took their position in op­ position to the proposal at the SIUNA's Fish and Cannery Workers Conference held in San Diego, Calif, last month. The SIUNA's affiliated fish and cannery unions include: the Fishermen's Union of America, Pacificand Caribbean; the United Cannery & Industrial Workers Union; the Atlantic Fishermen's Union; the New Bedford Fishermen's Union; the Alaska Fish Cannery Workers Union, and the Alaska Fishermen's Union. In addition to the SIUNA, many Re­ gional Fish Management Councils have come out against the proposal. These councils are responsible for enforcing America's 200-mile zone fishing limit. This latest controvery surrounding America's fishing industry began sev­ eral months back. At that time, a num­ ber of owners filed applications with the Commerce Department to sell their catches to foreign vessels. The Commerce Department has not yet made a ruling on the issue. And one is not expected for several months. If the applications are okayed, the end result would be a wholesale loss of jobs for U.S. cannery workers. It would also result in foreign boats getting more fish than originally out­ lined in the 200-mile fishing law. Presently, though, it is felt that the Commerce Department will rule against the applications. In the meantime, the SIUNA is con- Officials of the SIUNA's affiliated fish and cannery workers unions met in San Diego last month. The Fish and Cannery Workers Conference came out against a proposal that would allow U.S. boats to sell their catches to foreign seagoing fish processing "factories." tinuing its work to block this export of U.S. cannery jobs. Porpoise Kill Reduced Environmental groups hailed America's tuna fishermen for their efforts in reducing the number of ac­ cidental porpoise kills while fishing for tuna. National Marine and Fisheries Service observers have reported that the number of accidental porpoise kills have dropped 500 percent. At this rate, U.S. tunamen will easily stay under the annual quota of 63,000 porpoise that can be taken incidental to tuna fishing. The quota is set and enforced by the Fisheries Service. Presently, one Fisheries Service observer is assigned to each U.S. tuna boat to see that the boat does not exceed its limit. A spokesman for the environmen­ talists said ''the industry has done better than its wildest dreams." LOG Wins First Prize for Editorials and Hall Columns Three SlU newspapers won awards this year in the 1977 International Labor Press Association's Journalistic Awards Contest. The prizes given to the Seafarers Log, the SIU Inland Boatman, and the Skipjack were for editions printed during the 1976 calendar year. Competing with all labor publica­ tions that entered the contest, the Sea­ farers Log won the First Award for best editorial or column. This prize was given for the following: September 1976 editorial entitled "Automation: Human Being Must Be Considered"; October 1976 editorial on the oil indus­ try's secret and dangerous proposals for safety on offshore oil rigs and for sev­ eral of SIU President Paul Hall's columns. Explaining their choice, the judges said, "unlike many of the editorials read by the judges that simply decried the plight of their members, the editors of the Seafarers Log offered solutions." The Seafarers Log also won an Award of Merit (.second place award) for gen- Overseas New York Due For Alaska Run The SS Overseas fSew York, one of four new 89,700 dwt tankers built by Maritime Over­ seas Corp., will soon join ber sistersbips in the Alaskan oil trade. She is expected to be ready for service in November. She will follow the SS Overseas Ohio which is coming out in October. The first of the four SIUcontracted vessels, the SS Over­ seas Chicago, was put into serv­ ice in June as a pilot training ship in the Valdez area. The fourth new tanker, the SS Over­ seas fFashington is expected in February, 1978. The New York, like all ber sistersbips, was built at the Na­ tional Steel Shipyards in San Diego, Calif. She is 894 feet long and ber beam is 106 feet. When fully loaded, she will have a 49-foot draft. eral excellence for newspapers in its category, which is international union publications of newspaper format with less than 100,000 circulation. Awards for general excellence are given for overall content. In its category of regional publica­ tions with 20,000 or less circulation, the SIU Inland Boatman won an Award of Merit (second place) for general excel­ lence for "good graphics, many photo­ graphs, and excellent use of cartoons for illustration." The judges praised its "helpful information such as the ex­ planation of the new Federal pension law." (The SIU Inland Boatmen was combined with the Log when the SIU and the IBU merged in October of 1976.) The Skipjack, the newspaper of the Harry Lundeberg School in St. Mary's County, Piney Point, Md. won an Award of Honor for the best use of graphics. The bicentennial July 1976 issue was singled out for its replica of an Independence Day, 1776, St. Mary's County paper. Kathleen Kneeland is editor of the Skipjack. Log Staff The editor-in-chief of the Log is Marietta Homayonpour and James Gannon is the managing editor. Assist- SaccOf Troy Named Hdqs. Reps.; T Port A number of new appointments in Morris, who was recently a patrolman in the SIU leadership went into effect re­ York, had previously served the Agents Picked New cently. These changes were made in Union as patrolman in San Francisco order to fill the places of several retiring officials and to better service the mem­ bership. Brothers Steve Troy and Mike Sacco have been appointed Headquarters rep­ resentatives. Troy, formerly San Fran­ cisco port agent, will continue on the West Coast in his new position in order to handle the increase in shipping there. This includes the growing Alaska oil trade. Sacco's Union experience has been that of SIU patrolman in New York, organizer in all ports, and most recently director of Union education and vice president of the Harry Lundeberg • School. He will remain in his position 10 / LOG / September 1977 at the HLSS along with his new ap­ pointment. Seven New Agents New port agents have also been ap­ pointed in seven SIU ports. Houston's new port agent is former San Francisco Patrolman Joe Sacco. In Jacksonville, replacing recently re­ tired William "Red" Morris, is Leo Bonser. Bonser was formerly a West Coast SIU patrolman working in Alaska. Recently, lie was an SIU patrolman at Headquarters. Edd Morris has filled Steve Troy's position as San Francisco port agent. and the Far East. Also on the West Coast, Luigi lovino, another New York patrolman, has re­ placed Mike Worley as Wilmington, Calif, port agent. Brother Worley is now port agent in St. Louis, following Scottie Aubusson's retirement from that post. Gerry Brown, formerly port agent at the Lundeberg School in Piney Point, now holds the job of port agent in Mo­ bile, following Louis "Blackie" Niera's retirement. Before working at the Lundeberg School, Brother Brown had been port agent in Wilmington, Calif. The new port agent in Piney Point, Md. is George Costango. ant Editors are Ray Bourdius, Marcia Reiss and Ruth Shereff. Frank Cianciotti is chief photographer and associ­ ate photographer is Dennis Lundy. Production and design is directed by George Vana and Marie Kosciusko is the administrative assistant. During 1976, James Mele and Anthony Napoli were on staff as assist­ ant editors and William Luddy as chief photographer. James Gannon served as editor of the Inland Boatman. Enroll in Medicare If You Are All SIU members, pensioners and their dependents, covered by the Sea­ farers Welfare Plan, are reminded that if they are eiigibie for the Medi­ care Program they must enroll in both Part A and Part B. Part A is Hospital Insurance and Part B is Supplemental Medical Insurance. Part A is free of cost. However, there is a monthly charge associated with enrollment in Part B. The Wel­ fare Plan pays this charge at the standard premium rate for all elig­ ible employees, pensioners and their dependents. The Plan coordinates its benefits with Medicare. Upon enrollment in Medicare, you must present ail bills to Medicare for payment first. Then they must be submitted to the Weifare Plan office along with the cor­ responding Medicare Statements. Upon receipt of this information the Plan will determine if any of the ex­ cess charges not covered by Medi­ care, can be picked up under the Seafarers Welfare Plan. To find out if you are eligible for Medicare and how to enroll in the Program, contact your nearest So­ cial Security Office. For any questions on the Sea­ farers Welfare Plan wri^e to; Claims Department, Seafarers Welfare Plan, 275 20th St., Brooklyn, N^Y. 11215. �Safety Suggestions Given After Miss. R. Collision Safety recommendations based on the collision between the Norwegian bulk carrier SS Baune and the U. S. tankership SS Keytrader on the heavily traveled lower Mississippi River were recently issued by the National Trans­ portation Safety Board. During the ac­ cident on Jan. 18,1974, six people were killed, three were injured and 10 were reported missing. The bow of the Baime cut 20 feet into the two forward cargo tanks on the starboard side of the Keytrader. Gaso­ line spilled from the tanks onto the main decks of both vessels and onto the surrounding waters and ignited. It took 53 hours to put out the blaze. The report concluded that pilots on the two vessels did not notice the other approaching until it was too late. The pilot of the outbound Keytrader mis­ takenly thought the Baune was pulling out of an anchorage when she was really moving up river. The radar on both ships, which oper­ ated with manual plotting, was partly to blame, according to this report. With two-way traffic and restricted visibility, manual plotting does not leave enough time to work out a passing agreement. Collision Avoidance Systems (CAS) and Marine Radar Interrogation Trans­ ponders (MRIT) might have avoided the accident, the Safety Board con­ cluded. Its recommendations to the Maritime Administration suggested that MRIT and CAS be put into use as soon as possible. In its report to the Coast Guard, the National Transportation Safety Board pointed out that in putting out the blaze. Coast Guard firefighters did not have adequate foam or protective cloth­ ing. This was because the Coast Guard has only enough firefighting capability to protect its own facilities plus extra where it has an agreement to help local firefighting forces. sels navigating with radar in limited visibility. The Board recommended that the Coast Guard be ready to fight major marine fires on remote waterways where local governments are unable to do so on their own. The failure to hear whistle signals is common in marine casualties, the re­ port added. This is because environ­ mental conditions can distort sound propagation and make whistle signals unreliable. It was suggested that the Coast Guard inform seamen of this problem. The Coast Guard was also told that it should establish guidelines to deter­ mine the maximum safe speeds for ves­ For better fire prevention, the Coast Guard should prohibit the use of metals with low melting points and fire-con­ sumable gaskets. These should be pro­ hibited in both tank covers and deck piping systems on tankerships, the re­ port said. House Approves $2.65 an Hour Minimum Vfage Bill The House of Representatives ap­ proved this month an increase in the minimum wage that falls below the pro­ posed increase sought by the AFL-CIO and Carter Administration. The House-passed bill will raise the wage floor from the present $2.30 an hour to $2.65 in January and, in two years to $3.05. However, if the House had accepted the bill proposed by the AFL-CIO and President Carter the minimum wage would have increased to $2.65 in Janu­ ary and then to $3.15 by 1980. The AFL-CIO-Carter bill also sug­ gested a proposal for a fixed indexing mechanism. This system would have brought the pay floor up to 53 percent 5 Upgrade to Assistant Cook of the average factory hourly wage. It would have kept it at that ratio through automatic adjustments each year. If this had been accepted there would not have been any further need for Congre.ssional action to raise, the mini­ mum wage in the years to come. But the House defeated this by a vote of 223 to 193. Many of the House members justified their vote against in­ dexing by claiming that this "escalator provision could be inflationary." A False Fear "This iiv a false fear," said George Meany, president of the AFL-CIO. "But the idle plants and machinery and the idle men and women in America are clearly inflationary. The additional spending power generated by increas­ ing the minimum wage to $2.65 in Jan­ uary will put some of the idle machines and people back to work and thus counter inflation." ''AWt. f-" ~ These five Seafarers have just completed the Lundeberg Schoors Assistant Cook Program. They are, from the left: Philip Dunn, Stephen Boyd, Alton Pollock, Glenn Bamman, and Michael Peck. The proposed subminimum wage for youths which was opposed by the AFLCIO also failed in the House by a vote of 210 to 21 I. Opponents of the youth differential amendments said the pro­ vision would discriminate against young workers. They claimed that employers would be tempted to dismiss older workers and hire people at the lower rate if the subminimum wage was adopted. The House-passed bill has somewhat Dropped Out of School in 8th Grade, He Gets His H. S. Diploma at HLSS Seafarer Mike Mefferd of Gretna, La. recently completed the high school equivalency program at the Lundeberg School. He dropped out of school in the eighth grade. In 1971, Brother Mefferd, 24, at­ tended the basic vocational program at HLS. Since that time, he has also par­ ticipated in the FOWT and the Able Seaman courses. Seafarer Mefferd said that, "the school is the best thing that could have happened to me." He has been an SlU member for six years and believes that travelling educated him. Brother Mefferd said that he entered the GEO program on the advice of Mrs. Margaret Nalen, director of academic education at the school. He knew that it was going to be a long hard struggle for him but he kept with it. Brother Mefferd tried three times before he successfully completed the program. But he never lost the motivation to succeed. "I really had the determination. After testing for the first time, I knew what to expect." Seafarer Mefferd is proud of the edu- Mike Mefferd cation he received at HLS. "Everyone has helped me so much. My reading level has increased tremendously. That alone is very helpful." Brother Mefferd also said, "the peo­ ple at HLS really care, which is not like most places. The students receive a lot of individualized instruction and some­ times personal counseling if you want and need it. I don't think people realize the good opportunities at HLS." Brother Mefferd plans to return to HLS for his QMED endorsement. His future goals include getting a marine engineer's license. For anyone considering a career as a seafarer. Brother Mefferd noted, "HLS is a good place to start. I have come such a long way since my first visit to HLS. I know that anyone can do what I have done. The results are unbeliev­ able." set back the AFL-CIO's many years of hard work to improve the minimum wage level. However, Meany said in a statement, "We in the AFL-CIO, do not intend to stop fighting until all workers are above the poverty level." He added that the House bill would not put many working poor above the poverty level. Lower Than Original When the Carter Administration and the AFL-CIO had finally reached a compromise last month on their pro­ posed increase, the amount wasn't as high as the AFL-CIO had originally sought. It was, however, a closer attempt at fulfilling the Fair Labor Standards Act than the bill the House had just passed. The Senate Human Resources Com­ mittee has accepted and passed all the proposals in the AFL-CIO-Carter bill. Labor and its allies in the minimum wage coalition are hopeful that the full Senate will restore the key escalator provision to the final bill. Waferman - MAR AD Huddle on Subsidies For Far East Runs SlU-contracted Waterman Steamship Corp. is holding ongoing discussions with the U.S. Maritime Administration in an effort to regain Federal subsidies for its U.S.-Far East sen/ice. Loss of the subsidies last May pre­ sented financial problems for Waterman and threatened to end the carrier's serv­ ice on its Far East Trade Routes 12 and 22. However, at present none of Water­ man's eight Mariner class vessels used in the Far East trade are laid up. Most are now carrying Government cargo on other trade routes. Waterman will have to commit itself to some new ship construction, since that is a requirement for receiving sub­ sidy. The company originally forfeited its subsidies when it failed to begin a previously planned program of placing new tonnage in its Far East operations. Waterman is also negotiating with shipyards for a new vessel on Trade Route 18. It must commit itself to at least one new vessel on this Middle East route by mid November in order to keep its subsidies for this service. However, that date may be extended if Waterman finalizes its plans for new construction in its Far East service. September 1977 / LOG / 11 �studying for their First Class Pilot's license for the Louisiana area are SlU Boatmen, seated from the left: Donald Downey, Christopher Cusimano and Marvin Bowman. Standing are Joseph Constance, left, and Curtis Ledet. Boatman Thomas Doherty is hoping to get his pilot's license for the port of Philadelphia. Boatman Melvin Charnock points out area on chart around Maryland he will be working as a First Class Pilot. Virgiria water may have four new First Class Pilots before long. They are, from the left, Diana Bandelean, James Voliva, Vincent D'errico and William Lupton. 11 Boatmen Studying for First Class Pilot s Licenses One of the most important courses the SIU has to offer its inland mem­ bers is presently under way at the Lundeberg School. It is the First Class Pilot's Course, and it leads to a Coast Guard license in that rating. Participating in this six-week program are 11 SIU Boat­ men who hope to achieve this im­ portant license. They are Donald Downey, Chris Cusimano, Marvin Bowman, Joseph Constance and Curtis Ledet of Lou­ 12 / LOG / September 1977 isiana; Melvin Charnock of Mary­ land; Diana Bandelean, James Vo­ liva, Vincent Dierrico and William Supton from the Virginia area, and Thomas Doherty out of Philadelphia. The First Class Pilot's Program, itself, is a very comprehensive one. It covers complete instruction in inland rules of the road, chart navigation and aids to navigation. It includes specialized instruction in pilot rules for the participant's par­ ticular geographic area, as well as the study of local winds, weather, tides and currents. The program also includes detailed instruction in ship handling. The First Class Pilot's Course is only one of the inland programs of­ fered at the Lundeberg School lead­ ing to a marine license. Other such programs include: Original Towboat Operator (for Western Rivers, Inland or Oceans not more than 200 miles offshore); Master, Mate and Diesel Engineer. These licensing programs are per­ forming two very important tasks. They provide SIU Boatmen with the unique opportunity to achieve a ma­ rine license, which means a better job and higher pay. In addition, the courses help the Union to fulfill its licensed manpower committments to its inland contracted operators. For complete details on these courses, contact your local SIU rep­ resentative, or write directly to the Lundebei^ School. �The Jones Act Most Important Maritime Law on Books This is the 15th in a series of articles which the Log is publishing to explain how certain organizations, programs and laws affect the jobs and job security of SIU members. This par­ ticular article, however, is the first of three which will deal with the Jones Act, the most important piece of maritime legislation on the hooks today. The articles will deal with the particulars of the law itself, as well as the his­ tory and prospective future of this vital law. It's often said that you can be sure of nothing in politics. Well, that may be so. But here's two items concerning politics you can bet your pay­ check on. First—if there were no Jones Act, there would be virtually no modern-day American merchant marine. Second—unless the SIU and other U.S. mari­ time interests continue to fight to keep the Jones Act on the books, it won't be long before Ameri­ can-flag vessels are a part of the past. As far as the U.S. merchant marine is con­ cerned, the Jones Act is the most important mari­ time law on the books today. Essentially, the Jones Act requires that only American-built, American manned, and American registered vessels can be used in the nation's do­ mestic waterbome trades. The domestic waterbome trades refer to all cargoes shipped by water from one U.S. port to another U.S. port. This includes deep sea coast­ wise cargoes, as well as cargoes transported on the nation's inland waterways. The Jones Act^also applies to fishing vessels and dredges involved in work in American waters. In addition to ports within the United States, the Jones Act requires U.S. vessels to be used in transporting cargoes between the U.S. and Guam and the U.S. and Puerto Rico. However, Ameri­ can Samoa and the U.S. Virgin Islands are exempt from the law. From the point of view of the individual mari­ time worker, the Jones Act means job security. The law protects the jobs of American seamen, boatmen, dredgemen, and fishermen. The law also has a profound effect on the job security of U.S. shipyard workers. In fact, more than half of all vessels built in U.S. yards during the 1960's were built for the U.S. domestic trades. In other words, if it were not for the Jones Act, The Jones Act requires that all U.S. domestic cargoes be carried in U.S. flagships. Above photo shows SIU - manned containership Tampa on a coastwise run. more than half of all U.S. shipyard workers would have been out of those jobs during this period of time. built in and documented under the laws of the United States and owned by citizens of the United States. . ." Historical Background Comprehensive Cabotage Law The Jones Act was originally passed 57 years ago as an amendment to the Merchant Marine Act of 1920. The author of this vital measure was Senator Wesley Jones, then chairman of the Senate Com­ merce Committee. At that time. Senator Jones said he was in favor of the measure because when World War I broke out the U.S. merchant fleet was inadequate to cope with the situation. He said, "everyone was in favor of an adequate merchant marine . . . but when the World War be­ gan, less than 10 percent of our trade was being carried in American ships." The original Jones Act read, in part: "No merchandise shall be transported by water or by land and wafer on penalty of forfeiture there­ of between points in the United States, including districts, territories and the possessions thereof em­ braced within the coastwise laws, either directly or via a foreign port, in any other vessel than a vessel The Jones Act, itself, was and remains the most comprehensive cabotage law ever passed in the U.S. A cabotage law is simply a measure dealing with domestic trade. The original Jones Act did not sail through Con­ gress, either. There was strong opposition to the law from the State Department. It seems that the State Department has always been a foe of a strong U.S. merchant marine. Cabotage laws in this country are not restricted to maritime. A parallel to the Jones Act in another U.S. industry can be found in the airline industry. Presently, only U.S. airlines can carry passengers and cargo between U.S. cities. There has always been a great deal of contro­ versy about the Jones Act. Throughout the history of the SIU, protection of the Jones Act has been one of the Union's top legislative priorities. And in many cases, it has been the actions of the SIU that has kept the Jones Act a strong, meaningful law. [Next month: A history of some of the SIU's toughest fights in keeping the Jones Act intact.] Jones Act at a Glance The Jones Act also protects the U.S. towing industry from infiltration by foreign flag operators. Above photo shows SIU - manped tow boat Frank Rater with tow on the Mississippi. The Jones Act requires that all cargo car­ ried between U.S. ports must be r,v. ' • Ita U.S.-flag ships or boats. Following are the requirements a vessel must meet in order to carry these domestic cargoes: • The vessel must be owned, either through an individual or corporation, by an American. • The vessel must be manned by U.S. officers and crews. • The vessel must be built and registered in the United States. • A vessel of more than 500 tons, which is rebuilt abroad, cannot engage in the U.S. trades. The Jones Act applies to all vessels en­ gaged in the U.S. domestic trades. This in­ cludes tugs, barges, fishing vessels, deep-sea ships, dredges, and related vessels. September 1977 / LOG / 13 �Former Scholarship Winner Will Soon Be a Doctor In the event that any SIU members have legal problems in the various ports, a list of attorneys whom they can consult is being published. The mem­ ber need not choose the recommended attorneys and this list is intended only for informational purposes: The following is a list of recom­ mended attorneys throughout the United States: NEW YORK, N.Y.—Schulman, Abarbanel & Schlcsingcr 350 Fifth Avenue New York. N.Y. 10001 Tele. #(212) 279-9200 BALTIMORE, MD.—Kaplan, Heyman, Greenberg, Engelman & Belgrad Sun Life Building Charles & Redwood Streets Baltimore, Maryland 21201 Tele. #(301)539-6967 HOUSTON, TEX.—Combs, Archer & Peterson Americana Building 811 Dallas Street Houston, Texas 77002 Tele. #(713)659-4455 l AMPA, FLA.—Hamilton, Douglas & Bennett 101 East Kennedy Boulevard Tampa, Florida 33602 Tele. #(813) 223-3991 SAN FRANCISCO, CALIF.— Jennings, Gartland & Tilly Crocker Plaza 1 Post Street, Suite 2600 San Francisco, Calif. 94104 Tele. #(415) 781-1854 ST. LOUIS, MO.—Gruenberg & Sounders 721 Olive Street St. Louis, Missouri 63101 Tele. #(314)231-7440 It won't be long before former SIU scholarship winner Ransom Simmons gets his degrees as a medical doctor and Ph.D. in biochemistry. Then he hopes to start tracking down a cure for cancer and similar diseases. With his background, it's natural that he should join the ranks of medical investigators. As a doctor, he will un­ derstand the human side of the problem. And as a Ph.D. he will be qualified to do the academic research. "What I like about being a doctor is that a person will come in with a problem and I will be able to do some­ thing about it," Simmons explained. "You try to find out what is wrong and see what kind of treatment will help." His main interest is the study of enzymes and hormones. They are chem­ icals in the body that control everything that goes on, from digesting food to making people grow. When these chem­ icals are missing or slightly off, things go wrong. You get diabetes without the hormone insulin, or gout if a particular enzyme is missing. Simmons then explained with great interest, that in a cancer tumor, enzymes which make body cells grow and multi­ ply simply do not stop working when their normal job is done, so the cancer takes over the body. If a way could be found to control these enzymes, cancer could be cured. He loves science, as he discovered in high school chemistry class back in El- Personals David W. Ketchbaw Please contact the Log office at your earliest convenience. You can call col­ lect (212) 499-6600 ext. 242, 243. NEW ORLEANS, LA.—Dodd, Barker, Boudreaux, Lamy 6 Gardner 1400 Richards Building 837 Gravier Street New Orleans, Louisiana 70112 Tele. #(504) 586-9395 When throwing in for work dur­ ing a job call at any SIU Hiring Hall, members must produce the following: • membership certificate • registration card • clinic card Ransom Simmons • seaman's papers In addition, when assigning a Job the dispatcher will comply with the following Section 5, Sub­ section 7 of the SIU Shipping Rules: "Within each class of seniority rating in every Department, prior­ ity for entry rating jobs shall be given to all seamen who possess Lifeboatman endorsement by the United States Coast Guard. The Seafarers Appeals Board may waive the preceding sentence when, in the sole judgment of the Board, undue hardship will result or extenuating circumstances war­ rant such waiver." Also, all entry rated members must show their last six months discharges. lisville. Miss. His teacher encouraged him and soon he was reading every science book he could find. "Something clicked," he said, "and I knew it was what 1 was meant to do." While he was in his first year of col­ lege in the University of Mississippi at Oxford he won the 1970 SIU four year scholarship. This enabled him to finish school, studying full time, and to go through his first year of the six year medical program at the University of Mississippi Medical Center in Jackson. He will graduate in 1979. Already he has helped write several scientific pa­ pers. "The scholarship came at a time when I needed some help," he declared. "Now I feel that if the Union needs anything from me all they have to do is ask." Ransom Simmons now lives with his wife, Leila and mother in Ridgeland, FOR THE MONTH OF AUGUST 1977 TOTAL JOBS SHIPPED Permanent Jobs Relief Jobs Class A MOBILE, ALA.—Simon & Wood 1010 Van Antwerp Building Mobile, Alabama 36602 Tele. #(205) 433-4904 !>KTRO!T, MICH.—Victor G. Hanson 19268 Grand River Avenue Detroit, Michigan 48822 Tele. #(313) 532-1220 FALL RIVER, MASS.—Patrfcx 14 / LOG / September 1977 Notiie to Uemhers On SUpping Protedure Shipping Report for Inland Waters LOS ANGELES, CALIF.—Bodle, Fogel, Julber, Reinhardt & Rothschild 5900 Wilshire Boulevard Los Angeles, Calif. 90036 Tele. #(213)937-6250 H. Harrington 56 N. Main Street, Bennett Bldg. Fall River, Mass. 02720 Tele. #(617) 676-8206 SEATTLE, WASH.—Vance, Davies, Roberts, Reid & Anderson 100 West Harrison Plaza Seattle, Washington 98119 Tele. #(206) 285-3610 CHICAGO, ILL.—Katz & Friedman 7 South Dearborn Street Chicago, 111. 60603 Tele. #(312)263-6330 Miss, outside of Jackson. His wife will be going to nursing school in the fall. William Simmons, Ransom's father, was on his way to Egypt on the SS Mohawk at the time the Log called. "Dad is still going strong. He is sailing regularly and shows no sign of stop­ ping," Ransom said. "He is as spry as a seaman half his age." Able Seaman Willam Simmons is 62. Class C Class A Class B Class C Class B 0 0 0 0 0 0 8 2 12 1 0 1 0 0 0 0 0 0 0 0 0 2 1 13 10 1 18 0 0 0 0 0 0 3 3 24 008 26 0 0 ST. LOUIS 13 23 21 0 0 0 15 18 0 0 0 0 0 0 0 0 63 30 97 206 73 45 207 121 TOTAL ALL PORTS 1 1 0 0 0 Q 0 0 0 0 Q Q 0 0 0 107 0 0 18 0 0 0 0 Q 1 0 45 79 72 0 0 0 0 0 0 0 000 0 0 0 Class A BALTIMORE BOSTON HOUSTON JACKSONVILLE NEW YORK MOBILE NORFOLK NEW ORLEANS PADUCAH PHILADELPHIA PINEY POINT PORT ARTHUR PUERTO RICO RIVER ROUGE TAMPA r- Class B TOTAL MEN REGISTERED ON BEACH 8 2 0 Q 13 3 0 Q 0 0 0 0 55 0 4 3 2 1 95 90 0 0 10 4 00 5 0 - �Annual Physical Could Save Your Life American are always being told by educators, newspapers and TV stations that they should get a yearly physical examination. But for most people, this is just another problem to add to their list. Where do you get a medical check­ up? And how much will it cost, espe­ cially when you consider that most in­ surance programs pay only when you are sick. They give nothing to keep you healthy. For SIU Boatmen, deep sea and Lakes sailors, pensioners and their de­ pendents, getting a yearly check-up is a snap. You are entitled to this exam under the SIU Welfare Plan. The doc­ tors—including gynecologists for the wives and pediatricians for the children —are waiting at your nearest SIU clinic. To get the exam, go to your port agent who will give you a clinic slip. Many hidden diseases have been dis­ covered in the nick of time during these Careful lab work in the Brooklyn clinic catches diseases early. The SIU clinic in Brooklyn, N.Y. is located right next to the Union hall. Family day is held on Thursdays. exams. Overweight, obesity and dia­ betes ar^ the most common cases, ac­ cording to Dr. Joseph Logue, SIU med­ ical director. But cancer, heart disease, ulcers, lung tumors and high blood pres­ sure are also on the list. People with these ailments have been saved by tak­ ing the SIU yearly medical check-up. During the last fiscal year ending July 1977, a total of 27,772 Union members received medical exams; 1,812 wives took advantage of the program and 1,346 children. These numbers include exams done at the Chicago SIU clinic for members of the SIUNA-affiliated taxi drivers union there as well as exams on other eligible affiliated union lueiiibers. The clinics are diagnostic, which means they basically find out what is wrong. If any problem is found, the 'nside the Brooklyn clinic, two Union members wait their turn to see the doctor. Boatman or Seafarer is referred for treatment to the Public Health Service Hospital. Dependents are given letters explaining the problem to take to their own doctor or hospital. The SIU clinic system was started in the 1950's to help Seafarers who were given worthless exams by company doc­ tors before shipping out. Many seamen thought they were O.K. after passing these exams. In fact, their problems were simply not noticed. Now, Seafarers present a yearly clinic card to the port agent before they ship out. If they have a problem that needs follow-up attention, it will be noted on the card that they should return to the • 3-1 clinic in say, three months or six months. In Baltimore, as in all the clinics, Greater Boatmen Use medical records are kept in neat, or­ ganized files. More and more Boatmen are using the clinics also. For those on harbor The Seattle clinic has been a Seafarer's port-of-call for many years. In New Orleans, Boatmen and deep sea sailors can rely on well trained, efficient technicians. tugs, clinics in SIU deep .sea ports are the most convenient. On the Mississippi River, clinics are located in St. Louis and New Orleans. Lakers on deep draft vessels, tugs and dredges have a wide choice of clinics in Great Lakes ports. The clinics in New York, Baltimore, New Orleans and Chicago are operated by the Seafarers Welfare Plan. In San Francisco, San Pedro. Portland, Seattle and Honolulu, clinic; are operated by the SlU-Pacitic Disuict—Pacific Mari­ time Association—Seafarers Medical Center. These clinics are also affiliated with the West Coast seamen's unions. At the SIU and the Pacific Maritime clinics. Seafarers can get their inocula­ tions before shipping out. All the other clinics are "contracted" and the Seafar­ ers Welfare Plan pays back the clinic for each medical exam. Connected to the clinic system is the SIU Blood Bank—located in New Continued on next page September 1977/ LOG / 15 �Medical technologists take blood samples in New Orleans as part of the yearly check-up. ^ This three-year old looks doubtful as he gets a check-up at the Brooklyn clinic. The verdict; salt water in his veins. Ps-r^"-- m .Y £ » i -T\ K irXJl K Blood Bank Available Continued from preceding page York, Baltimore and Mobile. Seafarers and Boatmen can volunteer to donate blood at these clinics. The Blood Bank then makes unlimited amounts of blood available to eligible members and their dependents when they need it—even if the member didn't donate blood him­ self. If a hospital will not accept blood from the program, the Seafarers Wel­ fare Plan pays for the blood that the member and his dependents need. The SIU clinic system and Blood Bank are just two of the unusual services that the Seafarers Welfare Plan offers eligible members to help them make it in a complicated and expensive world. Other services include the Alcoholic Rehabilitation Center at Valley Lee, Md. Here Boatmen and Seafarers go to kick the drinking habit and start new n c. iii: .4^ lives as sober, productive members of society. All they pay is transportation costs. The Scholarship Program also comes under the SIU Welfare Plan. The fouryear college scholarships available to Union members and their dependents and the two-year scholarships for active Union members have put many people on the road to rewarding professional careers. The maximum death benefit, the op­ tical benefit and the benefit for acciden­ tal dismemberment are other aspects of the Plan. In addition to these benefits, the SIU Welfare Plan, like most medical insur­ ance plans, pays much of the cost of doctor, surgery and hospital bills when eligible members and their dependents are ill. .7, . J VA i r kt^. < J I . sci , ^ > <; i' (h ' • T N O, ? O » f t # • » * r J. W... JE 'sr • <# } ^ . ** ' r *^ W-i, - / - ' ... An SIU Boatman in St. Louis gets ready for his yearly medical exam. 16 / LOG / September 1977 --M X-rays are just one of the services available in the Chicago clinic. V v �Here's Where Your Clinics Are From Santurce to Honolulu ALPENA James M. Greenwood, M.D. 115 N. First Ave. Alpena, Mich. 49707 Phone: 313-354-8444 BALTIMORE Seafarers Welfare Plan Medical Department 1216 E. Baltimore St. Baltimore, Md. 21202 Phone: 301-EA-7-4600 BOSTON East Boston Medical Associates 79 Meridian St. E. Boston, Mass. 02148 Phone: 617-L07-2755 CHICAGO Seafarers Welfare Plan Medical Department 1306 S. Michigan Ave. Chicago, 111. 60605 Phone: 312-939-2337 CLEVELAND Drs. Ramsay, Ramos & Assoc. 129-30 Terminal Tower Arcade Cleveland, Ohio 44113 Phone: 216-621-2600 DULUTH Giesen Clinic 1515 Ogden Ave. Superior, Wise. 54880 Phone: 715-394-5557 FRANKFORT Gordon Willoughby, M.D. 104 Fifth St. Frankfort, Mich. 49635 Phone: 616-357-3521 HONOLULU Seamens Medical Center 1133 Punchbowl St. Honolulu, Hawaii 96813 HOUSTON Jack B. Mazow, M.D. 1503 Medical Towers Houston, Tex. 77025 Phone: 713-790-0571 JACKSONVILLE Edward H. Williams Jr., M.D. 2237 Riverside Ave. Jacksonville, Fla. 32204 Phone: 904-389-8818 MELVINDALE Melvindale Medical Clinic 2429 Oakwood Melvindale, Mich. 97222 Phone: 313-928-4700 MOBILE Arthur A. Amendola, M,D. 263 St. Francis St. Mobile, Ala. 36602 Phone: 205-433-4578 NEW ORLEANS Seafarers Welfare Plan Medical Department 630 Jackson Ave. New Orleans, La. 70130 Phone: 504-529-7341 NEW YORK Seafarers Welfare Plan Medical Department 675 Fourth Ave. Brooklyn, N.Y. 11232 Phone: 212-965-2440 At the Puerto Rico clinic, pediatricians give careful attention to each child. "• • : ' ^ ^ '' • --'-1 ' <. , ; I,'- V At the St. Louis clinic, this Boatman prepares for his chest X-ray. It's a good idea for catching lung diseases in time. A Union member checks-in at the Brooklyn clinic. NORFOLK Rudolf Schuster, M.D. 327 W. Bute St. Norfolk, Va. 23510 Phone: 804-MA7-7283 PHILADELPHIA Union Health Center 925 N. Broad St. Philadelphia, Pa. 19123 Phone: 215-PO-5-7300 PORTLAND Seamens Medical Center 2220 S.W. First Ave. Portland, Ore. Phone: 503-226-6966 SAN FRANCISCO Seafarers Medical Center 40 Lansing St. San Francisco, Calif. 94105 Phone: 415-EX2-3611 SANTURCE, PUERTO RICO Servicios Medico Hospitalarios, Inc. Ponce De Leon, Esq. Riera Parada 26 Santurce, P.R. 00909 Phone: 809-725-6900 SAN PEDRO Seamens Medical Center Los Angeles Area 539 West Sixth St. San Pedro, Calif. 90731 Phone: 213-TE2-1126 SAULT STE. MARIE Sault Polyclinic 300-306 Court St. Sault Ste, Marie, Mich. 49783 Phone; 906-ME-2-2251 SEATTLE Seattle Medical Surg. Clinic 700 Broadway Seattle, Wash. 98122 Phone: 206-EA-9-0200 ST. LOUIS Kosciusko Medical Clinic 1705 S. Third St. St. Louis, Mo. 63104 Phone: 314-436-5100 STURGEON BAY Door County Medical Center 345 S. 18th Ave. Sturgeon Bay, Wise. 53714 Phone:414-743-7261 TAMPA Westcoast Cardiology Clinic 2912Swann #400 Tampa, Fla. 33609 Phone: 813-877-9483 Skilled nurses help the doctors with the medicals. This photo was taken in the Baltimore clinic. September 1977 / LOG / 17 �William Camacho Went From Factory Worker to Chief Engineer William Camacho came to the States at the age of 15 from his homeland of Puerto Rico. He carried with him a seventh grade education. For four years, Camacho supported him.self by working in factories, picking tomatoes and doing whatever other jobs he could find to make some money. But William Camacho is a gutsy guy. He wanted something better, and he set out to get it. You have to admire his degree of success, too, because today, he sails chief engineer on steam pow­ ered vessels. Camacho got his break in 1959 when he joined the SIU in the port of Phil­ adelphia. He was 19 years old. Brother Camacho, who now sails with MEBA District 2, recalls, "I knew right away on my first trip that I was going to make a career of going to sea. So I figured as long as I was going to stick with it, I might as well try to get as far as possible in the engine depart­ ment." Camacho entered the MEBA Dis­ trict 2 School of Marine Engineering and Navigation in Brooklyn, N.Y. in 1967. He got his original third assistant engineer's license the following year. He moved up steadily from there, and in 1974 he reached the top by passing his Coast Guard exam for chief engi­ neer on steam powered vessels. Just this month, Camacho took his exam for a chief's license covering diesel engines. He says, "I'm waiting for the results, but I feel very confident that I passed the test." Camacho is just one of many SIU members who have upgraded to the licensed ranks aboard deep-sea vessels. Got H.S. Diploma Despite his successes in the engine department, Camacho always had one other educational goal—a high school diploma. He took correspondence courses to increase his knowledge of the basic academic courses. But the courses did not lead to a high school diploma. Then in 1975, Camacho, who keeps up his SIU book, went to Piney Point specifically for the Lundeberg School's GED program. He had his high school diploma a few weeks later. Camacho now says, "I only wish I had the time to earn a college degree." Encourages Others Camacho feels that his educational achievements encourage some of his shipmates to upgrade themselves. r / William Camacho He says, "I know a guy who sailed oiler for 20 years. He came on a ship on which I was chief engineer. He remem­ bered me from my old days of sailing oiler. He started kidding me and said for chrissakes, if you can do it anybody can.' The last time I saw this particular guy he was sailing electrician." Camacho says, "I also encourage the young guys just coming in as wipers to upgrade themselves as soon as they can. I tell them there is great opportunity for advancement in today's maritime in­ dustry, and that they are foolish not to take advantage of it." Brother Camacho has not given up on his correspondence courses, either. He is now taking one in income tax and real estate "so I know how to spend my money." After living for 14 years in the States, Camacho moved back to Puerto Rico. He now resides in Carolina, P.R. with his wife, Cloty, and three children, Billy, 19, Marilyn, 18, and Ivette, 9. His two eldest children are enrolled at the University of Puerto Rico. They hope to become pediatricians. He says, "I am very proud of my kids. I always emphasized the necessity of education with them, and they listened to me." Of his own achievements in the mar­ itime industry, Camacho says proudly, "I like to think I'm one of the best en­ gineers in the business. ST Overseas Chicago Sfafen Island, N.Y. Seafarers of the new tanker Overseas Chicago (Maritime Overseas) picked up four survivors from a sunken commercial fishing boat 65 miles south of Cordova near the port of Valdez in the Gulf of Alaska at 3 a.m. on July 15. The lifeboat rescue of the fishermen "went very well" according to Recerti­ fied Bosun James R. Colson. Deck Delegate Marion R. Files said the "captain blew abandon ship and all hands responded well." Three extra Seafarers were put on board to support in-training exercises for masters and mates for the run in and out of Valdez. Former Seafarer Jimmy Lupo Jr. (1940 to 1960) writes that "My son. Airman James T. Lupo III, who graduated from the Harry Lundeberg School at Piney Point, Md. and sailed with your Union for a while, retired his book to join the U.S. Air Force . .." Lupo completed basic training at Lackland (Tex.) Air Force Base. He was awarded the honor graduate ribbon for academic and military excellence. He also earned credits toward a degree in applied science through the Air Force's Community College. The airman's brother, Steven Lupo, is also a Piney Point grad and an active Seafarer. MV Sugar Islander Burial at sea funeral services were conducted for the late Seafarer Barney C. Burnette on the MV Sugar Islander on June 22. The ship's master, Capt. William P. McAuliffe, read from the Gospel and led all hands in the Lord's Prayer at the services followed by one minute of silence for the departed brother. He was then laid to rest at Latitude 32-39 North, Longitude 29-28 West. Taking part in the services were Chief Male B. McCarthy, Recertified Bosun William E. Joyner and AB Bob Callahan. MEMBERSHIP MEETINGS Port Washington, D.C. The U.S. Coast Guard has given the green light to two exposure suits for survival in cold water. The suits completely cover the body and keep the wearer afloat, warm and dry. Tests in freezing water show that the suits could protect against the effects of hypothermia. Hypothermia is the loss of body heat caused by exposure to cold temperatures. Without the suits a person could survive only a few minutes in cold water. Boston, Mass. Sea-Land Service last month delivered containerloads of plastic underpadding blocks for the football home field of the New England Patriots Schaefer Stadium in nearby Foxboro. To finish the field's facelift, the French-manufactured blocks, good for 10 years, were covered with artificial turf. SS Delta Norte The SS Delta Norte called at three Brazilian ports in one day, Rio de Janeiro, Septeiba and Santos. She unloaded 21 barges and 71 containers and onloaded four barges and four containers. 18 / LOG / September 1977 New York Philadelphia Baltimore Norfolk Jacksonville Detroit Houston New Orleans Mobile San Francisco Wilmington Seattle Piney Point San Juan Columbus Chicago Port Arthur Buffalo St. Louis Cleveland Jersey City Date Oct. Oct. Oct. Oct. Oct. Oct. Oct. Oct. Oct. Oct. Oct. Oct. Oct. Oct. Oct. Oct. Oct. Oct. Oct. Oct. Oct. 6 7 10 11 12 13 17 21 8 6 15 11 11 12 14 13 10 Deep Sea Lakes, Inland Waters 2:30 p.m 2:30 p.m. 2:30 p.m 9:30 a.m 2:00 p.m 2:30 p.m 2:30 p.m 2:30 p.m 2:30 p.m. 2:30 p.m. 2:30 p.m. 2:30 p.m. 10:30 a.m. 2:30 p.m. — — — — ...i... 2:30p.m. ~ — 7 7 7 7 7 00 p.m. 7:00 p.m. 1:00 p.m. �5W«AaK-.tzi'.-'vsi. - 1st Annual Living Sober Reunion Hears of Recoveries The Seafarers Alcoholic Rehabilita­ tion Center (ARC) recently welcomed many former residents and their fami­ lies for the first annual Living Sober Re­ union. The. reunion activities were held at the ARC in Valley Lee, Md. and also at the Harry Lundeberg School in Piney Point, Md. In welcoming these Brothers, Bill Hibbert, director of the ARC, .said that the philo.sophy of the Lundeberg School —"developing the whole man"—is also the philosophy that motivates the work at the Center. "Treatment and recovery for the whole person is our goal," he noted. "Just staying dry is not enough. It's the .starting point for building a good life that's alcohol-free." The fulfillment that tho.se who are re­ covering alcoholics find in an alcoholfree life was evident throughout the re­ union. Many Seafarers, in conversations with their friends and families, told of the new lives they have made .since be­ ginning their recoveries. "I can live without guilt, now," said one brother. "I'm coping now," .said another Sea­ farer, "Before I completed the program, I really used to fear responsibilities." Friends and families who accompa­ nied the Seafarers also had high prai.se for the ARC and its program. They .spoke of welcoming back a father or brother who had been lost to the family for years becau.se of alcoholism. They talked about increased security because the Seafarer now could hold a job and work steadily. They recounted stories of family vacations—the first such vaca­ tions since a loved one became an alco­ holic years ago. In listening to the comments of their families and friends, many of the Sea­ farers expressed surprise that their re­ coveries made so many other people ,happy. Said one brother,"For years and years I had taken my drinking problems out on my mother. And I always felt guilty about it and wanted to make up The pleasant surroundings of the Alcoholic Rehabilitation Center in Valley Lee. Md. provided an attractive setting for one of the open AA meetings of the Living Sober Reunion. for it. Then I decided to get sober and stay sober just for myself alone. When I did, / realized that nothing could have made her any happier." During the reunion, the Seafarers were joined in many of their activities by residents of St. Mary's County who are Alcoholics Anonymous (AA) mem­ bers. The.se people were old friends to many of the Brothers who had shored their recovery experiences with them in A A meetings. Two open A A meetings were among the many activities the Seafarers and Boatmen enjoyed during the reunion weekend. Other activities included a banquet, a boat ride on the St. Mary's River, and a cookout. The Brothers, members of the com­ munity and their families and friends, were welcomed at the banquet by HLS Pre.sident Hazel Brown. The guest speaker was Harvey Me.sford, Seattle SIU port agent. A recover­ ing alcoholic, he told his listeners, "I was asked to be a speaker tonight, hut I don't consider this speaking—/ con.sider it sharing." The highlight of the banquet wa.v when the Seafarers who are recovering alcoholics .stood and were applauded by all those in attendance. Another featured speaker during the reunion was merchant .sailor Bryan Mynes. who .shared his experiences with alcoholism and his recovery through AA. He noted that a turning point in his recovery occurred when his .si.ster told him. "Bryan, it's manly to accept help." He also di.scu.s.sed the A A con­ cept of a "Higher Power". He told his audience that, to him. God was simply "Good. Orderly Direction" in his life. The Living Sober Reunion is the first such event to be held at the ARC. In future years, as more and more Sea­ farers and Boatmen take advantage of the help available at the Center, the re­ union will become even more of a cele­ bration of .sobriety and Union Brother­ hood. iuKinuinHiHn Alcoholic Rehabilitation Center I am interested in attending a six-week program at the Alcoholic Rehabilitation Center. I understand that all my medical and coun.seling records will be kept strictly confittenfial. and that they will not be kept anywhere except at The Center. Name Book No. Address (Street or RFD) (City) Telephone No Mail to: THE CENTER Star Route Box 153-A Valley Lee, Md. 20692 or call. 24 hours-a-day, (301) 994-0010 (State) (Zip) The main building of the Alcoholic Rehabilitation Center is a homelike, re­ modeled farmhouse. Shown here on the spacious front lav;n is the Center's permanent resident, "Minnesota," a purebred collie. September 1977 / LOG / 19 �ARC Director Bill Hibbert urged continuing support at the Reunion banquet for the unique and successful alcoholic recovery program. "Fighting alcoholism is something you've got to do yourself," SlU Seattle Port Agent Harvey Mesford told the iDanquet guests. The ARC program provides support, but living sober is a personal victory for every recovered alcoholic, he said. Brian "Chubby" Mynes, a MEBA member and recovered alcoholic, shared his experiences at the Reunion with other merchant seamen who have waged the same uphill fight against the disease that plagues their lives. First "Living Sober" Reunion r It' ' I'It The ARC program is an outgrowth of the Harry Lundeberg School philosophy of developing the whole man, HLS President Hazel Brown explained. 5&rotherhoodi. m Actiof^ A cake big enough to serve the many guests who attended the first open AA meeting of the Reunion was prepared for the occasion by the Harry Lundeberg School bakery staff. Sheila Eglinton, ARC office manager, has it well in hand. Bill Hibbert, on the steps of the ARC farmhouse residence, greets a graduate of the program, retired Seafarer Larry Haun. With Haun at the Reunion are, from the left: his sister, Mary Hodges; SlU Seattle Port Agent Harvey Mesford, and Haun's brother-in-law Ed Hodges. ... for SlU members with Alcohol problem Seafarers Renew Their Pledge ARC Cook Lee ''Buck" Buchan, right, took charge of the weekend cookout. Extra helping ——- M—•— .ByjiBMi i R^nJd^WindhamlromN^^ ^ ^ ar'fB^rothrr?Ronald^^^ right, talks with two of the ARC residents who joined in the Reunion. From the left, on the center porch. tiroiners Honaid Wood from Chicago and Charles Demers from Houston. •«>>»•- f I: Bill Hibbert. left, explains the program to an HLS upgrader, Mike Mefford, who visited the Center during the Reunion Open House. At right is ARC Counselor Frank Conway. 20 / LOG / September 1977 September 1977 / LOG / 21 �Oxygen on Ships Could Save Lives In April of this year a young SIU member died at sea of ap apparent heart attack. Ward Anderson, an OS on the SS Flor, was found uncon­ scious and breathing rapidly in his bed. The bosun on board, Albert Schwartz, had completed a first aid course in the Bosun Recertification Program and tried everything he had learned to revive the young Seafarer. Artificial respiration, mouth-tomouth resuscitation, chest thumps and heart massage restored Ander­ son's heart beat for a short time. But with no other medical resources available to sustain him, he died. Last month the victim's father, Fred Anderson, wrote a letter to the Log and made a simple suggestion that could prevent this kind of tragedy. "It is in the interest of all Seafarers that a couple of tanks of oxygen be mandatory on all ships," he wrote. "Oxygen on the SS Flor might have helped save my son." We couldn't agree more. A tank of oxygen might have kept Ward An­ derson alive until he reached port and got professional medical care in a nearby hospital. Of course, no one knows for sure if his life or the lives of other Sea­ farers who have died in similar cir­ cumstances could have been saved by a few tanks of oxygen on board ship. But it seems a small thing to ask that this simple precaution be followed if it could help in some way to prevent future deaths. We checked with the Coast Guard's Maritime Safety Division and learned that oxygen for first aid purposes is not required on any ves­ sels. It may seem like a simple re­ quest to change this policy. But if the Coast Guard's past performance in providing for shipboard safety and health is any indication, it won't hap­ pen without a struggle. The SIU has carried on the struggle for enforcement of ship­ board health and safety measures in recent Congressional committee hearings on the Coast Guard. Over the past few months. Union officials have presented strong testimony against the Coast Guard for failing to carry out its responsibility to in­ sure the health and safety of Amer­ ican seamen. As we see it, the lack of oxygen tanks for first aid purposes aboard ship is one more example of the Coast Guard's negligence. We only hope that this simple safety require- Letters to the Editor THE CHARLES W MORGAN u&Kc HISTORIC PRESERVATION Thanks Ogden Champion Crew I would like to express appreciation to the crew of the SS Ogden Champion for their thoughtfulness upon the death of my sister last July. The donation will go towards the payment of her debts and a memorial fund set up in her name. Fraternally, Steve Venus Slidell, La. Asleep on the Job ment can be enacted without the long delays of mere lip service and indif­ ference that have been the Coast Guard's response to our previous requests. It is time to consider the men who man merchant vessels and not just vessel safety devices. We have said this in Congressional testiiiiuny and we say it again now. A great deal of money has been spent—and well spent—to install the expensive technical safety devices that are now required on many ships, such as collision avoidance systems. Certainly the little amount needed to provide oxygen tanks or other med­ ical equipment necessary for human emergencies should be no problem. Yet medical shipboard resources have always been a low priority for the Coast Guard. Researchers who visited ships to gather evidence for the SILI testimony on Coast Guard § LOG New Pensioner Says So Long I would like to take this opportunity to commend the Log on the nice retire­ ment story about me carried in the New Pensioners section of the August issue. I would also like to say so long rmd good sailing to all of the friends I have made in the SIU over the years. Fraternally, N. J. McKenven Jacksonville, Fla. "Treated Me Like a Brother" C I would like to extend my sincere thanks and appreciation to everyone in the Seafarers Welfare Plan office, which has been so kind and courteous. I had been getting a runaround at Public Health, but the SIU people treated me like a brother and a human being. Words cannot tell how proud I am to be a mem­ ber of a Union with such fine people. Thanking you very much and wishing you fair winds and following seas, lam, Fraternally, A, Thomas McGuni, Retired V, v: . • 22 / LOG / September 1977 September, 1977 practices found that even the medi­ cine chests on many vessels were sorely inadequate. The medicine bot­ tles often had only foreign labels since they were purchased outside of the United States and were useless or even dangerous for use by the Eng­ lish-speaking crew. SIU crews are trained to handle medical emergencies through pro­ grams such as Bosun Recertification and the Cardiac Life Support Course, which is a requirement for all Harry Lundeberg trainees and "A" Senior­ ity upgraders. But our members' hands are tied if they don't have ade­ quate medical equipment. Bosun Schwartz did the best he could to save Brother Anderson's life. But without oxygen tanks aboard, he could not go one step further. How many Seafarers lives will be lost before the Coast Guard decides to act? Official Publication of the Seafarers International Union of North America, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO Vol. 39, No. 9 Executive Board Paul Hall President Frank Drozak Joe DiGiorgio Executive Vice President Secretary-T reasurer Earl Shepard Lindsey Williams Vice President lumnrESSl i 1 Vice President Cal Tanner Vice President Paul Drozak Vice President Marietta Homayonpour Editor-in-Chiep 389 James Gannon Managing Editor Ray Bourdius Ruth Shereff Marcia Relss Assistant Editor Assistant Editor Assistant Editor Frank Cianciotti Dennis Lundy Chief Photographer Associate Photographer Marie Kosciusko George J. Vana Administrative Assistant Production/Art Director Published monthly by Seafarers Internationa' Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage paid at Brooklyn, N.Y. �Sf-onewall Jackson Committee . \S. ^•y. '• 'j ^> • . -I: -"y, J ••^<^ ••'••' ,•^v'*^•• • Seventy-one cents of every dollar spent in shipping on American-flag vessels remains in this country, making a very substantial contribution to the national balance of payments and to the nation's economy. Use U.S.-flag ships. It's good for the American maritime industry, the Ameri­ can sbipper, and America. Boston Committee On Aug. 30, the SS Stonewall Jackson (Waterman) paid off at Pier 7, Brooklyn, N.Y, At left SlU Patrolman Jack Caffey waits while SIU Representative Harvey Mesford (seated, rear center) checks crew list. Attending the shipboard meeting is the Ship's Committee of (I. to r.): Engine Delegate Tony Garza; Steward Delegate Joseph Roberts (standing); Educational Director Ben Cooley, and Recertified Bosun Carl Lineberry, ship's chairman. Transindiana Committee At a payoff of the containership SS Boston (Sea-Land) on Aug. 31 at Port Elizabeth, N.J., SIU Representative George Ripoll (seated right) makes out a dues receipt. Also seated Is Deck Delegate Nicholas Lekkas. Other members of the Ship's Committee are (I. to r.): Engine Delegate Manuel PIdal; Recerti­ fied Bosun Leyal Joseph, ship's chairman; Steward Delegate C. Madsen, and Educational Director D. R. Pase. John B. Waterman Committee Recertified Bosun Lancelot Rodrigues (right), ship's chairman of the ST Transindiana (Seatrain), listens to SIU Representative George Ripoll (seated) at a payoff on Aug. 5 at Weehawken, N.J. The other menibers of the Ship's Committee are (I. to r.): Engine Delegate Luis Rivera; Deck Delegate Enrique Vargas, and Steward Delegate R. Torrez. I Editor, Change of Address Or New Subscriber LOG 675 Fourth Ave., Brooklyn, N. ¥. 11232 I would like to receive the LOG—please put my name on your mailing list. {Print Information) NAME ADDRESS CITY STATE ZIP SIU members please give: Bk # Soc. Sec. # TO AVOID DUPLICATION: If you are an old subscriber and have a change of address, please give your former address below or send mailing-label from last issue received. ADDRESS ......; -CITY .............. ^..:.. V..... STATE. .ZIP.....;... Filling out an overtime report last month for Deck Delegate B. Nolan (2nd left) on the 'SS John B. Waterman is SIU Representative George Ripoll (right) at a payoff at Pier B, Hoboken, N.J. The rest of the Ship's Committee are (I. to r. clockwise): Bgsun C. C. Smith, ship's chairman; Engine Delegate R. Stewart; Steward Delegate E. C. Ponson, and SIU Representative Don Tillman. The ship crewed up on Sept. 12 after a layup. September 1977 / LOG / 23 �m m Two SlU Boats Join Forces on Ala. R. T"! ?• Sr" the is then crushed VnH «nv sand c^nH'/^^ •he riverbed. riverbed. The The gravel gravel is then crushed and anv rha. barges. The Gobbler fakes over from here tnwina th h tows them back to the dredge site.Z^ to Lr ba^^ terials. ® 'og^'"" '» P™""' "•- wi^h «' i^Idbdnid Alai uoes ner up rock gravel f' aredging in the Alahama Rivet sucking "P.™'.'' g"™' from 7 fo 12 feet below m'xed m is sifted out. The finished product is loaded by conveyor belt onto awaiting ^^e barges are unloaded, the Gobbler "Peration dally. Both vessels are owned and operated bySIU-contracted Radclilfe Ma- 1 L-' -is i -. > • :^ ' • 3'»fi .s«* —» ' twe' opev a\\ov^ va,W\n9 t)eci a ''e A gra'.Nje\ —"la-ii-ff-wv - — F^iver g3|i'CTl-il|fVTk»£^^ |glrT«-Tfjl^l»l.- iing° nii/e, ••|*--ti^Ti|lrry-?ill iTl-fi •^1 it »oad'"l_ I llUi-T tSin; JHI ?2^i Iflt- .a: +l**i \p\S dsL '^gate^Teii w ' aoo/f- Wu-' • t g0 o^ jte gtavel. jovevo*^ t,eU tue dteoa r»--=»5 . *: .....I .r-f*1 .r/['M- ii if '••fiC • „ T^9.m m fef:a5*3 24 / LOG / September 1977 - WJ i J ,; ; c j .j i .• ixi- �•' -_J» The Manhattan recently docked In Mitsubishi Yard in Yokohoma, Japan to be painted, cleaned and repaired. - ..,!>;• i'.-' '•'^'r/'-'"•-'••• ••>*-"••/'•• .••'>.-'.y •••J ' ' "-tj • • !' - ' • -'V....v; -' ," . . '••'• After a fresh coat of paint and a thorough cleaning the Manhattan is in tip-top shape for her voyage to Valdez, Alaska. Chief Steward H. L. Durham is stand­ ing on the deck of the Manhattan while she docked in Mitsubishi Yard. SlU-Crewed Aquarius, Manhattan Dock in Japan rphe SS Manhattan (Hudson Waterways) docked in Mitsiibichi Yard recently in Yokohama, Japan to be painted, M. cleaned and repaired before delivery to the Exxon Company. She had just completed a trip to Russia. The SIUcrewed oil tanker was chartered by Exxon to transport crude oil from Valdez, Alaska to the lower 48 states. Also in Japan recently was the newly built, SlU-contracted LNG Aquarius, the first ll.S.-flag LNG ship. She has a 25.year charter to carry liquified natural gas from Indonesia to Japan. The Aquarius, is operated by Summit Marine Opera­ tions, a subsidiary of Energy Transportation. » • jV , , ^ "• . ..I • :-3r The Aquarius is docked in the Osaka Terminal in Japan where Tviiv^iv^ her IIS./I cargo ociiyw of liquified natural gas is being unloaded The new 936 foot Aquarius has a 25-year charter to haul liquified natural gas fmm lonon from InHnnaoio Indonesia tn to Japan. Standing outside the deckhouse of the LNG Aquarius is Frank Boyne, SIU Dort aaent in Jaoan. Carpenters' Label: 6tlll Goinq 6tron9l The United Brotherhood Of Carpenters and Joiners of America represent more than three-quarters of a million carpenters, cabinetmen, millwrights, and allied tradesmen in North America. As one of the oldest of the Building Trades, the United Brother­ hood learned early of the value of the union label as a consumer weapon. As far back as 1869 the Carpenter's Eight-Hour League of San Francisco issued a stamp to planing mills working an eight-hour day. This stamp helped to identify work from such mills against competing ten-hour day mills. However, it was not until the turn of the Twentieth Century that the carpenters union officially adopted a stamp, emblem, or label which would be attached to products produced by its members. At the Carpenter's 11th General Convention, held in .Scranton, Pa., in 1900, Cabinetmakers Local 309 of New York City presented a resolution, calling for the adoption of a standard union label for use throughout the Brotherhood. In the following year the union's General Executive Board adopted a design and directed the General .Secretary to have it registered with the United .States Patent Office in Washington. At that time, the Patent Office contended that the label could not be registered, and the Brotherhood then took action to have the label registered in each of the States and Provinces of North America. Today the label is officially recognized throughout the continent, and two years ago the Patent Office in Washington belatedly accepted the registration of the Brotherhood's label. In early days of the labor movement, the carpenters were directed by the AEL to lead the fight for an eight-hour work day. Pursuing this goal, the carpenters would allow no shop or mill to use the label unless its work day was eight-hours or less and unless the mill met minimum standards of pay. Today the Brotherhood issues periodically a small pocket .size booklet, totaling approximately 132 pages, which is a "list of union shops and firms granted the use of the union label." This directory is updated each year. TTie label can be found on furniture, in houses of worship,, on desks, in the .schools of America and the Halls of the Congress of the United States; even on the very rafters of the White House, as well as on all the manufactured items of the forest products industry. The union label of the United Brotherhood of Carpenters and Joiners of America is made available to manufacturers in four appli­ cation forms. (1) a rubber stamp is used to place an impression of the label upon millwork and manufactured material, (2) a brass die is available for sinking an impression of the label in boxes, flooring, etc.. (3) a transfer label is made up in colors, and is generally used for finished products such as fixtures and furniture, and aiooisica! instruments, including pianos and other wood instruments, and (4) a special cellophane sticker label is made for metal trim, metal doors and sash. The Carpenter's Label appears on the following products: Aluminum doors, sash and windows Awings and metal products Boxes 1^ Barber and beauty shop furniture, etc. Bowling alleys, pool tables, etc. 1^ Boats Cabinet Work and Cabinets Caskets Concrete forms Church furniture Cooling towers Doors, reg., fireproof, etc. Displays Furniture Hardwood floors and Hardwood Insulation Laboratory furniture and equipment Lumber Ladders and Scafoiding u' Millwork Mobile homes u' Musical instruments Metal Trim, doors, partitions, etc. Overhead doors Office Furniture w Prefabricated garages Prefabricated fiouses Prefabricated Houses/Modules-TriTrades Plastics Plywood and veneer Restaurant Furniture Refrigeration Specialty products Screens School furniture, etc. u* Shingles Stair builders products V Trusses Venetian blinds * a union label feature September 1977 / LOG / 25 �>«- MVSP!— It" "i' -F SIU Atlantic, Gulf, Lakes & Inland Waters United Industrial Woikers of North America i PRESIDENT Paul Hall SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Frank Drozak VICE PRESIDENTS Earl Shepard Lindsey Williams Cal Tanner Paul Drozak HEADQUARTERS ALPENA, Mich Dispatchers Report for Deep Sea *TOTAL REGISTERED All Groups Class A Class B Class C AUG. 1-31,1977 Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 9 109 11 21 71 39 18 45 12 63 0 ' 482 Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 3 3 2 1 4 0 2 9 2 5 2 2 1 8 0 0 52 0 0 1 0 2 1 0 2 5 0 1 0 0 5 0 0 25 TOTAL SHIPPED All Groups Class A Class B Class C DECK DEPARTMENT 7 112 15 29 13 7 18 55 43 29 21 38 8 70 0 0 465 1 47 6 7 4 1 4 17 9 12 6 11 4 10 12 0 151 0 5 1 1 4 0 0 0 4 0 0 0 0 6 0 0 21 *i 'REGISTERED ON BEACH All Groups Class A Class B Class C 11 167 18 53 35 17 53 139 52 57 31 71 18 139 0 1 862 4 11 2 2 9 1 4 12 2 7 1 4 3 10 0 0 72 0 8 1 0 2 2 0 3 2 0 1 0 0 6 0 0 25 ENGINE DEPARTMENT 1 31 2 7 4 4 4 12 13 13 6 9 1 12 7 1 127 0 4 0 0 0 0 0 1 2 0 0 1 0 2 0 0 10 2 146 16 33 25 11 29 117 52 49 16 44 13 104 0 0 657 5 26 3 11 7 3 9 19 15 12 5 13 0 19 0 1 148 3 9 0 0 2 1 0 1 3 0 0 0 0 5 0 0 24 1 65 9 21 28 11 27 69 33 36 10 19 6 62 0 0 397 0 9 0 2 2 0 1 13 3 7 2 4 1 4 0 0 48 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0 2 2 40 8 31 12 3 15 53 13 32 4 11 22 . 30 0 0 274 6 134 23 35 17 8 14 71 14 26 8 13 10 31 2 1 413 14 142 2 12 2 2 0 5 5 12 0 9 2 37 0 1 245 2,190 1,049 455 41 148 575 1,297 *"Total Registered" means the number of men who actually registered for shipping at the port last month. **"Registered on the Beach" means the total number of men registered at the port at the end of last month. 681 296 Port Totals All Departments 26 / LOG / September 1977 0 1 0 0 0 0 0 0 0 0 0 1 0 1 0 0 3 3 45 3 3 4 5 7 16 12 12 4 7 5 16 9 2 153 STEWARD DEPARTMENT Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico ............ Houston Piney Point Yokohama Totals Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 1 81 7 26 14 5 11 37 33 26 8 21 4 38 0 4 316 2 41 35 0 236 0 10 0 1 1 1 0 8 1 6 2 4 0 6 4 0 44 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 0 37 4 9 3 0 5 10 12 14 5 10 7 13 22 0 151 0 0 1 3 2 0 2 0 5 0 0 2 0 2 0 0 17 Mm ENTRY DEPARTMENT « ; 2 61 9 20 10 5 11 35 23 32 6 15 9 29 0 1 268 2 23 8 21 6 3 6 25 14 30 1 7 13 21 0 180 6 99 17 13 7 3 17 50 .22 23 6 9 -10 37 32 1 352 4 52 2 5 6 1 2 4 8 5 0 3 1 19 0 0 112 675 4 Ave., Bklyn. 11232 (212) BY 9-6600 800 N. 2 Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. Bultimorc St. 21202 (301) EA 7-4900 BOSTON, Mass 215 Essex St. 02111 (617) 482-4716 BUFFALO, N.V 290 Franklin St. 14202 (716) TL 3-9259 CHICAGO, ILL.. 9383 S. Evving Ave. 60617 (312) SA 1-0733 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) MA 1-5450 DE I ROIT, Mich. 10225 W. Jefferson Ave. 48218 (313) VI 3-4741 DULUTH, Minn 2014 W. 3 St. 58806 (218) RA 2-4110 FRANKFORT, Mich P.O. Box D 415 Main St. 49635 (616) 352-4441 HOUSTON, Tex. 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala IS. Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va 115 3 St. 23510 (804) 622-1892 PADUCAH, Ky 225 S. 7 St. 42001 (502) 443-2493 PHILADELPHIA, Pa. .2604 S. 4 St. 19148 (215) DE 6-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 PORT ARTHUR, Tex. . .534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif. 1311 Mission St. 94103 (415) 626-6793 SANTURCE, P. R. 1313 Fernandez, Juncoy,Stop 20 00909 (805) 724-2848 SEATTLE, Wash. 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo. . .4581 Gravois'Ave. 63116 (314) 752-6500 TAMPA, Fla. 2610 W. Kennedy Blvd. 33609 (813) 870-1601 TOLEDO, Ohio .... 935 Summit St. 43604 (419) 248-3691 WILMINGTON, Calif. 510 N. Broad St. 90744 (213) 549-4000 YOKOHAMA, Japan P.O. Box 429 Yokohama Port P.O. 5-6 Nihon Ohdori Naka-Ku 231-91 201-7935 Shipping increased considerably last month at deep sea A&G ports thorughont the country. A total of 1,545 deep sea SIU members found jobs on SlU-contraded vessels. That's an increase of 292 jobs shipped over the previous month. Shipping is expected to remain good at all ports for the foreseeable future. �Lundeberg Upgrading Schedule Thru 1978 Below is a complete list of all upgrading courses, both deep-sea and inland, offered at the Lundeberg School in Piney Point, Md, Also included is the starting dates for these courses for the remainder of 1977 and all of 1978. SlU members should be aware that certain courses may be added or dropped from the schedule as the need arises. However, the Log will publish in advance any such changes. Deck Department Courses Course IVame Starting Dates ABLE SEAMAN October 27, 1977 Nov. 23, 1977 Jan. 19, 1978 March 2, 1978 April 17, 1978 May 25, 1978 July 6, 1978 Aug. 17, 1978 QUARTERMASTER None Presently Scheduled TOWBOAT OPERATOR (Western Rivers) Feb. 20, 1978 May 29, 1978 TOWBOAT OPERATOR (Inland Waters) Oct. 31, 1977 March 20, 1978 June 26, 1978 TOWBOAT OPERATOR (Not More than 200 Miles Offshore) Oct. 31, 1977 March 20, 1978 June 26, 1978 MATE & MASTER Sept. 4, 1978 FIRST CLASS PILOT None Presently Scheduled VESSEL OPERATOR MANAGEMENT AND SAFETY PROGRAM Nov. 6, 1978 Dec. 4, 1978 Starting Sept. 1, 1977, Lifehoatman classes will begin every two weeks right through Dec. 21, 1978. LIFEBOATMAN Steward Department Courses Course Name Starting Dates CHIEF STEWARD Nov. 10, 1977 Dec. 22, 1977 Feb. 7, 1978 March 23, 1978 May 4, 1978 June 15, 1978 July 27, 1978 Sept. 7, 1978 CHIEF COOK/TOWBOAT COOK Nov. 25, 1977 Jan. 12, 1978 Feb. 23, 1978 April 6, 1978 May 18, 1978 June 29, 1978 Aug. 10, 1978 Sept. 21, 1978 COOK & BAKER Starting Sept. 15, 1977, Cook and Baker classes will begin every two weeks until Jan. 19, 1978. Then starting Jan. 26,1978, the classes will begin every two weeks running right through to Oct. 5, 1978 ASSISTANT COOK Oct. 27, 1977 Dec. 8, 1977 Jan. 26, 1978 March 9, 1978 April 20, 1978 June 1, 1978 July 13, 1978 Aug. 24, 1978 Starting Sept. 1, 1977, Tankernian classes will begin every two weeks right through Dec. 21, 1978. TANKERMAN Engine Department Courses Course Name FIREMAN, OILER, Starting Dates Nov. 28,1977 Dec. 27, 1977 Feb. 6, 1978 March 6, 1978 April 17, 1978 May 15, 1978 June 12, 1978 July 24, 1978 Aug. 21, 1978 Sept. 18, 1978 Qiialifietl Member of the Engine Departiiient (QMED) Jan. 2, 1978 May 22, 1978 DIESEL ENGINEER Jan. 16, 1978 July 24, 1978 Jan. 5, 1978 WATERTENDER (FOWT) March 16, 1978 April 13, 1978 June 22, 1978 July 20, 1978 Oct. 2, 1978 LIQUIFIED NATURAL GAS (LNG) Nov. 28, 1977 Feb. 6, 1978 May 15, 1978 Aug. 21, 1978 MARINE ELECTRICAL MAINTENANCE Nov. 14, 1977 April 10, 1978 PUMPROOM OPERATION AND MAINTENANCE Oct. 17, 1977 Aug. 28, 1978 AUTOMATION March 6, 1978 • .K; WELDING MAINTENANCE OF SHIPBOARD REFRIGERATION SYSTEMS May 22, 1978 For further information regarding the courses offered at the, Lundeberg School, members should contact their local SItl rep­ resentative, or write to the Lundeberg School Vocationfil Eduqation Department, Piney Point, Md. 20674. September 1977 / LOG / 27 �•. 4' •» *•.» f , V • Robert H. Bennett, 70, joined the SIU in the port of Tampa in 1956 and shipped as a deck engineer. Brother Bennett sailed 31 years. He served in the U.S. Coast Guard from 1928 to 1932 and in the U.S. Navy. He has also worked on a Pan Amer­ ican Airlines cableship from 1965 to 1966. Born in Georgia, he is a resi­ dent of Milton, Fla. Recertified Bosun Vernon W. Bry­ ant, 65, joined the SIU in 1938 in the port of Tampa. He graduated from the December 1973 class of the Bosuns Recertification Program. Brother Bryant sailed 46 years. He was born in Florida and lives in Tampa. David L. Williams, 51, joined the SIU in 1948 in the port of New York. Brother Williams sailed 30 years. He shipped as a bosun. He is a veteran of the U.S. Navy during World War II. Born in Georgia, he resides in Slidell, La. Mathew Gichento, 64, joined the SIU in 1938 in the port of Mobile and sailed as a bosun. Brother Gi­ chento sailed 42 years. Born in Ohio, he is a resident of New Orleans. t;:;, '- Paul E. Reed, 65, joined the SIU in 1947 in the port of New Orleans and sailed as a chief steward. Brother Reed sailed 32 years. He worked for Cities Service from 1966 to 1976. Born in Quincy, Mass., he resides in Morrow, Ga. Loyad W. White, 60, joined the SIU in the port of Norfolk in I960 and sailed as an AB. Brother White sailed 37 years. He served in the U.S. Army. He was born in Norfolk and is a resident there. Leo L. Crawford, 59, joined the SIU in the port of New Orleans in 1939. Brother Crawford sailed as a chief electrician. Seafarer Crawford was on the picketline in the 1962 Robin Line strike. He was born in Pearl River, La. and resides there. Jack C. Taylor, 55, joined the SIU in the port of Seattle in 1955. Brother Taylor sailed 29 years. He shipped as a wiper. Born in Madison, Kans., he is a resident of Garden City, Mich. Salvador Fertitta, 59, has been on pension since July 1, 1977. Brother Fertitta resides in New Orleans, La. .. "m" Robert Myrick, 65, joined the SIU in 1944 in the port of New York and sailed as an AB. Brother Myrick sailed 33 years. He served in the U.S. Army prior to World War II. Born in New York, he resides in Visalia, Calif. >, Herbert J. Laicbe, 64, joined the SIU in the port of Seattle in 1955 sailing as a cook. Brother Laiche sailed 29 years. He served in the U.S. Army artillery during World War II. He was born in Pauline, La. and resides in Gramecy, La. •« > N*# L Joseph L. Acy, 69, joined the SIU In 1941 in the port of New Orleans and sailed in the steward depart­ ment. Brother Acy sailed for 45 years. He was born in Louisiana and resides there. Arnold Munter, 65, joined the SIU in the port of Wilmington in 1959 and sailed as a junior engineer. Brother Munter sailed 34 years. Born in Estonia, USSR, he now re­ sides in Long Beach, Calif. Sze Yu Chen, 65, joined the SIU in the port of New York in 1955 and sailed as an electrician and in the steward department. Brother Chen has sailed 29 years, and was on the picketline in the 1961 Greater N.Y. Harbor strike, as well as the 1965 District Council 37 beef. He also served in the U.S. Army during World War II. Born in China, he is a naturalized U.S. citizen. Seafarer Chen is a resident of New York Fred Z. Caiiania, 65, joined the SIU in the port of New York in 1962 and sailed as a baker. Brother Callanta sailed 35 years. Born in the Philippines, he is a resident of vSeattle. Julio Figueroa, 62, joined the SIU in 1944 in the port of New York and sailed as a steward utility. Brother Figueroa sailed 35 years and served as a delegate aboard ship. He was on the picketline in the 1961 N.Y. Har­ bor beef and the 1962 Robin Line beef. Born in Puerto Rico, he now resides in the Bronx, N.Y. v'^'; ' i"ik- Wilbur C. Sinks, 65, joined the SIU in 1947 in the port of New Or­ leans and sailed as a chief steward. Brother Sink sailed 31 years and was on the picket line in the 1962 Robin Line beef. He is a World War II veteran of the U.S. Navy. Seafarer Sink was born in Nebraska and re­ sides in San Francisco, Calif, where he will pursue his hobby as a radio buff. Nathaniel V. Sharon, 63, joined the Union in the port of Houston in 1960 sailing as a boat pilot for the Kansas City Bridge Co. from 1946 to 1948. He also sailed as a tankerman for the National Marine Service Co. from 1946 to 1962, and for the w.. G H Towing Co. from 1973 to 1977. Brother Sharon is a veteran of the U.S. Army in World War II. He was born in Paquemine, La. and is a resident of Pasadena, Tex. Alan A. Granstrom, 62, joined the Union in the port of Philadelphia in 1961 and sailed as a cook. Boatman Granstrom worked for Taylor and Ander­ son Towing Co. from 1953 to 1977. He is a U.S. Army veteran of World War II and also worked for the U.S. Government in 1953. Born in McMurray, Wash., he resides in Audubon Park, N.J. Lloyd J. Jarrett, 56, joined the Union in the port of New Orleans in 1974 working for Radcliff Ma­ terials Inc. until his retirement. Boatman Jarrett resides in Morgan City, La. Charles R. Price, 62, joined the Union in the port of Norfolk in 1961 sailing as a mate for Curtis Bay Towing. Brother Price is a World War II veteran of the Navy. Born in Catawbaco, Va., he now resides in Norfolk. Walter R. Grimstead, 64, joined the Union in the port of Norfolk in 1941 sailing as a tankerman on the tug Rebecca for M. Lee Hudgins & Son Co. from 1941 to 1962. He sailed as chief engineer for Allied Towing from 1962 to 1977. He also worked for the U.S. Government from 1938 to 1940. Boatman Grimstead was born in Mathews, Va. where he now resides. Manhattan's Minutes Heveal Fast^ Furious^ Friendly Came The crew of the SS Manhattan may be the best thing that's hap­ pened to American-Soviet rela­ tions since U.S. astronauts and Russian cosmonauts shook hands in space last year. The ingredients in the Manhat­ tan s formula for spreading inter­ national good will consists of the following items: live American Seafarers; five Russian longshore­ men. and one basketball. The results? A lot of laughs and a good time for all involved. As related in the Ship's Minutes bv Pete Sheldrake, bosun and 28 / LOG / September 1977 ship's chairman of the Manhattan, the big tanker's crew gets up a team to play the Russian long­ shoremen whenever they are in the USSR. The games take place at the Seaman's Club auditorium in Ilyichevsk. Russia. The American team was made up of SIU members Peter Gill, Jack Kane, John Schonstien, Chick Nealis, and Zachary Taylor Brown. The team was coached by .Seafarer Don Allcnder. Radio of­ ficer Tom Nichols did the officiat­ ing. According to Bosun Sheldrake, "the game was fast and furious, and for awhile could have gone cither way. Till the final whistle, though, the Manhattan 'Maniacs' gave it their all." Unfortunately, "their all" wasn't enough. The Russians beat our boys by a score of 62 to 34. Without making long, drawn out excuses. Bosun Sheldrake .said simply, "there are no basketball courts on the Manhattan. The Russian.s' experience and stamina came through in the end." But in the be.st tradition of American sports competition, the losing .squad left the auditorium echoing the words, "never say die; wait till next time." After the game, the Russians gave the SIU cagers some presents. And the Russian coach presented them with badges and pins as me­ mentos. Bo.sun Sheldrake concluded, though, "it didn't really matter who won the game because a good time was had by all." �Oil Bigs Ail Out to Stop Cargo Preference Continued from Page 3 The SIU is actively involved in the fight. The Committee has taken out fullpage ads in several large newspapers to present the case for cargo prefer­ ence. The ads have appeared in the Washington Post, the Washington Star and the New York Times. In at least one instance, involving the N.Y. Times, the U.S. Maritime Committee appears to have had its rights violated under the First Amendment. The Committee took an ad out in the Times that was critical of an ar­ ticle carried by the Times concern­ ing the preference issue. The headline over the Maritime Committee's ad read, "Why Did the N.Y. Times Publish a Story That Was Totally Inconsistent With the Facts." 'Below is a reprint of the ad that the New York Times would not accept without editing it first. WHJir ARE THE lACTS BEHIND THE COST OF OIL CARGO EOUITY LEGISUinON? Opponents of cargo equity legis­ lation, including big oil companies, consistently have ignored the facts in their efforts to defeat this proposal. It may be practical politics. But the American people deserve better. Now, those opponents have gone too far—and some of the Amer­ ican press and national political lead­ ers have become unwitting pawns in their game. On August26, ThcNrirYork Times, and many newspapers subscribing to its news service, published a front­ page stoiy suggesting that a cost es­ timate of oil cargo preference by the General Accounting Office, an inde­ pendent arm of Congress, had been suppressed by a proponent of the legislation. The reason, presumably, was that the G. A.O. estimated the legislation would cost $240 million a year (abtiut two-tenths of a cent per gallon); while ear'ier, the Adminis­ tration, which supports the legisla­ tion, estimated it would cost between .$110 and $180 million a year. Opptmentsof the legislation have stated publicly the bill would cost at least feOO million a year. On August 28, The NeieYork Times, and many subscribers to its news ser­ vice, published a second story. In this one, the Republican National Chair­ man accused a proponent of the bill of "suppression" of the G. A.O, cost estimate. He suggested this action was "criminal in nature." Apparently, neitlier he nor the media knew the facts. 1. On J uly 25, four days before the G.A.O. transmitted its cost estimate to theHouseCommitteeon Merchant Marine and Fi.sherie.s, Committee Chairman John Murphy discmssed the report, then in preparation, at a aublic hearing on cargo preference egislation. Mr. Murphy remarked that he understtxad the G.A.O. report would indicate a cost of abcaut twice the Administratis • Umale- hut still a fraction of the cost estimates made by the bill's opponents. 2. On July 29, the Committee con­ ducted another public hearing on the bill. The Chairman announced that the G.A.O. report had been received and that it estimated the bill would cost $240 million a year. A Committee member. Rep. Pete McCloskey WHY DID THE NEW YORK TIMES PUBLISH A STORY THAT WAS TOTALLY INCONSISTENT WITH THE FACTS? (R-CA), an opponent of cargo prefer­ ence, asked for and riveived unani­ mous consent to include the G.A.O. report in the Committee record. 3. Moments later, at the same public hearing. Rep. McCloskey and a witness for the Administration, As­ sistant Secretary of Commerce Rob­ ert Blackwell, engaged in a discussion on the differences Ix'lween the Admin­ istration and the G.A.O. estimates. 4. In an Associated Press dispatch by Don McLeod, datelined Wash­ ington on August 1, both the G.A.O. and administration estimates were reported and compared. 5. In a letter published by The Wall Street loiininl on Augu.st 15, Chair­ man Murphy referred to the G.A.O. cost estimate as being higher than the Administration'.s, but far lower than opponents have suggested. 6. \nThe Christum Science Monitor of August 25, Reporter John Dillin re­ ferred to the G.A.O. estimate as being IVz times higher than the Adminis­ tration estimate, but far lower than figures cited by opponents. 7. For the past month, the U.S. Maritime Committee, a private coali­ tion of supporters of cargo preference, has cited tlie G.A.O. estimate in public forums, including an August 18 appearance (.>n the Washington television program Pnnormna. The Committee challenged opponents' estimates that the bill wou d cost at least $8(X) million a year. Thus, for the past month the G. A .O. cost estimate e.f cargc> pref­ erence has been part of the public record, discussed in public learings in Congress and published widely in the media. The proponents of the legislation quoted it toshow that while it is higher than Administra­ tion estimates, it would cost each American only $1 a year in return for much-needed job.s, improved na­ tional security, and a measure of environmental protection. Yet, this old story became a front-page story in one of America's leading newspapers and was dissem­ inated to others. It was developed into a story suggesting "suppres­ sion" of a report that had been widely available for a month. It was then further developed into a story in which a highly-placed political lead­ er, believing that the non-news was factual, accused a committee chair­ man of the House of Representa­ tives of an act that could be "criminal in nature." How could this happen? It could happen only if an op­ ponent of cargo preference foisted a "story" on an unwitting repcirter at a time when most members iff Con­ gress who were priw tcf the facts had left Washington during the Con­ gressional recess. Therefcfre, they would be difficult, if not impossible, to reach for verification. It could happen only if the re­ porter, still believing the non-news to be factual, presented the material to the Republican National Chairman. Then theChainnan, in his eagerness tif comment about a bill to which he had announced this opposition ear­ lier, failed to learn the truth before denouncing the non-events. How can the record be set right? Sadlv, only Ihrifugh this means. When Chainnan Murphy con­ ducted a hastily-called news confer­ ence on the matter in New York, it received relatively little attention in the media. TheNrwYork Times published a story of the press con­ ference on its financial page — hardly likely to attract the same number of readers as did its earlier front-page non-news story. TheWashington Star, which prominently displayed the denunciation of the non-events, confined the response to a three paragraph story in its "wrap-up" column called "The Nation." By now, do/.ens of editorials around the nation may have been written denouncing the non-events disclosed in a non-news story. We cannot ccfrrect those mis­ leading impressions, but we can hope that the media wall get both sides of the cargo equity story, before goijfg to press. U.S. Maritime Committee Suite 420 600 New Hampshire Avenue Washington, D.C. 20037 A i(i.ilitiiin lit shiphiiiiaiTs, shi|H)pi.'r.iti>rs, ni.iriiu'suppurlivi- inaustrios, iind unimis. ,'«o !i^! The Times would not accept the ad without editing it. The edited version read, "Here's the Truth Behind the Controversy, Contrary to Published Reports in Leading Newspapers." (See reprint of ad the Times would. not accept on this page.) Robert Smith of the Times adver­ tising board said that in the original ad, "the headline itself was inconsis­ tent with the facts ... We try to be as fair as we can to everyone . . . We're allowed to be fair to our­ selves." Herb Brand, president of the Transportation Institute, and a mem­ ber of the U.S. Maritime Committee, took exception to Smith's remarks. Brand said that Smith's explana­ tion "is far from adequate." He said that "when the Times wrote an edi­ torial recently calling cargo prefer­ ence in a headline, The Great Ship Robbery, we were not given an op­ portunity to express our difference in interpretation, or to suggest that the headline was about as close to libel as anyone can get." Carter Under Fire President Carter has also come under heavy fire for his support of the 9.5 percent bill. Several high ranking Republican senators have called the President's support a "blatant political payoff" to the maritime industry. The news media has also chimed in on this charge. The fact is that President Carter, early in his campaign for office, an­ nounced his support for some type of cargo preference. He announced this support before the maritime industry contributed anything to his cam­ paign. Benefits Overlooked What the newspapers and other news media have overlooked throughout this controversy is the benefits the preference bill will pro­ duce for the nation. For instance, the bill will create thousands of shipyard and related industrial jobs in the construction of new U.S. tankers. It will create 3,600 new Jobs on these tankers for U.S. seamen by 1982. There will be a re­ duction in the U.S. balance of pay­ ments deficit. And there will be a re­ duction in the use of unsafe, unre­ liable foreign-flag tankers for the transportation of our oil imports. Most importantly, though, the bill will not cost the American consumer dearly as the news media suggests. On Sept. 20. 1977, the Depart­ ment of Commerce (DOC) reite­ rated its position that the 9.5 percent bill would cost no more than $130 million a year (or one tenth of one cent per gallon in added cost). The DOC also called a recent General Accounting Office (GAO) estimate of $610 million per year in added fuel costs "overstated." The DOC noted that it had "reviewed its own estimates ($130 million annu­ ally) in light of the GAO report on cargo preference cost, but finds no basis for revising them." September 1977 / LOG / 29 �fc— •P c Below is a reprint of a brochure put out by the AFL-CIO to help rally nationwide labor support for the 9.5 percent oil cargo preference bill. The brochure was sent to all AFL-CIO affiliated international and local unions, as well as to every U.S. Congressman and Senator. AFL-CIO Special Report Cargo Equity 3/ENVIRONMENTAL PROTECTION ^LABOR LAW REFORM H.R.1037 S.61 A BILL TO CREATE I.iiM December, llie I.iberi:in l;mkcr Arssn Mercham. vvliicb IKIJ been banned from the port of Philadelphia as dangerous and defective, nonetheless sailed into American w.iters near Nantucket. There, the ship ran aground on a well marked shoal. While the captain and the helmsman tried vainly to com­ municate (they spoke different hmgutiges). the vessel broke up and spilled 7..S0n.0()0 gallons of oil into our seas. That was the worst domestic oil spill in history. A few years before, tmother l.iberian tanker, the Tnrrcy Canyon, ran aground in the English Channel precipitating the world s worst oil spill. I he captain of thtit vessel had worked for .tfi6 days consecutively at the time of the acci­ dent. More recently, a tanker blew up in the Los Angeles 1/jOBS 2/SECURITY 3/ENVIRONMENTAL PROTECTION —Cargo equity legislation—H.R. 1037 and S. 61—will create 20,000 jobs in maritime and related industries. More important!^, it will prevent 200,000 American workers in these industries from losing their jobs. —The legislation would guarantee that the United States and its government would have at all times access to sulhcient seaborne oil and available tankers to meet an international crisis. —H.R. 1037 and S. 61 would mean that more oil would enter our waters aboard a greater number of tankers which meet safer U.S. requirements and are manned by qualified American crews. Fewer unsafe ships manned by unqualified .seamen would threaten our shores. Page 1 "... most of the pbs are in hard-core unemployment areas where jobs are needed most." —Jacques Cousteau The major nil companies arc fighting H.R. 10.17 and .S. 61 with a vigoriuis public relations and lobbying cflorl. This Iceislalion. they fear, would reduce their profits by requiring them to pay their fair share of taxes antf prevent them from continuing to conceal the true cost of oil. transportation to the United States. You can help create and protect U.S. jobs, strengthen our national security, and itnprove our etivironment Tell your Congressman of your strong support for H.R. 1017 and your .Senator of your strong support for S. 61. AddrtM your (•ntri to: Hon. House Office Building Wethinglon. D.C. 20515 M.C. Dear Rep. Urge a vote FOR H.R. 1037 Hon. Senate Ottice Building Washington. D.C. 20501 Dear Senator U.S.S. Urga a vote FOR 8. 81 Page 4 1/JOBS Cargo equity legislation (H.R, 1037) will create 20,000 new jobs in the (naritime industry and in those industries responsible for supplying our nation's shipyards. More importantly, the bill would save 200.000 existing jobs now threatened in those industries. These jobs are imperiled because the major oil companies are building more ships abroad and operating them with foreign crews. "In Liberia, ... a shoemaker can buy a captain's license for $150." harbor, killing I I sailors because it did not have an adcquatc safety system, even though they are relatively inex­ pensive; another lost .S.OOO gallons of fuel in a Connecticut river; still another caused I 33.0(K) gallons of crude oil to be spilled in the Delaware River; another went aground in Puerto Rico. All flew the l.iberian flag. American tankers are buift and operated under the most rigid safety standards in the world; American seamen are the world's most highly trained and qualified; only Americart tankers must undergo thorough U.S.-standard safety inspections every year. J.acques Cousteau. the world-renowned oceanographer. said recently that in Liberia or Panama, "a shoemaker can buy a captain's license for SI.IO." He added: "Unfor­ tunately the safety of oil tankers is left in the hands of the oil companies. It must be regulated." in August. British authorities announced that 170 highranking ofTtcers on Liberian tankers were sailing with forged certificates of sea competency. H.R. 1037 would be a step toward protecting our beaches, shorelines, fish and wildlife. It would mean that more oil would be arriving here in American ships. Less oil. therefore, would be arriving in unsafe vessels. The almost impossible task of inspecting foreign ships before they enter our waters would be made a little easier. And it would increase American demands for foreign tankers to meet American safety requirements. The best time to stop an oil spill is before it happens. H.R. 1037 would help meet that goal. 2/SECURITY •And most of the existing and new jobs are located in hard-core unemployment areas where the jobs arc needed most. Here's how it works: H.R. 1037 would require that a fixed percentage of oil imports—416 T now and a maximum of five years from now—wriulil be carried on American-flag tankers: vessels built in the United States and manned by Ameri­ can crews. These vessels now carry only 3C!- of the 8.000.000 bar­ rels of oil imported to this country every day. Meanwhile. .64''; of American oil imports arrive in tankers flying the flags of Libeii;i ami Panama—so-called "flags of conve­ nience" created by the American oil companies to avoid taxes and this nation's standards of ship construction and seamanship qu:difications for crews. By requiring a reasonable amount of oil to be reserved to .American tankers, shipbuilding will be encouraged and ,Americ;in crews vvdl be hired to man existing ,ind new tankers. "I he Administration estimates that increased transpor­ tation costs would add one-tenth of one cent to each gal­ lon of oil; the General Accounting Office, an independent investigative arm of Congress, says it might be as high as twivtenths of one cent per gallon. In return, the American economy would benefit through new tax revenues and additional spending power by newly employed workers—not to mention the savings in uncm[iloyment and welfare benefits to thousands of workers who otherwise would lose their jobs. And the savings in human dignity, by keeping American workers on the job are inestimable. The maritime industry is among the nation's leaders In employing members of r.acial minorities and women in responsible, well paying jobs. In shipyards, more than 30T of the work force is composed of minority-group members. More than 59!! of the blue-collar jobs belong to women. On shipboard, more than I7V5% of the crews are members of racial minorities. In the nation, only 11 % of the work force is made up of minorities. H.R. 1037 is a key step in this nation's goal of reducing unemployment generally—and in striking at the most stubbom of our nation's unejiploymen! problems: the crisis of the inner city job market. Page 2 While many think of national security in terms of wea­ pons, a crucial factor is the ability to supply vital goods and services to the civilian population as well as to our Armed Forces. No commodity is more crucial to the nation's security than oil. " At present, more th;m 459; of the total oil consump­ tion of the United Stales depends on imports—and the figure is rising. Yet only 3';! of oui total oil imports are on tankers under the control of the U.S. government—and that figure is falling. In a domestic fuel crisis, or in a movement of uoops. or i". a crisis involving an ;illied nation, it is vital that the American government have at its disposSI sufficient oil to meet :iny emergency. Part of the problem is being solved by the creation in this country of a strategic oil reserve. But the other part if the problem is the ability to transport that oil quickly and efficiently to any place in the world. With the enactment of H.R. 1037. the United States would have, at any given time. 24.000.000 barrels of oil seaborne on tankers flying the American flag and manned by American crews. In the Middle East war. in 1973. Liberia prohibited vessels flying its fl;ig from transporting war materials to Israel, contrary to U.S. policy. Many of these vessels were owned by Americans. Only American-flag ships with American crews can be relied upon to heed American policy in a crisis. While foreign-flag vessels may be owned by American companies, they are responsible to the gov­ ernments of those countries. And the crews of Liberiafiflag tankers typically represent several nationalities; such crews may not support a goal of the U.S. government. The President, a former naval officer, has said that cargo equity legislation is in our nation's interest. He said strengthening of the merchant marine is vital. As Com­ mander-in-Chief, he wants at his disposal a guaranteed amount of seaborne oil to meet an emergency. Some foreign nations may wish to help—and their tankers would then be available for our use. But the United States must be in a position to rely first and foremost on its own resources. A precious commodity like oil cannot be abandoned totally to the whims and hoped-for cooperation o: iotcigr. nations. 3% U.S. FLAG 97% FOREIGN FLAG "Only American flagships with American crews can be relied on In a crisis." Page 3 30 / LOG / September 1977 . - -J,.- -'u �I '9.5 Percent Oil Cargo Preference:' Jobs For Americans. Safer Waters The oil cargo preference bill (H.R. 1037) would require that 9.5 percent of all U.S. oil imports be carried in Ameri­ can-built, American-manned vessels by 1982. The U.S. fleet would immediately be guaranteed a 4.5 percent share. This would increase one percent a year for S five years until the 9.5 percent mark is reached. U.S. ships now carry 3.5 percent of our oil imports. If passed, the bill would create the following benefits for the nation: M • Thousands of shipyard and related indus­ n IPYAIRDJOBS trial jobs in the construction of new U.S.-fiag tankers. 5 • 3,600 new jobs for American seamen on these ships. • A reduction in the use of unsafe, unreli­ able fiag-of-convenience tankers for the trans­ portation of America's oil imports. • A reduction in the nation's balance of pay­ ments deficit. ^ j ^ • The gradual buildup of the U S. tanker fleet to 3.3 million dwt for close military support i for the U.S. Navy. ^ American consumer? The Depart- ^ ment of Commerce says one tenth of one cent per gallon of gas. ft* - . / * , •**1'^.', '^4^— " .. w~^ ^ai • ^ - fw'i �II Jfmal John R. Scardis, 42, died of a heart i attack in Freehold (N.J.) Hospital on I July 25. Brother Scardis joined the Union ! in the port of New ^ York in 1961 sailing —^ as a floatman and cap­ tain on the Tug Steering. He also sailed as a deckhand for the Brooklyn Eastern District Terminal from 1973 to 1977, for the A & R Marine Towing and Transportation Co. from 1969 to 1973, and for the Penn Railroad Marine Di­ vision from 1957 to 1969. Inland Boat­ man Scardis was a veteran of the U. S. Army in Korea in 1962. Bom in Jersey City, N.J., he was a resident of Morganvillc, N.J. Burial was in St. Gabriel's Cemetery, Malboro Twsp., N.J. Surviv­ ing are his widow, Agnes; a daughter, April; his mother, Ann of Jersey City and his father, Raphael. Pensioner Philip W. West, 72, suc­ cumbed to a heart attack in Frankford Hospital, Philadel­ phia on Aug. 2. Brother West joined the Union in the port of Philadelphia in 1951 sailing as a deckhand and pilot. And as a captain from 1959 to 1967. And as a mate for the P. F. Martin Co. from 1956 to 1958. He was born in Millville, Del., and was a resident of Philadelphia. Interment was in St. George's Cemetery, Clarksville, Del. Surviving is his widow, Ethel. Pensioner John M. Dunbar, 49, died of a heart attack in Slidell (La.) Memorial Hos­ pital on July 6. Sea­ farer Dunbar joined the SIU in the port of Jacksonville in 1967 sailing as a AB. In­ land Boatman Dunbar was also a first class pilot and tugboat captain for the last 10 years. He was a veteran of the U.S. Army after World War II. Born in New Orleans, he was a resident of Pearl River, La. Interment was in New Pales­ tine Cemetery, Picayune, Miss. Surviv­ ing are his widow, Alicia; a son, David; a daughter, Jean of New Orleans and his father, James of Picayune. Royal S. Bendall, 74, passed away on Aug. 14. Brother Bendall joined the Union in the port of Philadelphia in 1959. He sailed as an AB for the NBC Lines from 1976 to 1977, for the Marvin Steamship Co. from 1959 to 1963 and for the Graham Transportation Co. from 1958 to 1959. From 1974 to 1977 he worked at the Moon Shipyard, Norfolk, as a tinsmith. Boatman Bendall was also a member of the NMU from 1938 to 1943. Born in Virginia, he was a resident of Washing­ ton, D.C. Surviving are a son, Leonard and a daughter, Mrs. Connie B. Kitchen of Washington, D.C. 32 / LOG / September1977 Pensioner Freder­ ick "Joe" Aysien, 55, died of a heart attack in the New Orleans USPHS Hospital on July 26. Brother Ay­ sien joined the Union in the port of New Orleans in 1959 sail­ ing as a tankerman and mate for Tide Inc. from 1955 to 1958, Coyle Lines from 1958 to 1970 and as a barge cap­ tain for the Mariner Towing Co. from 1969 to 1974, IBC in 1974 and for the Interstate Oil Co. He was a veteran of the U.S. Army in World War II. A na­ tive of New (Drleans, he was a resident there. Burial was in Westlawn Ceme­ tery, Gretna, La. Surviving are his widow, Marian; a son, Joseph and three daughters, Catherine, Carol and Eliza­ beth and his parents Mr. and Mrs. Ellis and Kate Aysien. James H. Alcox, 63, died of injuries in Wilson (N.C.) Me­ morial Hospital on June 23 after an auto accident nearby. Brother Alcox joined the Union in the port of Norfolk in 1969 sailing as a cook for for the N.C. Tucker Towing Co. from 1969 to 1977, IBC Co. from 1975 to 1976 and for the Interstate Oil Co. in 1977. He was born in Belhaven, N.C. and was a resident of Hobucken, N.C. Burial was in Flowers Cemetery, Hobucken. Surviving are his widow, Gertrude and a sister, Mrs. Ruby Fodrey. Pensioner Thomas H. Hudgins, 76, died I of a heart attack at J home in Mathews, '^^Va. on July 21. fBrother Hudgins 3 joined the Union in {the port of Norfolk in 1960. He sailed 36 years on tugs for the Penn Railroad. Boatman Hudgins was born in Hallieford, Va. Burial was in Mathews Chapel Cemetery, Cobbs Creek, Va. Surviving is his widow, Edith. Robert B. King, 35, died on Aug. 26 in Port Arthur, Tex. Brother King joined the Union in Port Ar­ thur in 1970 sailing as a chief mate and captain on the Tug Lsther (Moran Tow­ ing) and the D.M. Picton Towing Co. from 1966 to 1977. He was a veteran of the U.S. Army during the Vietnam War from 1966 to 1970. A native of Bayville, N.J., he was a resident of Fort Lauderdale, Fla. Surviving are his widow, Joan and two sons, Ian and Shawn. Kenneth E. Siebert, 20, died on Aug. 28. Brother Siebert joined the Union in the port of St. Louis in 1976 sailing as a deckhand on the Tug Enterprise (National Marine). Boatman Siebert graduated from the Diesel Tank­ erman Course at the HLSS in 1976. Born in Vandalia, 111., he was a resident of Granite City, 111. Surviving are his parents, Mr. and Mrs. Harold and Ka­ ren Siebert; a brother, Steven of Collinsville, 111. and a stepdaughter, Sonya Womack. Anthony (Tony) Skalamera, 70, passed away on April 6. Brother Skalamera joined the Union in the port of Philadel­ phia in 1961. He sailed as a deckhand, fireman, and watch­ man for the Penn Railroad from 1943 to 1964 and for the Reading Railroad from 1923 to 1933. A native of Austria, he was a U.S. naturalized citizen. Boat­ man Skalamera was a resident of Phila­ delphia. Surviving are his widow, Anna; four sons, Edward, Anthony, James, and Joseph and three daughters, Anna, Mary and Theresa. - . Pensioner Stanley C. Poskonka 68, died of natural causes in the USPHS Hospital, Staten Island, N.Y. on June 16. Brother Poskonka joined the Union in the port of New York in 1960 sailing as a deckhand and mate for the Baltimore & Ohio Railroad from 1937 to 1960, on the Tug Intrepid for the Brooklyn (N.Y.) Eastern District Ter­ minal from 1960 to 1977 and for the Russell Towing Co. from 1928 to 1937. He was a veteran of the U.S. Army in World War II. Born in Brooklyn, he was a resident of Astoria, Queens, N.Y. Burial was in Long Island National Cemetery, Pinelawn, N.Y. Surviving are his widow, Edna; a son, William and two daughters, Rose Marie and Geraldine. Oreste Vola, 50, died of a heart attack III ^ aboard the SS Afoundria (Sea-Land) on July 30. Brother Vola joined the SIU in the li port of New York in FT1958 sailing as a i chief steward and ship's delegate. He sailed 24 years and walked the picketline in the 1961 Great­ er N.Y. Harbor beef. Seafarer Vola was a veteran of the U.S. Army in World War II. A native of New York, he was a resident of Elizabeth, N.J. Surviving are his mother, Mary of Elizabeth and two sisters, Mrs. Marie Frustaci of Elmont, N.Y. and Mrs. Josephine Petrosino of Brooklyn, N.Y. Pensioner Anthony R. Brania, 68, passed away at Sailors Snug Harbor, Sea Level, |N.C. on July 14. Brother Brania join­ ed the SIU in the port of New York in 1962 sailing as a pump­ man. He sailed 30 years. Seafarer Bra­ nia was a veteran of the U.S. Army in World War II. He was born in Chicago, 111. Surviving is a sister, Mrs. Walter Brozowski. Joseph W. FairI cloth, 63, died on June 21. Brother Faircloth joined the SIU in 1942 in the port of Philadelphia sailing as a chief steward and in the ' engine department. He sailed 41 years. Born in Georgia, he was a resident of San Francisco. Sur­ viving are his parents of Millew, Ga. and a brother. Hardy of Cordale, Ga. Monta L. Garber, I 44, died on Aug. 5.. Brother Garber join­ ed the SIU in the port of New York in 1968 sailing as an AB. He 'sailed 15 years and was a veteran of the U.S. Navy after World War II. A native of Olympia, Wash., he was a resident of Seattle. Cremation took place in Seattle. Sur­ viving are his widow, Margaret; five sons, Dan, Donald, Drew, David and Daryl and three daughters, Deanna, Danette and Mrs. Debbie M. Warde. Theron J. Ross, 61, died in the San Fran­ cisco USPHS Hos­ pital on Aug. 17. Brother Ross joined the SIU in the port of Seattle in 1964 sailing as a chief cook. HB ^ mKM He sailed 33 years. A native of Lake Placid, N.Y., he was a resident of San Francisco. Surviving are two sons, Donald, and Bernard of Lewis, N.Y.; his mother, Mrs. Edna Gordon of North Grafton, Mass. and a sister, Mrs. Rosamond Footc also of North Grafton. Fred C. Schuler, 55, was found dead of an apparent heart attack at his home in Bristol, Fla. on June 16. Brother Schuler joined the S.IU in the port of Lake Charles, La. in 1957 sailing as an AB. He sailed 26 years. Seafarer Schuler was a veteran of the U.S. Army in World War II. He was born in Hosford, Fla. Burial was in Mitchem Ceme­ tery, Liberty County, Fla. Surviving are his parents, Mr. and Mrs. Jacob and Nora Schuler of Bristol and a sister, Mrs. Evie S. Robertson, also of Bristol. Pensioner Samuel [ B. Sediff, 72, suci cumbed to pneumo­ nia in the Morehead Memorial Hospital, j Eden, N.C. on July 2. Brother Setliff joined the SIU in 1947 in the port of New York sailing as a bosun. He sailed 26 years and was on the picketline in the 1962 Robin Line beef and the 1965 District Council 37 strike. Seafarer Setliff was a veteran of the U.S. Navy in World War I and an auto painter. Born in Newport News, Va., he was a resident of Eden. Interment was in Dan View Cemetery, Eden. Surviving are two sis­ ters, Mrs. Margaret Fargis of Eden and Mrs. Isabelle Massey of Wilmington, N.C. and a stepdaughter, Mrs. Adele Behar of Westport, Conn. Samuel A. Solo­ mon Sr., 58, died of cancer in Jackson Hospital, Montgom­ ery, Ala. on May 2. Brother Solomon joined the SIU in the port of Mobile in 1952 sailing as a chief steward. He sailed 30 years and attended a Union Educational Confer­ ence at HLSS. A native of Montgomery, he was a resident there. Burial was in County Line Cemetery, Dalleville, Ala. Surviving are his widow, Annie; a son, Samuel; three daughters, Wendy, San­ dra and Mrs. Judith A. Harrison; his mother, Alda and a sister, Mrs. C; E. Brophy of Montgomery, �i Pensioner Frank E. Borst, 65, passed away on Aug. 20. Brother Borst joined the SIU in 1939 in the port of New York sailing deck mainte­ nance and quarter­ master. He also served as deck delegate on several ships. He sailed 35 years and during the Viet­ nam War. Seafarer Borst attended the 1971 Union Educational Conference in Piney Point. He was a veteran of the U.S. Navy before World War II. Born in New York City, he was a resident of Jamaica, Queens, N.Y. Surviving are his mother, Mrs. Jsabelle Borst of South Ozone Park, Queens, N.Y.; three sis­ ters, Mrs. Eleanor Schreibman of Bellerose, L.I., N.Y., Mrs. Helen Blasso of Bayside, Queens, N.Y. and Mrs. Etliel Stock of Roswcll, N.M. Pensioner William "Chubby" Morris, 70, died of natural causes in the Coney Island Hospital, Brooklyn, N.Y. on July 25. Brother Morris joined the SIU in the port of New York in 1951 sailing as a firemanwatertender for 15 years. He walked the picketline in the 1961 N.Y. Harbor strike and was on the Sea-Land Shoregang in Port Elizabeth, N.J. from 1966 to 1970. Seafarer Morris also attended the 1968 and 1970 HLSS Pensioner Conferences. A native of New York City, he was a resident of Brooklyn, N.Y. Burial was in Mt. Zion Cemetery, Maspeth, Queens, N.Y. Surviving are his widow, Betty; three sons, Charles, Edwin and Lawrence; a brother, Frank and a sister, both of Savannah, Ga. Charles H. Behrens, 50, drowned off the ST Golden En­ deavor (Westchester Marine) at Stapleton Anchorage, S.I., N.Y. on Aug. 22. Brother Behrens joined the SIU in the port of New Orleans in 1967 sailing as a QMED. He sailed 21 years, during the Vietnam War, with the Miltary Scalift Command and in World War II aboard the destroyer USS Walter X. Young and USS Brooklyn. He also sailed on the aircraft carrier USS Midway and the SS Gen. W. J. Bradley. Seafarer Behrens attended the 1970 Union Educational Conference at Piney Point. Born in Brooklyn, N.Y., he was a resident of Lynbrook, N.Y. Surviving are his wid­ ow, Ruth; his mother, Ethel of Lyn­ brook and a sister, Mrs. Marie Connor. Michael Mohamed N. A. "Mike" Shariff, 41, died in the Luth­ eran Medical Center, Cleveland in July. Brother Shariff joined the SIU in the port of Detroit in 1967 sail­ ing as a wiper, fireman-watertender and gateman for the Reiss Steamship Co. He was born in Yemen and was a U.S. naturalized citi­ zen. Seafarer Shariff was a resident of Detroit. Burial was in Roselawn Park Cemetery, Berkley, Mich. Surviving are his widow, Hayla Jamileh Wassa; a brother, Abdul of Detroit; his parents, Mr. and Mrs. Ahmed S. Guban of Yemen and a sister-in-law, Rebbeca of Detroit. William R. Finley, 23, died on Aug. 17. Brother Finley joined the SIU in the port of Cleveland in 1977 sailing as a deckhand on the SS McKee Sons (Boland Steamship). He was born in Cali­ fornia and was a resident of Cleveland. Surviving are his parents, Mr. and Mrs. J. P. Finley of St. Petersburg, Fla. Pensioner Oren C. Johnston, 71, died of a stroke in the Alpena (Mich.) Gen­ eral Hospital on July 5. Brother John­ ston joined the SIU in 1942 in the port of Detroit sailing as a wheelsman and AB for the Huron Cement Co. in 1962 and 1965 and for the American Steam­ ship Co. in 1963 and 1968. He sailed 48 year§. A native of Alpena, he was a resident of Hubbard Lake, Mich. Burial was in Hubbard Lake Cemetery, Al­ pena. Surviving are his parents, Mr. and Mrs. William Johnston and a sister, Mrs. H. J. (Alice) M. Beauchamp of Eaton Park, Fla. William A. Litzner, 63, succumbed to cancer at home in Sault Stc. Mane, Mich, on June 23. Brother Litzner joined the SIU in the port of Alpena, Mich, in 1960. He sailed as an OS for 18 years. Laker Litzner also worked for the Lake Superior State College, Brevort, Mich. He was a native of Allenville, Mich. Burial was in the Oakland Chapel Gardens Cemetery, Chippewa, Mich. Surviving is his widow, Ann Marguerite of Moran, Mich. Dominic A. Oliver, 60, died on Aug. 21. Brother Oliver joined the SIU in the port of Cleveland in 1955 sailing as a cook. Laker Oliver was a veteran of the U.S. Air Forces in World War II. He was born in Johnstown, Pa. and was a resident of River Rouge, Mich. Surviv­ ing is a sister, Mrs. Julia Penna of Johnstown. Pensioner Bernard "Whitey" M. Moye, 66, died of a stroke in the West Jefferson General Hospital, Marrero, La. on July 14. Brother Moye joined the SIU in 1947 in the port of Mobile sailing as an AB and deck maintenance. He sailed 49 years and was a ship's delegate. Born in Barrington, N.S., Canada, he was a naturalized U.S. citizen and a resident of Marrero. Burial was in Restlawn Park Cemetery, Avondale, La. Surviving are his widow, Elizabeth Jane; two sons, Joseph and Bernard; a daughter Patricia; his mother, Mrs. Marie McNeil of Wildwood, N.J. and a sister, Erma of Marrero. Pensioner Edward J. Myslinsk;, 72, died of a heart attack on June 30. Brother Myslinski joined the Union in the port of 1 Baltimore in 1956 I sailing as a firemanwatertender and welder for the Curtis Bay Towing Co. A native of Baltimore, he was a resident there. Interment was in St. Stanislaus Cemetery, Baltimore. Surviving is his widow, Anna. Thomas C. Boling died in Mobile on July 16. Brother Boling sailed in the steward department. He was a resident of Mobile. Michael "Mike Jaski" Jaskulski, 68, died on July 31. Brother Jaskulski joined the Union in the port of Balti­ more in 1956 sailing as a deckhand for the Curtis Bay Towing Co. He was born in Maryland and was a resident of Balti­ more. Surviving is his widow, Frances. Pensioner Ralph R. Knowles, 74, died of heart failure on July 3. Brother Knowles joined the SIU in 1949 in the port of New York sailing as a cook for 36 years. He was a veteran of the U.S. Army in World War I and World War 11. Seafarer Knowles was born in Milo, Me. and was a resi­ dent of Indian Harbor Beach, Fla. Sur­ viving are his widow, Alyce of Milo and a sister, Mrs. Harry (Pearl) A. Willey of Brownville, Me. Pensioner TheoV dore R. Maples, 73, ^ ^ succumbed to pneu^ monia in the Spring* hill Memorial Hospi^ tal. Mobile on Aug. 9. Brother Maples joined the SIU in the ^ ' port of Mobile in 1957 sailing as a fireman-watertcnder. He sailed 25 years. Born in Wilmer, Ala., he was a resident there. Interment was in Joyner Cemetery, Tanner Wil­ liams, Ala. Surviving are a brother, Julius of Crichton, Ala. and two sisters, Mrs. Edna Dunn and Mrs. Dorothy Dunn, both of Wilmer. Roland C. Livernois, 55, died of a heart attack on June 30. Brother Livernois joined the SIU in I 1943 in the port of New York sailing as ' an AB for 27 years. He also sailed during World War II and the Korean War. Sea­ farer Livernois was born in Worcester, Mass. and was a resident of Southbridge, Mass. Surviving is his widow, Ruth. Hizam N. Murshed, 39, died on Aug. 15. Brother Murshed joined the SIU in the port of De­ troit in 1958 sailing as a cook. He was born in Yemen and was a U.S. natural­ ized citizen. Seafarer Murshed was a resident of Baltimore. Surviving are a brother, M. N. Murshed of San Fran­ cisco; a brother-in-law, Mesan Negi of Dearborn, Mich, and two cousins, Mo­ hamed A. Zobadi of San Francisco and Nagi Ali El Matrhi of Baltimore. Pensioner Lambert iMartindale, Sr., 75, succumbed to arterioI scleriosis in New Or­ leans on July 5. Brother Martindale I joined the SIU in 1943 sailing as a chief steward. He sailed 23 years and during the Korean War. Born in Barbados, B.W.I., he was a resident of New Haven, Conn. Crema­ tion took place in St. John's Crematory, New Orleans. Surviving are his widow, Doris; a son, Clayton of New Haven; a daughter, Cecile of the Bronx, N.Y. and a sister, Mrs. Lucy Burton of New Or­ leans. Gillis L. Smith died on July 28. Brother Smith was a resident of Port Huron, Mich. Surviving are an uncle, Henry Bimeson of St. Clair, Mich, and a cousin, Nioma Heath, also of St. Clair. Pensioner Marcel Mitchell, 73, died of arterioscleriosis at home in New York Craig A. Lopiccolo, 21, died on Aug. City on July 21. 27. Brother Lopiccolo joined the SIU Brother Mitchell in the port of Cleveland in 1975 sailing joined the SIU in the as an OS aboard the SS J. A. Kling for port of New Orleans the Boland Steamship Co. from 1975 to W- sailing as a chief 1977, for the American Sand Co. and cook. He sailed for 37 years. Seafarer the Erie Sand Co. Born in Cayahoga, Mitchell was born in St. Martinsville, Ohio, he was a resident of Lakewood, La. Surviving is a son, Marcel of Los Ohio. Surviving is his mother, Mrs. Angeles. Donna O'Reilly of Lakewood. James T. Smith, Wendell Embry, 44, died of a heart 76, passed away on attack in Parsner Creek (Ky.) Hospital Mar. 8. Brother Smith on July 9, 1977. Brother Embry joined joined the SIU in the the Union in the port of Paducah, Ky. port of Baltimore in in 1970 sailing as a deckhand for ACBL, 1957 sailing in the Inland Tugs from 1970 to 1971 and for steward department National Marine Service from 1975 to for 35 years. He also 1976. Burial was in Goldsbury Ceme­ served as a ship's tery, Sias, W. Va. Surviving are his delegate. A native of North Carolina, he widow Mrs. Dotty Gay Adkins of Grifwas a resident of Baltimore. Seafarer fithville, W. Va.; two sons, Duane and Smith was also an auto mechanic. Sur­ Kenneth; four Urtughters, Christine of viving is a sister, Mrs. Bertha L. Todd Louisville, Ky., Doris, Debbie, and of Baltimore. Robin and his parents, Mr. and Mrs. Wilkie and Dcomey Embry. Pensioner William M. Hightower, 74, succumbed to arterioscleriosis in the Pensioner Oland R. Home, Sr., 72, John Sealy Residence, San Antonio, died of a stroke in the Bay Medical Cen­ Tex. on June 26. Brother Hightower ter, Panama City, Fla, on July 24. joined the SIU in 1949 in the port of Brother Home joined the Union in Port New York sailing as a fireman-waterArthur in 1963. He sailed as a chief en­ tender and in the steward department. gineer for the Sabine Towing and Trans­ He sailed 45 years. Born in Georgia, he portation Co. from 1945 to 1963. Boat­ was also a printing pressman. Interment man Home was also a welder at the was in th" Grace Memorial Park Ceme-t Wainwright Shipyard from 1940 to tery, Alta Loma, Tex. Surviving are his 1945. Born in Douglasville, Ga., he was widow, Elizabeth; a son, Herbert Oscar; a resident of Panama City. Interment two daughters, Shirley and Mrs. Ann C. was in Callaway Cemetery, Panama Tracy of San Antonio; his mother. Hat- City. Surviving are his widow, Lillian; tie of Rex, Ga.; a stepsister, Camella a sister, Mrs. May L. Phillips of KirbyNotto of Galveston and a cousin, Kay ville, Tex. and a granddaughter, Mrs. Irwin, also of Galveston. Linda Patterson. September 1977 / LOG / 33 �SEA-LAND FINANCE (Sea-Land Service), July 17—Chairman, Recerti­ fied Bosun James Pulliam; Secretary Benish; Deck Delegate J. Long; Stew­ ard Delegate F. Pappone. No disputed OT. The June issue of the Log was re­ ceived and the chairman urged all crewmembers to read it and pass it along. Shipboard safety was brought up and discussed. Also the importance of do­ nating to SPAD. Report to Log: "Jitney service is needed in the ports of Yoko­ hama, Kobe, and Hong Kong from the ship to the gate." Next port, Seattle. BAYAMON (Puerto Rico Marine Mgt.), July 3— •Chairman, Recertified Bosun Calixto Gonzalez; Secretary Jose Ross. No disputed OT. $27 in ship's fund. A vote of thanks to the steward department for a job well done. Report to the Log: "The ship's chairman held a discussion on the President's Report, Why Is a Merger so Significant?, Wash­ ington Activities, McKinney Amend­ ment, and Prohibit Oil Export." OVERSEAS CHICAGO (Maritime Overseas), July 17—Chairman, Recer­ tified Bosun J. Colson; Secretary T. Navarre; Educational Director J. Wade. No disputed OT. Chairman reported that the Overseas Chicago picked up four survivors from a sunken commer­ cial fishing boat 65 miles south of Cor­ dova in the Gulf of Alaska 3 a.m. on Friday, July 15, 1977. The survivors were rescued with the ship's lifeboat which went very well. The captain blew abandon ship and all hands responded. Secretary reported that everything is running well. TRANSCOLORADO (Hudson Wa­ terways), July 10—Chairman, Recertilied Bosun Ted Tolentino; Secretary Ceasar F. Blanco; Educational Director John Kirk; Deck Delegate Melvin Keefer; Engine Delegate Luke A. Ciamboli; Steward Delegate John G. Shaw. $4.80 in ship's fund. No disputed OT. Chairman advised that the June 16, 1977 pay increase information has been received and is being posted on the board. More information pertaining to the increase will be printed in the Log. Chairman urged all crewmcmbers to slay active in the Union and also dis­ cussed the importance of SPAD. Secre­ tary reported that the SlU benefit ap­ plications are available for the asking. The next port is in Yokosuka, Japan for bunkering only and then back to Port Chicago, Calif. SEA-LAND EXCHANGE (SeaLand Service), July 3—Chairman, Re­ certified Bosun-Perry Greenwood; Sec­ retary E. Heniken; Educational Director G, Renale. $22.10 in ship's fund. No disputed OT. Chairman advised all crcwmembers to read the Log to keep up on all the latest events. Also dis­ cussed the importance of SPAD. All communications received were read and posted. Observed one minute of silence in memory of our departed brothers. Next port, Yokohama. OGDEN WILLAMETTE (Ogden Marine), July 17—Chairman, Recerti­ fied Bosun E. K. Bryan; Secretary E. Kelly; Educational Director A. T. Bax­ ter; Deck Delegate B. Anding; Engine Delegate L. Campos; Steward Delegate D. Sessions. Some disputed OT in deck department. Chairman advised all crewmembers to read the Log and it will answer your questions about retirement. A vote of thanks was given to all de­ partment delegates for their fine work and to the steward department for a job well done. MOUNT EXPLORER (Cove Ship­ ping), July 31—Chairman, Recertified Bosun Peter Garza; Secretary A. Salem; Educational Director Fred Harris; Deck Delegate Fred Schwarz; Engine Dele­ gate E. H. Nordstrom; Steward Dele­ gate C. Hall. No disputed OT. Chair­ man held a discussion on the early normal pension and how it works. Sec­ retary advised all crewmcmbers to read the Log so you can get all the news on what is going on in the Union. A vote of thanks to the steward department for a job well done. Observed one minute of silence for our departed brothers. Next port, Texas City. • CONNECTICUT (Ogden Marine), July 3—Chairman, Recertified Bosun H. B. Rains; Secretary Sam Brown; Ed­ ucational Director F. Torres. No dis­ puted OT. Park Dampson, oiler was taken off the ship in Houston ill and had passed away before he got to the medical center. A collection was taken up from the crew and sent to his widow. Report to Log: "Anyone who gets the chance should make at least one trip to Russia via the Dardanelles Straits. Hopeful it will be in the daylight hours. It is a camera buff's delight taking pic­ tures going through the straits in the daylight hours." Observed one minute of silence in memory of our departed brothers. HUDSON (Mount Shipping), July 17 -Chairman, Recertified Bosun Dave LaFrance; Secretary Robert A. Outlaw; Deck Delegate William F. McKinnon; Steward Delegate Jessie Winfield. $22 in ship's fund. No disputed OT. Chair­ man reports that there has been a no­ ticeable change in the morale of the crev, since the new captain. Captain Glotfelter has been aboard. He is in­ terested in a happy crew. We offer a vote of confidence. A vote of thanks to the steward department for a job well done. 4 Become Assistant Cook In the Lundeberg Schoors galley, a congenial group of Seafarers hold assis­ tant cook endorsements they achieved through the School's Steward Depart­ ment Upgrading Program. They are. from the left; Francisco Ancheta, Julian' Primero, Billy Wilkerson and James Wordsworth. 34 / LOG / September 1977 MASSACHUSETTS (Interocean Mgt.), July 10—Chairman, Recertified Bosun Don Fleming; Secretary A. Has­ san; Educational Director Don E. Leight. No disputed OT. All communi­ cations received were read and posted. Chairman explained about the safety precautions that will be taken for clean­ ing tanks, preparing ship for shipyard in Japan. Also the importance of SPAD. Next port, Sasabu, Japan. MOHAWK (Ogden Marine), July 17 —Chairman, Recertified Bosun J. W. Garner; Secretary W. G. Williams; Deck Delegate W. Simms. Chairman re­ ports that everything is going along fine and all repairs arc being taken care of. Secretary reported that the captain no­ tified everyone concerning company and Coast Guard policy about alcoholic beverages on board ship. Also the im­ portance of SPAD. Educational direc­ tor adviy.d all crcwmembers that there is educational material in the recreation room. A vote of thanks to the steward department for a job well done. Next port, Gibraltar. SEA-LAND MARKET (Sea-Land Service), July 3—Chairman, Recerti­ fied Bosun D. Rood; Secretary R. Hutchins; Deck Delegate K. Wright; Engine Delegate E. Liwag; Steward Delegate A. Mohamed. No disputed OT. The chairman held a very interesting discus­ sion on "Turn the Tide" and brought out some good points on why every sea­ man should take part in the fight. He received a majority of support. Ob­ served one minute of silence in memory of our departed brothers. Next port, Portsmouth. SEA-LAND ECONOMY (Sea-Land Service), July 31—Chairman, Recerti­ fied Bosun L. V. Myrex; Educational Director L. D. Acosta; Secretary L. Nicholas; Deck Delegate B. Jarratt; En­ gine Delegate W. N. Sears; Steward Delegate S. Morris. $105 in movie fund. No disputed OT. Chairman extended a vote of thanks to all delegates for their cooperation for helping to maintain a smooth operation without any major beefs. Expect to dock in New Orleans on Thursday afternoon and asked for all repairs and safety suggestions. A vote of thanks to the steward depart­ ment for continuous good food and service. ANCHORAGE (Sea-Land Service), July 24—Chairman, Recertified Bosun Jose Gonzalez; Secretary C. L. White; Educational Director Hubert P. Calloe. $3 in ship's fund. No disputed OT. Chairman discussed the importance of donating to SPAD. Also urged all crewmembers to upgrade themselves in the department they like best by going to Piney Point to better their future. A vote of thanks to the steward depart­ ment for a job well done. Observed one minute of sUence in memory of our de­ parted brothers. Official ship's minutes were also re ceived from the following vessels: NEW YORK SEA-LAND COMMERCE PENN OVERSEAS ARCTIC TRANSCOLUMBIA MERRIMAC SHOSHONE SEA-LAND PRODUCER ROBERT E. LEE ULTRASEA OVERSEAS JOYCE BRADFORD ISLAND SEATTLE BEAVER STATE OAKLAND ACHILLES ROSE CITY SEA-LAND TRADE OGDEN CHALLENGER HUMACAO ALLEGIANCE GOLDEN MONARCH THOMAS NELSON VIRGO TEX WALTER RICE ZAPATA ROVER BOSTON SEA-LAND GALLOWAY CAROLINA SEA-LAND RESOURCE COLUMBIA BALTIMORE ULTRAMAR MONTICELLO VICTORY OVERSEAS NATALIE THOMAS NELSON FORTHOSKINS COUNCIL GROVE SEA-LAND CONSUMER OVERSEAS TRAVELER JAMES AQUILA CANTIGNY PORTLAND COVE COMMUNICATOR JOHN TYLER ARECIBO POTOMAC SEA-LAND McLEAN ALEX STEPHENS HOUSTON PHILADELPHIA GUAYAMA OVERSEAS ALICE PUERTO RICO TRANSINDIANA AGUADILLA �9 Black Gang Men Taking Marine Electronics Course at HLSS The operation and repair of complex shipboard electrical systems is becom­ ing an increasingly more important part of a black gang member's job. These skills are especially needed in manning the new automated vessels of today's modem American merchant fleet. It's not difficult to acquire these skills, either, because the Lundeberg School regularly offers courses cover­ ing this material. J 1 Right now, a group of nine SIU en­ gine department members are partici­ pating in this six week Lundeberg course, entitled Marine Electrical Main­ tenance. They are SIU members Bob Prentice, Dale Susbilla, Julius Johnson, Eugene Gonzalez, Jean Charles Morris, Richard Adams, Willard Smith, Steve Kues and Roy McCauley. The course material covers electrical power systems and electrical measuring instruments. It includes instruction on the control, operation and maintenance of rotating electrical machinery, con­ trollers and solid state motor control. The course also includes instruction on trouble shooting and repair of the ship's electrical systems. To be eligible for the course, a mem­ ber must hold a QMED-any rating. Besides acquiring new and important skills, those who take'the course arc in­ creasing their own job security. In addi­ tion, by learning this material, they are helping to protect the job jurisdiction of SIU engine department personnel in general. The Lundeberg School will hold two more Marine Electrical Maintenance Courses within the next seven months. Their starting dates are Nov. 14, 1977 and April 10, 1978. Class size is limited to 12. So if you are interested, get your applications in as early as possible. The nine SIU biackgang members participating in the Lundeberg Schoors Marine Electrical Maintenance Course are, seated from the left; Bob Prentice, Dale Susbilla, Julius Johnson and Eugene Gonzalez. Standing from the left are: Jean Charles Morris, Richard Adams, Willard Smith, Steve Kues and Roy McCauley. KNOW YOUR RIGHTS KNOW YOUR RIGHTS FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommenda­ tions. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these, funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and senior­ ity are protected exclusively by the contracts between the Union and the shipowners. Get to know your shipping rights. Copies of thc.se contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the shipowners, notify the Seafarers Appeals Board by certified mail, return re­ ceipt requested. The proper address for this is: Frank Drozak, Chairman, Seafarers Appeals Board 275 - 20th Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIlJ contracts are avail­ able in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard yhip. Know your contract rights, as well as your obliga­ tions, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLK Y —SEAFARERS LOG. The Log has traditionally refrained from publishing any ar­ ticle serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the Executive Board ut the Union, i he Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circum­ stances should any member pay any money for any reason unless he is given such receipt. In the event anyone at­ tempts to require any such payment be made without sup­ plying a receipt, oi if a member is required to make a payment and is given an oflicial receipt, but feels that he should not have been required to make such payment, this should immediately be reported to headquarters. KNOW YOUR RIGHTS CONSTITUTIONAL RIGHIS AND OBLIGA­ TIONS. Copies of the SIU constitution arc available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its con­ tents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. EQUAL RIGHTS. All Seafarers are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the ccmtracts which the Union has negotiated with the employers. Consequently, no .Seafarer may be discrimi­ nated against because of race, creed, color, sex and natit)nal or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify headquarters. SEAFARERS POLITICAL ACTIVITY DONATION —SPAD. SPAD is a separate segregated fund. Its pro­ ceeds are irsed to further its objects and purposes includ­ ing but not limited to f urthering the political, social and economic interests of .Seafarer seamen, the preservation and furthering of the American Merchant Marine with improved employment opportunities for .seamen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective oflice. All contributions are vol­ untary. No contribution may be solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as a condition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Sea­ farers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Support SPAD to protect and further your economic, political and social interests, American trade union concepts and Seafarer seamen. If at any time a Seafarer feel.s that any of the above rights have been violated, or that he has been denied his constitotional right of aece.ss to Union records or infor­ mation, he should immediately notify SIU President Hall at headquarters by certitied mail, return receipt requested. September 1977 / LOG / 35 �• i*-; t The old-time black gang mem­ bers are the "forgotten men" of the merchant marine. The unsung toilers of the sea were the coal passers, the firemen, the watertenders and the oilers on the tramps, the tugs, and the liners between the period of an all-sail merchant marine and the steam turbine and diesel shipping mer­ chant fleet today. These are the men who literally made the ships go through North Atlantic storms and the killing heat of the tropics, where only the toughest of men could stand the intense heat of the firerooms. This portion of an article from the Seafarers Historical Research Department tells what life was like in the "black gang" on a transAtlantic liner more than 75 years ago. The complete article, called "The Ships Company", originally appeared in Scribner's Magazine for May, 1891. The engine-rooms and stoke-holes of a great steamer are forbidden ground, are lands taboo, save to those specially asked to visit them. Here no inter­ ruptions may enter, for speed is the price of ceaseless vigilance, and horse­ power spells fame and dividends. When you come to measure the region fairly, it broadens into a wonder-land; it shapes itself into a twilight island of mysteries, into a laboratory where grimy alchemists practice black magic and white. At first all seems confusion, but when the brain has co-ordinated certain factors, harmony is wooed from discord and order emerges from chaos. It is in the beginning all noise and tangled mo­ tion, and shining steel and oily smells; then succeeds a vague sense of bars moving up and down, and down and up, with pitiless regularity; or jiggering levers, keeping time rhythmically to any stray patter you may fit to their chant­ ing; and, at last, the interdependence of rod grasping rod, of shooting straight lines seizing curved arms, of links limp­ ing backward and wriggling forward upon queer pivots, dawns upon you, and in the end you marvel at the nicety with which lever, weight, and fulcrum work, opening and closing hidden mechan­ isms, and functioning with an exactness that dignifies the fraction of a second into an appreciable quantity. Cranks whirl and whirl and whirl incessantly, holding in moveless grip the long shaft­ ing turning the churning screws; pumps pulsate and throb with muffled beat; gauge-arms vibrate jerkingly about nar­ row arcs, setting their standards of per­ formance; and everywhere, if your ear 36 / LOG / September 1977 be trained to this mechanical music, to this symphony in steam and steel, you see the officers and greasers conducting harmoniously the smoothly moving parts, as soothed with oil and caressed with waste they work without jar or friction, and despite the gales to:^sing the ship like a jolly-boat, on the angry ocean. It is a magic domain, and one may well wonder at the genius which, piling precedent upon precedent, chains these forces and makes them labor, even on an unstable platform, as their masters will. In the stoke-hole, however, one leaves behind the formal and mathematical, and sees the picturesque with all its dirt unvarnished, with all its din and clangor unsubdued. Under the splintering sil­ ver of the electric lamps cones of light illuminate great spaces garishly and leave others in unbroken masses of shadow. Through bulkhead doors the red and gold of the furnaces chequer the reeking floor, and the tremulous roar of the caged fires dominates the sibilant splutter of the steam. Figures nearly naked, gritty and black with coal, and pasty with ashes, and soaked with sweat, come and go in the blazing light and in the half gloom, and seem like nightmares from fantastic tales of demonology. When the furnace-doors are opened, thirsty tongues of fire gush out, blue spirals of gas spin and reel over the bubbling mass of fuel, and great sheets of flame suck half-burnt carbon over the quivering fire wall into the flues. With averted heads and smoking bodies the stokers shoot their slice-bars through the melting hillocks, and twist and turn thenx until they undulate like serpents. The iron tools blister their hands, the roaring furnaces sear their bodies; their chests heave like those of spent swim­ mers, their eyes tingle in parched sock­ ets—but work they must, there is no escape, no holiday in this maddening limbo. Steam must be kept up, or per­ haps a cruel record must be lowered. Facing the furnaces, the hollow upscooping of the stoker's shovel echoes stridently on the iron floor, and these speedmakers pile coal on coal until the fire fairly riots, and, half blinded, they stagger backward for a cooling respite. But it is only a moment at the best, for their taskmasters watch and drive them, and the tale of furnaces must do its stint. The noise and uproar are deafening; coal-triniincrs trundle their barrows un­ ceasingly from bunker to stoke-hole, or, if the ship's motion be too great for the wheels, carry it in baskets, and during the four long hours there is no rest for those who labor here. In the largest ships the engineer force numbers one hundred and seventy men, and in vessels with double engines these are divided into two crews with a double allowance of officers for duty. One en­ gineer keeps a watch in each fire-room, and two are stationed on each engineroom platform. Watches depend upon the weather, but, as a rule, the force, of­ ficers and men, serves four out of every twelve hours. Should, however, the weather be foggy or the navigation haz­ ardous, the service may be more oner­ ous; for then officers stand at the throt­ tles with preemptory orders to do no other work. In relieving each other great care is taken; those going on the plat­ forms feeling the warmth of the bear­ ings, examining the condition of the pins and shafting, testing the valves, locating the position of the throttles, counting the revolutions, and by every technical trial satisfying themselves before rssuming charge that all is right. In the stoke­ hole the same precautions are taken, the sufficiency and saturation of the water, the temperature of the feed, injection, and discharge, and the steam-pressure being verified independently by both officers. The pay of the chief engineer is said to be about £30 per month, in addition to a commission upon the saving made in a fixed allowance of coal for a given horse-power and an assumed speed. As some ships are economical, this reaches at times a handsome bonus. And it is well this pay should be large, for many of these officers have given their best days to one employ and deserve much of it in every way. It is said that some of the old chiefs are the greatest travel­ lers in the world, so far as miles covered may count. Here, for example, is one who has made in one line 132 round trips, or traversed 841,000 shore miles —a distance four times that between the earth and the moon; and still higher is the record of another, who completed before his retirement 154 round trips, or made in distance over one million of statute miles. The messes of the crew are divided into three classes: First, that of the seamen, quartermaster, carpenter, etc.; secondly, that of lamp-trimmers and servants and miscellaneous people; and thirdly, that of the stokers, greasers, and trimmers. The seamen sleep and mess in the forecastle, the stewards in the glory hole, and the engineer force in the port forecastle, or, on board the new ships, in an apartment just forward of the stoke-hole. In all these quarters the mess-tables trice up to the under side of the upper deck, and the bunks are two or three tiers deep. As a rule the men provide their own bedding and table-gear, the company agreeing to give good food in plenty, but nothing more. This seems shabby, even if in these degenerate days we need not hope to find a ship's husband like Sir Francis Drake, who not only '^procured a com­ plete set of silver for the table, and fur­ nished the cook-room with many vessels of the same metal, but engaged several musicians to accompany them." I am afraid the only music you will hear in these dreary quarters is the shout when the "snipes," as my lieges the stokers call the coal-trimmers, rush in at eight in the evening with the high feast known as the black pen. This olia podrida consists of the remains of the saloon dinner, and is always saved for the watch by the cooks and bakers in pay­ ment for the coal hoisted for the kitch­ ens and galleys. It is a gruesome feast, as one may well imagine, but it is the supreme luxury in the sea life of the stoker and his pals, and is enjoyed point, blade, and hilt. Thrown together as the people are for a run only, you find iittie of the messmate kinship which is so strong in longer voyages among seafaring men. Should any one of them become unfit for work through sickness (and very ill he must be when the doctor excuses him from dutv> his mates, the one he should hutc .eiieved and the other who would have relieved him, each stand two hours of his watch. But as the attendant abuse is great, and the curses are loud and deep and bitterly personal, no one, save a very hard case, will leave his work as long as he can stand up to it. As for kindness and usefulness, or any other saving grace, they are unknown; are, in the grim pessimism of this iron trade, never expected. It is a hard, hard life measured by decent standards, and, messieurs, when you stray below, and, as tradition demands, they "chalk you" —ring you about with the mystic circle which means drink-money—be sure the ransom is not niggard, be certain that with it you lend them from your brighter world the sunshine of a cheery greeting, the tonic of a friendly smile. For, God help them, they need it always. �Victor De Jesus Seafarer Victor De Jesus, 25, sails as an AB with the SIU. He obtained that endorsement at the Lundeberg School in 1976. He ^ in g from the School's Trainee Program. He also has his firefighting and lifeboat ticket. Bro­ ther De Jesus was born in New York City and raised in Brooklyn where he makes his home. He ships on* from the port of New York. Darrell Camp Seafarer Darrell Camp, 24, started shipping with the SIU in 1974 after graduating from the Lundeberg School. He sails in the en­ gine department. This year he got his FOWT endorse­ ment at the School and took the basic welding course. He also has the firefighting and lifeboat endorsement and the cardio-pulmonary resuscitation card. A native and resident of Pensacola, Fla., Brother Camp ships out of all Gulf Coast ports. Charles Allen Seafarer Charles Allen, 24, shipped out as an ordinary seaman after com­ pleting the Lunde­ berg School Trainee Program in 1975. Now he sails as an AB. Brother Allen earned his cardio­ pulmonary resuscitation card during the "A" Seniority Program and has a firefighting and lifeboat ticket. Born in Columbus, Ohio, he was raised in Flor­ ida and now lives in Baton Rouge, La. Seafarer Allen ships from the port of New Orleans. John Rountree Seafarer John Rountree, 23, grad­ uated from the Harry Lundeberg School in 1974 and then shipped out with the SIU. A member of the deck department, he is an AB and also holds firefighting and lifeboat endorse­ ments. During the "A" Seniority pro­ gram, he earned his cardio-pulmonary resuscitation card. Brother Rountree is a native and resident of Portsmouth,Va. and ships out of the port of Norfolk. Jose Ferreira Seafarer Jose Ferreira, 37, started sailing with the SIU in 1971 as an oilermaintenance. In 1976 he went to the Harry Lundeberg School and com­ pleted the courses for QMED, lifeboat and firefighting. During the "A" Senior­ ity. Course he got his cardio-pulmonary resuscitation card. Brother Ferreira was born in.Valencia, Spain.: He now Jives in West New York, N.J. and ships from the port of New York. Jean Charles Morris Seafarer Jean Morris, 34, a mem­ ber of the black gang, ships out as a QMED. He started his scaling career with the SIU after W, graduating from the A ndrew Furuseth Training School in New York City in 1965. At the Lunde­ berg School in Piney Point, he earned his firefighting and lifeboat ticket in 1972, his QMED endorsement in 1973, and his cardio-pulmonary resuscitation card in 1977. Brother Morris was born and raised in Lincoln Park, Mich. He lives in San Francisco, and ships from that port. I I I I I Larry M. Clement Seafarer Larry Clement, 19, grad­ uated from the Lundeberg School I in 1975 then went to sea with the SIU. His chosen depart­ ment is the engine room. This year he returned to the School for the FOWT endorsement and then the basic welding course. While taking the welding class he helped out as an assistant instructor for FOWT students. He has his firefighting, lifeboat and cardio-pulmonary resucitation en­ dorsements. Brother Clement is a native and resident of New Orleans and ships out of that port. New Full Book *A' Seniority Upgraders I I I I I li Isidore Henry Seafarer Isidore Henry, 26, has been shipping out with the SIU ever since completing the Trainee Program at the Harry Lunde­ berg School in 1969. He returned to the school in 1976 for his FOWT endorsement. Dur­ ing the "A" Seniority course, he re­ ceived his firefighting certificate and cardio-pulmonary resuscitation card. He also has a lifeboat ticket. A native of Louisiana, Brother Henry lives in New Orleans and ships out of that port. Robert Sickels Seafarer Robert Sickels, 26, gradu­ ated from the Harry Lundeberg "School in 1969. Since then, he has been sailing with the SIU in the deck department as an Ordinary Sea­ man. Before taking the "A" Seniority Course, he upgraded to AB at Piney Point. He also has his firefighting, lifeboat and cardio-pul­ monary resuscitation cards. Brother Sickels is a native and resident of Sac­ ramento, Calif, and sails from the port of San Francisco. Jeffrey Davis Seafarer Jeffrey Davis, 23, has been shipping with the SIU ever since he graduated from the Trainee Program at the Lundeberg School in 1975. This year, before taking the "A" Sen­ iority Course, he upgraded at Piney Point to AB and took the basic welding class. He has his cardio-pulmonary re­ suscitation card, and the firefighting and lifeboat tickets. He was born in WijkesBarre, Pa., raised in Pennsylvania, Jer­ sey, and Florida and now lives in Cherry Hill, N.J. He ships from the port of Philadelphia. Mark C^iven Seafarer Mark Given, 18, has been sailing with the SIU since 1975. A grad­ uate of the trainee program at the Harry Lundeberg School, Brother Given also up­ graded to FOWT at the School before attending the "A" Seniority Program. He holds the fire­ fighting and lifeboat endorsements and successfully completed the cardio-pul­ monary resuscitation course. Born in San Diego, Calif. Brother Given was raised and lives in New Orleans, and ships from that port. Rick Stewart Seafarer Rick Stewart, 22, is a 1973 graduate of the Harry Lunde­ berg School. He sails as a member of the black gang and got his FOWT endorsement at the school in 1975. Re­ cently, he obtained his firefighting cer­ tificate and completed the cardio-pul­ monary resuscitation course. He has a lifeboat endorsement as well. Brother Stewart was born and raised in Long Beach, Calif, and lives in Redondo Beach. He ships out of Gulf Coast and West Coast ports. Joseph Barry Seafarer Joseph Barry, 21, a mem­ ber of the engine department, gradu­ ated from the Lundeberg School Trainee Program in 1975. He recently went back to the school and obtained his FOWT endorsement. In addition, he has earned the firefighting and lifeboat tickets, and the cardio-pulmonary re­ suscitation card. Born and raised in Daytona Beach, Fla.. Brother Barry lives in Jacksonville, Fla. and ships out of that port. DEEP SEA Rainey George Tate Seafarer Rainey - Tate, 37, has been sailing in the stewtifd department with the SIU since 1966 when he ship­ ped out of San Francisco as a messman. This past year he went to the Harry Lundeberg School for some up­ grading courses and came away with his firefighting, lifeboat, and chief cook endorsements. He now has a cardio­ pulmonary resuscitation card as well. A native of Alabama, Brother Tate was raised in Mobile and still lives there and ships out of that port. Raymond Grace Seafarer Ray­ mond Grace, 25, a member of the deck department, re­ cently upgraded to AB at the Lunde­ berg School. He started sailing with the SIU in 1975 after completing the HLSS Trainee Program. He holds a firefighting and lifeboat endorsement. Brother Grace was born and raised in Los Angeles, and now makes his home in Glendale, Calif, with his wife Su.san. He ships out of the port of Wilmington. Jim Gihnartin Seafarer Jim Gilmartin, 25, first went to sea after graduating from the HLSS Trainee Pro­ gram in 1971. He went back to Piney Point earlier this year to upgrade to AB. He also has the firefighting and lifeboat tickets and the cardio-pulmonary resuscitation card. Brother Gilmartin was born in New York City and raised in Broad Chan­ nel, Queens, N.Y. where he makes his home. He .^hips out of the port of New York. Michael Fester Seafarer Michael Fester, 24, went to sea with the SIU in 1975 after graduat­ ing from the Lunde­ berg School. A member of the blackgang, he up­ graded to FOWT in 1977 at Piney Point. He obtained his firefighting and lifeboat ticket at the School, and completed the cardio-pulmonary resuscitation course as well. Brother Fester was born in Kearney, Neb. and raised in White Sal­ mon, Wa.sh. where he now lives. He .ships from the port of Seattle. David C. Shaw Seafarer David Shaw, 23, .started sailing in the engine department after completing the Lundeberg School Trainee Program in 1973. In 1976 he upgraded to FOWT at the School. Bro­ ther Shaw also, has a firefighting. life­ boat, and cardio-pulmonary resuscita­ tion card. Born and raised in A labama, he now lives in Easton, Md. Seafarer Shaw ships out of the port of Hou.ston. September 1977 / LOG / 37 �MOri Bmumi imimt 3112 Have llonateil $HNI Alore To SI'AII Siiiee Bejiiniiiiiji of '77 The following Seafarers and other concerned individuals, 502 in all, have demonstrated an active interest in participating in political and legislative activities which are vital to both our job security and our social and economic welfare, by voluntarily donating $100 or more to the Seafarers Political Activities Donation (SPAD) fund since the beginning of 1977. (The law prohibits the use of any union money, such as dues, initiation fees, etc., for political activities. Th^ most effective way the trade unionist can take part in politics is through voluntary political contributions. SPAD is the union's separate segregated political fund. It solicits and accepts only voluntary contributions. It engages in political activities and makes contributions to candidates. A member may voluntarily contribute as he sees fit or make no contribution without fear of reprisal.) Seventeen who have realized how important it is to let the SIU's voice be heard in the Halls of Congress have contributed $200, five have contributed $300, one has given $400, and two $600. For the rest of the year the LOG will be running the SPAD honor rolls because the Union feels that in the upcoming months our political role must be maintained if the livelihoods of Seafarers are to be protected. (A copy of our report is filed with the Federal Election Commission and is available for purchase from the Federal Election Commission, Washington, D.C.) NOTE: Each month's SPAD Honor Roll contains the names of those individuals who have given $100 or more as of the last Friday of the previous month. Abadi,H. Anderson, A. Cisiecki, J. Calefato, W. Abobaker, F. Anderson, A. Clark, R. Callahan, J. Adams, P. Anderson, R. Camarillo, F. Cofone, W. Adams, W. Bariy, J. Bentz,H. Antici, M. Botana, J. Browne, G. Campbell, A. Conklin, K. Adamson, R. R. Aquiar, J. Bartlett, J. Bergeria, J. Boudreaux, C. Bryan, E. Campbell, A. Conning, E. Adlum, M. Aquino, G. Bartlett, J. Berglond, B. Bourgois, M. Bryant, B. Campbell, A. Conway, F. Air, R. N. Arle, J. Bartlinski, J. Berlin, R. Boyle, D. Bucci, P. Campbell, A. Cortez, E. Algina, J. Aspseter, H. Bauer, C. Bishop, S. Boyne, D. Buczynski, J. Campbell, W. Costa, F. AIi,A. Aumiller, R. Baum, A. Bland, W. Bradley, E. Bullock, R. Carbone, V. Cosfango, G. AUen,J. Beeching, M. Avery, R. Bluitt, J. Brongh, E. Burke, T. Cavanaugh, 3. Cousins, W. Alhaj, Y. Bellinger, W. Badgett, J. Bobalek, W. Brown, G. Burnette, P. Cclgina, J. Cowan, T. Almuflichi, A. Bakarich, P. Bennett, J. Boland, J. Brown, I. Caffey, J. Cheshire, J. Cresci, M. Anders, T. Barroga, A. Benoit, C. Bonser, L. Brown, S. Caga, L. Cinquemano, A. Cross, M. SPAD Honor Roll Transcolumbia Committee The Ship's Committee and some of the crew of the ST Transcolumbia (Hudson Waterways) pose for a group photo recently at a payoff at the Military Ocean Terminal in Bayonne, N.J. They are (rear I. to r.): Steward Delegate P. Saquilayan; Deck Delegate Bob Garcia; Recertified Bosun James W. Cheshire, ship's chairman; Engine Delegate Ken Bowman and, Chief Steward Henry Donnally, secretary-reporter. In front are (I. to r.): crewmembers Mich&el J. Cresci, Rufino Galderon, Sam Solomon Jr., and Tommy Danbeck. 38 / LOG / September 1977 �0^ Cruz, A. Goldberg, J. Lennon, J. Prevas, P. Cruz,F. Golder, J. Lesnansky, A. Price, R. Cunnin^am, W. Gooding, H. Primero, F. Lewis, L. Curry, M. Goodspeed, J. Prirette, W. Libby,H. Gorbea, R. Da Silva, M. Prott,T. LUes, T. Gosse, F. Dalman, G. Pulliam, J. Lindsey, H. Dammeyer, C. Graham, E. Purgvee, A. Logue, J. Graham, R. Danzey, T. Quinnonez, R. Loleas, P. Darden, J. Green, A. Quinones, J. Lomas, A. Dauocol, F. Greene, H. Lombardo, J. Quintella, J. Grepo, P. Davidson, W. Quirk, J. Lundberg, J. Davies, R. Grima, V. Lynch, C. Raineri, F. Gnarino, L. Davis, J. Lyness, J. Rankin, J. Guillen, A. Davis, J. Magruder, W. Rattray, W. Hagerty, C. Davis, S. Maldonado, M. Reck, L. Haggagi, A. Debarrios, M. Malesskey, G. Reed, A. Hall, K. Manafe, D. Dechanip, A. Reinosa, J. Hall, L. Manen, J. Delgado, J. Reiter, J. Hall, M. Manry, L. Delrio, J. Reyes, M. Hall,W. Mansoob, A. Demefrios, J. Rhoades, G. Marchaj, R. Hannibal, R. Richburg, J. Dembach, J. HarUdstad,V. Martin, T. Riddle, D. Diaz, R. Hart, R. Ries, C. Dickey, K. Martinez, L. Harris, E. Martinussen, C. Ripoll, G. Diercks, J. Harris, W. McCarthy, L. Roades, O. Digiorgio, J. Harris, W. Doak,W. McCartney, G. Roberts, C. Haskins, A. McCaskey, E. Roberts, H. Dolgen,D. Hatton, M. Douienico, J. McClinton, J. Roberts, J. Robinson, W. Hauf,M. Domingo, G. McElroy, E. Rodgers, J. Haynes, B. Donovan, P. McKay, D. Heimal, W. McMahon, T. Rodriguez, F. Downon, P. Drebin, L. McNabb,J. Heniken, E. Rodriguez, R. Rondo, C. Drozak, P. McNally, M. Heroux, A. Rosenthal, M. Drury, C. McNeely, J. Hersey, G. Dryden, J. Roshid, M. Mehert, R. Hess, R. Mesford, H. Roubek, J. Ducote, A. HiU,G. Mielsem, K. Roy, B. Holmes, W. Ducote, C. MoUard, C. Royal, F. Dudley, K. Homas, D. Rudnicki, A. Homayonpour, M. Mongelli, F. Dwyer, J. Dyer, A. Rush, R. Hooker, G. Mooney, E. Edmon, F. Ruzyski, S. Morgan, J. Horn, F. Edmonds, F. Sacco, J. Howse, A. Morris, W. Ellis, F. Sacco, M. Morrison, J. Hunter, W. Mortensen, O. Saeed, S. Hussain, A. Eschiikor, W. Salanon, G. Mosley, W. lovino, L. Evans, M. Muniz, W. Salazar, H. Fagan, W. Jacobs, R. Munsie, Falcon, A. Saleh, H. J. Jackson, J. Fanning, R. Murray, G. Jansson, S. San Fillippo, J. Murray, J. Famen, F. Sanchez, M. Japper, J. Farrell, C. Santos, M. Murray, M. Johnson, D. Schov, T. Faust, J. Johnson, R. Murray, R. Schuffels, P. Musaid, A. Fay, J. Johnson, R. Fergus, S. Seabron, S. Jobnsted, R., Jr. Mynes, A. Seagord, E. Myrex, L. Fester, M. Jones, C. Fgrshee, R. Selzer, R. Nagib, S. Jones, R. Selzer, S. Naji, A. Firsbing, W. Jones, T. Shabian, A. Fiscber, H. Napoli, F. Jones, W. Shelton, J. Nash, W. Fiune, V. Jorge, J. Sholar, E. Nauarre, T. Fletcher, B. Kastina, T. Sigler, M. Nelfe,J. Florous, C. Kaulfman, R. Silva, M. Nielsen, R. Foley, P. KeUer,D. O'Donnell, J. Siiiipson, S. Forgeron, L. Kendricks, D. Sirignano, F. Keough, J. 01ds,T. Fosberg, W. Smith, L. Olson, F. Kerngood, M. Fox, P. Smith, T. Omar, Y. Frances, H. Kerr, R. SiieiS, F. Pachcco, E. Kcichbad, D. Firani'o, P. Snyder, J. Paladino, F. Kingsley, J. Francum, C. Somerville, G. Papuchis, S. Kirscb, J. Frank, S., Jr. Soresi, T. Paradise, L. Frederickson, E. Kizzire, C. Spencer, G. Paschal, R. Fuller, G. Klavand, S. Patterson, D. Spencer, H. Furr, J. Klein, A. Stancaugr, R. Patton, S. Furukawa, H. Knutsen, E. Stankiewicz, A. Gallagher, C. Koflowitch, W. Paulovich, J. Stearns, B. Pecquex, F. Gallagher, L. Kouvardas, J. Stevens, W. Perez, J., Galliam, R. Kozicki, R. Stubblefield,P. Periora, J. Gantbier, C. Kramer, M. Sulaiman, A. Peth, C. Garcia, R. Kwiatek, G. Picczonetti, M. Sullins, F. Gard, C. Kydd,D. Surrick, R. Piper, K. Lambert, H. Gardner, E. Swiderski, J. Pollard, G. Gaston, T. Lankford, J. Tanner, C. Pool, D. Gavin, J. Larkin, J. Taylor, F. Porter, B. Gentile, C. Lawrence, L. Taylor, J. Praza, L. Gimbeii,R. Lawrence, W. Telegadas, G. Prentice, R. Glidewell, T. Lee,K. Terpe, K. Pretare, G. Lelonek, L. Golf,W. Tbeiss, R. Thompson, F. TUlman,W. Tobin, G. Tobio, J. Towsigmart, A. Troy, S. Truenski, C. Tsminrx, L. Turner, B. Turner, L. Tuttle,M. Underwood, G. Vasquez, J. Velandra, D. Velez,R. VUes, J. Vukmir, G. Walker, T. Washington, E. Webb, J. Weber, J. West, D. Westbrook, A. L. Westerholm, G. Whitmer, A. Whitsitt, M. Widman, J. WUbum, R. Williams, L. Williams, R. WiUiams, S. Wilson, C. Wilson, J. Winder, R. Wingfield,P. Wol^P. Woodhouse, A. Woody, J. Woriey, M. Worster, R. Yarmola, J. Yelland,B. Young, R. Zeagler, S. - SEAFARERS POLITICAL ACTIVITY DONATION (SPAD) 675 FOURTH AVENUE BROOKLYN, N.Y. 11232 S.S. No. Date. Contributor's Name . .Book No. Address City .State, _Zip Code I acknowledge and understand ttiat SPAD is a separate segregated fund establistied and administered by my Union to engage in political activities and to make contributions and expenditures for candidates seeking political office and solicits and accepts only voluntary contributions, and I have the right to refuse to make any contribution without fear of reprisal. I may contribute such amount as I may volun­ tarily determine and I herewith contribute the sum of $ . This contribution constitutes my voluntary act and I am to to receive a copy of this receipt showing the amount of my contribution. A copy of SPAD's report is filed with the Federal Election Commission and is available for purchase from the Federal Election Commission. Washington, D.C. Signature of Solicitor Solicitor's No. 1977 $400 Honor Roll $600 Honor Roll Lm(;dahl,H. Port Poiuerlane, R. Manuel, R. $300 Honor Roll Curtis, T. Quinter, J. Richardson, J. Romolo, V. Weaver, A. $200 Honor Roll Abas, 1. Aronica, A. Bailey, J. Bernstein, A. Brand, H. Combs, W. Drozak, F. Ellis, P. Frounfelter, D. Hall, P. McFarland, D. Moore, A. Stephens, C. Pow, J. Seibel, E. Stewart, E. Shields, J. Golden Endeavor Committee Chief Steward H. 0. McCurdy (left), secretary-reporter of the ST Golden Endeavor (Westchester Marine) and Recertified Bosun Juan Vega (center), ship's chairman, talk with SID Representative Luigi lovino (seated right). Others of the Ship's Committee are QMED William "Flattop" Koflowitch (2nd left) engine delegate and Steward Delegate Charles Hall. The vessel paid off last month at Stapleton Anchorage off Staten Island, N.Y. September 1977 / LOG / 39 �'•: •'(. , •f.'-. • • -, ' ;£ .'?>?^V-.^'',v' ' •".,* The boat R. B. Claytor is docked in the port of Norfolk. Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District AFLcio SEPTEMBER 1977 Tying the line on the Claytor is Boatman Joseph Surwilla deckhand. Port of Norfolk—Busy Area for SiU Boatmen Captain James Forrest of the Teal (Al­ lied) takes a break in the galley. jpfnl ^jphere are over 70 vessels that operate in or around the Nor­ folk area or regularly call at this important maritime port. Aboard the tugs of Allied or Curtis Bay or McAllister, Boat­ men perform the vital task of keeping ships and their cargoes freely moving in and out of the Chesapeake Bay area. These tugs dock the ships that come calling at the port of Nor­ folk and they also push the barges carrying oil and other necessary bulk cargoes in and out of this area. Norfolk and the entire Chesa­ peake Bay area has always been a good place for marine workers to earn a living and SIU members are doing their share to see that it stays that way. If cargo keeps growing in the years to come, SIU members will find an increasing number of jobs opening up on these boats. Brothers Joe Williams (I.),deckhand and Charles Ruperti, mate on the/sabe/A. (McAllister), are working together to splice an eye in the line. Sitting on the stern is the new SIU crew of the Sharon B (Allied). The five new Boatmen are (I. to r.): Paul Keane, relief captain; Lloyd Sutton, cook and deck­ hand; Tom Ranken. chief engineer; Lonnie Warren, AB, and Don West, mate. m George Menge (I.), port engineer for McAllister, and Boatman John Keech, engineer, join forces to repair an air valve on the Frances K. McAllister. � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource September 1977 Description An account of the resource HEADLINES TUG GEARY PUSHES FIRST PART OF WORLD’S LARGEST OIL RIG OIL BIGS ALL OUT TO STOP CARGO PREFERENCE SCHULMAN IS ELECTED BAR ASSN. UNIT HEAD SIU REPS SPEAK AT MARAD FIREFIGHTING HEARINGS SIU SHIPS TAKE ACTIVE ROLE IN ALASKA OIL RUN COAST GUARD’S RECORD OF NON-COOPERATION INTACT CARTER OKS CANADA-NOT ALASKA-GAS PIPELINE SIU ACTS TO BLOCK FOREIGN FLAGS ON ALASKA OIL RUN UNIONS, BUILDERS PUSH FOR U.S.-MADE GEAR IN OFFSHORE DRILLING SEWELL’S POINT IS NEW SIU-CONTRACTED TUGBOAT JACKSONVILLE’S AGENT ‘RED’ MORRIS RETIRES 21 SEAFARERS PREPARING FOR FUTURE THRU LNG PROGRAM AT HLSS GALVESTON USPHS HOSPITAL MAY MOVE TO NEW HOME IN OCTOBER WATERWAYS BILL ON FUEL TAX IN CONGRESS CARGO EQUITY BILL FACES TOUGH FIGHT IN CONGRESS SIU FIGHTS VIRGIN ISLANDS OIL LOOPHOLE HERE’S WHATS HAPPENING IN CONGRESS FISHERMAN, CANNERY WORKERS NIX SALE OF CATCH TO FOREIGNERS LOG WINS FIRST PRIZE FOR EDITORIALS AND HALL COLUMNS OVERSEAS NEW YORK DUE FOR ALASKA RUN SACCO, TROY NAMED HDQS. REPS. 7 PORT AGENTS PICKED SAFETY SUGGESTIONS GIVEN AFTER MISS. R. COLLISION HOUSE APPROVES $2.65 HOUR MINIMUM WAGE BILL WATERMAN-MARAD HUDDLE ON SUBSIDIES FOR FAR EAST RUNS 11 BOATMEN STUDYING FOR FIRST CLASS PILOT’S LICENSES THE JONES ACT MOST IMPORTANT MARITIME LAW ON BOOKS ANNUAL PHYSICAL COULD SAVE YOUR LIFE WILLIAM CAMACHO WENT FROM FACTORY WORKER TO CHIEF ENGINEER 1ST ANNUAL LIVING SOBER REUNION HEARS OF RECOVERIES OXYGEN ON SHIPS COULD SAVE LIVES TWO SIU BOATS JOIN FORCES ON ALA. R. SIU-CREWED AQUARIUS, MANHATTAN DOCK IN JAPAN OIL BIGS ALL OUT TO STOP CARGO PREFERENCE WHAT ARE THE FACTS BEHIND THE COST OF OIL CARGO EQUITY LEGISLATION? 9.5 PERCENT OIL CARGO PREFERENCE: JOBS FOR AMERICANS, SAFER WATERS 9 BLACK GANG MEN TAKING MARINE ELECTRONICS COURSE AT HLSS PORT OF NORFOLK-BUSY AREA FOR SIU BOATMEN Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 9/1/1977 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 39, No, 9 1977 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/3309d95c50ee43600ff46dbbadce8f2b.PDF a34bf3df0e24c40b30b3800adf5d47d2 PDF Text Text iimi House Votes Down Oil Cargo Preference Bill -% '•t .f.i See Page 3 Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-CIO Xio'OCTOBER 1977 A First: Boatmen Towboat Operator Scholarship The Harry Lundeberg School in Piney Point, Md. has the equipment to provide towboat operator scholarship win­ ners with solid practical training. In photo at left is the School's towboat, Susan Collins. In photo below is the HLS tugboat, CL2. See Page 10 v ^ IS Union-Crewed Cantigny Is Firsf U.S. Ship to Carry Strategic Petroleum Reserve Oil \ �^15 Linked to New Locks and Dam 26 House Passes the First Waterways User Charge Bill The House of Representatives passed a bill on Oct. 13 calling for the first user charge ever to be imposed on America's inland waterway system. The bill tied the charge to authorization of funds for the replacement of Locks and Dam 26 in Alton, 111. The bill, H.R. 8309, would levy a 4 cent per gallon fuel tax for waterway users in October 1979. This would in­ crease to 6 cents by 1981. It is now before the Senate. There it faces a pro­ posed amendment to raise the tax to a much higher svstem of river fRe<! The SIU has worked long and hard for the replacement of Locks and Dam 26. This obsolete navigation facility is the busiest set of locks and the biggest bottleneck on the entire Mississippi River. But the Union has always been [K Paul Hall 0)(0, HP Pn Among Democracy's More Disgraceful Episodes The atmosphere in which the House of Representatives considered and voted on the cargo preference legislation has to be among democracy's more disgraceful episodes. Instead of a reasoned debate on the merits of the legislation, we saw the opponents' campaign reach a high-water mark in vicious and unfounded charges of "political payoff," "bribery," and similar cheap sensational shots. This was a diversionary attack on cargo preference and its supporters— the maritime industry's unions and management, the Chairman of the House Merchant Marine and Fisheries Committee and other members of Congre.ss, and the President of the United States. It could not have successfully been carried off without the aggressive support of the news and television media. They jumped at the opportunity to exploit the irresponsible charges of the opposition. But they did little, if anything, to present the issues involved in the legislation in a manner consistent with what we are told are the principles of a fair press. The principal opponents of cargo preference this year, as always, were the multinational oil companies. They are the original run-aways from American taxes, American working people, and American community re­ sponsibility. They were aided and abetted by a new dimension in American society known as the self-styled public interest groups. Among these arc Common Cause, whose own objectives are to play a dominant role in U.S. politics and legislative activities. But they would deny the right of partic­ ipation in a political process to vast numbers of American people whom they profess to protect. Common Cause is a group, incidentally, whose means of support arc not always easy to ascertain. . Arguments were not on the merits of the legislation. Instead, the basis of the opponents' objections—so thoroughly amplified by the press and tele­ vision—was that support in Congress for cargo preference was a "payoff." They said it was a political "payoff" to the maritime unions and management for the backing they had given congressional candidates. Similarly, without shame, they accused the President of the United States of supporting cargo preference legislation because he was paying off the unions and management for the support of his candidacy. The oil companies methodically employed all their long-established re­ sources. Their most decisive and effective technique was to strike at the security of supporting Congressmen. Through their vast public relations facilities they were able to get newspapers throughout the country to edi­ torially suggest that local Congressmen who supported cargo preference were in effect bowing to the demands of the unions. This was done on an area-by-area basis. The names of Congressional supporters were highlighted in this manner in various stories and articles. By the time the bill went to the floor of the House of Representatives on Oct. 19, a substantial number of Congressmen had been frightened away from the bill. Many felt they had to protect their innocence of the phoney charges by voting against it. This resulted in the defeat of this years' cargo preference bill. It was also a defeat for the processes of democracy. It was a victory for the intimidators. Remember that the House Merchant Marine and Fisheries Committee had voted out the bill 31 votes to 5; with 24 Democrats and 7 Republicans INLAND flatly opposed to any waterway user charge. Such a charge would be a costly burden to the inland industry which in turn effects SIU members. The Transportation Institute, a Washington, D.C.-basedTCsearch group representing the U.S. maritime indus­ try, has also voiced strong opposition to the user charge. TI President Herbert Brand gave written testimony to the Senate Finance Committee which is holding hearings on H.R. 8309. He exContinued on Page 12 joining together against 5 Republicans in support of the bill. This bill would have provided for up to 91^ percent of American oil imports to come in on U.S.-flag tankers. And remember, too, that in 1974 the House had voted overwhelmingly in favor of a bill calling for 30 percent of the imports to be carried on U.S. ships. Moreover, the President of the United States was supporting the 9Vi per­ cent proposal. And the bill was also strongly supported by, among others: the AFL-CIO; the American Legion; the Veterans of Foreign Wars; the U.S. Conference of Mayors; the Navy League of the United States, and the National Associa­ tion for the Advancement of Colored People. By all odds, on its merits, this year's bill should have carried by an even greater majority than the previous one. But cargo preference was not the issue under consideration. What it came down to was the right of the maritime unions to participate in the political process by supporting those candidates in government who supported the effort for a stronger merchant marine. Democratic Congressman Jim Howard, a long-time supporter of Amer­ ica's maritime industry from New Jersey, put the battle over cargo preference into proper perspective. Congressman Howard, as reported in the Oct. 24 New York Times, "attributed the defeat of the bill to 'an unholy alliance' of Common Cause, the citizens' lobbying group, and multinational, multibillion dollar oil companies, such as Texaco, Exxon, Mobil and Gulf." He said,"It's a shame the multibillion dollar oil industry was able to confuse the issue on this bill and thereby preserve their own dollars, because they carry oil in foreign-flag ships, to the detriment of the security of the country." In contrast. Rep. Andrew Maguire (D.-N.J.), who has also been sup­ ported by American labor, was intimidated by the opponents of H.R. 1037 into opposing this vitally-important bill. Sounding like the multinational oil companies and so-called "citizen" groups, Maguire said he opposed the bill because "the majol* problem was that the bill would have caused a net loss of jobs in the U.S. economy." This quote appeared in the N. Y. Times. New Jersey Congresswoman Millicent Fenwick was a sponsor of the bill. But when the heat was on, she walked away from it. The supporters of H.R. 1037, led by House Merchant Marine and Fish­ eries Committee Chairman John Murphy (D.-N.Y.), did not have the op­ portunity to have the legislation pass or fail on its own merits. The central issues, however, remain: • American vessels still carry only about three percent of our oil imports while the list of nations reserving a greater portion of their trade to their vessels is expanding. • American seafaring, shipbuilding and related industry jobs are still being lost as the multinational oil companies continue to employ almost exclusively foreign-flag vessels. • American security is still weakened as the control of the transport of vitally-needed oil imports remains in the hands of the multinational oil com­ panies and their foreign-flag-of-convenience shipping. • America's marine environment is still threatened by unsafe foreign vessels like the Argo Merchant. Faced with these circumstances, what do we as seafarers and as citizens of this nation do? Obviously, we are not going to be denied our right to involve ourselves in the political process as the law allows. Our support for candidates has always been legal and proper in every respect. Nor will we abandon our efforts to press for a national maritime program that is consistent with our nation's needs from national security, economic, and environmental standpoints. To achieve this we must extend our political activities. We must generate greater activity in our communities in support of those candidates who support the national interest over entrenched interest. We must support those who show concern for the working man and woman over those of multinational interests. We must tighten our adherance to the stillvalid Samuel Gompers view. That is, support our friends and oppose our enemies in a political sense. We must step up our efforts against that notorious enemy of America's working people—the major multinational oil companies—which exercise such excessive influence over the wellbeing of all Americans. At some point the correctness of our position with respect to the nation's need for a viable American-flag fleet will be understood. Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf Lakes and Inland Waters District, AFL-CIO 675 Fourth Ave Brnnklvn N Y 11232, Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 39, No. 10, October 1977. ' -t y . • • 2 / LOG / October 1977 �Under Oil Lobby Pressure i House Defeats Oil Cargo Preference Bill Under extreme pressure from the multinational oil lobby, the House of Representatives defeated the oil cargo preference bill this month. The bill would have required that a small per­ centage of the nation's oil imports be carried in American-flag ships. The vote was 257-165. This bill would have meant that 9.5 percent of the nation's oil imports would be carried in U.S. ships by 1982. American ships now carry only 3.5 percent of America's imported oil. The bill had the support of many groups including the AFL-CIO Mari­ time Trades Department and the AFLCIO Executive Council. Others who supported the bill included: the Na­ tional Alliance for the Advancement of Colored People (NAACP); the U.S. Conference of Mayors; the Veterans of Foreign Wars; the American Legion; the National Farmers Union; the Amer­ ican Iron and Steel Institute; the Puget Sound Coalition Against Oil Pollution, and the world's most famous environ­ mentalist, Jacques Cousteau. SIU President Paul Hall said that the loss of the bill was "disappointing." But he stated that "the fight for a fair oil cargo preference bill is far from be­ ing over. We intend to keep fighting until we ultimately achieve this goal." The defeat of the bill is a blow to the health of the U.S. tanker industry. Its defeat also endangers the jobs of thou­ sands of American seamen and ship­ yard workers who depend on the tanker industry for their livelihoods. Carter Proposed It It appeared at first that the 9.5 per­ cent bill would have little trouble pass­ ing Congress for a couple of reasons. First, a similar bill, requiring a much larger percentage (30 percent) of im­ ported oil to be carried in U.S. ships. ••c The defeat of the 9.5 percent oil cargo preference bill will hurt the U.S. tanker industry. The SlU-contracted Oversea Alice, above, is just one of many U.S.flag tankers that may have a tough time finding cargo for their holds. The oil bill would have guaranteed full employment for the U.S. tanker fleet. passed both the House and Senate in 1974. But it was vetoed by President Ford. Second, the 9.5 percent bill had the crucial Presidential support cargo pref­ erence did not have in 1974. Carter first proposed the bill in July, 1977. However, in the months between President Carter's announced support and the actual House vote, the issue of cargo preference became clouded by allegations of political payoffs. A good deal of the voiced opposition to the bill came from high ranking Re­ publican Senators. More to Be Moved in November They said that Carter's support of the bill was a payoff to the maritime industry for the support the industry gave Carter during his campaign. More opposition to the bill came in the news media, which depends heavily on the oil industry for advertising. Most major newspapers in the nation editorialized against cargo preference. They called Carter's support a "blatant political payoff." They also accused many Democratic Congressmen of, in effect, being in the maritime industry's pocket. The character a.ssassination cam­ paign worked, because many Demo­ cratic House members who voted for a much larger cargo preference bill in 1974, voted against it this time. A look at the roll call vote in the House shows that Democratic Con­ gressmen, who in 1974 were solidly for the bill, voted 148 for and 132 against. However, the Republicans, the cen­ ter of the oil companies' strength in the House, voted in a block against the measure. They voted 125 against, but only 17 for. SIU President Paul Hall said "by the time the vote was taken, the real issue at hand, cargo preference, had been totally lost. Congress wound up voting on the issue of campaign contribu­ tions." Rep. John Murphy, the main spon­ sor of the bill in the House, agreed. He said the bill lost because "of the whole atmosphere around it this time—the issue of campaign contributions." A number of Congressmen who voted for the bill last time, admitted they voted against it this time because of the allegations of political payoffs. Bill's Benefits Lost It's too bad that the oil companies succeeded in their effort to block pas­ sage of the bill. As brought out in Con­ gressional hearings, the bill, if enacted, would have: • Reduced America's dependence on unreliable, unsafe foreign-flag vessels for the carriage of our imported oil. • Provided for the maintenance of a shipbuilding industrial base required by national security. It would also have helped to preserve the 200,000 Ameri­ can jobs in this area. • Created 20,000 new jobs on U.S.flag vessels, in U.S. shipyards, and in related supplier industries. • Help reduce the deficit in the U.S. balance of payments picture. The oil companies were opposed to the bill because it would have cut into their transportation profits. The oil companies own huge fleets of tankers, registered in Liberia, Panama and other countries. These ships, manned by low paid foreign seamen, carry the majority of America's oil imports. The 9.5 percent bill would have cut into the use of the oil industry's fleet. ST Cantigny Carries 1st Crude for US. Reserve The 26,900 dwt ST Cantigny (Interocean Mgt.) is the first U.S.-flag tanker to carry crude oil for storage in empty salt domes in Louisiana and Texas. The SlU-contracted tanker carried the oil early this month under the Federal Energy Administration's Strategic Petroleum Reserve Pro­ gram. Chartered by the Military Sealift Command for the new billion-bar­ rel reserve program, the Cantigny carried 46,000 tons of sour crude. This type of oil is used for heating. She carried the oil from the Mexican Gulf port of Pajaritos, south of Vera Cruz, to Nederland, Tex and Sun­ shine, La. The crude unloaded at the Kederland Terminal was barged 30 miles on the Intracoastal Waterway to the West Hackberry, La. natural salt cavern near Lake Charles, La. The Sunshine piped crude was stored in the 61-million-barrel capacity Bayou Choctaw Salt Dome. This dome will be filled next year. INDEX General News National unemployment .. .Page 7 Membership News Upgraded to inland mate . .Page6 Former scholarship winner. Page 8 New pensioners Page 30 Final Departures Page 35 Legislative News Oil cargo bill SIU in Washington Waterways tax •.. .Page 3 Page 9 Page 2 Union News President's Report Page 2 SPAD honor roll Pages 38-39 Headquarters Notes Page 7 San Juan meeting Page 4 SIU scholarships Back Page Lakes Picture Page 8 Inland Lines Page 6 At Sea-Ashore ..... Page 18 Inland Vacation Plan ... .Page 13 Gulf agents confab Page 5 Brotherhood in Action .. .Page 18 On Ships and Boats The Judge Page 5 SS Cantigny Page 3 Ships' Digests Page 34 In San Juan harbor . .Pages 25-27 Dispatchers' Reports: Great Lakes Page 31 Inland Waters Page 7 Deep Sea Page 32 Alaska oil shipping articles Page 12 Training and Upgrading 'A' seniority upgrading ..Page37 Safety taught •. Page 11 HLS courses and dates .. Page 36 FOWT Page 14 Towboat scholarship Page 10 Special Features Jones Act Page 28 Sailors Snug Harbor .Pages 15-17 Articles of particular interest to members in each area—deep sea, rivers, Lakes—can be found on the following pages: Half of the reserve crude will be carried on U.S. flag-tankers. Foreign flag tankers will carry the remainder. By the end of 1978, 250 million barrels of the sour crude will be stored in the salt domes for the strate­ gic reserve. By the end of 1980, 500 million barrels will be in storage. Al­ ready the West Hackberry Salt Dome has almost 412,000 barrels of Saudi Arabian light crude stored. Late this month, the Military Sealift Command (MSC) put out bids for American VLCCs of 160,000 dwt. These ships will carry sweet Caribbean crude from the island of Curaeao to Seaway Terminal, Freeport, Tex. by Nov. 10. MSC also put out bids for barges. The reserve pool crude will be barged for storage in the Bryan Salt Mound, Brazoria County, Tex. This sweet crude can be refined into gaso­ line. It is of a low sulphur content. Deep Sea: 3.18,23,32,34,37 Inland Waters: 2,6,10.12 Great Lakes: 8, 31 <. October 1977 / LOG / 3 ^ -I �Rain Doesn'f Dampen Son Juan Meeting It was the rainy season in the Caribbean, but that didn't stop the regular membership meeting at the SIU Kali in Puerto Rico this month. Seafarers and SIU Boatmen in San Juan braved heavy showers on Oct. 6 to hear the latest devel­ opments in the Union and the in­ dustry. They gathered at the Santurce Hall, a vine-covered building with a decidedly Spanish flavor. Santurce is a section of San Juan, the hub of maritime activity on the island. Headquarters reports on con­ tracts, new construction, and mar­ itime legislation were shared with the membership. The ILA strike, in its first week at the time and already affecting Puerto Rican shipping, dominated the discus­ sion. When the meeting took place, six U.S.-flag ships were laid up in the port. The SIU Hall in Santurce, Puerto Rico houses the Union Hiring Hall and clinic, as well as the offices of the SIU of Puerto Rico. The last is an autonomous affiliated union of the SlUNA. It represents industrial workers on the island. SIU members listen attentively to reports on the latest developments in the Union and the industry. A. .J.' Juan Reinosa, SIU port agent in Puerto Rico, at right, con­ ducted the membership meeting. Bill Doak, Sea-Land shore gang bosun, left, presented some of the Headquarters re­ ports at the October meeting. Some of the members enjoyed a game of pool at the Hall before the meeting began. Left to right are: Seafarers Ismael Garcia; Antonio Santiago, and Raefal Arias. Visitors to the SIU Clinic, on the ground floor of the Hall, are welcomed to the facilities by an attractive waiting room. 4 / LOG / October 1977 ;0r Seafarer Calvin DeSilva, standing, wanted to know how the ILA strike was affecting shipping in the port. A thorough physical exam, like the one Seafarer Geronimo Morales is beginning here, is one of the many services memadvantage of in Puerto Rico. Victor A. ,Colon is the attending physician. �Coast Guard Proposing New Tanker Regulations The U.S. Coast Guard is expected to come out in the next few months with a new set of tanker regulations. They would include rules for the manning of U.S.-flag tankers and inland equipment carrying oil and hazardous liquid car­ goes. The regulations will also cover foreign-flag tankers operating in Amer­ ican waters. Rear Adm. William Benkert, chief of the Office of Merchant Marine Safe­ ty, said the regulation's are being de­ veloped to help offset increasing num­ bers of oil spills in U.S. waters. The vast majority of the spills are caused by foreign flag vessels. Benkert said the regulations will in­ volve the training and qualifications for the tankermen and pumpman's job. INLAND To say the least, the new tankerman proposals are a long time coming. The SlU has heen pushing for upgraded changes in the tankerman's rating for many years. However, the Coast Guard has con­ tinually downplayed the importance of the tankerman's responsibilities, espe­ cially on inland tows. In one case, the SIU fought the Coast Guard over the issue of removing the tankerman's job on tows underway. The Coast Guard claimed that only a shoreside tankerman was necessary for the actual transfer of liquid cargoes. The Coast Guard maintained that a licensed officer could handle the tankerman's duties while the vessel was underway. In contrast, the SIU has always maintained that the tankerman's job is too important to be relegated only to a licensed officer. The officers on both inland and deep-sea vessels already have enough responsibility. They do not need the added burden of worrying about a tankerman's job. It is unclear what the Coast Guard's complete plans will include. Hopefully, they will finally come around to our way of thinking on this issue. As outlined by Adm. Benkert, changes regarding the tankerman may include the following: • Persons engaged in transfer of dangerous chemicals and liquified gases will be required to have a separate en­ dorsement. If the cargo is extremely hazardous, the Coast Guard may re­ quire a special endorsement naming the specific cargo. • Licensed officers will no longer be qualified as tankerman simply by hold­ ing a license. • Both deck officers and unlicensed personnel will be recjuired to take Coast Guard approved training courses. Or they will be required to pass a written Coast Guard test to be qualified as tankerman. Should Get Training Although the new regulations will probably not be out for awhile, it is obvious that the job of tankerman or pumpman will be more detailed and require more training. SIU members, both deep sea and in­ land, who are involved in this type of work would be wise to plan on getting additional training through the Lundeberg School. The School already has programs regarding tankerman and pumpman. Refer to any issue of the Log for starting dates. For more infor­ mation on the courses, write to the Lundeberg School directly. I LA Strike Effects Confainersftips on East and Cuff Coasts Containership operations remained at a standstill at ports along the East and Gulf Coasts as a strike by the 50,000-member International Long­ shoreman's Association continued through October. As the Log went to press on Oct. 25, the ILA strike was in its 25th day with no settlement in sight. At this date, 24 SlU-contracted containerships and LASH vessels were laid up due to the strike. New Tug The Judge The strike from Maine to Texas is aimed at the automated ships that have changed the industry and severely re­ duced the number of jobs on the docks. The key issue in the dispute has been the ILA's demand for increased job security. ILA President Teddy Gleason has been seeking a common approach to the problem through a coastwise job security provision in the contract. With increasing numbers of jobs lost to containerization, the Union also wants protection for the various funds. These funds provide ILA members guaranteed annual income, pensions, and welfare benefits. But the South Atlantic and Gulf em­ ployers have been reluctant to share in the costs of maintaining benefit funds outside their own areas. In New York, longshoremen have been guaranteed 2,080 hours of pay a year whether there is work or not. But in other ports, there are lesser guarantees. The strike has also had an effect on The Judge, a brand new 3,500 hp. tugboat, has just joined the SlU-contracted fleet o£ G & H Towing in Houston, Tex. She came out of the Todd Shipyard in Galveston and en­ tered service this month. The Judge will do harbor work between Houston and Galveston. She carries a crew of five SIU Boatmen who enjoy air conditioned quarters and galley. Her features also include twin screws. She measures 96 feet long and has a 32-foot beam. the towing industry. Shipdocking tugs have largely been laid up. But for a time, when New Orleans dockworkers struck break-bulk ships along with con­ tainerships, large numbers of grain car­ rying barges in the port were also idle. Since that time, the strike has been limited to automated carriers. 1st Alaska Crude for E. Coast t •• •• The SlU-contracted ST Overseas Valdez (Maritime Overseas) moved through a lock in the Panama Canal last month with the first cargo of Alaska crude for the U.S. East Coast. Later she unloaded in the port of Philadelphia. Conference Held in Piney Point, Md. for SIU Gulf Area Agents A six-day conference was held for Gulf area SIU agents during the week of Oct. 17. In order to better service the members, 19 Union representatives attended the Conference which took place at the Harry Lundeberg School in Piney Point, Md. They discussed a wide range of issues including contracts and all the SIU benefit Plans. A number of Union officials and department heads came from Headquarters to talk with the Gulf area agents. In the photo at left, Tom Cranford, head of the Claims Department, talks about the Seafarers Welfare Plan. In photo at right, Ed Byrne. Records supervisor, discusses membership status. October 1977 / LOG / 5 i 1 •t ^,1 �After Attending HLS, Nelson Became Mate at 22 "Cioocl news travels fast." Steve Nel­ son is a young SIU Boatman who made that old saying ring true. A few months ago, the Lof> sent let­ ters to Boatmen who had eompieted an inland licensing course at the Harry Lundeberg School. We wanted to know U.S. Passports Important All Seafarers are strongly ad­ vised to have valid United States passports. You should carry these passports with you at all times. Seafarers have encountered problems in some areas of the world because they did not have passports. " his problem seems to be increasing. If you have been to a country before and did not have trouble, that is no guarantee you will not have a problem next time. In addition, many Seafarers have not been able to make flyout jobs to foreign countries because they lacked passports. A U.S. passport can be gotten in any major city in the country. If you have any questions, just call the U.S. Passport Office in any large city, or contact your nearest SIU port agent. They will be able to tell you wbat documents arc needed to obtain a U.S. passport. Remember, normally it takes a few weeks to obtain a passport. Don't be caught short. how the course had helped them get the license and how the license had helped their careers. Brother Nelson was one of the first to respond. Thanks to the Lundeberg School, he now sails mate with G & H Towing in Corpus Christi, Tex. He got his mate's license last year, only a month after his 22nd birthday. Nelson liked the School so much that as soon as he got our letter, he called the Lofi collect. He plugged his boat's phone into the jack at the G & H dock. With fog horns in the background and the company rep cutting in with orders, he told his story. "I was raised on boats. I was born in a fishing town in Texas and many members of my family work on boats." He joined the Union in 1973, when he was 19-ycars-old. As soon as he got his AB ticket and his three years time, he applied for the Mate and Master Class. He was the youngest student in the class at the time and later the young­ est to sit for the mate's exam in Corpus Christi. "I figured it was a good opportunity, •SO why not take advantage of it. It'.s too broad a subject to study on your own. You have to learn celestial navigation and other difficult skills that require a good instructor." The good instruction at the Lunde­ berg School paid off for Nelson. He completed the course in December, 1976 and passed the exam the follow­ ing month. Two weeks later, he got a mate's job. He has a wife and child and is using the extra money to save for a house. Nelson had heard about the School from another SIU Boatman at G & H, Sam Murphy, who had attended the first Mate and Master Class. And now Nelson is spreading the word himself. SIU Boatman Steve Nelson (left) is sftown aboard the G & H tug Greichon in the port of Corpus Christi, Tex. Beside him is Union Patrolman Joe Perez. 'T think the School is so good I am encouraging other guys to go there. I got Roy Linely, Jr. from G & H to at­ tend the Die.sel Engineering Class this year. He was afraid that he couldn't do it, but after going to the School, he passed his test." 'Tt's fantastic going from an AB's job to a mate's job," Nelson said. But he's not stopping there. Next year he hopes to say the same thing about a master's job. He is going to put his Mate and Master Course to work toward his job future again when he sits for the master's license in February. Judging from his past performance, it's going to be another success story. UN Sea Law Conference Ends Without Treaty After two months of U.N. treaty ne­ gotiations on uses of the oceans and mining of seabed minerals, delegates from 145 countries recently decided to try for a pact next March in Geneva, Switzerland. The treaty talk, which be­ gan in 1973, is called the Law of the Sea Conference. The proposed treaty involves the fol­ lowing: shipping and maritime regula­ tions; rights to fish; oil and other re­ sources; protection of scientific research, and safeguarding the environment. Top U.S. seabed mining companies have been pressing Congress for legis­ lation to let them mine certain ocean floor nodules. These nodules contain copper, nickel, cobalt and manganese. Houston Four ship docking tugs from the SlU-contracted G & H Towing were tied up due to the I LA strike in this Gulf port. Some of the laid-ofT Boatmen, however, found other harbor work out of Galveston on G & H's new tug "Judge." Houston Headquarters Representative Joe Sacco reports that 24 graduates of the Harry Lundeberg School Entry Program are now working with G & H. Mobile Tug and towboat tralfic slowed down in many East and Gulf Coast ports this month due to the International Longshoremen's Association strike. Dockworkers in ports from Maine to Texas hit the bricks on Sept. 30 to push for a coastwise job security provision in their next contract. Shipping came to a near standstill for a time in New Orleans when the dockworkers refused to load or unload all vessels in port. Later the strike there was limited, as it was in most ports, to containerships and LASH vessels. Many shipdocking tugs were idle as the number of laid-up ships increased throughout the month. Barge trallie also was down in most ports. But in some cases, where Teamsters rather than Longshoremen handle cargo, shipping actually increased to pick up the slack at nearby IL.^ ports. Jack.sonville Since Teamsters load and unload the trailer barges here, business for the SlU-contracted Caribe Tugboat Corp. increased in this port. ISeiv Orleans Grain barges, which normally carry half the nation's grain through this busy port, were hit hard by the I LA strike. Work eventually began again on breakbulk operations here. But the number of grain-laden barges in port this month was still wav below the usual hiuh figures. Negotiations toward a new contract with Red Circle Towing in New Orleans provided good news in the midst of strike problems. The standard inland con­ tract was accepted by the company after meetings this month and will soon go before the membership for a ratification vote. 6 / LOG / October 1977 Shipdocking has slowed down for the SlU-contracted Mobile Towing Com­ pany. But there's good news, too. The new contract with this company, effec­ tive Sept. 16, 1977, was ratified by the membership. It is the new standard inland contract and includes the industry-wide vacation plan. Mobile Port Agent Gerry Brown has been elected vice president of the Alabama AFL-CIO Labor Council. The vote was taken at the Council's con­ vention this month, where a number of important resolutions designed to strengthen the U.S. maritime industry were also passed. St. Louis Another new SIU contract was negotiated in this port. Orgulf and Union representatives came to an agreement at meetings this month on a standard inland contract which will be presented to the membership for ratification. * * * * The general decrease in shipping caused by the ILA strike has laid-up eight towboats from the SlU-contracted American Commercial Barge Lines Fleet in thisport. A new towboat for SlU-contracted Ozark Marine is expected to arrive here in about a month. It will have an eight-barge maximum tow capacity and will work on the Tennessee River. San Juan A newly acquired boat and a new run have been added to the SlU-contracted Caribe Tugboat fleet in this port. Caribe's new addition, the 3,500 hp. Daring, is now making a weekly trip from Puerto Rico to Cumana, Venezuela. �//.-•////•///,• :•//////////y/y////////////4Vy/////////////, ////:./////^'Z/.y/'y////v///////////////////M/m///'////yyy////////»//^^^^ The regular meetings aboard ship or on your boat are the time to find out exactly what benefits you and your dependents are eligible to get. In this way you won't neglect to put in a claim for everything you are entitled to receive. This is also a good time to learn how to fill out a benefit application. This may seem like a simple procedure. But failure to provide all required information, like your doctor's federal identification number, can delay pay­ ments from the SIU Claims Department. Claims for your family will also be processed a lot faster if you don't forget to include marriage and birth cer­ tificate copies. Your Educational Director or Inland Delegate can also help you fill out the first page of the benefit form to send home for safekeeping. This will make things a lot easier for your family if something happens while you are at sea. Become familiar with the benefit forms and requirements now. If you do, you won't have to tackle them for the first time when you or a member of your family are in the hospital or going through other times of physical stress. Of course, individual claims can be complicated and the Educational Di­ rector and Inland Delegate won't have all the answers. They do have im­ portant printed material available, like the SIU Welfare Digest, which is a guide to the Plan. They can also use shipboard meetings to discuss helpful articles in the Log. For instance, the special feature on SIU clinics that ap­ peared in the September issue. More articles on the Plans will be in the Log in future issues. Watch for them. They could clear up something you are confused about. If these materials don't provide the answers, it is the Educational Director's and the Inland Delegate's responsibility to get more information. They should do this when SIU representatives come aboard the vessel. Of course, all mem­ bers can send their individual questions anytime to: Heaclq uarI by SIU Executive Vice President Frank Drozak Sickness and accidents are unfortunate parts of life that most people would rather not think-about. Seafarers and Boatmen are no different than anyone else in not wanting to consider these possibilities unless they have to face them. But SIU members have one big advantage in taking this attitude. They can afford to put medical problems in the back of their minds because they have one of the best welfare programs around ready to back them up. The Seafarers Welfare Plan was achieved in 1950 through tough contract negotiations. It has grown to be one m the most complete and financially sound benefit plans in the maritime industry. But even the best welfare plan isn't worth much if the membership doesn't know how to use it. As an SIUmember, you don't have to worry about adequate medical cover­ age. But don't wait until sickness strikes to discover what you are entitled to and how to get it. If you do, you could delay" or even possibly lose payment of your benefits when you most need them. You should know where to go for medical services that are covered by the Plan. You should also know how to apply for the benefits that pay for those services. How do you find this out? The answers should be as near as the Educational Director aboard ship or the Union Delegate on tugs and towboats. They can tell you about the eight U.S. Public Health Service hospitals where Seafarers and Boatmen can receive free room and board. They can tell you about the medical services that are covered by the Plan. They also have in­ formation about the free SIU clinics throughout the country where you and your dependents can get physical examinations and treatment Claims Department Seafarers Welfare Plan 275 20th St. Brooklyn, N.Y. 11215 The Seafarers Welfare Plan started out on a small scale. Over the yaers it has provided bigger and better benefits. It has done this to help SIU members cope with the skyrocketing cost of medical care in this country. This is your Plan. You've earned it—literally—by the contributions that SlU-conlracted companies put into it for every day you work. Learn to use it so that you can put it to work for you when you need it. Jobless Rate^ Linked to Crime Rise^ Eases to 6.9^o WASHINGTON, D.C.—The coun­ try's unemployment rate eased some­ what to 6.9 percent in September. This was reported by the U.S. Labor De­ partment. Also, there was little im­ provement in the long term job situa­ tion for blacks. Those Americans out of work totaled 6,773,000. The nation's jobless rate was 7.1 per­ cent in August. The rate has hovered around 6.9 to 7 percent since April, according to the U.S. Bureau of Labor Statistics. However, the lower Septem­ ber rate doesn't include the large scale layoffs from recent steel plant shut­ downs. In a related development, John Hop­ kins University Professor M. Harvey Brenner linked the unemployment rate to the rising crime rate. He stated this in testimony before the House of Rep­ resentatives Judiciary Subconiiniltee on Crime. Dr. Brenner said his study showed the following: for every jump of 1 per­ cent in the U.S. jobless jate there are approximately 648 more murders, 23,151 more larcenies and 40,056 more narcotics arrests. His survey covers the years 1947 to 1973. As for black unemployment. Sen. William Proxmire (D-Wisc.) told a Congressional Joint Economic Commit­ tee hearing that the September figures indicated the U.S. economy was still in a period of "stagflation". That is, eco­ nomic growth was stagnant while infla­ tion grew. "The whites are doing pretty well but the blacks are taking it on the chin," he emphasized. Because of the rapid increase of the labor force, the economy has not been able to produce jobs fast enough to re­ duce unemployment for blacks and teenagers. Commissioner Julius Shiskin of the Bureau of Labor Statistics partly blamed deteriorating economic condi­ tions in the nation's central cities for September's 13.1 percent black unem­ ployment rate. In August, the jobless rate was 14.5 percent for blacks. Shiskin warned the Congressional Joint Economic Committee that "the labor force is proceeding on two tracks. He said that blacks simply "aren't shar­ ing in" the employment gains. Black teenagers have gotten the worst of it. Their unemployment rate dropped Shipping Report for Inland Waters FOR THE MONTH OF SEPTEMBER 1977 TOTAL MEN REGISTERED ON BEACH TOTAL JOBS SHIPPED Relief Jobs Permanent Jobs Class A BALTIMORE BOSTON HOUSTON JACKSONVILLE NEW YORK MOBILE NORFOLK NEW ORLEANS PADUCAH PHILADELPHIA PINEY POINT PORT ARTHUR PUERTO RICO RIVER ROUGE ST. LOUIS TAMPA TOTALALL PORTS . . Class C Class A Class B Class C Class A Class B 0 0 15 5 0 0 9 0 14 13 0 0 0 2 1 0 0 0 0 0 0 0 6 0 0 20 0 0 0 22 1 0 0 0 15 22 0 0 22 5 0 , 17 . 0 7 0 0 0 0 132 24 0 0 112 0 0 0 0 0 0 3 0 0 0 0 1 0 0 1 46 0 0 0 0 0 0 0 0 0 0 0 0 0 0 22 0 0 0 0 0 0 0 7 0 7 2 0 9 78 3 0 143 0 13 1 7 21 0 3 0 4 1 0 2 0 2 0 86 0 6 0 0 24 0 68 29 104 275 51 22 291 128 7 5 ...... ...... ...... ...... ...... Class B from 40.4 percent in August to 37.4 percent last month. Their rate has been between 35 to 40 percent since 1974. White teenage joblessness hit 18.1 percent in September, up from 17.5 per­ cent in August. In September the average length of joblessness was 14.2 weeks. August had an average of 13.5 weeks. Between July and September, the number of those discouraged workers not looking for jobs jumped to 1,104,000 persons. Parttime workers who could not find fullfime jobs in­ creased to 3,315,000. U.S. Passports Important All Seafarers are strongly ad­ vised to have valid United States passports. You should carry the.se passports with you at all times. Seafarers have encountered problems in some areas of the world because they did not have pas.sports. This problem seems to be increasing. If you have been to a country before and did not have trouble, that is no guarantee you will not have a problem next time. In addition, many Seafarers have not been able to make flyoiit jobs to foreign countries because they lacked passports. A U.S. passport can he gotten in any major city in the country. If you have any questions, just call the U.S. Passport Office in any large city, or contact your nearest SIU port agent. They will be able to tell you what documents are needed to obtain a U.S. passport. Remember, normally it takes a few weeks to obtain a passport. Don't be caught short. October 1977 / LOG / 7 �BB SlU Scholarship in 1970 Made 'AH the Difference' "It may sound corny," SlU scholar­ ship winner Dcrryl Wheeler admitted in a recent Lo/^' interview. "But going to college helped me find myself." Wheeler, the son of Seafarer Oricn Wn?l*W%igrew up in the small town of Toomsuba, Miss. He was the first mem­ ber of his family to attend college. "And it was my first chance out on my own," he explained. The scholarship, which Wheeler won in 1970, "made all the difference in the world," he .stated. "I doubt that I could have gone to college without it. Fll al­ ways be grateful for the .scholarship," he added, "because going to college opened up new doors for nie." Wheeler majored in biology at Mis­ sissippi State University in Starkvillc, Miss, where he proved his academic excellence. He was in the honors pro­ gram and on the Dean's and President's Lists there. Although he entered business rather than biology after school, his college courses gave him the background he needed to land his present job with the Newell Paper Company in Meridian, Mi.ss. "It was a definite asset," he said. He is in charge of shipping for the com­ pany, which is the largest paper com­ pany in Mississippi. But Wheeler still wants to finish his mediate concerns. His wife, Shelia, a former medical technologist, expects their first child "any day now." The couple was married in January, 1977 at the Washington, D.C. Temple of the Church of Jesus Christ of Latter-day Saints. Businessman, biologist, husband and soon-to-be father. Wheeler still has some time left over for other interests A $3,108.54 Vacation Check! Derryl Wheeler degree in biology. He is only a few courses away from completing his re­ quirements, which he plans to take at the Meridian branch of Mississippi State. "Perhaps later on I'll work on my masters degree toward becoming a junior college teacher in biology," he Very Happy With Job But right now he is "very happy" with his job. And he also has more im­ The Lakes Picture i'hi(*ago The Federal Maritime Commission announced plans to open a Great Lakes office in Chicago by the end of November. The office will be located at 610 Canal St. in Chicago's Custom Building. It will enable the FMC to deal directly with the problems of Great Lakes ocean carriers and shippers. The Commission chose Chicago as the site of its fourth district OIPK-C after studying several Great Lakes port cities. Some of the factors the Commission considered were the port's location, amount of tonnage handled, and the number of licensed ocean freight for­ warders in the area. The FMC's Chairman, Richard J. Daschbach, said the opening of the new office reflected, "the growing importance of the Great Lakes as America's fourth seacoast." The cement carrier Medusa CZ/u/Zcz/gcr (Cement Transit Co.) has been given a bad name. The Chicago River bridgetenders call the Challenger the "jinx ship" because the 16 bridges the ship must pass under as she travels between Petosky. Mich, and Penn-Dixie Industries in Chicago frequently refuse to raise for the Challenger. The bad luck reputation of the vessel was also recorded in a two-page story in the Chicago Tribune Sunday Magazine called "Riding the Chicago River Jinx Ship." But the 552-foot Challenger is known for other things, too. I.ast August she rescued two men in Lake Michigan who were found clinging to their overturned power boat. The men had been there for 15 hours when the Challenger's crew spotted them 18 miles north of the Wilmette Coast Guard Station. For those men, she was surely a "good luck" ship. Ootroit The United Stcelworkers strike, which has kept iron ore mines in the Great Lakes area shut down since August, continues with no end in sight. But Detroit's Port Agent Jack Bluitt reports that "the bulk of the SIU fleet on the Great Lakes is operating." The .lo.seph S. Young, McKee Sons, Roger M. Kyes and Consumers Power have all been fitted out and are running. The Henry Steinhrenner has recalled her crew and-will be carrying a cargo of grain. Bluitt reports that Kinsman's Merle M. McCurdy and Paul L. Tiefjen are the 8 / LOG / October 1977 which he developed in college. He was a member of the stage production crew at Mississippi State. That love for the theater has stayed with him. He is now a member of the Meridian Little Thea­ ter and has played parts in two mus­ icals, "Oliver", and "1776." Singing is one of his hidden talents, he admitted. "It's one that's sometimes hidden real deep," he joked. A whopping $3,108.54 vacation check is presented to Assistant Bosun Harry Kaufman (right) of the C/S Long Lines (Transoceanic Cable Co.) by SlU Rep­ resentative Pete Loleas recently at Headquarters. Seafarer Kaufman had homesteaded on the Long Lines for the past five years. only SlU-contracted vessels still in lay-up and there is a possibility the McCurdy may fit up before the season ends. Buffalo New York's Governor Hugh L. Carey announced plans for a $32 million shipping terminal for Buffalo Harbor. The facility will be ready for use in April 1981 and will handle a forecasted 16 million tons of bulk cargo annually. Fraiikfiirf The Michigan Interstate Railway Company became the new operator of the Ann Arbor Car Ferry Viking as of Oct. I. Until that time, the SIUcontracted Viking was run for the state of Michigan by Con Rail. Approxi­ mately 26 SlU and Marine Engineer Beneficial Association members who worked on the ferry decided to remain with Con Rail instead of going with Michigan Interstate. Biiliilli American Steamship's new Belle River recently carried one of the biggest coal hauls ever—a record 66,000 tons. The Seaway Port Authority of Duluth announced that direct overseas tonnage passing through Duluth-Superior Harbor through Aug. 1 was up 51 percent over the same period last year. SU I.awrc»ii4*€^ Soawav The St. Lawrence Seaway is scheduled to remain open at least until Dec. 15 of this year, according to the Seaway Development Corp. and the Seaway Authority. A lifting or modification of the year-old ban on eating fish from contaminated Lake Ontario is being considered by New York State Conservation Commis­ sioner Peter A. Berle. The Lake has been polluted by the ant poison Mirex and other cancer-causing substances. Bay, Wlsv. The SlU-contractcd Chief Wawatam (Mackinac Transportation Co.) left the drydock at the Bay Shipbuilding Yard on Aug. 23 but is still at the Yard. The strike at Bay Shipbuilding continues to keep that yard inactive. Cathariiiejfi The Litton-owned and SlU-contracted Presque Isle entered the Port Weller Dry Docks Yard in St. Catharines for propeller and rudder repairs. J^afefy The Coast Guard has approved two types of survival suits for Great Lakes officers and seamen. The suits, made of neoprene foam, are designed to protect wearers from exposure to extremely cold temperatures for 24 hours or more. �mm Seafarers International Union of North America, AFL-CIO OCTOBER 1977 Legislative, Administrative and Regulatory Happenings Big Oil Defeats Cargo Equity Bill In Congress House Approves Locks & Dam 26, Votes User Fee The House of Representatives voted down the Cargo Equity Bill on Oct. 19 by a vote of 257 to 165. It was a victory for Big Oil. They were behind the massive campaign to ob­ scure the real merits of the bill with unfounded charges of political favor­ itism. The vote was a setback for this nation's maritime industry, and for the thousands of seagoing and shoreside workers whose livelihoods de­ pend upon the growth of the indus­ try. The Cargo Equity Bill would have guaranteed that 9.5 percent of the nation's total oil imports would be carried on U.S. ships built in Ameri­ can shipyards and sailed by Ameri­ can crews. The Bill was supported by President Carter who said during his The House this month passed a bill that would authorize $432 mil­ lion to replace Locks and Dam #26 on the Mississippi River at Alton, 111. But, with strong pressure from the railroad lobby, the House also ap­ proved a "user fee" that would put a 4 to 6 cents a gallon tax on commer­ cial users of nearly all of the inland waterways system. The bill will now go to the Senate where it is expected that our oppon­ ents will try to add to the cost of the fuel tax. Last June, the Senate drew up a bill that would phase in a user charge over the next ten years. It's a much more costly bill for barge line opera­ tors. So the barge operators decided to back the House Bill as the lesser of two evils. The Administration has indicated that it wants some kind of tax or user fee on the inland waterways to oflfset the costs of maintaining them. Presi­ dent Carter would like to see a higher tax, but will probably support 4 to 6 cents a gallon tax if that's the final recommendation of Congress. COMPLETE DETAILS ON PAGE TWO. Planning Washington Strategy Each Wednesday, SIU officials meet with Maritime Trades Depart­ ment representatives and staff members from Transportation Institute for a rundown on legislative activities in Washington. Plans and pro­ grams are laid out for the Washington staff, and assignments are made to cover all areas affecting the maritime industry. The weekly meetings are headed by SIU Executive Vice President Frank Drozak. Also attend­ ing are SIU representatives from the inland waters, the Harry Lundeberg School, and the SIU's General Counsel. SIU President Paul Hall often attends these meetings when he is in Washington. election campaign that he was com­ mitted to maintaining a strong mer­ chant marine as a part of the nation's defense. The Bill was also supported by the AFL-CIO and the AFL-CIO Mari­ time Trades Department. AFL-CIO President George Meany called the Bill "a modest but significant step toward reviving the country's de­ pressed merchant marine." Opposition to the Bill was led by the major U.S. oil companies who use foreign-flag ships to avoid paying U.S. taxes and to hire cheap labor in order to increase their own profits at the expense of American taxpayers and American workers. COMPLETE DETAILS ON PAGE THREE. Other Happenings in Congress... SIU Upgraders At Capitol Seniority upgraders get a first­ hand look at the SIU's Washington operation as a part of their monthlong educational program. While they are in Washington, the up­ graders visit the AFL-CJO Maritime Trades Department and Transporta­ tion Institute. They meet and talk with SIU and TI staff members, and learn about the many legislative problems with which they are faced. Seen here on the steps of the na­ tion's Capitol are SIU Representative George Costango and Dave Wirschem, and Seafarers John Bishop, Anthony Buffa, James McNeely, Phillip Decker, Louis DiAgostino, Davis Garoutte, Gary Hughes, Paul Klick, Joe Lisenby, Paul North, Michael Phillips, Dean Prindle, Virgilio Rivera, William Theodore, Steven Bower, and Ramon Echevarriar. . . . OCEAN MINING. A policy statement from the Carter Adminis­ tration is expected shortly on what the U.S. policy will be regarding deep sea mining. The Carter policy state­ ment should clear up the uncertain­ ties resulting from the failure of the International Law of the Sea Confer­ ence to come up with any workable recommendations which would pro­ tect the investments of U.S. compa­ nies involved in mining operations. Both the House and the Senate have been moving ahead on this. Pro­ posals now in Congress would re­ quire that only U.S.-flag ships will be used for mining, processing and transportation of deep sea minerals. jn * has scheduled floor debate and a vote on a bill which would require oil rigs on the outer continental shelf of the U.S. be built in the U.S. and manned by American workmen. It would also require that all service and supply vessels be U.S. registered and manned by American workmen. * . . . OUTER CONTINENTAL SHELF. As we go to press, the House SPAD is the SIU's political fund and our political arm in Washington, D.C. The SIU asks for and accepts voSuntary contributions only. The Union uses the money donated to SPAD to support the election campaigns of legislators who have shown a pro-maritime or pro-labor record. SPAD enables the SIU to work effectively on the vital maritime issues in the Congress. These are issues that have a direct impact on the jobs and job security of all SIU mem­ bers, deep-sea, inland, and Lakes. The SIU urges its members to continue their fine record of support for SPAD. A member can contribute to the SPAD fund as he or she sees fit, or make no contribution at all without fear of reprisal. A copy of the SPAD report is filed with the Federal Elec­ tion Commission. It is available for purchase from the FEC in Washington, D.C. . . . ALASKA GAS PIPELINE. Hearings on the Administration's recommendation for a Canadian route, for natural gas being pumped in Alaska are continuing before the Senate Energy Committee. . . . RUSSIAN MARITIME AC­ TIVITIES. The House Merchant Marine and Fisheries Committee has scheduled a briefing later this month on Russian maritime activities and their affect on the U.S. shipping in­ dustry. . . . COAST GUARD. Hearings on Merchant Marine Safety are con­ tinuing before the Coast Guard Sub­ committee of the House Merchant Marine and Fisheries Committee. October 1977 / LOG / 9 �A First for Boatmen 12-Vfeek Towboat Operator Scholarship There's something you can do right now to make 1978 a year of advancement in your career as an inland Boatman. Apply for the Towboat Operator Scholarship. Never heard of it? That's because it's brand-new for the SIU and the industry. Nothing like it has ever been offered before to Boatmen. For several years, the SIU has made free inland upgrading programs available at the Harry Lundeberg School in Piney Point, Md. Now that oppor­ tunity for career advancement is even more attrac­ tive. The Transportation Institute (TI) is offering a scholarship of $110 a week to SIU Boatmen who qualify for a free 12-week Towboat Operator course at the Lundeberg School. Twenty-four scholarships will be awarded at this time. TI is a research and educational organization for the maritime industry, based in Washington, D.C. The SlU-contracled companies, which TI rep­ resents, realize the industry's growing need for licensed boatmen. And the HLS has developed a program to meet that need. The Towboat Operator course offers Boatmen everything they need to know to take the licensing exams for First and Second Class Operiitor of Un­ inspected Towing Vessels. In addition, students will receive extensive "hands on" training aboard the School's tug and towboat. The course includes equal time for boot and classroom training. Only 24 Boatmen will be in each cla.ss to allow maximum individual instruction. The first class will begin on Feb. 20, 1978 and will end on May 12, 1978. The .second cla.ss will begin on May 29. Like all HLS courses, instruction, room and board, and all school supplies are provided free of charge. Consider all that, plus the $110 a week. This money will help you cover your financial responsi­ bilities at home while you are at the School. Does it sound good so far? It should. It's a chance of a lifetime for the higher pay and better job security of a licensed rating. Check the following list of eligibility re­ quirements to see if you can make it work toward your job future. EI.IGIBILITY • All candidates must be United States citizens. • All candidates must pass a physical examination given by a medical ofticer at the U.S.P.H.S., or a certified, reputable physician. • All candidates mu.st have 20/100 vision in both eyes corrected to 20/20 in one eye and 20/40 in the other. f«,«. 'H a:::. ' The Lundeberg School fleet offers a full range of equipment where Boatman can get important practical experience. Inland training includes pushing barges, like the one shown here. • All c.andidates mu.st have normal color vision. • All candidates must have their color .sen.se tested by a pseudo-isochromatic plate test. But any who fail will be eligible if they can pass the Williams Lantern Test or equivalent. • To be eligible for a license as Second Class Op­ erator of Uninspected Towing Vessels, a person must: a. be at least 19 years of age, b. have at least 18 months service on deck of towing vessels • To be eligible for a license as First Class Oper­ ator of Uninspected Towing Vessels, a person must: a. be at least 21 years of age, b. have at least three (3) years service on towing vessels; of that three years two years must have been on deck of vessels 26 feet or over in length and one year on deck of any towing vessel OR three years service on towing vessels, including at least one year service on deck. • In all cases, all applicants must have at least three months service in each particular geo­ graphical area for which application for licens­ ing is made. NOTE #1 Members who normally work a 12 hour day will receive a service cre­ dit of IVz days for each day so worked. This means that the 36 month service requirement can be reduced to a minimum of 24 months for a license as 1st Class Operator Uninspected Towing Ves­ sels. This means that the 18 month service requirement can be reduced to a minimum of 12 months for a license as 2nd Class Operator Un­ inspected Towing Vessels. NOTE #2 Members who have graduated from the Harry Lundeberg School entry rating program in class #172 or thereafter (May 16, 1975, 12 week program) and attend the HLS Original Towboat Operator course will receive a credit of at least SVz months service time. This means that those members need only pro­ duce 30Vz months service to be eligible for a license as 1st Class Operator Uninspected Towing Ves­ sels. This means that those members need only produce lOVz months service to be eligible for a license as 2nd Class Operator Uninspected Towing Vessels. NOTE #3 Members who are graduates of the Lundeberg School and work a 12 hour day will receive credit for both as specified in Note #1 and Note #2 above. If you are .selected, your only obligation is to complete the course and afterward spend two years with a TI company working in the wheelhouse. All eligible Boatmen will soon receive an ap­ plication for the Towboat Operator Scholarship in the mail. Don't delay. Fill it out and send it to: Transportation In.stitute Scholarship Committee c/o The Harry Lundeherg School Piney Point, Md. 20674 The Towing Industry Advisory Board on Education unanimously agreed that the Towboat Operator Schol­ arship was the answer to solving the shortage of licensed operators in the industry. Management and SIU representatives from the Board are shown here as they discussed the scholarship at meetings in Piney Point, Md. on Oct. 25-26. 10 / LOG / October 1977 If you do not receive an application, or if you need more information, contact the TI Scholar­ ship Committee at the above address. All application requirements must be com­ pleted and returned to the Scholarship Committee by Jan. 17, 1978. �Good Safety Habits Can Save Your Life For every Seafarer or Boatman aboard a ship, boat or barge, safety is a way of life. Or at least it should be. Good safety habits can literally save your life on the job! Because safety is so important, good work habits are taught in every course at the Lundeberg School. Each job aboard a vessel has its own special areas where safety is critical. SlU members have to know these areas and what the correct work procedures are. Tankermen, for example, must know what precautions to take against the ignition of fires; which substances they work with that can be poisonous; and the special hazards of each cargo they handle. A short lecture on safety might teach a Seafarer or Boatman some of these things. But safe work habits are just that—HABITS. That's why the best way to really learn and practice job safety is to learn the job and the safest way to do the job at the same time. When a Seafarer comes to HLS, he learns the job skills that will help him earn more money—and he learns the safe work habits that will make sure he's alive and well to enjoy that money. For example, QMED's at HLS learn the proper handling of pressure vessels. Tankermen learn emergency proced­ ures for handling liquified, flammable gases, and FOWT's learn the safe op­ eration of steam boilers. At HLS, the safe way to do the job is the only way to do the job. Some safety procedures are so simple that they become second nature to HLS upgraders during their on-the-job train­ ing. For instance, every AB who leaves the School knows he must wear gloves when working with wire, wear a hard hat when in port, walk carefully when on deck, and never smoke on deck— especially on tankers! These rules may be so obvious that you think they're funny—but just think about how many brothers you know who've lost their fingers or had other injuries because they forgot about such simple rules. Obviously, lots of shipboard acci­ dents need never have happened. Up­ grading at HLS can make the difference between a safe trip and an on-the-job injury. So. when you're ready to upgrade, don't just think about passing the Coast Guard exam. Sign up for the course you want at HLS and learn to do your new job the right way—the safe way. HLSS Instructor Bill Eglington shows his class how to operate firefighting equipment—an essential skill to have in the interest of safety. Allowing him­ self to be the object of study is Boatman Andrew Bentis. Steward Department Instructor Laymon Tucker tells his class that safety is a top priority item when working in the galley. HLSS Plans AB Course For Lakes Members A special Able Seaman Course de­ signed just for Seafarers who ship on the Great Lakes will he offered at the Lundeherg School in January. All Lakers who want to earn this important endorsement are encouraged to plan ahead and enroll now. Many Lakers can't come to HLS during the summer months, since this is the prime shipping season. But winter is the ideal time for a change of scene and a few weeks of quiet study— espe­ cially when the time spent at HLS in January will mean better pay next summer. During the AB Course, the students will study deck seamanship, rules of the road, marlinspike seamanship, hclmsmanship, cargo handling, sifety, firefighting and first aid. Instruction is very individualized and lots'of time is spent in practical, hands-on training. REMEMBER!! The Coast Guard requires ail able seamen to have a life­ boat ticket. Lakers who don't yet have a lifeboat mail eiidorseiiieiit must enroll in the Lifeboat Course at HLS as well. You'll he scheduled so that you can go right into the AB Course when you finish the Lifeboat Class. So start making your plans to attend the AB Course at HLS in January. It's tailor-made for Lakers who want to get ahead in their seafaring careers. Seafarer Robert Franey is working the safe way, with a face shield, as he operates drill press during upgrading program at HLSS. A MESSAGE FROM YOUR UNION October1977 / LOG / 11 �From Economy's Minutes: Saved Cubans in Dinghy 6 Days Seafarers aboard the containership Sea-Land Economy had a lot of action and high adventure in Cuban refugees from the angry sea. This occurred in the Florida Straits nine miles off Key Largo's Molasses Light. Ship's chairman on the Economy is Recertified Bo­ sun Luther V. Myrex. The four "claimed to have been in the water for six days in an 8-foot dinghy, paddling with a makeshift oar and divers' foot flippers." Chief Steward L. Nicholas added "They were served sand­ wiches, ice cream, milk and ice water before the Coast Guard took them over." The Sea-Land Economy had been sailing from the port of Houston to the port of Jackson­ ville at the time of the rescue. At Log press time, after a scheduled the Florida Straits on Sept. 6. As told in the Sept. 10 Ship's Minutes the crew plucked four Sorry, Martini In last month's issue of the Log, we incorrectly identified SlU Boatman Martin Gould, standing left in this photo, as Joseph Constance. Gould was partici­ pating in the First Class Pilot's course at the Lundeberg School. Gould is from Louisiana. Others in above photo are, seated left to right: Donald Downey, Christopher Cusimano and Marvin Bowman. Standing alongside Gould is Curtis Ledet. Shipping Articles: Requirements for Vessels Involved in theValdez Oil Trade 1. Vessels involved in the transportation of Alaskan oil will perform several types of voyages. The below listed descriptions should cover most of the situations encountered. The information provided should be used to determine what type of Shipping Articles or shipping agreement is necessary in conjunction with the voyage which a vessel is about to undertake. These rules apply to U.S. vessels regardless of the flag of the vessel involved in the lightering operations. 2. Vessels which sail from Valdez to perform lightering operations in INTER­ NATIONAL WATERS and then return directly to Valdez are not required to sign foreign articles or enter into an agreement between Master and crew. The Master must, however, execute a Form CG-735(T). The services of a Shipping Commissioner are not required. 3. Vessels which sail from Valdez to perform lightering operations in the TERRITORIAL WATERS of another nation, except Mexico and Canada, and return directly to Valdez must carry foreign articles entered into before a Shipping Commissioner. 4. Vessels sailing from Valdez to perform lightering in INTERNATIONAL WATERS and scheduled to call at a port on the West Coast of the U.S. prior to their return to Valdez are required to enter into an agreement between Master and Crew. The services of a Shipping Commissioner are not required. 5. Vessels sailing from Valdez to perform lightering operations in INTER­ NATIONAL WATERS must carry Foreign Articles if there is a scheduled Foreign port of call, other than Canada or Mexico, prior to their return to Valdez. The services of a Shipping Commissioner is required. 6. Vessels carrying cargo from Valdez to ports on the East or Gulf Coast of the U.S. must carry Intercoastal Shipping Articles entered into in the presence of a Shipping Commissioner regardless of whether or not the vessel rounds the Cape or transits the Panam.a Canal. 7. Vessels transporting cargo between Valdez and Ports on the West Coast of the U.S. must have a written agreement between the Master and crew. The services of a Shipping Commissioner are not required. 8. Vessels sailing from East Coast or Gulf Coast Ports of thu U.S. to perform lightering operations in INTERNATIONAL WATERS of th' Pacific are not required to enter into a Shipping Agreement so long as they rnurn directly to the same State of Departure or an adjacent State. 9. Vessels sailing from East Coast or Gulf Coast Ports of the U.S. to perform lightering operations in the TERRITORIAL WATERS of another Nation, except Mexico, must carry Foreign Shipping Articles entered into in the presence of a Shipping Commissioner. 10. Vessels sailing from East Coast or Gulf Coast Ports of the U.S. to perform lightering operations in INTERNATIONAL WATERS of the Pacific and sched­ uled to call at a Foreign Port, other than Canada or Mexico, prior to their return must carry Foreign Articles entered into before a Shipping Commissioner. 11. Vessels which sail from East Coast or Gulf Coast Ports of the U.S. to perform lightering operations in INTERNATIONAL WATERS of the Pacific must carry Intercoastal Articles entered into before a Shipping Commissioner if they are scheduled to call at a Port on the West Coast of the U.S. 12. Vessels which sail from East Coast or Gulf Coast Ports of the U.S. to perform lightering operations in INTERNATIONAL WATERS of the Pacific and are to return to a Port on the East or Gulf Coast of the U.S. other than the same State of departure or an adjacent State, then the Master and Crew must enter into a written agreement; but the services of a Shipping Commissioner are not required. 12 / LOG / October 1977 Sept. 28 New Orleans payoff, she was waiting in Rotterdam for the ILA beef to end. Also at the Sept. 10 shipboard meeting. Brother Myrex pointed out to the crew highlights in the August Log. This included: the President's Report; a story on the oil cargo preference fight; another on the Navy use of the private Merchant Marine; a Notice to All Deep Sea Members, and a story on the all-Alaska gas pipeline. Also during the weekly Union meeting no beefs were reported by the following: Chief Electrician L. D. Costa, educational director; Ship's Treasurer S. T. Fulford; Deck Delegate B. Jarratt; Engine Delegate Joseph N. Mouton, and Steward Delegate S. Morris. Waterways User Charge Continued from Page 2 plained that TI is still definitely against the idea of a user tax. However, in view of both Houses' decision that some sort of tax is to be imposed, he indicated that H.R. 8309 would have less adverse impact on the industry. Department of Transportation Secre­ tary Brock Adams testified in favor of the system of higher fees at the Senate Committee hearings. He said that Pres­ ident Carter is not satisfied with H.R. 8309's lower user charge and would veto the House bill. Adams maintained that the Senate will have to compromise on the issue, but come up with a higher charge than that of H.R. 8309. If the House bill is amended by the Senate, it will have to go to a House SI and Senate conference for approval. It would then be voted on separately in each House of Congress. The SIU and other critics of the user charge have protested that the Locks and Dam 26 project is being held hos­ tage by the user charge issue. Moreover, if a bill linking the user charge and the Locks and Dam 26 project is passed, there is no guarantee that the project will actually be built. The money which the bill would au­ thorize for Locks and Dam 26, $432 million, could be held up at later stages by Congress. This was the case in the never completed Cross Florida Barge Canal. In the case of Locks and Dam 26, this development would mean tl:^t the industry would have a user charge but no new Locks and Dam 26. The SIU Wants Every Seafarer To Be Aware That: If You Get Busted For Taking Or Possessing Drugs, You Can Kiss Your Seaman's Papers Goodbye, Because The Coast Guard Will Never Let You Ship Out Again •U �An Industry-wide SlU Plan More Boatmen Getting Vacation Checks benefits that most Boatmen never even came close to. Before the Plan, few Boatmen received any vacation benefit at all. Those who did often had to work a full year before they were eligible and then their vacation pay was usually small. The beauty of the SIU industry-wide plan is that you only have to work 90 days before you can file for your first vacation check. And you can con­ tinue to collect for every 90-day period of em­ ployment. In other words, the more days you work, the more your vacation benefit builds up, since the company contributes to the Plan for every day you put in. iMoreover, the benefit increases in the sec­ ond and third years of the contract. Here's how it breaks down. The amount you receive depends upon your rating—the higher the rating, the higher the va­ cation pay. The ratings are divided into five groups. After 180 days of employment, the mini­ mum benefits would be as follows: Capt. Larry Robertson (right) plans to put his vacation pay toward a new pleasure boat to do co7ne serious fishing in his time off. lie is re"ceiving the check here from Neie Orleans Patrol­ man Jim Martin. "It's the greatest thing that ever happened to Boatmen." The man who made this claim knew what he was talking about. SIU Boatmen Ivan Steffey of Steuart Petroleum in Piney Point, Md. said it right after he got his first inland vacation check this month. It is the largest vacation benefit Steffey has re­ ceived in his many years as a tugboatman. But for Brother Steffey and all other SIU Boat­ men, it's only the beginning of bigger and better things to come. More and more Boatmen are now receiving vacation checks because the SIU has been success­ ful in getting more and more companies to accept the industry-wide inland SIU Vacation Plan. The first Plan was negotiated with Steuart Petroleum and became effective in August, 1976. It was the first jointly administered vacation plan ever negotiated in the inland industry. By the end of 1977, it will cover over half of the SIU Boatmen. The Union's goal is to bring the Plan to all SIUcontracted tug, towboat and dredging companies, one by one as each company's contract comes up for renewal. What this means is increasingly widespread "This is great," SIU Boatman Walton Day (right) of Willis Towing Co. said as he got his vacation check from Norfolk Port Agent Gordon Spencer. "The more days you work, the more vacation pay you get. " Group I Senior Captain, junior captain, and captain Group n Mate, pilot, chief mate, senior chief engineer, chief engineer, junior chief engineer and pilot operator First Year Second Year $700 950 Third Year 1,200 no one lost in other ways. Some of the compa­ nies that have accepted the industry-wide Plan already had some form of vacation plan of their own. But the Boatmen who were eligible for this com­ pany benefit did not lose anything when the in­ dustry-wide Plan came in. In all ca.ses they arc getting more vacation money now. A Real Vacation 600 800 1,000 Group 111 Senior barge captain, barge captain, assis­ tant engineer, refrigera­ tion technician, second 550 mate and leverman 700 900 Group IV Able-seaman, cook, tankerman, bargeman, lead deckhand, deck mate, utility engineer, oiler striker, and 500 chute operator Group V Deckhand, ordinary seaman, utility man, wiper and deck linesman SIU Boatman Ivan Steffey (left) was a happy man when he received his first vacation check from Union Representative Richard .Iverv at the Norfolk Hall this month. 450 600 550 800 700 Remember this is the minimum benefit. If Boat­ men work over 180 days they will get more money for vacation. Also, if a Boatman is getting a com­ pany vacation now he will get much more money, even if he only works 180 days. Whatever vacation benefits you are getting now, the SIU Vacation Plan pays more money and this is jii.st the beginning. Another important thing to remember about the industry-wide Plan is that you can't lose it. .Before the Plan, Boatmen who may have had a company vacation benefit were out of luck If they went to work for a different company without one. But the growing number of SlU-contracted com­ panies that have the industry-wide' Plan means that you can change jobs in more and more cases without this risk. Your vacation pay is no longer a company bene­ fit—it's a trust fund benefit that will eventually be part of all SIU contracts. The Union also made sure in negotiating the industry-wide Plan with certain companies that All in all, what the industry-wide vacation Plan means for SIU Boatmen is that their vacation is no longer just time off the boat. W ages go only so far. Most Boatmen find it hard to stretch their sal­ aries to cover a real vacation. But under the Plan, for every day you work, you will now be earning extra money. You can accumulate this money and apply it toward the things you always wanted to do in your time off. Capt. Larry Robertson of Dixie Carriers in New Orleans is using the vacation check he received this month to take him one step closer to the 200 hp. pleasure boat he's had his eye on. Many other Boatmen will now be able to take a trip with their families. Or they can go fishing or hunting without the worry of financial burdens. Others may want to u.se their vacation pay to take care of bills at home while they attend the free upgrading courses at the Harry Lundeberg School. These courses lead to higher ratings, higher pay— and higher vacation benefits. In more ways than one, the industry-wide Vaca­ tion Plan is the beginning of better things to come for all SIU Boatmen. Tankerman jerry Guillory (right) takes his vac­ ation check and a handshake from SIU Patrol­ man Louie Guarino in New Orleans. Brother Guillory works for Dixie Carriers. October 1977 / LOG / 13 h �FOWT Course—A Step Up in the Engine Room The FOWT endorsemenf is the first important step for black gang members who want to move up in their depart­ ment. This course is available at tbe Harry Lundeberg School, and all inter­ ested Seafarers are encouraged to en­ roll. The FOWT Course will teach you everything you need to know to get a better job in the engine room. Class lec­ tures are supplemented by lots of on- During a recent FOVVT Course at HLSS, young Seafarers take their turns at operating the School's full-scale ship's console. the-job training. So, graduates of the course are well-equipped with both theory and practical knowledge about the engine room. Firefighting, oil pollu­ tion prevention and safety procedures are also included in the course. Every graduate of the FOWT Course can look forward to better pay and better job opportunities, too. The next class begins on Jan. 5, 1978. So see your SIU representative or contact the Lundeberg School and enroll now. Seafarers Gregory Perez, left, and Edward Lewis learn valve repair during recent FOWT Program at the Lundeberg School. Those Coast Guard exams are rough! Why struggle on your own? Come to HLS and get the help you need to upgrade! s I COURSES STARTING IN JANUARY i Able Seaman—Special course scheduled for Great Lakes members Jan. 5, 1978. Diesel Eiigineering—The last class had a 100% success rate—all nine students earned licenses! If you want an engineer's license, you can't beat those odds. This course is also open to any brother who just wants to learn more about diesels, but doesn't want to take the licensing exam. FOWT—Your first step up the career ladder in the engine room. QMED--If you want to earn this rating, sign up now! Only two QMED Courses will be offered in '78 and enrollment is limited. Plan ahead—come to HLS in January. Welding—Welding skills mean more money for you aboard ship. The Welding Class stresses practical training, so this is your chance to learn an important skill that's useful at sea or ashore. WRITE TO THE LUNDEBERG SCHOOL FOR YOUR UPGRADING APPLICATION TODAY! Harry Lundeberg School Vocational Education Department Piney Point, Md. 20674 ' 14 / LOG / October 1977 L �Isolation and Many Mosquitoes New Sailors Snug Harbor Too Nemote The deserted grounds of the new Sailors Snug Harbor In Sea Level, N.C. tell the story of what the residents traded off in their forced move from Staten Island, N.Y. They gained an attractive new home, but the price was isolation. To visit Sailors Snug Harbor, the home for aged seamen, at its new loca­ tion in Sea Level, N.C., you have to rent a car or own one. There is no pub­ lic transportation from the nearest town, Morehead City, N.C. (popula­ tion 11,300), 35 miles away. You head east to Beaufort, N.C., then follow Route 70, a narrow road that winds through the marshes and coastal wet­ lands. You pass only an occasional house or fishing boat. You can reach Morehead City by bus.' But coming from almost anywhere, you must change several times. The nearest airport is in New Bern, N.C., 80 miles from Sea Level. Again plane changes must be made. It is no wonder then that when a Lof> reporter and photographer were sent to look over the new home for retired mariners Aug. 31, the only other visi­ tors in sight came from a Faycttcvillc, N.C. newspaper. Sailors Snug Harbor was founded in 1801 under the will of Robert Richard Randall. He was a sea captain who be­ came wealthy from privateering during the Revolutionary War. Capt. Randall left part of his estate to support a home for "maintaining and supporting aged . . . and worn out sailors." Was on Staten Island His original land in lower Manhat­ tan, N.Y.C. became too valuable to use for the home. So in 1833 Snug Harbor settled on 85 acres of land facing the Kill Van Kull on Staten Island, N.Y. Income from the property in Man­ hattan is still used to Support the home. Since it was founded, thousands of aged sailors have anchored in Snug Harbor when they retired from their life at sea. When the trustees of Sailors Snug Harbor decided to move the home away from its Staten Island location, the New York State attorney general, supported by the SIU and many of the Harbor's residents, tried to block the plan. The courts had granted permission for the move in 1972. Many of the residents feared isola­ tion at the new home in Sea Level. In 1976, 22 of them signed a petition against the move. But on June 26, 1976 the Old Snug Harbor closed its gates and the mariners were shipped down South. Several refused to eo and a monetary settlement was made between them, and the Harbor. For Sam Kraft, 84, who used to sail SIU and Joe "Tomatoes" Stodolski, an SIU pensioner, as well as for others we visited, the isolation at Sea Level is de­ pressing. Back in New York, old sailing buddies used to visit Kraft whose career at sea began on Norwegian tall ships when he was 13-year.s-old. Stodolski liked to visit his old stomping grounds, several bars in niidtown Manhattan. "Around there they knew my name was 'Joe Tomatoes'. I didn't have to tell them," he explained. At the old Snug Harbor on Staten Island, friendly bars and stores, the Seamen's Church Institute, and union halls were nearby. Friends and relatives dropped in. 'Residents who could get about would stroll around the grounds. They would watch the ships go by in the harbor or sit on benches and talk. But at Sea Level, not a soul was in sight as we pulled up. Except for three months out of the year, the mosquitoes keep people indoors. Only a few hardy souls step out to work in little gardens they planted right outside their rooms. All the rooms open out onto the grounds. Some residents go on trips—to Sweden, for example, or to visit their children in New York City or Texas. But while at Sea Level they are stranded inside the building. There is not even a path cleared to the water yet. Rely on Van The five residents with cars get around. The others must rely on the van owned by Snug Harbor, it makes two trips to Morehead City each week. For $2.50, residents can make a few fixed stops at stores and a restaurant and then go home. "An average of scven-andone-half men go on each trip" the direc­ tor of Snug Harbor, Capt. Leo Kras/.eski told us. However there is not much going on in Morehead City. There are no bars to speak of—just a few stores, restaurants, and churches. Inside Snug Harbor, the hobby .shop ' is not set up but there are other a jti .ities: cocktail parties; the Bum Boat Coffee Shop; bingo games, and \ oodcutting classes. About 12 men attend bingo, and fewer go to woodcutting, Capt. Kraszeski said. The prevailing atmosphere at Snug Harbor is that of an old age home. The isolation is partly responsible for this. Also, the residents who made the move did so because they had nowhere else to go. "Where else could you get this kind of service, such beautiful quarters and such good care when you get old and sick," said one lively resident, who asked not to be named. But A1 Bernstein, SIU welfare direc­ tor, noted that in the past none of the men viewed Snug Harbor as a place to get old and sick. The move to Sea Level changed the positive image the institu­ tion once had. Brother Bernstein has been helping Snug Harbor residents with their problems for the past 20 years. In addition, since the move to Sea Continued on Page 16 SIU Welfare Director Al Be.rnstein has been helping Snug Harbor residents with their problems for the past 20 years. October 1977 / LOG / 15 �SlU Pensioner Joe Tomatoes" Stodolski. At the infirmary, a cocktail party is held every afternoon at four. Capt. Leo Kraszeski is sitting at the left while Sam Kraft pulls up for his drink. New Sailors Snug Continued from Page 15 Level, Snug Harbor admissions policy has given preference to sailors who can­ not take care of themselves or who are sick and cannot get around. According to Capt. Kraszeski, with the pensions and Social Security seafarers now re­ ceive, few of them need Snug Harbor as a place to retire as in the past. Richard R^vnich, a quadraplegic, gets around the home in an electric wheel chair which he operates by mouth controls. 120 Rooms With the limited space available in the new residence, this policy is prob­ ably the fairest. The new facility has 120 rooms—40 of them in an infirmary with skilled nursing and intensive care facilities. Since the men move between the infirmary and their regular rooms, the real capacity is 107 residents, Capt. Kraszeski said. In the past. Snug Har­ bor accommodated up to 900 men which allowed for a good mix between healthy and sick retired sailors. People have mixed feelings about the Sea Level home. They like the new quarters which are modern and con­ veniently laid out. It is a single, onestory building with four wings. Because there are no stairs, the men in wheel­ chairs can go everywhere. This mobility within Snug Harbor was impossible at the old location. Each resident has his own room with private bath and shower. This allowed Snug Harbor to admit two women for the first time. Mary Yakos, who worked as a stewardess on deep sea vessels for 40 years said, "I wouldn't have lived near New York anyway, not for one million dollars." Wc heard no complaints about the staff of North Carolina residents. "They are honest," Kraft declared. They seemed pleasant to us. A Key Question The key question is: Why did Snug Harbor move to Sea Level? The land sale provides a clue. It was bought from Residents gatfier in tine "Bum Boat" for coffee and pake In the afternoon and late evenings. Cigarettes, razors and other supplies are also sold here. 16 / LOG / October 1977 �SlU Pensioner Fred Murphy sailed out of Norfolk, Va. He recently moved to Snug Harbor when he found it was difficult to take care of himself. Lunchtime and dinner brings most of the retired sailors to the dining room. It is easily reached by the men in wheelchairs. Harbor Too Remote Daniel E. Taylor, a client and long-time tested that poor management of funds friend of Wilbur Dow. Dow was presi­ was responsible for the cash s: ortage dent of the Snug Harbor Board of at Snug Harbor. As a result of poor Trustees at the time the decision was management, the Union says, the num­ made to move. Later the trustees also ber of people admitted was cutback bought a motel at Sea Level built by and the Staten Island buildings were al­ Taylor, and some additional grounds. lowed to deteriorate. Welfare Director Their claim that Sea Level has a Bernstein and SIU President Paul Hall healthy climate proved false. So was the then spearheaded the defense of resi­ buildup given to a nearby hospital dents' rights at Snug Harbor. which turns out to have fewer than 10 Sailors Snug Harbor is one of the general practicioners and no specialists. three leading landholders in Manhat­ Capt. Kraszeski told us that residents tan. Income from the property occupy­ are sent to New Bern for special treat­ ing 10 blocks of choice Greenwich Vil­ ment. lage, Manhattan real estate should have The Board of Trustees maintained . been sufficient to maintain the institu­ that they had to give up the Staten tion. Island home. They said it was too ex­ However, the land has been rented at pensive to keep up the Greek Revival far below its market value. Two years buildings.Several of the buildings were . ago, the trustees sold off a piece of their historical landmarks, which made them property for $750,000. The new owner difficult to renovate, the directors said. turned around and put it up for resale For several years the SIU has pro­ at $1.5 million. Sailing is only one part of George Mecham's color­ ful background. He started out as a cowboy in the Great Plains and spent some time in China in the 1920's as a photographer for the U.S. Marines. Sam Kraft (left) talks with his old buddy, Jack Dennis. They once sailed to­ gether on the Tusatala, the last U.S.-flag commercial square-rigged sailing ship. The one-story building allows residents in wheel­ chairs to move easily throughout the new home. Snug Harbor resident James Bowley is proud of the flowers and shrubs he planted just outside his room. October 1977 / LOG / 17 �ST Golden Dolphin ST Ogden Wabash From Nov. 16-30, the ST Golden Dolphin (Westchester Marine) will carry 67,000 tons of heavy grains from a Gulf of Mexico port to a Russian Black sea port. From now through June 1978, the ST Ogden Wabash (Ogden Marine) will, on each voyage, haul 37,000 tons of caide from a Gulf port to the Eastern Seaboard. Baltimore, Md. MV Sugar Islander A 300-ton capacity derrick crane, biggest in the port, is now in place at the new South Locust Point Marine Terminal here. The crane will be ready for work early next year. The new terminal will handle general cargo, containers, breakbulk and heavy lift cargo. The terminal will have two 40-ton container cranes and a 100-ton revolving crane. Late this month, the ML Stt^ar Islander (Pacific Gulf Marine) carried 24,000 tons of corn and 26,.500 tons of wheat from the East Coast to the ports of Haifa and Ashdod, Israel. SS Delta Mar The SS Delta Mar (Delta Line) communication system has been tied into the MARISAT Satellite System which began operation last year. The telephone and telex network equipment provides instant two-way contact worldwide. The satellite system has two commercial Earth stations and three satellites in stationary orbit 22,000 miles above the Equator. One is for the Atlantic Ocean, one for the Pacific, and one for the Indian Ocean. The communication signals are almost unaffected by atmospheric conditions. So communication is possible anytime regardless of weather. MARISAT nt)w has 65 ships and offshore rigs in the system. Washington, D.C. After 37 years of ocean weather station patrols, the U.S. Coast Guard has ended the patrols. On Sept. 30, the Coast Guard Cutter Taney left her station 200 miles off Mary­ land to be replaced by a 40-foot wide buoy. The buoy collects and transmits data on storms, hurricanes, air and water temperatures, barometric pressure, winds, dew points, solar radiation, rain and surface currents. The Coast Guard weather ships were stationed between Bermuda and the Azores. 0 , ^ Brotherhood m Action ... for SlU members with Alcohol problem Seafarers and Boatmen who are recovering alcoholics often find they have much in common because of their uays of living and working within the Brotherhood of the Sea. Brother Rueben Salazar, of Hou­ ston, Tex., recently shared his ex­ periences as an alcoholic. From such sharing, many Seafarers and Boatinen find the strength and encourage!Tient to continue their recoveries day by day. "Because I am an alcoholic, I am different than some people," said Boatman Sala/.ar, "But that does not make me less valuable—my time, my life and my work are just as impor­ tant as anyone else's." However, this feeling of self-worth was not always Brother Salazar's way of .looking at himself. "Alcohol turned me against myself. Like many people, I measured a man by how much he can drink. I thought at first South America If Sea-Land gains admission to revenue and cargo pools in the South American trade, it will expand its container runs to Brazil, Argentina and the east coast of South America. Admission to the pools hinges on U.S. Government approval. At present, three U.S.-Hag carriers have major trade runs to that area. Sea-Land, which has had the project under study for the last two years, hopes to begin operations on the route in early 1978. The operation will be from U.S. Atlantic. Gulf and West Coast ports. Recently, Sea-Land joined the Inter-American Freight Conference. According to Sea-Land V.P., J. Scott Morrison, 26 sailings a year are planned in the new operation. Three of Sea-Land's modified C-4 vessels, capable of carry­ ing 600 35-foot trailers are slated for the run. These vessels are now on the Rotterdam to Mideast shuttle run. SS Delta Norte The 32,306-ton LASH SS DELTA NORTE (Delta Line) suffered engine trouble this month, 350 miles northwest of Trinidad. A tug towed the vessel to Aruba. that it was 'weak' to say a person was an alcoholic, I lost initiative, ambi­ tion, .self-confidence, self-respect—I didn't like myself, and I found myself on skid row." But Salazar's attitudes towards the "manliness" of drinking changed when he accepted the fact that he was an alcoholic. He realized that "I had to learn to get honest with my­ self. We all know how to get drunk —what is important is how we stay .sober. Alcohol, or any drug, will alter the course of your life. I know. I used to be a fighter. No professional fighter ever knocked me out of the ring. Alcohol knocked me out." Now Brother Salazar feels, "My .sobriety is a gift, just like my life is a gift. And I'm thankful." Sobriety for him has meant getting ofT skid row and back into a fulfilling life. Several months ago, he upgraded at HLS and earned his mate's license. "Now I can set goals that T can reach," he said. "Soon I will be in command of a boat." Boatman Salazar's philosophy of staying sober is ba.sed on the ap­ proach of Alcoholics Anonymous. "Practice and Apply are the two im­ portant words. So long as we practice this program, we can attain sobriety." The same success and sobriety that he now enjoys can be found by all Seafarers and Bo-atmen who are al­ coholics. The sole purpose of the Seafarers Alcoholic Rehabilitation Center is to help the.se men find a new way of life through .sobriety. For help with a drinking problem, call the ARC anytime at 301-9940010 and ask for "The Center". Or contact yourSIU representative. Alcoholic Rehobilitation Center I 1 am intcrestCLl in attending a six-week program at the Alcoholic Rehabilitalitm Center. 1 understand that all m> medical and counseling records w ill be kept strictly confidential, and that they will not be kept an>where except at The Center. Name Book No Address (Street or RFD) (City) Telephone No SlU Boatman Rueben Salazar attended the Alcoholic Rehabilitation Center reunion with his family in August. Hit son Is a trainee at the Harry Lundeberg School. 18 / LOG / October 1977 I I | Mail to; THK CENTER Star Route Box 153-A Valley Lee, Md. 20692 or call, 24 hoiirs-a-day, (301 )V04-0010 , : I I (State) (Zip) j I I �What Does It Mean to the United States? October 1977 /LOG / 19 �NMC, U.5. Navy League Working to Educate America on Seapower Seapower! What is it, and what does it mean to the United States? Ask those questions of the average American and 99 out of 100 times you'll probably draw a'blank for an answer. There's no question about it. The American public in general knows very little about America's seapower needs, capabilities, or weakne.s.ses. That's an unfortunate situation. Be­ cause a .strong, sustained U.S. policy concerning seapower is es.sential to a healthy American economy and a strong U.S. national defense. In addition, this general lack of knowledge about maritime is one of the big factors in the decline of American seapower since World War II. There are a couple of organiza­ tions, though, that are trying to change this situation. They are the National Maritime Council (NMC) and the Navy I.eagne of the United States. Tliese organizations are working to inform the American public about the nation's seapower situation. They have found that one of the best ways to do this is by sponsoring regular Seapower Conferences in America's major shipping cities. The most recent such Conference, co-spon.sored by the two organiza­ tions, took place early this month in Atlanta, Ga, It was held in Atlanta's impressive new convention center, the Georgia World Congress Center. Although Atlanta is landlocked, this rapidly growing city has emerged as a major shipping center in the South. A high percentage of goods moving into and out of Atlanta have been or will be transported via deep sea shipping lanes. The Atlanta Seapower Confer­ ence was entitled "Seatrade: The Southeast's Lifeline to the World." It was attended by representatives of more than 200 Atlanta-ba.sed im­ porters and exporters. These people ultimately depend on ocean shipping to keep their businesses going. Hall on Panel The Conference featured a group of five panelists each of whom spoke More than 200 shippers turned out for the Atlanta Seapower Conference. about a particular area of American seapower. This was followed by a press conference-type session during which the panelists answered ques­ tions from the audience. The panelists included SIU Presi­ dent Paul Hall; Clark Reynolds, head of the Department of Humani­ ties at the U.S. Merchant Marine Academy in Kings Point, N.Y.; Rear Adm. Max K. Morris (Retired), now a member of the U.S. delegation to the United Nations Law of the Sea Conference; W. J. Amoss, Jr., president of Lykes Bros. Steamship 20 / LOG / October 1977 America. Presiding over the Seapower Con­ ference was J. J. Cornish of the Lockheed-Georgia Co. A welcoming address was deliv­ ered by Richard L. Kattel, president of the Atlanta Chamber of Com­ merce. The Seapower Conference itself was put together largely through the efforts of Capt. Thomas King, eastern region director of the U.S. Maritime Administration, and Burton Steele, president, 6th Region, U.S. Navy League. Shippers Don't Know What U.S. Ships He If you had some cargo to ship over­ seas, what kind of vessel would you prefer to send it in? Would you prefer a 25-year-old ship US. Navy League At a Glance The Navy League of the United States considers itself totally an educational organiza­ tion. The Navy League is non­ profit. Despite its military sounding name, its membership is limited to civilians and re­ tired members of the Armed Services. A number of SIU officials are members of the Navy League and actively participate in its activities. By their own definition, the Navy League is *'an educational Co., and Rear Adm. George H. Mil­ ler (Retired), now serving on the National Security Council. The panelists represented a good cross-section of American maritime concerns. They provided the Con­ ference with a well rounded view of what U.S. seapower is all about. (See related stories on next two pages.) Despite their diverse backgrounds, all of the speakers arrived at the same basic conclusion: a strong U.S. sea­ power policy, including the private .sector of the merchant marine and the U.S. Navy, is essential to a strong organization dedicated to the support of the services which contribute to the natiouN sea­ power ... and committed to developing public understand­ ing of the importance of the seas to the well being of the na­ tion and to providing assistance to the maritime forces which will enhance their efficiency." The Navy League has a na­ tional membership of 37,000 American citizens concerned with the future of American maritime interests. registered in Panama, with a Greek captain and a Chinese crew? Or would you rather it be carried on a new Amer­ ican-flag ship manned by an American crew top to bottom? This is the question W. J. Amoss, president of Lykes Bros. Steamship Co., asked the more than 200 American im­ porters and exporters who turned out this month for the Southeast Seapower Conference in Atlanta, Ga. You would think that most people would choose the American flag ser­ vice. Unfortunately, this is not the case. In fact, U.S.-flag ships carry only 6 percent of America's total foreign waterborne commerce. The remainder, an incredible 94 per­ cent, is carried in foreign-flag ships as described by Mr. Amoss. That is ships with a Greek captain and Chinese crew. Or was it a Chinese captain and a Greek crew? Whichever, this situation is a sad commentary on America's sea­ power situation as it applies to the U.S. merchant manne. Amoss said that he believed U.S. shippers were not using American ships, in large part, because they don't know what the modern day American-flag merchant fleet has to offer. Amoss pointed out that since passage of the Merchant Marine Act of 1970, t s r I fl t r I o c ei tl si ti ei la W. J. Amoss Ci tl �Paul Hall Seapower Will Suffer Without 9 5% Oil Bill An adequate U.S.-flag tanker fleet is essential to both a strong American seapower policy and a strong national defense. This is a view held by many influential Americans. Secretary of the Navy Claytor and Maritime Adminis­ ! trator Robert J. Blackwell are two of them. However, an adequate U.S. tanker fleet does not now exist. Nor will one be created unless it is mandated by law. SlU President Paul Hall took up this issue at the Southeast Seapower Con­ ference in Atlanta, Ga. this month. Hall told the gathering of more than 200 that the first step in creating an adequate U.S.-flag tanker fleet can only be taken with passage of the 9.5 percent oil cargo preference bill. The bill is now pending in Congress. 5 5 would realize significant advantages." He said that the 9.5 percent bill would "provide the minimal level of tanker tonnage needed for national de­ fense ... as well as preserving a ship­ building mobilization base and help save 200,000 jobs in shipyard and sup­ plier industries, such as the steel in­ dustry." President Hall also told the Confer­ ence that the 9.5 percent bill would "guarantee an enhanced measure of environmental protection for U.S. wa­ ters at a time when they are threatened by a growing number of hazardous ships like the Liberian-flag Ar^o Mer­ chant." The Arfio Merchant dumped 7.5 mil­ lion gallons of heavy crude into Amer­ ican waters in Dec. 1976 after running aground off Nantucket. President Hall told the Conference that the main opposition to the bill is coming from the U.S. oil industry. Presently, the oil companies own huge fleets of foreign flag tankers registered in Panama, Liberia and other small countries. These vessels carry the majority of America's oil imports. The 9.5 percent bill, of course, would cut into big oil's transportation profits. The oil companies claim that these ships are under the "cfTective control" President Hall spoke at the Confer­ ence about the oil bill two weeks before the House voted on it. The bill was defeated 257-165. See story on Page 3. s The bill would immediately require that 4.5 percent of all U.S. oil imports be carried in American flag ships. This share would rise one percent a year for five years until the 9.5 percent mark is reached in 1982. U.S. ships now carry only 3.5 percent of the nation's oil imports. Hall affirmed that "even with this limited amount of our oil imports re­ served for the U.S. fleet, the country SIL! President Paul Hall greets Rear .[dm. Max .Morris. of the United States. And that these ships would be available to the U.S. in a national emergency. President Hall called the oil com­ panies' elTective control theory "effec­ tive and dangerous nonsense." To sup­ port his position. President Hall told the Conference that in the 1973 Middle East War, "Liberia prohibited any ship flying its colors (including American owned ships) from taking part in the American efforts to resupply Israeli forces." Hall added, "how reassuring is the strength of U.S. seapower when you consider our dependence on two na­ tions—Panama and Idbcria—for ship­ ment of more than 53 percent of our petroleum." "In contrast,"he said, "the Russians, in that same period of time, have come from virtually nowhere to surpass us." Hall stated that in the interests of the U.S. national security, the economy and our environment, "we must move quickly to provide an American pres­ ence on the high seas." Hall pointed out (hat the 9,5 percent bill would help provide this needed presence. He also noted, that according to the General Accounting Office, the cargo preference bill would cost the American consumer two tenths of one cent per gallon of gas. Hall asked, in closing, "can we not, as Americans, afford this modest price to insure the seapower of this country?" A New Area in U.S. Seapower^ Deep Sea Mining U.S. seapower is a lot of things. It's the Navy, the merchant marine, the in­ land waters and offshore oil drilling. However, there is anothfer area of U.S. seapower that is virtually in its infancy. That is deep seabed mining. According to Rear Adm. Max Mor­ ris, though, deep seabed mining will become an increasingly more important area of the total American seapower picture within the next decade. Deep seabed mining holds a tremen­ dous potential for the creation of signifi- ave to Otter the U.S. merchant fleet has undergone a near complete overhaul. He said that the trend in U.S. ship­ ping is toward larger and faster vessels, capable of providing U.S. shippers with ide fastest, most reliable service in the world. Amoss brought a slide show with him to demonstrate his point. He showed slides of Sea-Land's SL-7's, the fastest merchant ships in the world at 33 knots. He also showed slides of the new U.S.flag LASH vessels, RO/RO's, super­ tankers, and the brand new SIUmanned Aquarius, the first U.S.-flag LNG carrier. Amoss pointed out that with the help of American shippers "the U.S. mer­ chant marine can provide tremendous economic arid military advantages to the United States." He added that a strong U.S. merchant marine "is essen­ tial if America is to maintain a strong economy." In closing, Amoss asked that At­ lanta's shippers consider using Ameri­ can-flag service whenever possible for their foreign consignments. cant numbers of jobs for American mari­ time workers. It can mean jobs for U.S. workers in the construction of special­ ized oceanographic vessels. And jobs for Americans in manning these vessels. America's thrust into this new area of seapower, though, depends largely on the outcome of negotiations at the United Nations Law of the Sea Con­ ference. Former Secretary of State Henry Kissinger once called the Law of the Sea Conference "one of the most critical negotiations in history." Adm. Morris is a member of the U.S. delegation to the Law of the Sea Con­ ference. He outlined for the Southeast Seapower Conference some of the tough issues preventing the U.S., and for that matter, any nation, from becoming deeply involved in undersea mining. Morris told the Conference that there is approximately $3 trillion worth of manganese nodules just sitting on the ocean floor. These nodules arc rich in nickel, copper, cobalt and other im­ portant minerals. The big stumbling block that the Law of the Sea Conference must overcome is, who gets the nodules. Morris said that a solid block of underdeveloped nations want an inter­ national authority to have total control over marketing and production of the seabed minerals. The U.S., however suggested that in­ dustrialized nations with deep seabed jnining capabiilties be allowed access to one half of the nodule fields. The rest would be left for development by an international seabed authority. Adm Morris said that negotiations on the seabed mining issue would prob­ ably go on for two more years. He added that American companies arc not willing to make huge capital in­ vestments in deep sea mining until they are sure their investments will be pro­ tected under terms of the Law of the Sea. Morris warned, however, that there is "great potential for crisis and con­ flict" if a treaty is not reached. Morris said that when the U.N. Con­ ference reconvenes in Geneva this Spring "the U.S. will be looking for an equitable agreement that will satisfy the needs of all nations." He said that if an agreement is reached "it will take the U.S. eight to 10 years to fully develop our total deep sea mining capabilities." He added that when a treaty is reached, "I am confident that Ameri­ can industry and labor will cooperate to make our deep sea .mining efforts successful." On top of an inadequate tanker fleet. Hall told the Seapower Conference that "in the last three decades alone, the overall U.S. merchant fleet slipped from first to tenth place among the world's sea powers." National Mantime Council At a Glance The National Maritime Council, which co-sponsored the Atlanta Seapower Confer­ ence, is an organization made up of all segments of the U.S. maritime industry. That in­ cludes labor, management and Government. It was established in 1971 for the purpose of de­ veloping a strong, competitive, modern U.S.-flag merchant ma­ rine. The SIU is an active member of the National Maritime Coun­ cil (NMC). SIU President Paul Hall is a member of the board of governors of the NMC. As pointed out in NMC publications, the organization's goal is as follows: ''To provide the nation's shipper's with the best, most economical and dependable U.S. flag shipping service pos­ sible." "To achieve this goal, the NMC seeks to foster greater confidence by U.S. exporters and importers in the reliability and quality of the seagoiqg and shoreside services of the U.S. maritime industry. In addition, the NMC attempts through its diverse membership to encour­ age all segments of the industry to cooperate and work together in their own mutual best inter­ est and that of the entire na­ tion." October 1977 / LOG / 21 �m « -*-s» mt-ma. -i.rn'n Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-CIO OCTOBER 1977 Adm. George Miller 4.^ Soviets Outnumber U.S. 4-7 on High Seas When talking aboiil America's na­ tional defense in any area, comparisons are always drawn between the U.S. and Russia. Rear Adm. George H. Miller did just that in sizing up America's present day seapower posture as he spoke this month before the Southeast Seapower Conference in Atlanta, Ga. Adm. Miller told the Conference that the U.S. now "has only 470 Navy ships and 577 merchtmt ships, capable of car­ rying only 6 percent of U.S. export and import trade and only 3 percent of U.S. oil imports." In contrast, Miller said that Russia "has 1,9U) Navy ships and 2,420 mer­ chant ships capable of carrying over 50 percent of Soviet export and import trade." He added, "this gives the Soviet Union a 4 to I superiority over the U.S. in Navy and merchant ships. In the 50's, it was just the opposite. We had four times as many ships as Russia." Miller said that the unprecedented Soviet maritime buildup is "their strat­ egy of com|uest with trade penetration and political pressure, without war." Adm. Miller affirmed that if the U.S. is to answer Russia's latest challenge, "the United States needs a new mari­ time strategy . . . We simply need more ships." A Long Way to Go Adm. Miller said that America's sea­ power decline "has placed the U.S. in serious danger of defeat in event of war with the Soviets, who arc rapidly ex­ panding their merchant marine and Navy." He also charged that "the failure of the U.S. to develop and pursue a pro­ gram to meet the requirements of the Merchant Marine Acts of 1936 and 1970 has seriously undermined U.S. navy readiness for war and national emergencies." Miller offered a solution. He said, "the only possible way the U.S. Navy and merchant marine can prepare for the statutory roles of sustained combat at sea and protection of shipping is to cooperate more closely at sea in times of peace." Right now, the U.S. merchant fleet has virtually no role in at-sea maneu­ vers with U.S. Navy forces. Adm. Miller admitted, though, that "the U.S. has a long way to go before we can implement a national maritime strategy of competing with the ,Soviet Union." Miller said that "over the past three decades, U.S. international efforts have been characterized by accommodation and retreat." He said that if America is to remain competitive with the Soviet Union on all levels "we must forge an integrated, no-nonsense political-economic-mari­ time strategy now." Miller concluded, "if Americans still prefer liberty to bondage, there may yet be time to turn the tide." Adm. George Miller 'U.S. Must Meet Soviet Challenge on the Oceans' He didn't actually say it. But, in es­ sence, what Vice Adm. William L. Read told the Southeast Seapower Con­ ference this month is that the U.S. has fallen behind Russia in respect to sea­ power. Read did say, though, that "the Soviets outnumber us on the oceans in every way. They have more Navy ships, more merchant ships, more oceanographic vessels and more fishing ves­ sels." He said that Russia's maritime rise "has come about with amazing speed. Ten years ago they had next to nothing. Now they're all over the place." Read said that Russia is using her maritime program "as a weapon of state policy to increase their political RVINGf Vice Adm. William Read and economic influence throughout the world." Read said that "the U.S. Navy has a slim margin of superiority over Russia in areas of vital U.S. interests." How­ ever, he admitted that in the event of war "America might not be able to keep the sea lanes open between the U.S. and Japan." Read added that "Russia intends to continue expanding her seapower pro­ gram. At their present rate of expan­ sion, the balance of Navy superiority will tip in their favor in the next five vears." Adm. Read said that the U.S. "has come to rely on foreign countries for large percentages of our raw materials, including 50 percent of our oil." He continued, "this reliance on im­ ported materials demands that we maintain control of the sea." Read said, "the Soviets are challeng­ ing us on the high seas. They have adopted a policy of sea denial to pre­ vent us from complete access to the seas." Read concluded that the "U.S. must support the kind of programs that will allow us to meet the Soviet challenge on the high seas." As Island Nation^ U.S. Needs Strong Navy Merchant Marine Despite all the advances in air travel and ground transportation, the United States is still essentially an island nation. America's economy and national de­ fense today, as it has always been, is inescapably tied to a strong seapower policy. This is the view of Clark G. Rey­ nolds, a historian, and head of the De­ partment of Humanities at the U.S. Merchant Marine Academy in Kings Point, N.Y. Reynolds told the Southeast Sea­ power Conference that the U.S. is one of only five "true maritime states in his­ tory." His other states include ancient Athens, 13th and 14th century Venice and Florence, 17th century Holland, and 17th to 20th century (1650-1940) Great Britain. 22 / LOG / October 1977 He said these maritime states shared such characteristics as geographic isola­ tion, capitalist economies, democratic governments, and were advanced in sci­ ence and technology. Reynolds also gave a brief outline of America's maritime history. He said that between the years of 1775-1815 the U.S. had its problems on the high seas as the young nation underwent growing pains. However, between 1815 and 1860, he said the U.S. built a merchant marine second only to Great Britain. At the same time, though, the U.S. Navy was small and ineffective. He continued that the U.S. merchant fleet declined in the next 40 years. Rey­ nolds blamed this decline on a "con­ servative government unwilling to pro­ vide shipping companies with subsidies for the costly switch from sail to steam powered vessels." Presently, says Reynolds, the U.S. seapower position is an exact reverse of 150 years ago. That is, a large Navy and a small merchant marine. He said, though, that despite a small merchant fleet, the U.S. merchant ma­ rine has set the standard for the rest of the world from a technological stand­ point. Reynolds did not say whethfer he felt that the U.S. had slipped as a maritime power. However, he did say that a maritime state, such as the U.S., needs both a* strong Navy and strong merchant ma­ rine to survive. Clark Reynolds �Paving the Way for More Environmental Disasters A recent court decision, if allowed to stand, could spell environmental disaster for America's coastal waters. It was a decision handed down on Oct. 16, 1977 by the U.S. District Court in Washington, D.C. The Court's decision could gut the American domestic tanker fleet. It could also do the same to our domes­ tic shipbuilding industry. The result would be a major loss of jobs to U.S. maritime workers. In what we feel is a bad decision, the Court ruled that it is legal for Amerada-Hess to carry Alaska pipe­ line oil in Liberian-flag tankers to the company's refinery in the U.S. Virgin Islands, After the oil is re­ fined it will then be carried to the U.S. East Coast. It will of course go there in foreign-flag ships. The decision has already been ap­ pealed by the parties who filed the original suit against the huge oil com­ pany's action. This included the American Maritime Association, the Shipbuilders Council of America, and the SIUNA. However, with the backlog of cases in the U.S. Court of Appeals in Washington, it will take from three reserves for use in American mar­ to six months for a ruling on the kets. appeal. • In the interest of the environ­ In the meantime, Hess Oil can ment, the oil would be carried to legally carry Alaskan oil in American these markets in the safest possible coastal waters for use in U.S. mar­ vessels—U.S.-flag vessels. kets, via foreign-flag tankers. Pres­ SIUNA Vice-President Frank ently, the Hess refinery has the capac­ Drozak said in Court that the use of ity to handle every drop of oil coming Liberian tankers is a violation of the cut of the Alaska pipeline. The pipe­ intent of the original pipeline bill. line is not yet operating at its full The District Court did not agree. capacity. However, even when the pipeline The Court ruled that under existing law, Hess had a right to use their is going full blast, the Hess refinery Liberian tankers in carrying the oil would be able to handle about 60 to the Virgin Islands. percent of the Alaskan crude. As we see it, the real issue here is In other words, there is a definite possibility that substandard flag-ofnot so much the Court's decision, but convenience vessels could be carry­ the Jones Act. ing the vast majority of the Alaska The Jones Act requires that all oil trade. waterborne cargoes shipped between In the court case, the SIU pointed two U.S. ports be carried in Ameri­ out that the original intent of the can vessels. The Jones Act's provi­ Trans-Alaska Pipeline bill was two­ sions also cover waterborne ship­ fold: ments carried between the U.S. and • To retrieve the North Slope oil Puerto Rico, and the U.S. and Guam. since changed. U.S. ships are ready and able to handle all the U.S.-Virgin Islands trade, in particular oil and bauxite. However, the Virgin Islands ex­ clusion from the Jones Act still exists. In the recent case involving Alaskan oil transportation, Hess is obviously using the "loophole" in the Jones Act specifically to get around the use of U.S.-flag ships. As a result, there will be more flag-of-convenience tankers operat­ ing in American waters. That's a sit­ uation that no one wants. And it's a situation that our offshore environ­ ment may not be able to handle. We believe that in the interests of the environment and the U.S. mari­ time industry. Congress must take decisive action to close the Virgin Islands "loophole" in the Jones Act. CLOSE IT UPl However, it has never applied to the U.S. Virgin Islands. When the Act was first passed in 1920, the U.S. Virgin Islands were excluded from its provisions. This was done because American ship­ ping services were not available for this trade. This situation has long Whether we win or lose in our ap­ peal in the Court case, the SIU in­ tends to work towards this goal. In the meantime, we sincerely hope that one of Hess's Liberian tankers, does not cause a major blem­ ish in our coastwise waters. It's tough to forget the Argo Merchant, another Liberian vessel. In Dec. 1976, she dumped 7.5 million gallons of heavy crude into U.S. waters off Nantucket. Alaska's huge reserves of oil were meant to help alleviate the nation's energy crisis. We hope Congress takes action before it creates an en­ vironmental crisis. Letters to the Editor Cot His Pilot's License I was fortunate enough to have been one of those Boatmen who participated in the most recent First Class Pilots Course at the Lundeberg School. I just wanted to thank the Union for giving me the opportunity to upgrade. From the fruits of the School, I have received my First Class Pilot's license. I also want to say that the food, lodging, and all the good people that I had dealings with at the Lundeberg School were fantastic. Also a word of thanks to Paul Hall who started it all. The instructors, Mr. Paul Allman and Mr. Abe Easter, were also great. Without their help I don't think that I would have been able to make it. Fraternally, Vincent D'Errlco October, LOG Officiol Publication of thv Seafarers International Union of North America, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO Vol. 37, No. iO Executive Board Paul Hall Thanks to Welfare Plan I wish to express my thanks for the prompt and efficient handling of my welfare claim. My wife had a stroke and was hospitalized for some time. In ie.ss than a month, I had a huge hospital bill. Thanks to the Welfare Plan, I am now out of debt without going broke in the process. President Joe DiGiorgio Executive Vice President Secretary-T reasurer Vice President Lindsay Williams Paul Drozak Earl Shepard Stafford McCormick Vice President Vice President Vice President Fraternally, Cal Tanner Frank Drozak 11 HL5S Treated Us Good" Marietta Homayonpour 38? Editor-in-Chief James Gannon Managing Editor Ray Bourdius Marcia Reiss Edra Ziesk 'Assistant Editor Assistant Editor Assistant Editor Frank Cianciotti Dennis Lundy Chief Photographer Associate Photographer Marie Kosciusko George J. Vana Administrative Assistant Production/Art Director Published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage In behalf of the Orgulf members of the SIU, we would like to express our thanks and appreciation for the kindness that has been given us by the Harry Lundeberg School. We attended a conference there recently to discuss our contract goals. We wish to extend our thanks to all. It has been a pleasure. Fraternally, SIU Members at Orgulf Transportation l •' ::i'h paid at Brooklyn, N.Y. October1977/LOG / 23 v �I Seventy-one cents of every dollar spent in shipping on Anierican-flag vessels remains in this country, making a very substantial contribution to the national balance of payments and to the nation's economy. Use U.S.-flag ships. It's good for the American maritime industry, the Ameri­ can shipper, and America. I Borinquen Committee Personals Angelo Mercado Your wife asks that you call her at (212) 287-2737. Alex Vasquez Your sister, Olga, asks that you con­ tact her at 7232 Corsicana, Houston, Tex. 77020. Florance Francis, L. C. Francis Mrs. Bessie Smith asks that you con­ tact her at 1021 S. Chester Ave., Compton, Calif. 90221 or call (213) 6365078. John Lloyd Williams Please call the editor of the Log-col­ lect at (212) 499-6600, ext. 242. Edward Lawrence Farrell Please call the editor of the Log col­ lect at (212) 499-6600, ext. 242. Anthony Rotunda Please call the editor of the Log col­ lect at (212) 49-6600, ext. 242. N.Y. Patrolman Teddy Babkowski (seated) makes out SPAD receipt last month for Recertified Bosun Dimas Mendoza (2nd I.) ships's chairman of the SS Borinquen (Puerto Rico Marine) at a payoff in Port Elizabeth, N.J. With them are the Ship's Committee of (1. to r.); Steward Delegate S. B. Ferrer; Engine Delegate Angel Camacho, and Deck Delegate F. S. Sarmento. KNOW YOUR RIGHTS KNOW YOUR RIGHTS FINANCIAL REPORTS. The conslilution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, wiiich are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommenda­ tions. Members of this committee may make dissenting reports, specific recommendations and .separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds arc made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and senior­ ity are protected exclusively by the contracts between the Union and the shipowners. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the shipowners, notify the Seafarers Appeals Board by certified mail, return re­ ceipt requested. The proper address for this is: Frank Drozak, Chairman, Seafarers Appeals Board 275 - 20(h Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are avail­ able in all SIU halls. The.se contracts specify the wages and conditions under which you work and live ab6ard .ship. Know your contract rights, as well as your obliga­ tions, such as liiing for OT on the proper sheets and in 24 / LOG / October 1977 the proper manner. If, at any time, any SIU patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY — SEAFARERS LOG. The Log has traditionally refrained from publishing any ar­ ticle serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, I960, meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the Executive Board ot the Union, ihe Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circum­ stances should any member pay any money for any reason unless he is given such receipt. In the event anyone at­ tempts to require any such payment be made without sup­ plying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to headquarters. KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGA­ TIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its con­ tents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. EQUAL RIGHTS. All Seafarers are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no Seafarer may be discrimi­ nated against because of race, creed, color, sex and na­ tional or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify headquarters. SEAFARERS POLITICAL ACTIVITY DONATION —SPAD. SPAD is a separate segregated fund. Its pro­ ceeds are used to further its objects and purposes includ­ ing but not limited to furthering the political, social and economic interests of Seafarer seamen, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions are vol­ untary. No contribution may be solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as a condition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Sea­ farers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Support SPAD to protect and further your economic, political and social interests, American trade union concepts and Seafarer .seamen. If at any time a Seafarer feels that any of the ahove rights have been violated, or that he has been denied his constitutional right of access to Union records or infor­ mation, he should immediately notify SIU President Hall at headquarters by certified mail, return receipt requested. �Port of San Juan Sure Packs a Punch \¥: •if SAN JUAN, PUERTO RICO— Don't let the balmy breezes and palm trees deceive you. Puerto Rico may be a tropical pleasure spot. But like the sweet rum drinks the island is famous for, the port activity here packs a strong punch. The port of San Juan in Puerto Rico is the jumping off point for the busy island trade in the Caribbean. And it has the biggest tug and barge operation in the Caribbean to handle it—the SIU-contracted Caribe Tug­ boat Corp. Caribe came to San Juan only a year-and-a-half ago. It took over the operation of another tug and barge outfit, Puerto Rico Lighterage. In that short time, the company doubled the existing fleet to 13 boats and six barges. And it's still growing. Two more Capt. Marcel Blancq takes reading aboard his containerboats are expected within the next ship Manati. The 450 gross ton vessel is one of a kind in few months. Caribe's tug and barge fleet. Caribe is making plans to expand its four basic runs: trailer barges to Jacksonville, Fla. and the Dominican Republic; molasses filled barges to rum factories in the Leeward and Windward Islands that curve down to Venezuela. It recently added a weekly trip for general cargo to Cumana, Vene­ zuela. The company is also looking ahead to business with Cuba, should that country and the U.S. open up trade. Job opportunities for SIU Boat­ men are growing along with Caribe. Moreover, the new three-year Union contract is bringing Boatmen here Crane operator Francisco Malave Rivera really knows his significant wage increases, work rule way around the Caribe Tugboat yard. He has been on the changes and new welfare and vacation benefits. These are along the job in this location on San Juan Bay since 1938. lines of the Standard Agreement which the Union is working toward for the entire inland membership. The Caribe contract was unani­ mously ratified in June. Caribe's boats carry a crew of seven SIU Boatmen. The operation also includes 17 engineers, mechan­ ics, electricians and carpenters on the beach, plus a shore pool of 10 men for general maintenance. Boats from Caribe's Jacksonville and Miami branches generally come to the San Juan base for repairs. But San Juan is not only a grow­ Enrique Nieves, AB on the Manati, sees what a turn at the ing hub in the towing industry. It is helm feels like. also, of course, an active containerport. Eleven deep sea vessels in the SIUcontracted Puerto Rico Marine Man­ agement, Inc. fleet call regularly at the port of San Juan. Thus SIU Boatmen and deep .sea members are .steadily at work here, as steadily as the .sea breezes that rush through this palm tree port. • Ricardo Caraballo, SIU delegate for the Caribe shore pool (left) talks to his port agent in Puerto Rico, Juan Reinosa. The engine room on the Manati is in the good hands of Chief Engineer William Henry Lesher (left) and Wiper Reinaldo Ortiz. October 1977 / LOG / 25 i �The tug Fajardo (Caribe) gets ready to push the molasses-filled barge, shown in the foreground, to a rum factory in St. Croix, V.I. In the background is a view of San Juan's containerport. Engineer Arcadio Rivera (left) and Deckhand Edwin Garcias are two of the Fajardo's crew. Like mirror images, the tugs Monitor and Explorer wait at the Caribe dock for the return run to the mainland. Posing in front of the tug El Morro (Caribe) are (I to r). Union Chairman Louis Gonzalez, engineer, Jose A. Gharries, captain, and Odilio Reza, engi­ neer. Automation can't do everything. Five mechanics apply real muscle power to remove worn out pistons from the Monitor's diesel engine. They are (I to r): Miguel Vazquez, Florencio Guzman, Miguel Rodriguez Pablo Baez, and Wilfredo Gonzalez. V , iw.-- •: Emllio Martinez, one of the Caribe shore pool, gets the El Morro ready for a new paint job. 26 / LOG / October 1977 ^L An overhead shot of the above operation. Supervising, at right rear, is Francisco Malave. �The crew of the GATCO Florida posed for a group shot while the tug was tied up in the San Juan harbor They are, standing (I to r); John Kale, cook, Edward Schaffhauser, AB, and SlU Port Agent Juan Reinosa Seated at counter (I to r) are: Pete Popour, AB, Erik H. Eriksen, relief captain, Charles Flowers, chief engi­ neer, and William Brinkley, captain. Thp containership Aguadllla (Puerto Rico Marine Management) was in San Juan during the Log's visit this month. Shown here is the Chief Steward Sidney Garner. Another member of the Aguadllla steward department is John Rodriguez. The Florida is GATCO's only deep sea tug. The 3,000 hp. boat runs from Mobile to San Juan. The Humacao. another SlU-manned containership also paid off in San Juan this month. Making a SPAD donation at the time is Bosun Johannes Sorel (left). Port Agent Juan Reinosa holds up the proof. The Humacao committee includes (I to r): Johannes Sorel, chairman, Charles Fox, deck delegate, B. Baa, steward delegate, and Clemente Figueroa, engine delegate. October 1977 / LOG / 27 �The Jones Act: It's a Tough Job Keeping It on the Books MM '/Vzc SI U has been fighting for 25 years to keef) the Jones Act intact so that America's coastwise trades will continue to be reserved for carriage in U S flag equi/nncut as iji above photo. .s • This is the 16th in a series of articles which the Log is publishing to explain how certain organiza­ tions, programs and laws affect the jobs and job security of SIU members. This particular article, though, is the second in a series of three articles which deals with the Jones Act, the most impor­ tant piece of maritime legislation on the books today. America's domestic waterborne trades—includ­ ing deep sea eoastwise, inland waters and Great Lakes—provide jobs for more than 185,000 U.S. workers. The job breakdown looks something like this: • 20,000 U.S. shipyard workers engaged in building oceangoing vessels for the domestic trades. • 40,000 workers in allied industries which support domestic ocean shipbuilding programs. • 20,000 employees in inland shipyards in­ volved in the construction of tugs, towboats and barges. • 12,000 seamen (based on 2,5 jobs generated by each shipyard position) aboard oceangoing vessels in the domestic deep sea fleet. • 93,000 workers on the nation's inland wa­ ters, Lakes and nearby offshore. Down to the last man and woman, these jobs are maintained without Federal subsidies. But more importantly, these jobs are protected from foreign competition by- a relatively simple law known as the Jones Act. In brief, the Jones Act requires that only Amer­ ican-built, American manned and American reg­ istered vessels can be used in the nation's do­ mestic waterborne trades. These trades refer to all cargoes shipped by water from one U.S. port to another U.S. port. They include deep sea coast­ wise cargoes, as well as cargoes transported on the nation's inland waters and between American ports on the Great Lakes. With all the benefits for U.S. workers and in­ dustry that the Jones Act protects, you'd think that this important law would be secure in its position. Not true! In fact, for the past 25 years, one of the SIU's top legislative priorities has been L. 28 / LOG / October 1977 protection of the Jones Act's provisions. National Emergencies When the Jones Act was originally passed in 1920, Congress mandated that the law's provi­ sions could not be waived for any reason other than national emergencies. The Jones Act, however, was first waived dur­ ing World War II, when most of America's do­ mestic fleet had to be committed overseas. The Act was waived again in 1950 for the Korean War. At this time. Congress gave the Secretary of Defense the authority to grant ad­ ministrative waivers of any U.S. navigation and vessel inspection laws, including the Jones Act. Under this unusual setup, the Treasury Secretary was required to waive the Jones Act if requested by the Secretary of Defense. However, Congress indicated then that this Jones Act at a Glance The Jones Act requires that all cargo car­ ried between U.S. ports must be carried in U.S.-flag ships or boats. Following are the requirements a vessel must meet in order to carry these domestic cargoes: • The vessel must be owned, either through an individual or corporation, by an American. • The vessel must be manned by U.S. officers and crews. • The vessel must be built and registered in the United States. • A vessel of more than 500 tons, which is rebuilt abroad, cannot engage in the U.S. trades. The Jones Act applies to all vessels en­ gaged in (he U.S. domestic trades. This in­ cludes tugs, barges, ffshing vessels, deep-sea ships, dredges, and related vessels. statute would be rescinded at the end of the wqr. That was 24 years ago. But it is still in effect today. And because it is in effect, the Jones Act has periodically come under attack by various inter­ ests (in particular the oil companies) who would like to bring foreign vessels into the U.S. domestic trades. In the past five years alone, attempts have been made to waive the Jones Act for the coastwise carriage of oil, LNG, coal and ammonia. The most serious of these recent attempts came in Dec. 1973. At that time. Senator Paul Fannin (R-Ariz.) tried to get Senate approval for a Jones Act waiver involving oil. Fannin wanted to grant the Sec. of Commerce the right to allow foreignflag tankers to carry domestic U.S. oil cargoes "if it is determined that U.S. flag vessels are not avail­ able in sufficient numbers at reasonable rates for the transport of emergency related products within the American domestic trades." If Fannin had gotten his way, it would have given foreign ships that first crucial step in the door into our domestic oil trade—by far the larg­ est of all U.S. coastwise trades. SIU Fought The SIU fought Fannin's move by providing the Senate with facts concerning the U.S. fleet's ability to handle all our domestic oil carriage. The Senate defeated Fannin's measure 60-27. Around the same time, the SIU helped defeat attempts to allow foreign vessels to carry LNG from Alaska to New England, ammonia from Alaska to the Pacific Northwest, and coal from Hampton Roads, Va. to New England. There has been relatively little action involving the Jones Act in the last year or so. But from ex­ perience, we can be sure that attacks on the Jones Act will continue to be a part of the SIU's political life. The SIU's job in protecting the Jones Act is simple. That is, keep on top of the daily legislative happenings in Congress. And if something comes up involving Jhe Jones Act, be ready to carry the fight to keep the law intact. [Next Month: The Jones Act and what we can expect involving this law in the future.] �|>;i6 Get ABji; ,}, Tickets ,1, The Harry Lundeberg-|^-School of Seamanship f "For a better job today, andjob security tomorrow." Recent Able-Seaman Class get together for a group shot after completing deck course at the Lundeberg School. Kneeling from the left are: Wilbur McAllister, Bobby Riddick, Melvin DiBiasi, Jack Prichard and Don Shadrick, Standing from the left are: Craig Skerston, Augie Tellez, Jim Dawson, Andy Grimes, Griffith Mutton, David McCullough, Billy Edwards, James Price, Rod Clark, Steven Rainville, and Ray Waiters. 18 Get QMED Rating Posing in front of full scale ship's console at the Lundeberg Upgrading Center are, kneeling from the left: Craig Smith, Otis Sessions, William Sullivan, Steve Kues, Diogenes Santos, Bruce Williams, Conrad Taylor, Robert Bunch and Oliver Myers. Standing from the left are: Theopolis Jordan, Thomas Conway, Erik Persson, Hanable Smith, Ross Hickenbotan, James McCrary, Paul Wolf, James Badgett and Chris Killeen. Couple of Cook and Bakers t t t t t t jl! Lifeboats [iT 111 A-w 111 Twelve SlU members gather for class shot after completing recent Lifeboat Course at HLSS. Front row from the left are: Santiago Cadiz, Bobby Riddic, Jack Prichard, Julio Mango and Vicente Guzman. Back row from the left are: Michael Warren, James Price, Francisco Orta, George Bradley, Peter Salzman, William Morris and Gary Pierce. Dozen LNG Upgraders Twefve Seafarers from a recent LNG Course at the Lundeberg School get together for photo after class. Seated left to right are: Pete Zukier, John McLaughlin, Howard Webber, Charlie Clausen and Scotty Byrne. Standing from the left are: Gregory Perez, Charles Boyle, A. R. Haskins, Thomas J. Thomas, Pete Dolan, Ramon Echevarria and Richard Williams. 17 Black Gangers in FOWT Course A recent FOWT Class, 17 Seafarers in all, pose for pix after completing this important black gang course. Front row from the left are: Martin Balagths, Steve Bov^en, Randy McDonnell, Victor Vasquez and Mario Vasquez. Stand­ ing from the left are Mickel White, Walter Deveraux, Bob Basher, Dave Seafarers Tim Dean, left, and Steve Hamilton congratulate each other after Mullenberg, Michael Capparo, George Castle, James Oliver, Ken Stratton, achieving their cook and baker endorsements at the Lundeberg School. f Jessie James, Leslie Gallo, Ray Browing and Scott Wilkinson. October 1977 / LOG / 29 �a Margarito Borja, 65, joined the SIU in the port of Seattle in 1956 and sailed as a fireman-watertender. Brother Borja sailed 26 years and during the Vietnam War. He received a 1960 Union Personal Safety Award for sailing aboard an acci­ dent-free ship, the SS Kyska (Water­ man), Seafarer Borja was born in Dalaguite, Cuba, P.I. and is a resi­ dent of San Francisco. Woodrow A. "Woody" Brown, 64, joined the SIU in 1946 in the port of New York sailing as an oiler. Brother Brown sailed for 32 years. He attended the 1971 Union Con­ vention and a Piney Point Educa­ tional Conference. Seafarer Brown is a World War II veteran of the U.S. Army. He was born in Dothan, Ala. and is a resident of Tampa, Fla. Theodore "Ted" Catharine, 65, joined the SIU in 1942 in the port of Galveston sailing as an OS.Brother Catharine sailed for 43 years. He was born in Texas and is a resident of Galveston. James H. Naylor, 55, joined the SIU in 1945 in the port of Philadel­ phia and sailed as a chief steward. Brother Naylor walked the picket line in the 1965 District Council 37 beef. He was born in Ft. Ogden, Fla. and is a resident of Coden, Ala. Vollie W. O'Mary, 60, joined the SIU in 1947 in the port of Mobile and sailed as a bosun. Brother O'Mary sailed 32 years. He is a World War II veteran of the U.S. Navy. Born in Alabama, he is a resi­ dent of Columbus, Miss. >(, "'f' N/* August F. Reich, 67, joined the SIU in the port of San Francisco in 1967 and sailed as a fireman-water­ tender. Brother Reich sailed 25 years. He was born in San Francisco and is a resident there. f John P. Zimmer, 67, joined the SIU in 1946 in the port of New York and sailed as a chief steward. Brother Zimmer sailed 31 years. He is a World War II veteran of the U.S. Army Infantry Corps. Born in St. Louis, he is a resident of New Orleans. fmiONCRS Miguel Salcedo, 59, joined the SIU in 1941 in the port of New York and sailed as a deck engineer. Brother Salcedo sailed 41 years. He was born in Puerto Rico and is a res­ ident of Catano, P.R. Morton Trehem, 60, joined the SIU in 1941 in the port of Mobile and sailed as an AB. Brother Tre­ hem sailed 32 years. He was born in Moss Pt., Miss, and is a resident there. Alan D. Williams, 59, joined the SIU in 1945 in the port of New York and sailed as a chief steward. Brother Williams sailed 35 years. He was. born in Cornwall, N.Y. and is a resi­ dent of Grayland, Wash. Insley W. Coffey, 56, joined the Union in the port of Houston in 1957. He had sailed as an oiler and fireman-watertender for the Lykes Brothers Steamship 'Co. in 1934. From 1935 to 1977, Brother Coffey sailed as a chief engineer for the G & H Towing Co. He was bom in Texas City, Tex. and is a resident of Galveston. Bennie W. Morgan, 65, joined the SIU in the port of Mobile in 1959 and sailed as fireman-water­ tender and in the steward depart­ ment. Brother Morgan is a 1958 graduate of the Andrew Furuseth Training School. He also attended a Union Educational Conference in Piney Point, Md. Seafarer Morgan is a World War II veteran of the U.S. Navy. A native of Jackson, Ala., he is a resident of Chickasaw, Ala. Cornelius C. Mahaney, 60, joined the Union in the port of Detroit in 1960 and sailed as an oiler and conveyorman. Brother Mahaney sailed for 40 years. He was born in Buffalo, N.Y. and is a resident of Toledo, Ohio. He played a key role in or­ ganizing the Boland fleet and also helped to organize other companies in 1960 and 1961. He now plans to do a lot of traveling. Baltimore Committee Smilin' Jack Caffey, N.Y. patrolman, (seated) takes time out from his payoff report to pose with the Ship's Committee of the SS Baltimore (Sea-Land) on Sept. 29 in Port Elizabeth, N.J. They are (I. to r.): Deck Delegate W. Kohut; Engine Delegate Fred W. Neil; Steward Delegate I. Goncepcion, and Recerti­ fied Bosun William Osborne, ship's chairman. 30 / LOG / October 1977 3m a: I I I I I I I I I I I I I I I I I I I I I L Jl I ^• Bruno Jack Woturski, 65, joined the SIU in 1946 in the port of Phila­ delphia and sailed as a bosun. Brother Woturski sailed 29 years. He is a World War II veteran of the U.S. Navy. Seafarer Woturski was born in Wilmington, Del. and is a resident of Philadelphia. Andrew J. Ewing, 62, joined the Union in the port of Mobile in 1957 and sailed as an engineer. Brother Ewing sailed 22 years for the Bay Towing and Dredge Co. and from 1974 to 1977 for the Radcliff Mate­ rials Co. He was bom in Gasque, Ala. and is a resident of Foley, Ala. Wilbert D. Goodwin, 64, joined the Union in the port of Baltimore in 1962 sailing as an AB-carpenter. Brother Goodwin sailed as a deck­ hand for the Norfolk Dredging Co. from 1955 to 1962, the Sheridan Transportation Co. in 1962, and for the Allied Towing Co. from 1968 to 1972. He was born in Cedar Is., N.C. and is a resident there. Walter T. Pachulski, 60, joined the Union in the port of Baltimore in 1956 and sailed as an oiler and engineer. Brother Pachulski sailed from 1937 to 1977 for the C. H. Harper Associates Co. He is a vet­ eran of the U.S. Navy in World War II. Born in Baltimore, he is a resi­ dent there. Henry D. Muzia, 65, joined the Union in the port of Milwaukee in 1962. He sailed as an oiler for the E. D. Gillen Co. from 1956 to 1976. Brother Muzia is a resident of Mil­ waukee. George W. Parkin, 62, joined the Union in the port of Philadelphia in 1961. He sailed as mate, captain, and first class pilot for 36 years. Brother Parkin sailed as a mate and master for the Graham Tugs Co. in 1941, Interstate Oil Co. from 1950 to 1951, as a captain for the Taylor and Anderson Co. from 1951 to 1962, and as a tug mate for the James McAllister Brothers Co. from 1973 to 1977. He also sailed for the Moran Towing Co. in New York, Wood Towing Co. in Norfolk, and for the S. C. Loveland Co. in Phila­ delphia. A native of Beaufort, N.C., he is a resident of Westville, N.J. 1 Change of Address Or New Subscriber I I I I I would like to receive the LOG—please put my name on your mailing list. (Print Information.) I I NAME I ADDRESS I I CITY STATE. ZIP. I I SIU members please give: I I I Soc. Sec. # ./ /__. Bk# I TO AVOID DUPLICATION: If you are an old subscriber and have a change I of address, please give your former address below or send mailbig-label from last issue received. I I ADDRESS I CITY i. STATE. ZIP. I I Editor, LOG 675 Fourth Ave., Brooklyn, N. Y. 11232 �Core Trader Committee Legal Aid Notice to MonAors On SIA^mg Protoduro In the event that any SIU members have legal problems in the various ports, a list of attorneys whom they can consult is being published. The mem­ ber need not choose the recommended attorneys and this list is intended only for informational purposes: The following is a list of recom­ mended attorneys throughout the United States: NEW YORK, N,Y.—Schulman, Abarbanel & Schlesinger 350 Fifth Avenue New York. N.Y. 10001 Tele. #(212)279-9200 BALTIMORE, MD.—Kaplan, Heyman, Grecnberg, Engelman & Belgrad Sun Life Building Charles & Redwood Streets Baltimore. Maryland 21201 Tele. #(301)539-6967 HOUSTON, TEX.—Combs, ' Archer & Peterson Americana Building 811 Dallas Street Houston, Texas 77002 Tele. #(713)659-4455 TAMPA, FLA.—Hamilton, Douglas & Bennett 101 East Kennedy Boulevard Tampa, Florida 33602 Tele. #(813) 223-3991 SAN FRANCISCO, CALIF.— Jennings, Gartland & Tilly Crocker Plaza 1 Post Street, Suite 2600 San Francisco, Calif. 94104 Tele, #(415) 781-1854 ST. LOUIS, MO.—Gruenberg & Sounders 721 Olive Street St. Louis, Missouri 63101 Tele. #(314) 231-7440 NEW ORLEANS, LA.—Dodd, Barker, Boudreaux, Lamy 6 Gardner 1400 Richards Building 837 Gravier Street New Orleans, Louisiana 70112 Tele. #(504) 586-9395 LOS ANGELES, CALIF.—Bodle, Fogel, Julber, Reinhardt & Rothschild 5900 Wilshire Boulevard Los Angeles, Calif. 90036 Tele. #(213) 937-6250 MOBILE, ALA.—Simon & Wood 1010 Van Antwerp Building Mobile, Alabama 36602 Tele. #(205) 433-4904 OETROIT, MICH.—Victor G. Hanson 19268 Grand River Avenue Detroit, Michigan 48822 Tele. #(313) 532-1220 FALL RIVER, MASS.—Patrfcic H. Harrington 56 N, Main Street, Bennett Bldg. Fall River, Mass. 02720 Tele. #(617) 676-8206 SEATTLE, WASH.—Vance, Davies, Roberts, Reid & Anderson 100 West Harrison Plaza Seattle, Washington 98119 Tele. #(206) 285-3610 CHICAGO, ILL.—Katz & Friedman 7 South Dearborn Street Chicago, III. 60603 Tele. #(312) 263-6330 When throwing in for work dur­ ing a job call at any SIU Hiring Hall, membei^ must produce the following: • membership certificate • registration card • clinic card • seaman's papers In addition, when assigning a job the dispatcher will comply with the following Section 5, Sub­ section 7 of the SIU Shipping Rules: "Within each class of seniority rating in every Department, prior­ ity for entry rating jobs siiall be given to all seamen who possess Lifeboatman eiidorsemeiit by the United States Coast Guard. The Seafarers Appeals Board may waive the preceding sentence when, in the .sole jiidgiiieiit of the Board, undue hardship will result or extenuating circumstances war­ rant such waiver." Also, all entry rated members must show their last six months discharges. In for repairs last month at a Hoboken, N.J. shipyard is the ST Cove Trader (Cove Tankers) with the Ship's Committee of (I. to r): Chief Steward Ed John­ son, secretary-reporter; Deck Delegate Pete Sanchez; Bosun D. T. Ruiz, ship's chairman, and Steward Delegate Norman Evans. In Emergency Notify USPHS by Telegram Any Seafarer or Boatman who is taken to a ho.spital other than a USPHS facility for emergency treatment, must notify the nearest USPHS hospital of his situation within 48 hours, and it is suggested that the notification be made by telegram. In the past, many of our mem­ bers have made it a practice to notify USPHS by phone. Unfortu­ nately, when it comes time to pay the bill, there have been cases SEPT. 1-30 1977 ' Alpena Buffalo Cleveland when USPHS has refused to pick up the tab claiming they have no record of the telephone call. How­ ever, by using telegrams you will have permanent proof that you ac­ tually notified USPHS within the prescribed period and at the same time you will eliminate any confu­ sion dealing with phone calls. If you have no recourse, though, but to use tlie phone, you should make it a point to get the name, title and department of the person who handled your call. Wage checks are being held for Seafarers C. H. Lewis and William E. Hampson aboard the Manhattan Inland (North American Trailing Co.). They .should contact: James R. Gillespie, 228 N. LaSalle St., Chi­ cago, 111. 60601. TOTAL SHIPPED All Groups Class A Class B Class C All Groups Class A Class B Class C 0 1 0 Detroit Duluth 15 11 1 0 Totals 60 4 Frankfort Cfiicago Wages Held TOTAL REGISTERED 3 5 5 7 14 0 0 0 0 0 0 2 0 0 0 J"? DECK DEPARTMENT 11 12 13 5 9 6 37 21 15 5 114 49 9 14 ••REGISTERED ON BEACH All Groups Class A Class B Class C 0 0 2 3 1 3 7 3 2 7 26 0 1 2 0 1 0 1 5 0 1 1 0 0 0 1 3 2 3 2 2 12 1 0 2 22 1 0 2 0 1 0 0 4 2 1 0 0 3 0 1 7 0 0 Q 0 0 0 0 0 0 0 0 5 0 1 0 6 0 0 0 3 0 0 0 3 0 0 0 0 2 0 0 2 4 4 4 28 2 2 0 44 98 14 1 11 22 4 3 1 56 68 16 7 1 12 12 0 0 48 60 3 0 4 2 0 1 6 ENGINE DEPARTMENT Alpena Buffalo 4 3 Cleveland Detroit Duluth 2 19 8 Totals 48 Frankfort Chicago 5 7 2 0 0 0 2 3 1 8 0 0 7 4 13 0 6 9 3 1 0 0 1 2 23 10 1 61 0 0 0 0 3 2 7 1 1 0 0 0 29 STEWARD DEPARTMENT Alpena Buffalo Cleveland Detroit Duluth Frankfort Chicago Totals 0 0 0 5 2 1 4 12 0 0 1 6 0 0 0 7 0 0 0 0 0 C 0 0 1 2 1 12 5 2 5 28 4 0 l 7 0 1 3 16 ENTRY DEPARTMENT Alpena Buffalo Cleveland Detroit Duluth Frankfort Chicago Totals Totals All Departments 3 2 0 28 8 6 3 H 4 10 27 6 7 3 0 4 0 5 2 0 1 50 68 12 170 87 13 203 94 8 *"Total Registered" means the number of men who actually registered for shipping at the port last month. ''*"Registered on the Beach" means the total number of men registered at the port at the end of last month. October 1977 /LOG/31 �SIU Atlantic, Gulf, Lakes & Inland Waters United Industrial Woikers of North America PRESIDENT Paul Hall SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Frank Drozak VICE PRESIDENTS Earl Shepard Lindsey Williams Cal Tanner Paul Drozak HEADQUARTERS ALPENA, Mich 675 4 Ave., Bklyn, 11232 (212) HY 9-6600 800 N. 2 Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Mass Dispatchers Report for Deep Sea ViFPT 1^0 1077 I. I-OU, vy I I *TOTAL REGISTERED All Groups Class A Class B Class C Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 3 79 22 24 15 5 26 66 34 34 13 50 6 74 1 0 452 1 is 4 2 6 i 0 15 4 1 2 6 0 4 9 1 69 0 4 0 1 2 0 0 1 1 0 1 3 0 7 Q Q 20 Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 3 65 9 I5 22 5 17 54 18 28 15 28 9 46 1 1 336 2 25 4 7 3 2 4 12 8 7 3 6 0 n 1 1 96 2 5 Q Q 1 0 0 0 1 0 0 5 1 4 0 0 19 Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals Totals All Departments 4 30 5 6 7 0 5 19 6 10 4 4 0 11 18 1 130 1 5 0 0 0 0 0 1 1 0 1 2 0 11 0 0 22 3 61 12 13 20 6 18 47 20 13 12 27 12 61 1 0 326 1 27 5 4 10 5 5 20 9 13 5 11 0 15 14 1 145 0 3 0 Q 1 0 0 0 0 0 0 4 2 5 0 0 15 SF 3 15 4 3 10 0 3 17 5 5 2 8 2 10 0 0 87 0 3 1 1 3 1 0 3 2 0 2 1 0 9 0 0 26 3 128 11 28 26 10 28 98 41 55 19 46 13 86 0 1 593 4 28 5 13 4 2 6 20 13 11 6 6 0 21 0 0 139 4 8 0 0 2 0 0 1 3 0 0 1 0 4 0 0 23 1 36 0 10 0 0 1 .40 0 25 0 0 2 64 0 15 0 0 6 15 7 4 10 33 21 17 5 20 3 21 0 0 199 1 2 1 0 1 5 2 2 0 2 0 5 7 1 39 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1 6 15 14 7 8 30 17 21 5 22 5 35 0 0 226 9 4 4 3 4 27 8 6 1 8 4 20 33 2 158 0 1 3 0 0 1 1 7 6 9 0 3 0 0 31 7 18 22 7 27 60 27 34 7 22 7 52 0 0 356 1 2 2 1 2 6 3 6 1 3 0 6 0 0 48 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1 ENTRY DEPARTMENT 2 35 4 59 3 46 1 41 8 98 8 126 9 13 3 2 8 24 10 20 3 17 6 25 0 0 177 8 13 10 1 9 43 26 19 6 18 5 31 47 1 300 0 9 5 0 1 5 3 16 9 23 1 18 0 0 139 7 27 4 3 15 49 16 34 3 16 18 30 0 0 264 18 22 10 1 12 60 18 19 7 12 10 29 1 1 326 2 16 5 1 1 9 6 13 4 13 1 40 Q 1 246 M64 M4 179 1,986 600 2M 997 433 ^ *"Total Registered" means the number of men who actually registered for shipping at the port last month. **"Registered on the Beach" means the total number of men registered at the port at the end of last month. 32 / LOG / October 1977 7 153 18 48 25 12 43 127 42 52 22 74 18 131 1 0 773 STEWARD DEPARTMENT Port Boston New York 7 68 19 19 24 10 26 58 25 36 17 41 3 91 1 0 445 ENGINE DEPARTMENT Port Boston New York **REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals TOTAL SHIPPED All Groups Class A Class B Class C BUFFALO, N.V 215 Essex St. 02111 (617) 482-4716 290 Franklin St. 14202 (716) TL 3-9259 CHICAGO, ILL.. 9383 S. Ewing Ave. 60617 (312) SA 1-0733 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) MA 1-5450 DETROIT , Mich. 10225 W. Jefferson Ave. 48218 (313) VI 3-4741 DULUTH, Minn 2014 W. 3 St.' 58806 (218) RA 2-4110 FRANKFORT, Mich P.O. Box D 415 Main SI. 49635 (616) 352-4441 HOUSTON, Tex 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala IS. Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va 115 3 St. 23510 (804) 622-1892 PADUCAH, Ky 225 S. 7 St. 42001 (502) 443-2493 PHILADELPHIA, Pa. .2604 S. 4 St. 19148 (215) DE 6-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 PORT ARTHUR, Tex. . .534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif. 1311 Mission St. 94103 (415) 626-6793 SANTURCE, P. R. 1313 Fernandez, Juncos, Stop 20 00909 (809) 724-2848 SEATTLE, Wash. . . . . 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo. . .4581 Gravois Ave. 63116 (314) 752-6500 TAMPA, Fla. 2610 W. Kennedy Blvd. 3.3609 (813) 870-1601 TOLEDO, Ohio ... .935 Summit St. 43604 (419) 248-3691 WILMINGTON, Calif. 510 N. Broad St. 90744 (213) 549-4000 YOKOHAMA, Japan P.O. Box 429 Yokohama Port P.O. 5-6 Nihon Ohdori Naka-Ku 231-91 201-7935 Shipping at deep sea A&G ports re­ mained from good to excellent in all areas. A total of 1,508 Seafarers shipped on SlU-contracted deep sea vessels. Of this number, 997 were full book men, while 443 were "B" seniority and 68 were "C" seniority. Shipping is expected to remain good in all areas. �dm. The San Francisco Story Union benefits are perhaps never more appreciated than M'hen they are put to work for the member who can no longer work himself. These Seafarers from the port of San Francisco can attest to that. At the September membership meeting in San Francisco, photos above, several retired members came to collect their first pension checks. Photo No. 1 shows new pensioner Jack C. Taylor; 2. SIU Headquarters Representative Steve Troy, center, congratulates two new pensioners at the same time, Margarito Borja, left, and August F. Reich; 3. Wilbur Sink flashed a big smile after rccching his first pension check at the meeting. In photos below, disability pensioners or other SIU members receiving in-hospital checks last month at the San Francisco U.S. Public Health Service Hospital, were also glad that they could count on their Union benefits when they really needed them. They are; 4. Gordon Chambers, 5. Dioscoro B. Militar, 6. Raymond J. Phillips, 7. Luke Camholi, 8. Candeliario Ramos, and 9. Patrick G. Fox. October 1977 / LOG / 33 �€ SEA-LAND EXCHANGE (SeaLand Service), August 7—Chairman, Recertified Bosun Perry Greenwood; Secretary E. Heniken; Educational Di­ rector George Renale; Deck Delegate J. McLaughlin; Engine Delegate A. Faria; Steward Delegate Robert Pimantal. $22.10 in ship's fund. No disputed OT. Chairman reported to crew on "Service" under the pension plan, as noted on page 28 in the Log. Urged all members to read the Log and all the interesting articles contained therein. Secretary reported that anyone who needs any benefit forms to call at the office. Educational director gave infor­ mation on the upgrading courses of­ fered by the Union and that all mem­ bers should take advantage of them as it means a better salary. It was also noted that a new walking lane was made at Hong Kong for the safety of the members. Observed one minute of silenee in memory of our departed brothers. Next port, Yokohama. PORT (Asbury Steamship), August 14—Chairman, Recertified Bosun J. C. Northcutt; Secretary D. Collins; Educa­ tional Director R. Davis; Deck Dele­ gate Carlo J. >iarino; Engine Dele­ gate C. W. Cunningham; Steward Dele­ gate Herlies A. Evans. Some disputed OT in deck department. Chairman re­ ports that the cook and baker, Louis Pinilla, was hospitalized in the Panama Canal Zone. Secretary reports that there were a good many back-dated Logs on board ship which provided ex­ cellent reading for everyone. A vote of thanks was given to the steward and chief cook for carrying on in fine SIU style without a cook and baker. Next port, Honolulu. ANCHORAGE (Sea-Land Service), August 21—Chairman, Recertified Bo­ sun Sven E. Jansson; Secretary C. White; Educational Director E. Neathery; Engine Delegate John J. Starr, Jr. $3 in ship's fund. No disputed OT. En­ gine delegate thanked the ship's chair­ man for his cooperation in getting a few problems settled in the engine room. One of the members complained about fumes from cargo placed up next to liv­ ing quarters. Suggested that it be placed forward away from crew. Report to Log: "Would like it if the bosun was commended for the good job he is doing on this ship." Observed one minute of silence in memory of our departed brothers. Next port, Elizabeth. CARTER BRAXTON (Waterman Steamship), August 7—Chairman, Re­ certified Bosun Richard Thoe; Secre­ tary J, Pursell; Educational Director J. Rogers; Deck Delegate Joseph Blanchard. No disputed OT. The crew and officers made a donation for the chief mate who passed away in Russia. Ob­ served one minute of silence in memory of our departed brothers. ST. LOUIS (Sea-Land Service), Au­ gust 7—Chairman, Recertified Bosun Donato Giangiordano; Secretary T. R. Goodman; Educational Director F. Horn. $62 in ship's fund. No dis­ puted OT. Chairman discussed the re­ pair list, the drug problem and the importance of donating to SHAD. Sec­ retary Theodore R. Goodman in a fare­ well speech thanked his department and crew for 14 months of a beautiful friendship and good sailing without a major beef. Educational Director Fred­ die Horn is doing a fine job keeping the crew up-to-date on ship literature. All communications received were read and posted. A vote of thanks to the steward department for a job well done. 34 / LOG / October 1977 TRANSCOLORADO (Hudson Waterways), August 21—Chairman, Recertified Bosun Ted Tolentino; Sec­ retary Ceasar F. Blanco; Educational Director Francis Sylvia; Deck Delegate Walter Olivera; Engine Delegate Stan­ ley Phillips; Steward Delegate John Shaw. $14.50 in ship's fund. No dis­ puted OT. All communications re­ ceived were read and posted. Chair­ man advised all entry rating men to upgrade. Discussed the importance of donating to SPAD. Observed one min­ ute of silence in memory of our de­ parted brothers. THOMAS JEFFERSON (Waterman Steamship), August 28—Chairman, Recertified Bosun Glen Stanford; Sec­ retary Bill Kaiser; Educational Direc­ tor Lyle Clevenger; Deck Delegate James S. Rodgers; Engine Delegate Efraim Garcia; Steward Delegate John­ nie H. Green. No disputed OT. Chair­ man reports that this has been a good trip. Engine Delegate Efraim Garcia says that new gaskets should be put on watertight doors aft of galley and messhall as it is unsafe to walk in water to get to the messhall or galley. Next port, Boston. yUOlo): STONEWALL JACKSON (Water­ man Steamship), August 21—Chair­ man, Recertified Bosun Carl Lineberry; Secretary J. Gonzales. Some disputed OT in the engine department. Secretary reported that the launch service is very inconvenient in Bombay. The Log was received in the Persian Gulf. All com­ munications received were read and posted. Observed one minute of silence in memory of our departed brothers. ULTRAMAR (Apex Marine) Au­ gust 28— Chairman, Recertified Bosun N. F. Beavers; Secretary E. W. Lambe; Educational Director G. Thompson. No disputed OT. Secretary, E. W. Lambe discussed with the crew the im­ portance of going to upgrading school at Piney Point. Also the importance of SPAD. A vote of thanks to the steward department for a job well done. Next port in Turkey. VANTAGE DEFENDER (National Transport), August 28 — Chairman, Recertified Bosun Raymond Hodges; Secretary C. Scott; Educational Direc­ tor Cooper. Some disputed OT in deck department. Educational director dis­ cussed the importance of donating to SPAD. Advised all to be careful going into tanks as the ladders are broken. A vote of thanks was extended to Ray Casanova, the baker, for the fine bak­ ing he has performed aboard ship; also to the steward department for their wonderful effort and good food. LONG BEACH (Sea-Land Service), August 7—Chairman, Recertified Bo­ sun B. R. Scott; Secretary W. J. Smith; Educational Director S. Green; Stew­ ard Delegate John R. Tilley. $19 in ship's fund. No disputed OT. Chair­ man reported that SIU Representative George Ripoll was aboard ship in Eliz­ abeth and informed the crew of LNG ships and LNG Program. Also dis­ cussed the new pension plan. A vote of thanks to the steward department for a job well done. Next port Long Beach. MEMBERSHIP MEETINGS' SCHEDULE Port New York Philadelphia Baltimore Norfolk Jacksonville Detroit Houston New Orleans Mobile San Francisco Wilmington Seattle Piney Point San Juan Columbus Chicago Port Arthur Buffalo St. Louis Cleveland Jersey City Date Nov. 7 Nov. 8 Nov. 9 Nov. 10 Nov. 10 Nov. 11 Nov. 14 Nov. 15 Nov. 16 Nov. 17 Nov. 21 Nov. 25 . Nov. 12 Nov. 10 Nov. 19 Nov. 15 Nov. 15 Nov. 16 Nov. 18 Nov. 17 Nov. 14 Deep Sea Lakes, Inland Waters 2:30 p.m 2:30 p.m 2:30 p.m 9:30 a.m 2:00 p.m 2:30 p.m 2:30 p.m 2:30 p.m 2:30 p.m 2:30 p.m 2:30 p.m 2:30 p.m 10:30 a.m 2:30p.m. — — — — 2:30 p.m — — UIW 7: 00 p.m. 7:00 p.m. :G0 p.m. 7: 00 p.m. 7: 00 p.m. 7:00 p.m. 1:00 p.m. OVERSEAS JUNEAU (Maritime Overseas), August 21—Chairman, Re­ certified Bosun Pablo Barrial; Secretary J. D. Reyes; Educational Director Car­ rol P. Boudreaux; Deck Delegate Ed­ ward Adams; Engine Delegate Albert W. Funk; Steward Delegate Henry Christian. $63 in ship's fund. No dis­ puted OT. Captain David Baldick gives a lecture and instruction on lifesaving and on the firefighting equipment every week at the fire and boat drill. All ships should have this. NEWARK (Sea-Land Service), Au­ gust 7—Chairman, A. Vilanova; Sec­ retary L. Crane; Educational Director R. Coleman; Deck Delegate R. Wood; Engine Delegate W. West; Steward Delegate D. King. $5 in ship's fund. No disputed OT. Chairman suggested that all members read the Log to keep informed on what is going on. A vote of thanks to the steward department for a job well done. Next port, Anchorage. BAYAMON (Puerto Rico Marine), August 19—Chairman, Recertified Bo­ sun Calixto Gonzales; Secretary J. Ross; Educational Director Stanley Gondzar; Deck Delegate Paul Butterworth. $33 in ship's fund. No disputed OT. Chair­ man held a discussion on the definition of "Service" under the pension plan. A vote of thanks to the crew for their be­ havior and to the steward department for a job well done. Observed one min­ ute of silence in memory of our de­ parted brothers. SEA-LAND TRADE (Sea-Land Service), August 17—Chairman, Re­ certified Bosun R. C. Meloy; Secretary Raymond P. Taylor; Educational Di­ rector R. Gallegos, Jr.; Deck Delegate Timothy J. Bolen; Steward Delegate Montgomery Martin. $80 in ship's fund. Some disputed OT in deck de­ partment. Chairman reported that all repairs are being completed. A vote of thanks to the steward department for a job well done. • it Official ship's minutes were also re-^^^ ceived from the following vessels: ROBERT E.LEE BORINQUEN BRADFORD ISLAND MARY FLOR OVERSEAS TRAVELER SUGAR ISLANDER SEA-LAND RESOURCE SEA LAND PRODUCER MONTICELI.O VICTORY ARECIBO TAMPA DELTA ARGENTINA JACKSONVILLE SEA-LAND GALLOWAY OAKLAND SAN JUAN BOSTON ACHILLES SEA-LAND ECONOMY COUNCIL GROVE OVERSEAS JOYCE MOHAWK ALLEGIANCE SEA-LAND MC LEAN COLUMBIA EAGLE TRAVELER OGDEN CHAMPION SEA-LAND CONSUMER MARYLAND SEA-LAND FINANCE V POINT JULIE I '; OVERSEAS VALDEZ AMERICAN EXPLORER POTOMAC OVERSEAS ARCTIC �Franklin W. Fyock, 53, died in the Seattle USPHS Hos­ pital on Sept. 3. Brother Fyock joined the SIU in 1948 in the port of Baltimore sailing as a l^ll FOWT and engine delegate. He sailed 31 years. Seafarer Fyock was a wounded veteran of the U.S. Army in World War II. Born in Baltimore, he was a resident of Seattle. Surviving is a sister, Mrs. John (Irene) M. Baerwald of Baltimore. Charles H. Hazelton, 61, died in the Seattle USPHS Hos­ pital Sept. 1. Brother Hazelton joined the SIU in the port of New York in 1959 sailing as a cook and purser. He sailed 37 years, part of that time on the Great Lakes and was also a former member of the NMU. A native of Port Jervis, N.Y., he was a resident of Seattle. Sur­ viving is his mother, Virginia of San Francisco. Jessie L. Jones, 56, died on Sept. 20. Brother Jones joined the SIU in the port of Norfolk and sailed in the steward depart­ ment. He sailed 16 years. Born in Ports­ mouth, Va., he was a resident there. Surviving are his widow, Ella and a sister, Mrs. Elizabeth M. Manzo of Portsmouth. Pensioner Ru­ dolph Karner, 73, died of lung cancer at home in Bergenfield, N.J. on Aug. 23. Brother Karner joined the SIU in the port of New York in 1951 and sailed as a chief pumpman. He sailed 32 year,-;, Seafarer Karner was also a machinist, welder and pipefitter. A native of Esto­ nia, USSR, he was a U.S. naturalized citizen. Internment was in Hackensack (N.J.) Cemetery. Surviving are his wid­ ow, Ludmilla, and a son, Michael. Pensioner Henry J. McCue, 65, died in the Boston USPHS Hospital on Sept. 17. Brother McCue joined the SIU in the port of Lake Charles, 'tjLa., in 1960 and sailed as a bosun. He served as ship's delegate. He was also a member of the Atlantic Fisher­ men's Union, which he helped to re­ organize. Seafarer McCue sailed 45 years. Born in Newfoundland, Canada, he was a resident of Woodbridge, N.J. He was a U.S. naturalized citizen. Sur­ viving are a son, Darrell, and three daughters, Mrs. Mary E. Green of Nor­ wood, Mass. and Baberta and Helen of Woodbridge. Raymond O. Brown, 64, died on Sept. 20. Brother Brown joined the Union in the port of Norfolk in 1960 sail­ - ^. ing as a chief stew­ • I ard. He sailed 24 years. Seafarer Brown was born in Massachusetts and was a resident of Jacksonville, Fla. Sur­ viving are his widow, Maymie; a son, Jerry and a daughter, Raye. Pensioner William F. Cogswell, 74, died of pneumonia in the New Orleans USPHS Hospital on Aug. 15. Brother Cogswell joined the SIU in 1947 in the port of Mobile sailing as a deck engineer. He sailed 41 years. Sea­ farer Cogswell was a veteran of the U.S. Navy in World War 1. He was born in Staten Island, N.Y. and was a resident of Mobile. Burial was in the Serenity Memorial Gardens, Mobile. Surviving is his widow. Flora Delia. Pensioner Francis B. O'Reilly, 73, died of pneumonia in Roosevelt Hospital, Edison, N.J. on Sept. 9. Brother O'Reilly joined the Union in the port of New York in 1960 and sailed as a deckhand, mate and tug dispatcher for the Penn-Central Railroad Co. from 1919 to 1970. Born in Jersey City,N.J., he was a resident of Edison. Burial was in Hillside Cemetery, Metuchen, N.J. Surviving are a son, Robert, and two daughters, Marie and Phyllis of Edison. Pensioner Freder­ ick Edwards, 76, passed away in the New Orleans USPHS Hospital on Aug. 13. Brother Edwards joined the SIU in the port of New Orleans ii in 1956 sailing in the steward department. He also sailed in the inland field. Born in New Orleans, he was a resident there. Surviving are a sister, Mrs. Alma M. Lewis, and a nephew, Robert Lewis, Jr., both of New Orleans. Patrick J. Carey, 51, died on Aug. 30. Brother Carey joined the Union in the port of Detroit in 1964 sailing as an AB for the Boland & Corne­ lius Steamship Co. and Pringle Barge Co. He sailed 22 years. Born in Detroit, he was a resident there. Surviving is his mother, Anne of Detroit. Arthur V. Trotter, / , 51, died of a heart ' ^ - f attack on the Matadcll of! Lisbon, Portugal on Sept. 2. Brother Trotter joined the SIU in the A . port of San Francis­ co in 1968 and sailed as a bosun. He served as ship's chair­ man. He sailed 24 years. Seafarer Trot­ ter was a veteran of the U.S. Navy in World War 11. Born in Kansas, he v^as a resident of San Francisco. Surviving are his widow, Maxine; a daughter, Mrs. Laura Bridges of Joplin, Mo., and a stepdaughter, Mclanie Crawford. William E. "BiU" Nordland, 53, died on Aug. 30. Brother W, Nordland joined the J|HPi|^ \ ' .f-N; 4 New York in 1953 and sailed as a OMED and ship's ' delegate. He sailed 39 years. Seafarer Nordland worked for the Union in an organizing drive in Santurce, P.R. in 1962 and in 1964. He also attended the HLSS in 1972. He was a veteran of the U.S. Navy in World War II and was an amateur oil painter. Surviving is a cousin, Edwin, of Philadelphia, Pa. Pensioner Allan G. Reese, 84. died in the Baltimore V ^ USPHS Hospital on Aug. 26. Brother Reese joined the SIU ' in 1942 in the port H of New York sailing as a chief steward. He sailed 46 years. Born in the British West Indies, he was a U.S. naturalized citizen and a resident of Baltimore. Sea­ farer Reese was a veteran of the U.S. Army in World War 1. Surviving are his widow, Bella, and a niece, Mrs. Mary E. Wilson. John Kordis, 62, died on Sept. 1. Brother Kordis joined the Union in the port of Detroit in 1960, sailing as a conveyor man for the American Steamship Co.'s SS Buffalo and the MV Diamond Alkali from 1974 to 1976. He sailed 31 years. A native of Windber, Pa., he was a resident of Curtic, Ohio. Surviving is a son, John, of Curtic. e/' •\ SIU pensioner Sydney P. "Aussie" Shrinipton, 71, died of a heart attack in .:r Durham, N.C. on Aug. 6. Brother Shrimpton joined the SIU in 1942 in the port of Boston. He sailed 53 years, 34 as a chief steward. Seafarer Shrimpton also walked the picketline in the 1965 District Council 37 beef. Born in Australia, he was a resident at his death of the blue gra.ss country in Wilmore, Ky. Steward Shrimpton was also an avid collector of U..S. and foreign gold coins. At one time he was a journalist. Surviving is his son. Dr. Philip F. Shrimpton, D.V.M. (Doctor of Veterinary Medi­ cine) of Wilmore who specializes in the breeding of cattle. He won a four-year SIU scholarship in 1967. Cremation took place in the Triangle Crematory, Chapel Hill, N.C. Pensioner Alberto Trevino, 81, died in Miami, Fla. on Sept. 13. Brother Trevino joined the SIU in 1948 in the port of New York sailing as a cook. He was born in Tampa, Fla. and was a resident of Miami. Surviving are a daughter, Mrs. Adelaida Gonzales of the Bronx, N.Y., and two sisters, Elisa and Esperanza, both of Miami. t Milton R. Isaacs died on Aug. 22. Brother Isaacs sailed with the SIU from 1962 to 1968. He was a resident of New Orleans. Andrew J. Blackmon, 34, died on Aug. 19. Brother Blackmon joined the SIU in the port of New Orleans in 1966, the year he gradu­ ated from the Andrew Furuseth Trainee School there. In 1968, he grad­ uated from the HLSS in Piney Point, Md. Seafarer Blackmon sailed as a wiper and OS. He had two years of jun­ ior college studying forestry and was a veteran of the U.S. Marine Corps. And he also worked as a welder for the Alabama Dry Dock Co. in Mobile in 1965. Born in Greenville, Miss., he was a resident of Long Beach, Miss. Surviv­ ing are his grandmother, Mrs. L. A. White of Natchez, Miss., and a brother, Andre of North Hollywood, Calif. Pensioner Carl Ernest, 70, died of a heart attack in Co­ lumbia Memorial Hospital, Hudson, N.Y. on Aug. 25. Brother Ernest joined the SIU in the port of New York in 1956 sailing as a chief steward. He sailed 27 years and during the Vietnam War. Seafarer Ernest walked the picket line in the 1961 Greater N.Y. Harbor beef and the 1962 Robin Line strike. He was a veteran of the U.S. Army Engineer Corps. A native of Germany, he was a U.S. naturalized citizen and a resident of Germantown, N.Y. Crema­ tion took place in Cedar Hill Cremato­ rium, Newburgh, N.Y. Surviving are a brother, Walter of Mainz, West Ger­ many; a nephew, Klaus, also of Mainz, and a cousin, Mrs. Marie Nau of Schen­ ectady, N.Y. Pensioner Enrique ^ N. Con.stantino, 72, , died of pneumonia • " in the Chalmette (La.) General Hospital on Aug. 31. Brother Constantino \ joined the SIU in """ -" 1948 in the port of New York sailing as a BR. He sailed 28 years and attended Piney Point Pen­ sion Conference No 5 in 1970. A native of Manila, P.I., he was a resident of Chalmette. Internment was in Mem­ orial Gardens Cemetery, Chalmette. Surviving are his widow, Josephine; two sons, Enrit|ue and Louis, and a sisterin-law, Mrs. Gloria Pantingo of Chal­ mette. August F. Thoinpson, 60, died aboard the SS Del Sol (Delta Line) be­ tween New Orleans and Pensacola, Fla. on Sept. 23. Brother Thompson joined the SIU in the port of New York in 1959 and sailed as a FOWT. He was a veteran of the U.S. Army in World War 11. Born in Louisiana, he was a resident of Baton Rouge, La. Sur\'iving are his mother, Barbara, of Goodbee, La.; a brother, Alton, and a niece, Mrs. Bar­ bara T. Davis, both of Baton Rouge. Glen Jamc.s, 34, died recently in a Baltimore auto accident while of! duty from the SS Carolina (Puerto Rico Ma­ rine). Brother James joined the SIU in the port of New York in 1964 and sailed as an AB. He graduated from the Andrew Furuseth Training School, Brooklyn, N.Y. in 1966. Seafarer James was born in New Orleans and was a resident of Gardena, Calif. Surviving are his widow, Lois, and his mother, Bernice of New Orleans. October 1977 / LOG / 35 �-r,7 Lundeberg Upgrading Schedule Thru 1978 rm. m m . « • V H 1 "W 1 Af _ _ _ 1 . _ fl * J_ _ • J ^ K-^ W A fa M «M i Below is a complete list of all upgrading courses, deep-sea, inland, and Great Lakes, offered at the Lundeberg School in Piney Point, Md. Also included is the starting dates for these courses for the remainder of 1977 and all of 1978. SlU members should be aware that certain courses may be added or dropped from the schedule as the need arises. However, the Log will publish in advance any such changes. Deck Department Courses Course Name Starling Dales ABLE SEAMAN Oeloh. r 27, 1977 Nov. 23, 1977 Jan. 19, 1978 March 2, 1978 April 17, 1978 May 25, 1978 July 6, 1978 Aug. 17, 1978 QUAKTEBiM ASTER None Presently ScliecliihMl TOW BOAT OPERATOR (WcKlcrii Rivers) Feb. 20, 1978 May 29, 1978 TOWBOAT OPERATOR Oct. 31, 1977 March 20, 1978 June 26, 1978 (Inland Waters) TOWBOAT OPERATOR (Not More than 200 Miles Offshore) Oct. 31, 1977 March 20, 1978 June 26, 1978 MATE & MASTER Sept. 4, 1978 FIRST CLASS PILOT None Presently Scheduled VESSEL OPERATOR MANAGEMENT AND SAFETY PROGRAM Nov. 6, 1978 Dec. 4, 1978 Starting Sept. 1, 1977, Lifeboatnian classes will begin every two weeks right through Dee. 21, 1978. LIFEBOATMAN TANKERMAN Steward Department Courses Course Name Starting Dates CHIEF STEWARD Nov. 10, 1977 Dec. 22, 1977 Feb. 7, 1978 March 23, 1978 May 4, 1978 June 15, 1978 July 27, 1978 Sept. 7, 1978 CHIEF COOK/TOWBOAT COOK Nov. 25, 1977 Jan. 12, 1978 Feb. 23, 1978 April 6, 1978 May 18, 1978 June 29,1978 Aug. 10, 1978 Sept. 21, 1978 COOK & BAKER Starting Sept. 15, 1977, Cook and Baker classes will begin every two weeks until Jan. 19, 1978. Then starting Jan. 26, 1978, the classes will begin every two weeks running right through lo Oct. .5, 1978 ASSISTANT COOK Oct. 27, 1977 Dec. 8, 1977 Jan. 26, 1978 March 9, 1978 April 20, 1978 June 1, 1978 July 13, 1978 Aug. 24, 1978 Starting Sept. 1, 1977, Tankerinan classes will begin every two weeks right through Dec. 21, 1978. Engine Department Courses Cour.sc Name FIREMAN, OILER, Starting Dates WELDING Nov. 28,1977 Dec. 27, 1977 Feb. 6, 1978 March 6, 1978 April 17, 1978 May 15, 1978 June 12,1978 July 24, 1978 Aug. 21, 1978 Sept. 18, 1978 Qualified Meniher of the Engine Department (QMED) Jan. 2, 1978 May 22, 1978 DIESEL ENGINEER .Jan. 16, 1978 July 24, 1978 Jan. 5, 1978 WATERTENDER (FOWT) March 16, 1978 April 13, 1978 June 22,1978 July 20, 1978 Oct. 2, 1978 LIQUIFIED NATURAL GAS (LNG) Nov. 15, 1977 Feb. 6, 1978 May 15, 1978 Aug. 21, 1978 MARINE ELECTRICAL MAINTENANCE Nov. 28, 1977 April 10, 1978 PUMPROOM OPERATION AND MAINTENANCE Oct. 17, 1977 Aug. 28, 1978 AUTOMATION March 6, 1978 MAINTENANCE OF SHIPBOARD REFRIGERATION SYSTEMS May 22, 1978 For further information regarding the courses offered at the Lundeberg School, members should contact their local SlU rep­ resentative, or write to the Lundeberg School Vocational Education Department, Piney Point, Md. 20674. 36 / LOG / October 1977 �rgmrmix John Hasson Seafarer John Has son J 23, has been shipping with the SIU ever since he graduated from Lundeherg School Trainee Program in 1972. Just last year, Hasson returned to Finey Point to up­ grade to AB. He also has lifeboat, firefighting and cardio-pulmonary resusci­ tation cards. Brother Hasson was born in Washington, D.C. and raised in Maryland where he now lives. He ships from the port of New Orleans. Steve Williams Seafarer Steve Williams, 24, first sailed with the SIU in 1975 after grad­ uating from the Trainee Program at the Lundeberg School. He began sailing as steward utility, but later up­ graded to FOWT. He also earned his cardio-pulmonary resuscitation card and his lifeboat and fire fighting tickets. Born in Jacksonville, Fla. Brother Wil­ liams was raised in Mc Calenny, Fla. where he still lives. He ships out of the port of Jacksonville. Robert Jones Seafarer Robert Jones, 23, has been an SIU member since he graduated from the Lundeberg School in 1975. He has earned his life­ boat, firefighting and cardio-pulmon­ ary cards and is now sailing as FOWT. Brother Jones was born and raised in San Francisco, but resides in Daly City, Calif. He ships out of the port of San Francisco. Worcester Johnson, Jr. Seafarer Worces­ ter Johnson, Jr., 21, began shipping as a messman when he joined the SIU in 1975 after graduat­ ing from the Lunde­ berg Trainee Pro­ gram. He later re­ turned for his FOWT ratings and now holds his life­ boat, firefighting and cardio-pulmonary resuscitation cards. Brother Johnson was born, lives and ships out of the port of New Orleans. Roger White Seafarer Roger White, 24, sails as an FOWT in the engine department. He first went to sea in 1974, after grad­ uating from the Lundeberg School Trainee Program. He has obtained his firefighting and lifeboat tickets. And just recently during the "A" Seniority Program, he received his cardio-pul­ monary resuscitation card. Brother White was born in New Orleans, raised in Los Angeles, Calif, and now resides in Ocean Spring, Miss. He ships out of the port of New Orleans. Jim Mc Crary Seafarer Jim Mc Crary, 22, started sailing as an assist­ ant cook with the SIU after graduat­ ing from the Lunde­ berg School T rainee Program in 1974. He returned to the School in 1975 for FOWT endorsement and now sails as a fireman-oiler. Just recently, Mc Crary completed the courses for QMED. He now holds his lifeboat and firefighting tickets, as well as his cardio-pulmonary resuscitation card. Brother Mc Crary was born in Fort Worth, Tex. and raised in Dallas where he now resides. He sails from the port of Houston. Joseph Recile Seafarer Joseph Recile, 32, has been an SIU member since 1965 when he started shipping as ; an OS. He has since upgraded to AB and works in the deck department. Recile obtained his lifeboat, firefighting and cardio-pul­ monary resuscitation cards. Born in New Orleans, Brother Recile lives in Independence, La. and ships out of the ports of New Orleans and Jacksonville. Robert Rush Seafarer Robert Rush, 18, has been shipping with the SIU since he at­ tended the Lunde­ berg School in 1975. While in Piney Point, he J I earned .his high F % r- school equivalency diploma and also received his firefight­ ing and lifeboat tickets. He later re­ turned for his FOWT rating. During the "A" Seniority Program he earned his cardio-pulmonary resuscitation card. Brother Rush was born and raised in Buffalo, N.Y., but now lives in Detroit, Mich. He ships out of the ports of New York and Detroit. Erik Persson Seafarer Erik Persson, 25, began shipping with the SIU when he com­ pleted the Harry Lundeberg Trainee Program in 1974. Since then he has returned to Piney Point to attend the QMED Program. He has earned his firefighting, lifeboat and cardio-pul­ monary cards. A native of Maine, Brother Persson lives in Seattle, Wash, from where he ships out. Tom Zien Seafarer Tom Zien, 22, started shipping with the SIU in 1975 after graduating from the Lundeberg School. He earned his AB ticket at Piney Point in 1977. He has . 4^1 also received his lifeboat and firefighting tickets. While taking the "A" Seniority Upgrading Program he also earned his cardiopidmonary resuscitation card. Brother Zien was born and raised in Wisconsin and ships out of the port of New York. Thomas Conway Seafarer Thomas Conway, 24, has been a member of the SIU since 1969. Since then he has upgraded at the Lundeberg School and now holds his A B ticket as well as ^ his QMED any rat­ ing. He also earned his firefighting, life­ boat and cardio-pulmonary resuscita­ tion cards. A native of Baltimore, Brother Conway now lives in San Juan, P.R. and ships out of that port. Jose E. Del Rio Seafarer Jose E. Del Rio, 34, has been a member of the SIU since 1972. Just this year he went to the Harry Lundeberg School for some upgrading courses and came away with his fire­ man-oiler, electrician and deck engi­ neer endorsements. In addition he has earned his lifeboat, firefighting and cardio-pulmonary resuscitation cards. A native and resident of Puerto Rico, Brother Del Rio sails from the port of New York. Alcoholism is o disease. It can be treated. Connecticut Committee Early this month at Stapieton Anchorage, Staten Island, N.Y., SIU Patrolman Teddy Babkowski (seated) is with the Ship's Committee of the ST Connecticut (Ogden Marine). They are (I. to r.): Recertified Bosun Horace B. Rains, ship's chairman: Engine Delegate A. Melanson; Steward Delegate L Lopez; Chief Steward Sam Brown, secretary-reporter, and Deck Delegate Leonard Maham. October 1977 / LOG / 37 �5!M» Have ll«mafe«l SiKNI or More To 8I*AII Since Begiiiiiliig of *71 K The following Seafarers and other concerned individuals, 596 in all, have demonstrated an active interest in participating in political and legislative activities which are vital to both our fob security and our social and economic welfare, by voluntarily donating $100 or more to the Seafarers Political Activities Donation (SPAD) fund since the beginning of 1977. (The law prohibits the use of any union money, such as dues, initiation fees, etc., for political activities. The most elective way the trade unionist can take part in politics is through voluntary political contributions. SPAD is the union's separate segregated political fund. It solicits and accepts only voluntary contributions. It engages in political activities and makes contributions to candidates. A member may voluntarily contribute as he sees fit or make no contribution without fear of reprisal.) Twenty-two who have realized how important it is to let the SIU's voice be heard in the Halls of Congress have contributed $200, seven have contributed $300, one has given $400, and two $600. For the rest of the year the LOG will be running the SPAD honor rolls because the Union feels that in the upcoming months our political role must be maintained if the livelihoods of Seafarers are to be protected. (A copy of our report is filed with the Federal Election Commission and is available for purchase from the Federal Election Commission, Washington, D.C.) NOTE: Each month's SPAD Honor Roll contains the names of those individuals who have given $100 or more as of the last Friday of the previous month. Abadi, H. Abobaker, F. Adams, P. Adams, W. Adamson, R. R. Adium, M. Air, R. N. Alderson, S. Algina. J. AIi,A. Allen, J. Albaj, Y. Almuflichl, A. Alradi, M. Anders, T. Anderson, A. Anderson, A. Anderson, R. Antici, M. Aqular, J. Aquino, G. Arle, J. Aspseter, H. Aumiller, R. Avery, R. Babkowski, T. Badgett, J. Bakarich, P. Barroga, A. Barry, J. Bartlett, J. Bartlett, J. Bartlinski, J. Bauer, C. Baum, A. Beeching, M. Bellinger, W. Bennett, J. Benoit, C. Bensman, D. Bentz,H. Bergeria, J. Berglond, B. Ber!a-, R. Bigelow, S. Bishop, S. Blair, B. Blanco, M. Bland, W. Bluitt, J. Bobalek, W. Boland, J. Bonser, L. Booker, M. Borucki, J. Botana, J. Boudreaux, C. Bourgois, M. Boyle, D. Boyne, D. Bradley, E. Brongh, E. Brown, G. Brown, I. Brown, S. Browne, G. Bryan, E. Bryant, B. Bucci, P. Buczynski, J. Buffa, A. Bullock, R. Bui'ke, T. Burnette, P. Butts, B. Byrd, J. CalFey, J. Caga, L. Calefato, W. Callahan, J. Camaian, A. Camarillo, F. Camphell, A. Campbell, A. Campbell, A. Campbell, A. Campbell, W. Carbone, V. Castro, C. Cataldo, J. Cavanaugh, J. Celgina, J. Cheshire, J. Cinquemano, A. Cisiecki, J. Clark, R. Cofone, W. Colier,L., Ill Conklin, K. Conning, E. Conway, F. Cookmans, R. Cortez, E. Costa, F. Costango, G. Cousins, W. Cowan, T. Cresci, M. Cross, M. Cruz, A. Cruz, F. Cunningham, W. Curry, M. Da Silva, M. Dalman, G. Dammeyer, C. Danzey, T. Daradise, R. Dardcn, J. Dauocol, F. Davidson, W. Davles, R. 38 / LOG / October 1977 Horn, F. Howse, A. Hunter, W. Hurley, M. Hussain, A. lovino, L. Gallegos, P. Iverson, J. Galliam, R. Jacobs, R. Ganthier, C. Jackson, J. Garcia, R. Jansson, S. Gard, C. Japper. J. E. "•menj, C. Gaston, T. Johnson, D. Gavin, J. Johnson, R. Gentile, C. Johnson, R. Gimbert, R. Johnsted, R., Jr. Glidewell, T. Jones, C. Goff, W. Jones, R. Goldberg, J. Jones, T. Golder, J. Jones, W. Gonzalez, J. Jorge, J. Gooding, II. Juhasz, S. Goodspeed, J. Kahllo, R. Gorbea, R. Kastina, T. Gosse, F. Kauffman, R. Graham, E. KeUer,D. Graham, R. Kelley, E. Green, A. Greene, H. Kendricks, D. Grepo, P. Kenny, L. Grima, V. Keough, J. Guarino, L. Kerr, R. Guillen, A. Ketchbad, D. Hackenberg, D. Kingsley, J. Hagerty, C. Kirsch, J. Hale, E. Kitchens, B. Hall, K. Kizzire, C. Hall, L. Klavand, S. Hall,M. Klein, A. Ha!l,W. Knutsen, E. Hannibal, R. Koflowitch, W. Harildstad, V. Kouvardas, J. Hart, R. Kramer, M. Harris, E. Kwiatek, G. Harris, W. Kydd,D. Harris, W. Lambert, H. Haskins, A. Lang, R. Hatton, M. Lankford, J. Hauf, M. Larkin, J. Haynes, B. Lawrence, L. Heimal, W. Lawrence, R. Heniken, E. Lawrence, W. Heroux, A. Lee, H. Hersey, G. Lee,K. Hess, R. Legg,J. Hidalgo, M. Lelonek, L. HiU, G. Lennon, J. Hines, L. Lent, D. Holmes, W. Lesnansky, A. Homas, D. Lewis, L. Homayonpour, M. Libby,H. Hooker, G. Laes,T. SPAD Honor Roll Davis, F. Davis, J. Davis, J. Davis, L. Davis, S. Davison, J, Debarrios, M. Dechamp, A. Delgado, J. Delrio, J. Demetrios, J. Dembach, J. Diaz, R. Dickey, K. Diercks, J. DiGiorgio, J. DiPreta, J. Doak, W. Dolgen, D. Domenico, J. Domingo, G. Donovan, P. Downon, P. Drebin, L. Drozak, P. Drury, C. Dryden, J. Ducote, A. Ducote, C. Dudley, K. Dukel,P. Durden, D, Dwyer, J. Dyer, A. Edmon, F. Edmonds, F. Ellis, F. Eschukor, W. Escobar, C. Evans, M. Fagan, W. Fain, G. Falcon, A. Fanning, R. Farnen, F. Farrell, C. Faust, J. Fay, J, Ferguen, M. Fergus, S. Fester, M. Fgrshee, R. Firshing, W. Fischer, H. Fiune, V. Fletcher, B. Fletcher, F. Florous, C. Foley, P. Forgeron, L. Fosberg, W. Fox, P. Fraiices, H. Franco, P. Francum, C. Frank, S., Jr. Frederickson, E. Fuller, G. Furr, J. Forur;aw!-f. IH, Galjaghcr, C. Gallagher, L. $600 Honor Roll LUIedahl,H. Pomerlane, R. $400 Honor Roll Manuel, R. $300 Honor Roll Andersen, R. Curtis, T. Frounfelter, D. Quinfer, J. Richhurg, J. Romolo7v. Weaver, A. $200 Honor Roll Abas, I. Aronica, A. Bailey, J. Bernstein, A. Brand, H. Combs, W. Drozak, F. Ellis, P. Filippitti, L. Haggagi, A. Hall, P. Kerngood, M. Kozicki, R. McFarland, D. Moore, A. Pow, J. Sanchez, R. Seibel,E. Shields, J. Sholar, E. Stephens, C. Stewart, E. Lindsay, G. Lindsey, H. Logue, J. Loleas, P. Lomas, A. Lombardo, J. Lundberg, J. Lynch, C. Lyness, J. MacFadden, M. MaETudar, W. Maidonado, M. Malesskey, G. Mana, A. Manafe, D. Manen, J. Manry, L. Mansoob, A. Marchaj, R. Martin, T. Martinez, L. Martinussen, McCarthy, L. McCartney, G. McCartney, K. McCaskey, E. McClinton, J. McCorvey, D. McCuUough, L. McElroy, E. Mclleamey, B. McKay, D. McMahon, T. McMiUion,W. McNabb,J. McNally,M. McNeely, J. Mcaden, G. Mehert, R. Mesford, H. Mielsem, K. MiUer,D. MoUard, C. Mongelli, F. Monteton, H. Moody, O., Jr. Mooney, E. Morgan, J. Morris, W. Morrison, J. Mortensen, O. Mosley,W. Muniz, W. Munsle, J. Murray, G. Murray, J. Murray, M. Murray, R. Musaid, A. Mynes, A. Myrex, L. �Continued from preceding N^ib, S. Naji, A. Napoli, F. Nash, W. Nauarre, T. Neife, J. Nielsen, R. O'Brien, E. O'Brien, T. O'Donnell, J. Olds, T. Olson, F. Omar, Y. Facheco, E. Paladino, F. Papuchis, S. Paradise, L. Paschal, R. Patterson, D. Patton, S. Paulovich, J. Payle, M. Pecquex, F. Penry, R. Perez, J. Perez, L. Periora, J. Peth, C. Phillips, D. Picczonetti, M. Piper, K. Pollard, G. Pool, D. Powe, P. Praza, L. Prentice, R. Pretare, G. Prevas, P. Price, R. Primero, F. Prirette, W. Prott, T. Pulliam, J. Purgvee, A. Quinnonez, R. Quinones, J. Quintella, J. Quirk, J. Raineri, F. Rankin, J. Rattray, W. Reck, L, Reed, A. Reinosa, J. Reiter, I. Reyes, M. Rhoades, G. Richburg, J. Riddle, D. Ries, C. Ripoll, G. Rivera, H. Roades, O. Roberts, C. Roberts, H, Roberts, J. Robinson, W. Rodgers, J. Rodriguez, F. Rodriguez, R. Rondo, C. Rosenthal, M. Roshid, M. Roubek, J. Roy, B. Royal, F. Rudnickl, A. Rush, R. Ruzyski, S. Sacco, J. Sacco, M. Saeed, S. Salanon, G. Salazar, H. Saleh, H. San Fillippo, J. Sanchez, M. Santos, M. Schneider, H. Schov, T. Schuffels, P. Scott, C. Scully, J. Seabron, S. Seagord, E. Selzer, R. Selzer, S. Serall, R. Shabian, A. Shelley, S. Shellubrad, R. Shclton, J. Sigler, M. Silva, J. Silva, M. Simpson, S. Singleton, R. Sirignano, F. Smith, L. Smith, T. Smith, W. Snell, F. Snyder, J. Somerville, G. Sores!, T. Sovich, C. Spencef, G. Spencer, H. Stancaugr, R. Stankiewicz, A. Stearns, B. Stevens, W. StubbIetield,P. Stubblefird, B. Sulaiman,A. Sullins, F. Surrick, R. Swiderski, J. Tanner, C. Taylor, F. Taylor, J. Telegadas, G. Terpe, K. Theiss, R. Thompson, F. Tillman, W, Tobin, G, Tobio, J. Towsigmarf, A. Troy, S. Truenski, C. Tsminrx, L. Turner, B. Turner, L, Tutde, M. Ulrich,H. Underwood, G. Vanluyn, W. Vasquez, J. Velandra, D. Yelazsuel, W. Velez, R. Viles, J. Villanova, A. Vorchak, J. Vukmir, G. Walker, F. Walker, T. Wallace, E. Washington, E. Webh,J. Weber, J. West, D. Westbrook, A. L. Westerholm, G. Whitmer, A. Whitsitt,M. Widman, J. Wilbnm, R. Winiams,L. Williams, R. Williams, S. WUms,T. Wilson, C. Wilson, D. Wilson, J. Winder, R. Wingfield,P. Wolf, P. Wood, C. Woodhouse, A. Woody, J. Wooten, H. Worley, M. Worster, R. Yarmola, J. Yelland, B. Young, R. Zaiusky, S. Zaiusky, T. Zeagler, S. I SEAFARERS POLITICAL ACTIVITY DONATION ISPADI 675 FOURTH AVENUE BROOKLYN, N.Y. 11232 Date. S.S. No. Contributor's Name. : : V.V .Book No.. Address City .State . .Zip Code I acknowledge and understand that SPAD is a separate segregated fund established and administered by my Union to engage in political activities and to make contributions and expenditures for candidates seeking political office and solicits and accepts only voluntary contributions, and I have the right to refuse to make any contribution without fear of reprisal. I may contribute such amount as I may volun­ tarily determine and I herewith contribute the sum of $ . This contribution constitutes my voluntary act and I am to to receive a copy of this receipt showing the amount of my contribution. A copy of SPAD's report is filed with the Federal Election Commission and is available for purchase from the Federal Election Commission, Washington, D.C. Signature of Solicitor Solicitor's No. 1977 Port Arthur Middleton Committee At a payoff early last month at Pier 7 in Brooklyn, N.Y., the Ship's Committee of \he SS Arthur M/do'/efon (Waterman) posed for a group photo in the ship's messroom. Standing (I. to r.) are: Engine Delegate Napoleon Rivas, and Educational Director Heard P. Mullett. Seated (clockwise from left) are: Re­ certified Bosun Dan Dammeyer, ship chairman: Steward Delegate Murray Wilkerson; Chief Steward R. M. Boyd, secretary-reporter, and Deck Delegate Bill Penney. Vantage Defender Committee In for layup at the Seatrain Shipyard, Brooklyn, N.Y. early last month was the SS Vantage Defender (Vantage Steamship). Members of the Ship's Committee are (I. to r.): Deck Delegate S. Furtado; Chief Steward Charles Scott, secre­ tary-reporter; Steward Delegate Ray Casanova; Engine Delegate G. E. Dalman, and Recertified Bosun Raymond Hodges, ship's chairman. October 1977 / LOG / 39 �r' LOG filial Pt;hlicj(ion iif Ihc Scafari-rs it)tcrruti()n.il Uni<jn • Alldniic, (jiilf, Lakc^ and Inland Wdlci> Uislriii • Af- L-C(0 S8 ,o" OCTOBER T977 Scholarship Eligibility Requirements For Seafarers and Boatmen The four-year Scholarship Program and the tvroyear Scholarship Program are open to any Seafarer or Boatman who meets the following requirements: « a high school diploma or higli school equiv­ alency diploma. • at least two years of employment time on SIUcontracted ships or inland equipment. • 90 days of employment with SlU-contracted companies in the previous calendar year and one day in the six months immediately preceding the date of application. Seafarers, Boatmen Apply Now for Annual 5IU Scholarships If you've ever thought you'd like to go to college, you should find out about the Seafarers Scholarship Program. It could be just what you're looking for. The scholarships offered by this program are de­ signed jor Seafarers and Boatmen. When you apply for a scholarship, the other applicants are people just like you—Seafarers, Boatmen and Lakers who've been away from school for awhile. Many of them completed high school by passing GED exams. There's no age limit for the scholarship winners, either. So you don't have to be young and brilliant and a graduate of a fancy high school to get a scholarship through this program. Also, the scholarships can be pursued at any ac­ credited college or post secondary school in the U.S. or its territories. You choose the school and you choose what you want to study. Also, if you have money obligations and need to ship out from time to time, you can. You are given six years to complete a four-year college program and four years to complete the two-year program. Many Seafarers and Boatmen like yourself have won scholarships and are now going to college or vocational schools. Seafarer Pierangelo Poletti won his two-year scholarship when he was 34-years-old, after he completed the GED Program at the Lundeberg School. Brother detti was born in Italy and speaks English as a second language. Seafarer Bill Lopez is also a GED graduate of HLS. He won a fouryear scholarship. Brother Derke, a Laker, and Boat­ man Stephen Magenta are other four-year scholarship winners. Seafarer Jack Utz dropped out of school in the sixth grade. He earned a GED diploma, overcame a speech impediment, and acquired over 7,400 days of seatime before he decided to give higher education a try. Brother Utz won a two-year scholarship. All of these Seafarers are just like you—working men of many different ages and backgrounds. The Seafarers Scholarship Program gave them a chance to continue their education. It can do the same for you. The program offers two kinds of scholarships for Seafarers, Boatmen and Lakers; one (1) four-year award worth $10,000 and two (2) two-year awards, each worth $5,000. Try for the four-year scholarships if you want a college degree. If you would rather im­ prove your job skills or learn a shoreside trade, then the two-year scholarships are for you. But you should begin to get your scholarship ap­ plication ready now! It takes a few months to get everything ready on your application. For example, you need to take the SAT or ACT tests and have your scores put into your application. This test is only given on certain dates and it takes awhile for the scores to be returned. So don't delay. Deadline for receipt of completed appli­ cations is Apr. 1,1978. Write to the following address and ask for the Seafarers Scholarship Application: Seafarers Welfare Plan College Scholarship 275 20th St. Brooklyn, N.Y.11215 Or ask the Union representative in your port for the application. If you have any questions about the Scholarship Program, or if you need help in filling out your appli­ cation, contact Mrs. Margaret Nalen at the Harry Lundeberg School, Piney Point, Md. 20674. She'll be glad to give you any assistance you need. Dependents of Seafarers and Boatmen Are Eligible for 4 $10,000 Scholarships Pour scholarships are awarded each year to the dependents of Seafarers and Boatmen. These scholarships are worth $10,000 each. They are good for a four-year course of study at any ac­ credited college or university in the United States or its territories. These scholarships are open to: • dependents of members who have three years of employment time on SlU-contracted ships or inland equipment, with 90 days of employment in the previous calendar year and one day in the six months immediately preceding the date of applica­ tion. • dependents of deceased Seafarers and Boatmen who had made the employment requirement prior to their death. Furthermore, all dependents must be unmarried and less than 19 years of age at the time they apply. As with Seafarers and Boatmen, all dependents are ui^ed to write for their scholarship application immediately. Deadline for receipt of completed ap­ plications is Apr. 1. Write to: Seafarers Welfare Plan College Scholarship 275 20th St. Brooklyn, N.Y. 11215. � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource October 1977 Description An account of the resource HEADLINES HOUSE PASSES THE FIRST WATERWAYS USER CHARGE BILL HOUSE DEFEATS OIL CARGO PREFERENCE BILL ST CANTIGNY CARRIES 1ST CRUDE FOR U.S. RESERVE RAIN DOESN’T DAMPEN SAN JUAN MEETING COAST GUARD PROPOSING NEW TANKER REGULATIONS ILA STRIKE EFFECTS CONTAINERSHIPS ON EAST AND GULF COAST AFTER ATTENDING HLS, NELSON BECAME MATE AT 22 UN SEA LAW CONFERENCE ENDS WITHOUT TREATY BIG OIL DEFEATS CARGO EQUITY BILL IN CONGRESS HOUSE APPROVES LOCKS AND DAM 26, VOTES USER FEE GOOD SAFETY HABITS CAN SAVE YOUR LIFE HLSS PLANS AB COURSE FOR LAKES MEMBERS FROM ECONOMY’S MINUTES: SAVED CUBANS IN DINGHY 6 DAYS SHIPPING ARTICLES: REQUIREMENTS FOR VESSELS INVOLVED IN THE VALDEZ OIL TRADE WATERWAYS USER CHARGE NEW SAILORS SNUG HARBOR TOO REMOTE WORKING TO EDUCATE AMERICA ON SEAPOWER SHIPPERS DON’T KNOW WHAT U.S. SHIPS HAVE TO OFFER SEAPOWER WILL SUFFER WITHOUT 9.5% OIL BILL A NEW AREA IN U.S. SEAPOWER-DEEP DEA MINING SOVIETS OUTNUMBER U.S. 4-1 ON HIGH SEAS ‘U.S. MUST MEET SOVIET CHALLENGE ON THE OCEANS’ AS ISLAND NATION, U.S. NEEDS STRONG NAVY MERCHANT MARINE PAVING THE WAY FOR MORE ENVIRONMENTAL DISASTERS IT’S A TOUGH JOB KEEPING IT ON THE BOOKS THE SAN FRANCISCO STORY Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 10/1/1977 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 39, No. 10 1977 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/2141d0a9485eb44b27db38ade595fb9f.PDF 66ac96d2012d6b187a0325b4cc3a95dd PDF Text Text I •— " ' I Uni, Gulf, Lak '"land Wat AFTCITI^ .- ® S i ) S''s t ta - : i Ji • .. . •V'- !:i/.:, ,•: �New Owner to Fit Out SO-Job Atkinson Ann Arbor Railroad Car Ferries Mark 85th Year (On^Oct. J the Michigan Inter­ state Railway Co. took over opera­ tion of the SIU-contracted Ann Arbor car ferries. In the following article, we are providing our mem­ bers with a brief history of the Ann Arbor Railroad as well as the present status of the car ferries and their crews.} ferries belonged to a company with a colorful past. The Ann Arbor Railroad Co. has gone bankrupt and changed hands more often than most people can count. It began in 1893 when the company is­ sued its first annual report, naming Wellington R. Burt as its first president. This month marks the 85th anniver­ sary of the maiden voyage of the Ann Arbor Railroad Co.'s first car ferry. On Nov. 24, 1892, a wooden car ferry left the port of Frankfort, Mich., carrying four railroad carloads of coal. This was the first time railroad cars were trans- In the 1920s the Ann Arbor Railroad was purchased by the Wabash Railroad. The company filed for and remained in a state of bankruptcy from 1931 to 1942—and that wasn't the first time. In 1963, the Detroit, Toledo and Ironton Co. took over ownership of the Ann Arbor line and the railroad de­ clared bankruptcy again in 1973. This time, under the Railroad Re­ organization Act of 1973, the line was acquired by the state of Michigan and subsidized with state and Federal funds. In 1976, ConRail became the railroad's operator. ConRail is n quasi-Govern­ mental organization handling freight rail lines. It was responsible for 70 per cent of the railroad's operating costs, with the state of Michigan pledged to provide the additional 30 per cent. On Oct. 1, 1977, ownership of the car ferries officially changed hands one more time. On that date, the Michigan Interstate Railway Co. (MIRC) took over operation of the railroad and its two car ferries, the Viking and the Atkinson. ATLAK ported over a substantial body of water. The historic, inaugural run was not all smooth sailing, however. The ferry ran aground its first time out. The SlU-contracted M/V Viking and the M/V Arthur K. Atkinson weren't part of the original fleet of wooden car ferries. The Viking has been running since 1925 and the At­ kinson, which has been laid up for the last four years, dates from 1917. Both the wooden antiques and today's car Purchased by Waba.sh HP A Paul Hall u U Security in Education It ranks in importance and potential with some of the great breakthroughs that the SIU has achieved for this membership. Breakthroughs such as the establishment years ago of our welfare, pension and vacation plans. It involves our School in Piney Point. This month, the American Council on Education studied the Lundeberg Schoors upgrading program. The Council decided that nine of the upgrading courses—ranging from FOWT to Towboat Operator—were good enough to qualify for college credit. In other words, anyone who takes one of these nine courses can get anywhere from six to 1 8 credits toward a college degree in marine science. (Complete details can be found in a special four-page centerfold supplement in this issue.) I compare the accreditation of these courses to such landmarks as the establishment of our benefit plans because I believe it represents essentially the same thing for SIU members. And that is security. Consider this. Thirty years agd~our members were manning mostly Liberty ships and tramp freighters. We were a young organization fighting for sur­ vival. We wanted respect on the job and respect in our communities. More than that, we wanted to make the kind of money that would allow us to live respectably in this society. Each time we established one of our plans and made it work, we were one step closer to reaching these goals—one step closer to achieving a security we never before enjoyed. I believe that with the constant improvement in our plans and wages, we have long since achieved these early goals. Seafaring is a respected profession today. And our wages and benefit.s are comparable to that of any unionized worker in the country. MIRC signed agreements with the SIU and other unions affected by the transfer, insuring that the SIU crews would keep their jobs on the vessels. MlRC's stated intention is to take both the car ferries and the parent rail company and make them earn a profit. They plan to use Government subsidies to upgrade the line and to promote freight traffic on it. The newly-organized company also plans to put the Atkinson back into service. The ship has been laid up in need of repairs since 1973. A spokes­ man for MIRC said the car ferry con­ tinues to be laid-up because, "the states of Michigan and Wisconsin are still ne­ gotiating for funds to repair it." The Viking runs between Frankfort, Mich, and ports in Wisconsin. The fight to save the car ferries has been a long one. Everyone involved is hoping MIRC will succeed where the Ann Arbor's previous owners failed and keep the operation afloat. 50 More Jobs When the Atkinson fits out it will mean close to 50 SIU jobs, according to Detroit Port Agent Jack Bluitt. There are 28 on-vessel jobs. But, since the work schedule calls for 20 days on, 10 days off, more men will be needed to fill in for those who are off duty. Under the ownership transfer the 38-man crew of the Viking was given the choice of going with MIRC or "re­ tiring" with guaranteed full wage and fringe benefits from ConRail. This op­ tion is provided for under Title V of the Railroad Reorganization Act. It_ exists because of the difficulty of re­ training and relocating men in certain job categories. A 2% Cost of Living Adjustment will become effective on December 16, 1977 on all vessels signatory to the Standard Tanker & Freightship Agreements. The 2% increase shall be applied to the monthly base wages. Premium Overtime Rates, Overtime Rates, for work performed in excess of eight hours, Monday through Friday and on the Penalty Rates for work per­ formed on the watch below, Monday through Friday. The 2% increase shall also be ap­ plied to the vacation pay. The increase as applied to the va­ rious ratings will be printed in detail in the next issue of the Log. 4 2% COL Hike In Deep-Sea Contract However, we must face the fact that we are no longer working in the maritime industry of 30 years ago. Today, we are manning super automated cargo vessels 10 times the capacity of the old Liberties and at three and a half times the speed. We are manning supertankers that can hold the entire cargo of an old T-2 in just one tank and at double the speed. And we are manning these vessels in most cases with less people. In addition, we should realize that the struggle to maintain both our job structure and the level of income we have achieved is only a part of our present-day job. We must also prepare for the inevitable changes in our industry 10, 20 and 30 years from now if we expect to be around when that day comes. In this regard, I firmly believe that the key io success of this organization in the future is through education. And for SIU members education means the Lundeberg School. This is why I feel the accreditation of our most important upgrading courses for college credit by the American Council on Education is so mean­ ingful to us. It marks the coming of age of our School—a School that is not even 10 years old—a School that was literally built with the sweat and desire of SIU members. If you remember, the Lundeberg School started out strictly as a vocational facility for deep sea members. The first course we held there was lifeboat training. Since then, the School has grown to the point where all SIU members —whether deep-sea, inland or Lakes—can go there and upgrade to the top job in their respective departments. The School has also developed an academic program to help our members prepare for Coast Guard exams. And if they wish, there is a program that leads to a high school equivalency diploma. What I'm getting at is this. The level of security we achieve and maintain in the future depends on our ability to educate ourselves. Education will provide us with the means to learn the changing skills of a changing job in a rapidly changing industry. Education will enable us to recognize the social, economic and political problems that face our Union and our industry. And education will show us the way to cope with these problems. I believe that the mark of a good organization is the ability to accomplish the things necessary to survive. In the past, we survived only by action at the point of production—strikes, fights and brawls. These things, however, will no longer make it. Today, and in the future, we must use the means provided by education to survive and prosper. In brief. Brothers, education is our future. It is our security. Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave. Brooklvn NY 11232. Publ shed monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 39, No. 11, November 1977. '' i • • 2 / LOG / November 1977 �t -9 r Chofffcs Their Smokescreen Helped Defeat Corgo Etfuify Bill ,i Hall Assails Oil Biggies as Foes of U.S. Seopower SIU President Paul Hall delivered a hard-hitting speech before a jointly sponsored Navy League-National Mar­ itime Council Symposium in Detroit, Mich, on Nov. 3. In it he scored the multinational oil companies as "the most consistent and vicious opponents of efforts to strengthen the United States merchant marine and thus U.S. seapower." President Hall discussed the reasons for failure of the oil cargo preference bill, defeated by Congress in October. The bill would have required the car­ riage of up to 9V2 percent of U.S. oil imports on American flag vessels. Hall charged the multinational oil companies and a few "self-proclaimed interest groups" with creating an atmos­ phere of "unfounded charges" concern­ ing both the legislation and its sup­ porters. The bill's opponents could not attack the legislation itself, Hall said, because it was "so clear-cut and difficult to argue against." So allegations were made against members of Congress and President Carter. It was alleged that their support for cargo preference was given in exchange for financial or poli­ tical support. Hall quoted extensively from a White House paper that detailed the Presi­ dent's support for the modified cargo preference bill. He angrily accused the news media of down-playing Carter's support for the bill while publicizing charges of political payoffs. Some Grim Facts Hall, in deploring the dangers inher­ ent in a weak U.S. merchant fleet, cited the "grim facts" that continue to con­ front the maritime industry; "The U.S. merchant fleet is continuing to decline," he said. "The U.S. privately-owned fleet stands at a little over 550 vessels. We carry less than 3 percent of our total foreign commerce and 1 percent of our dry bulk imports." Of major importance is the need for creation of a national maritime policy. This should be a policy which would assure cargo for American-flagships and "provide successful support to the military should it be needed." The development of a maritime pol­ icy must come about through political initiatives and legislation. Hall said, be­ cause "... corporate America does not support... an American merchant fleet. Corporate America is an opponent of an appropriate seapower posture for this nation." To back up his attack on the multi­ national oil giants, Hall pointed out that these companies import 53 percent of U.S. oil on their own vessels. These Paul Hall ships have been registered in Liberia or Panama. This means that the oil com­ panies are making profits at the expense of jobs for American seamen. Oil Company Priorities Hall noted that the U.S. oil compa­ nies themselves admitted their priorities were neither America's national secur­ ity nor jobs for American workers. He cited a comment made by William P. Tavoulareas, president of Mobil Oil Corp. on a 1973 TV program about the energy crisis: "(If) I say to myself, I'm only going to be a good citizen -of one country," Tavoulareas said, "I'm no longer a multinational oil company." Hall reminded the audience that the Chamber of Commerce and the Na­ tional Association of Manufacturers had sided with the oil companies to de­ feat the cargo preference bill. "I think our society has a fundamen­ tal problem," Hall cautioned, "when the American corporate structure is in the position of frustrating efforts to strengthen any aspect of our national security." President Hall concluded his speech with the warning that "unless the Amer­ ican corporate community accepts its responsibility to make this country strong in every respect, unless there is a commitment from the industrial sec­ tor to use U.S.-flagships in a reasonable measure, we arc not going to have an adequate United States merchant ma­ rine." The SIU president was among a panel of speakers who addressed the conference's theme: "Maritime Strength: Our Cornerstone for Eco­ nomic Survival." Other panelists in­ cluded Dr. E. B. Potter, professor of history at the U.S. Naval Academy; Vice Adm. Ellis Perry of the U.S. Coast Guard, and W. J. Amoss, Jr., president of Lykes Bros. Steamship Co. 100 New ContractSf4J00 New Members Focus of UlVf Convention Progress in contracts and growth through organizing were the overriding themes of the 5th Quadrennial Conven­ tion of the United Industrial Workers of North America. The convention was held in the middle of last month at a New York area Hotel. The UIW is one of 29 aflSliates of the SIUNA. It's membership includes ship­ yard and other industrial workers. SIU Executive Vice President Frank Drozak, who is national director of the UIW, said that in the four years since the UIW's last convention, the Union had won 100 new contracts. He said that the UIW "has been able to provide our membership with real wage in­ creases, with improved vacation and more paid holidays, and with increased health, welfare and pension benefits." Drozak, who was unanimously re­ elected national director by the conven­ tion, also talked about the growth of the New Tugboat Mary Moran Moran of Texas has a new tugboat in its SW-contracted fleet in Port Arthur, The Mary Moran, a new 3,300 hp,, twin screw tug, came out of the J, McDermott Shipyard of Morgan City, La, in Septem­ ber, She brings new jobs to four SIU Boatmen who will do har­ bor work in Port Arthur on the new vessel. The tug will mainly be involved in shipdocking, The Mary Moran is also certified for ocean tow­ ing. organization. He said, "everywhere within our jurisdiction, new shops, large and small, have been organized." In all, the UIW has grown from 5,800 mem­ bers four years ago to over 10,000 today. The largest area of growth for the UIW has been achieved in the U.S. Vir­ gin Islands, where the UIW has organ­ ized over 3,000 workers. Felix Francis, area director of the UIW for the Virgin Islands, said that the UIW "has won 23 of 27 NLRB INDEX Legislative News Northern tier pipeline SIU in Washington Postal rates Great Lakes bills Page 5 Page 9 Page 6 Page 15 elections in St. Thomas and St. Croix." He added that 13 of the victories in­ volved Government employees and 10 of the victories came in private industry. Francis also noted that the UIW's sincere organizing efforts in the Virgin Islands has enabled the Union "to make big progress in our relationship with the workers." In wrapping up the two-day conven­ tion, Frank Drozak said, "I believe we have really progressed in the last four years as a labor organization representTraining and Upgrading 'A' seniority upgrading .. . Page 29 HLS courses and dates . .Page 37 Towboat scholarship .... Page 11 LNG training Page 14 Lakes AB course Page 31 Towboat advisory Board .Page 10 Union News President's Report Page 2 SPAD honor roll .... Pages 38-39 Headquarters Notes Page 7 Lakes Picture Page 8 Inland Lines Page 6 At Sea-Ashore Page 17 Brotherhood in Action ... Page 34 Membership News Upgraded to inland mate .Page 34 Former scholarship winner Page 35 Studies for diesel license .. Page 6 New pensioners Page 36 Final Departures Page 32 General News National unemployment .. .Page 8 Hall speaks in Detroit Page 3 Minimum wage Page 5 Ocean '77 speech Page 11 ARC treatment Page 15 Special Features Accreditation .Special Supplement Jones Act Page 16 Shipping Mary Moran Page 3 Aries Page 4 Car ferries Page 2 Ships' Digests Page 23 In New York harbor .. Pages 25-27 Dispatchers' Reports: Great Lakes Page 15 Inland Waters Page 35 Deep Sea Page 30 Better lifeboats Page 17 Know Your Company ....Page 12 Sonny Simmons Back Page Articles of particular interest to members in each area—deep sea, inland, Lakes—can be found on the following pages: Deep Sea: 4, 6, 14, 17, 23, 25-27, 29, 30 Inland Waters: 6, 10, 12, 14, 18, 34 Great Lakes: 2, 8, 15, 31, 35 ing industrial workers." He concluded by saying, "we now have a membership that wants to aid their Union in con­ tinuing to better our organization while bettering our livelihoods." Dock Strike Hearing End As this issue of the Log went to press, the International Longshoremen's As­ sociation was on the verge of voting on proposals for a new, three-year contract which would end the union's strike. An ILA spokesman said ratification of the contract was expected. The dockworkers strike, which has kept up to 35 SlU-contracted ships idle, has been a selective strike against automated container vessels. The strike began Oct. 1. Main issues in the walk-out have been job security and guaranteed annua! in­ come provisions. These would protect the longshoremen from loss of jobs, in­ come, welfare and pension benefits caused by increased use of container vessels. The proposed master contract would increase base wages from $8 to $10.40 an hour over a three-year period. The proposal also calls for increases in em­ ployer contributions for welfare and pensions. The ILA was reported close to a vote several times during the past month but disagreements arose. The South Atlantic and Gulf employers were reluctant to agree to contract pro­ visions which would make them re­ sponsible for guaranteeing income and fringe benefits if containerization should cut employment. The vote was put off so that a uni­ fied agreement could be reached. ILA president Thomas W. Gleason was quoted as saying, "We all went out to­ gether and we'll all go back together." November 1977 / LOG / 3 I �' iiSi : .,v •-Miv:- V • 2 ^ <1.1,, A view from the bridge of the Aries' deck. Oil from St. Croix will flow through this network of pipes and ultimately reach U.S. markets on the East Coast. I Aries Cefs 1st SlU Crew I Manned by her first SIU crew, the reactivated T-2 tanker Aries sailed from Jacksonville, Fla. on Nov. 12. She is newly operated by the SlU-contracted Apex Marine Corp. to carry oil on a three year charter from St. Croix, V.I. to the U.S. East Coast. She is a 24,000 dwt tanker with a 32-ft. draft. Her length is 600 ft. and her beam measures 75 ft. The Aries spent three months in the Jacksonville Shipyard being upgraded to ABS-Class I standards. Now thoroughly up-to-date, she is bringing more jobs for Seafarers and important cargo for America's energy needs. Three members of the Aries deck department are (I to r); T. R. McDuffi, AB, Steve Grisham, AB, and Butch Yanson, OS. Saloon Messman Steve Williams had a chance to look over the Log as the Aries waited to sail. 4 / LOG / November 1977 The stack of the Aries was about to smoke as the tanker waited in the Jacksonville Shipyard for her Nov. 12 sailing. The engine department includes these three oiler-maintenance-utilitymen (I. to r.): Charles Smith; Jerry "Reverend" Donobas, and Tony Parker. The Aries Ship's Committee got together with some SIU representatives from the Jacksonville Hall. They are (I to r); Chief Steward James Gillian, secretary-reporter; Tony Parker, engine delegate; Cliff Bellamy, steward delegate; Tony Aronica, SIU patrolman; Recertified Bosun Floyd Fritz, chairman; William Morris, SIU dispatcher, and T. R. McDuffi, deck delegate. ^ �r in SlUNA Gives United Support to Northern Tier Line The SIUNA has thrown its united support behind a proposal to build a 1,500-niile all-American pipeline to carry Alaskan oil from Port Angeles, Wash, to the northern tier States of Montana, the Dakotas, Wisconsin and Minnesota. In the past, these States have relied almost entirely on imported oil from Canada which will cut off its exports by 1981. In addition, the SIUNA is opposed to an alternate project to carry Alaskan oil to these States. It would be a Cana­ dian-American effort to build a 750mile pipeline across Canada to hook up with existing Canadian lines and go into the U.S. It would be built and main­ tained by Canadian labor. • Merle Adlum, president of the SIUNA-affiliated Inland Boatmens union of the Pacific, and vice-president of the International, outlined the SIUNA's position in testimony before the House Subcommittee on Special In­ vestigations of the Committee on In­ terior and Insular Affairs. Adlum said the SIUNA supports the Northern Tier project, as opposed to the Canadian alternate, because it would create significant employment for U.S. workers. He said U.S. employment would be augmented in the following ways: • Only U.S. owned, U.S. built, U.S.manned tankers would be used to carry the oil from Valdez to Washington as mandated by the Jones Act. This means shipyard and onboard jobs would open up for many U.S. workers. • The Northern Tier project is "allAmerican." It is located entirely within the U.S. so American construction workers would be hired to build the line from scratch. It is estimated that during two years of construction, 3,500 -A" ; -- Merle Adlum to 4,000 workers will be employed. • Once in operations, the pipeline will create some 500 permanent jobs. • It will insure that refinery workers and workers in related jobs in the north­ ern tier states will be able to keep their jobs. Adlum added that the Northern Tier pipeline would "stimulate the econo­ mies of communities along the route of the line, creating new jobs there as well." Adlum said the SIUNA was opposed to the alternate route because it would "use American tax and investment dol­ lars to stimulate employment in Canada instead of the U.S." He said the alternate route would "neither aid the American unemploy­ ment problem nor the U.S. balance of payments deficit." Adlum also noted that the all-American line "would be operational sooner than its competitor." Adlum concluded that the All-American route would "raise no national se­ curity questions or any foreign rela­ tions problems. Right-of-way permits would be handled only by the U.S. gov­ ernment rather than involving the com­ plex native claims which must first be settled by Canada before construction can get underway." Carter Inks $2.65 Minimum Wage; $3.35 in '81 Thanks to the AFL-CIO's vigorous efforts, 4.5 million low-paid workers will benefit from a new minimum wage bill signed by President Carter on Nov 2. This legislation raises the wage floor by more than 45 percent over the next four years. The first increase next Jan. 1 will hike wages from the present $2.30 an hour to $2.65. Subsequent in­ creases promise $2.90 an hour in 1979, $3.10 in 1980, and $3.35 in 1981. At the signing ceremony in the White House Rose Garden, President Carter termed the bill "a step in the right di­ rection." He added, "the overall impact of this bill is good" because it will put millions of dollars into the pay envelopes of America's lowest-paid workers. This, he predicts, will have a "very beneficial" impact on the nation's economy. Carter said the new minimum wage would help provide the unskilled with the necessities of life; further the cause of more equitable income distribution; strengthen democracy, and pump the economy. AFL-CIO President George Meany was asked to conclude the signing cere­ mony. He spoke of the need for mass purchasing power to sustain America's economy. "It is not enough for the peo­ ple in the upper brackets to be prosper­ ous," he stressed. Labor Law Reform The President's signature has marked a victory for organized labor. Now the quesiton is, will the Labor Law Reform Bill also be as successful? Both labor lobbyists and the Administration, which backs the bill, say the outlook for pas­ sage is good. This legislation would amend the Na­ tional Labor Relations Act of 1935. The intention of this Act was to protect the workers' rights to organize. It would: speed up representation elections; im­ pose more effective penalties on em­ ployers who break the law, and would establish machinery for quicker resolu­ tion of unfair labor practices for em­ ployers as well as workers. Among the key provisions of the bill are the following: • An expansion of the National La­ bor Relations Board from five to seven members to improve its ability to han­ dle a soaring easeload. • A limit on the time between the filing of an election petition with the NLRB by union organizers and the date workers may vote on whether they want a union. Now some employers managed to delay such elections indefi­ nitely or long enough to defeat the union. • Protection against being discharged illegally for union organizing activities. Workers so dismissed would be entitled to double back pay and job reinstate­ ment. • Penalties for employers who vio­ late an NLRB or court order permitting unionization. Such violators could be barred from Federal contracts for three years. • A wage settlement based on pre­ vailing rates to be imposed by the NLRB if an employer refuses to bargain a first contract with a newly established union. Organized labor has long sought these provisions, but as usual business inter­ ests are putting up a tough fight. This bill has generated one of the major labor-management battles of this year or any year. But despite the pressure from busi­ ness and industry, the House of Repre­ sentatives adopted the bill last month by a strong vote of 257 to 163. The Senate is not expected to vote until early next year. The outcome will have a sub­ stantial impact on the future of Amer­ ican industrial relations. SS Delta Brasii Minutes Tell About Burial-at-Sea Service Seafarers aboard the SS Delta Brasii (Delta Lines) gathered Oct. 16 to perform a special burial-atsea ceremony for Lewis Samuels Richards. To have his ashes scattered in the Gulf Stream was one of Rich­ ards' last wishes before he died in New Orleans on Aug. 26. The crew participated in these final rites, according to the Ship's Minutes of Oct. 16, as a personal favor to Richards' only child, Mrs. Lucille Richards Lane. She is the manager of Delta Steamship Lines Public Relations and Advertising Department as well as the editor of the Deta Digest. The following, which was at­ tached to the Ship's Minutes, was written by Mrs. Lane about her father: "He was a man of many parts, above all, a man of indom­ itable spirit. He was deterred by no odds, and there was no righteous cause that he might encounter to which he did not give his heart and arm. The course of his life was guided by ideals unlimited by considerations of nationality, creed or political persuasion. 'Per­ sonal gain' was a concept that was anathema to his beliefs and yet, in giving of himself he became a man of uncountable riches. His spirit is now united with that of his wife, Evelyn, who, in life, joined with him in his crusades and all endeavours." Burial Ceremony The burial ceremony included the reading of Richards' favorite poem, "When Earth's Last Picture Is Painted," by Rudyard Kipling. A few lines of this poem are: "When Earth's last picture is painted and the tubes are twisted and dried. When the oldest colours have faded, and the youngest critic has died, We shall rest, and, faith, we shall need it—lie down for an aeon or two. Till the Master of All Good Workmen shall put us to work anew." This was followed by the Ma­ sonic Burial Service and by the Burial-At-Sea-Scrvice as written in the Episcopal Book of Common Prayer. At that time Richards' ashes were cast onto the waters of the Gulf of Mexico to be carried forward into the Gulf Stream and beyond. The service was concluded with saying aloud the Lord's Prayer. Carter Pulls U.S, Out of ILO President Carter has pulled the United Stales out of the International Labor Organization (ILO). He said he did so because of "the organization's movement away from its accepted prin­ ciples and procedures." Carter said the U.S. will use other channels to advance the "high ideals and principles" that the ILO once rep­ resented. The President's move received the "firm support" of the AFL-CIO. The American labor movement ac­ tually helped found the ILO in 1919 under the League of Nations Treaty. It later became an agency of the United Nations. The ILO was originally intended as "a vehicle for worker-employer-Government cooperation to achieve inter­ national labor standards and protect human rights." However, according to a spokesman for the AFL-CIO, "the ILO in the 1970's was used as a political pawn by a Communist-Arab voting bloc that mustered enough 'Third-World' allies to jam through resolutions attacking Israel, seat Arab terrorists as 'observ­ ers' and ignore established fact-finding procedures." The spokesman also charged that "a blind eye was turned to abuses of worker rights in one-party nations." AFL-CIO President George Meany said that the American labor movement remains "ready to cooperate and to work with the free trade union move­ ments of the world, with our Govern­ ment and with management" to help put the ILO back on course. The U.S. withdrawal from the ILO could be a financial blow to the organi­ zation. America's annual contribution was $20-million, or about one fourth of the organization's total budget. November 1977 / LOG / 5 I �Great Lakes The U.S. Army Corps of Engineers has awarded another dredging contract to an SlU-contracted company in this area. The Great Lakes Dredge and Dock Co. will begin dredging the Cuyahoga River in Cleveland, Ohio this month. The job will involve three digging units and two tugs. It will provide work for about 3S SIU Boatmen, in all, over a three month period. Contracts like this are par^ of the Government's increasing reliance on private industry to carry out Federal dredging projects. JSorfolk Seven SIU Boatmen in this port just crewed the brand new 2400 hp. tug Petrel. She will work eoastwise in the ocean towing division of SlU-contracted Allied Towing. A new inland contract was also recently ratified in this port. SIU Boatmen with Cape Fear Towing in Wilmington, N.C. accepted a new two-year contract last month which will bring them higher wages and bigger pension benefits. Neic Orleans The SlU-contracted Dixie Carriers of Harvey, La. added a new tugboat and acquired several other pieces of equipment this month. The new boat is the 4,000 hp. Dixie Avenger. She has all the latest technical developments in tow­ ing vessels, including hydraulic ramps to hold the vessel in the notch and an elevated pilot house. She will push barges between the Lower Mississippi River and Florida. The other additions to Dixie's fleet are three towboats and 11 barges which were acquired from a non-SlU company. The boats are the Dixie King, Dixie Queen and Dixie Prince. They will push barges on the Intracoastal Waterway and the Ouachita River. Port Arthur^ Tex. Sabine Towing, an SlU-contracted company here, built and crewed a new harbor tug for its fleet. She is the 3,200 hp. tug Titan and carries a crew of five SIU Boatmen. Baltimore The International Longshoremen's strike against containships (which may soon be settled) slowed up inland trall'ic in almost all East Coast ports. But it took a big bite out of shipdocking crews in this port. Laid-otT crews at the SlUeontraeted Curtis Bay and Baker Whitely t(.)taled 35 Boatmen at the beginning of November. Philadelphia Two crews from Curtis Bay have been laid off here due to the ILA strike. Mobile SIU representatives from this port recently signed up another dredge under the SlU-eontracted fleet of Radcliff Materials. Tiie newly acquired dredge is the vfr. She adds 27 jobs in all for the SIU membership. Postal Bill Cleared in House of Representatives Committee .•\ bill vital to the survival of the labor press was cleared by a House of Representatives Conlmittee on Oct. 18. In a 19 to 4 vote, the House Post Ottice and Civil Ser\ ice Committee appro\ed H.R. 7700, the Postal Service .Act of 1977. The bill is. in general, an attempt to sohe the financial problems of the present postal system. The key section, as far as the labor press is concerned, is Section 3. This section establishes a fair system for de­ termining postal rates. The SIU strongly supports H.R. 7700. The bill aiso has the united sup­ port of the AFL-CIO and the Interna6 / LOG / November 1977 tiona! Labor Press .Association (ILFA), whicb includes the Log. The postal system's present financial problems have required stiff rate in­ creases in past years. Without H.R. 77OO. ILP.A Secretary-Treasurer Allen Zack said, "our rates could rise even more dramatically in the future. "Non-profit mailers cannot be in­ creasingly expected to bear the losses the postal service has accumulated in previous years," Zack added.' The bill's sponsors. Democratic Reps. James Hanley of New York and Charles Wilson of California, want the full House to consider the bill in its next session. The Senate has yet to act on the proposal. Dave Gerard studying for his Chief Engineer's License for diesel engines at the MEBA District 2 School of Marine Engineering and Navigation in Brook­ lyn. N.Y. He's a Gambling Man, but Not When It Comes to His Job Dave Gerard likes to think of himself as a gambling man. He's won some and lost some in Las Vegas, Lake Tahoe, Reno and Freeport. But there's one thing Dave Gerard never gambled with, and that's his career at .sea. When he started in the merchant ma­ rine, you probably wouldn't have bet a nickel on his chances of making it to the top. He was a 17-year old high school dropout when he took his first job as wiper on an SIU ship. But today at the age of only 43, he's studying for his Chief Engineer's License for diesel powered vessels. And right now, you'd be willing to bet your paycheck that he's going to make it. Although Gerard joined the SIU in 1951, he really didn't decide until 10 years later that the sea would be his career. In between, he served for three years in the Army. There he got his high school equivalency diploma. He also worked as a bartender, a truck driver and a salesman. But, says Gerard, "when I finally decided to stick with sailing, 1 felt I had the ability to get to the top." Gerard got his first big break in 1968. He says, "the SIU helped me get into MEB.A District 2's School of Marine Engineering and Navigation in Brook­ lyn, N.Y. From there, it was just a matter of applying myself to the course material." Gerard got his Third Assistant Engi­ neer's license that year. He moved up to Second and First Assistant Engineer at approximately two-year intervals. Then he achieved his Chief Engineer's license for steam powered vessels in 1976. All he has to do now is pass one more test and he's where he wanted to be— at the top. Brother Gerard has sailed on many T-2'S and other older class ships. He has some interesting advice for young people just starting out in the modern merchant marine. He says that young people "should look to the engine room for a career. The work on the ne(v automated vessels is becoming a lot more involved. It's technical work, it's delicate work, but it's challenging work." Gerard added that if a young person decides on the engine room "it's a good idea to get diesel experience." He ex­ plains that "because of the fuel situa­ tion, more and more of the new ships have fuel efficient diesel engines rather than steam." For young people undecided on what department to choose, Gerard advises, "if you have a feeling for electronics, then the engine room should be your thing." Brother Gerard has some thoughts about education, too. He says "unless the Government changes its attitude towards maritime. I foresee a decrease in deep sea jobs. And for the jobs that are available, you will have to be highly qualified to fill them." He also said, "no matter how good you think you are at a job, there's al­ ways room for improvement. I don't care how long I may be on a ship, I learn something new every day," Gerard, originally from Philadelphia, is married and has 2 stepdaughters and three grandchildren. He gives his wife. Arlene, a lot of credit for encouraging him to better himself in the maritime industry. When he is not at sea or playing some game of chance in Vegas or "Tahoe, he is home with Arlene in—where else— Atlantic City, which is soon to be the gambling capital of the East. Good luck! Alcoholism is disi 5^,7 It can be treated. �Sabine Organizing Drive Gears Up; 3rd Election in '78 The SIU is still pursuing its effort to organize the Sabine Towing and Trans­ portation Co. Inc. Union officials are hopeful the next organizing push will come soon. The Union hopes by the end of next year to conduct the third election in 10 years at Sabine. The company is one of the few deep sea companies still nonunionized. An election held in February of 1974 was the last time a vote was taken among Sabine workers who are cur­ rently members of the Sabine Inde­ pendent Seamen's Association (SISA), a company union. The vote to decide who would repre­ sent the 173 men who crew the seven tankers that travel between ports in the continental United States was a close one—91 for SISA; 82 for the SIU. (The National Martime Union also conducted an official organizing drive and were listed on the ballot, but didn't poll any votes.) The close 91-82 vote was heartening to SIU organizers as it doubled the num­ ber of votes the Union polled in the first representation election in 1967. Filed 172 Charges After the narrow defeat in '74, the SIU filed a total of 172 charges against Sabine accusing the company of unfair labor practices during the election. The National Labor Relations Board dis­ missed all the charges except one which said that Sabine denied SIU organizers access to their vessels. The Union appealed the Board's dis­ missal of the other charges and a deci­ sion on this appeal is expected soon. Charges and countercharges; appeals and counter-appeals; filings and crossfilings have kept the last election tied up in the course and the next election from being held. No date for a new round of balloting can be set until all the charges have been settled. Lawyers for the SIU said a new elec­ tion may be held during the summer or fall of 1978. Union organizers are hop­ ing for victory at the polls on that elec­ tion day. First Aquarius Crew in States Say LNC AOK The original SIU crewmembers of the LNG Aquarius, the first American-flag LNG carrier, have completed their six month articles. Most of them are back in the States. The crew of 18 Seafarers, headed by Recertified Bosun Billy Nukols, took the vessel out of Quincy Shipyard in Massachusetts last July. Her maiden voyage consisted of a trip to England and then through the Suez Canal to pick up her first cargo of liquified natural gas in Indonesia. Since then, the vessel has been shuttling between Indonesia and Japan under a 25-year charter. The crew had taken the month-long LNG Upgrading Course at HLS before boarding the ship. This course is a pre­ requisite to getting a job on the Aquar­ ius or any other LNG vessels that will come under contract to the SIU. Upon their return to the States, the crew expressed satisfaction with the ves­ sel. They said everything went smoothly and that they were looking forward to Headquarteris going back either to the Aquarius or an­ other SIU contracted LNG carrier. The next LNG carrier, the Aries, a sistership of the Aquarius, is scheduled to take on her SIU crew sometime next month. Frank Drozak, SIU executive vice president, said "we are very proud of the way the Aquarius crew handled themselves and performed their jobs aboard the vessel. They proved they are professional seamen in every sense of the word." The original A quarius crew was made up of the following members: Recerti­ fied Bosun Billy Nukols; able-seamen Billy Mitchell, James Mullally, Joe Morrison, Gene Bousson and George Bruer; ordinary-seamen Tom Schou, Ed Sullivan and Neil McGowan; QMED's Imro Solomons, Vasco Wor­ rell and Dominick Orsini; wiper Tom Murray; steward/cook Frank Costango; baker Chris Haggerty, and utility/messmen Larry Dockwiller, Emmett Albert and Robert Gonzalez. Gets 1st Vacation Check by SIU Executive Vice President • Frank Drozak If you re a seaman or a boatman looking to move up in your career, where do you look for help? If you're a Seafarer or an SIU Boatman, you don't have to look far. The answer is right in front of you. All you have to do to take that first step toward career advancement is to read the pages of the Log. Every month the Log carries articles about up­ grading. These articles point you in the right direction toward the best job » opportunities in the maritime industry. This month is no different. I want to call your attention to two articles in this issue of the Log which tell you how to take advantage of some of the biggest trends in the industry. Seafarers should carefully read the article on page 14, "LNG—What Is It? What Does It Do?" And Boatmen should not miss the news of the Towboat Operator Scholarship on page 10. » I also strongly urge all ships' chairmen and Union delegates on tugs to read and discuss these articles at their weekly meetings. This won't be the first time you've heard about these important developments. ^ ^ The Union has been spreading the word for some time now about the growing i number of top jobs for LNG crews and for licensed towboat operators. But many Seafarers and Boatmen still have unanswered questions and • perhaps doubts, or even false ideas, about what these jobs involve. These two articles are especially important because they lay the facts on the line. The LNG article, for example, tackles the frightening rumors about LNG head on. And it explains that LNG tankers, like the Aquarius which sailed in » July and the Aries which will begin her first voyage in December, have the highest safety standards of any type of vessel. LNG ships are also extremely safe because their crews are the most highly • trained in the world. In fact, as the article points out, no one can serve aboarc one of these vessels without first going through extensive LNG training. This is the kind of training that is offered at the Harry Lundeberg School. Now is the time to sign up for one of the LNG courses at the School. The Aquarius and the Aries are only the beginning of job opportunities for Sea farers in this field. By the end of 1978, ten U.S.-flag LNG ships are expectec » to be out. It's also the time for SIU Boatmen to apply for the new Towboat Operate Scholarship offered by TI. As the article on this program explains, it offers you everything you need to know to become a licensed operator during the 12-week • HLS Towboat Operator course. The first class starts on Feb. 20 and all appli­ cations must be filed by Jan. 17. There's no question that the Coast Guard licensing exams for towboat operators are very difficult. Some Boatmen sell themselves short and never • even try for these high-paying jobs. Others who have never been to the Lundeberg School may think that you can't become a professional in your field by just spending time at School. » But the article spells out what you will learn in this course. It's not just classroom training, but equal time for actual boat operations on the HLS tug and towboat. You'll cover everything from technical wheelhousc equipment to complicated multibarge maneuvers. Licensed operators are in demand in the rapidly expanding towing industry. » That's why the Transportation Institute, which represents all SlU-contracted companies, decided to offer this scholarship. Don't let it pass you by. I feel that it's important to point out articles like these because I want all SIU members to make the most of their careers. And I want to coninue to talk to you in my upcoming columns about how you should use the Log. Our newspaper is the best device we have to communicate with our wide­ • spread membership. But to be really effective, it should not be a one-way conversation. I want to hear your reactions to my columns and to the stories in the Log. I invite you to send them to me at 2 /5 2()th St., Brooklyn, N Y. 1 1232. With your reactions, I can have a better idea of what you need to know as an SIU member. This will be for your own benefit and for the strength of the entire Union. ^ • • I I 1 I I I • • I 1 I I I I • I I I 1 I 1 1 1 • 1 • Under 65, No Taxes On $100 Disability SIU Boatman Albert Tine, Jr. (I.) plans to use his vacation check to take his wife, Vang, shown here, on a real vacation. He received his benefit this month, the first under the SIU Inland Vacation Plan from Caribe Tugboat of Jackson­ ville, Fla., from Leo Bonser, port agent there. If an employe under the age of 65 has retired because of a per­ manent, total disability, a maxi­ mum amount of $100 per week ($5,200 per year) from his disabil­ ity pension will not be taxed. All other money is taxed. After reaching the age of 65, a disabled person can no longer ex­ clude his disability retirement pay­ ments from being taxed. After age 65 all pensions—whether regular retirement or disability—are tax­ able. Keep in mind that a person is permanently and totally disabled, according to the Internal Revenue Service, only if he can prove he or she can't work because of illness or injury that Is expected to result in death or to last for a continuous period of at least 12 months. November 1977 / LOG / 7 • �The Lakes Picture The Wheel's in Good Hands Detroit The cost of living for Great Lakes seamen rose by 7 cents in October, according to figures released by the Consumer Price Index. This means that, as of Nov. I, 1977, SIU members will receive a 7 cents per hour increase in wages, bringing the total in wage increases for this year to 38 cents. The in­ creases will be added on to the seamen's regular salaries until Jan. 1. After the New Year the cost of living increases will be rolled into the regular salary. Port Agent Jack Bluitt reports that contract negotiations with the Bob-Lo Company are near completion and the crews of the company's two SlU-contracted ships will be notified by December. Bob-Lo runs two passenger ships, the Columbia, built in 1901, and the St. Clair, dating from 1910. The vessels run only between Memorial and Labor Days, ferrying passengers from Detroit and Canada to an amusement park on Bo-Lo Island. Buffalo Low sulfur coal is being used in greater and greater quantities as heating fuel to offset use of diminishing supplies of oil. While close to six million tons of coal a year are shipped from Lake Superior, there's a possibility that the amount shipped may increase to as much as 14 million tons a year. If New York's Governor Hugh L. Carey is successful in getting the necessary funds to improve the port of Buffalo, it could become "the eastern terminal for coal shipments," according to a spokesman for the International Longshoremen's Association. Diiiiitii The U.S. Steelworkers strike against ore mines continues with no end in sight. Though reports from the Lakes indicate the SIU fleet is only mildly af­ fected by the strike, the job action caused one mine to close for the winter the last week in October, with another closing scheduled for early November. These are the earliest closings of the mines, "in a very long time," SIU Duluth Port Agent Jack Allen said. Ijike Brie The J.F. Schoelkopf, owned by Erie Sand Steamship Co. & Erie Navigation received a Letter of Commendation and Special Service .Award from the Na­ tional Oceanic and Atmospheric Administration this past August. The awards were given in recognition of a special weather observation the SlU-contracted vessel undertook in Lake Erie which gave National Weather Service forecasters information on a storm over the Lake. Lawri^nre Seaway The St. Lawrence Seaway Authority is currently studying the possibility of using "shunters" to increase the efficiency of the Welland Canal. Shunters are 3,500 horsepower nozzle-driven and steered platforms which attach to the bow and stern of ships" passing through the locks. Shunters, the Seaway Author­ ity said, could increase the maneuverability of ships and cut transit time on the canal. The two test shunters which will measure 15 feet in length and 52 feet in width, will be tested for three years. The Seaway Authority said if the shunters are effective they could make construction of a new, parallel canal unnecessary. Presenting Fred J. Farnen (center), SIU Headquarters representative, with a ship's wheel for his long and outstanding service in the Detroit area labor movement are SIU Attorney Victor Hanson (I.) and Frank Drozak, SIU execu­ tive vice president. Farnen was honored at the Maritime Trades Department Detroit and Wayne County Port Council Annual Dinner Dance, held in Dear­ born, Mich, on Sept. 23. U.S. Jobless Hate Climbs to 7% In October, a 7-Month Level WASHINGTON, D.C The coun­ work and the 3.3-million working parttry's unemployment rate climbed from time because they can't find fulltime September's 6.9 percent to 7 percent jobs. in October. Joblessness has hovered be­ A boxscore of the unemployment tween 6.9 percent and 7.1 percent since picture reveals that in May the rate April. Experts say that this "plateau" dropped to 6.9 pereent. Then it rose to shows that our stagnant economy is not 7.1 percent in June to fall to 6.9 percent growing fast enough. They say this is ' in July and return to 7.1 percent in due to lack of investments to keep up August. with the growing labor force by provid­ Turning to the nation's teenage un­ ing more jobs. employment, the rate overall dipped Almost 6.9-million U.S. workers here slightly, by 1.1 percent, to 14.8 percent. But for black teenagers the rate sky­ were without jobs last month, 10,000 rocketed to 37.9 percent. more than in the month of September. The jobless rate for adult men went A year ago, the jobless rate was 7.9 per­ up from 4.9 percent to 5.3 percent. For cent. adult women, the rate is now 6.8 per­ Most of the unemployment jump was among adult male blacks who had cent from 7 percent. The average length of joblessness was worked in factories and steel mills. 13.8 weeks last month down from 14.2 Their unemployment rate soared from weeks in September. It was 15.3 weeks 13.1 percent to 13.9 percent in Octo­ in October 1976. However, for the ber. It was 14.5 percent in August. hard-core unemployed—those out of White workers jobless rate has stayed work 27 weeks—the length of unem­ at 6.1 percent for the last four months. ployment has risen. All hands here are looking forward The AFL-CIO holds that the "true" to next year when the Administration is national unemployment rate is nearer to 10-million jobless. They point to the supposed to do something about this lingering unemployment. 1-million too discouraged to look for Good Benefit for You, Yours niif*ago Seventy-five percent of grain shipments to the Port of Chicago were cut off when workers at four of the city's grain companies struck in September over contract disputes. * • « * « Governor James R. Thompson of Illinois signed a bill in September allowing the Port District to borrow SIO million of state funds for land purchase and the construction of container facilities for the port of Chicago. The Port Dis­ trict plans to buy 190 acres at the mouth of the Calumet River for enlargement of the port and for additional terminals. Gov. Thompson also signed a bill changing the name of Lake Calumet Harbo.-- to Se.nator Dan Dougherty Harbor. Monuments and Mementos The Seamen's Memorial Fund, a volunteer group in Superior, Wise, is raising money for a monument to seamen who have lost their lives on the Great Lakes and to those who've sailed on them. Work has begun on the 10-foot statue of a seaman which will be erected near the Meteor Maritime Museum. A lock from the second Welland Canal, dating from the mid-1 SCO's, is being recycled. Lock 25 was recently unearthed in a park in Thorold, Ontario. It will be made info a sunken pit for use as an outdoor summer theatre. 8 / LOG / November 1977 A Seafarers Welfare Plan benefits you or your dependents should take advan­ tage of is the clinic system. Here Mrs. Jose (Carmen) Ortiz (left) received free treatment recently at the New York clinic. At right, Dr. A, Koutras of the clinic puts the finishing touches on a splint for her broken finger. Mrs. Ortiz's husband sails in the engine department. �'r,. Witt Seafarers Inlernational Union of North America. AFL-CIO NOVEMBER 1977 Legislative, Administrative and Regulatory Happenings Congress Sees Need for a Stronger US Maritime Policy The day after Congress voted down the Cargo Equity Bill in the confusion of charges about political payoffs, the Chairman of the House Merchant Marine Committee com­ mented on what we've been talking about all along—the need for a co­ ordinated maritime policy in Gov­ ernment. At hearings which are continuing in the House this month, Committee Chairman John Murphy (D-N.Y.) noted that "these hearings are begin­ ning to reveal a lack of coordination within the various (Government) agencies on maritime policy." He went on to say: "We believe it is vital that the policy of the Mer­ chant Marine Act of 1936 be carried out." The hearings are being held to ex­ amine the practice of rebating by both U.S. and foreign shipping com­ panies. Federal Agencies Meetings on Maritime . . . SAFETY OF LIFE AT SEA. The Subcommittee on Safety of Life at Sea, which is a part of the Shipping Coordinating Committee, will meet on Nov. 29 in Washington. On the agenda is a discussion on procedures and arrangements for the safe dis­ charge of dangerous liquid sub­ stances. ... MARINE POLLUTION. The U.S. National Committee for the Prevention of Marine Pollution will be meeting on Nov. 28. The purpose of the meeting is to present and dis­ cuss the U.S. position on prevention of ocean pollution. The results of this meeting will be presented at the eighth session of the Inter-Govemmental Maritime Consultive Organ­ ization (IMCO) which will meet in London on Dec. 5. SIU Vice Presi­ dent Earl (Bull) Shepard will attend this international maritime meeting. • • • . . . CHEMICAL VESSELS. The Subcommittee on Chemical Vessels, which is a working group of the Chemical Transportation Industry Advisory Committee will meet on Nov. 29. The purpose of the meeting is to discuss international standards for barges that carry hazardous bulk liquid cargoes. SIUNA Delegation United Behind Northern Tier Alaskan Pipeline Upgraders Hear Washington Report Ten Seniority Upgraders came to Washington this month to take a first­ hand look at the SI Id's legislative and political operations at the Trans­ portation Institute and the AFL-CIO Maritime Trades Department. During the visit, they were briefed by Jim Fatti, Transportation Insti­ tute's legislative analyst and counsel. Meeting here with Fatti are SIU Upgraders Javan Curie, Romeo Dizon, William Edwards, Richard Gibbons, Wilbert Hyder, Michael Moore, Fridtjof Steelreath, Timothy Teague, John Widman and Samuel Witt. They were accompanied on their visit to Washington by Finey Foint Fort Agent George Costango and SIU Representative Fat Filsworth. SIUNA's delegation is united be­ hind the proposal which would route Alaskan oil through a pipeline run­ ning from the state of Washington to Minnesota. This route is known as the Ail-American Northern Tier Pipeline route. The other route under considera­ tion by the Government is the Kitimat route. This would carry excess Alaska crude through a pipeline aeross Canada to the U.S. Midwest. The House Committee on Interior and Insular Affairs has reported out legislation to expedite a decision by the Carter Administration on which route will be selected to carry Alas­ kan crude oil to the lower 48 states. The importance of this legislation to us is that if the Northern Tier route is chosen, U.S.-flag tankers will carry the Alaska crude to the state of Washington. DETAILS ON PAGE FIVE. Other Happenings in Congress... Neither the House nor the Senate have been holding formal sessions since Nov. 7 in order to give Mem­ bers of Congress time to devote their full attention to the Energy Program. The Second Session of the 95th Con­ gress is expected to convene on Jan. 19. Meanwhile, a number of hearings are being held in both the House and Senate on pending legislation. • • * . . . NAVAL PETROLEUM RE­ SERVES. The wSenate Armed Serv­ ices Committee is holding hearings on the status of petroleum reserves in storage in the U.S. for the Navy. U.S.-flag ships supply the petroleum for the Navy's storage facilities. So we'll be watching developments on these hearings. * * * ... ALASKA LANDS. The Alaska Lands Subcommittee of the House Interior and Insular Affairs Commit­ tee is moving ahead on legislation setting aside certain Alaska land areas as wildlife refuges, national parks, and preserves. A hearing is scheduled on Nov. 29. This legisla­ tion is important to us because of our interest in oil and natural gas pipelines, and port facilities. SPAD is the SIU's political fund and our political arm in Washington, D.C. The SIU asks for and accepts voluntary contributions only. The Union uses the money donated to SPAD to support the election campaigns of legislators who have shown a pro-maritime or pro-labor record. SPAD enables the SIU to work effectively on the vital maritime issues in the Congress. These are issues that have a direct impact on the jobs and job security of all SIU mem­ bers, deep-sea, inland, and Lakes. The SIU urges its members to continue their fine record of support for SPAD. A member can contribute to the SPAD fund as he or she sees fit, or make no contribution at all without fear of reprisal. A copy of the SPAD report is filed with the Federal Elec­ tion Commission. It is available for purchase from the EEC In Washington^ D.C. . . . OCEANS AND ATMOS­ PHERE. The House Merchant Ma­ rine and Fisheries Committee will hold hearings on Nov. 29 relating to legislation affecting the jurisdiction of the National Oceanic and Atmos­ pheric Administration. This Federal agency is playing an increasingly im­ portant role in offshore areas affect­ ing oil and gas drilling, and fisheries. 4 Jones Act Bills Await Congress Action Four separate bills—all aimed at eliminating the Virgin Islands' ex­ emption from the Jones Act—have been introduced in Congress. The bills would close the loophole in the Jones Act which now makes it possible for Big Oil to evade the in­ tent of Congress which is to keep the transportation of Alaskan oil for U.S.-flag ships. Amerada Hess — which has the world's largest refinery located in the Virgin Islands—has been shipping Alaska crude on the foreign-flag Hercules to its refinery. The refined crude is then re-shipped—again on foreignflaggers — to East Coast storage areas. SEEPAGE 16 FOR DETAILS ON VIRGIN ISLANDS CONTRO­ VERSY. November 1977 / LOG / 9 4 Wi �Know Your Company lOT: Largest U.S. Inland-Deep Sea Fleet This story begins a regular feature on SIU'Contracted towing companies. A differ­ ent company will be featured each month. It is designed to provide SIU Boatmen with more knowledge of their industry, and to give all SIU members a closer look at the job opportunities on the inland icaterways. What company is the largest owner and oper­ ator of American-flag vessels? Would you believe a tugboat company? How about one that has a U.S. fleet of 26 tugs, six pushboats, 47 barges, nine tankers, and two Ro/Ros? The lOT Corp. started out as a small tugboat company, but now owns, operates or manages that entire fleet. Its gross registered tonnage is the largest in the country. JOT has been in business for half a century. For the last 20 years of its operation—the period of lOT's greatest growth—it's been an SlU-contracted company. More than 600 people man lOT's tug and barge fleet. For the most part, they are SIU Boatmen who are the captains, masters, mates and all un­ licensed crewmembers. Seafarers also hold the 275 unlicensed positions on lOT's U.S.-flag deep sea ships. Eiglit Divisions These Boatmen and Seafarers may not even realize that they work for the same company be- The movements of the entire lOT fleet are directed from this desk in the traffic department at Philadel­ phia headquarters. cause lOT is made up of eight different divisions, seven tug and barge operations and the deep sea fleet. In fact, the SIU has separate contracts for each of these eight lOT subsidiaries. The tug and barge operations are: Interstate and Ocean Transport, Inter-Cities Navigation, Gellenlhin Barge Lines, International Bulk Trans­ port, Interstate Barge, Mariner Towing, and Har­ bor Towing. The deep sea division is InterOcean Management. Most of these divisions are involved in oil trans­ portation. The corporate headquarters for the entire operation is based where the action is—in Philadelphia. There are seven oil refineries in the Delaware Valley which together put out 1-million barrels a day. It is the biggest oil refining center on the East Coast and second only to Houston in the country. Five Million Barrels Delivering and distributing oil to and from these refineries is big business and most of it goes to lOT tugboat companies. These companies also off load (lighter) oil from the large tankers whose draft is too deep for the Philadelphia Harbor. In this job alone, lOT tugs and barges handle an average of 5-million barrels of crude a month. But lOT is not just in Philadelphia. Harbor Towing, the corporation's newest acquisition, lighters and bunkers ships in Chesapeake Bay and distributes oil from there all along the Eastern Shore. lOT has its own electronics shop dockside in Phila­ delphia to service the fleet's communications equipment. The Massachusetts is one of three VLGGs operated by lOT's deep sea division. But lOT's reach extends even farther than that. Its tugs and barges are also in the Gulf of Mexico, where they carry oil from Louisiana and Texas refineries to Florida and other Southern ports. The barges used here are some of the biggest in the industry. The smallest have a 115,000-barrel capacity and the largest can hold up to 265,000barrels. lOT's fleet has grown tremendously to keep' on top of this kind of business. In the last 15 years, lOT has built over 20 new tugs. And two more boats will soon be added to the fleet. A new 5,600 hp. tug, the Enterprise, will enter service this month, along with a newly acquired pushboat, the 1,200 hp. Dispatcher. The 5,600 hp. Yalour is one of eight tugs used in lOT's Gulf operation. Deep Sea Division lOT has built more than 20 boats in the last 15 years. The Interstate Transporter, shown here, was the first in that period of continuing expansion. lOT's deep sea division is an even more reeent expansion. InterOcean Management was formed in 1974 when the company took over six Cities Service tankers. lOM also is the operating agent for three 265,000 dwt VLCCs, the Massachusetts, New York and Maryland, all built within the last three years. They also operate two new Ro/Ros, the Great Land and the Westward Venture. A fleet as large and varied as lOT's is a major operation. And lOT has developed the means to earry it out, from the 24-hour, 14-man Traffic De­ partment in downtown Philadelphia headquarters to their complete doekside office and shop faeilities. But the real operation is on the water, in the hands of the men who man the lOT fleet. They are the SIU members whose job opportunities have grown along with an expanding eompany and whose skills have kept pace with a dynamic in­ dustry. 10 / LOG / November 1977 SIU member Capt. Chin's Lupton, shown here on the Transporter, was in the wheelhouse of this boat when it towed the Edward L. Steininger to safety. The ship was docked on the Delaware River next to an.other tanker that exploded and burned in 1975. �3-Monfh Scholarship Pays $125 a Week Full Curriculum Provided forTowboat Program Do you know how to do Isobaric analysis? Can you use a stadimeter or an anemometer? How about a Loran interpolator? If this kind of technical mumbojumbo has kept you from taking a crack at a towboat operator's license, don't let it put you off any longer. The Towboat Operator Course at the Harry Lundeberg School can bring it all down to basics for you. And now there's another down-to-earth reason why you should give it a try. $125. a week if you do. The brand new Towboat Operator Scholarship Program will pay you this amount while you attend the 12-week Towboat Operator Course at the School in Piney Point, Md. There is a class beginning on Feb. 20 and another start­ ing on May 29. Like all HLS courses, instruction, room and board and all school supplies are provided free of charge. The scholarships are a first in the SIU and in the towing industry. They are being offered to SIU Boatmen by the Transportation Institute, a research and educational group for the maritime industry. It represents all SlU-contracted companies. These companies realize the indus­ try's growing need for licensed boat­ men. And the Lundeberg School has INLAND developed a program to meet that need. Here's what it will do for you, if you qualify. The Towboat Operator Course will teach you everything you need to know to take the licensing exams for First and Second Class Operators of Unin­ spected Towing Vessels and to become a fully qualified licensed operator. This means that your time at the School will be spent equally on important class­ room preparation and on extensive "hands-on" training aboard the HLS tug and towboat. The 24 students in each class will be split into groups of three or four for close, individual instruction in the wheelhouse. These groups will spend three to four hours a day, on a rotating schedule, aboard the CL-2, a single screw tug, and the Susan Collins, a twin screw pushboat with flanking rudders. They will get firsthand practice with all wheelhouse equipment in all aspects of boat operations. This will range from docking and undocking to complicated maneuvers with single and niultibarge tows. In the classroom, students will have more time to go over the workings of navigational, weather-reading and other technical devices. They will also gain the skills necessary to accurately read charts and predict tides and currents. Rules of the Road, safety regulation, fire-fighting and first-aid will also be included. And there will be close at­ tention paid to SIU history, contracts. Constitution and pension and welfare plans. In this way all brothers will come away with a better understanding of their Union and their industry. All this means careful textbook study. But even Boatmen who haven't opened a schoolbook in years yvon't have to worry. Study skills, such as outlining and note taking, will be covered, too. Covering all this ground means that students will spend most of their time at the School itself. But you will also have several opportunities during the cour.se to travel to other locations. In this way you will gain important train­ ing and experience. Firefighting training includes a day of firsthand practice with equipment at the firefighting school in Earle, N.J. The first-aid instruction will conclude with a trip to the Baltimore U.S. Public Health Service Hospital for a first-aid certificate exam. And there will also be trips to Wash­ ington, D.C. to tour the Transportation Institute and both Houses of Congress. Here you will have a chance to see for yourself how the SIU, along with the rest of the maritime industry, work for essential support from the Government. The Towboat Operator Course is the most thorough preparation you can find to advance in your career as an SIU Boatman. And the Towboat Operator Scholarship is a chance in a lifetime to take advantage of it. Under the Scholarship, Boatmen will be given $125 per week while they study to improve their skills and their earning capacity. All eligible- Boatmen will soon re­ ceive an application for the .scholarship in the mail. Don't delay. Fill it out and send it to: Transportation Institute Scholarship Committee c/o The Harry Lundeberg School Piney Point, Md. 20674 All application requirements must be completed and returned to the Scholar­ ship Committc by Jan. 17, 1978. If you do not receive an application, or if you need more information, con­ tact the T1 Scholarship Committee at the above address. (All eligibility re­ quirements for the scholarship were run on Page 10 of the October Log.) Drozak Urges lUPIW Confab Delegates to Take Political Action SIU Executive Vice President Frank Drozak urged last month's convention of the International Union of Petroleum and Industrial Workers to become deeply involved in all levels of political action. The lUPIW, headquartered in Bakersfield, Calif., represents more than 2,200 petroleum workers in the Southern California area. The lUPIW is one of 29 affiliates of the SIUNA. Drozak said, "labor has worked hard to win better jobs, better wages and bet­ ter conditions for America's workers. And we cannot expect to protect these Frank Drozak Waterman Signs Contract to Restore U.S.-Far East Service The SlU-contracted Waterman Steamship Corp. signed an agreement which will restore Federal subsidies to Waterman's U.S.-Far East service. The agreement was signed this month with the LT.S. Maritime Adniini.straiion. The agreement was announced to the public by Waterman and Marad on Nov. 22. Under its terms. Waterman will build two new LASH vessels for Far East trade routes 12 and 22. This new construction will satisfy Marad's requirements for granting op­ erating subsidies, that is. Government funds toward. Waterman's cost of gun­ ning its service on these routes.', ' The company had lost operating sub­ sidies on routes 12 and 22 in May be­ cause it could not work out plans to build the required new ships at that time. Losing these funds created finan- cial problems for Waterman. They are expected to be solved once the subsi­ dies are restored. Under the agreement. Waterman will also get construction subsidies from the Government for the new LASH ships. But the ships are being built to replace Waterman's eight outdated Mariner breakbulk ships now in service on 12 and 22. The company must eventually trade in these old vessels to the Govern­ ment's reserve fleet. They will go to­ ward the construction cost of the new ships. However, this will happen over a period of time while the new ships are being built. In the meantime. Water­ man will lease the Mariner vessels from the Government and continue to oper­ ate them. Waterman is also negotiating with Marad for continued subsidy arrange­ ments on its Near East trade route 18. This will possibly involve building two new LASH vessels for that service by 1982. gains strictly through collective bargain­ ing." Drozak affirmed that "we must in­ sure that the people who make the laws are people who have the working man's interest at heart. If we don't, there is no one to blame but ourselves when our jobs and hard-won gains start slipping through our hands." Drozak told the convention that the AFL-CIO had provided the political ap­ paratus through local central bodies and state federations to get the job done. He said, however, "it is up to each individual union to fully participate in state labor bodies to make these organ­ izations productive and effective in lo­ cal and statewide politics." Drozak also urged the lUPIW Con­ vention delegates to become involved in labor supported Voter Registration Pro­ grams. He said they should do this "to insure that all working people eligible to vote do vote for the candidates will­ ing to help labor in its efforts to achieve a better life for all the nation's workers." SAB Rules on C Classified Men Late this month, the Seafarers Ap­ peals Board ruled that effective Jan. 3, 1977, "C classllication seamen may only register and sail as entry ratings in only one department." The Board took the action to insure that the Union will be able to maintain sufficient manpower for each shipboard department. The ruling will also enable these seamen to get sufficient scatinie in one department for the purpose of upgrading to a higher rating in that department. Do You Have One of These? PASSPORT UNITED STATES AMERICA' BICENTENNIAL 1770-1976 The Seafarers Appeals Board ruled late this month that effective Jan. 3, 1977 "a requirement for shipping is that all seamen must possess a valid ijn-to-date passport," The action comes out of the fact that many foreign nations are crack­ ing down on immigration regulations requiring that all people coming into their countries must have passports. The SAB, then, took this action to insure that when there are flyout jobs, those who throw in for the jobs will be fully prepared to take them. This ruling will enable the Union to continue to meet our manpower commitments to our contracted com­ panies. November 1977 / LOG / 11 �OK New Courses, Scholarship Fund 20 Inland Companies Meet at Piney Point PINEY POINT, Twenty SW •contracted towing company representatives and SlU officials came to the Lundeberg School for two days of Advisory Board meet' ings last month. In opening the meetings, HLS President Hazel Brown said, "IFe will react to your suggestions and we will try to incorporate your needs. We ivant to graduate students who are versatile and who have learned the correct skills." SlU Vice President Paul Drozak added, "/I// the programs offered here are designed to meet the needs of our operators for trained man­ power and to provide the member­ ship with the skills to meet these needs." Following these remarks, repre­ sentatives from the School's Aca­ demic and Vocational Departments explained the courses which are of­ Towing company representatives get a tour of the Lundeberg School's galley training area from Bob Kalmus (third from right), who is director of vocational education at the School. Also in photo are, from the left: Donald Bostdorff (Caribe Tugboat): Richard Miller (National Marine); George Jordan (G&H Towing); Bobby Nicholls (National Marine); and Capt. Donald Hand and Cdr. Richard Hess of the U.S. Coast Guard. fered. All the representatives agreed that upgrading at HLS was the key to overcoming manpower shortages. The representatives from the com­ panies, HLS and the SlU then dis­ cussed current concerns in the tow­ ing industry and how they might be helped through programs at the School, Among the solutions tvhich emerged were the follotving: in­ creased emphasis on ship docking procedures and heavy chain towing in the deckhand/tankerman pro­ gram; a new engine department course designed specifically to train diesel engine troubleshooters, and revision of the tankerman course to A tour of the machine shop, where many upgrading courses take place, was a part of the Towboat Advisory meeting. Those in photo include; Don Peck (Curtis Bay); D. Buchanan (lOT); Jim Harrell (Allied Towing); Frank Vulewfcz (Curtis); Bill Thorpe (Taylor & Anderson); Larry Eaves (Moran); and SlU official Joe Sacco. include netv Coast Guard regulations currently being developed. This revision tvill take place when the regu- lations are finalized. To develop these new programs, management and Union representatives decided Company reps observe Lundeberg students during training exercise aboard the School's pushboat, Susan Collins. From the left are: Arthur Kulp (Crescent Towing); Walter Wise (Dixie Carriers); Robert Kilroy (American Commercial Barge Line); SlU New Orleans rep Jimmy Martin; Buck Lay (ACBL), and Ed Boyer, HLSS instructor. Reps of SlU-contracted towing companies and SlU officials shown during group discussion on the need for training an increased number of Boatmen for wheelhouse jobs. 12 / LOG / November 1977 to meet in committees with educa­ tors from HLS. Therefore, new courses which will result will be cer­ tain to include all the necessary job skills. An on-going concern in the tow­ ing industry is the shortage of li­ censed wheelhouse personnel. A new program to meet- this need was presented and accepted during the Advisory Board meeting. Under this program, the Transportation Institute, a non-profit organization., operated by approximately 150 member companies which are en­ gaged in every facet of maritime transportation, has established a scholarship fund to €fssist Boatmen in obtaining a license as Totvhoat Operator or Second Class Towboat Operator. Twenty-four Boatmen will be selected for the first scholarships. They will attend a 12-week course at HLS which will consist of an equal amount of class time and practical boat-handling experience. The first course will begin on Feb. 20, 1978 and is scheduled for completion on May 12, 1978. In discussing the scholarship fund. Miss Brown noted that, program ivill bring us the best peo­ ple in the industry." Dave Carlton, vice president of Gulf Canal Lines stated, "/ think it's a great idea— the best idea I've heard to meet our needs!" �Fired Captain Awarded $1AOO in Back Pay From Company SIU member Capt. Pat Thomas was awarded $1,400 this month from the company that fired him last summer. The Union helped him win the back pay settlement in a successful arbitra­ tion case against Marine Fueling of Port Arthur, Tex, Thomas was fired when he refused to take out his boat again after putting in 20 hours piloting the boat in a 24hour period. He had been a captain with Marine Fueling for 12 years. The com pany does harbor fleeting and refueling work on the Sabine River and Intracoastal Waterway. Brother Thomas refused to continue working because he felt that he was too tired to safely navigate the boat any longer. Moreover, he was within his rights since Coast Guard regulations limit towboat operators' working time to 12 hours in a 24 hour period. He informed the SIU, and Port Ar­ thur Port Agent Don Anderson filed a grievance. On Sept. 28, a Port Arthur arbitrator decided that Thomas' refusal was justified. Marine Fueling was ordered to rehire Thomas and pay him the salary he lost while he was out of work. He accepted the settlement but waived reinstatement. He had found a new job as captain through the SIU hall in Port Arthur. This was not the first time that the SIU has filed a grievance against Marine Fueling for requiring Boatmen to put in excessive overtime. Port Agent Ander­ son said that the SIU Boatmen in the company had complained about this problem to the Coast Guard in Novem­ ber, 1975. The Coast Guard repri­ manded the company at the time and ordered them not to further violate the regulations for working hours. SIU Plan Pays Retiree, Wife's 5226 Medical Bills The nation's elderly — retired people on fixed incomes — have been the group hardest hit by the rampant inflation of the 70's. Between union pensions and Social Security, most people can make it with a little left over. But the real problem for the nation's elderly is rising medical costs, which make the inflation rate look like smalltime. Medicare helps, but it doesn't nearly cover everything. And for a person on a fixed income, it is a very heavy financial burden to have to pay medical bills on top of the rising costs of other neces­ sities of life. Retired SIU members must, of course, cope with the rising cost of living. But for them at least, there is little worry about medical bills. The SIU Welfare Plan continues to cover retired members and their Ruling May Affect U.S. Seamen An expected ruling by the U.S. Im­ migration and Naturalization Service will affect job opportunities for Ameri­ can seamen. The case involves foreign crewmen aboard a Dutch-registry tank­ er which is engaged in lightering opera­ tions off the West Coast. The ship — the Docina — has been off-loading from foreign-flag supertank­ ers anchored at sea off the California coast. She has been delivering crude to Notice to UenAen On Job Call Procedure When throwing in for work dur­ ing a job call at any SIU Hiring Hall, members must produce the following: • membership certificate • registration card • clinic card • seaman's papers INLAND West Coast refineries. The Docina, which is owned by Shell Oil, then re­ turns to the mother-ship with bunker fuel. The Immigration and Naturalization Service in San Francisco has ordered the foreign crew deported. The Service contends that the Docina was engaged in "domestic enterprise" and that the foreign crewmembeis were therefore in "unauthorized employment." The case is now before the Board of Immigration Appeals in Washington, D.C. The SIU has filed to intervene in the case in support of the San Francisco decision. What will this mean to American Seafarers? C. James Patti, counsel for Transportation Institute, which has been assisting the SIU in this case, said: "If this decision is upheld, it will mean that U.S. citizen seamen must be employed aboard ships engaged in light­ ering operations off the coastlines of the United States." The Transportation Institute is a Washington, D.C.-based research and educational organization for the mari­ time industry. dependents for the same benefits as when they were working. This is an important distinction between the SIU's Welfare Plan and many other union plans. Some union plans don't cover retired members at all. And for those that do, the coverage is often very limited. One retired SIU member who has received a lot of help from our Welfare Plan is David Lewis of Cleveland, Ohio. Brother Lewis retired in 1966 on disability after working on the Great Lakes for nearly 50 years. He worked mainly in the dredging business. Since his retirement, the Plan has paid more than $22,000 in medical benefits for him and his wife, Diantha. Lewis, now 70, sailed as a deck­ hand, scowman, foreman and crane operator. He said, "living on a fixed income isn't easy, but we make it okay. The benefits from the Union help." When Lewis started sailing on the Lakes, there were no benefits at all outside of his paycheck. He started shipping on an old ore carrier in 1922. He recalls that he got his first dredge job in 1935 after joining the old International Tug and Dredgemen's Union. Brother Lewis said, "I worked six days, 12 hours a day my first week on the dredges and came home with a check for $52. Everyone went wild." Lewis continued, "times have changed on the Lakes, mostly in the area of pay and benefits, due to the unions." His son, David, Jr., followed in dad's footsteps. He is an SIU mem­ ber working the dredges. Lewis also has four daughters. We wish him well in the future. Notice to Members On Sbippmg Procedure When throwing in for work dur­ ing a Job call at any SIU Hiring Hall, members must produce the following: • membership certificate • registration card • clinic card • seaman's papers In addition, when assigning a job the dispatcher will comply with the following Section 5, Sub­ section 7 of the SIU Shipping Rules: "Within each class of seniority rating in every Department, prior­ ity for entry rating jobs shall be given to all seamen who possess Lifeboatman endorsement by the United States Coast Guard. The Seafarers Appeals Board may waive the preceding sentence when, in the sole judgment of the Board, undue hardship will result or extenuating circumstances war­ rant such waiver." Also, all entry rated members must show their last six months discharges. A MESSAGE FROM YOUR UNION THe MORAL: UUNK /s au///c AND YOU'RE BEACHED POR S/PE O o DAY /=/A/ALLY CAA/IE /^ARCOTiCS/ ''OOT OP r/JOUGJJT/ ...AND //-f WAS ALWAYS ///OR ASAK/re /dP LOST MS PAPSRS /A/ SHAMS, ... AND AOLfA/O US/A/<3 OOPS /S A/or VERY SR/ORT November 1977 / LOG / 13 �LNC-What Is if? What Does it Do? In these days of the on-going energy crisis, Liquified Natural Gas—or LNG —has captured the public imagination. Much of what has been written about LNG sounds as if this fuel were as dangerous as an atom bomb. Actually, LNG is a rather humble and naturally-occurring fuel. It is sim­ ply methane—or natural gas. The sci­ entific ability to liquify methane has existed since shortly after the turn of the century. The first LNG plant began operating in the Lf.S. in 1914. It was located in West Virginia. Perhaps the most amazing thing about LNG is that the equivalent of millions of cubic feet of methane gas can be stored or transported in the liquid state. This is a huge amount of energy confined in relatively small spaces. Today, many people—especially en­ vironmental groups—make this sound very frightening. But in the 73 years that LNG has been used by the energyconsuming public as a fuel, great prog­ ress has been made in the science and safety of LNG handling. In fact, since the early 1900's, there have been only two shoreside mishaps with LNG. The most famous LNG accident occurred in Cleveland in 1944. Wartime shortages had led to a reduction in the amount of nickel added to the steel used in constructing an LNG storage tank. Since the nickel alloy gives steel the strength to with­ stand the tremendously cold tempera­ tures of LNG, the tank developed a leak. Holding dikes to contain leaks, which are now a standing feature on all fuel tanks (not just LNG tanks), were not in use in 1944. So the LNG seeped out of the tank and into the Cleveland sewer system, causing a huge fire. Much progress has been made in the safe storage of the fuel since that time. Even more important for seafarers, there has never been a marine disaster involving LNG. And ships have been carrying LNG for 19 years. In 1958, a rebuilt cargo ship, originally launched in 1945, carried 2000 tons of LNG from Lake Charles, La. to Canvey Is­ land, in the Thames River, east of Lon­ don. Christened the Methane Pioneer, this ship was owned by an American company, flew the Panamanian flag, and made seven transatlantic crossings fully loaded with LNG. The Methane Pioneer was an experi­ mental ship. Her successful voyages led to a new era in marine transport. LNG tankers did not come off the ways im­ mediately, though. From the beginning, safety of the ship's crew and the sur­ rounding environment was of the very highest priority. Nethertheless, in 1972 there were 13 LNG tankers in opera­ tion and 20 were on order. The first U.S.-flag LNG tanker, the SlU-manned Aquarius, was launched this year. These tankers comply with safety standards that vastly exceed any stand­ ards for other types of ships. Double hulls, which may or may not be found on conventional tankers, are the rule on LNG vessels. All the metals—in­ cluding the nuts and bolts—used in these ships are cryogenically rated (de­ signed and tested to withstand the supercold). Inert gas—not air—fills all the void spaced in and around the tanks. With­ out air, the gas cannot burn. Auto­ mated systems for leak detection and shut-down monitor the vessel. These systems protect every area where a crewmember might live or work. Elab­ orate collision avoidance systems track up to 40 ships in the area of the tanker. 9 Complete LNG Program Nine Seafarers recently completed the LNG upgrading program at the Lundeberg School. They are, front row from the left: Tim Doherty, Richard Duncan, Vinnie Carrao and Dave Long. In the back row, from the left, are: Guy DeBaere, Ed Saviekas, Robert Adams, John Reed and Edward Tinsley. Six Galley Hands Six Seafarers hold galley endorsements they achieved at the Lundeberg School for assistant cook. They are, from the left: Wayne Larsen, Named All, Arthur Mitchell, Fred Stack, James Marriner and Robert Kelner. 14 / LOG / November 1977 ..iiJiSa The radar indicates all possible colli­ sions and the routes for avoiding them. These readouts are updated every few seconds. Specially designed firefighting equipment protects the entire ship. Loading and unloading operations are equally as safe. The same firefight­ ing, leak detection and inert gas systems operate shoreside. The LNG^ is never in contact with air. In the event of any pressure build up, the gas is vented into the company's gas lines and used imme­ diately by the consumers. Finally LNG crews are the most highly trained in the world. Among other things, they receive extensive training in fighting LNG fires and they learn not only shipboard cargo han­ dling and safety but also all the terminal operations as well. No one may serve aboard an LNG vessel without first receiving this training. There is a good reason for this training. The knowledge these seafarers have about their ship and its cargo means they know how to do their jobs in the safest possible way. In an emergency, they also know how to protect themselves and the ship. Be­ cause the officers and crews on LNG ships are experts, the operation of their ship is as safe as possible. In the popular imagination, the greatest concern about LNG tankers is collision. This is an easily understand­ able concern in light of the frequent collisions and sinkings involving for­ eign-flag ships in U.S. waters. In a collision, wouldn't rupture of the hull, then the tanks, then cargo spillage and finally fire result? No. Not unless the vessel was rammed broad­ side at high speed by a fully-loaded ship. And experienced seafarers know that high speed collisions are rare. Hull and tank designs of LNG tankers pre­ vent release of the cargo in a low speed collision—the tanks , are independent of, and insulated from, the hull. For them to rupture, the double walls of the hull and the double walls of the tank must be pierced. Low speed, in-port collisions don't generate this kind of impact. All the speculation about collisions is purely theoretical, though. An LNG vessel has never been involved in a collision—and they have been in serv­ ice for 19 years. The closest approximation of an LNG disaster at sea occurred a few years ago. The Japanese LPG carrier Yiiyo Marii was rammed in Tokyo Bay by a Liberian vessel. Her cargo of naphtha propane and butane burned for 19 days. Finally, the Japanese Govern­ ment decided to sink the ¥uyo Mam. But all the safety features of the special­ ized carrier made her nearly unsinkable. It took four destroyers, four fri­ gates, four anti-submarine frigates and a submarine firing 857 shells, 12 rock­ ets, depth charges and four torpedoes to sink her. The Yuyo Maru was almost as difficult to destroy as the Bismark. In addition to collision and fire, the popular press has publicized the possi­ bility of enormous LNG explosions. Well, there is no doubt that LNG will burn—but scientists are not convinced that it is possible to make LNG ex­ plode. So LNG is neither new nor exotic and its transport and storag,; is the safest in the world. What then, does all of this mean to the consumer? Well, when you turn on the gas stove at 8 in the morn­ ing or your gas furnace goes into oper­ ation at 5 in the evening, it's very pos­ sible that you're using LNG. LNG is used chiefly in the U.S. to supplement pipelines and other sources of natural gas during daily periods and yearly seasons of peak usage. Plenty of AB's A recent Able-Seaman course at the Lundeberg School was filled by 23 Sea­ farers looking to get ahead in their sailing careers. They are, kneeling from the left: Fred DeBorde, Domingo Leon, Jr., Mike Pell, Tom Quattrochi, Robert Arana, Jaime Rios, Kevin Brady and .Robert Tanner. Standing from the left are: James Porter, Mike Martin, Kevin Sutton, Mark Rizzo, Tom Johnson, Ronald Gray, Mark Darley, Bob Hoffman, Jake Karaczynski (instructor). Charles Hatton, Douglas Rodger, David Asherman, Randolph Archer, Steve Thompson, Clarence Lofton and Johnny Hagen. �At Confab^ Hibbert Notes: ANC Center Unique A growing number of labor unions across the country are supporting alco­ holism programs for their members. About 600 of the people who run those programs got together last month to discuss why and how they do it. The occasion was the sixth annual meeting of ALMACA, the Association of Labor-Management Administrators and Consultants on Alcoholism. It was held in New York City from Oct. 26-29. One of the main participants was the Seafarers Alcoholic' Rehabilitation Center. ARC Director Bill Hibbert was a featured speaker in a panel discussion on alcoholism programs supported by labor unions. Labor programs have been found to be one of the best ways to help al­ coholics, it was brought out during the discussion. They work well because of two basic reasons. First of all, the de­ sire to keep your job. This is one of the strongest motivations yet discovered to convince a person to accept help in cop­ ing with a drinking problem. Secondly, excessive drinking almost always cre­ ates job performance problems which are clearly evident to fellow union members. They in turn can persuade their brother or sister to get help under a program which protects job and se­ niority rights. Union representatives on the panel, such as the International Longshore­ men's Association and the International Association of Machinists and Aeorspace Workers, discussed their success in operating referral services for alco­ holic members. These programs gen­ erally depend on outside counseling and treatment centers. ARC Director Bill Hibbert, at podium, was one of the speakers at a New York City conference on Oct.27onalcoholism programs supported by labor unions. Other speakers included (I. to r.): Jack Hennessy of the ILA; Bill Combs, Ma­ chinists and Aerospace Workers, and Mort Aronoff and Henry Huestis of the National Association of Broadcast Employees and Technicians. The SIU program is unique, Hibbert have trouble with the important educa­ explained, because it offers complete tional material on alcoholism which the referral and counseling services. These Center provides. After they complete services are provided within a residence the program, many of the men stay on center run by the Seafarers Welfare to upgrade at the School. This helps Plan. their careers and provides a transition He described the Center, located in period—back into everyday life. a remodeled farmhouse in Valley Lee, Moreover, every man who goes Md., as a "therapeutic community." It through the program is assisted in get­ offers physical, emotional and intel­ ting back to work again. This helps the lectual help for the alcoholic Seafarer, alcoholic return to a secure environ­ Laker and Boatman. ment, Hibbert said. It can help prevent Hibbert stressed the "built-in re­ the danger of drifting back into the sources" in the Union that contribute non-productive life of an alcoholic. to the Center's success. Follow-up programs with Alcoholics The nearby Harry Lundeberg School, Anonymous groups in other ports are for example, offers additional help to also set up for him. alcoholic members while they are going The Center also owes its success to through the six-week recovery program. "the support that comes straight down Reading teachers from the School visit from the president of the SIU and con­ the Center. They help the men who may tinues through the rank-and-file mem­ bership," Hibbert concluded. "I was one of the most fortunate people in the field of alcoholism," he maintained. "When I became director of the ARC, I fell into a ready-made program run by people who were really willing to ac­ complish something." Jack Hennessy, director of the ILA alcoholism program and moderator of the panel, praised the SIU program. He also said that ALMACA intended to give SIU President Paul Hall an award for his dedication to helping alcoholics. Other speakers pointed out that unions are involved in alcoholism pro­ grams out of a basic concern for their fellow workers. William Combs, direc­ tor of the Machinists and Aerospace Workers Alcoholism Program, District 141 in California, said "I didn't get into this field as a do-gooder. I did it as a union man with a way to help my brothers and sisters keep their jobs." Total Involvement Another speaker on the panel, James Clarke, the labor representative of the Houston Regional Council on Alcohol­ ism, stressed labor's "total involve­ ment" in combating alcoholism. Clarke, a former ILA official, is now a repre­ sentative in the Texas Legislature. He said he was the first man representing labor to be elected to the legislature in Texas. Labor's role in alcoholism was summed up by another speaker, Donald Kapa, coordinator for Employee Alholism Seryiees for the State of New York. "Labor has an enormous poten­ tial to combat alcoholism on a national scale," he said. "It's the sleeping giant in the field." Congress Clears Some Important Great Lakes Legislation Congress recently cleared several pieces of legislation which will have a pronounced impact on the Great Lakes region. Last August, the Senate passed the Clean Water Act of 1977. This Act in­ cluded a section banning detergents containing high levels of phosphates from sale in the Great Lakes region. The phosphate regulation was initially introduced as a separate bill by Senator Gaylord Nelson (D-Wisc.). It applies to HISDitcliiirs Rmrt firMlakes OCT. 1-31, 1977 •TOTAL REGISTERED All Groups Class A Class B Class C 5 0 0 2 3 0 1 11 0 0 0 1 0 0 0 1 1 0 0 3 1 2 0 7 0 1 0 0 0 1 0 2 0 0 0 1 0 0 1 2 2 0 0 1 1 0 0 4 0 0 0 0 0 0 0 0 2 4 1 16 7 3 5 38 13 2 1 15 4 2 0 37 1 4 0 5 0 1 3 14 Alpena .. Buffalo . Cleveland Detroit . . Duluth . . Frankfort Chicago . Totals . . 4 3 0 22 10 2 3 44 Alpena . . Buffalo . Cleveland Detroit . . Duluth . . Frankfort Chicago . Totals . . 5 . 1 0 11 3 3 1 24 Alpena . . Buffalo . Cleveland Detroit . Duluth .. Frankfort Chicago . Totals .. Alpena .. Buffalo . Cleveland Detroit .. Duluth .. Frankfort Chicago . Totals . . TOTAL SHIPPED All Groups Class A Class B Class C DECK DEPARTMENT 12 13 0 6 0 0 4 1 2 35 22 3 12 0 7 0 4 2 1 8 1 1 81 46 6 ENGINE DEPARTMENT 6 13 0 0 0 4 0 3 P 21 2 0 6 2 0 5 2 1 2 0 0 22 44 1 STEWARD DEPARTMENT 6 6 0 0 0 1 0 0 0 11 3 0 2 2 0 0 0 0 0 2 1 22 11 1 ENTRY DEPARTMENT '• .. 8 79 108 59 147 17 Totals All Departments •"Total Registered" means the number of men who actually registereo ror snippiiig u.c pu.i ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. seven of the eight states bordering the Great Lakes and to that part of Pennsylvania lying in Lake Erie's drainage basin. The regulation limits the amount of phosphate in household detergents so that further pollution of the Great Lakes can be prevented. ••REGISTERED ON BEACH All Groups Class A Class B Class C 5 1 2 8 5 2 5 28 2 1 0 1 2 0 1 7 0 1 0 0 0 0 0 1 4 1 0 11 0 0 2 18 1 0 0 2 1 0 0 4 0 1 0 0 1 0 0 2 0 0 0 2 0 1 0 3 1 0 0 1 0 0 0 2 0 0 0 0 1 0 0 1 1 2 2 20 2 2 2 31 12 3 9 16 5 3 2 50 6 9 C 5 1 1 31 80 63 35 1 Basin Projects Congress also acted on proposed funds for Great Lakes basin projects. These funds were included in the House Appropriations bill for water-related public works projects. The bill was signed into law by the President last July. A total of $108.7 million was al­ lotted for construction, planning and study projects, harbor ami channel dredging. Also included was construc­ tion of diked areas in order to contain polluted sediments which are dredged to keep harbor and channel depths con­ stant. An amount totaling $ 11,548,000 will be used for navigation. Hood control and beach erosion projects in Michigan, New York, Ohio and Penn.sylvania. Some of the special projects which will receive Federal monies include: a study of a Lakes-Seaway navigation ex­ tension program; a study of wastewater management on Lake Erie, and a study of water levels on the Great Lakes. Also slated fur funding are: examin­ ations of water diversion from Lake Michigan; the Great Lakes to Hudson River waterway, and Buffalo Metro area flood control. November 1977 / LOG / 15 �The Jones Act: Still One Big Baffle: Close the ''Loophole This is the 17th in a series of articles ivhich the Log is imblishing to explain how certain organizations, programs and laws affect the jobs and job security of SIU members. This particular article is the last in a series of three articles dealing with the Jones Act, the nupst important piece of maritime legislatum on the books today. Did you know that two unmarried people of the opposite sex, alone in a room in Massachusetts, have to keep at least three feet on the floor at all times? It sounds crazy. But believe it or not, this old comical law is still on the books today and tech­ nically could be enforced. And there are a lot more like it. This may not be a proper comparison, but the U.S. maritime industry is saddled with one of these old, outdated laws, too. But it's not the least bit funny. Because this law has seriously handi­ capped greater expansion within the U.S. domestic fleet and shipbuilding industry. In maritime circles, this law is known as the Virgin Islands "loophole" in the Jones Act. The Jones Act was passed 57 years ago. It requires that only American-built, Americanmanned and American-registered vessels be used in this nation's domestic waterborne trades. That is, cargoes shipped by water from one U.S. port to another U.S. port must be American. This includes deep sea shipments as well as cargoes transported on the nation's inland waters and between U.S. ports on the Great Lakes. The Jones Act also covers waterborne cargoes moving between the U.S. and Puerto Rico and the U.S. and Guam. However, the Jones Act has never covered trade between America and the U.S. Virgin Islands, an American possession. Top Legislative Goal Closing the Virgin Islands "loophole" is one of the SIU's top legislative priorities. When the Jones Act was passed in 1920, legis­ lators exempted the U.S. Virgin Islands from its provisions. This was done because U.S.-flag ser­ vice was not readily available at the time for this trade. It was felt that this lack of service might stunt the growth of industry in the Virgin Islands. However, Congress did not intend that this exemp­ tion should last 'ad infinitum.' To say the least, the situation concerning the Virgin Islands has changed drastically. Because of tax incentives, a great deal of U.S. industry has gone to the Virgin Islands. And the U.S. domestic fleet is now more than capable of handling all the Virgin Islands trade created by that industry. However, virtually no American ships are used in this trade. The biggest abuser of the "loophole" is the Amerada Hess Corp., a multinational oil com­ pany. On the U.S. Virgin Island of St. Croix, Hess owns and operates the largest oil refinery in the world. This refinery has a recently upgraded capaeity of refining 800,000 barrels of oil per day. Virtually all this refined oil, accounting for ap­ proximately 25 sailings per week, is carried to the U.S. East Coast in foreign-Hag tankers. One Step Further This situation has existed for many years. How­ ever, Hess has gone one step further in using the Virgin Island's "loophole" to the detriment of America's domestic shipping industry. Hess is now moving Alaskan pipeline crude oil n from Valdez on a foreign-flag tanker to the Virgin Islands. The oil is refined there, and then moved to the U.S. East Coast in another foreign-flag tanker. Along with the American Maritime Association and the Shipbuilders Council of America, the SIU joined in a suit against the Hess move. They contended that the original intent of the Alaska Oil Pipeline law had been violated. However, a district court in Washington, D.C. ruled against the suit. This made it legal for Hess to continue transporting Alaskan oil on foreign ships to the U.S. Virgin Islands. The ruling has been appealed. But a decision on the appeal could take as long as six months to come through. Win or lose in court, though, this case is just one more indication that something definite must be done to settle the Virgin Islands "loophole" situation once and for all. The SIU's answer is congressional legislation that will finally bring the Virgin Islands under the jurisdiction of the Jones Act. The SIU is planning to push for this legislation in 1978. A Strong Argument The argument for closing the "loophole" is a strong one. First, it would be a big boost for the U.S. domestic fleet. TTiis boost will translate into added jobs for U.S. maritime workers on the ships themselves and in shipyards. Also, closing the "loophole" will cut down con­ siderably on the numbers of foreign-flag, foreignmanned tankers in America's coastal waters.This will have a favorable impact on the environment. The issue of the Jones Act, itself, has always been a controversial one. And over the years, the SIU has had to fight many attacks on provisions of the bill. These attacks came mainly from the oil companies. But what must be remembered about the Jones Act is that it protects the jobs of more than 185,000 U.S. workers in America's domestic waterborne trades. The SIU is prepared to do whatever is necessary to protect these jobs. The Union will also add to that figure by finally bringing the U.S. Virgin Is­ lands under the Act. Closing the Virgin Island loophole will mean fewer unsafe, unreliable foreign tankers in American waters. ' I 16 / LOG / November 1977 sem. mr- �SS John Penn LNG Aries FOWT Albert Rogers of the SS John Penn (Waterman) died aboard "while performing his duties" on Sept. 25, according to the ship's minutes. The ship was moving down the Mississippi River on the way to a port of call at Casablanca, Morocco. A Coast Guard helicopter lifted off the body of Brother Rogers at Venice, La. The 25,000 cubic meter carrier LNG Aries (Summit Marine) was floated out of her graving basin at the General Dynamics Shipyard in Quincy, Mass. She is the sistership of the SlU-contracted LNG Aquarius. She went to an outfitting berth for final construction. The 936-foot Aries was scheduled to undergo sea trials this month or next. Four LNG's are currently under construction at the yard. VLCC Maryland Odessa, USSR A 500-pound, 10-foot shark was caught in Galveston Anchorage early last month by members of the deck department of the VLCC Maryland (Inter Ocean Mgt.). Helping out was Chief Steward Gilbert Murray. The situation with shore leaves in ports in the USSR has been eased for U.S. seafarers, it was announced early this month by the Maritime Administration. In line with a recent agreement between the U.S. and the USSR, the Russian Embassy in Washington, D.C. will telegraph crew list visas to their ports. That "should enable U.S.-flag ships' crews to get ashore promptly when their ships arrive in Soviet ports," says U.S. Assistant Secretary of Commerce for Maritime Affairs Robert J. Blackwell. He adds that the telegraphed visas are ". . . temporary replacements until the (real) visas arrive." ST Zapata Patriot, Rover, Courier As part of the U.S. Strategic Petroleum Reserve Program, the ST Zapata Patriot moved 35,000-tons of crude from Puerto Mexico, Mexico to Sunshine-Baton Rouge, La. on Nov. 4. The fuel was to be stored in the Bayou Chocktaw Salt Dome. Also chartered were the ST Zapata Rover and the ST Zapata Courier. They pumped 68,000-tons of North Sea crude from the BP Terminal in the Netherland Antilles in the Caribbean. The cargo was discharged at Seaway Terminal, Freeport, Tex. Barges then moved the oil for storage in the Bryan Salt Mound, Brazoria County, Tex. OBO Ultramar Near the end of a voyage early last month in the port of New Orleans, Capt. B. J. Howard of the OBO Ultramar (Westchester Marine) wrote: "To the licensed and unlicensed members of the crew—The master offers to each and every man of the crew his appreciation and gratitude for your sobriety and devotion to duty throughout this extended and tiring voyage. "The vessel called at some of the very worst ports of call and even though short-handed, the breach was filled by able and willing hands without a single complaint to the master. "To those of you departing at payoff, may I wish you the very best of luck and good sailing in the future. It has been a pleasure to have gone down to the sea in a ship with all of you; and to those remaining for another tour, I'll say, 'Welcome aboard.' It is always a good feeling to be with men of your stamina and character." In response, "The crow agreed that Capt. Howard was a standup skipper and a fine man." Part of the crew were Recertified Bosun Norman F. Beavers, Chief Steward E. W. Lambe, Chief Pumpman George Thompson, AB Frank Compabasso, QMED Kenneth F. Linel and Cook Tony Rabago. Houston — Corpus Christi The Seadock Superport Project here has extended its deadline to oil companies wanting to join the venture to Apr. 20. At that time, the now six-company group will have to decide whether to accept or reject the U.S. Government's construction guidelines. The project will consist of building a $700-million monobuoy crude terminal 27 miles out in the Gulf off Freeport, Tex. At Corpus Christi in Ingleside, construction of a LNG terminal and a temporary i^PG terminal nearby is awaiting Federal approval. Later on, the LPG terminal would perhaps settle permanently south of Port Arthur on the Sabine River. A second LNG terminal would be built by the El Paso Co. on Matagorda Bay near Port O'Connor, Tex. Governors Island, N.Y. More than 60 shipping companies in N.Y. Harbor got Automated MutualAssistance Vessel Rescue System Awards from the Coast Guard early this month. The global, computerized vessel plotting system provides information for co­ ordinated search and rescue efforts at sea. Some 2,200 merchant ships radio sailing and position plans for at least 128 days a year to the Coast Guard. At the first SOS on the high seas, the computer picks out the nearest vessel to the stricken ship to send to her aid. Many have been saved in ship fires and sinkings, man overboard incidents, and medical emer­ gencies. U.S. Safety Board Bids for Firesafe Lifeboats for Tankers When the U.S. tanker Edgar M. Queeny and the Liberian tanker Corinthos collided in 1975, 26 crewmen were killed and 11 injured. The lifeboats of the Corinthos were rendered useless as flames danced on the deck below them and covered the oil-slicked water around the vessel. This accident and others like it prompted the National Transportation Safety Board to make a recommenda­ tion on lifeboats. In a report to the Coast Guard, the Board recommended development of "enclosed, firesafe, selfcontained lifeboats," for all large U.S. ships. If adopted, the recommendation will apply primarily to large oil tankers. It is on these tankers that the risks of oil fires are high. The lifeboat the safety Board has in mind will be made of incombustible ma­ terial, such as steel. This would enable the lifeboat to withstand the intense heat caused by fire. The firesafe lifeboats would have steel covers and self-contained air sup­ plies. These air supplies would last for a period of about 10 minutes. These lifeboats could be lowered right onto flame-engulfed water and ride clear of the fire while those inside are protected and provided with oxygen. The boat's steel cover has its own spray system to keep the metal cool. Capt. Colucciello, chief of the NTSB's Marine Accident Division, said such lifeboats are "not that new an idea." They are being used by Norwegian and British vessels. They are also used on offshore oil drilling rigs. On these rigs, the NTSB report said, they "have been used successfully in evacuations during fire and other casualties." The safety Board's recommendations resulted from its investigation of the Corinthos-Queeny collision on Jan. 31, 1975 at Marcus Hook, Pa. The Queeny's pilot was attempting a 180 degree turn on the Delaware River after leaving a dock. She hit the stern of the Liberian tanker which was unloading a cargo of crude oil. The British Petroleum Co. Dock, where the Corinthos was unloading, burst into flames. In addition to the 26 fatal casualties, property and pollution damages on the Delaware ran over $20 million. Damage to the Queeny was minor but the Corinthos was destroyed. The Board found that the Queeny crew's firefighting training was an im­ portant factor in minimizing "the amount of ship damage and number of personal injuries aboard their ship." This prompted another safety rec­ ommendation: that the U.S. Maritime Administration speed completion of its firefighting training curriculum and pro­ gram for merchant marine officers and seamen. The case of the Corinthos-Queeny collision is not the first in which lives could have been saved if fire-resistant lifeboats had been aboard ship. Capt. Coluceiello said, "I've seen enough instances where there's a need for these boats for better protection of crews on tankers." Seattle Committee In the messroom of the SS Seattle (Sea-Land) at a payoff in Port Elizabeth, N. J. recently is the containership's Ship's Committee. From left are: Chief Steward Vernon Douglas, secretary-reporter; Steward Delegate Stonewall Jackson; Deck Delegate Richard Hunt, and Recertified Bosun Esteban Morales, ship's chairman. November 1977 / LOG / 17 �8B Safety Demands Tankerman's Skills on Dangerous Tows Requiring the towboat operator, whose main job is safe navigation of the vessel, to take on the duties of the tankerman would be a serious mis­ take. And in the long run, such a move could only increase the likeli­ hood of spills or even more disastrous marine accidents. For the past few years, the Coast Guard has been shuffling around with a very serious problem involving safety. It concerns the safe operation of tank and chemical barges carrying noxious or flammable cargoes, and the safety of the people that man this equipment. It also concerns the en­ vironmental safety of our coastal and inland waters. Before going any further, we feel a little background on this issue is in order. In recent years, there has been a tremendous increase in the amount of oil and other dangerous fuels and chemicals transported by barge in American waters. With increased traffic has come an increased number of polluting spills. According to the Coast Guard publication, Proceedings of the Ma­ rine Safety Council, 85 percent of all marine accidents, such as spills, are caused by human error. The Coast Guard said some of the errors in­ clude, "allowing tank overflow, im­ proper valve handling and improper hose connections." The Coast Guard concludes that to cut down on these incidents, the training and qualifications for the job of tankerman—the person re­ sponsible for the handling of these cargoes—should be upgraded. In ad­ dition, the Coast Guard has come out with a new set of proposals concern­ ing qualifications for the tankerman's job. On the issue of increased training, we agree with the Coast Guard. We believe that the job of tankerman is an extremely important one. And we recognize that with the technological advances in tank and chemical barges, coupled with increased ma­ rine traffic, the job of tankerman is a much more difficult one now than in the past. In fact, the SIU's Harry Lundeberg School conducts regular training programs for tankerman training. Among other things, this training in­ cludes a comprehensive firefighting November, 1977 The SIU is ready and able through the Lundeberg School to meet any new training requirements for the job of tankerman. But we are prepared to fight any proposal that would re­ move the skills of a full-time tanker­ man from boats towing dangerous liquid cargoes. The Coast Guard appears to be sincere in their efforts to cut down on marine accidents. However, the removal of a tankerman from tows underway will do absolutely nothing to enhance this goal. We urge the Coast Guard to take a closer look at this particular proposal and the problems it will most defi­ nitely create. CONTRADICTION program We believe firefighting is essential to any course involving the tankerman. Overall, the Lundeberg School's efforts have given the Union a pool of qualified people to fill the tankerman's job on SlU-contracted vessels. However, we can't comprehend the intent behind at least one of the Coast Guard's new proposals con­ cerning the tankerman. This proposal calls for the towboat operator or pilot to perform the tankerman's duties while the tow is underway. The net result of this proposal would be the removal of a skilled person from dangerous tows. The SIU has nothing against re­ quiring pilots or towboat operators to have a tankerman's endorsement. It is an important skill for any towboatman to have. LOG Official Publication of the Seafarers International Union of North America, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO Vol. 39, No. 11 Executive Board Paul Hall President Frank Drozak Joe DiGiorgio Executive Vice President Secretary-T reasurer Vice President Earl Shepard Lindsey Williams Paul Drozak Vice President Vice President Cal Tanner But the tankerman's job is a fulltime job. And it requires the full-time attention of at least one person whether the vessel is discharging in port or underway. If they do take a closer look, we believe that common sense will pre­ vail and the the Coast Guard will re­ verse their position on this issue. We also believe that the goals of envi­ ronmental safety, navigational safety and the personal safety of America's boatmen demand such a reversal. 'Send Me to Caesar's Palace' The cost of a room at Caesar's Palace, the most expensive and luxur­ ious hotel in Las Vegas, is about $60 a day. There's a TV in every room. The cost of a semi-private room in just about any hospital in America amounts to $100 to $150 per day. If you want a TV, add on another few bucks a day. So, you say, "the next time I get sick, send me to Caesar's Palace." This comparison may be comical. But the skyrocketing costs of getting well in this country is no laughing matter. The simple fact is that the cost of medical care in America has gone so far out of sight, that most health insur­ ance plans are finding it very difficult to meet the growing financial burden. The end result is that Americans today can neither afford to get sick nor can they afford to get well. As we see it, the only real answer to this problem is the development of a strong national health insurance pro­ gram. It has to be a program that will cover all Americans for all their med­ ical needs. This should include doctor's care and in-and-out-patient hospital services. During his campaign. President Car­ ter promised such a national health program. We understand that his staff is preparing a program for presentation to Congress early next year. The SIU, and the labor movement in general, is looking forward to work­ ing with the President to get a national health program through Congress The American Medical Association, the lobbying group for the medical in­ dustry, will no doubt be doing its best to water down, or defeat outright any national health bill. And why shouldn't they. The average annual income for a doctor in America today exceeds $60,000. And its going up all the time. A strong national health bill, among other things, would put a lid on the up­ ward movement of doctors' incomes. We feel that America's working peo­ ple have been raped by the medical in­ dustry for too long. Every American deserves the chance for good health and long life. No one should be denied their health because it costs too much. Again, the only viable answer to this very serious problem is a strong na­ tional health program. The SIU sup­ ports such a program, and will be working with the rest of the labor move­ ment to see that it is enacted. Vice President In His First Semester • .llllinilte. Marietta Homayonpour Editor-in-Chief '!iIc 11Hi*- 389 James Gannon Managing Editor Ray Bourdius Marcia Reiss Edra Ziesk Assistant Editor Assistant Editor Assistant Editor Frank Cianciotti Dennis Lundy Chief Photographer Marie Kosciusko Associate Photographer _ George J. Vana Administrative Assistant Production/Art Director Published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters Di.'iir ict, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage paid at Brooklyn, N.Y. 18 / LOG / November 1977 I am one of the 1977 recipients of a $i0,000.00 scholarship which is grant^| by the Seafarer's Union. I am very grateful to the SIU for providing me^such ! an opportunity to proceed with my college plans. Right now-1 attend the University of Puerto Rico, Rio Piedras Campus. This is my first semester and I hope to become a doctor in the future years in order to help my community and my country. I want to get to the top, and with the scholarship, my efforts and my enthusiasm I will do it. Thanks again to the SIU for giving me the opportunity of being one of the scholarship winners. , Sincerely yours, 3 3 OsVal^Rios.Aloii^o �We've Come A Long Way.... Several years ago, there were people who asked, "what does a seafarer out chipping paint on a ship need a high school diploma for?" The crazy idea behind this kind of question was that seafaring was a job for people who were ignorant—a simple job for simple people. But we knew better. We knew our industry was changing. We knew our jobs were hard and getting harder. We knew we needed new skills. And we knew that education was the answer. So, in 1967, the SlU founded the Harry Lundeberg School—our own school—where we could go to learn skills and keep pace with our industry. That was ten years ago. During that time, we worked and we built and we learned and our school grew. This month, a national team of experts in education from the American Council on Education approved nine upgrading courses at IILS for college credit. This means that if you graduate from one of these courses at the Harry Lundeberg School and then you enroll in a college, your course from HLS counts towards a degree just like a class you would take right there on the college campus. In 10 years our school has come this far! In 1967, we were moving mud and building school rooms. Soon, the school was helping our SlU brothers get lifeboat endorsements, training young men to be seafarers, and find jobs for them aboard SlU ships. But we had to do more, and so we did. We expanded the upgrading programs to include the skilled ratings. We began a reading program so that our brothers who lacked reading skills could get them and get ahead in their jobs. Then came the GED program, the basic vocational program for deckhands on the waterways, licensing courses and specialized atlvanced courses—^and now, college-level credits for some of our upgrading courses. This growth wasn't easy. For a long time, most people didn't believe that we could do it—or that we should do it. Some educators didn't think that workers like ourselves had any business building a school. "Leave the education to us," they said. But we knew that we had to have education to survive in our industry. The dedicated staff at the Lundeberg School knew it too. Even more important, these people believed that we deserved education—just because we are people and deserved a chance to grow and to learn. And we did grow. And we did learn. Education opened the doors to better pay, better jobs, better lives for us. Now, another door is open—the door to a college degree in some area of marine science. For this degree, our work experience and our study at HLS will be just as valuable as our work and study on the college campus. Some of us may find this regard for our work surprising. It's not. Almost all of us are now familiar with automated cargo handling, automated bridge and engine room consoles, microwave ovens and portion:ontrol galley systems, anti-pollution regulations, LNG, Lash vessels and Ro Ro's The list of the new developments in maritime is huge. How many of these developments were part of our seafaring knowledge 10 years ago? ^ So no seafarer should be surprised that educators are impressed with the knovyledge we need in our profession. Our work and the educational • institution we have built are impressive. We have progressed so fast that we didn't realize how far we had come. Now we can look back to where we came from, and we can all be very proud. November 1977 / LOG / 19 �p!r»^:?ij-«-JK3»a«=f -•rsa!a6r»>»u^s?*«'.TOiwstir —*r.—r-,*.cfe'~ • 'Developing the Whole Man'— New Horizons for Every Seafarer .V V 1974 1967 Every Seafarer who ever came to HLS is a unique person. The school has no minimum edu­ cation requirements, so every stu­ dent has a different level of achieve­ ment. Some of us have been to college. Some of us have not finished grade school. We come from every state in the U.S. and from other coun­ tries, too. Some of us are young; some are old. We are all Seafarers— but we each have different needs. When we began building HLS ten years ago, we realized that we had to develop a program that would meet every Seafarer's individual needs. If we didn't, our school wouldn't work. Some of these needs were related to our jobs—we needed to learn new skills and to pass Coast Guard exams for higher ratings. We also needed to be able to read our text books, understand the exam questions and write the answers. It was hard to figure out how to handle all these problems at one time. Fortunately, we had the help and guidance of a professional edu­ cator who understood our problems. Miss Hazel Brown saw our needs and saw a way to meet them. She knew that, as we learned new job skills, we had to learn reading and writing and study skills, too. We needed voca­ tional and academic training com­ bined into one educational program. Miss Brown- called this new idea "Developing the Whole Man." This idea really worked for us! Soon we were learning to read and HLSS begins operations. Seafarers and trainees train for the libeboatman endorsement as construction progresses everywhere on the campus. 1970 The Reading Lab opens aboard the schoolship Zimmerman. The first Seafarers and trainees earn high school diplomas through the GED program. Vocational classes are centralized aboard the Claude "Sonny" Simmons, and the HLS library opens to provide support for the growing academic pro­ grams. ' "" "jit to write; we were passing Coast Guard exams; we were getting ahead and moving up! But more than that we were chang­ ing as people. When we became skilled workers and successful stu­ dents, we began to feel better about ourselves. While we learned, we de­ veloped self-confidence—we really believed that we could set goals and that we could reach them if we worked hard. So we set some goals. We wanted more and better vocational courses that would help us keep up with our industry. And we thought that, if wc could learn to read and write, why couldn't we finish high school, too? A dedicated and talented st^ff of teachers and instructors worked hard to help us reach these goals. The up­ grading program grew and soon many, many seafarers from every de­ partment on the lakes, oceans, and inland waters were learning new job skills. Being approved as an accredited GED test Center took a lot of time and effort, too. We met a lot of re­ sistance from a lot of people. But Miss Brown really believed that "De­ veloping the Whole Man" meant we deserved a chance to get a high school diploma. She and her staff kept working. Over the years our problems were resolved. We got our GED program. Our vo­ cational courses grew beyond just Coast Guard ratings to include spe­ cial skills like welding and shipboard refrigeration. An outstanding library was developed at the School to sup­ port the academic and vocational programs, to provide us with recrea­ tional reading and to preserve our heritage as seafarers and trade union­ ists. Today, every seafarer who comes to HLS gets the individual attention he deserves. He is evaluated by the skilled academic and vocational teachers. He studies courses pre­ pared just for him. He progresses at his own rate. HLS also provides each seafarer with a complete learning environ­ ment where he can pursue his indi­ vidual interests. The School has a hobby shop, a music program, a counseling program. All of this pro­ vides ways for each seafarer to de­ velop his individual talents and per­ sonality. As HLS has grown in the ways it helps and teaches seafarers, so we have grown as whole men with job skills, academic skills and social skills. The Vocational Depart­ ment instituted advanced courses to teach seafarers specialized shipboard skills. The basic training program for the water­ ways grows to 12 weeks in length, reflecting the growth of the domestic shipping industry. Now out school has reached a new goal—college-level recognition of some of our vocational courses. This means recognition of our growth as seafarers, too. It means that our school has helped us to acquire basic academic skills and to become highly-trained, experienced workers. It means that we are ready to take our next big step in education—we are ready for college. & Today... ifff n \ •^s \l -- ZT'. The trainee program expands to offer young men career oppor­ tunities on the waterways. The Towboat Advisory Board meets and approves an upgrading pro­ gram for boatmen. A barge is re­ furbished and vocational courses are centralized aboard the new upgrading center. 'V : f ;Y •r'ltj S&' J h- 20 / LOG / November 1977 1972 A group of educators from across the nation visit HLS and approve the school as a GED test center. An ex­ panded upgrading program begins to help experienced seafarers ad­ vance on the job. UPGRADING CENTER .A Almost 1,000 students have achieved high school diplomas through the GED program. A new Vocational building houses classrooms and training aids for the extensive educa­ tional programs at HLS. A scholarship program for Towboat Operators is ^ beginning—the course will use the vessels of the Lundeberg Fleet for training. A team of educators ex­ amines the vocational courses and training aids and approves nine courses for college credit. sm ISA ceo Old-'"'* -i » I u -^1 r 1973 November 1977 / LOG / 21 �Courses and Credits—What Counts? What Doesn't? 1. How did HLS get these courses approved? The educators at the Harry Lundeberg School asked the American Council on Education to examine the courses at HLS and decide if they were good enough to count for col­ lege credits. The American Council on Educa- FOWT 6 credits Lifeboat/Able Seaman 9 credits tion is a group of college professors and other educators who examine courses at all kinds of schools and colleges. They make recommenda­ tions on giving credit for the courses at these schools. The council sent a team of profes­ sors and other experts in marine sci­ ence to HLS. These experts studied the courses at the school and de­ cided they were good enough to recommend for credit. In fact, they thought the courses were so good, that they approved the maximum amount of credits for each one. The American Council on Educa­ tion is also the group that approves GED programs all over the country. Several years ago, when they ap­ proved the GED program at HLS, they sent professional academic teachers to examine those courses. So, whenever the council approves any kind of course, they get exports in that course to study it and see how good it is. 2. What Upgrading Courses have been approved for recommended college credit? So far, nine of the vocational courses at HLS have been approved —Maintenance of Shipboard Refrig­ eration, Marine Electrical Mainte­ nance, Diesel Engineer, QMED, FOWT, Towboat Operator—Inland, Quartermaster 6 credits Tow boat OperatorWestern Rivers 5 credits QMED 18 credits Marine Electrical Maintenance 8 credits Towboat Operator—Inland 8 credits Maintenance of Shipboard Refrigeration 10 credits Diesel Engineer 8 credits Towboat Operator—Western Rivers, Quartermaster, Lifeboat/Able Sea­ man. 3. Does this mean that every seafarer who graduated from one of these courses now has some college credits? No. These courses will count as college credits IF you decide to en­ roll in a college or technical school. 4. Does any Seafarer who has a Coast Guard license or rating get college credit for it? No. The credit recommendations are for the courses at the Harry Lundeberg School. To get credit, you must have completed the course at HIS. If you got a rating or license without attending the school, it does not count for college credit. 5. Right now, nine courses are ap­ proved for credit. Are any more courses at HLS going to be approved for credit? HLS is going to try to get as fnany courses as possible approved for col­ lege credit. Soon, the school will be asking the Council to approve the Steward Department courses for credit. And we're not going to stop there. Someday, we hope to get the Harry Lundeberg School itself ac­ credited as a post-secondary school. HLS would then be very much like a two-year community college. We could offer minors in engineering, deck seamanship and steward. We could offer college-level history and English courses. Of course, this is a really high goal for seafarers, our union and our school. But if we work hard, there's , no reason why we can't reach it someday. We have a dedicated and professional staff at our school who could teach these kinds of courses. And our educational programs have improved so much in the last 10 years that every seafarer can look for­ ward to this next level of achieve­ ment for himself and for our union. 6. How many Seafarers bave completed courses that are recom­ mended for credit? Almost 3,000 seafarers have suc­ cessfully completed upgrading courses which are eligible for college credit. As soon as more of the courses .5re examined and approved, even more seafarers will be able to use their up­ grading courses to earn college credits. How to Get College Credit for the Courses You Took at HLS How to get College Credit for the Courses you took at HLS. • First of all, contact the admissions offices at all the colleges that in­ terest you. Find out which ones accept courses that are recom­ mended for credit by the Ameri­ can Council on Education. These are the only colleges that will give you credit for your HLS courses. • Contact the Harry Lundeberg School and ask for an official rec­ ord that tells the courses you took and when you completed them. HLS will be happy to send you this record. You will need it when you apply to a college for credit. The record is also important because some of the courses (like FOWT 22 / LOG / November 1977 and QMED) were shorter several years ago than they are now. The longer courses have been recom­ mended for more credits than the shorter ones. The amount of cred­ its you get depends on when you took a course and how long the course was at that time. Your of­ ficial record from HLS will show this information. Apply for admission to the col­ lege you want to attend. Generally, you would apply for credit for your HLS courses when you apply for admission. Check with the admis­ sions office to be sure this is what your school wants you to do. When you apply for credit, you must have the official record of your courses that you got from HLS so that the college can ex­ amine it. REMEMBER: The number of credits for your courses at HLS is recom­ mended by the American Council on Education. But the college you at­ tend makes the final decision. Your college may give you more credits or less credits than the recom­ mended number. The Vocational Educational De­ partment at the Harry Lundeberg School has much more information about the courses, the credits, and how to use them. To get this informa­ tion, contact: Harry Lundeberg School Vocational Education Department Piney Point, Maryland 20674 Phone: 301-994-0010 �JOHN TYLER (Waterman Steam­ ship), September 18—Chairman, Re­ certified Bosun Donald Pool; Secretary J. Moody; Educational Director Divane. $19.30 in ship's fund. No dis­ puted OT. Chairman reported that all crewmembers who have enough seatime should go to upgrading school at Piney Point. Also discussed the im­ portance of donating to SPAD. Secre­ tary reported that several repairs have been on the repair list for a couple of trips. These repairs have to be done in port so the captain will send in a special list to the company from Bremerhaven. Observed one minute of silence in memory of our departed brothers. Next port, Bremerhaven. SEA-LAND VENTURE (SeaLand), September 11—Chairman, Re­ certified Bosun B. Butts; Secretary Roy R. Thomas; Educational Director Sam Hacker; Engine Delegate Gary Doyen. No disputed OT. Chairman held a dis­ cussion on the articles in the Log and the importance of donating to SPAD. Observed one minute of silence in memory of our departed brothers. MOUNT EXPLORER (Cove Ship­ ping), September 4—Chairman, Re­ certified Bosun Pete Garza; Secretary A. Salem; Educational Director Fred Harris; Deck Delegate Frank R. Schwarz; Engine Delegate Emil H. Nordstrom; Steward Delegate Charles Hall. No disputed OT. Chairman held a discussion about the merger of the SIU and NMU unions. Everyone agreed that it would be for the best in­ terest of all American seamen to have one union. Secretary reported on the many important issues in the Log. The following one, for example: "For every ship that sails short, the Union loses money, or to be more accurate you as an SIU member lose the money that would have been paid by the operator into the Union's Welfare, Pension and Vacation Plans for every day the miss­ ing SIU member should have been on the job." Also, that among the early signs of alcoholism are: making pro­ mises about how much one will drink, and then lying about it, even to one­ self; gulping drinks; having a drink be­ fore an appointment; getting in the habit of having drinks at a certain time each day; necessity of using alcohol to ease tired nerves or soothe worries. These are the signs that alcohol is well on the way to becoming an integral part of a person's life—an addiction. A vote of thanks to the steward depart­ ment for a job v/ell done. Observed one minute of silence in memory of our de­ parted brothers. Next port, Texas City. TRANSINDIANA (Hudson Water­ ways), September 13—Chairman, Recertifi^;d Bosun J. Delgado; Secretaiy W. Fitch; Educational Director G. Payne. $11.47 in ship's fund. Some dis­ puted OT in engine department. Chair­ man advised all members to read the Log so that they will have a better understanding of what is going on in the Union and the maritime industry. Also discussed the importance of do­ nating to SPAD. A vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed brothers. DELTA SUD (Delta Steamship), September 10—Chairman, Recertified Bosun C. A. Bankston; Secretary E. Vieira; Educational Director U.S. Weems. $56 in ship's fund. No dis­ puted OT. The captain commented on and was pleased about the fine safety record we have had this trip. Every­ thing running smoothly. » '• I L PORT (Asbury Steamship), Septem­ ber A—Chairman J. C. Northcott; Sec­ retary Don Collins; Educational Direc­ tor R. Davis; Deck Delegate C. J. Ma­ rino; Engine Delegate C. W. Cunning­ ham; Steward Delegate H. A. Evans. Some disputed OT in deck department. Secretary pointed out articles in the July issue of the Log and noted that there was very good reading in this is­ sue. Requested that the crewmembers pass the Log around when they have finished reading it. Educational direc­ tor advised all members that the school at Piney Point is available for all to upgrade themselves. It was also sug­ gested that all members'should have a knowledge of LNG tankers whether they ride them or not. A vote of thanks to the steward department for fine foods and menus. ZAPATA ROVER (Zapata Trans­ port), September 18—Chairman, Re­ certified Bosun Robert F. Mackert; Secretary David Eby; Educational Di­ rector Darry Sanders; Deck Delegate A. Hanna; Engine Delegate D. Murphy; Steward Delegate M. Thomas. No dis­ puted OT. Chairman reported that the Logs were received and passed out to the crew. Requested members to pass the Log around and not to keep it in your room v,'hen you are finished. Edu­ cational director spoke on article from August Log about leaving ship and re­ placement. Next port, Aruba. SEA-LAND FINANCE (Sea-Land), September 25—Chairman, Recertified Bosun J. Pulliam; Secretary Fletcher; Deck Delegate J. Long; Engine Dele­ gate S. Mooney; Steward Delegate E. Cullerton. No disputed OT. Chairman reported that the August issue of the Log was received in Yokohama and he suggested that all members read the Log and then pass it on. Report to the Log: "Is it possible to do away with the power pac and put more outlets on deck? Could mooring winches be put on these ships?" Next port, Oakland. PONCE (Sea-Land), September 11 -Chairman, Recertified Bosun J. San Filippo; Secretary Duke Hall; Educa­ tional Director H. Ulrich. $90 in ship's fund. Some disputed OT in deck de­ partment. Chairman advised all mem­ bers that all communications are in the Log and all members should read the Log from front to back of each issue. Observed one minute of silence in memory of our departed brothers. Next port. Hong Kong. OVERSEAS ARCTIC (Maritime Overseas), September 18—Chairman, Recertified Bosun Eligio La Soya; Sec­ retary C. Shirah; Educational Director L. Phillips; Deck Delegate L. Talarico; Engine Delegate Jammie R. Graydon; Steward Delegate James Juzang. $6 in ship's fund. Some disputed OT in deck, engine and steward department. Chair­ man read several articles from the August Log to crewmembers. Also sent a letter to Headquarters and received answers to several inquiries. It was also noted that the Log is received regu­ larly. Crewmembers were asked to write to their senators and congress­ men to ask them to support the oil preference bill. A vote of thanks was given to the steward department for a job well done. Next port. Long Beach. DELSOL AFOUNDRIA BALTIMORE MOHAWK DELTA MAR BORINQUEN PISCES , ,Vv' . SEA-LAND GALLOWAY HOUSTON- • • - •• , , , GALVESTON (Sea-Land), Septem­ ber 11—Chairman, Recertified Bosun Denis Manning; Secretary Gus Skendelas; Educational Director Gary Fairall; Engine Delegate Arthur G. Ander­ sen. No disputed OT. Chairman reports crewmembers all agree that the stories in the Log contain many interesting facts. All members should read the Log and pay close attention to what is going on in the LTnion and what our President Paul Hall is trying to do for the mem­ bers. Discussed the importance of donating to SPAD. Next port. Anchorage. BAYAMON (Puerto Rico Marine Mgt.), September 11—Chairman, Re­ certified Bosun Calixto Gonzales; Sec­ retary J. Ross; Educational Director Stanley Gondzar. $40 in ship's fund. No disputed OT. Chairman held a dis­ cussion for all crewmembers on the topic "Your Union Officers and Your Union and What It Means to You." He requested the crew to read the Log to keep up with what is going on in the Union. Also discussed the importance of donating to SPAD. A vote of thanks to the steward department for a job well done. ULTRASEA (Westchester Marine), September 25—Chairman, Recertified Bosun C. Frey; Secretary T. Kirby; Educational Director H. Green; Deck PANAMA (Sea-Land), September Delegate A. Myrex; Engine Delegate G. Hart; Steward Delegate R. Spencer. 4—Chairman, Recertified Bosun Enos No disputed OT. Chairman held a very Allen; Secretary A. Reasko; Educa­ lively discussion on various articles in tional Director Kelly. $13.20 in ship's the newly received Log. Educational fund. No disputed C)T. Chairman gave director discussed the importance of a talk about the SIU and NMU merg­ donating to SPAD. The entire ship's ing together. Suggested that all mem­ company gave a resounding vote of bers read the latest Log. Also discussed thanks to the galley gang headed up the importance of donating to SPAD. by Tom Kirby for fine menus and well Steward gave a vote of thanks to all prepared food. Observed one minute members for keeping the recreation of silence in memory of our departed room clean at all times. Observed one minute of silence in memory of our de­ brothers. Next port, Rotterdam. parted brothers. Official ship's minutes were also received from the following vessels: ACHILLES ROBERT E. LEE PITTSBURGH OVERSEAS JOYCE NEWARK MARY MASSACHUSETTS - t LONG BEACH SEA-LAND MARKET ^ E TAMPA MERRIMAC AGUADILLA v^ NEW YORK • • :.;^t^C:•-:•"-^' ERNA ELIZABETH VIRGO • \ BANNER HUMACAO MARYLAND GUAYAMA (Puerto Rico Marine Mgt.), September 23—Chairman, Re­ certified Bosun W. Velazquez; Secre­ tary A. Aragones; Educational Direc­ tor Paul R. Smith; Engine Delegate H. F. Welch; Steward Delegate D. Herrera. Some disputed OT in deck department. The deepest sympathy of the crew was extended to Brother Horace McCurdy upon the death of his mother. Chairman asked all crew­ members to write to their congress­ man and request backing on Bill No. H.R. 1037. A vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed brothers. Next port, Jacksonville. OVERSEAS ALASKA MOUNT VERNON VICTORY COVE TRADER MOUNT NAVIGATOR NECHES SEA-LAND MCLEAN SEA-LAND TRADE JOSEPH HEWES DELTA NORTE OGDEN CHAMPION OVERSEAS VIVIAN PHILADELPHIA CONNECTICUT JAMES DELTA URUGUAY BRADFORD ISLAND ZAPATA RANGER COLUMBIA MOUNT WASHINGTON SEA-LAND COMMERCE OVERSEAS VALDEZ SEA-LAND PRODUCER JACKSONVILLE JOHN TYLER OVERSEAS ALASKA ANCHORAGE SEA-LAND CONSUMER (Sea- ' Land), September 25—Chairman, Re­ certified Bosun F. A. Pehler; Secretary M. Deloatch; Educational Director K. L. Hart; Steward Delegate M. P. Cox. No disputed OT. Chairman advised all crewmembers to take advantage of the upgrading program at Piney Point. This could mean better pay. Observed one minute of silence in memory of our de­ parted brothers. Next port, Rotterdam. JOHN PENN (Waterman Steam­ ship), September 25—Chairman, Re­ certified Bosun Edward Morris, Jr.; Secretary Paul L. Hunt; Educational Director Russel W. Zeller; Steward Delegate John Robinson. Some dis­ puted OT in engine department. Chair­ man gave the following report: "Albert Rogers, Book No. R-21, pas.sed away while enroute down the Mississippi River. The time of death was about 1630. He was removed from the ship at 1817 hours by a United States Coast Guard helicopter. A radiogram was sent to the Union notifying them of his death." Next port, Casablanca. November 1977 / LOG / 23 �»•- , HARRY LUNDEBERG SHOOL OF SEAMANSHIP SUMMARY ANNUAL REPORT STATEMENT OF ASSETS AND LIABILITIES DECEMBER 31, 1976 BEGINNING OF YEAR END OF YEAR ASSETS NET INCREASE IN NET ASSETS Net Assets At Beginning of Year Net Assets At End of Year Cash Receivables Buildings and Other Depreciable Properties (Net) • Other Assets .. $ 5,601,945 1,778,837 6,246,427 27,280 TOTAL ASSETS CURRENT VALUE 13,654,489 Total Assets Book Value 13,654,489 .... $ 6,367,472 1,919,314 7,109,570 15,468 15,411,824 15,411,824 LIABILITIES Payables Acquisition Indebtedness Other Liabilities TOTAL LIABILITIES NET ASSETS 67,368 54,421 18,520 235,760 28,916 140,309 264,676 $13,514,180 $15,147,148 1,632,968 13,514,180 - $15,147,148 Establishment and Purpose of Trust The Harry Lundeberg School of Seaf»anship, a joint union employer-trust, was estab­ lished under an Agreement and Declaration of Trust, dated September 30, 1965, be­ tween the employer trustees of various employers having collective bargaining agree­ ments with Seafarers International Union of North America, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, and the Union trustees. Under the terms of the Agreement, the Trust will terminate on October 1, 1986, or when there is no longer in effect for a period of 90 days or more a collective bargaining agreement providing foi payments to this Trust. Significant Accounting Policies The accompanying financial statements have been prepared on the accural basis of accounting and accordingly reflect all material assets and liabilities as of the end of the year. STATEMENT OF INCOME, EXPENSES AND CHANGES IN NET ASSETS FOR PLAN YEAR ENDED SEPTEMBER 30, 1977 Depreciation is computed on the straight-line method over the estimated useful life of the property and amounted to $9,506.57 for the year ended September 30, 1976, and to $7,233.50 for the prior fiscal year. INCOME Cash Contributions Earnings From Investments Other Income $ 6,650,758 353,007 92 TOTAL INCOME 7,003,857 EXPENSES Benefit Payments Directly To Participants Or Their Beneficiaries . Payments To Other Organizations Or Individuals Providing Welfare Benefits Interest Expense Fees and Commissions Insurance Premiums For Fiduciary Insurance Other Than Bonding Salaries and Other Administrative Expenses Other Expenses TOTAL EXPENSES KNOW YOUR RIGHTS NOTICE TO ALL PARTICIPANTS OF THE HARRY LUNDEBERG SCHOOL OF SEAMANSHIP 203,915 4,303,272 2,555 13,371 7,304 281,407 559,065 5,370,889 Plan participants may obtain copies of the more detailed annual report for a reasonable charge, or may inspect it at the Plan Office without charge. The latest full annual report includes a list of the assets held for investment and all other relevant financial informa­ tion. To obtain a copy of the annual report, write to the Administrator asking for what you want. The Administrator will state the charge for specific documents so that you can find out the cost before ordering. The full report can be examined at the Plan Office during normal business hours. If you seek additional information write to: Administrator Harry Lundebei^ School of Seamanship 275 20th Street Brooklyn, New York 11215 KNOW YOUR RIGHTS FINANCIAL REPORTS. The constitution of the SlU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommenda­ tions. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records arc available at the headquarters of the various trust funds. SliiPPiNG kiGH IS. Your shipping rights and senior­ ity are protected exclusively by the contracts between the Union ami the shipowners. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the shipowners, notify the Seafarers Appeals Board by certified mail, return re­ ceipt requested. I he proper address for this is: Frank Dro/uk, Cliairnian, Seafarers Appeals Board 275 - 20th Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or lo the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are avail­ able in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard ship. Know your contract rights, as well as your obliga­ tions, such as filing for OT on the proper sheets and in 24 / LOG / November 1977 the proper manner. If, at any time, any SIU patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY— SEAFARERS LOG. The Log has traditionally refrained from publishing any ar­ ticle serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the Executive Board ot the Union, ihe Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any ollicial capacity in the SIU unless an ofiicial Union receipt is given for same. Under no circum­ stances should any member pay any money for any reason unless he is given such receipt. In the event anyone at­ tempts to require any such payment be made without sup­ plying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to headquarters. • r: KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGA­ TIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its con­ tents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. EQUAL RIGHTS. All Seafarers are guaranteed equal rights in employment and as members of the SIU. These rights arc clearly set forth in the SIU constitution aiicl in the contracts which the Union has negotiated with the employers. Consequently, no Seafarer may be discrimi­ nated against because of race, creed, color, sex and na­ tional or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify headquarters. SEAFARERS POLITICAL ACTIVITY DONATION —SPAD. SPAD is a separate segregated fund. Its pro­ ceeds are used to further its objects and purposes includ­ ing but not limited to furthering the political, social and economic interests of Seafarer seamen, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions are vol­ untary. No contribution may be solicited or received because of force, job di.scrimination, financial repri.sal, or threat of such conduct, or as a condition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Sea­ farers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Support SPAD to protect and further your economic, political and social interests, American trade union concepts and Seafarer .seamen. if at any time a Seafarer feels that any of the above rights have been violated, or that he has been denied his constitutional right of access to Union records or infor­ mation, he should immediately notify SIU President Hall at headquarters by certified mail, return receipt requested. �November 1977 / LOG / 25 �After sailing with the SlU's steward department since f947, Seafarer P. Mena (1.) is proud to have his son, Gerald, following in his path. Gerald Mena graduated from HLS this past summer and just completed his first trip as a wiper aboard the containership Sea-Land Galloway. Two other Mena iDoys, Jeff and Ronald, will be graduating from the School in the near future. Welcome aboard! New York Harbor: It's become a very fashionable thing of late to malign New York City. Indeed, some of the charm that was old New York is of a long gone Recertified Bosun George Burke se­ cures lifeboat after fire and boat drill on board the SlU-contracted SeaLand Galloway last month in Port Elizabeth, N.J. •» . era. But one thing remains constant —New York is among the most important and active seaports in the entire world. New York Dock Co.'s SlU-contracted tug Brooklyn ties up to a railroad barge in the borough of Brooklyn, N.Y. The barge will be towed across the Hudson River to a pier in New Jersey. te-'i The crew of SlU-contracted tug Mariner (Interstate Oil) posed for this photograph while they were in Tremely Point, N.J. last month. They are (I. to r.); Steve Welch, utility; George Ullyot, AB; Jeff Eldredge, mate; Mike Harat, AB; George Kimmel, captain, and Joe L. Blalock, cook. 26 / LOG / November 1977 The port of New York boasts one of the finest and largest natural har­ bors in the world with many miles of coastline. Manhattan itself is com­ pletely surrounded by water. New York City is easily accessible to the many tankers, cargo ships, and tug­ boats which can he seen traveling its rivers daily. In a metropolitan area with a pop- Boatman Mike Harat reels in a hose as he prepares to wash down the deck of the Mariner. �Crewmembers of ttie SlU-contracted tugboat Traveller (Interstate Oil) gathered in the galley for this photo while In the port of New York. The smiling brothers ard (I. to r.): Fred Gladstone, cook; MEBA District 2 member Bill Trimble, engineer; Harry Faust, trainee mate; Rich Kulakowski, AB; Noah Foreman, mate, and Bob Hearn, captain. Recertified Bosun Joe Donovan (I.) and New York SlU Patrolman Ted Babkowski discussed the bene­ fits of SPAD when the tanker Virgo (Westchester Marine) paid off in Carteret, N.J. last month. Still One of the World's Best ulation of 18 million people, the needs are as great and diversified as the ethnic backgrounds. Waterbome cargo is an important means of ful­ filling those needs. This could he oil brought in by tankers and barges to heat thousands of homes and apart­ ment houses. Or it could be drygoods carried on bulk freighters and containerships. A leading U.S. industrial center, the port of New York exports many manufactured goods both abroad and to other domestic ports. Included are goods such as clothing, furs, leather, jewelry, millinery, food products, machinery, precision instruments, and metal products. INLAND It may not be true that "every street's a boulevard in old New York." But many of those streets lead directly to the wharf where those new boots from Alaska may just be coming in on a freighter right now. M M. Deckhand Frank McGraw of the tug Brooklyn ties a stern line to an await­ ing railroad barge in Brooklyn's Erie Basin. Afterwards, Mate H. A. Magnussen takes a glance shoreward as the barge begins its journey across the river. Members of the tanker Cove Communicator'a (Cove Tankers Inc.) steward department prepare to serve noon meal. They are (I. to r.): Dewey Olds, third cook; Louis Gracia, cook and baker; Billy Mitchell, saloon messman; H. Miranda, crew messman, and C. M. Modellas, chief steward. The ship was paying off in Perth Amboy, N.J. Pictured here is Brother F. L. Durocher who is a floatman for the New York Dock Co. Ship's Committee members of the SlU-contracted USNS Hudson (Mount Ship­ ping) were serviced by Headquarters Patrolman George Ripoll (seated center) at a recent payoff in the port of New York. The delegates are: seated left. Re­ certified Bosun D. C. LaFrance; standing (I. to r.): Engine Delegate Michael Bacha; Deck Delegate Bill Dickey, and Educational Director Philip L. Huss. Seated on the right is Steward Delegate Jesse Winfield. November 1977 7 LOG / 27 �GREAT LAKES TUG AND DREDGE PENSION PLAN SUMMARY ANNUAL REPORT STATEMENT OF ASSETS AND LIABILITIES DECEMBER 31, 1976 ASSETS ,, , ^ Receivables General Investments Other Assets BEGINNING END OF OF YEAR YEAR ^ * ' 79,692 2,791,674 3,600 TOTAL ASSETS CURRENT VALUE Total Assets Book Value LIABILITIES Pavables TOTAL LIABILITIES NET ASSETS ' 71,217 3,017,635 10,095 jjjg Great Lakes Tug and Dredge Pension Plan, which provides for the establishment of the Great Lakes Tug and Dredge Pension Fund, was established under the provisions of the Agreement and Declaration of Pension Plan made as of April 1, 1961, as amended, between various signatory employers of the Great Lakes and the Great Lakes Dredge Region, Inland Boatmen's Union of (now merged with) the Seafarers International Union of North America, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO. 3,455,063 3,468,508 The Pension Plan provides for the adoption of a pension program for the exclusive of employees. — 26,351 $3,428,712 Change in Fiscal Year End of January 18, 1977, the Trustees agreed to change the reporting year of the Fund from a fiscal year ending March 31, to a calendar year ending December 31. This report, therefore, covers the short period from April 1, 1976 to December 31, '976. * 3,112,188 3,197,951 R fiRn 1 8,680 $3,103,508 Significant Accounting Policies The statements have been prepared on the accrual basis of accounting and accordingly reflect all material assets and liabilities. Investments are stated at cost. Gains and losses are recognized upon disposition. STATEMENT OF INCOME, EXPENSES AND CHANGES IN NET ASSETS Actuarial Report FOR PLAN YEAR ENDED DECEMBER 31, 1977 The consulting actuary, in his most recent report, estimated the total accrued liability of the Great Lakes Tug and Dredge Pension Fund as of December 31, 1974, to be $4,687,247 and its annual current normal cost to be $172,876. INCOME Cash Contributions By Employers Cash Contributions By Employees Earnings From Investments Net Realized Gain On Sale Or Exchange of Assets TOTAL INCOME $ 201,546 72,339 135,219 9,768 418,872 EXPENSES Benefit Payments Directly To Participants Or Their Beneficiaries .... Fees and Commissions and Insurance Premiums For Pension Benefit Guaranty Corporation Insurance Premiums For Fiduciary Insurance Other Than Bonding . . o I • J /-..u A J • . rSalaries and Other Administrative Expenses TOTAL EXPENSES NET INCOME Unrealized Appreciation of Assets Net Increase On Assets Net Assets At Beginning of Year Net Assets At End of Year Establishment and Purpose of Fund 102,492 14,136 1,399 A-i ^^,959 165,986 252,886 72,318 325,204 3,103,508 $3,428,712 The actuary indicated that the unfunded accrued liability of $1,922,711 is being amortized over the 36-year period from December 31, 1974, and that the Pension Fund has income which exceeds the annual normal cost and 36-year amortization of the unaccrued liability. These calculations are based upon the Pension Regulations in effect prior to the amendments required by the Employee Retirement Income Security Act of 1974 (ERISA), which were adopted effective April 1, 1976. NOTICE TO ALL PARTICIPANTS OF THE GREAT LAKES TUG AND DREDGE PENSION PLAN participants may obtain copies of the more detailed annual report for a reasonable charge, or may inspect it at the Plan Office without charge. The latest full annual report ^ 3,,^ tion. To obtain a copy of the annual report, write to the Administrator asking for what you want. The Administrator will state the charge for specific documents so that you can find out the cost before ordering. The full report can be examined at the Plan Office during normal business hours. If you seek additional information write to: ^ r* ^ P • PI Brooklyn, N'^BW York 11215 Working on theRailroad The history of the Brotherhood of Mainte­ nance of Way Employes is tied up in that of the railroads of North America. Its develop­ ment is largely inseparable from the advance and growth of the railroad itself. It is an episode in the saga of man's restless urge to explore and to move on. As the rail lines were established, rail con­ struction men quit moving and settled down. The forerunners of today's railroad mainte­ nance of way men, they became established members of their communities. And they be­ gan to organize collectively to protect their common interests as railroad workers. It was out of such beginnings that the Brotherhood of Maintenance of Way Emploves was born and grew. The Brotherhood of Maintenance of Way Employes . . . the BMWE ... is a major inter­ national labor union, with nearly 150,000 members. The BMWE represents workers who built and maintain the tracks, bridges, build­ ings and other structures on the railroads of the United States and Canada. The BMWE member is the railroad track 28 / LOG / November 1977 worker, the bridge and building man, the railway maintenance employe. You'll see the maintenance of way man guarding the tracks where they cross public streets, protecting lives and property at these crossings. You'll see the maintenance of way man re­ placing rail, renewing crossties, inspecting and repairing right of way. You'll see the mainte­ nance of way man along the railroad, operat­ ing cranes, bulldozers or large, complex track maintenance equipment. You'll see the main­ tenance of way man using the smaller power tools of his trade. You'll see the maintenance of way man working with the traditional hand a UNION LABEL feature tools of his craft, whether he is a trackman, bridge mechanic, carpenter, painter, plumber, mason or other worker in a railroad mainte­ nance of way department. Railroad maintenance of way work requires great skill and care. The safety of the travel­ ing and shipping public depends on it. Maintenance of way workers on all major railways and on nearly all smaller lines in the United States and Canada are represented by the Brotherhood of Maintenance of Way Employes. Since it was founded in 1887, the BMWE has established an imposing record of service to its members. It has done an outstanding job of protecting the interests and advancing the welfare of railroad maintenance of way workers and their families. Dramatic new developments, challenges and changes can be anticipated in railroading's new future. BMWE is geared to deal with tomorrow constructively, in keeping with the best interests of the railroad industry, the public and the maintenance of way employes it represents. �Edward C. Adcinson, 66, joined the Union in the port of Cleveland in 1952 sailing as an AB for the Tomlinson Fleet Corp. in 1961, Browning Lines in 1962 and the Erie Navigation Co. in 1963. Brother Atkinson is a World War 11 veteran of the U.S. Army. He was born in Duquesne, Pa. and is a resident of Brooksville, Fla. WEHSIOHtRS Ralph Di Paola, 73, joined the SIU in 1945 in the port of Philadel­ phia sailing as a cook. Brother Di Paola sailed 33 years. He walked the picket line in the 1965 District Council 37 beef. Seafarer Di Paola is a World War II veteran of the U.S. Army. Born in Philadelphia, he is a resident of Brooklyn, N.Y. Fred A. Taylor, 73, joined the Union in the port of Detroit in 1959 sailing in the steward department. Brother Taylor first sailed in 1924 for the "Poker Fleet." He also sailed for the Sullivan Co., Bob-Lo Co. and the American Steamship Co. Born in Pierce County, Wise., he is a resident of Bronson, Mich. Laker Taylor now intends to voyage to "Florida, Idaho, and Springs, Colo, to enjoy living and retirement." .i%!i John Fediow, 65, joined the SIU in 1939 in the port of New York and sailed as a bosun. He also served as deck delegate. Brother Fediow sailed 48 years. He hit the bricks in the 1961 Greater N.Y. Harbor strike, 1962 Robin Line beef, and the 1965 Chicago beef, Born in Wilkes-Barre, Pa., he is a resident of Brooklyn, N.Y. Arthur J. Baum, Sr., 66, joined the Union in the port of Baltimore in 1958 and sailed as a diesel second engineer, relief chief, and deckhand. Brother Baum was born in North Carolina and is a resident of Norfolk. Alfred R. Fry, 63, joined the SIU in 1944 in the port of New York and sailed as a deck engineer and engine room delegate. Brother Fry sailed 34 years and during the Vietnam War in 1969. He was on the picket line in the 1961 N.Y. Harbor beef. Sea­ farer Fry is also a machinist. A na­ tive of Winston-Salem, N.C., he is a resident of Sarasota, Fla. Arthur W. Campbell, 65, joined the Union in Port Arthur in 1963 and sailed as a chief steward for the Socony Vacuum Co. from 1952 to 1954 and as a cook on the Tug Herc­ ules (Sabine Towing) from 1954 to 1977. Brother Campbell was born in Deridder, La. and is a resident of Beaumont, Tex. Luigi Gallo, 63, joined the SIU in 1938 in the port of New York and sailed as a bosun. Brother Gallo was born in Portland, Me., and is a resi­ dent of Chickasaw, Ala. Bernard A. Davis, 64, joined the Union in the port of Houston in 1963 and sailed as a captain and first mate for the Hawkins Towing and Barge Co. from 1960 to 1962, Federal Barge Lines and the Gulf Canal Co. from 1961 to 1977. Brother Davis was born in St. Elmo, Ala. and is a resident of Kemah, Tex. Melvin H. Jone.s, 55, joined the SIU in 1943 in the port of Baltimore sailing as a bosun. Brother Jones sailed 39 years and during the Korean War. He was born in North Carolina and is a resident of Dur­ ham, N.C. Walter F. Russell, Sr., 61, joined the Union in the port of Houston in 1957 sailing as an AB for the Gal­ veston and Houston Towing Co. from 1956 to 1977. Brother Russell is a World War II veteran of the U.S. Navy. A native of Chicago, 111., he is a resident of Houston, Tex. Frank T. Caccam, 72, joined the SIU in the port of Seattle in 1962 and sailed as a third cook, OS and wiper for 24 years. Brother Caccam also sailed for the MSTS. He was born in the Philippines and is a resi­ dent of Seattle. Curtis Clark, 69, joined the SIU in the port of New York in 1968 and sailed as a chief steward. Brother Clark sailed 24 years, part of that time on the Lakes. He was born in Germany and is a resident of Chicago, 111. Stephen T. Dent, 65, joined the SIU in the port of New York in 1956 and sailed as a chief steward. Brother Dent sailed 26 years. He was born in Mississippi and is a resi­ dent of Mandeville, La. Melvin C. Eickmeier, 69, joined the SIU in the port of Mobile in 1964 and sailed as a deck engineer. Brother Eickmeier sailed 21 years. He is a veteran of the U.S. Air Force in World War II. A native of Buffalo, he's a resident of Mobile. Krlstian Korneliusen, 76, joined the SIU in 1938 in the port of New York and sailed as a bosun. Brother Korneliusen sailed 57 years. He was born in Norway and is a naturalized U.S. citizen. Seafarer Korneliusen is a resident of New Orleans. ' ''*• r' Charles F. Long, 64, joined the SIU in the port of New York in 1963 sailing as a wiper and BR. Brother Long also attended the HLSS in Piney Point, Md. He was an aircraft finisher in the U.S. Army Air Corps before World War II. Born in Mon­ tana, he is a resident of Jacksonville, Fla. John L. Munnerlyn, 78, joined the SIU in the port of New York in 1958 and sailed as a chief steward. Brother Munnerlyn sailed 30 years. He is a World War I veteran of the U.S. Army. Born in Lottie, Ala., he is a resident of Stockston, Ala. Charles O'Donnell, 60, joined the SIU in the port of San Francisco in 1955 sailing as a fireman-watertender. Brother O'Donnell sailed 24 years. He was born in Ireland and is a resident of Seattle. Pedro T. Paderes, 67, joined the SIU in the port of Seattle in 1961 sailing as a cook. Brother Paderes sailed 32 years. He is a World War II veteran of the U.S. Army. Born in the Philippine Islands, he is a na­ turalized U.S. citizen and is a resi­ dent of Seattle. Jaime Pantoja, 62, joined the SIU in 1942 in the port of New York and sailed as a chief electrician. Brother Pantoja was born in Puerto Rico and is a resident of Levittown, Catano, Puerto Rico. John Sansone, 65, joined the SIU in the port of New Orleans in 1957 sailing as a cook. Brother Sansone sailed 22 years. He is a World War II veteran of the U.S. Army. Sea­ farer Sansone was born in Louisiana and is a resident of Metairie, La. Glcason J. St. Germain, 65, joined the SIU in the port of New Orleans in 1957 sailing as a cook. Brother St. Germain sailed 26 years. He is a World War IT veteran of the U.S. Army. A native of Morgan City, La., he is a resident of Weslwego, La. Felix Tale, 69, joined the SIU in 1945 in the port of Mobile and sailed as a chief cook. Brother Tate sailed 33 years. He was born in Ala­ bama and is a resident of Mobile. Wilson G. Thomas, 49, joined the SIU in 1948 in the port of New York and sailed as an AB. Brother Thomas is a Korean War veteran of the U.S. Army. Born in Virginia, he is a resident of Slidell, La. Charles W. Thompson, 60 joined' the SIU in 1948 in the port of New York and sailed as a fircmanwatertcnder. He also served as ship's delegate. Brother Thompson sailed 35 years. He is a World War II vet­ eran of the U.S. Army. Seafarer Thompson was born in Mississippi and is a resident of Jacksonville, Fla. Jose G. Madrid, 68, joined the SIU in the port of San Francisco in 1957 sailing as an AB. Brother Madrid sailed 25 years. He is a vet­ eran of the U.S. Army in World War II. A native of Silver City, N.M., he is a resident of Sylmar, Calif. Vassili Toomson, 67, joined the SIU in the port of New York in 1959 sailing as a fireman-watertender. Brother Toomson sailed 49 years. He was born in Estonia, USSR and is a resident of New York City. Carlton E. Moore, 48, joined the SIU in 1947 in the port of Philadel­ phia and sailed as a bosun. Brother Moore attended a HLSS educa­ tional conference. He is a veteran of the U.S. Army. Seafarer Moore was born in North Carolina and is a resi­ dent of Portsmouth, Va. Ira Wesley Wright, 60, joined the SIU in the port of New York in 1959 and sailed as an electrician and pumpman. Brother Wright sailed 23 years. He is a veteran of the U.S. Navy. Seafarer Wright is also a boilermaker. Born in Arkansas, he is a resident of Houston, Tex. November 1977 / LOG / 29 �SIU Atlantic, Gulf, Lakes & Inland Waters United Industrial Workers of North America PRESIDENT Paul HaU SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Frank Drozak VICE PRESIDENTS Earl Shepard Lindsey Williams Cal Tanner Paul Drozak HEADQUARTERS 675 4 Ave., Bklyn. 11232 (212) HY 9-6600 ALPENA, Mich 800 N. 2 Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Mass 215 Essex St. 02111 (617) 482-4716 BUFFALO, N.V 290 Franklin St. 14202 (716) TL 3-9259 CHICAGO, ILL.. 9383 S. Ewing Ave. 60617 (312) SA 1-0733 OCT. 1-31, 1977 *TOTAL REGISTERED All Groups Class A Class B Class C Port TOTAL SHIPPED All Groups Class A Class B Class C ••REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT 0 2 1 2 6 1 0 5 3 0 2 3 0 9 0 0 34 9 210 26 59 18 13 36 126 61 62 28 78 46 132 0 1 905 3 13 3 2 9 1 2 16 4 4 1 5 2 13 3 0 81 1 1 0 1 0 0 0 1 0 1 1 2 0 2 1 0 11 5 176 14 33 22 10 22 99 45 63 17 46 35 86 0 2 675 3 43 3 12 5 2 4 17 15 11 11 6 2 18 0 0 152 21 STEWARD DEPARTMENT 3 3 4 0 32 18 0 6 7 3 2 7 0 9 4 0 0 3 0 3 10 0 12 41 0 13 5 3 5 18 5 3 4 30 3 8 0 0 3 0 42 11 0 0 14 0 0 0 20 215 99 3 88 8 28 12 6 23 57 33 44 6 23 22 53 0 0 406 1 10 3 7 2 0 0 7 2 6 1 4 0 4 0 0 47 1 0 0 0 0 0 0 0 2 0 1 0 0 0 0 0 4 0 74 8 36 6 4 18 52 22 44 3 16 36 25 0 0 344 6 127 20 29 17 4 18 54 26 27 8 17 34 36 1 1 425 6 129 1 18 8 1 2 14 9 14 5 10 2 27 0 0 246 1,624 584 146 Totals All Departments . . . . 861 350 56 2,330 *"Total Registered" means the number of men who actually registered for shipping at the port last month. **"Registered on the Beach" means the total number of men registered at the port at the end of last month. 705 305 Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 153 19 36 27 70 47 30 1 9 1 2 3 2 1 8 3 8 3 3 2 10 4 0 60 0 3 0 1 4 0 0 3 1 0 2 4 0 3 0 0 21 2 33 1 8 5 2 2 8 14 8 8 5 2 12 1 0 111 1 2 0 1 0 0 0 1 0 2 0 0 1 2 0 0 10 Port 68 6 1 5 2 6 1 0 0 4 0 3 0 4 1 1 0 0 28 1 0 0 0 0 0 0 0 1 0 2 0 0 0 0 0 4 5 90 18 25 16 7 18 32 28 24 12 18 31 31 30 0 385 sr Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 30 / LOG / November 1977 0 3 0 2 2 0 0 2 0 1 1 10 0 3 1 0 25 2 21 8 6 3 4 7 20 9 11 6 11 0 24 11 0 143 ENGINE DEPARTMENT Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 3 58 12 10 15 6 22 60 15 19 28 40 2 72 1 2 365 1 45 6 10 9 2 9 51 20 27 21 30 1 48 1 0 281 2 19 4 5 4 1 4 16 9 8 4 11 2 10 9 0 108 3 5 0 1 1 0 0 1 3 1 0 1 1 4 0 d ENTRY DEPARTMENT 1 55 8 21 5 3 11 31 31 7 22 27 18 1 0 260 47 0 10 4 0 1 7 4 4 5 14 1 7 2 0 111 % CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) MA I-S4S0 DETROIT, Mich. 10225 W. Jefferson Ave. 48218 (313) VI 3-4741 DULUTH, Minn 2014 W. 3 St. 58806 (218) RA 2-4110 FRANKFORT, Mich P.O. Box D 415 Main St. 49635 (616) 352-4441 HOUSTON, Tex 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala IS. Lavrrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va 115 3 St. 23510 (804) 622-1892 PADUCAH, Ky 225 S. 7 St. 42001 (502) 443-2493 PHILADELPHIA, Pa. .2604 S. 4 St. 19148 (215) DE 6-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 PORT ARTHUR, Tex. . .534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif. 1311 Mission St. 94103 (415) 626-6793 SANTURCE, P. R. 1313 Fernandez, Jnncos, Stop 20 00909 (809) 724-2848 SEATTLE, Wash 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo. . .4581 Gravois Ave. 63116 (314) 752-6500 TAMPA, Fla. 2610 W. Kennedy Blvd. 33609 (813) 870-1601 TOLEDO, Ohio ... .935 Summit St. 43604 (419) 248-3691 WILMINGTON, Calif. 510 N. Broad St. 90744 (213) 549-4000 YOKOHAMA, Japan P.O. Box 429 Yokohama Port P.O. 5-6 Nihon Ohdori Naka-Ku 231-91 201-7935 Shipping remained good at ^ deep sea ports last month despite the dock strike by the ILA. A total of 1,267 deep sea members shipped out on SlU-contracted vessels. Shipping for the month of November and Decem­ ber should be good to excellent hecause of an accord that was expected to be reached in the dock strike this month. �Vothing moves on the Lakes in winter... . So January is a great time for Lakers to upgrade at HLS The Lundeberg School is offering a special course just for* Lakers who want to earn the able seaman endorsement. There's no better way for a Laker to get this endorsement and get ahead than by coming to the Lunde­ berg School. • You'll be in a class with other Lakers just like yourself. And the HLS instructors will give you all the personal, individual help you need to get ready for the Coast Guard exam. • Rooms, hooks and meals are free. Tiiere are no tuition charges or fees at HLS. • 90 percent of all students who come to HLS pass the Coast Guard exam ihe first time they try. The odds for succeeding are in your favor! So take advantage of the winter freeze! LJpgrade now, and the spring thaw will mean a better job and more pay for you. The special AB course for Lakers starts in January. Contact the Lunde­ berg School and enroll now: Vocational Education Department Harry Lundeberg School Piney Point, Md. 20674 (301) 994-0010 REMEMBER! The Coast Guard requires that all AB's have a lifel)oal endorsement. If you need your lifeboat ticket, you should sign up for the Lifei)oat course at IILS wium you eiiioli in the AB course. 10 Taking Towboat Course at HLS Ten Boatmen are currently attend­ ing classes at the Lundeberg School to prepare for their licenses as Towboat Operators. These men, who come from eight different ports, are receiving in­ dividualized help in the areas for which they seek licensing. Their work at the School covers a wide range of skills and builds on the experience they have already acquired during their years of work on the waterways. In domestic shipping today, qualified Towboat Operators are needed every­ where. The best way to earn this license and move up to the wheelhoiise and to higher pay is to come to HLS. HLS has the qualified teachers and the boat han­ dling equipment to help you learn the classroom information and the on-thejob skills you need to get ahead in the towing industry today. Boatmen Mike Sanders (I.) and Ken Rickley work with mag­ netic compass. Boatman Jim Larkin (I.) and Instructor Paul Allman go over charts during classroom instruction of Towboat Operator Course. Boatmen Jim Livingston, George Livingston and Instructor Paul Allman (I. to r.) discuss phases of the moon and their effects on tides. November 1977 / LOG / 31 �^^ j Pensioner Elmer D. Gallagher, 73, died of peritonitis in the Cleveland, Ohio Clinic Hospital on Sept. 9. Brother Gal­ lagher joined the Union in the port of Cleveland in 1961 sailing as an oiler, scowman and deck­ hand for the Great Lakes Dredge and Dock Co. from 1924 to 1943 and from 1961 to 1969. He also worked as a pipefitter and stationary engineer for the L.A. Wells Construction Co. from 1943 to 1961. Laker Gallagher was born in Cleveland and was a resident there. Burial was in Holy Cross Cemetery, Cleveland. Surviving are his widow, Anne; two sons, William and Dale; three daughters, Mrs. Gloria M. Swartz of Avon Lake, Ohio, Eleanor and Margaret; a brother, Donald of Cleve­ land, and a sister-in-law, Mrs. Marion Swartz. Pensioner An­ thony S. Vardlan, 67, died of pneumonia in St. Francis Hospital, Escanaba, Mich, on July 9. Brother Vardian joined the Union in the port of Detroit in 1960 sailing as a gateman and conveyorman. Brother Vardian sailed 37 years. He was born in Wells, Mich, and was a resident of Escanaba. Interment was in Fernwood Cemetery, Gladstone, Mich. Surviving are his widow, Fannie; two sons, David and Joseph, and a daughter, Rosemary. Edwin B. Walton, „ 44, died on Oct. 7. i Brother Walton join^ ^ ed the Union in the ' port of Detroit in ^ ---1964 sailing as a baker and QMED. Laker Walton sailed BBIk as a fireman-watertender for the U.S. Army Corps of En­ gineers from 1949 to 1953. He was born in East Liverpool, Ohio and was a resident of Detroit. Surviving are a brother, Terry of Big Springs, Tex=; a sister, Mrs. Alores Thoma, and a bro­ ther-in-law, Fred Thoma, both of Leavittsburg, Ohio. Pensioner Robert Andersen, 75, died of lung failure in St. Mary's Hospital, Port Arthur on Oct. 2. Brother Andersen joined the Union in Port Arthur in 1963 sailing as a fireman. He had sailed for the U.S. Army Corps of Engineers aboard the USS Sam Hou­ ston from 1936 to 1942. Also he was a deckhand, wiper and tankerman for the Sabine Towing and Transportation Co. in Port Arthur. He was born in New Brooklyn, S.C. and was a resident of Port Arthur. Burial was in Calvary Cemetery, Port Arthur. Surviving are his widow, Emma; and a sister, Mrs. G. W. Vinson of Port Arthur. 32 / LOG / November 1977 Edward F. Carroll, 67, died on June 9. Brother Carroll joinP ed the Union in the % port of New York in P 1963 sailing as a ' deckhand for the Erie-Lackawanna Railroad for 45 years. In 1927, he sailed on the Tugs Buffalo and Syracuse for the line. In­ land Boatman Carroll's son, Bruce, a 1963 SIU scholarship winner, now teaches math and physics at the Glenwood Springs, Colo. Community Col­ lege. The Boatman was born in the Bronx, N.Y. and was a resident of Jersey City, N. J. Surviving are his widow. Vera; another son, Dennis, and a daughter, Jayne. Daniel J. Mc­ Carthy, 60, died on Oct. 19. Brother Mc­ Carthy joined the Union in the port of New York in 1960 sailing as a deckhand, floatman and mate for the New York, New Haven and Hartford Railroad from 1956 to 1969. He sailed on the Tugs Transfer 23 and Lacy 1 from 1966 to 1967 and on the Tug Borin (Puerto Rican Marine) from 1976 to 1977. Boatman McCarthy also worked for the Brooklyn N.Y. Eastern District Terminal from 1975 to 1977. Born in New York City, he was a resident of the Bronx, N.Y. Surviving are his wid­ ow, Emma; two sons, Daniel and George; a daughter, Mrs. Patricia Col­ lins, and a sister, Mrs. Annabelle Dye of the Bronx. Pensioner Barney O. Neal, 64, died on Sept. 27. Brother Neal joined the Union in the port of Houston in 1957 sailing as an assist^t engineer for the G & H Towing Co. from 1946 to 1974. He was a veteran of the U.S. Army Field Artillery in World War II. Boatman Neal was born in Buf­ falo, Tex. and was a resident of Mont­ gomery, Tex. Surviving are a daughter, Mrs. Flossie F. Walker of Harris, Tex., and a sister, Mrs. Mildred Fick of Baytown, Tex. Pensioner Elwood M. Orcutt, 66, died of arteriosclerosis in Kingsville, Tex. on Oct. 1. Brother Or­ cutt joined the Union in the port of Hou­ ston in 1957 sailing as a cook for the G & H Towing Co. from 1955 to 1973. He was a cook for the Hangout Cafe, Houston from 1953 to 1955. Boatman Orcutt was a World War II veteran of the U.S. Army. Born in West Virginia, he was a resident of Kingsville. Burial was in Resthaven Cemetery, Kingsville. Surviving are his widow, Delphine; two sons, Donald and Wilber; five daugh­ ters, Sheree, Tina, Shirley, Pamela and Ruth, and a brother, Ross. Manuel A. Lopez, 54, died on May 12. Brother Lopez joined the Union in the port of Chicago in 1964 sailing as an oiler and deckhand. He was bom in Chicago and was a resident of Chicago Heights, 111. Surviving are his widow, Shirlee; two sons, Guy and Gilbert; two daughters, Gayle and Greer, and a sis­ ter, Mrs. Laura Harris of Norridge, 111. Louis M. SandojgHlv menlco, 57, died on f^ \ Oct. 17. Brother '— ' Sandomenico joined the Union in the port of New York in 1963 sailing as a deckhand for the Erie-Lackai vvanna Railroad from 1945 to 1977. He was a World War II veteran of the U.S. Army. A native of Jersey City, he was a resident there. Surviving are his widow, Frances; six sons, Louis, Patrick, Rocco, Ernest, Richard and Peter, and a daughter-inlaw, Mrs. Betty Sandomenico. • ri Pensioner Joseph ygmHk % A. Barone, 73, passf fed away from a ioi c. % -I stroke in the Mobile, Infirmary on f Sept. 14. Brother I Barone joined the I SIU in 1939 in the port of Philadelphia and sailed as a bosun. He was a veteran of the U.S. Navy. Seafarer Barone was born in Pittsburgh, Pa. and was a resi­ dent of Mobile. Burial was in Catholic Cemetery, Mobile. Surviving are a brother. Matt and a sister, Angeline, both of Pittsburgh. Barney C. Bumette, 52, died at sea on June 20. Brother Burnette joined the SIU in the port of Wilmington in 1970 and sailed as a chief steward. He upgrad­ ed at the HLSS in 1974 and completed the LNG Course there in 1976. Seafarer Burnette also studied mechanical engineering at the University of Tennessee Extension in Memphis. He was a World War II vet­ eran of the U.S. Army. Born in Arkan­ sas, he was a resident of Harbor City, Calif. Burial was at sea on June 22 off the M/V Sugar Islander (Pacific Gulf Marine). Surviving are his widow, Mildred, and a daughter, Doris, both of Mc Crory, Ark. Pensioner Henry ; L. Lowery, 67, died of heart failure in the Niceville-V alpariso, Fla. Hospital on June 22. Brother Lowery joined the SIU in 1946 in the port of Norfolk sail­ ing as a cook. He sailed for 19 years. Seafarer Lowery was born in Alabama and was a resident of Niceville. Burial was in Beda Cemetery, Wing, Ala. Sur­ viving is his widow,-Vivian. Pensioner John G. Delllnger, 65, died of lung failure in the Norfolk USPHS Hos­ pital on Aug. 27. Brother Dellinger joined the SIU in 1943 in the port of Savannah and sailed as a fireman-watertender and engine room delegate. He sailed 26 years. A native of Lincolnton, N.C. he was a resident of Mooresville, N.C. Interment ; was in Carolina Memorial Park Ceme­ tery, Concord, N.C. Surviving are two sons, Gerald of Mooresville and Ken­ neth of Washington, N.C., and a brother. Jack of Lincolnton. Calvin E. William­ son, 51, was found dead on Oct. 10. Brother Williamson joined the SIU in the port of Baltimore in 1956 sailing as an OS, wiper and in the steward department. He was a veteran of the U.S. Army in both World War II and the Korean War. Seafarer Williamson was formerly an embalmer in Miami, Fla. A native of North Carolina, he was a resident of Nakina, N.C. Surviving are his parents, Mr. and Mrs. Thomas Williamson of Nakina; and two brothers, John of Na­ kina and Aaron of Redcliff, Ky., and three sisters, Mrs. Norman Early of New Orleans, Mrs. Loueda P. Stotts, also of New Orleans, and Alice of Fort Knox, Ky. Erling Olson, 68, died on Mar. 9. Brother Olson joined the Union in 1939 in the port of Detroit sailing as a fireman-watertender. He was born in Michigan and was a resident of River Rouge, Mich. Harold G. Wentworth, 92, passed away on Aug. 27. Brother Wentworth was a resident of Detroit. He is sur­ vived by a son, Malcolm of Baltimore. Pensioner Luby O'Neal, 85, passed away from heart fail­ ure in the Beaufort County Hospital in Washington, N.C. on Sept. 17. Brother 'WSF/ ^ O'Neal joined the SIU in 1938 in the port of Norfolk and sailed as a deck en­ gineer; He sailed 47 years. Seafarer O'Neal was also a machinist and me­ chanic. Born in North Carolina, he was a resident of Belhaven, N.C. Interment was in the Community Cemetery, Belhaven. Surviving are his widow, Caddie, and a daughter, Mrs. Irene Roberts of Belhaven. r Albert Rogers, 56, died on the SS John Penn (Waterman) while coming down the Mississippi River on Sept. 24 off Venice, La. Brother Rogers joined the SIU in 1946 in the port of New Orleans sailing as a fire­ man-watertender and ship's delegate. He was awarded a Union Personal Safety prize in 1960 for sailing aboard an accident-free ship, the SS Alcoa Roamer. Seafarer Rogers was a veteran of the U.S. Navy in World War II. Born in Joyce, La., he was a resident of Oil City, La. A Coast Guard copter trans­ ported the deceased off the ship to the next river port of call. Surviving are his motlier, Lillie of Oil City, and a brother. Pensioner Newton A. Huff, Jr., 58 died of a heart attack in the Gulf Coast Com­ munity Hospital, Biloxi, Miss, on Aug. 30. Brother Huff joined the SIU in 1938 in the port of New Orleans and sailed as a bosun and ship's delegate. He sailed 37 years. Sea­ farer Huff was born in Mississippi and was a resident of Gulfport, Miss. Burial was in Floral Hills Memorial Gardens, Gulfport. Surviving are his widow, Shirley; two sons, Kenneth and Her­ man, and his parents, Mr. and Mrs. Newton A. and Minnie Huff, Sr. of Gulfport. �Legal Aid In the event that any SIU members lhave legal problems in the various \ports, a list of attorneys whom they can \consult is being published. The mem]ber need not choose the recommended \ attorneys and this list is intended only 1 for informational purposes: The following is a list of recom­ mended attorneys throughout the United States: NEW YORK, N.Y.—Schulman, Abarbanel & Schlcsingcr 350 Fifth Avenue New York.N.Y. 10001 Tele. #(212)279-9200 BALTIMORE^ MD.—Kaplan, Heyman, Greenberg, Engclman & Belgrad Sun Life Building Charles & Redwood Streets Baltimore, Maryland 21201 Tele. #(301)539-6967 HOUSTON, TEX.—Combs, Archer & Peterson Americana Building 811 Dallas Street Houston, Texas 77002 Tele. #(713)659-4455 TAMPA, FLA.—Hamilton, Douglas & Bennett 101 East Kennedy Boulevard Tampa, Florida 33602 Tele. #(813) 223-3991 SAN FRANCISCO, CALIF.— Henning & Walsh Shell Building 100 Bush St. San Francisco, Calif. 94104 Tel. #(415) 981-4400 ST. LOUIS, MO.—Gruenberg & Sounders 721 Olive Street St. Louis, Missouri 63101 Tele. #(314)231-7440 NMC Ads Promote U.S. Merchant Fleet Below is one of the many ads that the National Maritime Council is running in the national news media. To encour­ age support for a strong U.S. merchant marine, the NMC is running these ads in some of the mafor news publications, such as. Time and Newsweek. The Council wants to encourage American business to ship on U.S.-flagships. So the nds are also running in business oriented publications like the Wall St. Journal. The National Maritime Council is composed of government, company and union representatives who are interested in promoting a viable U.S. merchant marine. Almost every ship in the worid carries American cargo. Itfs too bad more of them don't carry the American flag. It's more than "tcx) bad"...it should frighten you when you think of the future well-being of the country. Since World War II, the fleet of (J.S. flag merchant ships has dwindled from over 4800 to 577. In that same period, the number of Russian ships has expanded to four times the number of ours. Today, while other major nations have about 5(D% of their foreign trade carried on their own cargo ships, the U.S. has less than 6%. How does this low level of participation affect our future well-being? As our merchant fleet loses strength, we lose stat­ ure in the international trade community, lose leverage in the discussion of international freight rates, \^fe lose a vital defense arm in case of emer­ gency. Ws lose economically. too, in our balance of payments, in number of Jobs, and in taxes tliat a strongei' merchant marine would generate. There's no neod to lose. To­ day U.S. cargo ships offer labor stability and efficient service, backed by highly trained crews and technological innovations and, as general cargo shippers know, at rates competitive with most foreign flag ships. What we need to do is utilize these modernday advantages of the U.S. merchant fleet and rebuild it to its rightful position among world fleets. Talk to your Con­ gressmen. If you'd like to know more, send for our booklet on U.S. Rag Shipping. Write National Maritime Council, Box 7345, Washington, D.C. 20044. National Marittme Council Management, labor and government working together for a strong, stable U.S. flag shipping industry. NEW ORLEANS, LA.—Dodd, Barker, Boudreaux, Lamy & Gardner 1400 Richards Building 837 Gravier Street New Orleans, Louisiana 70112 Tele. #(504) 586-9395 LOS ANGELES, CALIF.—Bodle, Fogel, Julber, Reinhardt & Rothschild 5900 Wilshire Boulevard Los Angeles, Calif. 90036 Tele. #(213) 937-6250 MOBILE, ALA.—Simon & Wood 1010 Van Antwerp Building Mobile, Alabama 36602 Tele. #(205) 433-4904 DETROIT, MiriL—Victor G. Hanson 19268 Grand River Avenue Detroit, Michigan 48822 Tele. #(313) 532-1220 FALL RIVER, MASS.—Patrfcx H. Harrington 56 N. Main Street, Bennett BIdg. Fall River, Mass. 02720 Tele. #(617) 676-8206 SEATTLE, WASH.—Vance, Davies, Roberts, Reid & Anderson 100 West Harrison Plaza Seattle,, Washington 98119 Tele. #(206) 285-3610 CHICAGO, ILL.- -Katz & Friedman 7 South Dearborn Street Chicago, 111. 60603 Tele. #(312)263-6330 -.a DONT GIVE UP THE SHIPS In Emergenqf Notify USPHS by Telegram Any Seafarer or Boatman who is taken to a hospital other than a USPHS facility for emergency treatment, must notify the nearest USPHS hospital of his situation within 48 hours, and it is suggested that the notification be made by telegram. In the past, many of our mem­ bers have made it a practice to notify USPHS by phone. Unfortu­ nately, when it comes time to pay the bill, there have been cases when USPHS has refused .'i pick up the tab claiming they have no record of the telephone call. How­ ever, by using telegrams you will have permanent proof that you ac­ tually notified USPHS within the prescribed period and at the same time you will eliminate any confu­ sion dealing wifli phone calls. If you haveno recourse, though, but to use the phone, you should make it a point to get the name, title and department of the person who handled your call. November 1977 / LOG / 33 �mm KtIMB/,, Brotherhood m Actlofv I jS»X ...for SlU members with Alcohol problem Seafarers and Boatmen of every age and with all kinds of experience come to the Alcohol Rehabilitation Center and find a new life. One such person is Lawrence "Hap" Haun. Brother Haun made his first trip in 1925. He was 18 years of age then and had dreams of leav­ ing his Southern home and doing some travelling. The big iron ore car­ riers of the Great Lakes seemed ex­ citing—an exotic way to travel and to earn money. Because of his young age, Haun's father had to give written permission for him to sign on his first job in the engine room. Seafarer Haun says that being a member of the black gang in his time was much different than it is today. "When I first started to sail in the engine department, we really worked. I had the job of passing coal. Nowa­ days, everything is modern. A man simply pushes a button." Before coming to the Seafarers ARC, alcoholism was not a word in Haun's vocabulary. "Drinking was the thing to do and everything that went along with drinking was nor­ mal—things like car wrecks, getting arrested." For Haun, drinking was a part of his life for as long as he can remember. "I guess I have been drinking since I was young—maybe 60 years or more." He celebrated his 69th birthday this year. During his drinking days Brother Haun recalls "being thrown into jail almost every weekend or at least once a week for being drunk." Last year, July 17, 1976, Haun's sister and brother-in-law brought him to the Center for help. "They got me here somehow." Thinking back, Seafarer Haun re­ calls that "those first few days at the Center were the hardest." But he made it through those days and the whole program, too. He has now been a recovering alcoholic for more than a year. Brother Haun has retired, but he still has his first Union book. He was one of the very first Lakers to join the SIU. "I've been in the SIU since there was an SIU." He added, "I know I could have sailed a few more years if I hadn't gotten drunk so much. But I did get drunk. Still, I look back and I'm grateful that I had the oppor­ tunity to work on the Great Lakes and that I had the opportunity to come to the Center and get sober." Brother Haun sums up his feelings about sobriety saying, 'Tm happier than ever before." Every Seafarer and Boatman who feels he has a problem with alcohol can find the same help that Brother Haun did at the ARC in Valley Lee, Md. It's iievef too late to start a new way of life through sobriety. For help with a drinking problem, call the ARC anytime at 301-9940010 and ask for "The Center," or contact your SIU representative. Alcoholic Rehabilitation Center I am interested in attending a six-week program at the Alcoholic Rehabilitation Center. 1 understand that all my mctlical and ci>imsermg records will be kept sIricUy coiifidcntial. and that they will mn be kept an\ where except at The Center. Name Book No. I I j Address I (Street or RFD) (City) (Slate) (Zip) Telephone No Mail to: THE CENTER Sfar Roiife Box 153-A Valley Lee, Md. 20692 or call, 24 hoiirs-a-day, (301) 904-0010 Ex- Boatman Salazar Says License Gets Good Jobs "Licensed Boatmen have the best shot at good jobs in the industry." SIU Boatman Ruben Salazar said he found this out shortly after he started working on tugs in 1975. And as an ex-prizefighter, Salazar wasn't going to pass up a chance to take his best shot. Brother Salazar took the Mate and Masters Course at the Harry Lundeberg School in 1976, and then he passed the mate's licensing exam. Since that time he has been making top wages as a licensed mate with G & H Towing in the port of Houston. Salazar had 10 years as a professional boxer under his belt and close to 10 more years sailing with the SIU when he decided to take the HLS course. But he also only had an eighth grade edu­ cation. Yet he was able to complete the mate's course and pass the difficult Coast Guard licensing exam. The ex­ cellent instruction offered at the Lunde­ berg School made all the difference. "People like me without much edu­ cation shouldn't be afraid to take a shot at a license," he said. "If you have trouble with reading or math, extra courses are available at the School to help you out." "The mate's course includes some difficult mathematics," he explained. "I never even had geometry in school, but I learned enough basic trigonometry at HLS to master the requirement for celestial navigation. "It's natural to hesitate when you approach the unfamiliar," he said. But he advised all members thinking of up­ grading to "risk that forward step into a new horizon. The course is well charted." "And don't let your age stop you," he added. "I'm 45 and a lot of people said I was too old to go for a license. But I guess I proved them wrong." Newark Committee t v' ' \hi-% ' ' '3 At a payoff in the state of Washington recently, the Ship's Committee of the SS Newark (Sea-Land) and a member of the crew posed for a photo. They are (seated I. to r.): Bosun Tony Villanova, ship's chairman; Chief Steward Larry Crane, secretary-reporter, and Steward Delegate Harry Huffman. Standing (I. to r.) are: Messman Steve Carey, Deck Delegate Joseph Schoell, and En­ gine Delegate Peter Anderson. 34 / LOG / November 1977 Both classroom and boat training at the Lundeberg School prepared Ruben Salazar for the Mate's licensing exam. He is shown here learning how to operate the radio detection finder during the Mate and Master course he took last year. Salazar was only 17-years-old when Center Reunion last August in Piney he became a professional fighter. He Point, Md. While there he urged his was a 10-round boxer in Los Angeles alcoholic brothers to continue their from 1950 to 1959. In 1956 he defeated sobriety and reach new goals in life. the lightweight world champion at the (See October issue of the Log, Page time, Lauro Salas. It wasn't a fight for 18). the title, but Salazar went the distance Salazar's new job as a licensed mate with Salas and won the decision. brought not only a higher rating and Salazar had an even tougher fight to a higher paid job, but also a higher level win before he changed from profes­ of self-esteem, he said. He also praised sional boxer to professional boatman the "real unity" he felt while at the and earned the title of licensed mate. Lundeberg Sehool. "You really feel the In 1961 he joined the SIU as a deep strength of the Union there." sea member. His drinking got progres­ "As Union members, we've earned sively worse over the years until he the chance the School provides and had to quit because of alcoholism in we really should take advantage of it," 1969. Through Alcoholics Anonymous, he stressed. he had another chance to lead a pro­ He is very proud of his stepson, Allan ductive life and started sailing again in Stevenson, who is now an HLS trainee. 1974. He has completed three years of Salazar's older stepson, James Fred sobriety. Stevenson, was also an HLS trainee and Guest Speaker is now his brother Boatman at G & H Towing. Just as Salazar encourages other Boatmen to reach for the goal of a Salazar lives with his wife and family license, he shares his experience as a in Houston, where he was born and recovering alcoholic with other SIU raised. "It was a long time coming," members. He was a guest speaker at he said, "but now with my family and the Seafarers Alcoholic Rehabilitation career, I feel like I really belong here." �1964 Scholarship Winner Is Now College Teacher Bruce Carroll, who won the SIU four-year college scholarship in 1964, comes from a long line of Seafarers, His father, recently deceased Boatman Ed­ ward F. Carroll, sailed as a deckhand on the Erie-Lackawanna Railroad tugs. His grandfather was a tugboat captain and his mother's stepfather worked on the Erie Canal. So what's Bruce Carroll doing in land-locked Colorado? He's teaching courses in math, physics, general sci­ ence and computers at Colorado Moun­ tain College in Glenwood Springs. Math and science have always been Carroll's strengths and interests. He says, "I have an analytic mind. I look at things scientifically." When he won his SIU college scholar­ ship, he used it to finance studies at Stevens Institute of Technology in Hoboken, N.J. He got a B.S. degree in "unified science"—a combination of different science and math curricula. After graduation, Carroll moved to Illinois where he got a Master's degree in math. He also worked as a teaching assistant and an academic adviser in the General Curriculum Center at the Uni­ versity of Illinois between 1968 and 1976. Right now, Carroll is two courses and a thesis away from his second Master's —this time in Electrical Engineering. The switch in fields came because he wanted to concentrate on science more than math. He also felt engineering would be more applicable to teaching. Carroll hopes to continue teaching at the community college level because he finds it very challenging. "It's excit­ ing to overcome a block some students have had about math," he says. "It's very satisfying to make people realize they have the talent and capacity to do things." The special talents Bruce Carroll hopes to encourage in his students are in the new fields of microprocesses and control theory. These are areas he de­ scribes as "the next step from com­ puters and electronics." Microprocessors are being developed in energy-conscious Colorado for use in houses to cut down on energy waste. For example, if an air conditioner is turned on, the microprocessor turns the TV set off. Carroll feels this will become a big field in a few years and says, "I want to be part of it and be able to teach it." Bruce Carroll spent the first 21 years He's especially interested in the prob­ lems of mass transportation, perhaps, he muses, because his Dad worked on the railroad. Many Fond Memories Carroll has many fond memories of his father, Edward F. Carroll, who sailed for 42 years before retiring in 1962. Carroll said his father taught him quite a lot about safety and how to avoid accidents. These were common-sense measures the elder Carroll used on tugs. Interested in sports, Carroll calls himself a "nostalgic baseball fan." He has a collection of baseball picture cards. They include a set from 1957— the last year the Dodgers called Brook­ lyn home. Bruce Carroll of his life in New Jersey where his mother and brothers still live. He says he misses the ocean, shade trees, and "being near the centers of public in­ formation," such as New York City. He has The New York Times delivered to him in Colorado. Date New York Philadelphia Baltimore Norfolk Jacksonville Detroit Houston New Orleans Mobile San Francisco Wilmington Seattle Piney Point San Juan Columbus Chicago Port Arthur Buffalo St. Louis Cleveland Dec. 5 Dec. 6 Dec. 7 Dec. 8 Dec. 8 Dec. 9 Dec. 12 Dec. 13 Dec. 14 Dec. 15 Dec. 19 Dec. 23 Dec. 10 Dec. 8 Dec. 17 Dec. 13 Dec. 13 Dec. 14 Dec. 16 Dec. 15 2:30 p.m 2:30 p.m 2:30 p.m 9:30 a.m 2:00 p.m 2:30 p.m 2:30 p.m 2:30 p.m 2:30 p.m 2:30 p.m 2:30 p.m 2:30 p.m 10:30 a.m 2:30 p.m — — 2:30 p.m — 2:30 p.m — Seafarer Robert Allen of Toledo, Ohio recently completed the high school equivalency program at the Lundeberg School. Brother Allen, who is 24 years old, ships on the Great Lakes and has been a member of the SIU for seven years. He dropped out of school in the tenth grade and said that the decision to stop work and re­ turn to school was difficult because "on the outside there are surviving pres­ sures." Brother Allen feels that "HLS is a very good school. The teachers really try and make an extra effort for each student." UIW 7:00 p.m. 7:00 p.m. 7:00 p.m. 7:00 p.m. — — 7:00 p.m. 7:00 p.m. — — — — — — 1:00 p.m. — — — — — The high school equivalency pro­ gram is very concentrated and indi­ vidualized. Seafarer Allen commented that "he learned a lot in a short amount of time." When asked if his work as a Seafarer had beneliied his learning, he stated, "with a lot of lime on a vessel, reading has bect)me a hobby of mine. 1 think that reading has helped me to Shipping Report for Inland Waters FOR THE MONTH OF OCTOBER 1977 TOTAL MEN REGISTERED TOTAL JOBS SHIPPED Class A Class 8 BALTIMORE . . . . BOSTON HOUSTON JACKSONVILLE . . NEW YORK MOBILE NORFOLK NEW ORLEANS . . PADUCAH PHILADELPHIA . . PINEY POINT . . PORT ARTHUR . . PUERTO RICO . . . RIVER ROUGE . . . ST. LOUIS TAMPA 0 0 5 2 0 0 0 1 3 0 0 10 0 9 7 0 0 0 3 3 0 0 0 0 1 0 0 5 0 0 1 0 TOTAL ALL PORTS 37 13 ON BEACH Relief Jobs Permanent Jobs Class C Class A Class Class A Class B 0 0 10 0 0 0 0 0 12 0 0 10 6 0 14 0 0 0 0 0 0 77 5 0 1 85 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 41 0 0 0 0 0 0 0 0 0 0 0 0 0 0 13 0 0 0 0 0 0 0 7 0 10 3 0 4 49 1 2 142 0 8 1 11 10 0 0 0 5 3 0 2 0 0 0 80 0 3 0 0 8 0 52 168 42 13 248 101 Class C To Bruce Carroll, winning the SIU college scholarship was a "really fan­ tastic" opportunity. To his father, Car­ roll said, the event was "the most im­ portant thing in his life." 24-Year-Old Laker Gets His H.5. Diploma at HLSS MEMBERSHIP MEETINGS' SCHEDULE Deep Sea Lakes, Inland Waters Carroll plans to stay in Colorado at least for awhile. His wife, a librarian, and their seven-year old daughter will join him there this January. Robert Allen better understand my courses." In his plans for the future,. Brother.^ Allen hopes to achieve an F.ngineering Degree. He now holds an AB ticket on the Lakes and would like to advance his position to Pilot. Seafarer Allen recommends the high school equivalency program to his fel­ low seafarers. "If a person really tries and manages to throw his pride away and admits that he wants to learn, he can succeed in the GEO program. That is what I did." Brother Allen is now the 921 St person to achieve his high school diploma at HLS. If you arc interested in attending the Lundeberg School to study for your high school equivalency diploma, con­ tact the SIU representative in your port or write to die following address: Harry Lundeberg School Academic Education Department Piney Point, Md. 20674 A pre-test and information will be sent to you. November 1977 / LOG / 35 �r r wr' David Garoutte Clay Lisenby Seafarer David Garoutte, 24, first sailed with the SIU in 1972. The next year he graduated from the Harry Lundeberg School Trainee Program. This year he up­ graded there to A B. He also earned his firefighting, lifeboat and cardio-pulmonary resuscitation tickets there. Brother Garoutte was born, lives, and ships out of the port of Seattle. Seafarer Clay Li­ senby, 24, has been an SIU member since 1972, the year he graduated from the HLS Trainee Program. In 1975, he upgraded to AB there. He also has his lifeboat, fire­ fighting and cardio-pulmonary resusci­ tation tickets. Brother Lisenby was born in Fort Lauderdale, Fla. and lives in Florida. He .ships out of the port of San Francisco. John Bishop Ramon Camacho Paul North Seafarer Paul North, 23, has been a member of the SIU since he grad­ uated from the HLS Trainee Program in 1975. He now sails as third cook. Bro­ ther North has the firefighting, lifeboat and cardio-pulmonary resuscitation endorsements. He was born in Chicago, III. and lives in Herniosa Beach, Calif. Upgrader North ships out of the port of Wilmington, Calif. Seafarer Ramon Camacho, 45, has been a member of the SIU since 1959, the same year his younger brother, William, joined the Union. William Camacho went on to become a chief engineer. Ramon Camacho got his QMFD rating at Piney Point in 1974. He also holds firefighting, lifeboat, LNG, and cardio-pulmonary resu.scitation endorsements. Brother Camacho was born in Puerto Rico and is a resi­ dent of Philadelphia. He ships out of the port of New York. William Theodore Seafarer William Theodore, 49, be­ gan his sailing ca­ reer with the SIU in 1968. In 1976, he upgraded to chief cook at the Lundeberg School. He has the firefighting, life­ boat and cardio­ pulmonary resuscitation cards. Brother Theodore sailed on the Lakes in 1944 and vim in the U.S. Navy during World War 11. He was born in Michigan and lives in Seattle. Upgrader Theodore ships out of that port. Miehael Phillips Seafarer Michael Phillips, 22, started sailing with the SIU in 1974 following his graduation from the HLS Trainee Program. In 1977, he upgraded to fireman-watertender at the School. He also earned his lifeboat, firefighting and car­ dio-pulmonary resuscitation tickets there. Brother Phillips is a native of Texas and lives and ships out of the port of Houston. Seafarer Steve Bower, 22, first .set .sail with the SIU in 1974 when he grad­ uated from the HLS T rainee Program. In 1977, he up­ graded to firemanwatertender. He has pumpman, welding, firefighting, lifeboat and cardio-pul­ monary resuscitation cards. Brother Bower um born in Kalmath Falls, Ida. and lives in Lake City, Calif. He ships out of the port of San Franci.sco. Anthony Bulfa Seafarer Anthony Buffa, 26, started sailing with the SIU after his graduation from the Lundeberg School Trainee Pro­ gram in 1972. In 1974, he upgraded to AB there. He has ,. '"N-* the lifeboat, fire­ fighting and cario-pulmonary endorse­ ments. Brother Buffa was born in Cali­ fornia and lives there. He ships out of the port of San Franci.sco and ports in the Gulf. Seafarer Gary Hughes, 23, began .sailing with the SIU in 1974 when he graduated from the HLS Trainee Pro­ gram. This year he upgraded to fireman-watertender there. In 1974, he picked up his firefighting and lifeboat cards. Also this year, he got his cardio-pulmonary resuscitation card. Brother Hughes was born in Phil­ adelphia and lives in Glenside, Pa. He .ships out of the port of New York. Seafarer Philip Decker, 21, began shipping out with the SIU in 1973. He graduated that year from the HLS T rainee Program. Last year he up­ graded to firemanwatertender there. He holds the firefighting, lifeboat and cardio-pulmonary re.su.scitation en­ dorsements. Brother Decker was born in Oshkosh, Wise, and lives in Tampa, Fla. He ships out of the port of Jackson­ ville, Fla. James McNeely PaulKlick Seafarer Paul KUck, 27, started to sail with the SIU in 1975 after he grad­ uated from the HLS Trainee Program. He upgraded to oiler there in 1977. Brother Klick has the firefighting, life­ boat and cardio-pulmonary resuscita­ tion endorsements. He was horn in Fort Worth, Tex. and is a resident of Bethe.sda, Md. Upgrader Klick ships out of the ports of New York and San Francisco. 36 / LOG / November 1977 Dean Prindle Seafarer Dean Prindle, 52, has been shipping with the SIU since 1965 and sailing as an AB. Recently he returned to the HLS in Piney Point. W Md. to upgrade to quartermaster. He also has lifeboat, firefighting and car­ dio-pulmonary resu.scitation endorse­ ments. Brother Prindle was born in Cal­ ifornia and lives in New Hampshire. He ships out of all SIU ports. Seafarer Virgilio Rivera, 40, sails as a third cook, a rating he attained at the HLS in 1977. He joined the SIU in 1972. Brother Ri­ vera has his fire­ fighting, lifeboat and cardio-pul­ monary resuscitation cards. He was born in Puerto Rico and lives in the Bronx, N.Y. Upgrader Rivera ships out of the port of New York. Seafarer John Bishop, 35, has .shipped with the SIU on the Lakes Louis Diagostino and deep sea since 1968. In 1975, he Seafarer Louis upgraded to QMED Diagostino, at the Lundeberg 21, graduated from School. He has his the HLS Trainee :: Y firefighting card, Program in 1975. got the lifeboat endorsement last year Then he began .sail­ and cardio-pulmonary resu.sciation ing with the SIU. ticket this year. Brother Bishop was • Now he sails as an born outside of London, England and oiler. He has fire­ now lives in Livonia, Mich. He ships fighting, lifeboat out of the ports of New York and and cardio-pulmonary resuscitation Detroit. cards. Brother Diagostino was born, lives and ships out of the port of Phila­ Gary Hughes delphia. Philip Decker Steve Bower Virgilio Rivera Seafarer James McNeely, 23, whose father is a longtime member of the SIU, first started sailing with the SIU in 1974 following his graduation from the Lundeberg School Trainee Program. In 1977, he upgraded to fireman-watertender there. He has his firefighting, lifeboat and cardio-pulmonary re.'iu.scitation cards. Brother McNeely was born in Brooklyn, N.Y. and is a resi­ dent of Long Island, N.Y. He ships out of the port of New York. Personals Russell Doyle Haynes Your grandfather, Milton Russell, asks that you contact him at P.O. Box 147, New Baden, Tex. 77870. He has moved to Camp Creek Lake in Robert­ son County. Eugene Wayland Carpenter Your daughter, Candace, would like you to get in touch with her. "Long time no sec." Call 201-634-1203 or write her at 35 Crampton Ave., Woodbridge, N.J. 07095. Clifford A. Sewell Your sister, Mrs. Theta Barnefske, asks that you call her at 313-234-0859 or write 3010 Montana, Flint, Mich. 48506. Paul McCouncll Your sister-in-law, Mrs. Henry McConnell, asks that you call her at 501758-0021 or write her at 207 West Mil­ itary Dr., Little Rock, Ark. Rayniund Guevara Josue German Chavez asks that you write him at 123-23 82nd Ave., Kew Gardens, N.Y. 11415 or call 212-8359800. You can also reach him at Box 10, Richmond Hill, N.Y. 11419, tele­ phone: 212-544-5328. Rufino Rivera Santiago Your family asks that you contact them. George R. Shiflett Please call the editor of the Log col­ lect at 212-499-6600, ext. 242. George L. Cruz Please call the editor of the Log col­ lect at 212-499-6600, ext. 242. �Lundeberg Upgrading Schedule Thru 1978 Below is a complete list of all upgrading courses, deep-sea, inland, and Great Lakes, offered at the Lundeberg School in Piney Point, Md, Also included is the starting dates for these courses for the remainder of 1977 and all of 1978. SIU members should be aware that certain courses may be added or dropped from the schedule as the need arises. However, the Log will publish in advance any such changes. Deck Department Courses Course Name Starting Dates Jan. 19, 1978 March 2, 1978 April 17, 1978 May 25, 1978 July 6, 1978 Aug. 17, 1978 ABLE SEAMAN QUARTERMASTER None Presently Scheduled TOWBOAT OPERATOR (Western Rivers) Feh. 20, 1978 March 10, 1978 May 29, 1978 June 16, 1978 TOWBOAT OPERATOR (Inland Waters) March 20, 1978 April 28, 1978 June 26, 1978 August 4, 1978 TOWBOAT OPERATOR (Not More than 200 Miles Offshore) March 20, 1978 May 5, 1978 June 26, 1978 August 11, 1978 MATE & MASTER Sept. 4, 1978 FIRST CLASS PILOT None Presently Scheduled LIFEBOATMAN Starting Sept. 1, 1977, Lifehoatnian classes will begin every two weeks right through Dec. 21, 1978. Steward Department Courses Course Name Starting Dates CHIEF STEWARD Dec. 22, 1977 Feb. 7, 1978 March 23, 1978 May 4, 1978 June 15, 1978 July 27, 1978 Sept. 7, 1978 CHIEF COOK/TOWBOAT COOK Jan. 12, 1978 Feb. 23, 1978 April 6, 1978 May 18, 1978 June 29, 1978 Aug. 10, 1978 Sept. 21, 1978 COOK & BAKER Starling Sept. 15, 1977, Cook and Baker classes will begin every two weeks until Jan. 19, 1978. Then starting Jan. 26, 1978, the classes will begin every two weeks running right through to Oct. 5, 1978 ASSISTANT COOK Dec. 8, 1977 Jan. 26, 1978 March 9, 1978 April 20, 1978 June 1, 1978 July 13, 1978 Aug. 24, 1978 Starling Sept. 1, 1977, Tankernian classes will begin every two weeks right through Dec. 21, 1978. TANKERMAN Engine Department Courses Course Name Starting Dates FIREMAN, OILER, Jan. 5, 1978 WATERTENDER (FOWT) April 13, 1978 June 22, 1978 July 20, 1978 Oct. 2, 1978 LIQUIFIED NATURAL GAS (LNG) Feb. 6, 1978 May 15, 1978 Aug. 21, 1978 MARINE ELECTRICAL MAINTENANCE April 10, 1978 PUMPROOM OPERATION AND MAINTENANCE Aug. 28, 1978 AUTOMATION March 6, 1978 WELDING Dec. 27, 1977 Feh. 6, 1978 March 6, 1978 April 17, 1978 May 15, 1978 June 12, 1978 July 24, 1978 Aug. 21, 1978 Sept. 18, 1978 Qualified Member of the Engine Department (QMED) Jan. 2, 1978 May 22, 1978 DIESEL ENGINEER Jan, 16, 1978 July 24, 1978 MAINTENANCE OF SHIPBOARD REFRIGERATION SYSTEMS May 22, 1978 For further information regarding the courses offered at the Lundeberg School, members should contact their local SIU rep­ resentative, or write to the Lundeberg School Vocational Education Department^ Piney Point, Md. 20674. November 1977 / LOG / 37 �(l»32 Have Hoiiatcil $100 or Alorc To SPAII Siiiicc Bc<|iiiiiiiij| of '77 The following Seafarers and other concerned individuals, 652 in all, have demonstrated an active interest in participating in political and legislative activities which are vital to both our job security and our social and economic welfare, by voluntarily donating $100 or more to the Seafarers Political Activities Donation (SFAD) fund since the beginning of 1977. (The law prohibits the use of any union money, such as dues, initiation fees, etc., for political activities. The most effective way the trade unionist can take part in politics is through voluntary political contributions. SPA D is the Union's separate segregated political fund. It solicits and accepts only voluntary contributions. It engages in political activities and makes contributions to candidates. A member may voluntarily contribute as he sees fit or make no contribution without fear of reprisal.) Twenty-t wo who have realized how important it is to let the SIU's voice be heard in the Halls of Congress have contributed $200, nine have contributed $300, one has given $400, and two $600. For the rest of the year the LOG will be running the SPAD Honor Rolls because the Union feels that in the upcoming months our political role must be maintained if the livelihoods of Seafarers are to be protected. (A copy of our report is filed with the Federal Election Commission and is available for purchase from the Federal Election Commission, Washington; B.C.) NOTE: Each month's SPAD Honor Roll contains the narfies of those individuals who have given $100 or more as of the last Friday of the previous month. Abadi, H. Abobaker, F. Acord, F. Adams, P. Adams, W. Adamsnn, R. R. Adium, M. Air, R. N. Aldcrson, S. Algina, J. Ali, A. Allen, J. Alhaj, Y. Almufilchi, A. Alradi, M. Alvarez, P. Anders, T. Anderson, A. Anderson, A. Anderson, R. Antici, M. Aquiar, J. Aquino, G. Arle, J. Aspseter, H. Aumiller, R. Avery, R. Babkowski, T. Badgett, J. Bakarich, P. Barroga, A. Barry, J. Bartlett,J. Bartlett, J. Bartlinski, J. Bauer, C. Baum, A. Beeching, M. Bellinger, W. Bennett, J. Benoit, C. Bensman, D. Bentz,H. Bergeria, J. Berglond, B. Berlin, R. Bigelow, S. Bishop, S. Blair, B. Blanco, M. Bland, P. Bland, W. Bluitt, J. Bobalek,W. Boland, J. Bonser, L. Booker, M. Borucki, J. Botana, J. Boudreaux, C. Bourgois, M. Boyle, D. Boyne, D. Bradley, E. Brongh, E. Brown, G. Brown, 1. Brown, S. Browne, G. Browning, R. Bryan, E. Bryant, B. Bryant, T. Bucci, P. $600 Honor Roll LUIedalil,H. Pomerlane, R. $400 Honor Roll Manuel, R. $300 Honor Roll Andersen, R. Brooks, T. Curtis, T. Frounfelter, D. Romolo, V. Hall,?. Quinfer, J. Weaver, A. Richburg, J. $200 Honor Roll Abas, I. Aronlca, A. Bailey, J. Bernstein, A. Brand, H. Combs, W. Drozak, F. Ellis, P. Filippitti, L. Gard, C. Haggagi, A. Buczynski, J. Bulfa, A. Bullock, R. Burke, T. Burnette, P. Bursey, H. Butts, B. Byrd, J. Caffey, J. Caga, L. Calefato, W. Callahan, J. Kerngood, M. Kozicki, R. McFarland, D. Moore, A. Pow, J. Sanchez, R. Camaian, A. Camarillo, F. Campbell, A. CampbeD, A. Campbell, A. Campbell, A. Campbell, J. Campbell, W. Carbone, V. Castro, C. Cataldo, J. Cavanaugh, J. Celgina, J. Seibcl, E. Shields,!. Sholar, E. Stephens, C. Stewart, E. Cheshire, J. Cinquemano, A. Cisiecki, J. Clark, R. Coamer, M. Cofone, W. Colier,L., HI Conklin, K. Conklin, K. Conning, E. Conway, F. Cookmans, R. SEAFARERS POLITICAL ACTIVITY DONATION (SPADI 675 FOURTH AVENUE Date. BROOKLYN, N.Y. 11232 S.S. No.. Contributor's Name. .Book No. Address. .State City .Zip Code I acknowledge and understand that SPAD is a separate segregated fund established and administered by my Union to engage in political activities and to make contributions and expenditures for candidates seeking political office and solicits and accepts only voluntary contributions, and I have the right to refuse to make any contribution without fear of reprisal, I may contribute such amount as I may volun­ tarily determine and I herewith contribute the sum of $ . This contribution constitutes my voluntary act and I am to to receive a copy of this receipt showing the amount of my contribution. A copy of SPAD's report is filed with the Federal Election Commission and is available for purchase from the Federal Election Commission. Washington, D.C. Signature of Solicitor Solicitor's No. 38 / LOG / November 1977 1977 Port A'-.' / Cortez, E. Costa, F. Costango, G. Cousins, W. Cowan, T. Coyle, P. Cresci, M. Cross, M. Cruz, A. Cruz, F. Cunningham, W. Curry, M. Da Silva, M. Dalman, G. Dammeyer, C. Danzey, T. Daradise, R. Darden, J. Dauocol, F. Daves, C. Davidson, W. Davies, R. Davis, F. Davis, J. Davis, J. Davis, L. Davis, S. Davison, J. Debarrios, M. Dechanip, A. Delaney, D. Delgado, J. Delrio, J. Demetrios, J. Dembach, J. Deymain, S. Diaz,R. Dickey, K. Diercks, J. DiGioi^o, J. Dillings, L. DiPreta, J. Dixon,!. Doak, W. Dolgen, D. Domenico,!. Domingo, G. Donovan, P. Downon, P. Drebin, L. Drozak, P. Drury,C. Diyden,!. Ducote, A. Ducote, C. Dudley, K. Dukel,P. Durden, D. Dwyer,!. Dyer, A. Edmon, F. Edmonds, F. EUis,F. Eschukor, W. Escobar, C. Evans, M. Fagan, W. Fain, G. Falcon, A. Fanning, R. Famen, F. Farrell, C. Faust,!. Fay,!. Ferguen, M. Fergus, S. Fester, M. Fgrshee, R. Firshing,W. Fischer, H. Fiune,V. Fletcher, B. Fletcher, F. Florous, C. Foley, P. Forgeron, L. Fosberg, W. Fox, P. Frances, H. Franco, P. Francum, C. Frank, S.,!r. Frederickson, E. Fuller, G. Furr,!. Furukawa, H. Gallagher, C. Gallagher, L. Gallegos, P. Galliam, R. Ganthier, C. Garcia, R. Gardner, E. Gaston, T. Gavin,!. Gentile, C. Gimhert, R. Glidewell, T. Goff, W. Goldberg,!. Golder,!. Gonzalez,!. Gooding, H. Goodspeed,!. Gorbea, R. Gosse, F. Graham, E. Graham, R. Green, A. Greene, H. Grepo, P. Grima, V. Gross, G. Guarino, L. Guillen, A. Hackenberg, D. Hagerty, C. Hale, E. Hall, K. Hall, L. Hall,M. Hall,W. Hannibal, R. Harildstad,V. Hart, R. Hanis, E. Hairris, W. Harris, W. Haskins, A. Hatton, M. Hauf,M. Haynes, B. Heimal, W. Hendricks, C. Heniken, E. Heroux, A. Hersey, G. Hess, R. Hidalgo, M. HiU, G. Hines, L. Hines, T. Holmes, W. Homas, D. Homayonpour, M. Hooker, G. Horn, F. Howse, A. Hunter, W. Hurley, M. Hussain, A. lovino, L. Iverson,!. Iwaski, M. !acobs, R. !ackson,!. Jansson, S. Japper, J. !aslin, L. !imeny, C. !obnson, C. !obnson, D. !ohnson, R. Johnson, R. Johnsted, R., Jr. Jones, C. Jones, R. Jones, T. Jones, W. Jorge, J. Juhasz, S. Kabllo, R. Kariak,W. Kastina, T. Kauffman, R. Keller, D. �5PAD Honor Roll KeUey, E. Kendricks, D. Kenny, L. Keough, J. Kerr, R. Ketchbad, D. Kimbrough, W. Kingsley, J. Kirsch, J. Kitchens, B. Kizzire, C. Klavand, S. Klein, A. Knutsen, E. Koflowitch, W. Kouvardas, J. Kramer, M. Kudults, K. Kwiatek, G. Kydd, D. Lambert, H. Lang, R. Lankford, J. Larkin, J. Lawrence, L. Lawrence, R. Lawrence, W. Lee, H. Lee, K. Legg,J. Leionek, L. Lennon, J. Lent, D. Lesnansky, A. Lewis, L. Libby, H. Liles, T. Lindsay, G. Lindsey, H. Logue, J. Loleas, P. Lomas, A. Lombardo, J. Long, F. Lundberg, J. Lynch, C. Lyness, J. MacFadden, M. Maclnnes, K. Magruder, W. Maldonado, M. Malesskey, G. Mana, A. Manafe, D. Manen, J. Manry, L. Mansoob, A. Marchaj, R. Martin, T= Martinez, L. Martinussen, C. Mattioli, G. Maxnell, B. McAvay, J. McCarthy, L. McCartney, G. McCartney, K. McCaskey, E. McCIinton, J. McCorvey, D. McCuUough, L. McEiroy, E. McGeoi^hegan, F. Mcllearney, B. McKay, D. McMahon, T. McMiliion, W. McNabb.J. McNally, M. McNeely, J. Meaden, G. Mehert, R. Mesford, H. Mielsem, K. Miller, D. MoUard, C. Mongelli, F. Monteton, H. Moody, O., Jr. Mooney, E. Moore, L. Morgan, J. Morris, W. Morrison, J. Mortensen, O. Mosley, W. Muniz, W. Munsie, J. Murray, G. Murray, J. Murray, M. Murray, R. Musaid, A. Mynes, A. Myrex, L. Nagib, S. Naji, A. Napoli, F. Nash, W, Nauarre, T. NefFe, J. Nielsen, R. O'Brien, E. O'Brien, T. O'Donnell, J. Olds, T. Olson, F. Omar, Y. Facheco, E. Paderes, P. Paladino, F. Papuchis, S. Paradise, L. Pamell, J. Paschal, R. Patterson, D. Patton, S. Paulovich, J. Payle, M. Pecquex, F. Penrose, K. Penry, R. Perez, J. Perez, L. Periora, J. Peth, C. Phillips, D. Picczonetti, M. Piper, K. Pollard, G. Pool, D. Porter, B. Powe, P. Praza, L. Prentice, R. Pretare, G. Prevas, P. Price, R. Primero, F. Prirette, W. Prott,T. , Pulliam, J. Purgvee, A. Quinnonez, R. Quinones, J. Quintella, J. Quirk, J. Raincri, F. Rankin, J. Rattray, W. Reck, L. Reed, A. Reinosa, J. Reiter, J. Reyes, M. Rhoades, G. Richoux, J. Riddle, D. Ries, C. Riley, E. Rios, R. Ripoll,G. Rivera, H. Roades, O. Roberts, C. Roberts, H. Roberts, J. Robertson, T. Robinson, J. Robinson, W. Rodgers, J. Rodriguez, F. Rodriguez, R. Rondo, C. Rosenthal, M. Roshid, M. Ross, J. Roubek, J. Roy, B. Royal, F. Rudnicki, A. Rush, R. Riisheed, J. Ruzyski, S. Sacco,J. Sacco, M. Saeed, S. Salanon, G. Salazar, H. Saleh, II. San Fillippo, J. Sanchez, M. Santana, E. Santos, M. Schneider, H. Schov, T. Schuffels, P. Scott, C. Scully, J. Seabron, S. Seagord, £. Selzer, R. Selzer, S. Sepulveda, P. Serall, R. Shabian, A. ShePey, S. Shellubrad, R. Shclton, J, Sigler, M. Silva, J. Silva, M. Silverstein, H. Siiiipson, S. Singleton, R. Sirignano, F. Smith, L. Smith, T. Smith, W. Sncll, F. Snellgrove, L. Snyder, J. Somerville, G. Soresi, T. Sovich, C. Spencer, G. Spencer, H. Stancaugr, R. Stankiewicz, A. Stanton, W. • Steams, B. Stevens, W. Strand, J. Stubblefield,P. Stubbletird,B. Sulaiman, A. Sullins, F. Sumroll, N. Surrick, R. Swiderski, J. Tanner, C. Taylor, F. Taylor, J. Telegadas, G. Terpe, K. Thciss, R. Thomas, J. Thompson, F. Tillman, W. Tobin, G. Tobio, J. Toluison, R. Towsigmart, A. Troy, S. Tmenski, C. Tsminrx, L. Turay, C. Turner, B. Turner, L. Tuttie, M. Ulrich,H. Underwood, G. Vanluyn, W. Vasquez, J. Velandra, D. Velazsuel, W. Velez, R. Vick,J. Viles, J. Villanova, A. Vorchak, J. Vukmir, G. Walker, F. Walker, T. Wallace, E. Washington, E. Webb, J. Weber, J. West, D. Westbrook, A. L. Westerholm, G. White, J. White, K. White, R. Whitmer, A. Whitsitt, M. Widman, J. Wilburn, R. Williams, L. Williams, R. Williams, S. Wilms, T. Wilson, C. Wilson, D. Wilson, J. Winder, R. Wingfield,P. Wolf, P. Wood, C. Woodhouse, A. Woody, J. Wooten, H. Worley, M. Worster, R. Yarmola, J. Yelland, B. Young, R. Zaiusky, S. Zalusky, T. Zeagler, S. Overseas Juneau Committee At Anacortes, Wash, recently at a payoff, Recertified Bosun Pablo Barrial, ship's chairman (seated I.) of the ST Overseas Juneau (Maritime Overseas) poses with the Ship's Committee and one of the crew. Seated right is: Chief Steward Jesus D. Reyes, secretary-reporter and standing (I. to r.) are: Engine Delegate Al Funk; QMED Perry Ellis; Deck Delegate Henry Lanier, and Stew­ ard Delegate Carrol Boudreaux. Virgo Committee Late last month at a payoff at the GATX Dock in Carteret, N. J., is the Ship's Committee of the ST Virgo (Westchester Marine). From left are: Deck Delegate Whitey Grigg; Steward Delegate Glenn Bamman (standing); Engine Delegate H. Robert Hill, and Recertified Bosun Joseph Donovan, ship chairman. Westward Venture Committee At Tacoma, Wash, recently, in the TV lounge of the new RO/RO Westward Venture (Inter Ocean Mgt.) is the Ship's Committee. Sitting (I. to r.) are: smilin' Deck Delegate Ken Richardson; Engine Delegate Charles L. Gard with the sombrero; Recertified Bosun Tom "Frenchy" Martineau, ship's chairman, and Steward Delegate James Woods. Standing are (I. to r.): Chief Electrician John Ross, educational director, and Chief Steward George Pretare, secretaryreporter. November 1977 / LOG / 39 �LOG "Sonny" Simmons: He's One of the Men Who Builf This Union Some people considered them a bunch of young turks. Most people didn't give them much chance for survival. They were the 2,000 or so orig­ inal members who formed the SIU in 1938. At the time, the SIU was by far the smallest union in the entire maritime labor movement. It didn't have a tanker in its contracted fleet which included only a few passenger ships. However, one year later the SIU's membership had grown to 6,000. And although no one would have said that the fledgling Union's future would be rosy, everyone agreed at least that the SIU definitely had a future. Among those original 2,000 mem­ bers was a 19-year old kid. He had first shipped out as deckhand on a coastal freighter at the age of 15. His shipmates nicknamed him "Sonny" on that first voyage, and the name stuck. He was Claude "Sonny" Simmons, who later became one of the SIU's chief negotiators in the 50's and early. 60's. He was the first man to hold the office of SIU vice president in charge of contracts and contract en­ forcement. Oct. 30, 1977, just a few weeks ago, marked the 15th anniversary of his death. 43 Years Old To say the least. Sonny Simmons' death from cancer in 1962 was un­ timely. He was only 43 years of age. But in the time (1945-1962) that he worked for the Union, Sonny Sim­ mons left his mark on the maritime industry and the good fortunes of SIU members. His job as negotiator was an espe­ cially tough one back then. He did his bargaining at a time when man­ agement would rather accept a strike than give in to the legitimate de­ mands of the Union. Probably the best way to under­ stand what Sonny Simmons meant to the SIU is to recall what the people who sat across from him at the bar­ gaining table thought about him. Before his death, one shipowner Ufliiul PulilitJiMiii ol till- S. jljftrs InlfiM.ill.HUI Union • Aibnlic, (.nlf. L.ikcs diul InljncI Wjuns Dmncl . AFLCio )igS,"NOVEMBa 1977 The Claude "Sonny" Simmons, an ex-Great Lakes freighter, became a permanent part of the Lundeberg School's fleet in 1967. called him "a tough, shrewd" nego­ tiator. Another said he was able "to navigate through the winding clauses of a labor contract with the touch of a boatswain fathoming an unfamiliar channel." When he died, the mail and tele­ grams of regret came flooding into Headquarters. A surprising number of them came from the shipowners, his opponents across the table. An official of Calmar Lines, in a letter to SIU President Paul Hall, wrote the following about Sonny Simmons: "He won my respect as an able, conscientious and sensible ad­ versary, and I know that he will be missed by you and the other officials of your Union." Another shipowner wrote: "He was most willing to hear both sides of a discussion and to express even the most adverse demand of the Union in the most courteous terms." Still another wrote, "the death of 'Sonny' Simmons marks an irrepar­ able loss to the entire steamship in­ dustry, both management and labor." The feeling you get by looking at this old correspondence is simply that Sonny Simmons was damn good at his job, and that he had achieved the respect of the entire U.S. mari­ time industry. • j,^ .. \ •M * »t •' ; V In this photo from 1953, "Sonny" Simmons, left, Joe Algina, center, and SIU President Paul Hall are in the midst of negotiations for a new deep-sea contract. Algina is now an International representative working with the SlUNA's fishermen's affiliates in New Lngland. In the early 50's, "Sonny" Simmons was a guest on the radio talk show, "Voice of America." It's often tough to find a proper and lasting testament to men who do so much to improve an organization. But for Sonny Simmons, a guy with a quick wit and a slow Southern drawl, it was easy. The SIU named a ship after him—a ship that is a permanent part of the Harry Lunde­ berg School's fleet. The ship, now the Claude "Sonny" Simmons, is a venerable Great Lakes freighter. She was originally christ­ ened the Mackinac in 1909. For years, the vessel did a yeo­ men's job hauling freight and pas­ sengers on the Great Lakes. In later years she worked on the Chesapeake Bay. "The Lundeberg School bought the vessel in early 1967. The School then had the vessel completely overhauled. Later that year, she was rechristened the Claude "Sonny" Simmons. She is now used as a training vessel for deck skills, and lifeboat training. It's good that the memory of Sonny Simmons, just an old country boy from Brewster, Fla., is preserved in the Lundeberg School's fleet. Because it no doubt prompts young SIU mem­ bers who never knew him to ask, "who was Sonny Simmons?" The best, and really the only an­ swer to that question is simply, "he's one of the men that built this Union." Just a few years before his death, "Sonny" Simmons, left, is shown talking with some members of the Japan Seamen's Union at SIU Headquarters in New York. iiiTiiiapiir^ � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource November 1977 Description An account of the resource HEADLINES ANN ARBOR RAILROAD CAR FERRIES MARK 85TH YEAR 2% COL IN DEEP-SEA CONTRACT HALL ASSAILS OIL BIGGIES AS FOES OF U.S. SEAPOWER 100 NEW CONTRACTS, 4, 100 NEW MEMBERS FOCUS OF UIW CONVENTION DOCK STRIKE NEARING END SIUNA GIVES UNITED SUPPORT TO NORTHERN TIER LINE CARTER INKS $2.65 MINIMUM WAGE; $3.35 IN ‘81 SS DELTA BRASIL MINUTES TELL ABOUT BURIAL-AT-SEA SERVICE CARTER PULLS U.S. OUT OF ILO POSTAL BILL CLEARED IN HOUSE OF REPRESENTATIVES COMMITTEE SABINE ORGANIZING DRIVE GEARS UP; 3RD ELECTION IN ‘78 FIRST AQUARIUS CREW IN STATES SAY LNG AOK CONGRESS SEES NEED FOR A STRONGER US MARITIME POLICY SIUNA DELEGATION UNITED BEHIND NORTHERN TIER ALASKAN PIPELINE FEDERAL AGENCIES MEETINGS ON MARITIME 4 JONES ACT BILLS AWAIT CONGRESS ACTION IOT: LARGEST U.S. INLAND-DEEP SEA FLEET FULL CURRICULUM PROVIDED FOR TOWBOAT PROGRAM DROZAK URGES IUPIW CONFAB DELEGATES TO TAKE POLITICAL ACTION WATERMAN SIGNS CONTRACT TO RESTORE U.S.- FAR EAST SERVICE 20 INLAND COMPANIES MEET AT PINEY POINT FIRED CAPTAIN AWARDED $1,400 IN BACK PAY FROM COMPANY SIU PLAN PAYS RETIREE, WIFE’S $22G MEDICAL BILLS RULING MAY AFFECT U.S. SEAMEN LNG-WHAT IS IT? WHAT DOES IT DO? AT CONFAB, HIBBERT NOTES: ARC CENTER UNIQUE CONGRESS CLEARS SOME IMPORTANT GREAT LAKES LEGISLATION THE JONES ACT: STILL ONE BIG BATTLE: CLOSE THE “LOOPHOLE” U.S. SAFETY BOARD BIDS FOR FIRESAFE LIFEBOATS FOR TANKERS SAFETY DEMANDS TANKERMAN’S SKILLS ON DANGEROUS TOWS WE’VE COME A LONG WAY …. ‘DEVELOPING THE WHOLE MAN’ – NEW HORIZON’S FOR EVERY SEAFARER NEW YORK HARBOR: STILL ONE OF THE WORLD’S BEST BOATMAN SALAZAR SAYS LICENSE GETS GOOD JOBS “SONNY” SIMMONS: HE’S ONE OF THE MEN WHO BUILT THIS UNION Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 11/1/1977 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 39, No. 11 1977 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/553fd10bacb63cfbb02d1232b4c1c53f.PDF 89dd5cc3c231128509571d73571a78ee PDF Text Text (^neeCuc^to- Oufi 4 cutcC ^AeOv 'panulce^ ; A. t 1 ^ k? i I U'U* I V- w* U U 1. LS^ Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-CIO No!"i? DECEMBER 1977 Newly Acquired Dixie Boats See Page 10 New Deep Sea COLA Rates, r See Page 31 DIXtE-QJEEN Interim Report on SlU-NMU Merger See Page 17 Seafarers Man the Capricorn Seafarers Vacation Plan Summary Annual RepbW^ See Page 10 See Page 32 L •r t| •'.> *}§ ; J •.'II Seafarers Pension Plan Summary Annual Report •4- " See Page 33 First InlancF Atlahtic Coast See Pages 14-16 .Vir .yN;-r ^1 . -«i /-. "I -.f f' •• •• I y " "? ' • -•.I ' *=, •' I 'I'l |N:: >" • ' W' 'I -'I' J 'im'<1 '1 --5:1 •VH >,:r> T ' »• fc ^> �Non-Use by Bigger Ships, Less Trtiffic Could Cloud Fufure 1st Higher St. Lawrence Seaway Tolls Menace System (Increased tolls on the St. Law­ rence Seaway have been opposed by the Executive Board of the Maritime Trades Department, AFL-CIO. At their 1977 mid-winter meeting, the Board had noted that increased tolls would cripple American and Cana­ dian shipping via the Seaway. Their cargo would ultimately find its way to overseas third-fit g ships, "all at the expense of American and Cana­ dian maritime workers, . taxpayers and consumers." The story below will give you some background on the Seaway as well as bring you up-to-date on the latest arguments concerning the in­ creases.) When construction on the St. Law­ rence Seaway was finished in 1959, the Great Lakes system to the Atlantic Ocean became a hub of shipping for the country. So much was in favor of the Seaway's great success: a connecting waterway system that could handle most deepdraft vessels; a reduction in Midwestoverseas shipping costs by as much as $22.50 a ton; replacement of 22 small locks with seven big ones, and minimal charges for using the complex. Today, some of the advantages of using the Great Lakes/St. Lawrence cr-zi Seaway system are fading. As more and more 60,000 to 100,000-ton bulk car­ riers and tankers are used to replace the more modest 20,000 to 30,000 tonners, fewer ships will be able to use the Sea­ way. Ships of 60,000 to 100,000 tons The greatest controversy of the hear­ are just too large for the system. ings centered on the proposed toll Last August the St. Lawrence Sea­ raises for iron and steel cargoes. The way Authority of Canada and the U.S. tolls are scheduled to climb from 90 St. Lawrence Seaway Development cents to $ 1.95 per net ton. The move­ Corp. (SLSDC), decided to impose ment of iron ore west was a primary rea­ major toll increases on the Seaway. son Congress authorized funds for joint These will amount to as such as $1.15 U.S./Canadian construction of the Sea­ per metric ton for certain cargoes. There way. is now a concern among Seaway users John E. Childe, general manager of that Great Lakes .shipping may wind up the International Great Lakes Shipping losing out. Co., said he spoke for the U.S. Great Lakes Shipping Association and the Great Lakes Terminal Association when First Toll Increase he warned the increases will "create a The user increases mark the first diversion of millions of tons of our pres­ time tolls have been hiked on the Sea­ ent Lakes overseas commerce." way since it opened to deep-draft traf­ Childe suggested that a separate com­ fic in 1959. modity classification for iron and steel The SLSDC said their analyses indi­ products be established. He noted that cated a toll increase would not have a the toll rate increase for this new cate­ major negative impact on most U.S. gory rise to no more than $1.25 from cargoes. But that was not the view in the present 90 cents. much of the public testimony given at two SLSDC-held hearings last October. New Cargo Categories It was emphasized then that the toll in­ creases would create hardships among The two Seaway authorities created Great Lakes shippers and carriers. This several new cargo categories, each of would result in the losses of cargoes, which have different rate scales. The revenues, and jobs. two previously existing categories, bulk n\ ^yi Paul Hall 0X0, Looking Back on 1977 An optimist would say that 1977 was a pretty good year for the U.S. maritime industry. A pessimist would say it was a year in which the industry stood still. The truth of the matter lies somewhere in between. Because it was a year in which we experienced some good things and some bad things. The industry actually took two major steps forward in 1977. The first, and most important, was the erewing by SIU members of the LNG Aquarius, the fir^t liquified natural gas carrier ever built in this country. It marked a brand new era in modern American merchant shipping that will carry over into the next century and J)eyond. It's not unrealistic to think that LNG vessels will provide a major base of future employment for American seamen. If projections hold up, the U.S. merchant fleet may be boasting as many as 10 LNG carriers by the end of next year alone. The extent of the development of America's LNG merchant fleet will depend in large part on our own ability as seamen to acquire the skills necessary to safely and completely man these vessels. The advent of LNG ships to the American fleet presents both a challenge as well as a great opportunity. It is up to us to take the utmost advantage of the situation. Another area of advancement for the U.S. merchant marine in 1977 was the opening of the Trans-Alaska Pipeline. As with the LNG ships, the Alaska Pipeline will provide American sea­ men with a major source of employment on U.S.-flag vessels for years to come. Right now, there are 25 SlU-contracted tankers involved in the carriage of Alaskan oil from Valdez to Panama, and from Panama to the Gulf and East Coast areas. On the other side of the coin, the industry suffered really its only setback of the year with the defeat of the oil cargo equity bill. This legislation would and general cargo, remain. New cate­ gories are containers. Government aid cargoes, and grain. Noel Painchaud, executive director of the port of Cleveland, said the toll increases on iron and steel products would reduce metal tonnage at the port of Cleveland some 60 or 70 percent. This would cost the port 7,000 jobs. Robert Stack, speaking on behalf of the Great Lakes Association of Steve­ dores said the higher Seaway tolls would divert traffic, reducing the num­ ber of ships using the Seaway. "As fewer ships use the Seaway, the revenues of the Seaway will decline," he said. "Will the Seaway then increase the tolls, thus reducing the traffic even further?" Toll increases are being proposed, ac­ cording to the Seaway authority, to en­ able them to pay their debts and meet their operating expenses. The SLSDC, a Government-chartered, corporation run under the supervision of the U.S. Department of Transportation, has to repay its financing debt to the U.S. Treasury. Other Options Other options have been proposed to put tlie SLSDC on its feet financially, without resorting to increasing tolls. Congress could enact legislation to sub­ sidize the SLSDC. Rep. James Oberstar Continued on Page 17 have reserved 9.5 percent'of America's oil imports for carriage in U.S.-flag vessels. A lot has been said about the bill and why it was defeated. But the fact remains that the loss of the bill is not as bad as our opposition would like us to think. It was not a make or break situation. The survival of the industry by no means depended on the passage or failure of tlie bill. We have survived without oil cargo preference for years. And believe me brothers, we will continue to survive without it until the day this legisla­ tion is inevitably passed and signed into law. It's only a matter of time. As far as 1978 is concerned, we have our work cut out for us. One of our top legislative priorities will be a bill to bring the U.S. Virgin Islands under the provisions of the Jones Act. Passage of such a bill would mean at least 25 sailings per week for American-flag ships between the States and the U.S. Virgin Islands. In another area, we will be pushing for legislation to clear the way for development of energy resources in the U.S. outer continental shelf. A critical part of the bill, and the most difficult to enact, will be an amendment to require that all rigs, platforms and supply vessels needed for this explora­ tion be American-built and American-manned. We will accept nothing less. We will be pushing for a much greater roll for the U.S. merchant marine as a military auxiliary for the U.S. Navy. 1978 will see the continuance of our efforts to pressure the Coast Guard to perform the job they are supposed to do to protect the health and safety of American seamen. The ideal situation here would be a program of strict Congressional oversight of the Coast Guard's activities involving safety. In more of a long-range area, we will be working for legislation to en­ courage the growth of an American deep seabed mining industry. This will be an industry that must be both built and maintained by American workers. We will also be moving on a new program to go back into Congress with another oil cargo preference bill for U.S. ships. This time, however, I predict we'll win it. Essentially, what the maritime industry needs, deserves, and must have is a significant piece of the action in all American maritime activites. This should hold true whether it be oil carriage, offshore drilling, mining of the sea, or Naval maneuvers. No one, though, should be naive enough to think that any or all of these things will come easily. TheSIUand its officials must continue the day to day grass roots political work in Congress to have our viewpoint heard. And SIU members must continue their support of the Union's political fund. One cannot be successful without the other. Right now, it's anyone's guess as to how effective we will be in our pro­ grams this year. But I am confident that by the end of 1978 even a pessimist would say that the maritime industry had a pretty good year. Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Quif Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 39, No. 12, December 1977. , 2 / LOG / December 1977 . x ^' �MTD Convention Urges: Break Big Oil's Transportation Monopoly Ihe AFL-CIO Maritime Trades De­ partment has called on Congress to break big oil's monopoly on tanker and pipeline transportation of petroleum and natural gas products. The MTD also demanded that Congress force the multinationals to divest (rid) themselves of their widespread interests in alternate energy supplies. These would include coal and uranium. This appeal was voiced at the MTD's Biennial Convention in Los Angeles, Dec. 5-6. The MTD represents nearly eight million workers in 43 international unions. The Convention, chaired by MTD President Paul Hall, also vowed action in nearly 30 other areas affecting the health and welfare of American work­ ers. Among them were the demands for protection of U.S. industries against in­ creasing foreign imports. The MTD also called for Congressional adoption of a "Build American" policy for the devel­ opment of the U.S. outer continental shelf. Of direct interest to Seafarers, the MTD resolved to fight to close the Vir­ gin Islands "loophole" in the Jones Act. It also asked that the battle for a fair oil cargo preference bill for U.S.-flag ships be renewed. The MTD further called for an over­ haul of America's policy toward the U.S. merchant marine. The Convention urged adoption of a national cargo s^ E TP : on the transportation of oil and natural gas. Through their transportation monoply, the MTD said, "the major oil companies are able to manipulate the amount of oil reaching the U.S. market, giving them leverage over the price of virtually all oil and petroleum prod­ ucts." The special MTD report also claimed that "this monopoly allows the oil com­ panies to hide their transportation costs and profits, eliminate competition, over-, charge the consumer and escape paying U.S. taxes." The MTD maintained that the second step Congress must take is to force the oil giants to sell their interests in Amer­ ica's coal and uranium industries. Runaway-Flag Ships — The MTD Convention urged Congressional legis­ lation that would curb the use of run­ away-flag ships in the carriage of U.S. oil imports. These vessels are owned by American oil companies and registered in small, underdeveloped nations like Liberia and Panama. The convention delegates said, "the runaways cost Americans thousands of jobs, cost the U.S. Treasury billions in taxes and are a menace to the environmental safety of our coastlines. Legislative News SlU' In Washington ,Page 9 ?! Paul Hall policy "that will assure a U.S.-built fleet a substantial share of all U.S. cargoes in all trade routes of the world." Breaking Big Oil Toughest However, breaking up the multina­ tional oil industry will be by far the most difficult program to enact. This is because of big oil's enormous clout in Congress. In a special report made public at the Convention, the MTD affirmed that Congress must take two major steps to bring the oil companies in line with the national interest. The MTD said the first step must be to force big oil to end their stranglehold MTD convention MTD Confab Acts on Runaways^ The delegates to the Biennial Con­ vention of the Maritime Trades Depart­ ment took action on more than 30 issues concerning the welfare and safety of American workers. Below is a run­ down of some of those of direct interest to SlU members. . Presently, the oil companies control more than half of the nation's uranium reserves. They control 20 percent of the nation's coal production and 35 percent of America's coal reserves. Oddly enough, in areas where oil companies have purchased coal fields, the MTD said that production has ac­ tually gone down. This is in direct op­ position to the Carter Administration's proposed energy program. That pro­ gram calls for significant increases in coal production, The MTD said that big oil's owner­ ship of alternate energy supplies "en­ courages the withholding of production in order to create an artificially high deContinued on Page 24 Virgin Islands "Loophole" — The convention resolved to work in Con­ gress for a bill that would bring the U.S. Virgin Islands under the provisions of the Jones Act. Such a bill would require that all goods shipped between the mainland and the islands be carried in U.S.-flag vessels. Presently, a total of 25 sailings between the States and the U.S. Virgin Islands take place each week. Cargo Preference—The delegates to the MTD Convention renewed their pledge to continue to work for a fair oil cargo preference bill for Americanflag tankers. The convention delegates said the MTD would seek enactment of this bill in 1978. Shipbuilding Safety—The convention called on the U.S. Occupational Safety INDEX Union News President's Report Page 2 COLA rates '.. .Page 31 Headquarters Notes Page 7 Brotherhood In Action ...Page 29 At Sea-Ashore Page 19 Inland Lines Page 6 Lakes Picture .".Page 8 SlU-NMU merger Page 17 Atlantic conference Pages 14-16 Shipping Capricorn Page 10 3 Dixie boats Page 10 Richard Reiss Centerfold Atlantic shipdocking .Pages 12-13 Flags of convenience ... .Page 25 Ship's Digests .Page 22 Dispatchers' Reports: Great Lakes Page 37 Inland Waters Page 30 Deep Sea Page 26 General News National unemployment . Page 11 St. Lawrence Seaway ..... Page 2 MTD convention .... Pages 24-25 AFL-CIO convention Page 5 Offsh9re Presidents' Page 7 Dock strike ends Page 7 AFL-CIO boycotts Page 27 Training and Upgrading 'A' seniority upgrading .. .Page 37 HLS courses and dates ... Page 34 Upgrading course Page 23 graduates' Membership News Upgraded to Inland engineer • • • • ^,^9^ Cargo Equity^ Safety convention delegates expressed opposi­ tion to a proposed bill that would put 147 million acres of Alaska wildern^iss into the wilderness preservation system. Maritime Policy — The MTD re­ This is an area larger than the state of solved to work for a national maritime Texas. This would mean no develop­ cargo policy. This policy should ulti­ ment could take place in this area. That would be the case even if the area were mately reserve "a substantial share of found to contain huge quantities of oil U.S. cargoes in all the trade routes of and natural gas. The convention dele­ the world for a U.S. built, U.S.-manned gates said that a compromise bill should merchant fleet." be passed. This bill would allow for the environmental safety of Alaska wilder­ Ocean Mining Policy—The conven­ ness as well as the orderly development tion delegates urged immediate passage of Alaska's mineral resources. of legislation encouraging the growth of a U.S. deep seabed mining industry. Outer Continental Shelf—The MTD The MTD said that the legislation must urged Congress to pass legislation pav­ include amendments that "require the ing the way for oil and gas exploration employment of U.S.-built, U.S.-manned of the U.S. outer continental shelf. mining and ore-carrier vessels." However, the convention delegates said Alaska Land Development — The that Congress must include a "Build American" Program in the bill. The bill should call for the exclusive use of U.S. Former scholarship built and manned drilling rigs and plat­ winner Page 19 forms for the exploration of this area, Laker Mike Pesenak Page 30 according to the delegates. New pensioners Page 35 Final Departures Page 36 Coast Guard and Safety—The MTD Gets 500th Inland Convention delegates said that the U.S. vacation check Page 11 Coast Guard has fallen down on its job Inland Boatman killed ... .Page 17 of insuring the health and safety of "Santa Glaus" Blancq .. .Page 23 American seamen. The convention said that the Coast Guard "allows the threeSpeciai Features wafteh law to be ignored . . . and looks A unionist's Christmas the other way while our seamen work view Back Page as much as 200 percent overtime." The * * * * * convention delegates called on Congress to strictly oversee the activities of the Articles of particular Interest to Coast Guard. They asked that the members In each area—deep sea, Inland, Lakes — can be found on the Congress insure that the Coast Guard "properly executes its statutory respon­ following pages: sibility to protect life at sea, and that its Deep Sea: 10.19,22,26,31,37 jurisdiction be extended to protect the Inland waters: 6, 12-16,30 safety and health of seamen working Great Lakes: 2, 8, 20-21, 37 on the inland waters." and Health Administration (OSHA) to pay more attention to safety hazards in. shipyards and in longshore areas. t December 1977 / LOG / 3 •I v' ^1 �•iis Jacksonville members listen attentively to reports about new inland and deep sea equipment which will provide jobs for them in the future. Inland Brother Ruffino Garay is an AB on the Caribe tugboat Hunter. He attends informational meetings regularly whenever he is in port. s ^ ^ Monthly informational Meeting in Jacksonville ^ SIU brothers in the port of Jacksonville held their monthly informational meeting on Nov. 10 in the Union's spacious hiring hall on Liberty Street. This month's gathering was of particular interest to the Jacksonville brotherhood. They will benefit greatly from new equipment and jobs recently contracted by the SIU. Jacksonville Seafarers saw their union efforts blossom when Apex Marine began operating two reactivated T2 tankers and crewed them with SIU personnel. The two ships were refitted in the Jacksonville Shipyard and renamed the ST Aries and the ST Capricorn. They will provide Seafarers with fine jobs for years to come. Jacksonville's inland membership also has made job gains. Caribe Tugboat Inc. announced its new deep sea fug the Explorer would be going into service between Jacksonville and San Juan. Mark Peterson is busy counting up his seatime. He's pleased to find out that he has accumulated enough days to be eligible Making sure that the Jacksonville membership is abreast of all SIU activities is part of the job for upgrading at HLS. Brother Peterson wants to apply for the for SIU officials. Pictured above at the port's November informational meeting are (I. to r.): Jimmy Assistant Cook's Program. Davis, recording secretary: Leo Bonser, chairman, and William "Butch" Morris, reading clerk. Having a chat before the Union meeting are Art Mallory (I.) and K. Green. Both brothers ship out in the deck department as ABs. Seafarer Jackson Webb, who is the chief steward on the S^a-Land Producer flashes the victory sign as he points proudly to his name dn Jacksonville's SPAD Honor Roll. More than 100 Jacksonville brothers ha^^e donated $100 or more to SPAD so far this year. 4 / LOG / December 1977 .Jf-r ... -S, �i \' \ AFL'CIO Delegates Theme: Jobs tor Jobless Humphrey, on Phone, 'Labor Conscience of Politics' In the middle of the opening day session, President George Meany inter­ rupted the AFL-CIO's Convention pro­ ceedings. He told the delegates that someone was on the phone who wanted to "say a few words." The phone was hooked into the huge ballroom's speaker system as the dele­ gates debated on who the call was from. The debates ended quickly enough as an unmistakeable gravel-tone voice called out over the wire, "Hello there, this is an old card-carrying member of the American Federation of Teachers talking to you, that's all." It was the voice of the ailing Minne­ sota Sen. Hubert H. Humphrey, one of the staunchest supporters of the work­ ing man among American politicians. Humphrey, the tireless politician that he is, said more than "a few words." In fact, he spoke for 15 minutes about some of the problems facing the U.S., in particular unemployment. In one of his remarks, though, Hum­ phrey summed up as well as anyone ever has what the labor movement is all about. He said, "the labor movement of America has been the conscience of American politics and has been the source of American social progress." Humphrey's remark did something else, too. It captured the thrust of the AFL-CIO's 12th Biennial Convention held this month in Los Angeles. 3 V• , /• J ; •4 , Jobs, Human Rights An overall view of AFL-CIO Convention AFL-CIO Con/ab Bids Congress Aid Maritime Despite their work in so many areas involving the welfare of American workers, the AFL-CIO Convention delegates did not ig­ nore the problems of America's maritime industry and its workers. In fact, the delegates passed more maritime related resolutions than on any other subject. The convention called on Con­ gress to bring the U.S. Virgin Islands under the provisions of the Jones Act. Such a move would add at least 25 sailings per week f American-flag ships between the mainland and the U.S. Virgin Islands. In addition, the delegates re­ solved to work for legislation that would cut down on the use of run­ away-flag vessels in the carriage of America's imported oil. And they called for an overall national mari­ time policy. This policy would re­ serve a significant percentage of all U.S. cargoes for carriage in an American-built, Americanmanned merchant fleet. The convention delegates, 886 in all, represented every corner of American labor. Delegate after delegate took the floor to vow increased political action. They want to rid public olfices of politicians who do not hold the best interests of working Americans as their own in­ terests. The convention as a whole promised to carry on the fight for human rights for all people, both on and off the job. However, the overriding theme of this AFL-CIO Convention was jobs for America's huge ranks of unemployed workers. In his keynote speech to the conven­ tion, AFL-CIO President Meany said, "the greatest commitment this nation can make toward human rights at home is full employment. To us, unemploy­ ment is not only a waste—it is a denial of human rights." Meany was unanimously reelected federation president by the delegates. He said that, despite the drop in unem­ ployment from 7.9 percent to 6.9 in 1977, "there are still almost 10-million Americans who cannot find the fulltime employment they want and need." He added caustically, "the unemploy­ ment rate for them was 100 percent every day and every month." Meany affirmed that the only way unemployment can be reduced substan­ tially is for the Carter Administration Paul Hall and George Meany "to set a goal of 4-million new jobs a year—every year—for the next four years." He then called on Congress to quickly enact the Humphrey-Hawkins Full Em­ ployment Bill "as an important first step in getting America back on the road toward full employment and toward alleviating the misery caused by wide­ spread joblessness.' Meany continued that in terms of the gross national product, unemployment last year cost the nation "more than $220 billion in lost output of goods and services—about $1,000 for every man, woman and child in America." But, said the AFL-CIO president, for the unemployed and their families "the costs cannot even be estimated. There is no way to put a dollar value on human costs—like the mental anxi­ ety that comes with unemployment— the fear of harassment over unpaid bills, idle hours, loss of self-esteem, stresses and strains on family relationships and loss of physical health." Meany concluded bluntly, "Real job creating programs are what the econ­ omy needs. We have had enough ora­ tory and enough promises." I II Mondale to AFL-CIO: Labor-White House Cooperating He said that for the first time in eight years and two Presidents, the labor movement and the White House are working closely together again. This was not just a casual observa­ tion. Because the person who said it happens to be the vice president of the United States, Walter F. Mondale. And he said it at the 12th Biennial Conven­ tion of the AFL-CIO in Los Angeles this month. His speech was often witty but more often it was dead serious, iiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiii Unclaimed Wages The following Seafarers have un­ claimed wages due them. They should contact W. A. Prindiville, as­ sistant manager of vessel operations at Puerto Rico Marine Management, Inc., Fleet and Bombay Sts., P.O. Box 1910, Elizabeth, N.J. 07207. T. W. Dodson R. Dwan R. Guerin L. Martinez R. Oriano 439-88-2764 438-56-1137 093-14-7902 263-40-4133 436-78-6104 $8.66 7.74 21.00 5.89 1.50 iiiniiiiiiiiiuiiiuiiiiiiiiiiiiiiiiiiiiiHiiiiiiiiiiiiiiiiiiiiiiiniNiiiiiiiii Mondale talked about the major goals of the Carter Administration. He made points about Social Security, welitue re­ form, labor law reform, consumer pro­ tection legislation, international trade reform, and more. But the vice president reaffirmed that the top priority of the Carter admin­ istration remains the unemployment problem in this country. Mondale said that as a Senator he worked for job creating public works programs. He then saw these programs vetoed by the Nixon-Ford Administra­ tion. The vice president claimed that the inability of President Ford to deal with the unemployment situation was his downfall. Mondale noted that Ford's defeat was one of the few times in recent history that Americans turned an incumbent President out of office. Mondale af­ firmed they did so "because the voters were not going to stand any longer for one more day of an Administration that accepted the philosophy that this nation could solve its problems without first putting every American who wanted a job back to work." The vice president then told the con- cent living. And if the average worker and his family are safe and secure and at work, then the rest of the country is going to do very, very well indeed." In closing, the vice president asked for the labor movement's continued support for the Carter Administration's programs, especially the ones dealing with jobs. He said, simply, "working together, we can accomplish anything we want to." ytiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiini^ Vice President Mondale vention that the Carter Administration is committed to full employment, saying "there is no more important goal." Mondale also stated that the Carter Administration "rejects the so-called 'trickle-down' theory where if a few Americans of wealth had enough or more than they need, some will trickle down to the average American." Rather, said Mondale, the White House "believes in the percolate-up theory. Let people have jobs; let them be safe and secure; let them earn a de­ I SAB Rules on 'C | 1 Classified Men | In November the Seafarers Appeals Board ruled that effective Jan. 3, 1978, "C classification seamen may only reg­ ister and sail as entry ratings in only one department." The Board took the action to insure that the Union will be able to maintain sufficent manpower for each shipboard department. The ruling will also enable these seamen to get sufficient seatime in one department for the purpose of upgrading to a higher rating in that department. Deeember 1977 / LOG / 5 *1 �At 20 and in 3 Years, Pritehard Cot License St. Louis ; As much as 70 percent of towboat trallic in this port and the surrounding [ 9rea could be laid up if the coal miners strike continues for any length of time, I Port Agent Mike Worley predicted. That figure represents the percentage of ' boats involved-in coal transportation here. The strike is between the United Mine Workers and the Bituminous Coal Operators Association. This Association represents the largest coal companies in the . jpalachian and Midwestern fields. About 160,000 miners walked off the job m early December when their contract e.xpired. Their depleted health and pension funds arc at stake, as well as their right to strike over local grievances. Padiicah^ Ky. An extended coal miner's strike would have a major effect in this coal trans­ portation port. But at this time, shipping is normal. In fact, two recent develop­ ments mean a brighter outlook for Boatmen here. The Paducah-McCracken County riverport, a $3.5 million project, was of­ ficially opened here recently. Port officials are also planning a $3 million addition to the new port on the Tennessee River. The expansion depends on funding from the state. It would include the pur­ chase of additional riverfront property, the purchase of a facility to handle liquid goods, and construction of a bulk handling plant. The new port, plus the planned expansion, mean tremendous growth opportunities for the towing in­ dustry in the region. Job opportunities on a smaller but significant scale for SIU Boatmen were also increased with the delivery of a new towboat for work in this port. The Roy Dupre was just crewed and is a brand new addition to the SlU-contracted fleet of Ozark Marine. She will work on the Tennessee River. Michael Pritchard is shown here in the engine room of the pilot boat Maryland.. He got the job of engineer on this boat right after he passed his licensing exam for Assistant Engineer. SIU dredgemen are wiiuling down a big project in Bay City, Mich, for the winter months. About 3<S dredgemen with the SlU-contracted Constructions Aggregates Company have been working on a dike disposal off of Bay City. It is a kind of hollow island to contain dredged material and prevent it from flow­ ing back into Saginaw Bay. These 38 men will go on seasonal lay-off and will be re-activated by Apr. 1, 1978. The project began in the fall of 1976 and is not expected to be completed until late fall next year. The towing industry has lots of room for career advancement. But not many Boatmen manage to move up as quickly as Michael Pritchard did. Just three years after he joined the SIU, Boatman Pritchard became a li­ censed engineer. And he did it even before he reached his 21st birthday. Brother Pritchard turned 21 just this month. He passed the Coast Guard exam for his assistant engineer's license on uninspected vessels last July. Right after, he got a steady job for top wages with the SlU-contracted Maryland Pilot Boat Co. in Norfolk, Va. He is engineer on the pilot boat Maryland. How did he do it? With the help of the Engineer's Course at the Harry Lundcbcrg School in Piney Point, Md. Brother Pritchard joined the SIU in 1974 when he was only 16-years-old. But tugboats were not new to him even at that young age. He had been on quite a few before then, tagging along with his father, Capt. James Pritchard. With such an early start in the indus­ try, young Pritchard was not able to finish high school. But that didn't stand in his way of passing the difficult li­ censing exam. Mobile Wasted No Time The representatives of 44 union locals sat down together for the first time here at the first annual dinner of the Port Council of the Maritime Trades De­ partment, AFl,-CIO. One of the organizers of the event was SIU Port Agent in Mobile, Gerry Brown. The featured speaker was Alabama State Attorney General, Bill Baxley, who stressed a greater role for labor in the development of Mobile's growing waterways industry. "I always wanted a license because I knew it meant a better paying job," he said. And once he joined the Union, he wasted no time getting what he wanted. As soon as Pritchard had his re­ quired years of service in the engine room, he signed up for the HLS course. It prepared him well. Even without a high school diploma, he passed the exam on the first try with a 98 percent score. In his present job on the Maryland, Pritchard earns almo.st double the pay he was making before he got his license. "And I wouldn't have gotten this job without the license," he pointed out. The Maryland is a Dutch-built, 4,500 hp. boat which brings pilots to their ships off the coast of Virginia. "She's really a floating motel for pilots," Pritchard quipped. Great Lakes Another major port development project has been proposed in this region by the Cleveland-Cuyahoga County Port Authority. This one is a massive $20 million iron ore dock at the mouth of the Cuyahoga River. It would be built to accommodate the new I,()()() foot self-unloading ore carriers that arc now being used on the I.akes. Tug and barge activity would also increase to deliver the ore pellets from the ships to nearby blast furnaces. Even though Cleveland handles more iron ore than any other port on the Lakes, its docks are not now big enough to service these superships. The project depends on Government approval and funds. If it goes through, it would be the largest bulk handling facility on Lake f-.rie for the new superships. It would also protect the jobs of thousands of steelworkers in the area. • * * * ISetv Orleans The SlU-contracted Crescent Towing Company here has acquired another harbor tug. She is now being rebuilt and will eventually mean new jobs for eight SIU Boatmen. Alcoholism is a disease. I It can be treated. 6 / LOG / December 1977 He is very happy with his job there and feels that the HLS course gave him the practical training he needs for it. "We even learned about foreign-built engines at the School, so I felt at home right away in the engine room on the Maryland." "It's an excellent School all around," * Pritchard said. "The teachers there really give their all." He plans to go back to advance his career even more and to take additional courses for his own benefit. He wants to sit for his chief engi­ neer's license next year. Eventually he hopes to get his license for inspected vessels. In the meantime, he plans tcx • take refrigeration, air-conditioning and electrician classes—"just for my own knowledge." And he is also counting on getting his high school equivalency (GED) diploma at the School, too. "Whatever your needs," Pritchard concluded, "the School is well worth any man's while." 50 Years Wed Retired SIU Laker Guy P. Burke with his wife celebrated their 50th wedding anniversary recently in Moose Lake and Cloquet, Minn. Brother Burke re­ tired in 1972 in the port of Duluth after sailing with the Boiand Steamship Co. for 26 years. His last vessel was the STR Diamond Alkalai. �}-\ 'i Headquarters !^otes by SIU Executive Vice President Frank Drozak Conventions are a waste of time. Many p>eople hold this opinion and more probably believe that reading about conventions is worth even less. I'd like to change this kind of thinking on both counts. This issue of the Log carries several articles on two recent conventions. They are well worth your time as Seafarers and Boatmen because they deal with events that have a direct effect on your jobs. You do your job in the relatively isolated world of your ship or boat. That's where your pay and your job security are based. But your livelihood also depends on outside activities that require input from a larger number of people in the Union and the maritime industry. Conventions and conferences are not the last word in getting things done. But when groups of people come together—as they did recently at the Mari­ time Trades Department (MTD) convention and at the Atlantic Coast Inland Boatmen's conference—things start to happen. I urge all brothers to read the articles on these two important events. Stories on the MTD convention are on page 3 and a full spread on the Boatmen's con­ ference can be found on pages 14-16. The MTD convention preceded the biennial AFL-CIO convention and took place in Los Angeles, Calif, early this month. Chaired by SIU President Paul Hall, the MTD convention was attended by representatives of nearly eight mil­ lion workers in 43 international unions. Like the SIU, these unions have a major stake in a strong U.S. merchant marine. And their representatives passed a number of resolutions designed to keep it strong. These resolutions included a united stand for closing the Virgin Islands loophole, curbing America's use of runaway flag tankers, and continuing the fight for an oil cargo preference bill. Government action was also urged to break big oil's monopoly on transportation of energy supplies and to correct the Coast Guard's failure to insure the health and safety of American seamen. These are the very things the SIU has been fighting for. They are the pro­ grams that must be enacted to protect America's economy and your job security. With eight million workers behind them, the MTD carries a lot more weight than the Union can on its own. The MTD convention created national coverage for your needs as a maritime worker. Along with the AFL-CIO convention as a whole, it made your voice and the voices of millions of American workers loud enough for the nation and the Government to hear. That's not a waste of time. And it's not a waste of time either to bring brothers together within the same union. The Inland Boatmen's conference that was recently held at the Lundeberg School gave brothers from similar companies and similar areas a chance to meet and share their ideas with the Union leadership. Boatmen from shipdocking companies in Baltimore, Philadelphia, and Norfolk attended. They discovered that their concerns were the same in some cases and different in others. But by the end of the week of meetings and open-ended discussions, they found the way to break down barriers of communication and work together. The SIU officials and representatives who attended the conference also learned a great deal about their brothers' needs. The conference made it clear to all involved that a strong Union means a constant two-way conversation between the rank and file membership and the leadership. We all have to work together, not just on boats or ships but within the Union and the industry. Whether our goals are a stronger contract or a new piece of legislation, we have a reserve of collective strength in our brothers and our fellow workers. Conventions and conferences put us in touch with each other so that we can draw on that strength. Read and learn about these events, and if you can, participate in them in the future. You'll find out that they can achieve more than you ever can on your own. - • k I LA Strikers Vote to End 60-Day Beef Against Containerships Members of the International Long­ shoremen's Association voted at the end of November to end their 60-day selective strike against automated con­ tainer vessels. It was reported that all Atlantic and Gulf ports are now active. However, it took a week or so following the ratification vote to resolve local con­ tract problems in the ports of New Or­ leans, Baltimore, Philadelphia and Mo­ bile. The selective strike, which began Oct. 1, was aimed only at container carriers, a major cause of reduced employment for longshoremen. The strike idled as many as 35 SlU-contracted ships. A master contract agreement, calling for a three-year, 30.5 percent increase in wages and fringe benefits was voted. It increased the longshoremen's pay from $8.00 to $10.40 an hour over the three-year term of the contract. It also raised employer contributions for fringe benefits. The agreement increased guaranteed annual income (GAI) benefits in most ports. However, the number of paid hours guaranteed per year varied from port to port. For example, in New York, the leading U.S. port in ocean cargo handled, the GAI is 2,080 hours of pay a year. New Orleans has a sliding scale which ranges up to 2,080 hours an­ nually and Baltimore's GAI is 1,900 hours. Local-to-Iocal contract differences on retroactive pay, vacation pay and various fringe benefits caused the union to delay voting on the agreement three times in one week. On Nov. 24, ILA President Thomas W. Gleason author­ ized total strikes at the ports of Balti­ more, Philadelphia and New Orleans. He said he did this in, W!V 'itT^peed negotiations on contract problems in those areas. As the Log goes to press all 34 ports covered by the agreement are working. Presidents' Offshore Group Meet on Contract Officials of nine international unions, including the SIUNA, met in Los An­ geles at the beginning of December to discuss unionizing and protecting the jobs of American workers on offshore oil rigs on the West and East coasts and in Alaska. The group is known as the General Presidents Offshore Construc­ tion Industry Committee. The Committee, which was formed a year-and-a-half ago, decided on meas­ ures aimed at strengthening the contract they have already devised. That contract is known as the General Presidents' Offshore Agreement (GPOA). The orig­ inal agreement called for efforts to pro­ tect union jobs for workers involved in the on-shore construction of oil rigs and the offshore placement of the rigs. The December meeting, at which the SIUNA was represented by Vice Presi­ dent Frank Drozak, led to inclusion of offshore rig maintenance workers in the contract. After the rig platforms are built and installed by union personnel, the rigs need only a crew and mainte­ nance workers to remain aboard and make sure everything runs smoothly. The maintenance workers are not cur­ rently under union contract. The union presidents' group is making an effort now to change that situation. Three Coordinators Another point settled by the union officials was adoption of a budget for three, full-time coordinators who will make sure that the terms of the GPOA are properly applied. They will also seek new contracts for unions and jobs for union workers in offshore industries. Finally, the union officials reaffirmed their commitment to HR 1614. This is a Congressional amendment to the Outer Continental Shelf Lands Act of 1953. It would require that offshore drilling rigs operating on the U.S. Outer Continental Shelf (OCS) be manned en­ tirely by U.S. crews. The amendment says, in part: "...any vessel, rig, platform or other vehicle or structure used in the exploration, devel­ opment or production of OCS mineral resources be manned or crewed by U.S. citizens." It would also require all drill­ ing rigs being built or rebuilt to be reg­ istered in the U.S. SIU Endorsed Amendment The SIU endorsed this amendment during the 1977 session of Congress. Seven International AFL-CIO building trades unions joined in the effort to gain support for it. In a letter to Rep. John Murphy, chairman. House Merchant Marine and Fisheries Committee, SIUNA president Paul Hall said, "This amendment is es­ sential to ensure that employment op­ portunities created by development of OCS oil and gas resources are retained for Americans." Rep. Murphy also heads a Select Committee on the Outer Continental Shelf. The nine International unions com­ prising the General Presidents' Offshore group are: International Brotherhood of Electrical Workers; Seafarers Interna­ tional Union of North America; United Brotherhood of Carpenters and Joiners of America; International Union of Op­ erating Engineers; International Broth­ erhood of Painters and Allied Trades; United Association of Journeymen and Apprentices of the Plumbing and Pipe Fitting Industry of the U.S. and Canada; International Association of Bridge, Structural and Ornamental Iron Work­ ers; International Brotherhood of Boil­ ermakers, Iron Shipbuilders, Black­ smiths, Forgers and Helpers, and the International Association of Heat and Frost Insulators and Asbestos Workers. Do You Hove One of These? PASSPORT /o a "-V UNITED STATES OF AMERICA BICENTENNIAL 17?6-1976 The Seafarers Appeals Board ruled in November that effective Jan. 3, 1978 "a requirement for shipping is that all seamen must possess a valid up-to-date passport.** The action comes out of the fact that many foreign nations are crack­ ing down on immigration regulations requiring that all people coming into their countries must have passports. The SAB, then, took this action to insure that when there are flyout jobs, those who throw in for the jobs will be fully prepared to take them. This ruling will enable the Union to continue to meet our manpower commitments to our contracted com­ panies. December 1977 / LOG / 7 "'i\ �Lakes Picture All the Lakes With the end of the United Steclworkers ore miner's strike in Northern Michigan and Minnesota in sight, all ports are anticipating an extension of the I shipping season. Various reports indicate ore carriers will be running late— I perhaps as long as the end of January or beginning of February, depending on weather conditions. Frankf«krt The SlU-contracted Chief Wawatam, the railroad car ferry that had bean reduced to one run a week, is now running on Tuesdays and Thursdays. There is the possibility of restoration of five-day-a-week service in the future. The car ferry, which is state-subsidized, has been carrying much more freight in recent months than previously. St. Lawrenee Seawav Dates have been set for the closing of both the Montreal-Lake Ontario and Welland Canal sections of the St. Lawrence Seaway. The St. Lawrence Seaway Development Corp. (SLSDC) which administers the waterway for the U.S., announced a Dec. 15 closing date for the Montreal-Lake Ontario arm of the Seaway. The closing date for the Welland Canal, which links Lakes Erie and Ontario, is set for Dec. 30. * * * * The SLSDC also announced the most active season on the Seaway ever, surpassing even the record traffic levels of 1973. The waterway opened in 1959.' Traffic on the Welland Canal has also been heavier than both 1976 and 1973, • * * * Hearings held by the SLSDC and the Canadian St. Lawrence Seaway Author­ ity on proposed toll increases yielded 15 witnesses, all of whom were opposed to ffie increases. Some of those who testified were: Rep. Ronald L. Mottl CDOhio) ; Noel C. Painchaud of the Cleveland Port Authority, and spokesmen 6y Decisions on toll increases will be announced rir® at the mouth of the Cuvahoiia River?^,more informaat the beginning ot next year, siuiy lu v.i... ^ ^ -in ,,011 tion on Seaway tolls). Buffalo The Sunday Magazine section of Nov. 20 Buffalo News featured a five page spread on the SlU-contracted Charles E. Wilson. The article was by a Buffalo News reporter who spent a week aboard the American Steamship Co.-owned Wilson as she traveled with loads of sand and coal on the week-long, BuffaloDuluth run. He talked to the crew on the four-year-old vessel and wrote about the "boredom and beauty" of life on the Lakes. He talked about the "mindnumbing" routine of loading and unloading and also of the crew's "special effort to be up and on deck for the chance of a Great Lakes sunrise." The article says the Wilson's galley turns out 2,800 meals a month. One crewman said, "If you see a skinny sailor around here, it's his own fault." Some of the photographs show various crewmen at work in the engine room, galley, and wheelhouse. The article, written by Mike Vogel, was titled, "Life Aboard a Lakes Boat—There's Rhythm to the Routine." » » » • A number of port users in Buffalo have gotten together and formed the Port of Buffalo Users Group. They have several objectives which they hope will help revitalize the port of Buffalo. The port of Buffalo handles small amounts of cargo compared to other Great Lakes ports. SIU ships carry its main commodity—grain—for Buffalo's six major flour mills. Ironically, the St. Lawrence Seaway, which was to have made Buffalo a major transportation hub when it opened in 1959, took traflSc away from the port. Deep sea ve^els could, for the first time, carry grain directly from Duluth overseas. They did not have to stop in Buffalo at all. Another problem at the port is that many shippers can't come up with enough cargo, they say, to make it worthwhile to ship by sea. They therefore send their cargo by truck or rail to New York or Montreal, where it is loaded onto ocean-going ships. The Port of Buffalo Users Group wants to consolidate enough cargo for a regularly scheduled Buffalo-to-Europe steamship run. They also want to make Buffalo a trans­ shipment center where western coal would be unloaded from Great Lakes ships and moved east and south. Detroit The SlU-contracted Kinsman fleet has begun its winter lay-up. The Kins­ man Enterprise, built in 1906 laid up in Toledo on Dec. 10. She was followed by the 70-year-old Henry Steinbrenner on Dec. 16. The C, L. Austin headed for Duluth on Dec. 17. The Frank R. Denton has already finished her season and laid up in Sturgeon Bay, Wise. With these layups. Kinsman will have four of its ore, coal, grain and stone carriers still in service. The line's other vessels are scheduled to run during the extended season and no lay-up dates are set. * • * * The SIU lost an old-timer last October who had been with the Union at its beginnings. Bill Adamck, a well-known sailor on the Great Lakes, died in Detroit on Oct. 28. The Detroit Free Press ran an article on Adamek. It talked about his life at sea, from his 10 years aboard the passenger boat Put-In-Bay to the time in 1948 when he went to work for the J. W. Westcott Co. as a captain aboard the mailboat. Adamek was a union ,man from way back,' joining the old ISU in 1926 and signing up with the SIU in 1938. Capt. Adamek took the 45-foot mailboat which had its own zip code on an estimated 157,000 trips to deliver mail, supplies and sometimes crewmembers. The Lakes won't be the same without Bill Adamek. Chleago Challenger (Cement Transit Co.) checked into American Shipbuilding's basiSiae dry dock here for her five-year lookover and repairs. The American Bureau of Shipping requires a "special survey" of ships every five years. The ship's machinery is disassembled, cleaned, repaired and reassembled. Any repairs necessary on the vessel's hull are also made at this time. In addition to the preventive medicine of a check-up, the Challenger received a new propeller and a new tail shaft and rudder. Repairs took about three weeks. At Confab, Brown Says Education Is Key to Suryivai of U.S. Fleet HLS President Hazel Brown was re­ cently a featured speaker at Oceans '77. This is an international conference to discuss and explore developing ocean technology and its impact on public policy and education. Oceans '77 was sponsored by the Marine Technology Society and the Institute of Electrical and Electronic Erigiiieers Council on Oceanic Engi­ neering. It was held in Los Angeles, Calif. The Conference had several different objectives. These included the provision of forums for discussing ocean-oriented policy, eduGation issuesr~and the latest advances in ocean technology. The Conference attracted top-level participation by experts in law, aca­ demics, Government, commerce and science. Miss Brown's presentation to the Conference was made during a session •covering industry programs for marine education and manpower. In her remarks, she described edu­ cation as, "the key to the survival of the United States merchant marine." She noted that maritime transport has been the only industry to accept auto­ mation. She cited SIU President Paul Plall's leadership in this area. 8 / LOG / December 1977 She also noted that the president of Union Mechling Corp. had credited the improved technology and crew effi­ ciency of the towing industry to better equipment and crew training. In this industry productivity has risen by more than 1,000 percent and cargo-per-tonmile efficiency by 600 percent. all future U.S.-flag LNG ships. "This type of special intensive training is just the beginning of a trend to more qual­ ified manpower for specialty ships and cargoes," she sai^. The HLS president concluded her remarks about the importance of edu­ cation in maritime by saying, "mari­ time educators must become an integ­ ral part of the industry so that the edu­ cational programs continually respond to the needs of the seafarer," Seafarer's Tots Get Checkup Lundcbcrg Programs Miss Brown then described the wide variety of programs and institutions in the United States for training seafarers. She outlined the Academic and Vo­ cational Programs at the Lundeberg School. Also, she explained how they are completely integrated with one an­ other. Miss Brown told the audience that the seafarer has a right to the skills that improve his job performance and also the quality of his life as well. Education assists him in being a good citizen and a creative member of society, even though his work may periodically sepa­ rate him from society, she said. She also discussed special training programs in maritime designed to meet special manpower needs. An example of such training is the educational pro­ grams designed for every officer and crewmember of the LNG Aquarius and III v/ith colds are Maria, 6, and Georgia, 4, children of FOWT Mark Serlis (r.). They are getting checkups from pediatrician Dr. Andrew Kputras on Family Day at the Headquarters Clinic. Beside getting his yearly checkup at the clinic. Brother Seriis says he also brings his wife. Anna to the clinic for the free health care which is available to all Seafarers, Boatmen and their dependents under the Union Welfare Plan. �mm in tPnsJjington 4 Seafarers International Union of North America, AFL-CIO DECEMBER 1977 Legislative, Administrative and Regulatory Happenings Seniority Upgraders in Washington •< 4 ( Twelve more "A" Seniority Upgraders visited Washington this month for a first-hand experience of what the SIU is doing on the legislative front to promote the maritime industry, and protect the jobs and job security of its membership. During their visit they were briefed at the Transportation Institute and the AFL-CIO Maritime Trades Department, and they had lunch with Rep. Robert Leggett (D-Cal.) at the National Democratic Club. Later the Seafarers toured the U.S. Capitol where this photo was taken. In the group are: Seafarers Kelly Davis; Paul Klip pel; James McCormick; Keith O'Brien; John Penrose; Mark Stewart; James Wadsworth; James White; Douglas Wolcott; James Gavelek; Thomas Koubek, and Chrys Brown. They were accompanied by SIU Training Officials Jim McGee and Jim Rosner, Piney Point Port Agent George Costango, and SIU Legislative Representative Betty Rocker. Congress in Holiday Recess » The House and Senate are in Holiday recess. The Second Session of the 95th Congress will convene Jan. 197 A number of matters of importance to the maritime industry will be on the agenda for the conaing session. Among these items are bills concerning the following; closing the Virgin Islands loophole in the Jones Act; deep sea mining; off shore-oil exploration and production; Public Health Service hospitals; Locks & Dam 26 and Inland Waterways User Charges, and ^ other legislation affecting our membership. The key item in the Seafarers' legislative program is the development of a national maritime policy. Further developments and an agenda of upcoming hearings on maritime matters will be reported in tlie January 1978 issue of , the - SIU Atlantic Coast Boatmen Visit Washington for Briefing Twenty-seven Boatmen from Baltimore, Norfolk and Philadelphia visited Washington this month during their week-long SIU Atlantic Coast Inland Education Conference. They were accompanied by SIU Headquarters officials, port agents and representatives of the Harry Lundeberg School. During their visit to Washington, the SIU Boatmen were briefed by representatives of the Transportation Institute and the AFL-CIO Maritime Trades Department. During lunch at the National Democratic Club, the group met with Congressmen Joshua Eilberg (D-Pa.), G. William Whitehurst (R-Va.), Paul A. Trible (R-Va.), and legislative staff members from the offices of Congresswoman Barbara Mikulski (D-Md.) and Senator Paul Sarbanes (D-Md.). The group later toured the U.S. Capitol where this photo was taken, and were treated to a special tour of the House chambers by Congressmen Trible and Whitehurst. SPAD is the SIU's political fund and our political arm in Washington, D.C. The SIU asks for and accepts voluntary contributions only. The Union uses the money donated to SPAD to support the election campaigns of legislators who have shown a pro-maritime or pro-labor record. SPAD enables the SIU to work effectively on the vital maritime issues in the Congress. These are issues that have a direct impact on the jobs and job security of all SIU mem­ bers, deep-sea, inland, and Lakes. The SIU urges its members to continue tbeir fine record of support for SPAD. A member tan conti ibufe to the SPAD fund as he or she sees fit, or make no contribution at all without fear of reprisal. A copy of the SPAD report is filed with the Federal Elec­ tion Commission. It is available for purchase from the FEC in Washington, D.C. Seventy-one cents of every dollar spent in shipping on American-flag vessels remains in this country, making a very substantial contribution to the national balance of payments and to the nation's economy. Use U.S.-flag ships. It's good for the American maritime industry, the Ameri­ can shipper, and America. December 1977 / LOG / 9 �5IU Lakes Ships Were Affetied United Steelworkers Ore Miners' Strike Nears End The end of a strike by United Steel- rary closing of the St. Lawrence Sea­ workers of America ore miners seems way, an extended season may not be to be in sight in Minnesota and North­ possible. Strike's Background ern Michigan. Reports from various union locals voting on contract pro­ The immediate issues that caused the posals began coming in as of early De­ steelworker's strike are relatively cember. As the Log went to press those .straight forward. But the causes of the reports .seem to indicate an end to the generally unhealthy U.S. steel industry four month strike. are more controversial. The ore miner's walkout, which The walkout involved the miner's began last August, turned into the long­ demands for production incentives. est Steelworkers strike since the 116- These are bonuses the steel production day, industry-wide job action in 1959. workers already receive. The miners Great Lakes area shipping was af­ contend that, because they weren't paid fected by the miners walkout. [Further these bonuses, their wages were 60-65 disruption of the normal shipping sea­ cents per hour lower than other steel­ son lies ahead. On Dec. 6 coal miners workers. from the United Mine Workers went on The Steelworker's Union has nego­ strike.] tiated innovative benefits for its mem­ Several weeks before the Steelworkcr bership including three-month worker miners began voting on the contract sabbatical leaves every five years. It has proposal, SIU Detroit Port Agent Jack also made steps toward lifetime-income Bluitt reported that the flow of SIUguarantees for some union members. contracted ships was close to normal. But steelworkers are insecure about But in the early weeks of the strike their future because the entire steel in­ many Union-manned vessels were idled. dustry has been suffering. And it looks During the first week in August, the like more hard times to come. SlU-contractcd Paul Tieijen, Merle In the last several months, major lay­ McCurdy, Henry Steinbrenner and offs claimed 7,300 employees at the George Steinbrenner, all Kinsman Line Bethlehem Steel Corp., 5,000 at the ore carriers, were temporarily laid up Youngstown, Ohio, plant of the Lykes because of lack of cargo. American Corp., and about 1,200 at U.S. Steel's Steamship's Joseph Young, Consumers Chicago, Gary, Ind., Utah, and Cali­ Power and McKee Sons were 1aid-up fornia operations. for the period September to October Steelworkers President Lloyd Mcand the John T. Hutchinson (Amer­ Bride said 60,000 steelworkers had lost ican Steamship) and George Goble their jobs this year alone. "Our union (Kinsman) were added to the lay-up has been suffering the most dramatic roster in September. loss of jobs in the union's history," Several ports and shipping compa­ McBride said. He attributed the loss to nies report plans to extend the Great foreign steel being "dumped" on the Lakes shipping season. Thomas W. U.S. market. "Dumping" refers to for­ Burke, president of American Steam­ eign steel companies selling their steel ship Co., which operates 1 8 SlU-con- at prices lower than their costs. Amer­ tracted ore carriers, said pressure from ican steel producers are priced out of customers for "as much material as we the U.S. market as a result. can deliver" will cause the extension of Import competition is cited by the shipping, perhaps into January. But, American steel giants, such as U.S. since extremely cold weather has al­ Steel, Bethlehem Steel Corp., and Na­ ready caused freezing and the tempo- tional Steel Corp., as the fundamental cause of the steel industry's woes. Prices have gone up by 79 percent since 1972, according to a Council on Wage and Price Stability study. Price hikes and the industry's continued threats of more and more layoffs are blamed on im­ ports. These imports are mostly from Japan and the European Common Maiket steelmaker's group, EUROFER. A newly acquired SlU-conThe union's leadership and a Con­ gressional steel caucus of 120 repretracted ship is the T2 tanker Seafarers Man Capricorn Capricorn which is operated by Apex Marine Corp. The Capricorn, like the recently con­ tracted Aries, will be making coastal runs with oil. She will travel between St. Croix and the U.S. East and Gulf coasts. "^e tanker has a dwt of 24,404 and a draft of approxi­ mately 32 feet. She is close to 600 feet long and has a beam of 75 feet. Like the Aries, the Capricorn recently came out of the Jacksonville shipyard where she received minor re­ pairs and adjustments. The Capricorn has a threeyear charter for the St. Crohs coastal oil run and that charter means between 20 and 25 jobs for Seafarers. 10 / LOG / December 1977 LRK sentalives and 25 senators agree with the industry's assessment of its troubles. Measures have been proposed to re­ vitalize the steel industry. These include a suggestion by the chairman of the House Ways and Means Committee, Charles Vanik (D-Ohio). He says that voluntary trade restraints should be negotiated with foreign steel producers. There are also proposals to negotiate "drderly Marketing Agreements." These are quotas on the amount of a particular commodity any foreign coun­ try would be allowed to export to the U.S. Such agreements would be similar to those negotiated by Robert Strauss, cur­ rently the President's special trade rep­ resentative, with the major foreign suppliers of shoes and color televisions. Under these agreements the foreign suppliers agreed to accept ceilings on exports to the U.S. for a limited time period. Such agreements, unlike the vol­ untary trade limitations, are enforce­ able. Task Force President Carter, under pressure from the steel industry and union alike, assembled a multidepartmental task force to study the problems of the in­ dustry. The group is headed by Treas­ ury Under Secretary for Monetary Affairs Anthony Solomon and includes Strauss, Chief Economic Adviser Charles L. Schultze, Labor Secretary Ray Marshall, and U.S. Commerce Sec­ retary Juanita Kreps. They presented the findings of their two-month long in­ quiry on Dec. 6. The package has as its key a "trigger price" on steel imports. This would penalize foreign steel companies if they offered their steel for sale on the U.S. market for less than the agreed upon amount. It seems that all major solutions have paralleled the industry's self-analysis. In other words, they have stressed the import problem. Some analysts and union representatives, however have said steel's problems arc due to other causes. For instance, they cite the in- Quarterly Finance Unit at Work SIU Secretary-Treasurer Joe Di Giorgio (center) gives December's Quarterly Financial Committee their instructions at Headquarters as they prepare to go over the Union's books. The Seafarers, clockwise from left, are: William R. Jones; Robert Campbell; Nicholas D'Amante; Di Giorgio; Donate Giangiordano; Chairman Warren Cassidy; James Golden, and Jimmy Smith. dustry's failure to modernize plants after World War II when profits were high. Evaluations of the industry's prob­ lems come from many different sources. Figures quoted in a N.Y. Times edi­ torial last October pointed out that one ton in five of American steel is produced in obsolete, open-hearth furnaces, a process "now abandoned entirely in Japan." James Balanoff, steelworkers Chic­ ago-Gary district director told a con­ vention of union members from his area that "foreign imports might have some­ thing to do with it (shutdowns of steel plants) but the biggest problem is pric­ ing policies." But the steel industry continues to exercise its considerable leverage. It threatens more and more layoffs if its demands to limit steel imports are not met. David M. Roderick, president of U.S. Steel said, "The future of the com­ pany's Youngstown, Ohio steelmaking operations is 'quite dismal' unless the Government takes steps to halt trade abuse by foreign steelmakers and to loosen compliance with costly antipol­ lution requirements." Some Bargain More threats came from Bethlehem Steel Co. last August as the company bargained with the Environmental Pro­ tection Agency. The EPA wanted Beth­ lehem Steel to put in anti-pollution devices that would have cost $122 mil­ lion. The company contended it would have to fire 11,500 workers if the EPA remained firm. So the EPA agreed to lessen its demands. They lessened them so much that the company would only have to spend $7 millidn — a $115 million difference from the original price. So the company "generously" decided to lay off "only" 7,600 workers. Some bargain. The layoffs and plant closings that have come and those ahead have al­ ready cost the Government money in lost personal and corporate income taxes. The more layoffs that come, the more it will cost. The steel industry pulls a lot of weight in Washington. The number of jobs the industry controls and local communities that can be broken by a plant shutdown are major pressure tactics which the industry uses to its own advantage. I 3 Newly Acquired Boats I Dixie Carriers of New Orleans recently added a royal family to its SlU-contracted fleet. The new additions are three towhoats acquired, spruced up, and renamed the Dixie King, Dixie Queen and the Dixie Prince. Along with 11 barges formerly owned by a non-union company, these boats have in­ creased job opportunities for SIU Boatmen in the Gulf. The towhoats each carry a crew of four SIU Boatmen. They will work on the IntracdhisM Water­ way and the Ouachita River. �\ SIU IndusfryWide Plan Gives More Cash Sooner Each Year Boatman Evans Gets 500th Inland Vacation Check When Charles Evans collected his SIU Inland Vacation check this month, it meant more than just one more Boat­ man drawing benefits. Evans' check -is the 500th issued since the industry-wide Inland Vacation Plan started nearly a year-and-a-half ago. It means that the Union has come a long way in a short time toward bring­ ing bigger and better vacation benefits to Boatmen. The first Plan was negotiated with Steuart Petroleum of Piney Point, Md. and took effect in August, 1976. More and more Boatmen are now receiving vacation checks because the SIU has been successful in getting more and more companies to contribute to the Plan. What this means is increasingly wide­ spread benefits that most Boatmen never even came close to. I |\j Brother Evans' check will give you an idea of what these benefits really mean. Evans has worked as a deckhand for Sabine Towing of Port Arthur, Tex. for 18 years and gets a vacation benefit from the company. |\| IQ —————— Then why does he need the SIU Plan? For several very good reasons. First of all, the SIU Plan gives him more money. Evans didn't lose the com­ pany benefit he had when the SIU Plan went into effect at Sabine. He now gets both benefits. This is how it works. The SIU Plan is set up as a trust fund. The money that goes into it is jointly administered by Union and company trustees who are legally responsible for its proper management. For every day Evans works, Sabine contributes a certain amount into the fund. After 180 days of employment in the first year of the Plan, for example. Jobless Rate Stuck at6.9% For the Eighth Month WASHINGTON, D.C. — For the eighth consecutive month, the U.S. un­ employment rate has been around 7 percent. Last month's figure dipped from October's 7 percent to 6.9 percent. Despite 955,000 more persons in this INLANp Tow Licensed in'Tm Towboat operators who received rtheir licenses in 1973 should be I aware that the licenses must be reInewed in 1978. Since this affects a large numb^er of operators, the Coast Guard asks that all involved avoid the prob­ lems of a last minute rush. Li­ censes can be renewed within 90 days of expiration. The license may be renewed at any Coast Guard Marine Inspec­ tion/Safety Office which conducts licensing transactions. Applicants for renewal should present a letter Or other evidence of service under their license within the last three years. They should also be prepared complete an "open book" exer­ cise on Rules of the Road, which apply to their licensed area, and an "open book" exercise on country finding jobs in November, the jobless rate went down only slightly be­ cause more people are now looking for work. U.S. Bureau of Labor Statistics (BLS) Commissioner Julius Shiskin told a Joint Economic Committee of Congress that, "the (November employment) fig­ ures are very puzzling." One BLS aide said, "this (employment figure) may reflect an underestimate of earlier months' (employment) gains or some unexpectedly early Christmas hiring or a seasonal (employment) adjustment problem." Shiskin added that the economy will have to generate another 4-million new jobs in 1978 to lower the unemployment rate to 6 percent. But Sen. William Proxmire (D-Wisc.) saw the November figures from a differ­ ent angle. He said "the stagnating un­ employment problem" would probably receive little attention because of the marked gains in employment. "It does not appear as though con­ tinuing high unemployment is the bitter subject that it was 11 or 12 months ago," he pointed out. "We have lost our sense of outrage and complacency has set in. But the continuation of today's high unemployment is a tragedy for nearly 7-million Americans and is cost­ ing the Federal Government some $54 to $60 billion annually." Proxmire urged that the reduction of unemployment be given a top national priority. Incidentally, 312,000 of the new 955,000 jobs came from the service in­ dustries and manufacturing. New jobs in trade and government also showed sizable gains. Adult women got 450,000 of the new jobs; 380,000 went to adult men, and teenagers got 125,000. Blacks continued to trail white work­ ers in the job market by a large margin, more than twice as high. Blacks' jobless rate was 13,8 percent in November, 13.9 percent in October. White work­ ers' unemployment was 6 percent for the month. Unemployment among adult men fell to 4.9 percent in November from Octo­ ber's 5.3 percent. Adult women's rate rose to 7.1 percent last month from October's 6.8 percent. Teenagers' un­ employment dropped from October's 17.3 percent to November's 17.1 per­ cent. Pensioner Gets His 1st Check (l^pllation Prevention RegidatM liiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiimiiiiiuui His Thanks to All Boston SIU Port Agent Ed Riley wants to thank all the Union officials, members and other friends for the cards and get well wishes he received while ill. Brother Riley, who had a long stay in the hospital, is now out and back at work. imiuiiiimuuiiNiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiuiiiiiiii Evans has $450 to his credit in vacation benefits. But this is Just the minimum. The more you work, the more you collect. Boatmen who have higher ratings than deckhands get more money. And the amount increases accordingly for all Boatmen in the second and third years of the Plan. This money is a tremendous step up for the many Boatmen who never re­ ceived any vacation benefit at all before the Plan. But for Boatmen like Evans who already had a company benefit, it doesn't stop there. Sabine pays the company benefit into the trust fund, too. So when Evans gets his vacation check issued from the Plan trust fund, he is getting what he used to get from Sabine, plus the new Union benefit. The company benefit stays the same but the Union benefit grows in each year of the Plan. 90-Day Benefit Moreover, Evans can collect after ev­ ery 90 days of employment. Before the Plan, most Boatmen who had a com­ pany benefit had to work a full year before they could get the money. Now all Boatmen covered by the Plan can draw their benefits for every 90 days that they work. Evans' three month benefit comes at a very good time for him this month. "It will help to pay Santa," he ex­ plained. With three grandchildren, he certainly can use that help. Evans' check is a significant benefit for himself and a milestone for all SIU Boatmen. The Union's goal is to nego­ tiate vacation benefits like these for the entire inland membership. As the 500th check issued under the Plan, Evans' check is a mark of how far the SIU has come. Notice to Members On Shipping Procedure When throwing In for work dur­ ing a job call at any SIU Hiring Hall, members must produce the following: • membership certificate • registration card • clinic card • seaman's papers In addition, when ui^signiiig a job the dispatcher will comply with the following Section 5, Sub­ section 7 of the SIU Shipping Rules: "Within each class of seniority rating in eveiy Department, prior­ ity for entry rating jobs shall be given to all seamen who possess Lifeboatman endorsement by the United States Coast Guard. The Seafarers Appeals Board may waive the preceding sentence when, in the sole judgment of the Boaid, undue hardship will result or extenuating circumstances war­ rant such waiver." Also, all entry rated members must show their last six months discharges. Jacksonville Patrolman Tony Aronica (I.) congratulates new Pensioner Thomas S. Monaghan recently as he presents him with his first pension check. Sea­ farer Monaghan first shipped out during World War II. He now plans to do some gardening with his wife, Mirian. December 1977 / LOG / 11 m, "'hx-'J-- �The tug H. C. Jefferson (Curtis Bay) is pulling out of a Philadel- On the Jefferson, Philadelphia Port Agent John Fay (far left) and crewmembers discuss the phia dock on the way to a job. importance of the upcoming Inland Educational Conference at HLS. From left are: Angelo Principato, oiler; Bill Woyovitch, cook; and Dick Shaw, Jr., deckhand. Port AgentSf Patrolmen Sweep Shipdocking Over the past year, the SIU has been dispatching teams of Union rep­ resentatives to service Boatmen on the job. SIU patrolmen and port agents regularly visit tugs, towboats and dredges. But these larger servic­ ing drives allow Union representa­ tives to reach a great number of Boatmen in a short period of time. The latest drive was a week long sweep of SlU-contracted shipdocking companies on the 'East Coast. A dozen Union officials and represen­ tatives from various ports split into small groups to visit Boatmen in Philadelphia, Norfolk and Baltimore during the week of Nov. 14. Their goal was to make sure that Boatmen are fully aware of Union benefits and developments in the industry. They also urged members to attend one of the three Atlantic Coast shipdocking conferences at the Harry Lundeberg School in Finey Point, Md. The recent conference The steward department of the Norfolk pilot boat Ularyland (Assn. of Maryland Pilots) are about to serve lunch. Shown (I. to r.) are: Luis F. Sawi; George F. Ferrer; Frank Sermonia, and Abraham Pascasio. Aboard the l\Jaryland, Houston Port Agent Joe Sacco (far left) and Norfolk Patrolman Dick Avery (far right) assist Launchmen Raymond Austin (2nd I.) and Frank Rimmer with their dues checkoff. Brothers Austin and Rimrner had worked the required 30 days and were about to become Union members. 12 / LOG / December 1977 On the T & Atug Devon in Philadelphia harbor, a discussion on thf, purpose of the Inland Educational Conference at Piney Point ta"kes pi'ade among (I. to r.): Mobile Port Agent Gerry Brown; Philadelphia Port Agent John Fay; Cook John Terry, and Kurt Chamberlain, captain of the vessel. ' �W;fpSTromTeft'®^^^^ oirkh^nH" iS?f w " T Curtis Bay tug bewens fomt hrom left are. Deckhand John Hassell; Mate Phil Ayers; Cfaptain Elrisk Horsman, and Cook Don Henderson. The Sewe//s Point is shown coming into the Philadelphia harbor from a docking job. - Companies on the East Coast in Drive held there from Nov. 27-Dec. 4 (see following pages) and those planned for the near future offer Boatmen a closer touch with SlU operations and a chance to participate more directly in Union activities. Servicing goes on aboard the B^ker-Whiteley tug Af77e/-/ca (bottom). In photo at top are (seated clockwise I. to r.): Baltimore Patrolman Bob Pomerlane; New York Patrolman Jack Caffey; Baltirnore Port Agent Ben Wilson; Captain Ralph Kirchner, and Mate Charles Dougherty. Standing at rear are (I. to r.): Deckhand Ron Neibert; Chief Engineer Peter Messian; Deckhand Bob Henninger, and Headquarters Representative and HLS Vice President Mike Sacco. December 1977 / LOG / 13 �•WBam In his address to the Conference, SlU President Paul Hall stressed the responsibility of both the Union leadership and the rank and file to keep each other informed. Boatmen from Atlantic Coast shipdocking companies and SlU officials and representatives met at the Harry Lundeberg School for a week of give-and-take discussions. They are shown here in the auditorium of the School ship Zimmerman during President Hall's address. Atlantic Coast Boatmen Take Big Step "A giant step forward" was a comment made by one of the boatmen attending the recent educational conference for the Atlantic Coast inland membership. It was a step forward that the SIU started at the beginning of the year when it began a series of edu­ cational conferences for the newly merged inland membership. After completing five educational conferences for the Gulf inland membership, the SlU started a series of conferences for inland members on the Atlantic coast. The first such conference was held at the Harry Lundeberg School in Piney Point, Md. during the week of Nov. 28fh. The purpose of these conferences is to provide more direct communication between the SIU leadership and the inland membership. This conference was the first in a series of three educational conferences planned for SIU Boatmen from shipdocking companies in Baltimore, Norfolk, and Philadelphia. Nine men from each port attended the conference. Their companies included Curtis Bay Towing, McAllister Brothers, Baker Whiteley Tow­ Tom Cranford, head of the Claims Department of the Seafarers Welfare Plan, was on hand throughout the Conference to explain the Plan and answer questions. V --n . 'rnl I'.-f SIU Inland Coordinator Chuck Mollard discussed hov^ politics and the legislative process affects Boatmen. ing, Taylor and Anderson, and Independent Towing. 'The next two shipdocking conferences will be held during the weeks of Jan. 9th and Jan. 30th. Additional educational conferences will be held at the Lunde­ berg School through the month of June and will in­ clude Boatmen from other parts of the towing indus­ try on the East coast. As in previous educational conferences, the weeklong agenda covered a full range of topics about the Union, the various benefit plans, and the towing industry. HLS Vice President Mike Sacco outlined the workings of the SIU Pension Plan. Bob Gordy, a mate with Curtis Bay in Baltimore made several contract suggestions. Charles Stowe, a captain with McAllister Bros, in Norfolk, made a new contract suggestion on vaca­ tion benefits. 14 / LOG / December 1977 / �><1I The chairman of the Conference was SlU Vice Pres­ ident Paul Drozak. George LeMaire, a deckhand with Baker Whiteley in Baltimore, is shown here giving his impressions of the Conference during the wrap-up session. The head of the SlU legal department, Carolyn, Gentile, explained the laws governing the Pension and Welfare Plans. She also answered many Boat­ men's questions throughout the Conference. Forward At Shipdocking Conference The discussions gave the members a chance to learn more about their rights and responsibilities as Union members. It also gave the leadership a chance to learn more about the Atlantic Coast Boatmen. There was active give and take toward that end in the daily meetings. Moreover, the meetings were ar­ ranged so that everyone had a chance to present their points of view. Full presentations of Union benefits, including pen­ sion, welfare and educational opportunities were made during the first few days of the conference. The need for the SlU to be active politically was discussed. This included political issues directly af­ fecting the boatmen. SIU officials and key staff mem­ bers were also on hand throughout the week to an­ swer questions in detail. The Boatmen also had a full day trip to Washing­ ton, D.C. where they saw legislative activities first hand. This included a talk from the staff of the Trans­ portation Institute, a research arm of the maritime in­ dustry, and a tour of the AFL-CIO Maritime Trades Department. A number of Congressmen from the Boatmen and SIU representatives from Norfolk posed with two congressmen from their local area during the trip to Washington, D.C. The Congressmen, Republican Representatives Raul Trible (3rd I.) and Bill Whitehurst (4th r), later took the full Conference group on a tour of the House of Representatives and the Senate. Boatmen's home port were on hand to talk with the members at a luncheon held in Washington, D.C. During the middle of the week, SIU President Paul Hall addressed the group. He discussed the SIU's ef­ forts throughout its history to keep the membership informed and provide effective leadership. He pointed to the year old merger of the Inland Boatman's Union as a part of the Union's efforts to provide better job security for the membership. He stressed that both the officials and the Rank and File members of the Union Continued on next page Bill Southard, a mate with Taylor and Anderson of Philadelphia, had some questions about pension benefits. i| sr Piney Point Port Agent George Costango discussed the SIU Constitution. The Boatmen had a chance to visit the Transportation Institute, a research group for the maritime industry, during their Washington trip. Tl Research Director Bob Vahey, at the head of the table, explained how the Institute gives both inland and deep sea operators a voice in Government. December 1977 / LOG / 15 �IfeMB r" r • 'r HLS President Hazel Brown explained how the Lundeberg School prepares Boatmen for the grow­ ing Job opportunities in the towing industry. "I want to give a vote of confidence for the Union leadership and staff," f\yiate John "Jake" Joyce of Philadelphia said in his wrap-up statement. Kevin Gugl.iotta, a deckhand with Curtis Bay of Baltimore, was an active participant in the Con­ ference. Communicafion is Conference Theme Conliniu'cl from prcccditiii page have the responsihilify to communicate in order to improve the job security and working conditions of the Itoatmen. Hall asked the delegates from each port to choose a representative to voice their impression of the con­ ference up to that point. Kach of the three delegates urged that better communication and understanding within the Union would be the best way to achieve their goals. Although each port area on the East Coast has its own shipdocking contract, they all expire on Oct. 31, 1978. As a result, the Boatmen at the first shipdock­ ing conference had a lot to discuss concerning their new contract. Therefore, the last day-and-a-half of the conference was devoted entirely to suggestions from the Boatmen for their new shipdocking contracts. These covered pension, welfare, vacation and work rules. An elected rank and file contract committee from each Company shall consider these suggestions in pre- paring recommended contract proposals to be pre­ sented to the membership for adoption. A shipdock­ ing conference is to be held in Piney Point during the week of Apr. 3rd. The conference concluded with a wrap-up of indi­ vidual comments from all participants. The general consensus was that the conference met its objective. It broke down barriers of communications between the leadership and the membership and brought the Union closer to building a solid working relationship to improve conditions for all Boatmen. Four Norfolk Boatmen listen attentively to the Transportation Institute discussion. They are (I to r): Engineer Larry White of Curtis Bay; and Deckhand George Bowden, Deckhand Lindsey West, and Captain Charles Stowe, all of McAllister. Philadelphia Port Agent John Fay. right, introduced a"longtime friend of the maritime industry," Rep. Joshua Eilberg (D-Pa.). The Congressman spoke during the Boatmen's lunch at the National Democratic Club in Washington, D.C. 16 / LOG / December 1977 Deckhand Frank Pasaluk of McAllister Bros., Phila­ delphia, had a chance to see some of the livestock raised at the Lundeberg School farm. �3 Cited for 'Courageous' Rescue Aftempt Tankerman Killed as Barge Explodes; Two Saved Ronald Coyle, a 29-year-old SIU tankerman, was idlled on Nov. 6 in a barge explosion in Narragansett Bay off of Newport, R.I. The two other SIU tankermen on the barge, John Allman and Joseph Klineburger, were taken off unhurt after an unsuccessful attempt to rescue Coyle. They were cited for their courageous ef­ forts by the captain of the tug Mariner, which had the barge in tow. The 380-foot barge. Interstate 71, is owned by the Interstate and Ocean Transport Company (lOT) of Phila­ delphia. It was carrying 67,000 barrels of liquid asphalt from Point Breeze in Philadelphia to Providence, R.I. The explosion occurred in one of the cargo tanks in the barge's stern, accord­ ing to the U.S. Coast Guard Marine Safety Office in Providence. The asphalt is kept at a high temperature by heating coils in the cargo tanks. But the Coast Guard has not yet determined exactly where the explosion originated. John Blank III, the captain of the Mariner, reported that the tug had begun to haul in the hawser when the crew saw flames suddenly erupt on the aft port side of the barge. He sent out a May Day call for the Coast Guard and INLAND U.S. Navy fire units. He also ordered the tug to return to the barge, which was still several hundred feet astern. Coyle had been standing on deck over the point of the initial blast and is believed to have been killed at once. The explosion split and raised that por­ tion of the deck about 6 feet. Blank said. Blank sent a detailed description of the rescue attempt in a letter to Phila­ delphia Port Agent John Fay. It clearly reveals the danger to the men involved. "Coyle's body was seen hanging up­ side down from the edge of a shattered plate from which a sheet of flame and dense smoke issued. John Allman, standing nearby but uninjured, grabbed a fire extinguisher and crept within sev­ eral feet of Coyle's body, now over an inferno, and tried to reach and extract it from the flames. "Joe Klineburger came as close as he could behind Allman, with Mate Peter Bishop, who had boarded the barge Ship's Minutes Reveal Delicious Feasts for Thanksgiving They say an army runs on its stomach. Around the SIU, though, the saying is a ship runs on its stomach. If that's true, and it probably is, there were a lot of smooth running ships out there this past Thanksgiv­ ing. Because as the tradition has always been, the SIU's steward de­ partments put out a feed for Turkey Day second to none. A good case in point was Thanks­ giving on lOT's Bradford Island as attested by the vessel's minutes. Culi­ nary specialties on this ship included deviled crab, shrimp cocktail, cream of asparagus and mushroom soups, and an assortment of fresh baked breads. And that was just for starters. The main course featured the bird, roast prime ribs, smoked ham, comish hens, barbecued pork loin, and roast leg of lamb, with a choice of five gravies and seven vegetables. . If the crew wasn't filled by then, they were treated to an assortment of desserts, including fruit 'cake, apple pie, mince meat pie, and fresh pumpkin pie. The architect of this Roman feast was Chief Steward Neville Johnson who was ably assisted by the rest of the Bradford Island'ss\.t\v?LTd depart­ ment. The crew would have given a vote of thanks to the steward depart­ ment for a job well done, but they couldn't move. Pensioner Lomas Buried at Sea from the Mariner. Brother Allman con­ tinued his efforts, which became futile almost at once and then retreated and went below deck to shut down all gen­ erators and other equipment as the flames increased." Once Blank was notified that Coyle was presumed dead, he ordered the men off the barge. "Moments later it blew a second time on the starboard side, completely demolishing the deck area where Allman had passed twice, and knocking a pump house forward 20 feet." Blank called Allman's effort to reach Coyle "unbelievably beyond the call of duty and in the finest tradition of the Brotherhood of the Sea." He also said that Klineburger and Bishop "acted most courageously in their back-up efforts." Brother Coyle only recently joined the SIU. He leaves a wife and two children. RIM OF THE JOINT NMU-SIU MERCER OMMITTEE DEC. 19,1977 T On June 20, 1977, President Shannon J. Wall of the National Maritime ' Union, AFL-CIO, and President Paul Hall of the Seafarers International Union of North America, AFL-CIO, signed a joint statement affirming that "NMU and SIU agree that it would be in the best interests of American seamen to have one union of seamen." That statement called for the establishment of a joint committee to "develop steps which can be taken by both organizations to work more closely together in the maritime industry and to outline steps that should lead to the eventual merger of the two organizations." The committee held its first meeting September 26, 1977. Shannon Wall headed the NMU group which included Mel Barisic, J. C. Hughes, Thomas Martinez, James McKinley and Edward Minocchi, while Paul Hall headed the SIU group which included Michael Sacco, Joseph Sacco, Steve Troy, Charles Mollard and Leo Bonser. Working with the committee are John Dunlop, Harvard University and Frank Pollara, AFL-CIO. Both sides are aware of the serious plight of the maritime industry and its workers and of the urgent need to create a structure to deal with the situation. Neither side under-estimates the nature of the difficulties facing the two unions. Neither side under-estimates the complexity of the problems. Both sides recognize that wishing will not make it happen and that some hard decisions will have to be made. The committee and a sub-committee have met on a number of occasions since its initial meeting. Efforts so far have been directed to analysis of the financial and structuralcomposition of the two unions; exchange of collective bargaining agreements;' and information on pension, welfare and vacation plans; and the compilation of data needed to fill out the general outlines of the task set forth in the June 20th statement. The first concern of the officials of both organizations has been that any actions taken on the basis of the joint statement must advance the job security and economic interests of their respective members; must serve the principles under which their unions were founded and must be duly approved in accord­ ance with the requirements of their respective constitutions. To assure this, full exchange of information and its analysis will be essential as a prerequisite for the development of an acceptable organizational structure to properly house and service all areas of the two organizations. A number of such formats are currently under active consideration. It would be premature to state at this time that the two organizations are close to merger. Yet, the willingness on both sides to recognize the seriousness of the situation and the need for give and take is an encouraging sign. The discussions are continuing and further reports will be made as the talks progress. St.Lawrence Seaway Tolls The ashes of Pensioner Arthur J. "Art" Lomas, 70, are covered with an Ameri­ can flag by Recertified Bosun Joseph A. Puglisi (center) of the SS Baltimore (Sea-Land) at sea on Oct. 4. At his (right) Capt. John K. Coulson prepares to read service as other brother Seafarers express their condolences. Brother Lomas' widov/, Catherine, according to Chief Steward George W. Gibbons, "wanted his ashes to be scattered across the sea because that was his life." Seafarer Lomas passed away on Sept. 18. Besides his wife. Brother Lomas is survived by a daughter, Betty. Art Lomas corresponded regularly with the Union and the Log. He always kept in touch and he will be sorely missed. Continued from Page 2 (D-Minn.) has introduced a bill to elim­ inate the Seaway Corporation's debt, as the interest on the debt was eliminated several years ago. The debt is currently $115 million out of an original $133 million loan. Rep. Oberstar's legislative aide John O'Connor said if the debt is eliminated, some of the pressure to collect tolls for debt repayment will be eased. Most of the toll increases will go to the Canadian Seaway Authority as the Seaway is predominantly Canadian. Five of the seven locks are operated by Canada. O'Connor said the U.S. needs about $11 million annually for opera­ tion and maintenance costs and Canada needs "considerably more" than that. Another piece of legislation, intro­ duced by Rep. Ronald M. Mottl CDOhio) would, if passed, eliminate any toll increases for this year, putting them off to next year. But Congressional action is, by its nature, a slow process. The U.S. and Canadian Seaway Corps, seem unwill­ ing to wait for Congress to ease their financial burdens. They are therefore passing the increases along to the Sea­ way users. The shippers and carriers who have long used the Great Lakes/ St. Lawrence Seaway system claim they cannot absorb higher tolls. They are threatening to find another way to move their cargoes. December 1977 / LOG / 17 �Bring the Big Oil Companies Info tine A few years back, an interesting movie was released named "Soylent Green," The acting wasn't so hot, and at the time, the futuristic theme seemed a little far fetched. It was a movie in which the world was no longer run by governments. It was run by a few mammoth com­ panies—Energy Co., Food Co., etc. The movie didn't receive much critical acclaim. But the more you think about the theme of corporate control, you have to get a little wor­ ried about the increasing control the multinational oil industry has over the fortunes of the United States. Consider the following facts: • The multinationals, American companies in name only, hold almost total control over the production, re- BY THE NOSE Letters to the Editor SlU Helped Us for Years' Upon the death of my husband, SIU pensioner Art Lomas, I would just like to give a word of thanks to the SIU for what the Union has done for us over the years. I don't know what we would have done without the financial aid of the SIU during the years of my husband's long illness. 1 also received a very nice letter from Capt. J. K. Caulson of the SS Baltimore, describing the burial ceremony aboard ship at sea. It was what my husband wanted. fining, transportation (by tanker and pipeline), distribution, and sale of crude oil and refined petroleum products. • The oil companies control be­ tween 35 and 40 percent of total U.S. coal reserves, in comparison to 11 percent in 1967. Coal is supposed to be a competing energy source to oil. • The oil companies control be­ tween 50 and 55 percent of all U.S. uranium reserves as opposed to 30 percent in 1966. Uranium is another alternate energy source which is sup­ posed to be in competition with oil. In its simplest terms, the oil com­ panies are trying, .and succeeding very nicely, in reducing competition from alternate energy sources. And as profit motivated businesses, their ultimate goal is higher profits while tightening their grip on the nation's energy supplies. This is an unhealthy situation for the U.S. to allow itself to be in. And it is a situation that can only be de­ scribed as the most blatant violation of the anti-trust laws since the rail­ roads were the hanchos in the 19th century. The only logical answer is Con­ gressional legislation to break the monopoly the oil companies now hold on our energy supplies. At their Convention earlier this month, the AFL-CIO Maritime Trades Department passed resolu­ tions to this effect. The MTD sug­ gested two moves that should be made as soon as possible to break up big oil. (See page 3 for story.) The MTD first of all maintained that big oil be forced to sell off their interests in the transportation of petroleum products via tanker and pipeline. Right now, the oil compa­ nies have complete control over the amount of oil reaching the market. This allows them to create false sup­ ply and demand situations, giving them leverage over the price of oil. The second step, as stated by the MTD, must be to force big oil to sell their interests in coal and uranium. These vast interests in competing Along with many readers, I enjoy each issue of the Log. It's newsy and informative with lots of good pictures. I would like to publicly thank Mr. Paul Hall for the good job he has done •for the Union and for me. If you look over your records you will see that back in the mid 30's I belonged to the Sailors Union of the Pacific, and suppose that I am among the charter members of the SIU. Three British ships introduced me into a way of life one never forgets. The sea seemed to be my gangway to success. I had been expelled from grammar school, dropped out of high school. So I went to sea. Newark, Brooklyn, Manhattan, Jersey, Staten Island all probably whispered "good riddance" as I weighed anchor, struggling for success. I read nearly every book placed aboard and was greatly inspired by one called "Borden of Yale." Its foreword began, "It's not the gale but the set of the sail that determines the way we go." Mr. Paul Hall sent me to study at Saint Francis Xavier University, Nova Scotia, Canada. I have been a priest for 30 years. t ' Fraternally, . Rev. Charles H. McTagTOu' Monfclair, N.J. 18 / LOG / December 1977 December, 1977 On the other side of the street. Rep. Morris Udall (D-Ariz.) intro­ duced a bill this year that would prohibit major oil companies from acquiring federal leases to mine min­ erals on public lands. The problem with all this talk about the oil companies, though, is that it has been just that—all talk. Nothing concrete has been done so far to force meaningful changes in the structure and activities of the oil companies. There is no question that the United States is in the midst of an energy crisis. To meet this crisis. Congress will have to take strong action to encourage the complete development of our own alternative energy resources. They must do this while at the same time cutting down on foreign imports. But before any such program can be enacted, Congress must first take away some of the absolute power the oil companies have over all as­ pects of America's energy supplies. It's time to align the interests of the oil companies with that of the national interest. Whether they like it or not. LOG Sincerely, Mrs. Catherine Lomas Fittsburgh, Pa. Inspired by the Sea energy sources enable the oil com­ panies to withhold production of coal and uranium at will. With this kind of power, big oil could easily create an artificially high demand for oil. And by experience, we know that when the demand for a product in­ creases so increases the price. The MTD, however, is nm the only group disturbed about the grow­ ing power of the multinational oil industry. A lot of people in Wash­ ington are alarmed as well. Senator Birch Bayh (D-Ind.) has introduced legislation aimed at breaking up the oil bigs. His bill, known as the "Petroleum Industry Competition Act of 1977," would actually split the integrated oil companies into three areas—produc­ tion, transportation, and refiningmarketing. Official Publication of the grafarers International Union of North America, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO Vol. 39, No. 12 Executive Board Paul Hall President Frank Drozak •^- Executive Vice President Earl Shcpard Vice President ^LABORPRE^fc Joe DiGlorgio Secretary-T reasurer Lindsey Williams Vice President Cal Tanner Vice President Paul Drozak Vice President Marietta Homayonpour Editor-in-Chief 389 James Gannon Managing Editor Ray Bourdius Marcia Reiss Assistant Editor Edra Ziesk Assistant Editor Frank Cianciotti , Assistant Editor Dennis Lundy Chief Photographer Associate Photographer Marie Kosciusko George J. Vana Administrative Assistant Production/Art Director Published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage. paid at Brooklyn, N.Y. �Was 1967 SlU Scholarship Winner Philip Shrimpton Is Veterinary Doctor in Kentucky Philip E. Shrimpton, 1967 SIU schol­ arship winner, takes care of "everything that walks or crawls; whatever comes through the door or calls up on the tele­ phone." Philip Shrimpton tends 'all creatures great and small' as a doctor of veterinary medicine in Wilmore, Ky. He is the son of recently deceased Sea­ farer Sydney P. "Aussie" Shrimpton. After graduating from, the University of Kentucky with a degree in zoology. Dr. Shrimpton spent another four years getting his doctor of veterinary medicine degree at Ohio State University. In 1975 he set up a "mixed animal practice," treating both large and small animals. He has some interesting stories to tell. There was the time he had to deliver a calf from a cow that was sit­ ting in four feet of mud. The cow had been left in an outdoor paddock and had dug itself four feet into the mud, trying to get more comfortable. Dr. Shrimpton had to dig down to reach the animal and deliver the calf. Winter is a hard time for a Kentucky veterinarian. Snow and cold weather cut down on the visits or calls people make about their animals. Shrimpton's in­ come at this time is based on emer­ gencies. In the spring, however, "every­ thing cuts loose," and business picks up again. The business side of having his own veterinary practice, Shrimpton said is "enough to drive you nuts." He dislikes keeping up with inventory taxes, red tape, and long waits to buy the medi­ cines he needs. But he likes being his own boss and working with animals. "Animals," he said "seem to be grateful when you help them, which sometimes can't be said for their owners." Dr. Shrimpton insists that he doesn't love animals, though he likes and works well with them. "You can't be head over heels in love with animals and be a good vet," he said. "If your emotions carry you away, you can't function under stress." - Shrimpton feels that maintaining a "professional.distance" allows him to make the kind of decision each situation calls for. "You have to be conservative sometimes and jump in with both feet at other times," the vet explained. He added that this is hard to do if you "really like" animals. But for the past 10 years, Philip Shrimpton has lived, breathed and slept animals—literally. While an undergrad­ uate he went to school during the day and worked for the animal pathology department from 5 P.M. to 8 A.M. His $2.75 per hour job was to check on the department's animals every hour and to do testing on disease with sheep and horses. He stayed in a shack outside the barn where he slept between rounds. When he got to vet school, Shrimp­ ton said he didn't have much time for research. He had eight hours of classes Philip £. Shrimpton a day during his first two years. Later on though, he got involved in research with horses, studying their stamina and physiology of running. He assisted one of his professors. Dr. Milne, who dis­ covered that a good racehorse could be told by the size of its heart. When he's not practicing veterinary medicine, Philip practices his hobby— mushroom collecting. Highbridge, not far from Wilmore and on the Kentucky River, is the "mushroom capital of the world," vShrimpton said. He can tell you about the 15,000 different species of fungi that produce mushrooms. He talks about different types of mushrooms that have nardes like "chicken of the woods" and "destroying angels." One type of mushroom, called "shaggy manes" be­ comes ink about 24 hours after it's picked. "Fairy ring" mushrooms grow in a circle that is sometimes hundreds of yards in diameter. Shrimpton's hobby is really not very far removed from his work because, as he pointed out, "fungi both cause and attack disease." Philip Shrimpton puts in a 10-hour work day and then climbs the stairs to his home, right above his clinic. Home also includes his wife of one year, Marion, who's a registered nurse. They have a dog, two cats and a parrot. Dr. Shrimpton said the SIU scholar­ ship "sure helped" him because "getting through school was an expensive prop­ osition." Also a help was the pride and encouragement of his father, Aussie Shrimpton, who sailed for a total of 53 years. An SIU pensioner when he died. Brother Shrimpton had joined the Union in 1942 and sailed for 34 years as a chief steward. When he graduated from veterinary school in 1975, Philip Shrimpton's father threw a party for him at Union Headquarters. At that time Dr. Shrimp­ ton thanked the SIU for enabling him "to complete my undergraduate work and continue my studies in veterinary medicine. This scholarship has made the difference in my being able to complete my education." TT Williamsburgb SS Philadelphia The SlU-contracted 225,000-dwt TT Williamsburgh (Westchester Marine) has been contracted for four voyages by the Military Sealift Command. She will carry full cargoes of North Sea crude oil from the port of Hounds Point, Scotland to Freeport, Bahamas or another Caribbean port. The crude will be lightered to Freeport, Tex. and a port in Louisiana. The oil will be stored in the Bryan Mound Salt Domes near Freeport for the U.S. Strategic Petroleum Reserve. At 1300 hours on Nov. 19 at sea, the engines of the SS Philadelphia (SeaLand) were stopped for a burial-at-sea service off the fantail for a Seattle pensioner. "We are gathered here today," intoned Capt. James C. Waters, "in remem­ brance of David F. M. Sykes, a deceased SIU brother seaman, who crossed his final bar at the age of 65 on Nov. 8. "He was an active member of the deck department for many years sailing in all ratings, including bosun. "He was well thought of as a person and sailor and remembered by several of the Philadelphia's crew," eulogized the master before reading the 23rd Psalm. "You may now commit (his ashes) to the deep. May God rest his soul." Washington, D.C. Russia, plagued by a poor 1977 grain harvest, has bought another 1-million metric tons of American corn for livestock, the U.S. Department of Agriculture reported recently. The amount is equal to 39.4-million bushels. Moscow says their grain harvest this year of 194-million tons was down 13 percent from 1976. The Carter Administration expects the Soviet Union to buy 15-million tons of com and.wheat. Last year Russia purchased 6-million tons of grain from the U.S. So far this year, the Soviets have bought 3.4-million tons of U.S. grain, This includes 1.1-miliion tons or 40.4-million bushels of wheat and 2.3-million tons or 90.5-million bushels of corn. ST Golden Dolphin Many of the officers and crew of the ST Golden Dolphin (Westchester Marine) recently contributed $78 toward the purchase of a floral wreath for the departed sister of shipmate Juan B. Leon. She died on Nov. 4. Brother Leon is grateful to all those who expressed their condolences. SS Arizpa Many ships have had long lives, but one of the oldest still sailing on the high seas is the SS Arizpa (Sea-Land). After 34 years of service, this veteran of the ocean trade routes has finally been sold for scrapping. One of the huge World War II fleet of emergency ships, the Arizpa was originally named the SS Chickasaw, then renamed the SS Jean Lafitte and, finally, Arizpa. ' , . „ She was converted into a containership in 1965 but was basically the same ship which helped to carry war cargoes to the fighting fronts. East Coast of South America Sea-Land's plan to start container runs to Brazil, Argentina, Uruguay and other east coast South American ports has been delayed until June. The new operation will sail from Atlantic, Gulf and West Coast ports. The company told the Federal Maritime Commission that it has encountered obstacles with Brazilian law in getting the service under way. The 26 sailings a year on three Sea-Land, containerships would go through the port of San Juan, Puerto Rico. New Orleans Delta Line has been granted permission by the U.S. Maritime Subsidy Board to cut its overall subsidized service from the Gulf to West Africa and the east coast of South America. This will allow the company greater flexibility. Delta says flexibility in operations is needed on Trade Route 14 which runs from the Gulf to West African ports. It will permit calls at Brazilian ports not visited by other American-flag carriers. The board said that it granted the "flexibility of operation so that they (Delta) can compete effectively on the world trade routes with foreign-flag carriers." Delta Line vessels have been cited by the National Oceanic and Atmospheric Administration (NCAA). The ships have been collecting data over seven years on seasonal and year-to-year variations in temperature and circulation of ocean currents in the South Atlantic, Caribbean and Gulf of Mexico. With this data, the agency relays weather information and the state of fishing grounds to weather bureaus and fishermen. December 1977 / LOG / 19 i •. vv. vk - �J • 'i ' Messman Hamid Hizam serves dinner to Conrad Schmidt, conveyorman, who's been sailing on the SlU-contracted Reiss since 1952. The M/V Richard J. ReIss' conveyors unload the coal the ship brought into Detroit. ^rCoToanv'Lnp"^^ snip uompany-owned Reiss. American Steam- The M/ V Richard J. Reiss puts Into Zug Island, Mich, with the load of coal carried from Toledo. The vessel can carry stone, sand, and coke, in addition to coal. On Great Lakes Run from Toledo, MjV Richard J. Reiss Unloads Coal at Steel Plant It was just beginning to get dark as the SlU-contracted M/V Richard J. Reiss unloaded her cargo of coal at the National Steel Company plant on Zug Island, Mich, in early November. The steel company is a city unto it­ self. The noise and activity of clanking machinery and bells ringing, railroad cars crisscrossing with tractor lifts, con­ veyors loading and unlo.ading coal and ore—are ceaseless. Everything is a grease-coated, black-brown color. Coal spits off the unloading conveyors and covers the waterfront. The American Steamship Co.-owned Reiss has a 14,100-ton carrying capac­ ity. She carries 24 SIU members on her Great Lakes area runs. This trip had been to Toledo to pick up the load of coal. Though the 34-year-old ves.sel is also equipped to carry stone, sand, and coke, she most often transports coal. The demand for coal is high in the Great Lakes area. Many of the region's steel mills and power plants are coaloperated. Also, those facilities have been stockpiling coal against the coal strike. The self-unloading Reiss and other coal-carriers are kept bu.sy during the shipping season. Detroit Port Agent Jack Bluitt reports there are plans to keep the Reiss running after most ships have already been laid-up. She could keep going as late as mid-January. Much depends, however, on the length of a United Mine Workers Union strike which began on Dec. 6. Contract negotiations fell through at that time. The 130,000 UMW coal miners cov­ ered by the "Eastern Agreement" with the Bituminous Coal Operators Assn. mine about 50 percent of the country's coal. Bluitt says the strike will have a "tremendous effect" on shipping on the Lakes, especially if it lasts into the spring. Coal miners have a "no contract, no work" policy written into their union's constitution. When no agreement was reached between the union and the B.C.O.A. by Thanksgiving weekend it was clear there would be a walkout. The UMW constitution also requires a membership vote on any proposed con­ tract. That process takes at least 10 days. UMW President Arnold Miller indi­ cated recently that a walkout could last as long as three months. But back in early November, strike talk was rumor, not reality, and the crew of the Reiss was getting ready for their next trip out. Seafarer Vernon Wallen, the second - seas^on carrvino vessel s unloading site on Zug Island. The ship was kept busy this season carrying coal to Great Lakes area steel mills and power plants trying to build coal stockpiles, cook, was preparing salads and desserts for dinner. Wallen, who's from Tennes­ see, said he ships exclusively out of the port of Detroit. The crew of the Reiss generally ship together for the entire season. They get to know each other pretty well. One in­ dication of the good feeling aboard the ship came from the galley where the chief cook, MEBA-member DuWayne Schoeneck, had baked a holiday fruit cake for each crewmemher. - SIU Brother Bill Cochenet who ships on the Lakes as QMED/oiler, checking the engine room's control board to prepare for the R. J. Reiss Bosun Robert Echley looks on as the self-unloading vessel empties its cargo via convevor vessel's departure from Zug Island. y y H K -at the National Steel Corp, Zug Island plant. pues its cargo via conveyor 20 / LOG / December 1977 December 1977 / LOG / 21 ••L �PORTLAND (Sea-Land), October 8 -Chairman, S. J. Alpedo; Secretary D. O. Coker; Educational Director Bert I. Reamey. No disputed OT. Chairman reported that six new men joined the ship at payoff in Seattle. Three of the new men had never been on a ship be­ fore but are doing an excellent job under the direction and supervision of Brother D. O. Coker, our new steward. Everyone is happy to have Brother Coker on board. Observed one minute of silence in memory of our departed brothers. BEAVER STATE (Apex Marine), October 2 — Chairman, Tom Henry; Secretary W. Wallace; Steward Dele­ gate C. DeVaughan. $20 in ship's fund. Some disputed OT in deck and engine departments. All communications were posted as they were received. Captain Ken Thocns took the opportunity of expressing his personal gratitude to all unlicensed personnel for a job well done under trying circumstances. He was pri­ marily referring to the breakdown in Singapore and several oil spills during the trip, which required a concerted effort by all hands. Next port, Eagle's Point. BALTIMORE (Sea-Land), October 8 — Chairman, Recertified Bosun J. Puglisi; Secretary George W. Gibbons; Educational Director W. J. Dunnigan. $1.5.25 in ship's fund. No disputed OT. Chairman discussed the importance of donating to SPAD. The steward depart­ ment thanked the watchstanders for keeping the messroom and pantry clean. Report to the Log: "Captain John K. Coulson of the ship, held a burial service for a departed Seafarer. The name of the deceased was Arthur Lomas. His wife wanted his ashes to be scattered across the sea because that was his life. At the service, pictures were taken and the crew expressed their con­ dolences." COASTAL CALIFORNIA (T. M. McOuilling), October 16—Chairman, Ken McGregor; Secretary Jim Bartlett; Educational" Director Bobby J. Ed­ wards. No disputed OT. A suggestion was made by the chairman to send a telegram to Washington saying that this entire crew supported the Oil Cargo Bill unanimously. Secretary reported that a new bosun is on board by the name of Ole Ma-Moo. McGregor and everyone is happy to see him aboard. All communications were read and posted. Observed one minute of silence in memory of our departed brothers. Next port, Wilmington. SEA-LAND TRADE (Sea-Land), October 24 — Chairman, Recertified Bosim E. D. Christiansen; Secretary R. P. Taylor; Educational Director R. Jong. $80 in ship's fund. No disputed OT. Chairman held a discussion on the importance of crewmembers upgrading themselves at Piney Point. All commun­ ications that were received were read and posted. A vote of thanks to the steward department for a job well4one. A vote of thanks to the electrician for his movies. SEA-LAND McLEAN (Sea-Land), October 23 — Chairman, Recertified Bosun Tom Kelsey; Secretary J. Myers; Educational Director Hubert Martin; Deck Delegate Enos E. Ott. $140 in movie fund. No disputed OT. A fire and boat drill was held on Saturday and is to be taken up with the patrolman at the payoff. Observed one minute of silence in memory of our departed brothers. 22 / LOG / December 1977 WALTER RICE (Reynolds Metal), October 18 — Chairman, Recertified Bosun W. Jefferson; Secretary W. Benish; Educational Director P. Ellis; Stew­ ard Delegate R. Crawford. $74.22 in ship's fund. Some disputed OT in deck and engine departments. Chairman posted the schedule of classes at Piney Point and encouraged all members to attend the various classes. The impor­ tance of SPAD was discussed and the fight against the big oil companies ex­ plained. Educational director asked crew to keep the library books circulat­ ing. Several safety faetors were also discussed and will be taken care of. All open fans are to be covered and signs to be painted warning when OSPHO acid is in use on deck. Next port. New Orleans. POTOMAC (Ogden Marine), Octo­ ber 2—Chairman, Recertified Bosun T. J. Hillburn; Secretary G. Tolliver. Some disputed OT in engine depart­ ment. The Logs were sent from Head­ quarters and passed out among the crew. Report to the Log: "This SIU has come a long, long way from Num­ ber Two Stone Street, New York. A vote of thanks to Paul Hall." JOHN TYLER (Waterman Steam­ ship), October 2—Chairman, Recerti­ fied Bosun Donald Pool; Secretary J. Moody; Engine Delegate W. Murphy. $14.25 in ship's fund. No disputed OT. Chairman advised all crewmembers to go to Piney Point for a rating. Also discussed the importance of donating to SPAD. Observed one minute of si­ lence in memory of our departed broth­ ers. Next port, Houston. SEA-LAND EXCHANGE (SeaLand), October 2—Chairman, Recer­ tified Bosun V. Poulsen; Secretary E. Miller; Educational Director G. Renale; Deck Delegate J. McLaughlin. $22.10 in ship's fund. $130 in movie fund. Chairman suggested that all seamen and their families should write to their state congressmen about oil shipments on foreign tankers from Alaska to U.S.A. and to write as many letters as they can to Washington, D.C. Next port. Seattle. MOUNT EXPLORER (Cove Ship­ ping), October 30—Chairman, Recer­ tified Bosun Pete Garza; Secretary Dario P. Martinez; Educational Direc­ tor Fred Harris. No disputed OT. Chair­ man advised the membership to take advantage of the School in Piney Point to upgrade themselves. Educational di­ rector explained the importance of do­ nating to SPAD. A vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed brothers. NEWARK (Sea-Land), October 19 —Chairman, Recertified Bosun A. Eckert; Secretary Ken Hayes; Educational Director J. Broaddus; Engine Delegate W. West. $5.00 in ship's fund. No dis­ puted OT. Chairman advised all mem­ bers that the new Log was out and everyone should read it. A vote of thanks to the steward department. Re­ port to the Log: "George McCartney is now in port and the brothers are very pleased with the prompt service. We want to wish Harvey Mesford a quick recovery." Next port, Seattle. SEA-LAND FINANCE (Sea-Land), October 16 — Chairman, Recertified Bosun J. Pulliam; Secretary F. Fletcher; Engine Delegate S. Mooney; Deck Del­ egate J. Long; Steward Delegate D. Bradley, No disputed OT. Chairman asked all crewmembers to write to the legislators in Congress that we support the Oil Cargo Preference Bill, House Bill No. H.R. 1037, Senate Bill No. S. 61 and that we would like their sup­ port also. Copy of a list of the U.S. House of Representatives was posted. Educational director advised all mem­ bers to upgrade when you can. Crew was also urged to read the Log and keep up with what is going on in the Union. The power pac forward is still noisy and the fumes from it are bad. Next port. Hong Kong. ST. LOUIS (Sea-Land), October 16 —Chairman, Ubie Nolan; Secretary C. Gibson; Educational Director E. Walker. $60 in ship's fund. No dis­ puted OT. Chairman held a discussion on several articles of interest that ap­ peared in the latest Log. All members were urged to donate to SPAD. A vote of thanks to the steward department for a job well done. Next port, Genoa. PONCE (Sea-Land), October 11— Chairman, Recertified Bosun J. San Filippo; Secretary Duke Hall; Educa­ tional Director H. Ulrich. $80 in ship's fund. Some disputed OT in deck de­ partment. Chairman suggested that all members should read the Log to keep up with what is going on in the Union and what the Union is doing for our job security. Also urged them to take ad­ vantage of the upgrading opportunities at Piney Point as it is for your own good. Report to the Log: "Should call this ship the SS Typhoon Ponce as we were in four in a period of three and a half weeks." Observed one minute of silence in memory of our departed brothers. Next port, Hong Kong. SEA-LAND VENTURE (Sea-Land), October 16 — Chairman, Recertified Bosun B. Butts; Secretary Roy R. Thomas; Educational Director Sam Hacker. No disputed OT. The chairman gave a talk on donating to SPAD and advised all crewmembers to read the Log. Everyone enjoyed this trip by go­ ing to Spain ra ther than Rotterdam and Bremerhaven. Observed one minute of silence in memory of our departed brothers. Next port, Jacksonville. Official ship's mihutes were also received from the following vessels: u. §' IsV PISCES DELTA BRASIL MOHAWK THOMAS JEFFERSON FLOR DEL RIO COLUMBIA CANl'IGNY • COUNCIL GROVE OVERSEAS ALICE NEW YORK PENN MARYLAND DELOmL THOMAS LYNCH DELTA PARAGUAY OGDEN WABASH DELTAMAR AQUILA WESTWARD VENTURE OVERSEAS ARCTIC JOHNPENN CARTER BRAXTON GALVESTON PANAMA SEA-LAND COMMERCE ANCHORAGE ALLEGIANCE ARECIBO TAMPA MOUNT VERNON 'VICTORY GUAYAMA SEA-LAND CWiSUMER GOLDEN ENDEAVOR VTRGO TAMARAGUILDEN OAKLAND POINTJULIE WORTH NECHES DELTANORTE WASHINGTON OVERSEAS JOYCE DELTA MEXICO ULTRAMAR ELIZABETHPORT OVERSEAS VIVIAN DELSOL BOSTON OGDEN WABASH SUGAR ISLANDER ACHILLES ZAPATA ROVER BRADFORD ISLAND (Interocean Mgt.), October 2—Chairman, Recerti­ fied Bosun C. D'Amico; .Secretary N. Johnson; Deck Delegate V. Roll; En­ gine Delegate Louis Pickhart; Steward Delegate Wayne Evans. Some disputed OT in deck department. Secretary re­ ported that we should start having a first aid safety meeting and movie shown once a week as it will make the crewmembers more aware, especially when it comes to smoking. Next port. Baton Rouge. OGDEN WILLAMETTE (Ogden Marine),October 9-Chairman,Recer­ tified Bosun E. Bryan; Secretary E. Kelly; Educational Director R. Staplin; Deck Delegate B. Anding; Engine Dele­ gate R. Scaivens; Steward Delegate C. Kreiss. No disputed OT. Chairman ad­ vised all crewmembers to read the Log as it contains some very important ar­ ticles and you will find out what is going on in your Union. All communications received were posted. A vote of thanks to the steward department for a job well done. �Mai --SiEgincleer • ' - C/aifs'J?# es stm vvarram fh Wide P« clear 51,?: »W© KOitOg^ "P^exion baulin ^ ^ ruddv zen Nnrfi, toys .r^ of sailing carrv* from 47 v#> • -V * ^ :' ' / > • • -" ; ,, •-' . - Canf ni„_. -.•»!.> >/ . V"^- j. -H: A>r^;'r.-' • s„=^-.\. ^?f##S ;P^S5JSK --v'T' ^3pf. Marcel "o gm at the time For^the Commanche he toweZl P and down Vief \T ^^^''OUS cargo 'Coastline. His job was^"i^ ""marked ^angerous by the ^ ® more /^^:««es and by h^ " ts along the way. " ^"'Per f'i,^ ," .- «f^;'7K .V:•' :<;L " "-c ... "^^'''Vi^tkT''''"''''^ ooastZ""^ • -: ••-• '' ,. •- • -.. , •" • •". '• Men Lost s'-w>«> . Ij^"P&S^y'j'k r • -v..'' ;;q >4 .>•-.X'•w'- "".: ' • r"'^, I. i i,' n<: ', •:Ai. "Iv--.' •-r •.,•:•-; S 'ions depot suppfcd'i '°c "munianploded whenTfort "'®. 'hat 'I fean"?"!? "' a tug with o as in the wheeih S With a more famiUr. , Chouse of Camraaache, but T "'"d'an name -apo„. .p a,, - tary Sea Tran "amed U S hi \/i-f in 1 • ^"^Portation Mihf ""« ^uppWes tn 2 '"^ ('^STS) "y Alaska Barge anw ^ Port A ^ o^n< ^ -'a„Ve7;:S Agent »„ BuffaloPo„ a. n •*' T?'S:r|'XJ:""''''®"" «e«rea Buffalo port a^rif"""^-He , Crowley'waridm """' P®" of Far East tion of coastal mnv "° 'radi'"?a and barges to iTe f ''^'•«° by batb up rapt-diy to tt ' '°^ees neither manpowr „ "^"""'ly- But ""•"ted^^y/.Boudreau. watCT off Wet'htora Md jJ'PPme harbors. Born in Detroit h! • -i a hemis^Ze'r^^^^^^^ Boy Boudreau ^he€k . . ''iClHll^^: ' '»^. . . . t ''J^' • Sii hZl *1"' "•'•"00 flfcs ^Th^'"'•' hack >r»Krre".-X? ^Ifor Ufeboaf ESjaBSsS^saasseaa—-. Is- '.ft- e-; . ,1® f'Si about the time he ""^onSerUt Jsi'' : Pmked up 44^0JQ Bar East commander ff ^ ^^TS ^'bw things fn,„..s^„ft^^Wtoa™ a histoiy of the operation '^„^"o^ed in ^>oms to the Orienr: "TowNt%4Sm^ ' ' Because most of tu • • • we thought we wo ^ nothing but problems f ^^ve pen- realize then that t^ev'h'w "^^^'^n't Peop/e who had a can ri ^""ch of regardless of whether ih wontfi due fo n? 7 ''e rup ^as old or not, they stin% ^^n^Pment ning." still kept it runHoover, the series » 'he January yrfftf|^™ed -a^ ies«e Ji SI SS Shark Fin Soup " ''""P a aailor. But if t""" -Pay not be 2'\^>okhi^lZl<f><'o/toZ^e ®'°" end vacation^',^ "• 4^^ '-'re. ^ 'ake^H to'^mueh m"" °" Hnno,/ roundings. The vessel ? ^^^^^ant sur•^""n to islands in the o San carries general nCaribbean She ^^ep congested company haTp^ifn over-the-beach cargo L^P^"^^ce m ^me stations on ASI. / f>ew ^^ey proved to ^ "gam under even m do it ing m 1943°dur/^g",^^^™% '«8an sail'S"? to the I950's h! u ^" From P'ze the Browning and iu^5f '° °''easi-P companies H^^J^'"]'""' SeamFPC 'n the 1947 a,It T- "'' ">= P'cfcet "-•^eandintoeX&^'^H.V. Pensioner Boudreal ° ""'aO'-'reasurerto/L^SUtS Anofi, 7; d'Ps, of young v^etna"' 'rage'iws, some of whom bombing vicwaler himself from hismTi""' ""o memories of the War thl, bas •-••.des^nruar;Sdr''''--h™« «^94^Pl£'pojroUer'^ "" '^*"'>" '" deck depa° L; He aailed ^;'v from entmy tt.'rho" h"""^ '^^"^age Joss, only two men f ^ a great ' V'-( ' f-J ftft .rft <-4.* , . '^!i/ i;Mi . .> 4 • osrry-w,de vacation These five SIU m K "-•1. December 1977 /LOG / 23 �Break Big Oil's Transportation Monopoly Continued from Page 3 mand for oil, and with it the opportunity to charge higher prices for petroleum." Trade Reform, Continental Shelf In its stand on U.S. trade policies, the MTD Convention criticized the Trade Act of 1974. Among other things, the Act permits products manufactured in developing nations to enter the U.S. duty free. The MTD recognized that the orig­ inal intent of this provision was to assist developing countries in building their industrial base while at the same time raising their living standards through expanded imports. However, said the MTD, "what it actually does is encourage U.S. firms to locate in lesser developed nations where they can exploit the low paid workers." The MTD charged that this migration of U.S. industry to underdeveloped na­ tions "is causing an acceleration in job losses and plant closings at home." The MTD also charged that the American consumer does not pay less for imported goods. It contended that "the savings that result from the differ­ ence in labor costs between the U.S. and foreign competitors are not passed on to the consumer." The MTD warned that "if America wants to preserve its economic strength, Congress must insist on fair trade prac­ tices that give American industry and American workers the opportunity to compete on an equitable basis." In another major action involving jobs for Americans, the MTD urged a "Build American" program in the de­ velopment of oil and natural gas re­ serves on the U.S. outer continental shelf. The MTD said that such develop­ ment has a tremendous job-creating potential for American workers. How­ ever, the MTD noted that America's one-time dominance in the construction of offshore oil rigs is rapidly fading. It is giving way to foreign built rigs. The MTD, in the interest of employ­ ment for U.S. workers, called on Con­ gress to pass legislation providing for "the exclusive use of U.S.-buUt, U.S.- manned drilling rigs and platforms for the exploration of U.S. offshore oil and gas resources." As of Jan. 1, 1978, the AFL-CIO Maritime Trades Department will have some new people working for the fortunes of the maritime industry. MTD President Paul Hall, left, offers a word of congratulaticns to (I. to r.): Jean Ingrao, who will take over as administrator from the retiring 0. William Moody; John Yarmola, who will serve as national field coordinator, and Dave Dolgen, polit­ ical and legislative director. Mrs. Ingrao has been with the MTD for 28 years. Sen. Inouye Warns About State of U.S. Merchant Marine Sen. Daniel K. Inouye, Democrat from Hawaii, told the Biennial Con­ vention of the AFL-CIO Maritime Trades Department in Los Angeles this month that he is not an alarmist. He proved that by publicly announc­ ing his gratitude to maritime labor for its support in his election campaigns. This comes at a time when the national press is calling for the heads of politi­ cians who support maritime programs. In particular those who support oil cargo preference, which the papers termed a "political payoff" to the mari­ time unions. However, Sen. Inouye, who is chair­ man of the Senate Subcommittee on Merchant Marine and Tourism, had a few alarming statistics for the MTD Convention delegates concerning the state of the American merchant marine. Inouye told the delegates: Senator Daniel Inouye • The U.S. requires 71 strategic raw materials for the national defense. We are self sufficient in only three, meaning the U.S must import, in varying degrees, 68 of these materials. For instance, the U.S. imports more than half of our oil and 90 percent of our bauxite. • The U.S. merchant fleet has dropped from first to tenth place among the world's merchant fleets since World War 11. • In the same time, the Russians have risen from "virtually nowhere" to sec­ ond place. In 1976 U.S. ships carried only 4.4 percent of the nation's foreign com­ merce as opposed to 42.3 percent in 1950. Inouye said, "we are supposed to be a world power, but no other world power has allowed their merchant fleet to decline to such a low state as we have allowed ours." The senator then reeled off some percentages of commerce carried by other major foreign national fleets. He said the Russians carry 50 percent of their foreign commerce; the Japanese 40 percent; the Greeks 45 percent; the Spanish and Norwegians 37 percent, and the West Germans and French 30 percent. He continued, "the British, who are supposed to be broke, carry 34 percent of their foreign commerce." He also pointed out that Soviet ships now carry more cargo between the U.S. West Coast and the Far East than do American ships. Inouye said bluntly, "if we expect to remain a world power we cannot con­ tinue to allow alien flag vessels to carry the vast majority of our foreign com­ merce." Inouye also stated, "I can foresee the day when foreign nations will call a shipping embargo on the United States for political leverage." He concluded, "if you think the oil embargo was black­ mail, you ain't seen nothing yet." At MTD Confab, Sen. Craxel Backs Lower Inland User Tolls The Mississippi doesn't flow through Alaska, and the humid clime of Panama rarely invades Alaskan air space. But Sen. Mike Gravel, Democrat from Alaska, is concerned about maritime issues involving both these areas. And he talked about them at the convention of the AFL-CIO Maritime Trades De­ partment this month in Los Angeles. Gravel first took up the controversial issue of the replacement of Locks and Dam 26 at Alton, 111. on the Mississippi. The towing industry has considered this the most important project for the in­ land waters. But it has been delayed for several years because of legal and political roadblocks. Earlier this year, the House passed I Editor, Change of Address Or New Subscriber LOG 675 Fourth Ave., Brooklyn, N. Y. 11232 I would like to receive the LOG—please put my name on your mailing list* (PrinI fn/ormation) NAME ADDRESS CITY STATE ZIP. SIU members please give: Soc. Sec. # Bk # TO AVOID DUPLICATION: If you are an old subscriber and have a change of address, please give your former address below or send mailing label from last issue received. ADDRESS CITY . 24 / LOG / December 1977 STATE. ZIP. legislation clearing the way for the project. But it attached a user charge, or toll, amendment to the bill. The tow­ ing industry companies initially op­ posed the user charge, but since have decided to go along with it. The SIU is still strongly opposed to any user charges. As noted by Gravel, the Senate ver­ sion of the Lock and Dam 26 bill calls for a much higher user fee than the House bill. Gravel said the higher fee would be a detriment to the towing industry and its workers. And he said he would support the lower fee in the House version when the bill comes up in the Senate next year. Gravel also talked about the possi­ bility of construction of a new sea level canal across Panama. He contended that by 1990 the present canal will be all but obsolete. He added that an engineering study done during the Johnson Administra­ tion found that a sea-level canal was feasible for construction 10 miles west of the present site. Gravel said that a sea-level canal "could provide a new thrust for the re-engineering of the U.S. merchant fleet as well as major American port facilities." Senator Mike Gravel He added that a new canal would be important for the economy of Alaska as well. He said that the project would encourage the further development of Alaska's energy resources. This is be­ cause the canal would provide a cheap, easy means for water transportation between the 49th State and the energyshort East Coast. Gravel said he wouldn't even be in office had it not been for the support of labor in his campaign. Fie asked that maritime labor support his proposals concerning Panama and the Mississippi River project. �Kirkland Pledges Labor's Support For U.S. Maritime Industry Lane Kirkland, secretary-treasurer of the AFL-CIO, renewed the labor move­ ment's pledge of "full and active sup­ port" in the fight for a fair oil cargo preference bill for American-flag ships. Kirkland spoke this month before the Biennial Convention of the AFL-CIO Maritime Trades Department in Los Angeles. He noted that "the seafaring and shipbuilding trades have had a very rough year and a disappointing setback on the legislative front." He was refer­ ring to the defeat of the Carter-proposed 9.5 percent oil cargo bill for U.S. tankers. Kirkland said, "the only consolation we have in this case is the fact that the American maritime industry over the years has already been so starved, abused, brutalized, spurned, orphaned, molested, smeared and betrayed that one more kick in the stern just lands on calloused scar tissue." He affirmed that U.S. seamen, how­ ever, are not the only victims of the oil bill's defeat. He said "the whole trade union movement, which has always counted maritime labor as one of its most essential fighting forces in all of its struggles for human progress, suf­ fered as well." Kirkland cited the State Department as a major reason for the bill's defeat. He said that State "is now energetically engaged in international efforts to give the oceans back to the bowhead whale, but cannot summon from the depths of its little heart one small twinge of sym­ pathy or concern for that rare and dwindling species, the American sailor." The long-time AFL-CIO secretarytreasurer said that despite the oil bill's Lane Kirkland defeat, "the case of U.S. maritime is really getting stronger and more urgent all the time." He compared the plight of maritime to the growing job losses in the U.S. steel, clothing, textile, shoe, rubber, and electronics industries. He said, "what has happened to mari­ time over the years is now happening to more and more trades and industries. The country and the Congress are be­ ginning to wake up and realize that what is now happening is not just an isolated mugging down near the docks, but that the muggers are moving up­ town and taking over; even the rich aren't safe any more." In closing, Kirkland pointed to the AFL-CIO's fight for a fair shake for American industry and ail American workers. He pledged that "the problems of the maritime industry, which suf­ fered first, most and for the longest, will not be overlooked or lost in the shuffle." Murphy: Public Must Learn Maritime's Role in Economy, Defense America lost more ships in World War II, a total of 700, than presently make up the modern U.S. merchant fleet. public's lack of understanding of mari­ time. The New York Democrat sponsored the 9.5 percent bill in the House. He said "the public bought the press stories that the bill represented 'political pay­ offs' to maritime for its support of the Carter campaign. This put a lot of pressure on people to vote against the bill." Rep. John Murphy (D-N.Y.), speak­ ing before the AFL-CIO Maritime Trades Department Convention this month, pointed to this statistic. He wanted to demonstrate how far the American merchant fleet has declined in the last 30 years. But, he said, before anything mean­ ingful can be done to correct this situ­ ation "the American people must be educated as to the importance of a strong merchant marine to our economy and national security." Murphy chairs the House Merchant Marine and Fish- Rep. Jack Murphy eries Committee. He put part of the blame for the recent defeat of the 9.5 percent oil cargo bill on the general Murphy praised the Carter Adminis­ tration for its support of the oil bill. But, he said, "even though we have a new Administration, we have the same old bureaucrats in the State and Treas­ ury Departments, who continue to op­ pose maritime." He said, however, that "the defeat of the oil bill is not that serious a loss be­ cause it was not a make or break situ­ ation. I considered the legislation as just a start for a total cargo program for the U.S. merchant fleet." Murphy said that his overall goal for the merchant marine is to "reserve 50 percent of all cargoes, not just oil, for American-flag ships." He called on maritime labor to continue its work in the political area to assist him in getting the necessary programs through Con­ gress. In closing. Murphy said "the U.S. merchant marine is hurting and it won't be an easy job to correct the situation. But without the work that maritime labor has already done, we wouldn't even have a U.S. merchant marine." 'Flags of Convenience' Ships Take High Toll at Sea Ships flying the so-called "flags of convenience" are continuing to take a high toll in disastrous oil spills, loss of life, and heavy insurance losses. The latest incident—potentially the worst maritime disaster ever—occurred this month when two Liberian flag super­ tankers collided off South Africa. The ships were owned by Bethlehem Steel and under charter to Gulf Oil. The collision between the Venoil and the Venpet, both 325,728 deadweight tons, came Dec. 16. It occurred in clear weather and calm seas 20 miles off Cape St. Francis and about 80 miles south of Port Elizabeth. Fire broke out aboard both ships. But quick rescue efforts by a helicopter from Port Eliza­ beth and nearby ships saved 84 of the 86 crewmembers. Two men are missing. The unlicensed crewmembers of both ships are Chinese nationals. The fires aboard both ships have been extinguished, and both appear to be salvageable. Fortunately, the oil spill was limited to ruptures in the bunker tanks of the two vessels. The Venpet was eastbound under ballast when the collision occurred in the early morning hours. The Venoil was bound from Kharg Island in the Persian Gulf to Novia Scotia with 300,009 tons of crude oil. She was later towed out to sea. Ar­ rangements were being made to have her cargo transferred to another tanker. The Venpet was towed to Port Eliza­ beth. The two vessels are sisterships. Both were built at the same time in 1973 at the Mitsubishi Heavy Indus­ tries yard in Nagasaki. This latest disaster involving "flags of convenience" ships came less than a month after the release of a report from the Tanker Advisory Center in New York. This report showed a drastic in­ crease in tanker losses during the past year. According to TAC, at least 20 tankers totalling more than 1.1 million deadweight tons were lost in 1976. This is an increase of 44 percent over 1975, and 600 percent more than the tonnage lost in 1974. Commenting on the report, Robert G. Lowry, vice president of the Marine Office of America Corporation, said: "These dismaying statistics demonstrate the critical need to tighten up maritime regulations for oil-carrying vessels— particularly those flying so-called 'flags of convenience'." According to a study by the National Academy of Sciences, human error is a major factor in more than 80 percent of all accidents at sea. Weather and mechanical failure account for less than 15 percent of total losses. "It is not surprising that a number of accidents involving Liberian flag ships have been found to involve an incom­ petent and unqualified crew," Lowry stated. Meanwhile, the International Union of Marine Insurers (lUMI), in its an­ nual report, again showed that "flags of convenience" ships had loss ratios well above the world average (See Chart). Leading the pack were the ships flying the flags of Panama and Liberia. By contrast, the report produced by the Liverpool-based marine insurance organization showed U.S.-flag ships to be among the safest fleets in the world. PRIIMCIPAL NATIONAL FLEETS WITH HIGH/LOW LOSS RATIOS (AVERAGE 1972/1976) HIGH PANAMA TANKERS BULK CARRIERS GENERAL LOW rr U.S.A. NORVt/AY JAPAN WEST GERMANY U.K. U.S.S.R. FRANCE 0.5 1.0 LOSS RATIO % SOURCE; International Union of Marine Insurers (lUMI). December 1977 / LOG / 25 �SIU Atlantic, Golf, Lakes & Inland Waters United Industrial Woricers of North America PRESIDENT Paul HaU SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Frank Drozak VICE PRESIDENTS Earl Shepard Lindsey Williams Cal Tanner Paul Drozak HEADQUARTERS 675 4 Ave., Bklyn. 11232 (212) HY 9-6600 ALPENA, Mich 800 N. 2 Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 Dispatchers Report for Deep Sea *TOTAL REGISTERED All Groups Class A Class B Class C NOV. 1-30, 1977 Port TOTAL SHIPPED All Groups Class A Class B Class C **REGISTERED ON BEACH Alt Groups Class A Class B Class C 3 17 3 7 10 2 5 21 9 5 5 6 3 20 1 0 117 0 4 1 3 5 1 0 6 2 0 2 4 1 10 0 0 39 4 203 24 47 31 15 32 141 57 77 19 50 15 112 0 1 828 7 50 7 13 8 6 9 25 17 13 14 12 3 22 0 0 206 6 9 0 1 2 0 0 2 4 1 0 1 1 6 0 0 33 2 110 13 30 18 11 32 88 35 50 10 31 13 69 0 0 512 0 16 2 6 2 1 2 11 3 9 2 9 3 9 0 0 75 1 0 0 0 0 0 0 0 3 0 3 0 0 0 0 0 7 0 90 6 45 11 6 20 77 20 56 9 27 27 41 0 3 438 10 148 31 40 22 8 20 69 37 39 14 21 25 52 3 4 543 11 197 2 23 6 1 2 20 13 19 7 21 3 61 0 1 387 1,149 472 81 2,868 *"Total Registered" means the number of men who actually registered for shipping at the port last month. *'*"Registered on the Beach" means the total number of men registered at the port at the end of last month. 941 466 3 79 8 18 9 23 69 27 42 17 4 59 0 3 14 5 4 6 1 4 13 7 3 " 6 4 1 7 1 0 79 1 3 0 1 1 1 0 2 2 0 3 4 0 2 0 0 20 6 39 11 4 7 1 5 23 13 13 7 10 6 19 22 0 186 1 4 0 1 4 1 2 1 1 1 4 5 0 5 0 0 30 9 247 21 65 30 16 56 172 67 78 40 93 26 168 0 2 1,090 ENGINE DEPARTMENT Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 79 16 20 5 12 51 8 4 *.353 3 22 5 7 4 4 6 13 5 6 7 12 2 14 3 0 113 1 5 0 1 0 1 0 1 1 1 0 0 0 1 0 0 12 0 6 1 1 0 0 1 7 2 2 0 0 0 0 0 0 0 0 1 0 2 0 0 0 0 0 3 Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 6 87 22 25 12 8 14 58 42 50 14 44 39 71 0 0 492 1 79 9 15 5 0 17 37 40 51 10 31 31 51 2 1 380 1 35 5 10 4 1 8 10 7 9 7 12 3 23 6 0 141 0 5 0 2 0 1 0 0 0 2 0 1 0 1 0 0 12 STEWARD DEPARTMENT .. 0 43 7 10 7 5 4 32 12 27 6 20 2 25 2 0 202 i 8 2 5 4 0 40 Totals All Departments . . . . 26 / LOG / December 1977 1 24 9 3 4 0 4 15 5 18 1 9 7 16 29 0 145 2 1 0 1 2 0 0 1 3 2 3 11 0 12 0 1 39 ENTRY DEPARTMENT Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 2 50 6 14 6 2 6 34 26 35 8 25 22 37 2 2 277 1 28 6 10 6 4 7 28 9 29 7 21 2 24 1 4 187 1,168 4 62 23 14 9 4 7 28 21 34 9 17 4 36 48 3 323 5 48 0 6 2 0 1 9 10 13 5 26 1 23 0 1 150 555 185 215 Essex St. 02111 (617) 482-4716 BUFFALO, N.Y 290 Franklin St. 14202 (716) TL 3-9259 CHICAGO, ILL.. 9383 S. Ewing Ave. 60617 (312) SA 1-0733 DECK DEPARTMENT Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals BOSTON, Mass CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) MA 1-5450 DE I ROIT, Mich. 10225 W. JelFerson Ave. 48218 (313) VI 3-4741 DULUTH, Minn 2014 W. 3 St. 58806 (218) RA 2-4110 FRANKFORT, Mich P.O. Box D 415 Main St. 49635 (616) 352-4441 HOUSTON, Tex 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala IS. Lavrrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va 115 3 St. 23510 (804) 622-1892 PADUCAH, Ky 225 S. 7 St. 42001 (502) 443-2493 PHILADELPHIA, Pa. .2604 S. 4 St. 19148 (215) DE 6-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 PORT ARTHUR, Tex. . . 534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif. 1311 Mission St. 94103 (415) 626-6793 SANTURCE, P. R. 1313 Fernandez, Jiinco.s, Stop 20 00909 (809) 724-2848 SEATTLE, Wash 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo. . .4581 Cravois Ave. 63116 (314) 7.52-6500 TAMPA, Fla. 2610 W. Kennedy Blvd. 33609 (813) 870-1601 TOLEDO, Ohio .... 935 Summit St. 43604 (419) 248-3691 WILMINGTON, Calif. 510 N. Broad St. 90744 (213) 549-4000 YOKOHAMA, Japan P.O. Box 429 Yokohama Port P.O. 5-6 Nihon Ohdori Naka-Ku 231-91 201-7935 Shipping at deep sea A&G ports picked up by 435 jobs last month over the previous month as a total of 1,702 Seafarers shipped on SlU-contracted vessels. The big jump can mostly be attributed to the crewing of some laidup containerships near the end of the month when the ILA strike came to a close. Shipping has been good and is expected to remain that way. �AFL-CIO Presses Don't Buy Boycotts Nationwide The AFL-CIO Executive Council is pressing hard for its nationwide boy­ cott campaign of meat products made by the Iowa Beef Processors Co. Inc. Located in Dakota City, Neb., it is the world's biggest meat packer. The don't buy boycott was imposed on Feb. 26. At that time 2,000 workers at the com­ pany's main Nebraska plant went on strike. They are members of the Amal­ gamated Meat Cutters and Butcher Workmen Union. The strike came after a complete breakdown of new contract negotia­ tions following months of bargaining. It was reported that the company had agreed then to most of the terms of the new contract. Iowa Beef then changed its mind and tried to force a wage set­ tlement of $1.05 an hour less than the pay scale in other major packing com­ panies. an NLRB certification election at the company in March. By a vote of 104 to 23 they won the right to negotiate for their first contract with the company. The UFWA went on strike on July 11. It said the company used stalling tactics in the weekly bargaining ses­ sions. Immediately, the union says. Fox hired 60 strikebreakers or scabs. On Nov. 1, Dothan police arrested two United Furniture strike leaders on the picketline. Another U.S. furniture boycott has been imposed by the AFL-CIO on the Mason-Tyler (Tex.) Manufacturing Co. The union here is also the UFWA which went out on strike on July 11 after 23 "fruitless" bargaining meetings. Six P9ck,..loo Much 9i Antj Price Supermarket chains carrying Iowa Beef products include: A & P; Grand Union;Waldbaum*s; Daitsch-Shopwell; Sloan's; Shop-Rite and Pathniark. Shoppers are urged to tell their super­ market managers not to stock the un­ marked Iowa Beef and meat products In their stores. Already the U.S. boy­ cott against Iowa Beef has succeeded in getting the supermarket chains to cut back on their purchases of the com­ pany's meat line. This consumer action will help to shorten the strike. i • Dal-Tex Optical Co., The Inter­ national Union of Electrical, Radio and Machine Workers says don't buy pre­ scription eyeglass, lenses, frames, con­ tact lenses, sunglasses and safety glasses from them. • Croft Metals Inc., makers of alum­ inum and vinyl doors, windows^ bath­ tub enclosures, patio doors, ladders, camper products and building special­ ity products. The union is the United Brotherhood of Carpenters and Joiners of America. • Kingsport Press, book printer. Its major customers are the Field Enter­ prises Education Corp., publishers of World Book, Childcraft, and the En­ cyclopedia Britannica Inc. which pub­ lishes Britannica Jr. and the Great Books of the Western World. The unions there arc the Graphic Arts In­ ternational, International Typographi­ cal, International Printing and Graphic Communications, and International A§^ sociation of Machinists. The AFL-CIO is also strongly push­ ing another major U.S. boycott, started in September. This is against furniture labeled Fox Manufacturing Co. The furniture is made by the Charles (Heyman) Manufacturing Co. of Dothan, Ala. Union members of the United Furni­ ture Workers of America (UFWA) won Delta Uruguay Committee MEMBERSHIP MEETINGS' SCHEDULE New York Philadelphia Baltimore Norfolk Jacksonville Detroit Houston New Orleans Mobile San Francisco Wilmington Seattle Piney Point San Juan .. Columbus . Chicago Port Arthur Bulfalo St.^Loiiii Cleveland Jan. Jan, Jan. Jan. Jan. Jan. Jan. Jan. Jan. Jan. Jan. Jan. Jan. Jan. Jan. Jan. Jan. Jan.Jan. Jan. 3 Deep Sea Lakes, Inland Waters UIW 2:30 p.m 7:00 p.m. 3 ,,,,,,,,,,,, 2;30p.m. 4 5 5 6 9 10 11 12 16 20 14 5 21 10 10 11 13 12 City, Calif., makers of riveting machin­ ery. International Association of Ma­ chinists and Aerospace Workers mem­ bers struck the company on Apr. 1. The company's contract proposals would have wiped out employee seniority pro­ tection. Rylock has hired 40 scabs and a guard firm which has assaulted the strikers. Companies remaining on the AFLCIO "Don't Buy List" are: • The J.P. Stevens & Co., giant tex­ tile maker of sheets, pillowcases, car­ pets, table linen, hosiery, towels^ blan­ kets, fabrics, etc. The union there is the Amalgamated Clothing and Textile Workers. • The R.J. Reynolds Tobacco Co., manufacturers of Real, Winston, Salem, Camels, Doral, More and Now cigarets, Winchester Little Cigars and Prince Albert Smoking Tobacco. The union there is the Tobacco Workers Interna­ tional. • Coors Brewery, Golden, Colo. Makers of Coors beer. The union, AFLCIO Brewery Workers Local 366 is now on strike at the brewery. • I'he United Farmworkers of Amer­ ica Union says don't buy grapes or let­ tuce not bearing the union label on the carton or crate. Ex-Iowa Beef worker, and now strike coordinator, Louis Anderson says the company is back to the days of Upton Sinclair's The Jungle. It has "sweatshop working conditions, safety violations and oppressive (anti) labor relations." In eight years, the union has only been able to organize 40 percent of Iowa Beefs workers, mostly in the main plant. The current contract will be the third negotiated. It will also be the third strike against the company which was founded in 1961. Date • The glassware manufacturing firm of Bartlett-Collins of Sapuipa, Okla. American Flint Glass Workers Union members there have been on strike against the company since Sept. 14, 1974. Contract negotiations, which started June 1974, broke down then. • The American Buildings Co. of Eufala, Ala., makers of metal buildings. United Steelworkers of America Local 7326 struck the company on Dec. 2, 1976 after 10 years of good relations. The union said the company resorted to "take-it-or-leave-it" contract propos­ als which would have cut wages, bene­ fits and working conditions. Since the strike, the company has hired scabs. • The Rylock Co. Ltd. of Union 2:30 p.m 9:30 a.m 2:00 p.m 2:30 p.m 2:30 p.m 2:30 p.m 2:30 p.m 2:30 p.m 2:30 p.m 2:30 p.m. 10:30 a.m. 2:30 p.m. 7:00p.m. 7:00 p.m. 7:00 p.m. .. . — — 7:00 p.m. 7:00 p.m. — — •— 1:00 p.m. 2:30 p.m. 2:30 p.m. Way down yonder in the port of New Orleans at a payoff recently is the Ship's Committee of the SS Delta Uruguay (Delta Line). From left are: Chief Steward Wilbert J. Miles, secretary-reporter: Steward Delegate Joseph Gorofinkie, Re­ certified Bosun Anthony Radich, ship's chai man, and Deck Delegate James Brooks. December 1977 / LOG / 27 �NMC Ads Promote U.S. Merchant Fleet In the event that any SIU members have legal problems in the various ports, a list of attorneys whom they can consult is being published. The mem­ ber need not choose the recommended attorneys and this list is intended only for informational purposes: The following is a list of recom­ mended attorneys throughout the United States: NEW YORK, N.Y.—Schulman, Abarbanel & Schlesinger 350 Fifth Avenue New York.N.Y. 10001 Tele. #(212)279-9200 BALTIMORE, MD.—Kaplan, Heyman, Greenberg, Engelman Belgrad Sun Life Building Charles & Redwood Streets Baltimore, Maryland 21201 Tele. #(301)539-6967 HOUSTON, TEX.—Combs, Archer & Peterson Americana Building 811 Dallas Street Houston, Texas 77002 Tele. #(713) 659-4455 TAMPA, FLA.—Hamilton, Douglas & Bennett 101 East Kennedy Boulevard Tampa, Florida 33602 Tele. #(813) 223-3991 SAN FRANCISCO, CALIF.Henning &. Walsh Shell Building 100 Bush St. San Francisco, Calif. 94104 Tel. #(415) 981-4400 ST. LOUIS, MO.- -Gruenberg & Sounders 721 Olive Street St. Louis, Missouri 63101 Tele. #(314)231-7440 NEW ORLEANS, I.A.—Dodd, Barker, Boudreaux, Lamy & Gardner 1400 Richards Building 837 Gravier Street New Orleans, Louisiana 70112 Tele. #(504) 586-9395 LOS ANGELES, CALIF.—Bodle, Fogel, Julbcr, Reinhardt & Rothschild 5900 Wilshire Boulevard Los Angeles, Calif. 90036 Tele. #(213)937-6250 -V MOBILE, ALA.—Simon & Wood 1010 Van Antwerp Building Mobile, Alabama 36602 Tele. #(205) 433-4904 DETROIT, MICH.—victor G. Hanson 19268 Grand River Avenue Detroit, Michigan 48822 Tele. #(313) 532-1220 FALL RIVER, IV.ASS.- -PatricK H. Harrington 56 N. Main Street, Bennett Bldg. Fall River, Mass. 02720 Tele. #(617) 676-8206 SEATTLi:, WASH.—Vance, Davies, Roberts, Reid & Anderson 100 West Harrison Plaza Seattle, Washington 98119 Tele. #(206) 285-3610 CHICAGO, ILL. -Katz & Friedman 7 South Dearborn Street Chicago, 111. 60603 Tele. #(312)263-6330 28 / LOG / December 1977 Below is one of the many ads that the National Maritime Council is running in the national news media. To encour­ age support for a strong U.S. merchant marine, the NMC is running these ads in some of the major news publications, such as. Time and Newsweek. The Council wants to encourage American business to ship on U.S.-flagships. So the ads are also running in business oriented publications like the Wall St. Journal. The National Maritime Council is composed of government, company and union representatives who are interested in promoting a viable U.S. merchant marine. This message is to you by your Meaichant Marine. Actually, this "signal of dis­ tress," applied to our merchant marine, is an understatement. The position of our U.S. cargo ships in today's internationd marketplace is not merely dis­ tressing; it is potentially danger­ ous to our country politically, militarily, and economically. Do we sound like alarmists? Consider this. After World War II, we had over 4800 U.S. flag merchant ships; today we have 577. Connpare that 577 to Liberia's 2600, Russia's 2400, Japan's 2000. Today our com­ mercial merchant fleet is tenth in size and we're eighth in merchant ship construction. Today, while Russian flag ships carry 50% of Russia's foreign rade and Japa­ nese ships carry 39% of Japan's breign trade, U.S. lag ^ips carry less than 6% of ours. Jn dry bulk, less than M) If we do not 3uild up our mereet, it means osing a vital link in our intermodal ransportation sysem. t means more dependence on for­ eign shipowners and their standards of care for our envi­ ronment. It means ess protection from unfair freight rates and practices. It means a weakened defense arm and the OSS of our nation's shipbuilding capability in case of emergency, "t means economic losses affect­ ing our balance of payments, tax contribution and employment situation. From the vie\\point of national interest, these are all good reasons to ship on U.S. flag ships. But what of the individual shipp^? Does he get any direct benCTit? Yes. Today, despite the erosion of our fleet, unions, man­ agement and government have b^n working together through the National Maritime Council to help a new-generation industry achieve its highest level of labor stability and reliable service. Technological innovations have increased U.S. capability and efficiency, and U.S. crews are among the most highly trained and productive in the world. In addition, general cargo shippers know that U.S. flag ship rates are fully competitive with those of most foreign flag ships. You can see why it pays to ship American. What to do? Tell your Con­ gressmen how you feel about the American merchant marine. If you export or inport, specify that your cargo goes on Ameri­ can flag ships. If you'd like to learn more, send for our booklet on U.S. Flag Shipping. Write National Maritime Council, Box 7345, Washington, D.C. 20044. National Maritime Council In Emergenqr Notify USPHS by Telegram Any Seafarer or Boatman who bers have made it a practice to is taken to a hospital other than notify USPHS by phone. Unfortu­ a USPHS facility for emergency nately, when it comes time to pay treatment, must notify the nearest the bill, there have been cases USPHS hospital of bis situation when USPHS has refused to pick within 48 hours, and it is suggested up the tab claiming they have no lhat the notifi^tioii be made by; ^ record of die telephone caD. How­ ever, by using telegrams you will ^^legram^ 'J; have pennanent proof that you ac­ ;; In die past, many of our mem« •-i tually notified USPHS within the prescribed period and at the same dme you will eliminate any confu­ sion dealing with phone calls. If you have no recourse, though, but to use the phone, you should make it a point to; get die name, tide and department of the person who l^dl^ ypur cap» �The bunkhouse at the Center, where the residents live, Is brightly decorated for Christmas. brotherhood and the spirit of Christmas with decorations, lights, and a traditional Christmas tree. Brotherhood in Action 14' ...for SiU members with Alcohol problem Brotherhood is a strong tie which holds us together as a family. And Christmas is a family celebration. Some of our brothers at the Seafarers Alcoholic Rehabilitation Center have captured our feelings of Sheila Elginton, office manager ai. the Center, and Brother Jack Bennett of Wilmington, Calif., hang up Christmas cards which were received from friends of the Center. Bill Hibbert, Director of the Center and Seafarer Justice Hughes set up the traditional Nativity Scene in the front area of the Alcoholic Rehabilitation Center. These decorations represent the feelings of all of us—the Brothers of the Sea. We are always working for a better life for everyone. Dur­ ing this year, we have helped our alcoholic Seafarers to conquer al­ coholism and re-enter the maritime industry ivith a refreshed ontook on life. So this holiday season we can celebrate as a family their success in fighting alcoholism. The Center belongs to us. Dur­ ing its two years of operation, our brothers have been helped due to our efforts. We are giving the mem­ bers of our Union the chance to make their lives and those of their families better. As this holiday season arrives, leCs offer our fellow Seafarer a Merry Christmas and Happy New Year. Nativity Scene on the front porch of the Center which is located in Valley Lee, Md. 1 Alcoholic Rehabilitation Center I am interested in attending a si.\-\».eek program at the .-Meoholic j Rchtibilitation Center. I understand that all m} medical and eoim.seling j records will be kept striedy coiifirtcniial. and that they will not be kept | anywhere except at The Center. j I Name Book No. ..<.... Address (Street or RFD) (City: ; State) ' :zip: Telephone No. Mail to: THF CENTER Star Route Bo.\ 153-A :; Valley Lee. Md. 20692 or coil, 14 hours-o-day, (301)994-0010 Mantel decorations at the Center with a bright fire make a warm holiday feeling. December 1977 / LOG / 29 �SH « rrf . Retired Laker Pesenak Turns Tin Cans Info Miniature Furniture Retired Seafarer Mike Pesenak, a Great Lakes old-timer, is shown in the Detroit Union Hall with samples of the furniture he fashions from used beer and pepper cans. At right, a detail of a tin-can rocking chair and footstool. Retired Lakes Seafarer Mike Pesenak has found a unique way of recycling tin cans. He makes miniature rocking chairs, footstools and loveseats out of empty beer and pepper cans. Pesenak, who came to the U.S. from Czechoslovakia in 1914, shipped out on the Lakes as an FOWT for many years. He says he'd been "in and out" of the union for years, starting in 1932. The last time he joined the SlU was in 1952 and he remained a member until his retirement two years ago. The tin-can furniture Pesenak makes began as a hobby while he was still shipping. But Mike doesn't claim credit for the idea. The pastime was taught to him by another Seafarer who lives in Alpena, Mieh. and is still shipping on the Lakes. The small, delicate looking pieces Notke to Members On Job Call Proredure When throwing in for work dur­ ing a job call at any SIU Hiring Hall, members must produce the following: • membership certificate • registration card • clinic card • seaman's papers INLAND Pesenak makes he either sells or gives away to friends. Detroit Port Agent Jack Bluitt has begun a collection of Pesenak's pieces which can be used as children's toys or, using the padded, velvet-colored seats, as pincushions. The process of taking an 8-ounce beer can and making it a rocker and footstool begins with a pair of tin snips which Pesenak uses to strip the can. Then, each quarter-inch strip of tin is twirled to create a fancy, scrollwork effect for the chair or loveseat backs. The chair's rockers are made of the can's rims, the seats are can tops or bottoms and the loveseats are made from the bottoms and sides of 1-pound pepper cans. Pesenak finishes the pieces by spraypainting them and gluing a piece of colored velvet over the seat. He leaves them in the Detroit Union Hall until they dry. Mike Pesenak, who lived in Pennsyl­ vania and Cleveland, Ohio before set­ tling in Detroit 10 years ago, may be faeed with a problem: soon he won't be able to get beer cans in Detroit. The state of Michigan recently passed a law requiring beverages to be sold in de­ posit, returnable bottles rather than disposable cans. But Pesenak doesn't intend to let his hobby become a dying art. He's willing to go to great lengths and get his tin cans in another state. Report for Inland Watiiri FOR THE MONTH OF NOVEMBER 1977 •• • TOTAL JOBS SHIPPED Permanent Jobs Relief Jobs ,• • V Class A BALTIMORE .... BOSTON ...... . . HOUSTON JACKSONVILLE NEW YORK MOBILE NORFOLK' NEW ORLEANS ...-. PADUOAH PHILADELPHIA PINEY POINT PORT ARTHUR PUERTO RICO RIVER ROUGE 5T. LOUIS TAMPA .. .. TOTALALLPORTS . 0 0 4 6 0 0 0 0 5 0 0 4 1 0 5 0 25 TOTAL MEN REGISTERED ON BEACH Class B Class C Class A Class B Class C Class A ' Class B'.Jf 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 8 " 0 0 0 8 3 2 0 0 0 0 • 8 2 / jg 0 - 0 0 0 0 0 0 s 0 0 77 0 0 5 0 0 6 ^ 0 ^ 42 • 0 1 0 0 0 0 3 0 1 30 3 1 15 " , 0 '0 -:.m 0 0 105 27 0 150 85 0 0 0 0 0 0 0 3 7 0 0 0 3. 0 ^ 11 0 0 0 1 •0 0 0 0 0 0 0 0 13 3 r0 0 0 8 8 - 0 0 0 0 ; 0 0 20 59 189 30 23P i' .° m - re. A MESSAGE FROM YOUR UNION TNE MO/^AL: dUNK /s eUHK AND you'He BSACHSD PGR ^/PP O o ^ACOr/CS/ ''oar OP Cl THOUGHT/ 30 / LOG / December 1977 ^ . .AND N£ WAS ALWAYS M/GH A Kire TNeOAV A'/NALLY CAME HP LOST MS PAPPHS /H SHAMS, ..AND EOUNO US/NO OOPP /S HOT vepy SHiGHT �Base Wages, Overtime, Premium Rate, Penalty Rate, Vacation Affected Cost-of-Living Adjustment Ups Scale 2 Percent Effective Dec. 16, 1977 there was a two percent cost of living adjustment for deep sea ratings covered under the SlU's Tanker and Freighlship contracts. The increase covers the base monthly wages, premium rate, overtime rate, and penalty rate for work performed off watch Monday through Friday. The adjustment was based on wages and rates which went into effect June 16,1977. In addition to wage related items. Seafarers are reminded that the vacation pay will also be increased by the cost of living adjustment. Below you will find a breakdown, by rating, of the two percent increase. It is suggested that you cut this page out and make it a permanent part of your Freightship and Tanker agreements. Standard Tanker Agreement Preniiiiiii Rate .Sat.-Siin. & liiilidu.vs 12/16/77 Hiise Mniitlilv Wages 12/16/77 Rating; 10.81 10.39 9.48 8.08 7.13 6.55 5.66 10.81 9.92 9.92 8.69 8.15 8.01 7.13 7.13 6.55 6.55 10.81 10.81 9.87 9.50 8.54 8.08 6.97 6.97 5.49 5.49 1.245.27 1,128.82 1,086.49 926.50 8I5..J7 748.64 646.56 1,245.27 1,1 39.15 1,139.15 1.008.47 917.20 928.47 815.37 815.37 748.64 748.64 1.245.27 1.245.27 1,133.32 1,091.00 979.30 956.21 848.16 848.16 625.03 625.03 Boatswain (On vessels constructed since 1971)) . .. Boatswain (25,500 DWT or over) Boatswain (Under 25,500 DWT) A.B. Deck Maintenance Able Seaman O.S. Deck Maintenance Ordinary Seaman Q.M.E.D Chief Pumpman Second Pumpman/Engine Maintenance Ship's Welder Maintenance Engine Utility Oiler Maintenance Utility Oiler Fireman/Watertender General Utility Deck/ Engine Wiper Chief Steward (On vessels constructed since 1970) Steward/Cook Chief Steward (25,500 DWT or over) Chief Steward (Under 25,500 DWT) Chief Cook Cook & Baker Third Cook Assistant Cook Messman . Utilityman ' O/T Rate Excess of 8 Mrs. Mon.-Fri. 12/16/77 5.90 5.90 5.90 4.52 4.52 3.58 3.58 5.90 5.90 5.90 5.90 5.90 4.52 4.52 4.52 3.58 3.58 5.90 5.90 5.90 5.90 5.90 5.90 4.52 4.52 3.58 3.58 PENALIV RAIES OI F WATCH—MONDAY iHROLXiH FRIDAY FFFKCnVK 12/16/77 CI roup I Group II (i.5S 5.27 Ciroup III 4.69 Standard Freightship Agreement < Base .Monthly Wages 12 16 77 Rating Boatswain (SL 7's, SL IS's, Lash, Mariner) Boatswain *. Carpenter . A.B. Maintenance Quartermaster Able Setimtin O.S. Miiintenanee Ordinary Setiman . .' Chiel Electrician tSI. 7's, SI. 18 s. Ltish, Mariner) Chief E'lectrician Crtine Miiintentince l/lcctricitin Electrician Reefer Maintenance Second Electricitm Engine Utility Reefer Maintenance Rclrigcrating l/nginecr (When one is ctirricd) Relrigeriiling Engineer (When three arc ctirricd) Chief 1st AssistiUU 2nil Assistant Q.M.E.D Plumber/ Machinist Unlicensed Jr. Engineer (Day) Unlicensed Jr. Engineer (Watch) Deck Engineer Engine Utility Evaporator Maintenance Oiler f Oiler (Diesel) Wiiterlender Fireman/Watertender Fireman • • • •, Wiper Ship's Welder Maintenance Oiler Miiintenanee Utility General Utility Deck/ Engine Chief Steward (SL 7's, SL IS's, Lash, Mariner) Steward Cook Chief Steward Chief Cook . . Cook & Baker Second Cook . Third Cook .. Assistant Cook Messman .... Utilityman . .. 1 196.81 10.58.53 973.89 8uv.ny •. S-IS.S5 805.90 673.43 629.94 1 280.42 1245.27 1245.27 1245.27 1 164.09 1 164.09 1 164.09 1 164.09 1 194.05 1061,04 989.8 1 1 196.81 1067.40 1018.49 917.07 987.67 930.24 853.23 805.90 867.26 805.90 805.90 805.90 748.60 999.76 930.24 748.60 1196.81 1 196.81 1058.53 940.85 917.06 805.90 795.01 795.01 625.04 625.04 Preniiniii Kate .Sal.-Siin. & Holidays 12/16/77 O/T Rale Exce.ss of 8 Hrs. Mon.-Fri. 12/16/77 10.30 9.22 8.49 7.84 7.40 7.03 5.51 . 5.51 1 1.23 10.81 10.81 10.81 10.14 10.14 lO.M 10.14 9.30 8.87 8.(11 10.30 9.30 8.87 8.00 8.61 8.12 7 46 7.03 7.57 7.03 7.03 7.03 6.55 8.61 7.57 6.55 10.30 10.30 9.22 8.21 8.00 6.97 6.97 6.97 5.49 5.49 5.90 5.90 5.90 , 4.52 4.52 4.52 3.58 3.58 5.90 5.90 5.90 5.90 5.90 5.90 5.91) 5.90 5.00 5.90 5.90 5.90 5.90 5.90 5.90 5.90 5.90 5.90 4.52 4.52 4.52 4.52 4.52 3.58 5.90 4 52 3.58 5.90 5.90 5.90 5.90 5.90 4..52 4.52 4.52 3.58 3.58 PFNAI/IY RAIFS Oi l- WAK ll—MONDAY IIIKOUGII FRIDAY ,EFFi;CTIYF. 12/16/77 Group Ciroup Group III 6.58 5.27 4.69 December 1977 / LOG / 31 �F fc. f * SEAFARERS VACATION PLAN SUMMARY ANNUAL REPORT STATEMENT OF ASSETS AND LiABILlTlES DECEMBER 31. 1976 BEGINNING OF YEAR END OF YEAR $4,348,935 2,298,887 231,549 18,581 9,151 $5,335,527 2,439,735 213,825 27,569 4,576 TOTAL ASSETS CURRENT VALUE $6,907,103 $8,021,232 Total Assets Book Value $6,909,953 $8,026,092 $ 559,756 3,586,305 TOTAL LIABILITIES $ 552,635 3,951,346 $4,503,981 $4,146,061 NET ASSETS $2,403,122 $3,875,171 ASSETS Cash Receivables General Investments Buildings and Other Depreciable Properties Other Assets LIABILITIES Payables Other Liabilities $10,538,865 253,209 13,400 TOTAL INCOME 10,805,474 EXPENSES Benefit Payments Directly To Participants Or Their Beneficiaries .... Fees, Commissions and Insurance Premiums For Fiduciary Insurance Other Than Bonding Salaries and Allowances and Other Administrative Expenses Other Expenses TOTAL EXPENSES KNOW YOUR RIGHTS Net Increase in Assets Net Assets At Beginning Of Year 1,472,049 2,403,122 Net Assets At End Of Year Establishment and Purpose of Fund The Seafarers Vacation Plan, which provides for the establishment of the Seafarers Vacation Fund, was established under the provisions of an Agreement and Declaration of Trust, dated June 1, 1951, between the Seafarers International Union of North America, Atlantic, Gulf, Lakes and Inland Waters District and the signatory employers. The Vacation Plan was to continue to September 30, 1956 and could be extended from that time. The Plan has since been extended to September 30, 1986. The purpose of the Plan is to provide certain vacation benefits to eligible employees. Funds to provide these benefits are contributed by the signatory employers under the terms of a collective bargaining agreement between the Union and each employer. 9,569,262 34,725 757,215 667,954 NOTICE TO ALL PARTICIPANTS OF THE SEAFARERS VACATION FUND Plan participants may obtain copies of the more detailed annual report for a reasonable charge, or may inspect it at the Plan Office without charge. The latest full annual report includes a list of the assets held for investment and all other relevant financial informa­ tion. To obtain a copy of the annual report, write to the Administrator asking for what you want. The Administrator will state the charge for specific documents so that you can find out the cost before ordering. The full report can be examined at the Plan Office during normal business hours. If you seek additional information write to: 11,029,156 Administrator Seafarers Vacation Fund 27S 20th Street Brooklyn, New York 11215 KNOW YOUR RIGHTS FINANCIAL REPORTS. The constitution of the SlU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommenda­ tions. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. .Ml these agreements specify that the trustees in charge of these funds shall equally consist of Union and management repre.sentatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and senior­ ity are protected exclusively by the contracts between the Union ant! the shipowners. Get to know your shipping rights. Copies of the.se contracts are posted and available in all Unic'i halls. If you leel there has been any violation of your s'' ppiug or seniority rights as contained in the contracts oetueen the Union and the shipowners, notify the Scatarers .Appeals Board by certified mail, return re­ ceipt requested. The proper address for this is: Frank Drozak, Chaimian, Seafarers Appeals Board 275 - 20tli Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to are available to you at ail times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are avail­ able in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard ship. Know your contract rights, as well as your obliga­ tions, such as filing for OT on the proper sheets and in 32 / LOG / December 1977 $ 3,875,171 The statements have been prepared on the accrual basis of accounting and accordingly reflect all material assets and liabilities at December 31, 1976. Investments are stated at cost. Gains and losses are recognized upon disposition. INCOME Other Income (223,682) (2,010) 1.697,741 Significant Accounting Policies STATEMENT OF INCOME, EXPENSES AND CHANGES IN NET ASSETS FOR PLAN YEAR ENDED DECEMBER 31, 1976 Cash Contributions Earnings From Investments . . .- NET INCOME Unrealized Appreciation of Assets Other Changes the proper manner. If, at any time, any SIU patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY—^SEAFARERS LOG. The Log has traditionally refrained from publishing any ar­ ticle serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, I960, meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circum­ stances should any member pay any money for any reason unless he is given such receipt. In the event anyone at­ tempts to require any such payment be made without supplying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to headquarters. KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGA­ TIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its con­ tents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. EQUAL RIGHTS. All Seafarers are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and*rn the contracts which the Union has negotiated with the employers. Consequently, no Seafarer may be discrimi­ nated against because of race, creed, color, .sex and na­ tional or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify headquarters. SEAFARERS POLITICAL ACTIVITY DONATION —SPAD. SPAD is a separate segregated fund. Its pro­ ceeds are used to further its objects and purposes includ­ ing but not limited to furthering the political, social and economic interests of Seafarer seamen, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions are vol­ untary. No contribution may be solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as a condition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Sea­ farers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Support SPAD to protect and further your economic, political and social interests, American trade union concepts and Seafarer seamen. If at any time a Seafarer feels that any of the above rights have been violated, or that he has been denied his constitutional right of access to Union records or infor­ mation, he should immediately notify SIU President Hall at headquarters by certified mail, return receipt requested. �j I SEAFARERS PENSION PLAN SUMAMiRY ANNUAL REPORT STATEMENT OF ASSETS AND LIABILITIES DECEMBER 31, 1976 I BEGINNING OF YEAR END OF YEAR ASSETS Cash Receivables General Investments Party-In-Interest Investments Other Assets TOTAL ASSETS CURRENT VALUE Total Assets Book Value $ 3,461,214 5,618,322 109,740,199 2,938,008 20,749 121,778,492 123,633,147 $ 1,971,804 3,962,665 124,596,129 4,347,285 696,820 135,574,703 134,200,214 I The Seafarers Pension Trust, which provides for the creation of the Seafarers Pension Fund, was established under the provisions of the Agreement and Declaration of Trust of the Seafarers Welfare Plan, made as of July 1, 1950, between the Seafarers Inter­ national Union of North America, Atlantic, Gulf, Lakes and Inland Waters District and the signatory employers. This Trust was adopted by the Board of Trustees on September 20, 1961 and commenced operations on October 1, 1961. Regulations formu­ lated under the Seafarers Pension Trust provide for the establishment of monthly pen­ sions a death benefit for employees for whom the Union is the collective bargaining representative and who retire from employment in the American Merchant Marine, if they meet specific requirements as to age and years of service. Change in Fiscal Year End LIABILITIES Payables Other Liabilities : TOTAL LIABILITIES NET ASSETS Establishment and Purpose of Fund I I I 43,608 67,145 110,753 $121,667,739 117,796 62,029 179,825 $135,394,878 At their meeting of May 5, 1976, the Trustees agreed to change the reporting year of the Fund from a fiscal year ending March 31, to a calendar year ending December 31. This report, therefore, covers the short period from April 1, 1976 to December 31, 1976. Significant Accounting Policies The statements have been prepared on the accrual basis of accounting and accordingly reflect all material assets and liabilities at December 31,1976. Investments are stated at cost. Gains and losses are recognized upon disposition. Actuarial Report STATEMENT OF INCOME, EXPENSES AND CHANGES IN NET ASSETS FOR PLAN YEAR ENDED DECEMBER 31, 1976 The consulting actuaries, in their most recent report estimated the unfunded past service liability of the Pension Plan as of December 31, 1974 to total $100,817,000. The total accrued liability at that time amounted to $208,342,000 and the annual current normal cost was $7,990,000. INCOME Cash Contributions Earnings From Investments Net Realized Gain On Sale or Exchange of Assets TOTAL INCOME $ 10,968,615 5,844,973 213,520 17,027,108 EXPENSES Benefit Payments Directly To Participants Or Their Beneficiaries. . . Fees, Commissions and Insurance Premiums For Pension Benefit Guaranty Corporation Insurance Premiums For Fiduciary Insurance Other Than Bonding.. . Salaries and Other Administrative Expenses TOTAL EXPENSES NET INCOME Unrealized Appreciation of Assets Net Increase In Assets Net Assets At Beginning of Year Net AsseLs At End of Year 5,778,067 133,222 8,892 608.932 6,529,113 10,497,995 3,229,144 13,727,139 121,667,739 $135,394,878 The actuary indicated that the annual contribution includes amortization of the un­ funded past service liability. In addition. Great Lakes District companies contributed $1.50 per man per day and Atlantic and Gulf companies contributed $1.67 per man per day for funding prior service costs. The actuary stated that the Fund's net income is the actural funding requirement. NOTICE TO ALL PARTICIPANTS OF THE SEAFARERS PENSION PLAN Plan participants may obtain copies of the more detailed annual report fur a reasonable charge, or may inspect it at the Plan Office without charge. The latest full annual report includes a list of the assets held for investment and all other relevant financial informa­ tion. To obtain a copy of the annual report, write to the Administrator asking for what you want. The Administrator will state the charge for specific documents so that you can find out the cost before ordering. The full report can be examined at the Plan Oftce during normal business hours. If you seek additional information write to: Administrator Seafarers Pension Plan 275 20th Street Brooklyn, New York 11215 Cove Communicator Committee Aleutian Developer Committee N.Y. Patrolman George Ripoll (seated left) writes out a dues.receipt on Nov. 3 for Chief Steward C.M. Modellas, secretary-reporter (seated center) of the ST Cove Communicator (Cove Tankers). Also at the table is Engine Delegate B. Jackson. The rest of the Ship's Committee and part of the crew are (stand­ ing I. to r.): Deck Delegate H, Darrow; Recertified Bosun Ballard C. Browning, ship's phairman; Cook and Baker Louis Gracia, steward delegate; Crew Messman H. Miranda and Saloon Messman Billy Mitchell. The ship paid off at the Hess Oil Terminal, Perth Amboy, N. J. Way up in Kodiak, Alaska at a payoff recently is the Ship's Committee of the containership SS Aleutian Developer (Sea-Land). Standing left is Chief Stew­ ard-Cook Gene Sibley, secretary-reporter. Seated (I. to r.) are: Chief Electri­ cian Bobby Stearman, educational director; Deck Delegate Wilhelm Rettenbabacher; Recertified Bosun Charles "Chuck" Dawson, ship's chairman and Engine Delegate William Knight. December 1977 / LOG / 33 �Lundeberg Upgrading Schedule Thru 1978 Below is a complete list of all upgrading courses^ deep-sea, inland, and Great Lakes, offered at the Lundeberg School in Piney Point, Md.Also included are the starting dates for these courses for the remainder ofl977and all of 1978.811} members should be aware that certain courses may be added or dropped from the schedule as the need arises. However, the Log will publish in advance any such changes. Deck Department Courses Course IVame Starting Dates Jan. 19, 1978 March 2, 1978 April 17, 1978 May 25, 1978 July 6, 1978 Aug. 17, 1978 ABLE SEAMAN QUARTERMASTER None Presently Scheduled TOWBOAT OPERATOR (Western Rivers) Feb. 20, 1978 March 10, 1978 May 29, 1978 June 16, 1978 TOWBOAT OPERATOR (Inland Waters) March 20, 1978 April 28, 1978 June 26, 1978 August 4, 1978 TOWBOAT OPERATOR (Not More than 200 Miles Offshore) March 20, 1978 May 5, 1978 June 26, 1978 August 11, 1978 MATE & MASTER Sept. 4, 1978 FIRST CLASS PILOT None Presently Scheduled LIFEBOATMAN Starting Sept. 1, 1977, Lif eboatman classes will begin every two weeks right through Dec. 21, 1978. Steward Department Courses Course Name Starting Dates CHIEF STEWARD Dec. 22, 1977 Feb. 7, 1978 March 23, 1978 May 4, 1978 June 15, 1978 July 27, 1978 Sept. 7, 1978 CHIEF COOK/TOWBOAT COOK Jan. 12, 1978 Feb. 23, 1978 April 6, 1978 May 18, 1978 June 29, 1978 Aug. 10, 1978 Sept. 21, 1978 COOK & BAKER Starting Sept. 15, 1977, Cook and Baker classes will begin every two weeks until Jan. 19, 1978. Then starting Jan. 26,1978, the classes will begin every two weeks running right through to Oct. 5, 1978 ASSISTANT COOK Jan. 26, 1978 March 9, 1978 April 20, 1978 June 1, 1978 July 13, 1978 Aug. 24, 1978 Starting Sept. 1, 1977, Tankernian classes will begin every two weeks right through Dec. 21, 1978. TANKERMAN Engine Department Courses Course Name Starting Dates FIREMAN, OILER, Jan. 5, 1978 WATERTENDER (FOWT) April 13, 1978 June 22, 1978 July 20, 1978 Oct. 2, 1978 LIQUIFIED NATURAL GAS (LNG) Feb. 6, 1978 May 15, 1978 Aug. 21, 1978 MARINE ELECTRICAL MAINTENANCE April 10, 1978 PUMPROOM OPERATION AND MAINTENANCE Aug. 28, 1978 AUTOMATION March 6, 1978 WELDING Dec. 27, 1977 Feb. 6, 1978 March 6, 1978 April 17, 1978 May 15, 1978 June 12, 1978 July 24, 1978 Ausg. 21, 1978 Sept. 18, 1978 Qualified Member of the Engine department (QM{1D) Jan. 2, 1978 May 22, 1978 DIESEL ENGINEER Jan. 16, 1978 July 24, 1978 MAINTENANCE OF SHIPBOARD REFRIGERATION SYSTEMS May 22, 1978 For further information regarding the courses offered at the Lundeberg School, members should contact their local SW rep­ resentative, or write to the Lundeberg School Vocational Education Department, Piney Point, Md. 20674. COURSES ARE SUBJECT TO CHANGE WITHOUT NOTICE— 34 / LOG / December 1977 �Verner P. Andersen, 60, joined the SIU in the port of New York in 1953 sailing as a chief pumpman. Brother Andersen sailed 33 years. He received a 1960 Union Personal Safety Award for sailing aboard an accident-free ship, the SS Seatrain. A native of Denmark, he is a resi­ dent of Bacliff, Tex. Recertified Bosun Angeles Antoniou, 66, joined the SIU in 1947 in the port of New York. Brother Antoniou sailed 36 years. He graduated from the Bosuns Recertification Pro­ gram in the May 1975 class. Seafarer Antoniou was also on the picketline in the 1965 Chicago beef. Born in Greece, he is a resident of Hyde Park, Mass. Lloyd J. Cormier, 64, joined the Union in Port Arthur in 1965 sailing as cook for the Hawkins Towing Co. from 1962 to 1964, Sabine Towing from 1965 to 1975. He also sailed with Dixie Carriers, Picton Towing, National Marine Service and Caribe Towing. Boatman Cormier is a vet­ eran of the U.S. Army. He was born in Sunset, La. and is a resident of Port Arthur. John C. Bokus, 71, joined the SIU in the port of New York in 1953 sailing as an AB and ship's delegate. Brother Bokus sailed 27 years. He is a veteran of the post-World War I U.S. Navy. Seafarer Bokus was born in Pennsylvania and is a resident of New York City, N.Y. 4 Samuel Case Jr., 52, joined the SIU in 1947 in the port of New Orleans sailing as a fireman-watertender. Brother Case sailed 33 years. He is a veteran of the U.S. Navy in World War II. Seafarer Case is also a boilermaker. He was born in New Orleans and is a resident there. Thomas J. Dallas, 55, joined the SIU in 1942 in the port of New York sailing as a bosun mate. Brother Dallas sailed 40 years. He sailed for Delta Lines in 1953 and was on the Delta Shoregang from 1975 to 1977. He was born in South Carolina and is a resident of Pearl River, La. Marcus N. Evans, 65, joined the SIU in 1947 in the port of Mobile sailing as an OS. Brother Evans sailed 31 years. He also sailed during the Vietnam War. Seafarer Evans was also a shiplitter and salesman. A native of Ganer, Ala., he is a resi­ dent of New Orleans. Oscar E. Simi, 65, joined the Union in the port of Detroit in 1960 sailing as a fireman-watertender for Kinsman Marine in 1963 and for the Buckeye, Reiss and Pioneer Steam­ ship Cos., Brother Simi sailed 30 years. He was born in Brule, Wise. Laker Simi is a resident of Wentworth. Wise. miOHERS Herman Miller, 65, joined the SIU in the port of Baltimore in 1955 sailing in the steward department for 24 years. Brother Miller also sailed during the Vietnam War. He was born in Willisville, 111. and is a resi­ dent of Baltimore. Seafarer Miller says he'll continue in retirement his diversions while at sea: cigars, pi­ nochle, hearts, pool and ping pong. He adds that during his voyages he liked Hawaii "the best," Bremerhaven's swimming pools and Pakis­ tan's new buildings. Clarence P Wilson, 55, joined the SIU in 1942 in the port of New Or­ leans sailing as a bosun. Brother Wilson was born in Alabama and is a resident of Picayune, Miss. Steven Kocak, 65, joined the Union in the port of Detroit in 1960 sailing as a conveyorman. Kocak sailed 49 years. He sailed for the American Steamship Co. from 1964 to 1969 and for the Diamond Alkali Co. from 1970 to 1974. Brother Kocak is also a machine operator. Born in Lorain, Ohio, he is a resident of Toledo, Ohio. Thomas S. Monaghan, 69, joined the SIU in the port of Jacksonville in 1963 sailing as a fireman-watertender. Brother Monaghan sailed 16 years. He is also a crane operator. Born in Mississippi, he is a resident of Jacksonville. Morris Berlowitz, 65, joined the SIU in 1947 in the port of New York sailing in the steward department for 31 years. Brother Berlowitz was born in Baltimore and is a resident of Yokohama, Japan Gregorio Reyes, 65, joined the SIU in 1945 in the port of Phila­ delphia sailing as a chief cook. Brother Reyes walked the picketline in the 1961 NY. Harbor beef and the 1962 Robin Line strike. He was born in Hamacao, P.R. and is a resi­ dent of Walden, N.Y. Emery J. Abshire, 63, joined the Union in Port Arthur, Tex. in 1963 sailing as a deckhand on the Tugs Hams, Mar and Ser from 1938 to 1941 and as mate, captain and pilot on the Tug Hercules (Sabine Tow­ ing) from 1941 to 1977. He was born in Gaydon, La. and is a resi­ dent of Port Arthur. Charles C. Swain, 62, joined the SIU in 1944 in the port of Phila­ delphia sailing as a bosun. Brother Swain sailed 35 years. He was on the picketline in the 1962 Robin Line beef. Born in North Carolina, he is a resident of Rome, Ga. Herbert E. Valdson, 65, joined the SIU in the port of Philadelphia in 1963 sailing as a lireman-watertender and engineer Brother Valdson sailed 31 years. He graduated from the Union-MEBA District 2 Marine Engineering School, Brooklyn, N.Y. in 1966 graduating as a 3rd assistant engineer. Seafarer Valdson was born in Tartu, Estonia, USSR and is a resident of St. Petersburg, Fla. Peter B. Valentine, 61, joined the SIU in the port of New Orleans in 1952 sailing as a bosun. Brother Valentine sailed 40 years. He was on the Delta I^ancs Shoregang from 1959 to 1977. Seafarer Valentine is also a rigger. He is a veteran of the U.S. Navy in World War II. Born in New Orleans, he is a resident of Metairie, La. Whitten L. "Dong" Hammock, 50, joined the SIU in 1944 in the port of New York sailing as a bosun and ship's delegate. Brother Ham­ mock sailed for 34 years and during the Vietnam War. He hit the bricks in the 1960 Greater N.Y. Harbor strike. Seafarer Hammock is a vet­ eran of the post-World War II U.S. Marine Corps. Born in Atlanta, Ga., he is a resident of Brooklyn, N.Y. Frank G= Van Dusen, 61, joined the SIU in 1948 in the port of New York sailing as an AB and in the steward department. Brother Van Dusen was also a ship's reporter in 1969. He was born in Michigan and is a resident of Lowell, Mich. Edward P. Malue, 65, joined the SIU in the port of Philadelphia in 1967 sailing as a cable AB and as a watchman for the Kinsman Marine , Steamship Co. in 1971. Brother Malue sailed 35 years. He has been a union member since 1949. A na­ tive of Pittsburgh, Pa., he is a resi­ dent of Houston. Henry A. West Jr., 65, joined the SIU in the port of Seattle in 1962 sailing as a fireman-watertender. Brother West sailed 27 years. He is a veteran of the U.S. Navy in World War II. Born in St. Johns, New­ foundland, Canada, he is a natural­ ized U.S. citizen. Seafarer West is a resident of Lynwood, Wash. \ Benjamin E. Hayes Jr., 59, joined the SIU in 1943 in the port of Nor­ folk sailing as a bosun. Brother Hayes sailed 35 years. He was born in Virginia and is a resident of Hope­ well, Va. William H. S. Beadles, 56, joined" the SIU in the port of New York in 1953 sailing as an AB and firemanwatertender. Brother Beadles sailed 28 years. He was born in Mayfield, Ky. and is a resident of Seattle. Je.ssie B. Voliva, 54, joined the SIU in 1942 in the port of Mobile sailing as an AB. Brother Voliva was born in Columbia, N.C. and is a resident of Edenton, N.C. Burford E. W. Rogers Sr., 65, joined the Union in Port Arthur in 1969 sailing as a tankerman, utilityman and higman for A. Schulman Inc. from 1960 to 1967, Sabine Towing from 1966 to 1968 and for the Slade and Southern Towing Co. from 1968 to 1977. Boatman Rogers attended a Texas Inland Crew Con­ ference at the Harry Lnndeberg School of Seamanship, Piney Point, Md. in April 1977. He was born in Weldon, La. and is a resident of Orange, Tex. Decembb. 1977 / LOG / 35 �Warren E. IJIlie, 60, died of a heart attack in Lake Township, Mich, on Oct. 14. Brother Li Hie joined the Union in the port of Elberta, Mich, in 1953 sailing as an oiler for the Ann Arbor (Midi.) Car Ferries from 1950 to 1976. He also sailed as a wiper on the SS H.L. White (Reiss Steamship). Lillie sailed 26 years. Born in fJenzonia Township, Mich., he was a resident of Thompsonville, Mich. Burial was in the Home­ stead Township Cemetery, Benzie County, Mich. Surviving is a brother, Roy of Honor, Mich. Ahmed AM Ma.shrah, 50, died in Yemen on May 25. Brother Mashrah joined the Union in the port of Detroit in I960 sailing as a firemanwatcrtender on the CS Robinson (Steinbrenncr Steamship) and aboard the SS Richard J. Reiss. He was born in Arabia and was a natural­ ized U.S. citizen. Seafarer Mashrah was a resident of Youngslown, Ohio. Sur­ viving arc his widow, Katebah; four sons, Yahya of Yemen, Athman, Maged and Saif; four daughters, Dola, Asia, Sayedah and Weliah and a brother, Nomean "Al" Mashrah of Bedford Heights, Ohio. Clarence C. Flowers, 68, died on Aug. 6. Brother Flowers joined the Union in the port of Houston in 1957 : sailing as a cook for the G & H Towing Co. from 1956 to 1965. He also worked as a roughneck for the Navillus Oil Co. from 1952 to 1956. Boatman Flowers was born in Texas and was a resident of Corpus Christi, Tex. Surviving are his widow, Ida and two daughters. Margaret and Alta. Pensioner Steve La/ovich, 83 suc­ cumbed to cancer in St. Mary's Hospital, Langhorne, Pa. on Oct. 6. Brother Lazovich joined the Union in the port of Philadelphia in 1961 sailing as a cook for Taylor and Anderson from 1948 to 1952 and for the Curtis Bay Towing Co. from 1953 to 1962. He was born in Austria and was a resident of Fairless Heights, Pa. Interment was in the North Cedar Hill Cemetery, Philatlelphia. Surviving is a cousin, Gus Lazarevich of Philadelphia. Leslie W. Spicer died in San Fran­ cisco on Sept. 28. Brother Spicer sailed as a wiper aboard the SS Port mar (Calmar) from 1975 to 1976. He was a resi­ dent of Wilmington, Calif. 36 / LOG / December 1977 Recertified Bosun David H. "Red" Berger, 56, diet! on Nov. 21. Brother Berger joined the SIU in 1944 in the port of Norfolk. He graduated from the Bosuns Recertifieation Program in April 1974. Seafarer Berger sailed 34 years on Liberty ships to supertankers. He walked the picketline in the 1946-47 Isthmian beef and the 1965 District Council 37 strike. Bosun Berger attended the HLS in 1971. He was a veteran of the U.S. Coast Guard in World War H. Also, he was an electrician. Born in Norfolk, he was a resident of Chesapeake, Va. Sur­ viving is a brother. Frerlerick of Chesa­ peake. Ivan A. Diiniiiig, 74, passed away on Oct. 23. Brother Durning joined the SIU in 1947 in the port of New Or­ leans. He was born in Louisiana and was a resident of New Philadelphia, Ohio. Surviving are his widow, Fdora; a son, Ivan and a daughter. Flora Jane. Roy B. Evans, 54, died of a heart attack in the Uni­ versity of South Alabama Medical Center, Mobile on Oct. 7. Brother Evans joined the SIU in the port of New York in 1954 sailing as a bosun for 26 years. Seafarer Evans was a veteran of the U.S. Navy in World War II. He was born in Alabama and was a resident of Theodore, Ala. Burial was in the Serenity Memorial Garden Ceme­ tery, Mobile. Surviving are his widow, Ruth of Harvey, La.; two sons, Michael of Mobile and Larry of Irvington, Ala. and a sister, Mrs. Catherine E. Roberts of Mobile. Pensioner and Recertified Bosun Leo .1. Ko/a, 57, died of lung failure in the Baltimore USPHS Hospital on Oct. I. Brother K o z a joined the SIU in 1945 in the port of New York. He sailed 35 years and was a graduate of the January 1974 Recertified Bosuns Program. Seafarer Koza was a veteran of World War II. A native of Lowell, Mass., he was a resident of Baltimore. Interment was in tile Oak Lawn Cemetery, Baltimore. Surviving are his widow, Mary; a son, Michael of Baltimore and a daughter, Cynthia. Pensioner Daniel Webster flippy, 69, died of heart and lung failure in the South Baltimore (Md.) General Hos­ pital on Oct. 24. Brother Lippy joinA ed the SIU in 1943 in the port of New York sailing as a chief steward. He sailed for 36 years. Seafarer Lippy was born in Baltimore where he was a resident. Cremation took place in the Green Crematory, Baltimore. Surviving is a daughter, Mrs. Laura G. Nickel of Baltimore. Pensioner Arthur J. "Art" Lomas, 70, died of a heart at­ tack in the West­ chester County Medical Center's Grasslands Hospi­ tal, Valhalla. N. Y. on Sept. 18. Broth­ er Lomas had a few days previously sufTcred burns in an apartment house fire in Bronxville, N.Y. where he had lived for 25 years. He had been a regu­ lar monthly contributor to SPAD since 1953, continuing even after his retire­ ment in 1966. Seafarer l.omas joined the SIU in 1943 in the port of New York sailing as a chief steward. He sailed for 38 years and was on the picketline in the 1961 N.Y. Harbor strike. Born in England, he was a nat­ uralized U.S. citizen. Cremation took place in the Washington Memorial Park Crematorium, Coram, N.Y. His ashes were committed to the deep North At­ lantic off the SS Baltimore (Sea-Land) on Oct. 4. Surviving are his widow, Catherine and a daughter, Betty, both of Pittsburgh, Pa. Charles B. Lynch, 81, passed away in October. Brother Lynch joined the SIU in 1946 in the port of Baltimore sailing as a fircman-watcrtender. He sailed for 46 years. Seafarer Lynch was a vet­ eran of the U.S. Navy in World War I. Born in Indiana, he was a resident of Picayune, Miss. Surviving is his widow, Maybelle. Pensioner James J. Kelly, 66, suc­ cumbed to a cere­ bral stroke in the San Francisco Community Con­ valescence Hospital on Sept. 24. Brother Kelly joined the SIU in 1941 in the port of New Orleans sailing as a fireman-watertender and en­ gine delegate. He sailed for 40 years. Seafarer Kelly was also an auto me­ chanic. Born in Bayonne, N.J., he was a resident of San Francisco. Burial was in the Holy Cross Cemetery, North Arlington, N.J. Surviving is a brother, Edward of Lyndhurst, N.J. Clyde W. Carlton, 61, died on Nov. 15. Brother Carlton joined the Union in the port of Norfolk in 1969 sailing as a deckhand, chief cook and in the engine room 20 years for the Allied Towing Co.'s 77/g Cape Fear from 1967 to 1975, and for the Carolina Towing Co. and Southern Carriers, i^oth in 1969. He was born in North Carolina and was a resident of Wilmington, N.C. Surviving are two sons, Andra and Scotty and a sister-in-law, Mrs. George Carlton of Wilmington. William H. Padgett, 71, passed away on Oct. 5. Brother Padgett joined the SIU in the port of New Orleans in 1956 sailing as a Fireman-watertender. He sailed 28 years and was a former mem­ ber of the ISU in 1937. Seafarer Pad­ gett hit the bricks in the Lykes Brothers beef that year and helped to organize the Isthmian Line, Machinists, and Teamsters Union, - too. Ashore, he worked as a well driller. Born in Vicksburg. Miss., he was a resident of New Orleans. Surviving is his widow, Rosie. Pensioner Pierson V. W. Marsh, 68, died of lung failure in the Balti­ more USPHS Hos­ pital on Oct. 26. Brother Marsh joined the SIU in the port of Balti­ more in 1955 sailing in the steward de­ partment for 20 years. He was also a machinist. Seafarer Marsh was born in Crisfield, Md. and was a resident of Baltimore. Burial was in the Sunnyridge Cemetery, Crisfield. Surviving are a son, Bernard of Baltimore and four daugh­ ters, Mrs. Geneva Y. Seitz of Baltimore, Diana, Juanita and Cecilia. Pensioner James "Blackie" Martin, 71, died of a rup­ tured blood vessel in the Baltimore USPHS Hospital on Aug. 4. Brother ^ Martin joined the SIU in 1938 in the port of Baltimore sailing as a bosun. He was born in Virginia and was a resi­ dent of Baltimore. Interment was in the Meadowridge Memorial Park Ceme­ tery, Howard County, Md. Surviving is his widow, Annie. Pensioner Theo­ dore Popa, 58, died on Oct. 24. Brother Popa joined the SIU in 1946 in the port. of Philadelphia sail­ ing as a bosun. He was a native and resident of Cleve-. land, Ohio. Surviving is his brother, John of Philadelphia. Pensioner Cyril A. B. Scott, 65, died on Oct. 6. Brother Scott joined the SIU in 1940 in the port • of New York sailing as a chief steward. He sailed 49 years. Seafarer Scott walked the picketline in both the 1961 N.Y. Harbor beef and the 1962 Robin. Line strike. Born in Jamaica, B.W.I., he was a resident of Laurel ton, Oueens, N.Y.C. Surviving arc his widow, Violet and a daughter, Yvonne of Brooklyn N.Y. Joseph Fernandez, 75, passed away in October. Brother Fernandez joined the SIU in the port of New York in 1951 sailing in the steward department. He was born in Portugal and was a resi­ dent of New York City. Surviving are his widow, Olivia, and a niece, Wilda Knight. Beg Your Pardon Inadvertently we reported in­ correctly in the October Log that Brother Glen James had passed away. We were happy to learn last month that Seafarer James is very much alive and well. AB James now lives in the port of New Orleans with his wife, Gwendolyn. We are sincerely sorry for the mixup and truly apologize to Brother James and his family for any trouble or embarrassment we .. may have caused them. �John Widman WUbertHyder Romeo Dizon Seafarer John Widman, 2 4, started sailing with \the SIU in 1972 \ after graduating \from the Harry Lundeberg School. He sailed as a messman and then re­ turned to Piney Point earlier this year for his oiler en­ dorsement. He has earned his lifeboat, firefighting, and cardio-pulmonary re­ suscitation cards. Brother Widman was born in Queens, N.Y. and lives in Cali­ fornia. He ships out of the port of Wil­ mington. Seafarer Wilbert Hyder, 50, has been sailing with the SIU since 1968. A mem­ ber of the engine department, he ob­ tained his QMED and welding en­ dorsements at the Harry Lundeberg School in 1974. He Iws also earned his lifeboat, firefighting and cardio-pulmo­ nary resuscitation cards. Brother Hyder was born in Missouri and lives in California. He ships from the ports of Houston and San Francisco. Seafarer Romeo Dizon, 37, has sailed with the SIU as a pumpman since 1971. He went to the Harry Lunde­ berg School in 1976 for his QMED en­ dorsement as well as his firefighting and lifeboat tickets. Then during the current "A" seniority program he earned his cardio-pulmonary resuscita­ tion card. Brother Dizon is a native of the Philippines and makes his home in San Francisco. He ships out of the port of San Francisco. Richard Gibbons Timothy Teague Fridtjof Steelreath Seafarer Fridtjof Steelreath, 49, be­ gan shipping with the SlU in 1970 as an AB in the deck department. In 1976, he received his quartermaster endorsement from the Harry Lundeberg School in Finey Point. During the current "A" seniority course he earned his firefighting, lifeboat, and Basic Cardiac Life Support tickets. A retiree of the U.S. Air Force, Brother Steel­ reath was born in Charlottesville, Va. and now resides in Mobile, Ala. He ships out of the ports of Mobile and Houston. Javan Cuirie Seafarer Javan Currie, 26, first shipped out in 1972 as a messman after completing the trainee program at the Harry Lundeberg School. He later returned to Piney Point in June of this year to get his assistant cook endorsement. He has received his life­ boat, firefighting, and cardio-pulmonary tickets. Brother Currie was born and raised in Jacksonville, Fla. where he still lives and from where he ships out. He plans to return to HLS for the LNG course very soon. Michael Moore Seafarer Michael Moore, 27, started sailing with the SIU in 1970 as a wiper after graduating from the Harry Lundeberg School. He received his life­ boat ticket then also. Earlier this year he returned to Piney Point for his FOWT endorsement. A member of the steward department, he also has his firefighting and cardio-pulmonary tick­ ets which he obtained during the cur­ rent "A" seniority program. Brother Moore was born and raised in Brook­ lyn, N.Y. where he still resides. He ships out of the port of New York. Seafarer Richard Gibbons, 33, sails as an AB, a rating he attained at the Harry Lundeberg School. He joined the Union in 1964. — ^ He is the son of • I retired Chief Cook • i John G."Big Train" Gibbons and the brother of Sea-Land cook, John, Jr. Brother Gibbons has his firefighting, lifeboat, and cardio-pulmo­ nary resuscitation cards. He was born in Brooklyn, N.Y. where he lives. He ships out of the port of New York. Seafarer Timothy Teague, 22, began shipping with the SIU as a wiper upon his graduation from the Harry Lundeberg School in 1975. He re­ turned to Piney Point for his FOWT endorsement in 1977. To his credit he has his firefighting. lifeboat, and cardio­ pulmonary resuscitation cards. Brother Teague is a native and resident of Dallas, Tex. and ships out from Texas ports. Samuel Witt Seafarer Samuel Witt, 27, has been a member of the SIU since 1969, the year he graduated from the Harry Lundeberg School Trainee Program. In 1970, he upI graded to FOWT there. He also has his firefighting, life­ boat, and cardio-pulmonary resuscita­ tion tickets. Brother Witt is a native and resident of Brooklyn, N.Y. He ships out of the port of New York. Dispiilcliiirs Rcmrl fopMlakes NOV. 1-30, 1977 Alpena Buffalo Cleveland Detroit Dulutfi Frankfort Chicago Totals *TOTAL REGISTERED All Groups Class A Class B Class C ... 1 1 30 0 0 2 1 0 0 0 3 1 0 0 1 1 0 0 3 TOTAL SHIPPED All Groups Class A Class B Class 0 DECK DEPARTMENT 6 14 0 1 6 7 26 14 10 6 6 1 5 4 59 47 **REGISTERED ON BEACH All Groups Class A Class B Class C 2 0 2 3 0 0 2 9 4 2 2 8 8 2 5 31 1 1 2 1 2 0 1 8 0 1 I 0 1 0 1 4 0 0 0 1 0 1 1 3 2 2 2 14 1 0 3 24 0 0 2 1 0 1 0 4 1 2 0 0 3 0 1 7 0 0 0 1 0 0 0 1 1 1 0 3 0 3 1 9 1 0 0 1 0 0 0 2 0 0 0 0 2 0 0 2 2 2 6 22 4 0 0 36 15 3 11 19 5 3 1 57 14 13 0 16 12 1 1 57 100 71 70 ENGINE DEPARTMENT Alpena Buffalo Cleveland Detroit Duluth Frankfort Chicago Totals 1 2 2 0 0 0 0 4 1 7 0 0 0 1 0 1 1 3 8 0 1 14 4 1 2 30 15 0 2 4 3 3 2 29 STEWARD DEPARTMENT Alpena Buffalo Cleveland Detroit Duluth Frankfort Chicago Totals 0 1 0 2 2 0 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 19 0 2 17 5 0 2 43 0 2 2 6 0 0 2 12 2 0 0 6 1 2 2 13 4 0 0 1 2 1 1 9 ENTRY DEPARTMENT Alpena Buffalo Cleveland Detroit uuluth Frankfort Chicago Totals 0 1 0 1 Totals All Departments 77 54 18 102 85 13 *"Total Registered" means the number of men who actually registered for shipping at the port last month. **"Registered on the Beach" means the total number of men registered at the port at the end of last month. Frank Castagna Your wife, Joanne, asks that you contact her at 3600 20th St., #301, San Francisco, Calif. 94110. Philip D'Amico Please call the editor of the Log col­ lect at (212) 499-6600, Ext. 242. Joe L. Johnson Your wife, Ruthie, asks that you con­ tact her at 9943 Danter Ave., Oakland, Calif. 94603. Personals Richard Janics Gloria Calderon asks that you con­ tact her at 24 Carolina, Yonkers, N.Y. "Little" John Dunn and John Furr Peter Earl Holman would like you to write him at 2721 Mitchell Ave., Oroville, Calif, or call him collect at (916) 533-1269. Important. Thomas F. Maher Your sister, Mrs. Florence Maher Sexton, would like you to contact her at 14 Zoranne Dr., East Northport, N.Y. 11731. Charles Scherhans Mrs. W. S. Smith would like you to contact her at 36 Kinloch Ave., Troy, N.Y. 12180. Tom Finch Frank Grisson asks that you contact him at 228 Loma, Garland, Tex. 75040, or call 271-9077. December 1977 / LOG / 37 �m I Have lloiiatcil iMINI or lUorc To SPAII Since Bejilmiliiji of '77 The following Seafarers and other concerned individuals, 696 in all, have demonstrated an active interest in participating in political and legislative activities which are vital to both our job security and our social and economic welfare, by voluntarily donating $100 or more to the Seafarers Political Activities Donation (SPAD) fund since the beginning of 1977. (The law prohibits the use of any union money, such as dues, initiation fees, etc., for political activities. The most effective way the trade unionist can take part in politics is through voluntary political contributions. SPAD is the Union's separate segregated political fund. It solicits and accepts only voluntary contributions. It engages in political activities and makes contributions to candidates. A member may voluntarily contribute as he sees fit or make no contribution without fear of reprisal.) Thirty who have realized how important it is to let the SIU's voice be heard in the Halls of Congress have contributed $200, nine have contributed $300, one has given $400, and two $600. The LOG is running the SPAD Honor Rolls because the Union feels that in the upcoming months our political role must be maintained if the livelihoods of Seafarers are to be protected. (A copy of our report is filed with the Federal Election Commission and is available for purchase from the Federal Election Commission, Washington, D.C.) NOTE: Each month's SPAD Honor Roll contains the names of those individuals who have given $100 or more as of the last Friday of the previous month. Abadi,H. Abobaker, F. Acord, F. Adams, P. Adams, R. Adams, W. Adamson, R. R. Adlum, M. Air, R. N. Alderson, S. Algina, J. All, A. Allen, J. Alhaj, Y. Almullichi, A. Alradi, M. Alvarez, P. Alvala, J. Anders, T. Andersen, R. Anderson, A. Anderson, A. Anderson, R Antici, M. Aquiar, J. Aquino, G. Arle, J. Aspseter, H. Aumiller, R. Avery, R. Babola, E. Babkowski, T. Badgett, J. Bakarich, P. Barboza, G. Barroga, A. Barry, J. Bartlett, J. Bartlett, J. Bartlinski, J. Bauer, C. Baum, A. Beeching, M. Bellinger, W. Bennett, J. Benoit, C. Bensman, D. Bentz,H. Bergeria, J. Bergloisd, B. Berlin, R. Bigelow, S. Bishop, S. Blair, B. Blanco, M. Bland, P. Bland, W. Bluitt, J. Bobalek, W. Boland, J. Bonser, L. Booker, M. Borucki, J. Botana, J. Boudreaux, C. Boiirgois, M. Bousson, D. Boyle, D. Boync, D. Bradley, E. Brongh, E. Brown, G. Brown, 1. Brown, S. Cofone, W. Colby, E. Colier, L., HI Conklin, K. Conklin, K. Conning, E. $600 Honor Roll Lilledahl, H. Pomerlane, R $400 Honor Roll Manuel, R. Ctinway, F. $300 Honor Roll Andersen, R. Frounfelter, D. Brooks, T. Curtis, T. Hall, P. Quinter, 3. Richburg, J. Romolo, V. Weaver, A. $200 Honor Roll Abas, I. Aronica, A. Bailey, J. Bernstein, A. Brand, H. Cafefiato, W. Castro, C. Combs, W. Drozak, F. Ellis, P. Faust, J. Filippitti,L. Gard, C. Haggagi, A. Jacobs, R. Browne, G. Browning, R. Bryan, E. Bryant, B. Bryant, T. Bucci, P. Buczynski, J. Buffa, A. Bullock, R. Burke, T. Burnette, P. Bursey, H. Butts, B. Kerngood, M. Kozicki,R. Kudults, K. McFarland,D. Moore, A. Musaid, A. Pow, J. Byrd, J. Byrne, W. Caccam, F. Caffey,J. Caga, L. Cahill,J. Callahan, J. Camaian, A. Camarillo, F. Campbell, A. Campbell, A. Campbell, A. Campbell, A. Pulliam, J. Rosenthal, M. Sanchez, R. Seibel,E. Shields, J. Sholar, E. Stephens, C. Stewart, E. Campbell, J. Campbell, W. Carbone, V. Carr, J. Cataldo, J. Cavanaugh, J, Cclgina, J. Cheshire, J. Cinquemano, A. Cisiecki, J. Clark, R. Cleaver, V. Coamer, M. SEAFARERS POLITICAL ACTIVITY DONATION (SPAD) 675 FOURTH AVENUE BROOKLYN, H.Y. 11232 Date. S.S. No. Contributor's Name. Book No. Address. City . .State. .Zip Code I acknowledge and understand that SPAD is a separate segregated fund established and administered by my Union to engage in political activities and to make contributions and expenditures for candidates seeking political office and solicits and accepts only voluntary contributions, and I have the right to refuse to make any contribution without fear of reprisai. I may contribute such amount as I may volun­ tarily determine and I herewith contribute the sum of $ . This contribution constitutes my voluntary act and I am to to receive a copy of this receipt showing the amount of my contribution. A copy of SPAD's report is filed with the Federal Election Commission and is available for purchase from the Federal Election Commission, Washington, D.C. Signature of Solicitor Solicitor's No. 1977 Port <v Cookmans, R. Corfez, E. Cosfa, F. Costango, G. Costello, M. Cousins, W. Cowcn, T. Coyle, P. Cresci, M. Cross, M. Cruz, A. Cruz, F. Cunningham, W. Curry, M. Da Silva, M. Dalman, G. Dammeyer, C. Danzey, T. Daradise, R. Harden, J. Dauocol, F. Daves, C. Davidson, W. Davies, R. Davis, F. Davis, J. Davis, J. Davis, L. Davis, S. Davison, J. Debarrios, M. Dechamp, A. Delaney, D. Delgado, J. Delrio, J. Demetrios, J. Denmark, H. Dembach, J. Deymain, S. Diav^ R. Dickey, K. Diercks, J. DiGiorgio, 3„ Dillings, L. DiPreta, J. Dixon, J. Doak, W. Dolgen, D. Domenico, J. Domingo, G. Donovan, P. Downon, P. Drebin, L. Drozak,?. | Dmiy, C, Diyden, J. Ducote, A. Ducote, C. Dudley, K. Duffe, T. Dukcl, P. DuPaola, R. Durden, D. Dwyer, 3. Dyer, A. Edmon. F. Edmonds, F. Ellis, F. Eschukor, W. Escobar, C. Evans, M. Fagan, W. Fain, G. Falcon, A. Fanning, R. Famen, F. Farrell, C. Fay, J. Ferguen, M. Fergus, S. Fester, M. Fgrshee, R. Figueroa, P. Firshing,W. Fischer, H. Fiune, V. Fletcher, B. Fletcher, F. Florous, C. Foley, P. Forgeron, L. Forslono, L. Fosberg, W. Fox, P. Frances, H. Franco, P. Francum, C» Frank, S., Jr. Franklin, R. Frederickson, E. Fuller, G. Furr, J. Furukawa, H. Gallagher, C. Gallagher, L. Gallegos, P. Galliam, R. Gann,T. Ganthier, C. Garcia, R. Gardner, E. Gaston, T. Gavin, J. Gentile, C. Gimbert, R. Glidewell,T. Goff, W. Goldberg, J. Golder, J. Gonzalez, J. Gooding, H. Goodspeed, J. Gorbea, R. Gosse, F. Graham, E. Graham, R. Green, A. Greene, H. Grepo, P. Grima, V. Gross, G. Guarino, L. Guillen, A. Hackenberg, D. Hagerty, C. Hale, E. HaU,J. Hall,K. Hall, L. Hall,M. Hall,W. Hannibal, R. HarUdstad,V. Hart, R. Harris, E. Harris, W. Harris, W. Haskins, A. Hatton, M. Haof,M. Haynes, B. Heimal, W. Hendriclm, C. Heniken, E. Heroux, A. Hersey, G. Hess, R. Hidalgo, M. Hill, G. Hines, L. Hincs,T. Holmes, W. Homas, D. Homayonpour, M. Hooker, G. Horn, F. Howse, A. Hunter, W. Hurley, M. Hussain, A. Hutchins, E. lovino, L. Iverson, J. iTvaski, M. Jackson, J. Jansson, S. , ^ ^ Japper, J. Jaslin,L. Jimeny, C. 38 / LOG / December 1977 J �>' JcAnson, C. Johnson, D. Johnson, R. Johnson, R. Johnsted, R., Jr. Jones, C. Jones, R. Jones, T. Jones, W. Jorge, J. Joseph, E. Juhasz, S. Kahllo, R. KarIak,W. Kasfina, T. Kauffman, R. Keller, D. Kelley, E. Kelly, J. Kcndricks, D. Kenny, L. Keough,'J. Kerr, R. Ketchbad, D. Kimbrough, W. King, J. Kingsley, J. Kirsch, J. Kitchens, B. Kizzire, C. Klavand, S. Klein, A. Knufsen, E. Koflowitch, W. Kool, J. Kouvardas, J. Kramer, M. Kwiatek, G. Kydd,D. Lambert, H. Lang, R. Lankford, J. Larkin, J. Lasater, T. Lawrence, L. Lawrence, R. Lawrence, W. Lee, H. Lee, K. Legg, J. Lelonek, L. Lennon, J. Lent, D. Leo, E. Lesnansky, A. Lewis, L. Libby, H. Liles, T. Lindsay, G. Lindsey, H, Logue, J. Loleas, P. Lomas, A. Lombardo, J. Long, F. Lundberg, J. Lynch, C. Lyness, J. MacFadden, M. Maclnnes, K. Magruder, W. Maldonado, M. Malesskey, G. Mana, A. Manafe, D. Manen, J. Manry, L. Mansoob, A. Marchaj, R. Martin, T. Martinez, L. , Martinussen, C. Mattioli, G. Maxnell, B. •cc€;ccc McAvay, J. Silva, J. Underwood, G. McCarthy, L. Silva, M. Vanluyn, W. McCartney, G. Silverstein, H. Vasquez, J. McCartney, K. Simpson, S. Velandra, D. Pool, D. McCaskey, E. San Fillippo, J. Singleton, R. Velazsuel, W. Porter, B. Reading, T. McClinton, J. Robinson, W. Sanchez, M. Sirignano, F. Velez, R. Powe, P. Reck, L. McCorvey, D. Rodgers, J. Santana, E. Smith, L. Vick,J. Praza, L. Reed, A. Rodriguez, F. McCullough, L. Santos, M. Smith, T. Viles, J. Prentice, R. Reinosa, J. Rodriguez, R. McElroy, E. Schatz, G. Smith, W. Villanova, A. Pretare, G. Reiter, J. Rondo, C. McGeorghegan, F. Schneider, H. Snell, F. Volluz, D. Prevas, P. Reyes, M. McGunnigah, E. Roshid, M. Schov, T. Snellgrove, L. Vorchak, J. Price, R. Rhoades, G. Ross, J. Mcllearney, B. Schuffels, P. Snyder, J. Vukmir, G. Primero, F. Richoux, J. Roubek, J. McKay, D. Scott, C. Somerville, G. Walker, F. Prirette, W. Riddle, D. Roy, B. McMahon, T. Scully, J. Soresi, T. Walker, T. Prott, T. Ries, C. Royal, F. McMillion, W. Seabron, S. Sovich, C. Wallace, E. Pulver, E. Riley, E. McNabb, J. Rudnicki, A. Seagord, E. Spencer, G. Washington, E. Purgvee, A. Rios, R. Rii.sh, R. McNally, M. Selzcr, R. Spencer, H. Webb, J. Quinnonez, R. Ripoll, G. Rusheed, J. McNeely, J. Sclzcr, S. Stancaugr, R. Weber, J. Quinones, J. Rivera, H. Meaden, G. Ruzyski, S. Scpulveda, P. Stankiewicz, A. West, D. Quintella, J. Roades, O. Sacco, J. Melicrt, R. Serall, R. Stanton, W. Westbrook, A. L. Quirk, J. Roberts, C. Sacco, M. Meoder, H. Shabian, A. Stearns, B. Westerholm, G. Raineri, F. Roberts, H. Saeed, S. Mendez, A. Shelley, S. Stevens, W. White, J. Ramos, J. Roberts, J. Salanon, G. Mesford, H. Shellubrad, R. Strand, J. White, K. Rankin, J. Robertson, T. Salazar, 11. Mielsem, K. Shelton, J. Stubhlefield, P. White, R. Rattray, W. Robinson, J. Saleh, H. Miller, D. Sigler, M. Stubbleflrd, B. Whitnier, A. Mollard, C. Sulaiman, A. Whitsitt, M. Mongelli, F. Sullins, F. Widman, J. Monteton, H. Sumroll, N. Wilburn, R. Moody, O., Jr. Surrick, R. Wilisch, E. . Mooney, E. Swiderski, J. Williams, L. Moore, L. Tanner, C. Williams, R. Morgan, J. Taylor, F. Williams, S. Morris, W. Taylor, J. Wilms, T. Morrison, J, Telegadas, G. Wilson, C. Mortensen, O. Terpe, K. Wilson, D. Mosley, W. Theis.s, R. Wilson, J. Muniz, W. Thomas, J. Winder, R. Munsie, J. Thompson, F. Wingfield,P. Murray, G. Thompson, L. Wolf, P. Murray, J. Tillman, W. Wood, C. Murray, M. Tobin, G. Woodhouse, A. Murray, R. Tobio, J. Woody, J. Myers, H. Toluison, R. Wooten, H. Mynes, A. Towsigmarf, A. Worley, M. At a New York payoff recently are tfie Sfiip's Committee and a couple of Myrex, L. Troy, S. Worster, R. crewmembers of ttie ST Zapata Patriot (Zapata Bulk). The ship had just de­ Nagib, S. Truenski, C. Varmola, J. livered U.S. Strategic Petroleum Reserve crude oil to a salt dome near Baton Naji, A. Tsminrx, L. Yelland, B. Rouge, La. for the Military Sealift Command. Standing (I. to r.) are: Deck Napoli, F. Turay, C. Young, R. Delegate Salvadore Cordero; Steward Utility James Gladney; Steward Dele­ Nash, W. Turner, B. Zalusky, S. gate Mack Ward; Engine Delegate Paul Lattik; Educational Director Jerry Nauarre, T. Turner, L. Zalusky, T. Boyer, and Recertified Bosun Burt Hanback, ship's chairman. Seated (I. to r.) Neffe, J. Tuttle, M. Zeaglcr, S. are: Chief Steward-Cook D. E. Edwards, secretary-reporter, and EngineNielsen, R. Ulrich,H. Ziegadhagen, J. Deck Utility J. K. Oberson. Novak, A. Nuckols, B. O'Brien, E. O'Brien, T. O'Donnell, J. Olds, T. Olson, F. Omar, Y. Orsini, D. Pacheco, E. Paderes, P. Paladino, F. Papuchis, S. Paradise, L. Parnell, J. Paschal, R. Patterson, D. Patton, S. Paulovich, J. Payle, M. Pecquex, F. Penrose, K. Penry, R. Peralta, R. L. Perez, J. Perez, L. Periora, J. Peth, C. Phillips, D. 1; With the sea pictured in the background, the SLMR'S Committee of the SS Delta St/d (Delta Line) gather for a photo in the Picczonetti, M. ^ port of New Orleans recently. They are (I. to r.): "Steward Delegate Albert Blazio; Deck Delegate William King; Recerti­ Piper, K.' fied Bosun Claude Bankstpn, ship's chairman; Engine Delegate T. L Moss; Educational Director U.S. Weems, and Chief Pollard, G. Steward Edwin Vieria, secretary-reporter. SPAD Honor Roll Zapata Patriot Committee Delta Sud Committee December 1977 / LOG / 39 �Xr V. xxxx:x.x/xx r rr r r r xxx r r mmMmMMmmmKmmimmmmmmMmmmmmKm teetinas The Yuletide Spirit Everydoy for a Better, Happier Life for Everyone What Merry Christmas Day Meant to pressure a Unionist of mankind's great longing The Log has been telling the story of American maritime un­ ions as recounted in newspapers of the day and in other material gathered by the Seafarers Histori­ cal Research Department. At this holiday season it is es­ pecially appropriate to reprint an article on Christmas that was writ­ ten by Victor A. Olander. He was a famous Chicago labor leader, associate of Andrew Furuseth, and one of those who helped to write and enact the Seamens Act of 1915, the "Magna Carta" for American seamen. Olander was a Lakes seaman who became a vice president of the International Seamens Union in 1902; general secretary of the Lakes Seamens Union in 1909, and in 1925' secretary-treasurer of the International Seamens Union. He died in 1949. This article, which is updated, was probably written in the early 1920s. It is from the Victor Olander Collection at the Univer­ sity of Illinois, Chicago campus. in the universal greeting, "Merry Christmas?" Nineteen centuries ago, when the event took place which the day cele­ brates, the status of the laborer was mainly that of a slave. Religious liberty was practically unknown. Political freedom was merely a dream. Slavery was the pre­ vailing condition in industry and commerce. The society of the time was essen­ tially autocratic—autocratic in re­ ligion, autocratic in government, autocratic in industry. Into the world as it then was came the humble Carpenter of Nazareth preaching the equality of man— teaching that all men are the children of one loving Deity. It was the doc­ trine of the universal Fatherhood of God and Brotherhood of Man! The effect was inevitable. If men are brothers—that is to say, equals —in the sight of the Creator, they surely have a right to equality before man! The parable of the leaven, which was placed in three measures of meal and leavened the whole, may be ap­ plied to the events which followed. I The new concept—the democratic ideal of equality—entered upon the religious field and slowly, painfully, transformed it until religious thought recognized mankind as brethren. Centuries passed in that struggle but the great truth could not be ob­ scured. It was the beginning of the abolition of slavery. II The concept of brotherhood— equality—as the right relationship between all men then entered the political field. Another struggle of centuries followed. Again, slowly, painfully, some­ times even with war and revolution, but steadily and surely the great ideal of human equality established itself, until the time has come when, in many centuries, the ballot—the vote —is of exactly equal value whether cast by the richest and most powerful of men or by the poorest and hum­ blest of women! The ideal of men as brothers still presses onward. The leaven con­ tinues to work. III Industry is feeling the irresistible MERRY CHRISTAMS! The Interpretation of a Trade Unionist By Victor A. Olander Christmas Day! The wonder-day of the year! A day when the thunder and swirl of the market place is silenced and the merciless round of buying and selling—of making and taking—ceases, and humanity finds its true nature as men discover the secret of happiness for themselves by giving happiness to others! For a day, at least, we have a foretaste of that time when all men shall be friends. The vision of the poet is prophetic: "I dreamed in a dream I saw a city invincible to the attacks of the whole of the rest of the earth; I dreamed that it was the new City of Friends; Nothing was greater there than the quality of robust love—^it led the rest; It was seen every hour in the actions of the men of that city, And in all their looks and words." What is the significance of Christ­ mas for the toiling masses? To what extent does it represent progress for the common people? Why should it be a day of rejoic­ ing, a day of happiness, a joyful day on which all the Western world joins Drawing by H.R. Robcrtaon-Chiutmas on the Wave for freedom and equality. The ideal of brotherhood has en­ tered into the market place, thus in­ vading factories, shops, mines, trans­ portation system and all the myriad places where men labor to Jove. The trade unions in which men combine for mutual aid and to secure improved conditions of life and labor, are the expression of the ideal which seeks to raise all mankind to a higher, a better and a finer life. Remember the words of the Nazarene: "I am come that they might have life, and that they might have it more abundantly." Where and when? Why, here, right here, where we cele­ brate Christmas. Now! For we are taught to pray: "Thy kingdom come; Thy will be done in earth as it is in heaven." The man who joins in union with his fellows in an effort to make life better and happier for himself, his comrades and Aeir wives and chil­ dren, is giving expression to the great prayer by his very acts. Human equality — the Brother­ hood of Man—will be obtainable only when poverty is abolished. He who fights against that great evil strikes at hell itself, and is surely living the right life, no matter what notions he may have concerning re­ ligious dogmas. The command "Love one an­ other," which we are told is the "Great Commandment," means "Help one another." That is what the trade unionist be­ lieves in doing—not merely in giving a basket of food to some povertystricken family at Christmas time, but in seeking to so change condi­ tions that every family will have enough every day. The trade unionist stands for real equality—for good life for everybody —for freedom for everybody—^for happiness for everybody—for a true brotherhood—every day in the year. That is the goal towards which our labor movement is striving. As a nation we shall attain that ideal when our people generally learn to apply the Christmas spirit—the impulse to make others happy— every day in every year, just as they now do one day each year. "He who joy would win must ^ share it. Happiness was born a twin." We work and hope and wait for the time when every day shall be like Christmas Day. Our great labor movement will, therefore, go onward: "Till ringing, singing on its way. The world revolves from night to day, A voice, a chime, A chant sublime Of peace on earth, good will to men!" Merry Christmas to all! � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource December 1977 Description An account of the resource HEADLINES 1ST HIGHER ST. LAWRENCE SEAWAY TOLLS MENACE SYSTEM MTD CONVENTION URGES: BREAK BIG OIL’S TRANSPORTATION MONOPOLY MTD CONFAB ACTS ON RUNAWAYS, V.I.’S, CARGO EQUITY, SAFETY HUMPHREY, ON PHONE, ‘LABOR CONSCIENCE OF POLITICS’ AFL-CIO CONFAB BIDS CONGRESS AID MARITIME MONDALE TO AFL-CIO: LABOR-WHITE HOUSE COOPERATING ILA STRIKERS VOTE TO END 60-DAY BEEF AGAINST CONTAINERSHIPS PRESIDENTS’ OFFSHORE GROUP MEET ON CONTRACT AT CONFAB, BROWN SAYS EDUCATION IS KEY TO SURVIVAL OF U.S. FLEET UNITED STEELWORKERS ORE MINERS’ STRIKE NEARS END SEAFARERS MAN CAPRICORN 3 NEWLY ACQUIRED BOATS PORT AGENTS, PATROLMEN SWEEP SHIPDOCKING COMPANIES ON THE EAST COAST IN DRIVE ATLANTIC COAST BOATMEN TAKE BIG STEP FORWARD AT SHIPDOCKING CONFERENCE COMMUNICATIONS IS CONFERENCE THEME TANKERMAN KILLED AS BARGE EXPLODES; TWO SAVED BRING THE BIG OIL COMPANIES INTO LINE ON GREAT LAKES RUN FROM TOLEDO, M/V RICHARD J. REISS UNLOADS COAL AT STEEL PLANT ‘SANTA CLAUS’ BLANCQ CARRIED WIDE RANGE OF ITEMS SEN. INOUYE WARNS ABOUT STATE OF U.S. MERCHANT MARINE AT MTD CONFAB, SEN. GRAVEL BACKS LOWER INLAND USER TOLLS KIRKLAND PLEDGES LABOR’S SUPPORT FOR U.S. MARITIME INDUSTRY MURPHY: PUBLIC MUST LEARN MARITIME’S ROLE IN ECONOMY, DEFENSE ‘FLAGS OF CONVENIENCE’ SHIPS TAKE HIGH TOLL AT SEA AFL-CIO PRESSES DON’T BUY BOYCOTTS NATIONWIDE RETIRED LAKER PESENAK TURNS TIN CANS INTO MINIATURE FURNITURE COST-OF-LIVING ADJUSTMENT UPS SCALE 2 PERCENT WHAT MERRY CHRISTMAS DAY MEANT TO A UNIONIST MERRY CHRISTMAS! THE INTERPRETATION OF A TRADE UNIONIST Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 12/1/1977 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 39, No. 12 1977 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/eed71196f185e62218f73802a74883fb.PDF 247318054febb9f5c766ded09ba14fd0 PDF Text Text 1 • -r .'-4 i :• 4 :• Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-CIO VOL.40 NO. 1 JANUARY 1978 Boatmen Man Dixie Avenger Ji •4i.. Great Lakes Hall Opens in Algonae Si M \ >' •fSi ^ 1 ,r Members Crew LNG Aries •:.; ., r -'i i'-/ liU4 ^ VI *1 s 1 .s'l, -:'':, Jtm-^ 5r-^iy-^; J.j • •. M I^^.u • 'Ijr" 'i-' r.i - ':. ' M -v^ '7^- va .-. .V'Ay.' ^'11 ite: '\ A Look at the Men on the Huron Cement Fleet L-itk' U'-; Lundeberg Upgrading Tax information Seafarers Welfare Plan Annual Report Cuide Courses for 1978 See Special Supplement See Pages 27-31 -•• ^ -'. T': See Page 37 m > ij. . .... - ..•. r ^-^:Kw.•r• •.;: ^ - t <; ,.Jv'- ' �4 Towing Company Contracts Ratified by Boatmen SIU Boatmen recently ratified new contracts with four towing companies in the Gulf. Now in effect, the contracts have secured significant wage increases and widespread fringe benefits for the membership. The companies arc Red Circle Transport and Orgulf Transport, both based in New Orleans; Slade, Inc. of Orange, Tex., and Mobile Towing of Mobile, Ala. Although the contracts are separate agreements for each company, they have a number of benefits in common. Most importantly, they established a standard agreement for all Boatmen in the same kind of towing operation. They also created an industry-wide in­ land vacation plan. The standard agreement means, first of all, that the contract is written in standard language for similar SlU-contracted companies. For example, the Orgulf contract contains a Main Agree­ ment that can be used by all SIU operators engaged in moving bulk com­ modities on the Mississippi River sys­ tem. Individual differences between com­ panies are pirovided for, in other parts New Boat Dixie Ayenger The new tug Dixie Avenger recently joined the SlU-contracted fleet of Dixie Carriers, bringing with it the latest in seagoing tug technology. The 4,000 hp. Avenger is equipped for both hawser and ar­ ticulated, or joined, tug and barge towing. She handles an 18,000 ton, 440-ft. X 80-ft. hopper barge which is notched at the stem. Hydiaulic ramps hold the tug's bow in the notch and allow the tug and barge to operate almost as a single unit. An elevated pilot house, fixed at 46 feet above water level, gives the pilot a clear view of the barge ahead. The hydraulic system en­ ables the tug to release the barge quickly and switch to hawser tow­ ing when necessary. Her dual drum towing winch has 2,000 feet of cable. Dixie Carriers is based in Hous^^ ton, Tex. but also has offices in New Orleans, La. The Avenger^in service since October, has been pushing coal from there to Crystal River, l^a. She carries a crew of ' eight SIU Boatmen. The Avenger was built at the Burton Shipyard in Port Arthur, Te*. She measures 139-feet lopg,^ 34 feet wide and 17 feet deep. Her* other features include the latest in navigational equipment and pol­ lution and sewage control. INLAND of the contract, called the appendices. Moreover, the SIU bulk commodity river contracts will all expire at the same time. The Red Circle contract established a standard agreement for all SIU off­ shore towing operators. The Slade con­ tracts, one each for licensed and unlicensed personnel, did the same for Unit Tow operations. The Mobile Tow­ ing contract established a standard shipdocking agreement. Standard language and a common ex­ piration date for the contracts give SIU Boatmen greater protection for their contractural rights and increased collec­ tive bargaining strength. The industry-wide vacation plan is another major gain for Boatmen in the new contracts. Under the Plan, the four companies now contribute to a vacation trust fund. And the Boatmen can re­ ceive their vacation pay after every 90 days of employment. Moreover, the members at Mobile Towing Co. receive this benefit together with the company benefit they were eligible for before the Plan went into effect. Major improvements in the Seafarers Welfare Plan were also negotiated in the new contracts. These include cover­ age for the full cost of hospital extras and increased benefits for intensive, care, maternity, surgery, doctor calls and death. A new benefit was also added ^ CI Paul Hall ru 0X0. rpi You Can Co As Far As You Want T>, which allows up to $5,000 for acci­ dental loss of hands, feet, or eyes. The new contracts also provide many beneficial work rule changes for Boat­ men in each company. The contracts were ratified by a wide margin by the members employed in each company. Tow Litenses Expire in'78 Towboat operators who received their licenses in 1973 should be aware that the licenses must be re­ newed in 1978. Since this affects a large number of operatons, the Coast Guard asks that all involved avoid the prob­ lems of a last minute rush. LK censes can be renewed within 9Q days off expiration. The license may be renewed at any Coast Guard Marine Inspec­ tion/Safety Office which conducts licensing transactions. Applicants for renewal should present a letter or other evidence off service under their license within the last threei years. They should also be prep to complete an ^open book" exer­ cise on Rules off the Road, whichi apply to their licensed area, ani an "open book" exercise on the Pollution Prevention Regulation^ ^ ^ ^ This issue of the Log carries a special supplement, which outlines in detail all the upgrading programs available to SIU members this year. If you look at this supplement closely, though, you will .see that a young man just coming into the industry can upgrade to the top of his cho.sen de­ partment in a few years. For instance, take a young man who graduates from the deep sea entry program at the Lundeberg School. Say he decides to .ship in the engine department. After only three months seatime as wiper, he cmi return to the School for endorsement. Then after only six months seatime as FOWT, he can return to the School for his QMED rating. In another area, Jake a young man who graduates the inland entry pro­ gram at the School and ships deckhand. After 18 months seatime on deck, he can return to the School for his Able-seaman endorsement or for a 2nd •CtoSff*VoWt)09fOperator's licen.se. With as little as three years seatime on deck, a young boatman can achieve a First Class Towboat Operator's, license or the equivalent. These are ju.st a couple of examples of the real career opportunities avail­ able to our members. What I'm getting at is this. A young man who enters the SIU Sgqivpf 18 or 19 can, by the time he is 22 or 23 or younger, have reached one of the top ratings in his area of shipping. In other words, with some hard work and initiative, by his very early twenties, an SIU member can be making the kind of money and can have achieved the kind of job security that it takes people in other industries years and years to re^lizq. ^ *ursuing a full-time career as a merchant seaman has never been an easy road to follow. The sea has a great many advantages over shorcside work, of course. But as in most jobs, for all the advantages there are also a number of disadvantages. For instance, working on ships or tugs frees a person from the routine of a 9 to 5 job. But then again, spending weeks or months at a time at sea and away from home can create strains on personal and family rclationsliips. Considering the kind of unemployment that exists throughout our nation, Young people go to sea for a variety of reasons. However, some later find job security should be a prime concern for all American workers whether out that they can't cope with the pressures of the job and being away from they are 25 or 55. home and friends. These people usually stick with it for a short time and My advice to our young members is this. Get your seatime in quickly then drop out after finding a permanent shoreside job. and upgrade your-skills as .soon as possible after meeting the necc.ssary re­ However, for those young SIU members who try it and find they like the quirements. No one is going to force you to upgrade. But if you intend to seagoing life, the opportunity for career advancement has never been make the sea your lifetime career, it's better to get the necessary training greater than it is today. while you are young. And the younger the better. These opportunities are by no means limited to any one area of the ship- . That way, you'll be pretty much able to call your own shots at an age ping industry. In fact, there are significant advancement opportunities for when most people are wondering if they're even going to have a job next all SIU members in every area represented by the SIU, whether it be deep month or next year. "* sea, Lakes or inland water. There is no question that a wide-range of career opportunities exist and These opportunities, of course, are not handed out to you on a silver are available to SIU members. An SIU member can go as far in this industry platter. You have to put in the required seatime. Then you have to take the as he wants. I encourage our members to take advantage of the.se opportuni­ initiative to upgrade your skills at the Lundebereg School in Piney Point. ties. You'll only be hurting yourself if you don't. 1 Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave Rrn«i,iwn M V 11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 40, No. 1, January 1978. '' 2 / LOG / January 1978 �Meef of SlU Headquarters Human Resources Group Finishing Proposed Study In September 1976, SIU President Paul Hall addressed a Ship Operation and Automation Symposium and of­ fered the attendees a challenge. This challenge was to give consideration to the men who operate the vessels when future ships are designed and modern systems are planned. The maritime unions have recog­ nized the problems created by techno­ logical advancements and automation within the maritime industry. The prob­ lems this new technology has caused the seamen have been great. The problems have been in the psychological, socio­ logical and physiological aspects of go­ ing to sea. The Harry Lundeberg School has been actively working with representa­ tives of other maritime unions to write a proposal for a Human Resources Study to be funded by the Maritime Ad­ ministration. The study would try to identify the problems and possible an­ swers to these problems now being faced by our membership. The Advisory Group of union/re­ lated maritime school representatives met at SIU Headquarters on Jan. 17, 1978 to put the finishing touches on the proposed study. This group will con­ tinue to work together throughout the study to keep the researchers on a path that will most benefit the seafarer. In the first phase of the study, the group will look at all existing research data and studies which have been done in the U.S., as well as foreign countries. From a review of this literature, the problems which have already been stud­ ied will be made available so that any benefits may be shared with everyone. It is well known that the Scandinavians and other countries have been con­ cerned about the seamen's welfare and have conducted many studies to exam­ ine the lifestyle and work routines at sea and ashore. It is possible that by examining these studies we may learn from their mistakes, as well as their successes. After looking at the research which has already been done, the Advisory Group will then plan methods for ex­ amining our problems in the areas of safety, workloads, job satisfaction and living conditions. In order to gain information, it is planned that an at-sea study will in­ clude interviews, collection of data, and the identification of potential hazards and problems. The people who will col­ lect the information are familiar with our industry and in most cases, have experience going to sea. Our Union has been actively involved in research projects and has participated with other studies. The Union did a study in 1971 and 1972 with the Psy­ chology Department of the University of Maryland. From the results of this study we were better able to plan our recruiting program for the entry-ratings. develop upgrading courses to improve our membership, and help establish the Alcohol Rehabilitation Program. These" benefits were all made available because we were able to look at our problems openly and then seek meaningful solutions. The Advisory Group of union/relatcd maritime school representatives have worked together on other projects utilizing government funds. The National Maritime Union, Marine Engineers Beneficial Association, Staff Officer's Association, American Radio Officer's Association, Masters, Mates and Pilots and the SIU have worked together to improve firefighting training through the development of a stand- rv ard manual, firefighting films, and improved MARAD firefighting facilities, Another project was the development of abstracts of maritime education and training publications. This project made materials available for training which before were used only by one school, Such sharing and cooperation benefits everyone, and the Union feels sure this effort will be even more successful. The study is planned to examine ways of improving the quality of life at sea. Paul Hall has given his wholehearted support to the study fully recognizing that the social impact of new technology on seamen has been tremendous. Man has been very active in adjusting to automation. Hopefully, the results of this study will offer some suggestions of ways that automation can also adjust to the man. -J Representatives from maritime unions gathered at SIU Headquarters for a meeting this month on a Human Resources study. In photo at left are. from the left: Wilder Smith, Marine Firemen, Oilers and Watertenders; William Armstrong, Sailors Union of the Pacific; Herb Strickhartz, American Radio Officers Association; Anthony Scotto, International Longshore­ men's Association; Captain William Rich, Masters, Mates and Pilols, and Bert Lanpher, Staff Officers Association. In photo at right, from the left are: Max Condiote, Staff Officers Association; Hazel Brown, president of the Harry Lundeberg School; Chuck Mollard, SIU inland coordinator; Ron Spencer, District 2 Marine Engineers Beneficial Association, and Gene Specter and Frank Bolland of the National Maritime Union. Sea-Land Launches New West Coast-Mideast Run; Cuts Others Sea-Land launched a new, weekly container run late last month from the West Coast to the Mideast with the sailing of the 33-knot S-L 7 Sea-Land Commerce from the port of Seattle, Early this month, however, the company said it would halt containership service between the East and West 2nd Towboat Scholarship Starfs May 29 SIU Boatmen are reminded that the second class of the Towboat Operator Scholarship program will begin May 29, 1978. The class is limited to 24. Applications have been mailed to all Boatmen who have the required seatime on deck for a Coast Guard towboat operator's license. If you have not filed this application, do so as soon as possible to help assure you a seat in the May class. The first INDEX Legislative News . Page 9 SIU In Washington Union News President's Report Page 2 4 inland contracts Page 2 Headquarters Notes Page 7 Brotherhood in Action ....Page 7 Atlantic Conference . .Pages 17-19 Names without ' addresses Pages 40-43 SPAD honor roll .....Pages 46-47 Benefits paid Back page At Sea-Ashore Page 21 Inland Lines Page 6 class, to begin Feb. 20, 1978, will be selected from among those who have already applied. The scholarship amounts to $125 per week while the Boatman participates in the 12-week course. For more information, or if you feel you should have received an applica­ tion but didn't, contact your local Union representative or the Lundeberg School in Piney Point, Md. Lakes Picture Page 8 New Algonac Hall ... Pages 14-15 Christmas visit Page 20 General News Human resources meeting .Page 3 National unemployment ... Page 5 Safe use of benzene Page 8 Shipping Dixie Avenger Page 2 LNG Aries .........Pages 10-11 Huron cement fleet Page 38 Ships' Digests Pag© 34 Dispatchers' Reports: Great Lakes Pag© 43 Inland Waters Page 45 Coasts. On Jan. 28, Sea-Land cut the East Coast-Florida-Texas run. Not affected by the cuts are the four containerships running from the Gulf to Puerto Rico and the Alaska-West Coast run. Competition from railroads and a re­ sulting insufficient rate of earnings on the routes are reportedly the main rea­ son for Sea-Land's decision to suspend the runs. A company spokesman explained that Sea-Land had been cutting back on these runs for some time and that they formed "a minimal part of our opera­ tion". He added that the firm felt it could concentrate the assets of these operations more efficiently on interna­ tional shipping. Six containerships from the cut intercoastal runs are now on the Europe to Mideast shuttle service. They replaced a number of T-3 containerships on that run when they were withdrawn for over­ haul. In June, they will be back in service on the Mid-East shuttle. The new West Coast-Mideast run via the Far East will take about 35 days and connect with the ports of Damman, Saudi Arabia, Dubai, United Arab Emi­ rates and Bandar Abbas, Iran. '1- vt] I.I Deep Sea Page 39 Detroit tugs .Page 4 Sea-Land routes Page 3 Overhaul containerships .. .Page 5 Training and Upgrading 'A' seniority upgrading .. .Page 45 HLS courses and dates Special Supplement Upgrading course graduates Page 35 Membership News Upgraded to inland mate... Page 6 Former scholarship winner Page 21 New pensioners Page 33 Final Departures ... .Pages 36-37 Special Features Rate wars tax info Inland company Page 32 Pages 27-31 Page 16 Articles of particular interest to members in each area—deep sea, inland. Lakes—can be found on the following pages: Deep Sea^ 3, 5, 10-11, 21. 32, 34, 39, 45 Inland Waters: 2, 4, 6,16,17-19,45 Great Lakes: 8, 14-15, 38, 43 January 1978 / LOG / 3 �mmr: P The tug Kentucky (.Great Lakes Towing) guides the Canadian ore carrier S/r James Dunn down the Detroit River to Dearborn, Mich. Capt. Waily Waldrop on the tug Kentucky nego­ tiates the Dunn through one of the six bridges on the Detroit River. Capt. Waldrop guides the ship slowly because, he says, "you have to watch that you don't catch the superstructure up above." A Day in the Life of Two SlU Tugs Last July, the SlU-contracted tug Maryland (Great Lakes Towing) sped to a hrst-place finish in the International Tugboat Race on the Detroit River. The tug's captain, Wally Waldrop, brought the 96-foot boat to victory. Last November, Capt. Waldrop was again steering a tug down the Detroit River. But this time he and the SIU crew of three were manning the tug Kentucky as she towed the Canadian ore-carrier Sir James Dunn to Dear­ born, Mich. The Kentucky^ alohg with the tug Missouri, moved down what Capt. Waldrop called "the most travelled sea­ way in the world." This is easy to beliefi^. The banks of the Detroit River are lined with factories and processing plants for a wide variety of minerals and chemicals. The Kentucky moved past moun­ tains of coal, red hematite ore and iron pellets. Piles of brownish limestone, a common sight in limestone-rich Mich­ igan, and tons of industrial salt which is used to clear snow and ice from roads. Deckhand Larry Bernard is proud of his 25 years on tugs. He's also proud of his daughter Mary, a winner who's studying to be a pharmacist. FT- formed part of the landscape. The boat continued on its slow jour­ ney, waiting for the River's six bridges to raise and keeping the large ship in tow. The crews of the Kentucky and the Missouri know the Detroit River well. They kept the Dunn from hitting shallow spots in the river and squeezed the .ship through narrow turns. The two tugs guided the ship past an Artesian well near the U.S. Gypsum Co. plant. The natural sulfur springs keep bubbling up in spite of efforts to con­ tain them. .. ^ The ore carrier Dunn was towed by the Xu^'kentubky and Missouri. Here, the Missouri's crew are (I to r); Capt. Luther Hamet and deckhands John Dufour and John Marx. Larry Bernard, deckhand on the Kentucky, catches the Sir James Dunn's lines for the down-river trip . 4/LOG/January 1978 Passing an oil refinery. Deckhand Larry Bernard pointed out several yel­ low buoys. These buoys, Bernard ex­ plained, are pollution markers which send out signals if the pollution level of the river gets too high. The two tugs with the Dunn in tow neared Dearborn almost an hour after leaving Detroit. When the ship was safely docked in Dearborn, Capt. Wal­ drop and the Dunn's skipper exchanged the traditional salute and the tug Ken­ tucky headed back to Detroit. . . . and he and deckhand Max Tobin secure the Dunn's lines aboard the Kentucky. �vfL Unemployment Rate Drops to 6.4% in December From 6.9% WASHINGTON, D.C The coun­ try's jobless rate dropped to 6.4 percent (lowest since October 1974) last month from November's 6.9 percent. This latest figure is 1.4 percentage points down from the December 1976 figure and 2.5 percent down from May 1975. The unexpected drop in the jobless rate, topped the Administration's 1979 tar­ get of a 6.6 percent unemployment rate. The government said that Decem­ ber's surprising 6.4 percent jobless rate was caused largely by the lack of new workers looking for jobs, such as gradu­ ating students in June, and the above average increase in the number of-per­ sons finding jobs for the Christmas rush. The number of people who got jobs last month was 410,000. November's job increase registered a spectacular 955,000 gain. The year's 4.1-million new workers who found jobs was the highest yearly record in 30 years. However, blacks and other minorities failed to make any gains in the job mar­ ket. Those with jobs in the U.S. in De­ cember added up to 92.6 million work­ ers. Tho.se without jobs last month declined by 480,000 to 6.3 million job­ less. Unfortunately, 1977's average monthly jobless rate comes out at about 7 percent. In 1976, the rate was 7.7 per­ cent. It was 8.5 percent in 1975. To get down to a 6 percent jobless rate, the economy would have to gener­ ate 4 million more jobs this year. Unemployment seems to rise at the beginning of a year and drop at the end. Last month the jobless rate for adult men fell from 4.9 percent to 4.7 percent. For women, the rate dropped to 6.7 percent from 7.1 percent. The teenage rate dipped to 15.4 per­ cent from 17.1 percent. The unemploy­ ment rate for blacks fell from 13.8 percent to 12.5 percent. The rate for whites went from 6 to 5.6 percent. Many of the new jobs created last year were in the nation's transportation industry. Most of those out of work last month had nothing to do for 14.1 weeks, up from November's 13.8 weeks and down 1.5 weeks on the year's average. ISea-tonef '^"Overhaul^ SlU-contracted Sea-Land Service has announced that it will completely over­ haul four of its older containerships from steam to diesel engines. The com­ pany will also completely redecorate the crew's quarters. The four ves.sels are the Elizabethport, San Juan, San Francisco and Los Angeles. When completed, each crew member will have a private room !ri "j and hath with air-conditioning. The vessels will go into a yard in Japan one by one beginning in Febru­ ary. All work on the ships should be completed by the middle of this year. The ships, to he renamed after their overhaul, will participate in either a Far Fast shuttle run or the Persian Gulf to Northern Europe run. g/iiiimnimiiiiNiiiiiitiiiiiiiiiiiiiniimiiiiiiiiiiiiiiiHiiiiiitiiiiiuiimiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiitiiniiiiiiiiiiiiiiiiniiiuiituiiiiiiiiiiiiiiiiiiiiMiinniiiiiiiiiiiiiiiniiiiiii^ Ship's Minutes From John Penn Praises New Messman In the ship's minutes of Nov. 27 from Bosun Edward Morris, Jr. aboard the SS John Penn (Water­ man) it was noted by the Secretary P.L. Hunt that replacements had been received aboard the ship. The secretary took the time and effort to report that an excellent messman. Brother John Zarrioli from the Lundeberg School in Piney Point, had been one of the replacements. He commented that this ship or any ship could use more men like him. SlU's Williams Honored At New Orleans Dinner Lindsey J. Williams, SlU Gulf area vice president, was honored with a testimonial dinner by the Greater New Orleans A. Philip Randolph Institute on Jan. 13. Williams was cited by the Institute for his many contributions over the years to labor, education and political efforts. He is president of the Greater New Orleans AFL-CIO Central Labor Council body and Committee on Polit­ ical Action. The Council represents over 100 unions in the New Orleans area. He is also president of the MTD Maritime Port Council of Greater New Orleans and Vicinity. Williams' active career also includes an appointpient in I960 to the New Orleans Public Belt Railroad Commis­ sion. He was the first labor official ap­ pointed to that post. In 1968, he received the annual Community Ser­ vice Award of the Greater New Orleans AFL-CIO for outstanding citizenship. The dinner, held at the Fairmont Hotel in New Orleans, was attended by many political and community leaders from the area who cited Williams' achievements in their opening remarks at the event. These included Congresswoman Lindy Boggs (D-La.), Ernest "Dutch" Morial, mayor-elect of New Orleans, and Louis Charbonnct, IIF He further commented that a lot of good men have come aboard from the School. A vote of thanks was extended to the officials who participate in seeing that replacements come aboard as soon as they are needed. Every month in the Log the courses that are available to those who qualify to upgrade themselves are listed. Take advantage of the opportunity to upgrade yourself and Johnny Jackson, Jr., both repre­ sentatives to the Louisiana Legislature. Recently elected Congressman Robert L. Livingston (R-La) was also among the 500 plus at the dinner. Two Log Awards Are Accepted or 3 inland Cos. p, ;iSHJ Boatmen employed by Sortiiern Towing, American l^lkirge Lines and Inland Tii^ River Division, please note i vacation benefits are in dlwt as ol c. ,31, . 1977.; Tbi^ -^dafe:« ,a^ l^rdingtp'theeonti^ Accepting two awards for the Log from then president of the International Labor Press Association Al Herling (far left) is Marietta Homayonpour, editor, and James Gannon, managing editor. The Log received first place award for best editorial and second place in general excellency in its category. The awards were given at the end of the ILPA's convention in Los Angeles, Calif, in December. The awards covered publications printed during 1976. A second place award for general excellence was also given to the S/U Inland Boatman, the monthly publication of the Inland Boatmen's Union which has since merged with the SlU A&G District. When the Unions nrierged, the SlU Inland Boatman was merged with the Log. - and to better your chances for higher pay and steadier jobs. The new and more modern ships are becoming more prevalent and more trained men arc needed. The more qualified you are the more positions you can apply for. The Log would like at this time to wish Brother John Zarrioli con­ tinued success and smooth sailing. Armed Forces Radio to Ships Is Endangered A squabble over funding is endanger­ ing the continuation of shortwave broadcasts over the American Forces Radio and Television Network. These broadcasts go out to American service­ men on land and sea throughout the world. They are picked up by U.S. mer­ chant ships as well. The broadcasts carry daily news and sports bulletins as well as live sporting events, such as. the World Series and the Super Bowl. The possibility of discontinuing the service was brought to the attention of Union Headquarters by Ray Todd, ship's chairman of the Sugar Islander. In a letter to SlU Executive Vice President Frank Drozak, Todd asked the Union's intervention in the matter. He said that the broadcasts are "the only link that we have with home." In turn. Vice President Drozak wrote Kirk Logic, chief of the Armed Services Network, explaining "these broadcasts have been a source of enjoyment for American merchant seamen as well as members of the Armed Forces since be­ fore World War II." Drozak added that the SIU "strongly urges the Defense Department to recon­ sider any proposal to terminate a serv­ ice so important to the thou.sands of Americans at sea and in remote parts of the world." According to Logic, the broadcasts will continue while the controversy over funding goes on. He told the Log that he used Drozak's letter during hearings before. the House Merchant Marine Committee to demonstrate to Congress the widespread interest in the broad­ casts. Logic added that he is confident that funds will be appropriated by Congress so that the broadcasts can continue in­ definitely. 1 January 1978 / LOG / 5 I �i..., ?s. Jacksonville Two new tugs for Caribe Tugboat in this port have brought 16 new jobs for SIU Boatmen. The Ensign and the Pilot, both 9,000 hp. deep sea tugs, were crewed here last month. They will run from Jacksonville to San Juan, P.R. Houston—Port Arthur Jackson Marine of Brownsville, Tex. signed its first contract with the SIU last month. The company has nine tugs which tend offshore derrick barges and rigs. Four will be manned by SIU Boatmen out of Port Arthur, three out of Houston and two out of New Orleans. I New Orleans I I The captain and crew of the towboat Dixie Progress carried off a difficult I rescue recently in the Gulf of Mexico. Part of the SlU-contracted fleet of Dixie of Harvey, La., the Progress was towing a 400 ft. X 80 ft. barge in I Carriers rough waters on Oct. 23 when her captain, Walter Williams, answered a May­ I day call from the tug Bo-True 24. I A fire had swept the tug's engine room and her crew had been forced to I abandon the vessel. With the barge in tow, the Progress picked up the crew and I returned them safely to an offshore rig. Williams and his crew received strong praise for "a job done above I andCapt. beyond the call of duty" from the owner of the Bo-Truc 24, Cheramie I Brothers, Inc. The firm's vice-president addressed the following commendation I to Dixie. I "Captain Williams would be an asset to any company as a boat skipper. I His initiative, his knowledge of the sea and his ability to maneuver his vessel and tow for a successful rescue displayed strong leadership ability as well as I his capability to handle men and vessel in an emergency." I I St. Louis I More and more coal barges are standing empty and the towboats that nor­ I mally push them in great numbers in this area are laying up as the United Mine I Workers strike goes on. The number of SlU-contraeted boats laid up reached I 15 this month. The strike against the Bituminous Coal Operators Assoeiation I began on Dec. 5. I Although the coal miners strike had reduced barge traffic on the Mississippi River system, severe ice blockage at Locks and Dam 26 in Alton, 111. has I caused even greater delays than usual at this outmoded navigation faeility. I Fifty-two boats were bottlenecked waiting for the heavy ice floes to be flushed I under the dam gates. One of the,locks brake.va th.^ prQae.s.s gtad caused I even greater delays. I The situation was made worse by a bigger than usual ice build-up along the river banks. Boats could get no closer than 20 feet from shore and boatmen I were stranded during their long wait. Ice delays are typical during winter at I Locks and Dam 26, but heavy freeze blockage does not usually occur this early I in the season. I. Mobile While replacement of Locks and Dam 26 still awaits government approval, another important waterways improvement project may be finished ahead of schedule. Work on the Tennessee-Tombigbee Waterway, which will join these two rivers and greatly benefit the port of Mobile, could be completed in 1984 rather than the expected date of 1986. The American Waterways Operators Weeklj Letter reports that "unprecedented progress was made on the project during 1977." Alabama Governor George Wallace predicted that $200 million could be saved in construction costs and transportation benefits if the Tennessee-Tom­ bigbee is finished in 1984. However, the earlier completion schedule depends on full federal funding during the next several years. The crew of the Dixie Progress was recently commended for an outstanding rescue job. Shown here in the towboat's galley, they are (1 to r): Tankerman Harold Whightsell, Chief Engineer David Smith, Tankerman Mark Smith, Tankerman Don Hyde, 2nd Mate Morgan Hansen, Asst. Engineer Kenny Lewis and Capt. Walter Williams. Young Boatman Goes From Deckhand to Mate in 4 Years Wayne Huebschman has three good reasons why the Harry Lundeberg School is a good place to become an an SIU Boatman: • His Entry Certificate, • His AB ticket, and His 2nd Class Towboat Operator's License. Brother Huebschman got all three at the Lundeberg School and together they gave him the best reasons of all to praise the School. It paved the way for a higher paying job and a secure job future as a licensed Boatman. Going to the School gave Huebsch­ man his first job and then made it pos­ sible for him to advance rapidly. Only 22 years old, he is now a mate with Steuart Transport of Piney Point, Md. "I think the School is one of the best things that ever happened to me," Huebschman said. "It got me on the road to a career. It helped me climb the ladder. I started on the bottom and I want to keep going up." INLAND Step by step, the training Huebsch­ man received at the School prepared him to be a professional in his field. He started out in the Entry Program for inland boatmen in 1973. Right after graduation, he got a job as a deckhand with Steuart. In 1975, he returned to the School for his AB ticket. A year later, he took the towboat operator's course and then passed his 2nd class operator's exam. The next day he went to work as a mate with Steuart. "I'm making much more money as a mate. I have a wife and a little girl and it's good to have this security." "There's no sense in not upgrading if you have the seatime," Huebschman added. "There are a lot of jobs in the wheelhouse. Anyone with a license has a ticket to advancement." Editor, Change of Address Or New Subscriber LOG 675 Fourth Ave., Brooklyn, N. Y. 11232 I would like to receive the LOG—please put my name on your mailing list. {Print Information.) NAME ADDRESS CITY STATE ZIP SIU members please give: Wayne Huebschman, a mate with Steuart Transportation of Piney Point, Md., receives not only higher pay but higher vacation benefits as a licensed boat­ man. He is shown (right) receiving a vacation check, provided by the industry­ wide Inland Vacation Plan, from Baltimore SIU rep Ben Wilson last month. 6/LOG/January 1978 Soc. Sec. # Bk # TO AVOID DUPLICATION: If you are an old subscriber and have a change of address, please give your former address below or send mailing.label from hist issue receiv^. ADDRESS CITY 1 STATE. ZIP. I �n Headquarters ;^otes y, by SIU Executive Vice President Frank Drozak This issue of the carries a special, four page supplement on upgrad- | ing that deserves careful reading by every SIU member. I Upgrading is by no means a new topic in these pages. Since its formation, I the Union has encouraged brothers to advance in their careers and the Log ' has always voiced that encouragement. j But with the opening of the Harry Lundeberg School in 1967, we were I able to do more than just that. 1 The School gave us something substantial to offer the membership along j with encouragement. It provided a unique, yet realistic opportunity for | seamen to gain professional training. Taking time off from the job to go to School too often puts a financial burden on the worker that keeps him or her from getting essential career skills. But the free instruction and room and board at the Lundeberg School lifted that burden. More than that, the specially designed vocational courses gave members the chance to gain new skills that they could apply toward immediate advancement and higher pay. Additional reading and math instruction has also been available for several years to members who need extra help getting through the upgrading classes. The upgrading supplement is a complete picture of what the School has to offer in 1978. A decade in operation, the School now gives every SIU member a real opportunity to move up in his or her career. It began with one class leading to the lifeboatman's endorsement for Seafarers. Now it provides a full range of courses for all ratings in all areas, including deep sea. Great Lakes, and inland. Whether you want an AB ticket, an inland license, or special training for a job on one of the new LNG carriers, the Lundeberg School is the place to go. It has grown to be the largest and most complete training facility in the country for seamen and boatmen, yet one that keeps the needs of the individual always in mind. It has kept pace with the maritime industry so that you can protect your job security and take advantage of new developments for advancement. The Lundeberg School is a place that SIU members should be proud of, but it's also a place that all brothers should use. Read the schedule of courses in this issue and put it to work for yourself now. You have a full year ahead of you. Make it the year that you move ahead in your career. Big Bill Crew Run Weather Gauntlet The crew of the deep sea tug Big Bill ran a gauntlet of high winds and heavy seas earlier this month that en­ dangered the lives of 12 men. John Tocicki, captain of the SIUcontracted Big Bill (Interstate Oil), said the tug was cnroute to Texas when a gale hit off the coast of Wilmington, N.C. Nine men were on the Big Bill, and three were on her tow, the Auntie Mame, a huge asphalt barge. Tocicki said that because of the severe weather conditions the tug could not keep the Auntie Mame in tow. A mayday was sent to the Coast Guard, which dispatched a helicopter to airlift the three stranded Boatmen off the barge. When the weather cleared somewhat, the three crewmen were returned un­ harmed to the Big Bill. The crew started the painstaking job of getting the unyielding Auntie Mame back in toiv Tocicki said "the crew worked like hell for four days to retrieve this barge Personals Lewis Hertzog Deda would like you to call her as soon as possible at (412) 488-8107. Rufino G. Garay Your sister, Mercedes, asks (hat you call her as soon as possible at 212-9920904. under difficult conditions. They deserve a commendation for their efforls." The Big Bill's captain added, "we were in a tough situation, and if it wasn't for the professional work of this crew we might have lost someone." 31 Years Later Seafarer Dennis Convey (r.), who went through the ARC program a year ago, is now taking the QMED course at HLS. He's shown here with Instructor John Mason. 5 Brotherhood m ...for SIU members with Alcohol problem Seafarer Dennis Convey of Seattle, Wash, is currently enrolled in the QMED course at the Harry Lundeberg School. He described his first reaction to the School as one of resentment. "I saw all those guys over there getting the knowledge to take my job and 1 was resentful." Brother Convey had never before upgraded at HLS because, "I don't have time to come to the School. The only thing I had time for was drinking." One year ago, Seafarer Convey came to the Seafarers Alcoholic Re­ habilitation Center. Seattle Port Agent Harvey Mesford recommended the re­ covery program to him. Through the ARC, Seafarer Convey found sobriety and a new approach to life. "At the Center, I learned how to cope with my problems without alcohol. I learned for example how to be pa­ tient with my brothers on a ship instead of yelling and then going for a drink." Since he began his recovery, Brother Convey has shipped out many times. He said that he has kept in touch with his Alcoholic Rehabilitation Center I i I am interested in attending a six-week program at the AIco- j holic Rehabilitation Center. I understand that this will be kept strictly | confidential, and that no records or information about me will be kept j j anywhere except at The Center. j I I At the end of World War II, 31 years ago last March, SIU Brother Larry Lynch was brought home as a soldier to Seattle from Calcutta, India on a troopship named the General H. F. Hodges. Today Brother Lynch is on the same ship. It was renamed the SS James fOgden Marine) and Seafarer Lynch is serving as messman. (Photo ana Information were supplied by Third Engineer L. G. Gonzalez, a former SIU member.) Y, * ! 1 I I j I friends in the SIU and he commented that, "In Seattle there are recovering alcoholics who are there to help Sea­ farers when they return from the Cen­ ter. They helped me to get back into the community." Seafarer Convey added, "Our Union is doing its best to help our members. I say to my fellow brothers and alco­ holics, 'Don't be embarrassed to ask for help with your problem. There is al­ ways someone there to give you a help­ ing hand.' " Brother Convey said that he hoped his story would help some of his friends "who know the truth about me. Some of them will be surprised to read this about me." Every Seafarer and Boatman who feels he has a problem with alcohol can find the same help that Brother Convey did at the ARC in Valley Lee, Md. It's never too late to start a new way of life through sobriety. For help with a drinking problem, call the ARC anytime at 301-994-0010 and ask for "The Center," or contact your SIU representative. _ Name I Book No j I I I i ! Address (Street or RED) (City) (State) • (Zip) ! Telephone No Mail to: THE CENTER Star Route Box 153-A Valley Lee, Md. 20692 or call, 24 hours-a-ciay, (30' ) 004-0010 January 1978 / LOG / 7 i �iimiimniMiiiiniiiiinniiiiiiiiiiiimniimiiiiiiiiiimuiiiuiimnnniiiiiiiimiiiiiiiiiiHiiiiiiiiiniiiiiiiitiiiiiimiiiiimiiiiiiii ^iiiiiiiiiiiiniiuiiiuiiiiiiiiiiiiifiiiiiiiiiminiuiiiiiiniiiiiiimiiriiiiiiimiHniiiiiiii The Lakes Picture I Duluth Iron ore has started moving again in Minnesota since the United Steelworker's ore miners at the Hibbing Taconite Co. voted to end their strike. The miners at the Minnesota company belong to one of the four union locals that voted to ratify the contract proposal and return to work. The rest of the miners are still out. Ore carriers will keep running as long as the weather permits. The Harry L. Allen (Kinsman) has laid up in Duluth instead of in Buffalo as originally planned, to avoid hazardous weather conditions. The 24-man SIU crew of American Steamship Co.'s M/V H. Lee White enjoyed a Thanksgiving Feast that literally went from soup to nuts. On the menu were roast turkey, lobster tails, cornish game hens and baked ham served with broccoli and potatoes. Dessert included cake, two kinds of pie and ice cream. It doesn't sound like anyone went hungry on that trip. Algonae I The new union hall in Algonae, Mich, is now open. Port Agents Jack Bluitt I (formerly in Detroit), Jack Allen (from Duluth) and John Mc Clinton (of I Alpena) are all working out of the new hall. All local halls in the Great Lakes I area, with the exception of Detroit, remain open. i The Algonae hall is located at 520 St. Clair River Drive, Algonae, Mich. I 48001. The telephone number is 313-794-4988. Greyhound has a bus route i between Detroit and Algonae which leaves Detroit at 10 a.m. and 3:25 p.m. 1 It leaves Algonae for the return trip at 1 p.m. and 6:30 p.m. daily. AllSeai farcrs are invited to stop in and visit the Algonae hall. 1 A new contract has been ratified with the Bob Lo Steamship Co. which s operates two passenger vessels, the S.S. Columbia, and the 5.5. Ste. Claire. The ships, which employ 51 unlicensed crewmen, take passengers from Detroit to an amusement park on Bob Lo Island between Memorial and Labor Days. The contract was ratified by mail with 40 of the 51 affected SIU members voting. The vote was 35 in favor of ratification and five against. The new contracts give the men a $1.10 per hour raise over the three years of the contract. The raise is retroactive to Aug. 1, 1977. Also agreed upon were cost of living adjustments. Welfare, pension and vacation benefit adjust­ ments for the men will be decided later in negotiations with the major group of Great Lakes-area ship owners, the Great Lakes Association of Marine operators. Vessels still running on the Lakes are now in winter operations. Since con­ ditions are more hazardous during the extended season, SIU crews are paid more. The crewmembers receive a bonus of 10 percent of their wages. Cleveland The Cleveland-Cuyahoga Port Authority and Republic Steel Corp. have plans for joint development of a new $20 million ore transfer terminal on Lake Erie. The facility has a 1980 projected completion date. It will be able to accommodate 60 to 100,000 dwt vessels. The Consumers Power (Boland & Cornelius) is laying up in Cleveland and the American Steamship Co. Richard J. Reiss put into Lorain for the winter. The Wayne County Circuit Court recently awarded $800,000 to a former SIU member, Richard Reetz sued Kinsman Marine Transit Co. for an accident he had while sailing as a deckhand aboard the Merle M. McCurdy in 1974. The accident, in which Reetz broke both his legs, occurred on his first trip. Reetz charged Kinsman with negligence. I 1 St. Lawrence Seawa j The St. Lawrence Seaway marked 1977 a record year on two counts. The St. Lawrence Seaway Development Corp. estimated 62.5 million tons of cargo passed through the system, more cargo than recorded for any other year. Another record was set by the Dec. 26 closing of the system, the latest closing date ever. The Seaway was scheduled to close on Dec. 15. But 54 ocean­ going vessels and 14 lakers were still on the water on that date. Though all ships finally made it through, officials feared for a time that several vessels would have to winter on the Seaway. Ships have not been ice-bound all winter on the Seaway since 1964. The ships first encountered difficulty when extremely low temperatures created steaming on the water and interfered with visibility. The replacement of buoys with winter markers and the narrowing of the N.Y.-Ontario ice-boom channel from 2,000 to 800 feet also caused traffic to slow. By Dec. 20, how­ ever, temperatures had warmed somewhat and the vessels remaining in the system were able to begin moving again. Clean Waters Three important reports making recommendations on improving water quality on the Great Lakes were issued at the end of 1977. The reports came from the Great Lakes Water Quality Board, the Great Lakes Research Ad­ visory Board and the Upper Lakes Reference Group. They are all sub-units of the U.S.-Canadian International Joint Commission. The studies want in­ creased research on chemicals and potential carcinogens that are dumped into the Lakes. Another important plan is to establish the dangers of substances as quickly as possible so that these substances don't have time to accumulate in the Lakes. Though it only takes three years for mother nature to cleanse the water in Lake Erie, the "flushing" time necessary for the other Lakes is considerably longer. It takes eight years for Lake Ontario, 23 years for Lake Huron, 100 years for Lake Michigan and 190 years for Lake Superior. Another report on pollution levels in the Great Lakes came from the En­ vironmental Protection Agency. The EPA found that, though water quality in the Lakes' open waters was "generally good," serious pollution problems exist in or near major cities and industrial areas. Fish that have been poisoned with various cancer-causing agents, such as PCB's, mercury and DDT, were found in all the Lakes. Hopefully, ways will be found to clean up the Great Lakes. \ Tiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiimiiiiiiiiiiiiiuiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiuniiimiimiiiiiiiiimi S. iiiiiiiiiiiiiiiiiiuiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiii? Benzene Is a Killer: Be Careful Working Near It A few j^ais ago, the captain, first and second mates aboard the former U.S.-flag tanker W. T. Steele died in one of the vessel's cargo'tanks. Their killer was a heavy concentration of deadly benzene vapors. The fumes had accumulated in the lower recesses of the tank during cargo transfer. This is characteristic of benzene. The tragic loss of these men once again pointed to the danger of working around benzene. However, until re­ cently it was generally felt that benzenevapors were only dangerous if inhaled in heavy concentrations. But research within the last year has shown that in­ haling benzene fumes — even in low concentrations—over a period of time can cause leukemia, cancer of the white blood cells. Benzene itself is a light yellow or colorless liquid. It is commonly used as a solvent and as a motor fuel. It is also a very common commodity carried in tankers and barges. This, of course, poses special dangers to maritime workers. Benzene vapors have a strong yet pleasant odor. However, these fumes can only be detected by humans when it is in a heavy vapor concentration. In other words, people working around benezene may be breathing it into their liings without knowing it. 8 / LOG / January 1978 H H I H-C "C-H H-C C-H H-C ,C-H H-C .C-H I H Although breathing benzene in low concentrations poses no immediate dan­ gers to the health, the long term effects do hold the threat of cancer. In heavy vapor concentrations, ben­ zene acts like a narcotic on the central nervous system. Symptoms to heavy exposure include feeling high, which will be followed by severe emotional depression. Breathing heavy benzene fumes will eventually result in death from asphyxiation. Researchers have found, though, that low concentrations of benzene fumes attack the blood system. At the very least, inhaling benzene chronically will cause anemia. At worst, it can cause the ultimate blood disease, leukemia. Available records, however, show that the incidents of leukemia caused by benzene vapors are very low. Only 8 workers in 100,000 that suffer day-to­ day contact with benzene have con­ tracted leukemia. But the fact remains that benzene is an extremely dangerous substance. And SIU members who work around it should <take jextreme care in its handling. The Occupational Safety and Health Administration (OSHA) is working on new regulations concerning benzene ex­ posure for shoreside workers. However, OSHA does not have juris­ diction over seagoing people. That re­ mains the domain of the U.S. Coast Guard. As OSHA, though, the Coast Guard is working on new regulaiiuns for the handling of benzene cargoes. And ac­ cording to the Coast Guard publica­ tion, Proceedings of the Marine Safety Council, new Coast Guard regulations will pretty much mirror those enacted by OSHA. However, the new regula­ tions will not be out for some time while more research is conducted. In the meantime, the Coast Guard recommends the following precautions for maritime workers that must handle benzene: • Warning signs should be posted to include the words "Benzene—Cancer Hazard." • People engaged in transfer opera­ tions should wear fresh air or self-con­ tained breathing apparatus unless moni­ toring shows that exposure levels will not be exceeded, or unless closed gaug­ ing and vapor return lines are used. • Workers should wear protective clothing where skin or eye contact with benzene is likely. • Workers should wear pressure-de­ mand, self-contained breathing appar­ atus when entering any tank carrying or previously containing benzene. Here's a last note of advice. If you are working around benzene or any other noxious liquids—^Be Careful! Motice to Meaibm OH M Call Procedure When throwing in for work dur­ ing a job call at any SIU Hiring Hall, members must produce the following: • • • • membership certificate registration card clinic card seaman's papers INLAND �Itl in Seafarers Internationa) Union of Nortli America, AFL-CIO JANUARY 1978 Legislative, Administrative and Regulatory Happenings Jones Act Bills For Virgin Islands Now In Congress Ohe of the priority items on the SIU's legislative agenda as Congress reconvenes this month is the loop­ hole in the Jones Act which has al­ lowed foreign flag vessels to transport refined petroleum products from the Virgin Islands to the U.S. This same loophole has also permitted the trans­ port of Alaska oil to the Virgin Is­ lands on foreign bottoms. Four separate bills aimed at clos­ ing this loophole were introduced in the last session of Congress. But no action was taken on any of them. The SIU will make a concerted effort early in this session to have Congress schedule hearings on the bills so that we can get a vote in both the House and Senate before recess. Until recently, Amerada Hess, which owns one of the largest refin­ eries in the world, has been shipping Alaska crude on a Liberian tanker to its Virgin Island refinery. The refined crude oil is being reshipped, again on foreign tankers, to East Coast storage areas. SIU Urges Support For House Bill on Locks & Dam :^26 The SIU, in a letter to all members of the U.S. Senate, this month urged the Senate to support a measure which was passed in the House last year to rebuild Locks & Dam #26 on the Mississippi River at Alton, III. The House bill authorized $432 million to the replacement project, and approved a four cents per gallon fuel tax on waterways operators to help defray construction costs. The fuel tax will rise to six cents a gallon in 1981. The House passed the bill by a vote of 331-70. The SIU has historically opposed any form of user charges or tax on the inland waterways system. How­ ever, since both Houses of Congress have indicated that they now favor some form of waterways charge, the SIU is urging adoption of the House bill. It is a more- realistic and equit­ able approach than one proposed earlier last year in the Senate. Atlantic Coast Harbor Boatmen Examine SIU Washington Activities Harbor Boatmen from Baltimore, Norfolk and Philadelphia, attending the second Atlantic Coast Inland Education Conference at Piney Point, Md. this month, came to Washington for a day-long briefing on the legislative and political activities of the SIU. Representatives of the SIU, the AFL-CIO Maritime Trades Department and Transportation Institute explained the various programs each are in­ volved in on behalf of Inland Boatmen and the industry. During lunch at the National Democratic Club, the group met and talked with Congressional leaders from the Baltimore, Norfolk and Philadelphia areas, including Congressman Michael "Ozzie" Meyers (D-Pa.), and staff members from the offices of Senator Paul Sarbanes (R-Md.), Rep. Paul Trible (R-Va.), Rep. Clarence Long (D-Md.), and Rep. Mario Biaggi (D-NY). After lunch, the group toured the U.S. Capitol where this picture was taken. On the Agenda in Congress... | REBATING & CARGO POOL­ ING—On Dec. 15, Sen. Russell Long (D-La.) introduced legislation which would give American shipping operators the freedom to negotiate agreements which would limit ton­ nage on particular trade routes. This would eliminate the unfair advantage of foreign operators who are under no restrictions with regard to rebating or other common trade practices. OCEAN MINING—In the House, hearings are planned to take testimony on the Deep Seabed Hard Minerals Act, Hearings are scheduled Jan. 23. In the Senate, hearings on a similar bill are expected later this month or in early February. MARITIME EDUCATION—We are expecting hearings later this month or in February in the House on "Maritime Education Policy." B SIU Seniority Upgraders Meet Washington Legislative Staff Nine SIU "A" Seniority Upgraders came to Washington this month to meet with the Union's legislative and political staff, and to visit the AFL-CIO Maritime Trades Department and Transportation Institute. Later, the group had lunch at the National Democratic Club where they met with staff and legislative aides of Congressmen Joseph Addabbo (D-NY), Fred Rooney (D-Pa.) and Robert Giaimo (D-Conn.). Participating in the Washington educational visit were Richard Gale, Ned Pedersen, Richard Schwender, Louis Zizzo, Theodore Lukawski, Vernon Castle, Don Shadrick, Jeffrey Murray and Lawrence Gale. With them on the tour were Pat Pillsworth, Piney Point port agent, and SIU Trainee Officials Jim McGee and Jim Rosser. SPAD is the SIU's political fund and our political arm in Washington, D.C. The SIU asks for and accepts voluntary contributions only. The Union uses the money donated to SPAD to support the election campaigns of legislators who have shown a pro-maritime or pro-labor record. SPAD enables the SIU to work effectively on the vital maritime issues in the Congress. These are issues that have a direct impact on the jobs and Job security of all SIU mem­ bers, deep-sea, inland, and Lakes. The SIU urges its members to continue their fine record of support for SPAD. A member can contribute to the SPAD fund as he or she sees fit, or make no contribution at all without fear of reprisal. A copy of the SPAD report is filed with the Federal Elec­ tion Commission. It is available for purchase from the EEC in Washington, D.C. January 1978 / LOG / 9 h ^•1 ij �SlU Takes LNC Aries, 2nd U.5.-Flag Gas hW immltertf are now tdHfArd fbe hNd ArUfH, the tuMutnA AmeiieitniMfiltf Amerkan-crewed l/NC tanker in the G^S, merchant fleet The vessel is on her maiden voyage to Indtmetia, She is ffperated by Summit Marine Operations, a svbsidiary of Energy Tramsportation. The 936-foot Aries is the »uter Khip of the LSG Aquarius also crewed by Seafarers. She made her first run last summer. Several other f^NG tankers, wifli the same specificafiow as the Aries and the Aquarius, are now being built at the General Dynamics SSiip. yard in Quincy, Mass., where the first two ships were built Like the Aquarius, the Aries win carry liquified natural gas between In­ donesia and Osaka, Japan. The ship is equipped with five domed cargo tanks made of eight-inch thick aluminum. The storage units, which are 120 feet in diameter and weigh 800 tons, are cov­ ered with thick steel to protect the liquified gas. Safety is important on any vessel, but especially so on one carrying a cargo A vM>w o( ilio IN(j Aiifiii ciirfjf) Innkfi. Tho fivo fanks are designed to hold ciihif. Kiolerf) o( iKjiiiliod fifjliirtil gas at a fomporaliire of 265 degrees l)n|()w /aio I Wojgtiifig 0(J() ifja;; eacfi. Hie tanks were constructed separately fioin the Mi',I III Hie vessel and stiipped by barge to the shipyard. ^ 0O0OGO OGC Finishing a meal in the tanker's shiny new messroom are (l-r) Ron Johnson, ordinary seaman, and Tom Cangro, AB. _ ... J... Em./ /S: QMED Ramon Camacho stands at the automated console which is one of the features of the Aries and her planned sisterships. '-i > I • A.-.*-*'"'' Chief Steward Guy De Baere serves up a roast as (l-r) Steward Utility J. Delaney, Cook & Baker Robert Adam and John J. Goodnough, purchasing man­ ager of Energy Transportation, the company that operates the Aries, look on. 10 / LOG / January 1978 A view from the stern of the LNG Aries in Boston Harbor. k �Carrier, on Maiden Voyage to Indonesia notasIS potentially potentially dangerons as ilauified liquified nat­ ural gas. The i4ri*cs has a double bot­ tom hull and a collision avoidance sys­ tem. Automatic sprinklers throughout the ship and eight dry chemical firefi^tii^ stations on deck are among other safety features. The Aries can carry 125,000 cubic feet of LNG which is kept at 265 de­ grees below zero fahrenheit. The vessel also contains a gassification plant which removes oxygen from the storage tanks after the cargo is unloaded. However, the most effective safety feature of the LNG Aries and all LNG tankers planned for the future is the knowledge and ability of the crews. The Aries* crew spent two months learning how the modem, automated vessel works and how Ae cargo must be handled. All seafarers, both licensed and un­ licensed, are required to undergo spe­ cial training before taking a job on an LNG ship. Courses at the SIU's Harry Lundeberg School in Piney Point, Md. are offered to all qualified SIU members who wish to be prepared to man these new vessels. The huge, 936-foot Aries is prepared for her maiden voyage. Bosun Roy Theiss operates the Aries' winch controls. The Aries' name plaque points out that the ship was built at the General Dy­ namics Corp. Shipyard in Quincy, Mass. where her sistership Aquar/us was also built. Delta to Take Over 13 Prudential Ships for South America Run Delta Steamship Lines purchased the first of 13 vessels from Prudential Lines early this mofith. Contracts to buy the remaining ships were signed in Decem­ ber and are expected to be finalized by June. sels run to South America from the U.S. East Coast and the other six from the U.S. West Coast. The vessels running from the East Coast include: • Six C-4 freighters: the Santa Lucia, Santa Clara, Santa Barbara, Santa Elena, Santa Cruz and Santa Isabel. • One LASH vessel, the Turkiye, which Delta purchased this month. She will be leased back to Prudential for operation until the sale of the six other East Coast ships is finalized. This is The total purchase will more than double Delta's SlU-contracted fleet to 24 ships and will greatly increase the number of jobs for Seafarers. The 13 ships and their trade routes represent Prudential's entire South American operation. Seven of the ves­ expected to take place in April, but no later than June 15. After that time. Delta will operate all seven ships. The vessels that will run from the West Coast are: • Two C-4 freighters: The Pruden­ tial Seajet and the Prudential Oceanjet. • Four combination cargo passenger "M" ships: the Santa Mariana, Santa Maria, Santa Mercedes and Santa Magdalena. These ships carry about 90 pas­ sengers each. They will be the only ocean-going passenger service operated by an SlU-contracted company. The contract to purchase all six of these West Coast ships is expected to be finanlized by June 16. After that time, Delta will lease them out for operation. All 13 vessels receive Federal oper­ ating subsidies, which the Maritime Subsidy Board recently approved for renewal. However, Sea-Land Services has asked the Board for some clarifica­ tion on these renewed subsidies in view of the sale and they have not yet gone into effect. A MESSAGE FROM YOUR UNION you Aee CAU^UT WITH YOUR BB 5EAMAN'$ PAPERS IA//LL ... Yi/vD YoutL ee BEACH BO FOR LIFE a THERE % NO PLACE FOR DRUGS IN A PROFESSIONAL SEAMANiS LIFE I January 1978/ LOG / 11 �Year in Revlev/ MTD Calls for Cargo Policy for U.S. Fleet j Feb, 17, 18—The mid-winter meeting of the AFL-CiO's Maritime Trades De­ partment focused on the need to develop a national cargo policy that would en­ sure shipment of a substantial portion of First, U.S. cargoes on American-flag ships. The MTD Executive Board meeting was chaired by MTD President Paul Hall. The MTD said that development of a national cargo policy was "the foremost priority for the maritime industry." The f^TD is J made up of 43 AFL-CIO international • unions, representing nearly eight million ; American workers. Boatman Confab Proposes Contract atives together to encourage a dialogue Standardization on contractual and other matters. March 11-19—Twenty one SlU Boat­ men from seven towing companies at­ tended the first in a series of contract and educational conferences at the Harry Lundeberg School. The conferences were intended to bring the Boatmen and union represent­ The March conference resulted in contract recommendations from the Boatmen which set the pattern in later contract negotiations. Major contract recommendations included standardized language in all inland contracts and the development of an industry-wide vaca­ tion pian for SlU Boatmen. Seafarers Pension Pian Adds New Benefit SlU Boatman Wins Scholarship May 1977-—The 1977 SlU four-year ;ollege scholarships were awarded to ?ix people this year instead of the usual awards to one Seafarer and four de­ pendents of SlU members. Another first was the presentation of one of the $10,000 four year grants to an SlU Boatman. Stephen Peter Magenta, 20, a relief captain aboard a tank barge for Interstate and Ocean Transport Co. planned to use his scholarship to study a maritime-related curriculum at the Uni­ versity of Rhode island, The other $10,000 award recipients were Seafarer Ashton Woodhouse and the dependents of; Boatman Leslie War­ ren Collier III, Boatman Woodrow Foshee, Seafarer Arthur Harrington and Seafarer Csvaldo Rios. April 1977—The trustees of the Sea­ farers Pension Plan added a new dimen­ sion to the plan for those who qualify for Early Normal Pension Benefits. The extra benefit is called the Early Normal Pen­ sion Supplement. This supplement is available only to Deep Sea and Lakes SlU members who accumulate an additional two years seatime after reaching the age of 55 and having at least 7,300 days (20 years seatime) of service. The benefit amounts to one full year of pension benefits to be paid in a lump sum in the January following the mem­ ber's retirement. LOG j Log Story Triggers CG Quiz on Safety May 1977 — An article in the March 1977 issue of the LOG about dangerous boarding ladders on Great Lakes ships spurred an inquiry into Coast Guard safety practices by Rep. Philip E. Ruppee (R-Mich.). Ruppee, a member of the House Com­ mittee on Merchant Marine and Fish­ eries, included the ladder safety issue in his questioning of alleged laxity on the part of the Coast Guard in safety matters. The Congressman pursued these safety issues during oversight hearings before the Coast Guard and Navigation Sub­ committee. Drozak Biasts USCG Faiiures on Safety Age of Aquarius Dawns for U.S. Merchant Marine June 1S77--The first liquified natural gas carrier ever built in the U.S. was completed and crewed by SlU members. The 936-foot Aquarius was the first of a number of LNG ships to be built at Gen­ eral Dynamics Shipyard in Ouincy, Mass. .After a test run to England, the Aquarius began her maiden voyage be­ tween Indonesia and Csaka, Japan. The Aquarius' crew had to undergo extensive training to acquaint them with the special equipment and safety features of the new vessel and her dangerous cargo. The HLS at Piney Point regularly holds LNG classes. July 1977—SlU Executive Vice Presi­ dent Frank Drozak attacked the Coast Guard for overlooking or allowing haz­ ardous safety conditions to exist aboard many U.S.-flag vessels. Drozak testified before a Congressional Subcommittee holding hearings on marine safety. Calling the hearings by the House Coast Guard Subcommittee "long over­ due," Drozak provided documented ex­ amples of deaths and accidents that the Coast Guard could have prevented. The testimony, Drozak said, proved that "the Coast Guard cannot be trusted to en­ force Congressionally-mandated na­ tional policy." 12/ LOG/January 1978 �Alaska Oil F^peline Opens House Committee Passes Waterways Tax 'twill-'-' ^ JSK*' '-• /ir-4 . . - ' .• — ''"-1 •••'?•' •'V, I " '"•. V • • i '»™ _••*•*•"- - ;• "':-'••.•••iA CiJ-/' i' ^ July 29, 1977 —The long-awaited Alaska oil pipeline opened in Valdez. The opening of the pipeline meant work for approximately 25 SlU-crewed tankers, which will bring the oil to the continental U.S. Carter OKs Canada—Not Alaska— Gas Pipeline September 1977 — In a setback for American workers, President Carter gave the nod to a trans-Canadian pipeline route to carry natural gas from Alaska to the U.S. The SlU had strongly sup­ ported an all-American route that would have transported the gas via an Alaska pipeline to Valdez and from there by LNG tanker to the lower 48 states. The all-American route, which was proposed by the El Paso Alaska Gas Co., would have provided thousands of jobs for U.S. workers. The Canadian pipeline is scheduled for completion in 1981. The project will be built tjy three companies —two Canadian and one American. August 1977—The House Ways and Means Committee attached the rebuild­ ing of Locks & Dam 26 to a tax on tug and towboat fuel. Earlier in the same month, the Senate voted to couple the vital repairs on Locks & Dam 26 with imposition of user charges on inland waterways. The SlU is opposed to both the waterway tax and the fuel levy as being harmful to the industry. Final ac­ tion on the bill will come in 1978. 1st Annual Living Sober Reunion Hears of Recoveries September 1977—The Seafarers Al­ coholic Rehabilitation Center, located in Valley Lee, Md., held its First Annual Living Sober Reunion. Seafarers who had gone through the ARC program met, along with their friends and families, to share their experiences of recovery. Bill Hibbert, ARC director, said the goal of the center was two-fold, with treatment and recovery both important ends. "Just staying dry is not enough," Hibbert said. "It's the starting point for building a good life that's alcohol-free." •••••••••••••••••••••••••a »•••••••< •*. * House Defeats Oil Cargo Preference Bill October 1977—The oil cargo pref­ erence bill; which would have required 9.5 percent of U.S. imports be carried on American ships by 1982, was de­ feated in the House of Representatives by a vote of 257-165. Despite the bill's defeat, SlU Presi­ dent Paul Hall said, "the fight for a fair oil cargo preference bill is far rom over. We intend to keep fighting until we ulti­ mately achieve this goal.*-' The cargo preference legislation had the support of many labor and civic groups, including the SlU and the entire .AFL-CIO. But the multinational oil com­ panies spent large amounts of money to ensure the bill's defeat. Cargo preference was endorsed by President Carter in July 1977, but the bill's opponents accused the President of paying off the maritime industry for the support he received in his election cam­ paign. Charges of political payoffs were hurled at many of the cargo preference bill's supporters. Such charges con­ tributed to the bill's defeat. 12-Week Towboat Operator Scholarship October 1977 — The Transportation institute, a Washington, D.C.-based mari­ time research organization, announced a new scholarship program for Boatmen. The Institute offered Boatmen, who qualify for the program, $125 a week for a free, 12-week Towboat Operator course at the Lundeberg School. Each class is limited to 24 Boatmen. The courses are being offered to (HI a 'recognized industry need for more welltrained towboat operators. MTD Urges: Break Big Oil's Transportation Monopoly November 1977 — The American Council on Education, a group of edu­ cators who decide whether college credits should be given for courses, rec­ ommended college accredidation for nine upgrading courses at the Harry Lundeberg School. If a Seafarer who has gone through any of the accredited courses enrolls in a college or technical school, he may transfer the credits he earned at HLS to his new school. The courses that have been accredited are: FOWT—six credits; Lifeboat/Able Seaman—nine credits; Quartermaster— six credits; Towboat Operator/Western Rivers—five credits; Marine Electrical Maintenance—eight credits; OMED—18 credits; Towboat Operator/Inland—eight credits; Maintenance of Shipboard Re­ frigeration—10 credits; Diesel Engineer —eight credits.' December 5-6, 1977—At the conven­ tion of the AFL-CIO Maritime Tradeis Department, MTD President Paul Hall called on Congress to break big oil's monopoly on tanker and pipeline trans­ portation of oil and gas products. Along the same lines, the MTD wants Congress to force the oil companies to get rid of their interests in U.S. coal and uranium fields. These two fuels are considered alternative energy sources to oil and the MTD doesn't want to see the energy field monopolized by the oil cartel. The convention's message was that the oil companies have too much power as it is and should not be allowed to force competition out of the energy arena. Also, the multinationals' hold on transportation of fuel keeps Americanflag ships idle. The oil giants use unsafe, but less expensive "flag-of-convenience" ships. The MTD also demanded protection of U S. industries against increasing for­ eign imports and vowed to continue the fight to close the Virgin Islands loophole in the Jones Act. January 1978 / LOG / 13 �New Algonac Hall on St. Clair River To Be The clean, sun-filled SlU Hall in Algonac, Mich., is a nice place to conduct Union business or to sit and visit over a cup of coffee, as these Seafarers discovered. f^ireman Mohammed S. Nassir helps himself to a cup of coffee from the urn on the new hall's coffee bar. Algonac, Mich., site of the SiU's newest Union hall, is not a crowded city, known for its shopping center or restaurants. Algonac is a peace­ ful place. Its population barely hits 3,000. But the quiet and the beauty of the countryside are part of its charm. Algonac is a well-located spot for shipping, too. Sitting on the shores of the St. Clair River west of Ontario, Algonac is bounded by Lake Huron to the north and Lake St. Clair, which feeds into Lake Erie to the south. Ninety percent of SlU-contracted Great Lakes ships pass the site of the new hall. All Great Lakes-area shipping will now take place through the Algonac Hall which is located at 520 St. Clair River Drive. The phone number is 313-794-4988. The Detroit Hall is officially closed. But the offices in Dispatcher Tom Bluitt checks with a shipping company to confirm a ship's arrival time for (I. to r.) Nels Johnson, deck watch; Mohammed S. Nassir, fireman; Yehia Ali Saeed, deck watch, and Eljahmi Messaid, night cook. Algonac Port Agent Jack Bluitt gets it all together after the move from the old Detroit Hall. SlU Rep. Byron Kelley, another transplanted Detroiter. sits in front of the col­ lection of deer trophies he shot during Michigan's annual hunting seasons. 14 / LOG / January 1978 • I �Center of Great Lakes Shipping Cleveland, Frankfort, Buffalo, Duluth, Chicago and Alpena will re­ main open for the time being. Many of the Great Lakes port agents have new office space in Algonac. These include Jack Bluitt and Byron Kelley (formerly of De­ troit), Jack Allen (Duluth), John McClinton (Alpena) and Joe Sigler of Chicago. In addition'to the . airy, glassenclosed Algonac Hall, itself, the new Great Lakes headquarters houses two launches in a boathouse built right under the hall. Since ships don't dock at Algonac, the boats are used to service vessels as they pass up and down the welltraveled waterway. All Seafarers have a year-round invitation to visit the new facility at Algonac — whether they pass through on business or come up to see the sights. The new hail in Algonac, Mich, officially opened on Jan. 3. This hall is built right on the St. Clair River, which can be glimpsed through the wood pilings that front the building. The large room on the hall's second level holds a kitchen and conference area and is built atop the hall's boathouse. H \1 Yehia All Saeed, left, deck watch on Kinsman's George D. Gable, and Eljahmi Messaid, night cook on the Adam E. Cornelius (American Steamship Co.) sit in the new hall as the river flows behind them. Ordinary Seaman Nels Johnson waits to ship out on the SlU-contracted Sharon. Johnson, who lives in Mainistee, Mich., ships as a deck watch. The two new servicing launches are kept in the hall's boathouse which is right below the large conference room on the second level. SlU Executive Vice President Frank Drozak inaugurates the Algonac Hall with a brief conference. With Drozak are,clockwise from him; Jack Bluitt, Algonac port agent; Area reps. Jack Allen, John McClinton, Abe Rotenberg, Dave Rebert, Joe Sigler, Byron Kelley and Dave LeBaron and Dispatcher Tom Bluitt. January 1978/ LOG / 15 �James Smith, the third-generation president of Crescent's family-run operation, poses in the pilot house of the tug that bears his name. Know Your Company ;• -f: These three tugs show the changes that take place in Crescent's rebuilding program. The recently acquired HorneJI, right, is a before picture of an old railroad tug. The Kevin Smith, center, has been repowered and remodeled but still has the old, high pilot house. The James E. Smith, left, with its lowered pilot house, is a completely re-built and up-to-date shipdocking tug. Crescent Towing's Success Is No Accident This story is the second in a regu­ lar feature on SIU-contracted tow­ ing companies. A different com­ pany will be featured each month. Crescent Towing and Salvage got into the tug business by accident. But it's no accident that this SlU-contracted com­ pany has come to be the biggest and fastest growing shipdocking operation in New Orleans. It all started during World War II. William S. Smith, the founder of the company, was running a stevedoring firm that his father, Terence Smith had started in New Orleans in 1885. In 1942 T. Smith & Son was operating a number of derrick barges to load and unload heavy cargo in the port. But the War had created a shortage of available com­ mercial tugs necessary to move the barges. So William Smith chartered a fevv to move the barges himself. The steamship lines that were T. Smith & Son's customers were also hav­ ing trouble finding tugs to move their ships. They turned to William Smith to do the job and he formed the towing company that has been doing it ever since. Crescent Towing, named for the cres­ cent shaped bend that the Mississippi River takes around New Orleans and the company's docks on Patterson St., was organized by the SIU in 1948. That was a few years after William Smith bought his first two tugs from the Navy after the War. T. Smith & Son has re­ mained a separate stevedoring opera­ tion, under contract to the International Longshoremen's Association. Crescent has come a long way since those first two tugs. And it is still a family-run business. William's son, James, became president of the firm four years ago. Like the two generations of Smiths before him, he has a knack for improving existing ways of doing things. Crescent's fleet will soon be up to 16 tugs. Most of that growth has taken place under James Smith's innovative rebuilding program. T. Smith & Son 16 / LOG / January 1978 Four Crescent tugs were needed to move the SlU-contracted John Tyier (Waterman). The lald-up ship was moved to another dock on the Mississippi for repairs. :A>fr But upgrading equipment isn't the only reason why Crescent is moving ahead in the shipdocking business. Smith also strongly believes in advanced training for boatmen, the kind that he said he was "most impressed" with at the Harry Lundeberg School in PineyPoint, Md. introduced unique derrick barges dur­ ing Terence and William's time and under James' direction. Crescent has developed a highly efficient way of ex­ panding its fleet. Two-thirds of the fleet are old rail­ road tugs, purchased and rebuilt over the past five years. The original boats had high pilot houses which the pilots needed to see over the railroad car floats they handled. These are a bulky disadvantage for shipdocking purposes and have been cut down. The old tugs were also used as day boats and had locker rooms rather than crew quarters. Crescent was once only a harbor operation, but now needs feoats equipped for longer trips. Its fleet now sails farther up and down the Mississippi to service the ships that load at the many grain elevators and oil ter­ minals that have been built above and below T4ew Orleans. Part of the rebuilding program, there­ fore, has been to pull out the locker rooms and put in modern sleeping quarters. Along with new galleys and increased horsepower, these features have made the old tugs as up-to-date and attractive as any newly built vessels. Crescent recently sold one of its re­ built tugs and got four more old railroad tugs in the trade-in. Work has already begun on the Harrishurg, and two of the others, the Marion and the Hornell, will begin their Cinderella transforma­ tion soon afterward. The entire process takes about four months. All of the above water work is done at Crescent's docks. There are even bigger plans in store for the fourth tug, the San Luis, pres­ ently 1,500 hp. Now just on the draw­ ing board, she has the potential to be "the biggest and the most powerful boat on the Mississippi," Smith said. When completed, all four of the rebuilt tugs will bear the Smith name that the rest of the fleet carries. "There is a critical shortage of trained engineers in the industry," Smith said, "and the School has been manna from heaven for me." After the Craig Smith was rebuilt and repowered, Smith donated her original engine to the School for use by inland training classes. But his support didn't stop there. He also encouraged two Boat­ men from the company to attend the HLS Engineer's course in January, in spite of the fact that this is the time he -could least afford to do without them on the job. Before the Tyler was moved, SIU deckhands Gerald Domain. (I.) and Keith Rubio on the tug Shannon Smith helped to get the barge tied to the ship's stern out of the way. "This is high river time," he ex­ plained. "The current on the Mississippi increases and ships that could be moved with one tug now need two or three boats. High river to shipdocking com­ panies here is like Christmas to Macy's." With this kind of thinking behind it, Crescent Towing will continue to have the manpower and equipment it needs to be a number one company. �/ In his closing comments Brother Van Thrash, engineer with Curtis Bay in Norfolk, tells the delegates that the Conference has "straightened this old boy out" on a number of issues. The delegation from Philadelphia is shown here with Congressman Michael "Ozzie" Myers (D-Pa.), fifth from left. All the Boatmen met the Congressman during their visit to Washington, D.C. They also met representatives from the offices of Congressmen and Senators in the Norfolk, Baltimore and New York areas. At the end of the Conference, the Philadelphia delegation took up a collection for SPAD. Boatman John Wozunk who sails re­ lief mate with all four shipdocking companies in Philadelphia, makes a comment on one of his contract sug­ gestions. Earlier in the Conference, Brother Wozunk noted, "I and a lot of others here came to HLS to upgrade. I would not have been able to upgrade on my own. It's meant $30,000 over the last four years. Also, I don't have to freeze my butt off on deck." 2cl Atlantic inland Education Confab Held "As long as we're intelligent enough to sit down and talk, we'll go far." This statement was made hy SIU Headquar­ ters Representative and Lundeherg School Vice President Mike Sacco at the most recent Educational Confer­ ence. That's exactly what the delegates did Brother Anthony Gentile, who works as a captain for Curtis Bay in Balti­ more, asks a question during the pen­ sion discussion concerning the vest­ ing rights of young people who enter the industry. Robert Dunn, an engineer with Mc­ Allister Brothers in Norfolk, was elected chairman of his delegation for the contract suggestions. Here he gives his closing comments in which he sa'd it was good to meet the brothers from Philadelphia and Balti­ more. do at the Second Atlantic Coast Inland Educational Conference. The Confer­ ence was held at the Harry Lundeherg School in Piney Point, Md. from Jan. 9 to Jan. 14. Like the first Atlantic Coast Conference held late last year, the dele­ gates sat down, talked, and asked plenty of questions. They talked not only with SIU Boatman Ray "Jake" Gimbert, who is a tankerman with McAllister in Norfolk, asks a question during the discussion on the USPHS hospitals. He wanted to know whether the Lundeberg School is recognized as a maritime training facility by the USPHS. He was told it was. Victor Lozinak, an oiler with McAllister in Philadelphia, says in his closing comments "everybody answered my questions. There was no beating around the bush." Union officials and staff, but also with each other. By the end of the Conference many delegates felt like Brother Joseph Zorbach from Baltimore. In his closing comments he said, "A lot of guys know a lot more now." The Conference was attended by 27 SIU Representative Jim Rosser praises the delegates during his closing com­ ments. Brother Rosser had served as reading clerk during the contract sug­ gestion period. Elected chairman of the Philadelphia delegation was Vince Kelly, a captain with Curtis Bay. In his closing com­ ments he praised the fact that "we know the men of Baltimore and Nor­ folk a little better now." Earlier in the Conference, Brother Kelly noted that he encourages "young people to up­ grade for better job opportunities." dclcgufes, nine each from shipdocking companies in Baltimore, Norfolk, and Philadelphia. The companies repre­ sented included McAllister, Baker Whiteley, and Curtis Bay. Delegates who attended the Conference included relief men who serve with these three Continued on Page 18 HLS Vice President Mike Sacco, who is also an SIU Headquarters Repre­ sentative, chaired the Conference. In the segment on union history, tie noted, "ours is a violent history. Peo­ ple who struggled alone didn't sur­ vive." Joe Zorbach, an engineer with Baker Whiteley in Baltimore, was elected chairman of his delegation. In his closing comments he pointed out that he had learned a great deal at the Conference. January 1978 / LOG / 17 �Dorothea Constas came down from the SlU's legal department at Headquarters to answer any ques­ tions on the pension law of 1974. Here she explains to the delegates what the Employee Retirement In­ come Security Act is all about. Part of the Conference agenda included a tour of the Lundeberg School farm which is in Valley Lee, Md., near Piney Point. Here the director of the farm, Joe St. Clair, holds one of the newborn pigs. In the center of the photo is Brother George Davis, a relief cook for the shipdocking companies in Philadel­ phia. On the right is Robert Pomerlane, SlU repre­ sentative in Baltimore. Joseph Zook, maintenance man for Curtis Bay in Baltimore, asks a question on benefits during the discussion of the SlU Welfare Plan. 27 Shipdocking Delegates From Ports of Continued from Page 17 companies as well as Taylor and An­ derson. The First Atlantic Coast Inland Ed­ ucational Conference, held from Nov. 28 to Dec. 3, was also for shipdocking Boatmen in Baltimore, Norfolk, and Philadelphia. A third such Conference will be held the week of Jan. 30th. Four other educational conferences for Atlantic Coast Boatmen are sched­ uled through the end of May. These will include SIU Boatmen involved in towing along the Atlantic Coast. At the SIU Port Agent in Norfolk Gordon Spencer makes a point about eligibil-.. ity during discussion on pension benefits. SIU Philadelphia Port Agent John Fay holds up the educational series pam­ phlet on the structure of the SlUNA. Brother Fay explained how the Atlan­ tic and Gulf District gets strength from belonging to the International. 18/ LOG/January 1978 beginning of last year, five conferences were held for Gulf and Rivers Boatmen. These conferences are but one positive result from the merger of the Inland Boatmen's Union and the SIU A&G district in late 1976. During the week of Apr. 3rd there will also be a contract conference for delegates from the SIU shipdocking companies in Baltimore, Norfolk, and Philadelphia. The contracts at these companies all expire on Oct. 31, 1978. At this Second Atlantic Coast Con­ ference, the delegates were given a run­ George Costango, SIU port agent in Baltimore, tells the delegates about the SIU Constitution noting that it "is a living document." Brother Ray Jankowiak, who works as a captain for Baker Whiteley in Balti­ more, gets up to discuss one of his suggestions concerning vacations. down of many things that affect them as boatmen and SIU members. They first received a tour of the School. (Like the postman, neither rain, nor sleet,nor snow, would deter them.) Academic and vocational courses were later explained. Important parts of the SIU Constitu­ tion were detailed. Especially empha­ sized was the way in which the Con­ stitution was amended in 1976 to protect the interests of the Boatmen. A detailed explanation of the bene­ fits available under the SIU Welfare Plan and Pension Plan was given to the delegates. The need for political involvement was an important segment of the Con­ ference. A number of SIU officials spoke on the subject and films were shown concerning politics and legisla­ tion. There was also a full day's visit to Washington, D.C. which included a tour of the House of Representatives and the Senate. The next day, discussion was held concerning the inland vacation concept and the standard contract concept. At the first Atlantic Coast Conference, the delegates recommended that someone from industry address the next Conference. At this second Con­ ference Richard Saul of Transporta­ tion Institute talks about the eco­ nomics of the inland industry. Tl is a Washington, D.C.-based research and educational organization for the maritime industry. Explaining the SIU Welfare Plan is Tom Cranford, head of the Claims De­ partment in Brooklyn, N.Y. He went over all the benefits available under the Plan and also explained how to fiil out a benefit application. SIU Piney Point Port Agent Pat Pilsworth explained the HLS entry trainee program to the delegates. The new administrator of the AFL-CIO Maritime Trades Department, Jean Ingrao, explains how MTD works. The delegates visited the Department dur­ ing their visit to Washington, D.C. �s, ,s-' During the tour of the Lundeberg School, Library Director Gladys Siegel (r.) gives a rundown ofthe library's facilities to the Boatmen. From left are: Beverly O'Neal and Tom Patterson, both mates with Curtis Bay in Norfolk; Bob Pomerlane, SlU representative in Baltimore; Leon Mach, Jr., a deckhand with Curtis Bay in Baltimore, and Francis Thomas, a captain with Curtis Bay in Norfolk. Herb Brand (head of table), president of Transportation Institute, gives a description of his organization to the delegates during their Washington, D.C. visit. Brand explained that through Tl, the maritime Industry has "established a presence in Washington. People know we'll fight." Baltimore, Norfolk, Philadelphia Attend Noted was the fact that under the stan­ dard contract concept each company still has its own agreement. In all the discussions the SIU officials emphasized that the membership had the final say on what goes into the new contracts. The Conference ended with each delegate having a chance to make as many suggestions as he wanted concern­ ing the upcoming contracts. The dele­ gations from each port first broke into groups and elected a chairman. Then each delegation met separately and each man had a chance to write up his suggestions. These were then read to Bill Hibbert, head of the Seafarers Alcoholic Rehabilitation Center which is located near the HLS, explains to the Boatmen how the Center works. The delegates toured the Center and were shown a film on alcoholism. Charles Nalen from the HLS Vocational Education Department, explains the upgrading programs available for Boatmen at the School. the entire group, both delegates and officials. Everyone was given a chance to discuss the suggestions. The final order of bu.siness was wrapup comments by all the officials, staff and delegates. At the end, the general feeling was one of camaraderie. SIU officials and delegates alike said they were speaking from "the heart" when they made their final remarks. They stressed that the Conference had been an "enlightening experience." As the men left and shook hands, union brotherhood and solidarity were very evident. In his discussion on politics and the law, SIU Inland Coordinator Chuck Mollard (I.) showed a chart of the many governmental agencies that can affect the livelihoods of Boatmen. In noting how important political involve­ ment is, he pointed to the past when "what we gained on the picketline we lost in Congress." On the left is SIU Representative from New York, Jack Caffey, who discussed the importance of SPAD. President of the Lundeberg School Hazel Brown welcomed the delegates to the School. Here she holds up a supplement from the Log which explains that some of the School's courses can receive col­ lege credit. Explaining that the Log is one of the best tools for communication is Marietta Homayonpour, editor of the publication. The Log is located at SIU Head­ quarters. January 1978/ LOG / 19 �Hospitaiized Members Not Forgotten at Christmas The SIU wants its members to know that the union is behind them in stormy as well as in fair weather. Every year during the Christmas hoUdays, SIU representatives pay visi s o a rers who have to spend Christmas in the hospital. Whether they are laid-up due to sickness or accident, the hospitalized union members all receive cas gi s, cigars m cigarettes and the best wishes of the whole union for a Merry Christmas and a happy, healthy New Year. The photos on this page were taken two days before Christmas at the USPHS hospital on Staten Island, N.V. Around the Christmas Tree, SIU rep. John Dwyer and some recent SIU "A" Seniority upgraders wish recovering Seafarers a happy holiday at the USPHS hospital in Staten Island. Standing from left are: Juan Burgos, recertified bosun, and Angel Maldonado, who ships in the steward department. Seated is Francisco Charnaco, recertified bosun, who displays a Christmas card from the SIU. Standing, rear left to right: Paul Klippel, upgrader; John Dwyer, SlU-rep., and J. Gaveiek, upgrader. ' O < ' John Dwyer (right) consults with Staten Island USPHS Director Dr. Florence Kavaler and Assoc. Director Albert Stapler during the Christmas season visit. s" John Dwyer, SIU representative, wishes AB Adrian Donnely (left) a Merry Christmas and a Happy New Year. John Dwyer, SIU rep, wishes Seafarer Henry Bursey a speedy recovery. A MESSAGE FROM YOUR UNION 20/LOG/January 1978 �Ex^Scholarship Winner Prearhes the Word of Cod » . A tm m .w. .. "Go Ye Into All the World. .. They That Go Down to the Sea in Ships." (Psalms 107: 23-30). This quotation decorates the station­ ery used by ex-Seafarer Rev. Bernard Maret. Rev. Maret won an SIU college scholarship in 1966 and now is a Bap­ tist Minister. He does his preaching to merchant seamen because, he says, "I have a burden on my heart for seamen. I know them personally, how they think and how they live." Rev. Maret first went to sea in 1957, sailing on a non-union ship which he helped to organize. The unionization effort earned him his 'A' book. Maret sailed with the SIU on and off until 1966, when he won the SIU four-year college scholarship. The scholarship money was used to study secondary education and art, first at Brevard Community College in Flo­ rida and later at John Brown University in Arkansas. Following his graduation, Maret moved to Chicago and worked as a Sea-Land Market Recertified Bosun Walter Nash, (I.) ship's chairman of containership SeaLand Market leads the Ship's Committee of (I. to r.) Deck Delegate J. Bonefont, Chief Steward Luis Varga and Engine Delegate E. Wiwag at a payoff on Dec. 14 in Port Elizabeth, N.J. ST Overseas Aleutian Chief Pumpman Bob Timms of the ST Overseas Aleutian (Maritime Over­ seas) sent us the ship's Thanksgiving Day menu from his home port, Houston. "... I think it's one of the best or the very best I've ever seen on a ship. Everything was just great. The cooks outdid themselves . . . every brother should know what a great bunch we have in the steward department." North Korea commercial artist for various religious organizations. "I enjoyed it," he said. "But I guess I didn't have the push it takes in commercial art." In 1971, Maret began a two-year course at Tennessee Temple Seminary where he received a degree in Religious Education and an Evangelical Teacher Training Diploma. But his pull toward the ministry had begun ten years earlier when Maret was standing watch on a ship. He witnessed the collision of two ships in which five crewmen and five passengers were killed. "I saw my friends come face-to-face with death. I saw a need for religious counseling." So Maret set out to fill that need. He began going aboard ships to minister to the men, usually in the ship's mess. More recently he's been traveling around and preaching from what he calls the "Lighthouse Seamen's Chapel." It's a tractor-trailer rig which Maret said "looks more like a chapel," than a ship's mess does. The moving van-sized chapel is paneled and carpeted and has a pulpit shaped like the bow of a ship. The truck's outside is painted with a mural and the words "Lighthouse Seamen's Chapel," which Rev. Maret designed and painted. Though the church is what Rev. Maret calls "my main work," art has always been a part of his life. He did oil paintings of seascapes and religious topics while at sea and won the Sea­ farers Safety Poster Contest in 1960. When he applied for the SIU scholar­ ship, Maret was, at first, unsure of his chances. But then he thought, "I had as good a chance as the next fellow." When he received the letter notifying him that he was a scholarship winner, Maret said, "I was overjoyed. It was really an an­ swer to my desire to go to school." Rev. Bernard Maret Rev. Maret's plans for the future in­ clude moving with his wife Norma to New Orleans and ministering to the men in Gulf ports. He receives a good response from the men who attend his services perhaps because he is an ex-Seafarer himself and he understands seafarers. But there arc differences between Maret and the men he ministers to. A seafarer once asked Maret if he remembered the language seafarers use. "No," Maret replied. "I'm trying to forget the language." To help cut down the number of shipping accidents, the U.S. Department of Transportation began a new, computerized, around-the-clock Marine Safety Information System (MSIS). It gives 55 Coast Guard port captains up-to-date records on both foreign and American tankers and freighters entering U.S. waters. President Carter established the system after last winter's rash of foreigntanker accidents here. He ordered the Coast Guard to board and examine all foreign tankers coming into U.S. ports. He also ordered an information system be .set up to keep track of safety-pollution histories of all vessels. MARAD has warned all U.S.-flag ship operators that North Korea has extended her seacoast boundaries to 200 miles. The new restricted economic and military areas were imposed by the North Koreans on Aug. 1. The zone will extend into the Sea of Japan and be north of the Demilitarized Zone. A military zone was set out at 50 nautical miles. Since 1975 "sporadic and hostile" acts have occurred off the North Korean coast. Sea-Land now has a direct containership run from the Gulf to San Juan. The weekly run of four containerships calls at the ports of Houston and New Orleans. Washington^ D.C. IT Stuyvesant Deadline for the 43rd National Maritime Essay Contest, sponsored by the U.S. Propeller Club, will be on Mar. 1. The purpose of the contest is to acquaint American high school and college entrants with the necessity of a strong merchant marine and maritime industry. Essay theme for high schoolers is "The American Merchant Marine—Its Vital Role in the World of Commerce." Collegians, for the second year, can select maritime themes provided by the club. High school winners (20 last year) will get free ocean cruises on U.S.-flag ships. College students can win cash prizes up to $500. The winners will be announced on National Maritime Day, May 22. Write to The Propeller Club of the U.S., 1730 M St., Washington, D.C. N.W. 20036 or to one of the 91 local clubs for more information. It was reported late this month that the 225,000-dwt TT Stuyvesant (West­ chester Mariile) had broken down with electrical turbine problems in the Gulf of Alaska. According to the reports, tugs were standing by to aid the supertanker if the need arose. She was said to be proceeding at a very reduced speed. San Juan Sugar Islander Anywhere from Jan. 2 to Jan. 17, the Sugar Islander will carry more than 25,500 tons of bulk wheat, corn, soyas or sorghums to Haifa, Israel from an undetermined U.S. port.' Other SIU ships running to Israel this month are the ST Potomac and the ST Tex. January 1978 / LOG / 21 �Dept. of Energy Must Price LNC Properly Everyone seems to agree that LNG (liquified natural gas) is one of the most promising fuels of the fu­ ture. Yet, for some reasons, the De­ partment of Energy (DOE) has come up with a way that could discourage its use. A number of plans to import LNG from Indonesia and Algeria now await Government approval. DOE hearings were conducted early this month and a decision on the import projects is expected soon. DOE has already given the go-ahead to a few of these projects. But at the same time, the agency is considering put­ ting a price on imported LNG that could destroy the U.S. market for this much-needed fuel. And that's not all it could destroy. Letters to Death Sparks Crew Reaction; Brother Frank Sarmento died aboard this vessel, the SS Borinquen, oi arrival in San Juan. There is no reason for men to die on these ships especially! the ones running coastwise. If a man is sick, the Coast Guard should be notifiedt and a helicopter be sent out and either bring a doctor or take thef^ man off thfe : ship. •, v;i The Captain and Chief Mate are not doctors and their diagnosis can proveg I fatal as in the case on board this vessel. The Chief Mate, Mr. Donald Coco2a;ia,f did all he could and more to try to save Brother Sarmento, but as we say, he is I riot a doctor. ft; So in the future, any man who is sick, and when nobody is absolutely sure| I what is wrong with him, then the man should be removed from the ship as soool ' as possible. Brother Sarmento may have been saved if a helicopter was sent ouj^ the day before our arrival in San Juari. We imagine this has all been brought upl before, but vve think the Union should put mOre pressure on the companies { and the captains to fulfill this procedure. Fraternally, Ship's Committee and Crew > SS Borinquen Best From New Zealand I Having received the Log for many, many years I wish to express my apprepift? ation and to say how much I enjoy reading it. As a very young man, I was last in New York in 1918 just after World Wari I. I can remember quite well that in ,these far off days that the conditions for U.S. seamen on the East Coast were fairly grim. On. the West Coast, condi­ tions for seamen were much better, similar to some extent to the conditions on .Australian and New Zealand shi|jS. Of course, the advent of the SIU has brought U.S. seamen revolutionary im­ provements, far ahead of other countries. , I watch with interest the SIU's fight to gain acceptance of an oil cargo prefer­ ence bill. I would say that.a 50 percent share of the oil for U.S. ships would not be unreasonable. At 76 years of age, this bid sailor"and captain is fit and well. I have got both anchors down with plenty of cable in good holding ground. So come hell or high water I am securely moored. . ft I wish all associated with the SIU, whether at sea or ashore all the very best ofgood things in 1971 , Fraternally,. iVfaiiriee M. McArBiur Over a billion dollars of new U.S. industrial development hinges on the success of these plans to import LNG. This includes new LNG terminals in the U.S. and new American-flag LNG carriers. It also means millions of man-years of employment for ship and plant construction and operation. As SIU Executive Vice President Frank Drozak stressed in a recent letter to the DOE, the proposed pric­ ing system for LNG "would end the promising U.S. LNG ship program and with it, a major .source of new U.S. ship construction." It would also sacrifice the jobs of "more than 1,000 American .seamen over the next 20 years, which equals five percent of the current manpower of the U.S. Merchant Marine," he said. The pricing system being con­ sidered is known as incremental pric­ ing. Imported LNG costs more than domestic gas and under this incre­ mental pricing system indu.strial users would have to pay the higher price rather than residential cus­ tomers. This may sound like a good deal for the consumer. But it's only one side of the coin. Consumers arc not just people who have to pay fuel bills. Consum­ ers are also workers who depend on their jobs to pay all the bills. Incremen.aj pricing of LNG would make the fuel too costly for regular industrial u.se and it would make investment in LNG construc­ tion projects too risky. The end re­ sults would be the destruction of po­ tential and perhaps existing jobs for thousands of workers in industries that depend on a steady supply of natural gas. The gas shortages of last winter that closed factories and laidoff workers in many partsof the coun­ try clearly demonstrated that LNG can .serve a widespread economic need. Moreover, incremental pricing dis­ criminates against the industries and workers that could benefit from LNG. No other fuel is priced this way in the U.S. The prices of domestic and im­ ported oil and ga.s, nuclear fuel, and January, 1978 coal are now averaged, or rolled-in, by public utilities in the composite price they charge customers. Denying rolled-in pricing for LNG alone is not a benefit for the con­ sumer. It's simply an unfair, advan­ tage for competitive fuel interests. Instead of placing a burden on the development of the LNG market in the U.S., DOE should promote this clean-burning fuel for its environ­ mental and economic merits. Almost a decade of LNG shipping has shown that the fuel can be safely trans­ ported. It can be shipped without the high risk of pollution that accompan­ ies imported oil carried in foreignflag tankers. Critics of increased LNG imports say that it will make the U.S. more dependent on foreign energy sup­ plies. Granted, it won't reduce fuel imports, but it won't increase them either. LNG will replace the need for some of our foreign oil—and with­ out as much danger of embargo. This is becau.se ninety-five percent of our imported oil is carried on foreign-flag tankers. But, as Herbert Brand, presi­ dent of the Tran.sportation In.stitute pointed out in the DOE hearings, fifty percent of the LNG imports will reach the U.S. on Americanflag vessels. This means that the countries that supply our LNG will be less, likely to withhold the fuel for political rea­ sons than they would oil. Since they won't find many Liberian or Pana­ manian registered ve.ssels equipped to take this special cargo to other markets, an LNG embargo of the U.S. would mean large financial lo.sses for these countries. Energy self-reliance is an impor­ tant goal for this country, but its achievement is still far in the future. If we must import foreign fuels— and we must now—let us import the fuel that gives this country the most economic and environmental benefits. For this reason, the SIU urges the DOE to approve all pending plans to import LNG and to keep the tradi­ tional rolled-in pricing system for this fuel. LOG Official Publication of ifie Seafarers International Union of North America, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO Vol. 40, No. 1 Executive Board Paul Hall President Frank Drozak Joe DiGiorgio Executive Vice President Secretary-T reasurer Vice President Earl Shepard Lindsey Williams Paul Drozak Vice President Vice President Vice President Cal Tanner lltlOIIPRiSSl Marietta Homayonpour 389 Editor-in-Chief James Gannon Managing Editor Ray Bourdius Marcia Reiss Edra Ziesk Assistant Editor Assistant Editor Assistant Editor Frank Cianciotti Dennis Lundy Chief Photographer Associate Photographer Marie Kosciusko George J. Vana Administrative Assistant Production/Art Director Published monthly by Seafarers International Uniun, Atlantic, Gulf. Lakes and Inland Waters District, AFL-CIO, 675 Fourth ,We.. Brooklyn, N.Y. 11232. Tel. 499-6600. Second class oostaee paid at Brooklyn, N.Y. 22/ LOG/January 1978 *¥ fc % ftC:.. \t-m (•U.r.Ei 1 r �•• - w- «k- -*e»--.-- SiK- —.-4:g=gr^ Lnndeberg Sehool The Harry Lundeherg School in Piney Point, Md. has announced Us complete upgrading program schedule for 1978. It is a very comprehensive program. It covers a complete range of courses for all ratings in all areas—including programs for deep sea. Great Lakes and inland members. This supplement gives a complete rundou n of all courses that will be offered at the School this year. It includes descriptions of the courses, as well as all eligibility requirements. Also included is a schedule of all starting dates for these programs. The SHJ encourages its members to take advantage of the many upgrading opportunities available at the Lnndeberg School. I or SlU members, upgrading means higher pay find job security for the future. Take a step forward in 1978. Come to your School—the Lnndeberg Schtufland participate in one or more of these upgrading programs. YouAl never regret it! -e Upgrading Programs I <i .•h -'J- : Wi -M.; ;.;1 •• • •, I S'.. r ^ . Li • I Deep Seaf Great Lakes, Inland For 1978 January 1978/ LOG / 23 m s.:' �COURSE OFFERINGS-OCEAN AND GREAT LAKES Deck Department ABLE SEAMAN 12 Months Any Wafers ABLE SEAMAN Unlimited Any Waters The course of instruction leading to endorsement as Able Seaman 12 Months Any Waters, or Able Seaman Unlimited Any Waters consists of classroom work and practical training in deck seamanship, rules of the road, marlinspike seamanship, helmsmanship, cargo handling, safety, fire fighting, emergency procedures, and first aid. Eligibility All candidates must be 19 years of age or older. All candidates must pass a physical examination given by a medical officer of the U.S.P.H.S. or a certified reputable physician. All men wishing to qualify for Able Seaman endorsements must either have a lifeboatman endorsement or first complete the lifeboat course offered at the school. All candidates for endorsement as Able Seamen 12 Months Any Waters must show discharges totaling a minimum of twelve months seatime as ordinary sea­ man. All candidates for Able Seaman Un­ limited Any Waters must show discharges totaling 36 months as ordinary seaman or acting able seaman. Any graduate from the Harry Lundeberg School entry rating program at Piney Point can qualify for the 12 Months Able Seaman endorsement after eight months seatime as ordinary seaman. Length of Course is four weeks. QUARTERMASTER The course of instruction leading to certification as quartermaster includes use of the magnetic and gyro compass, rules of the road, knots and splices, fire fighting, emergency procedures, international codes and signals, bridge publications and instru­ ments, aids to navigation, a review of deck seamanship, instruction in radar, loran, fathometers, and RDF, and weather, tides and currents. Eligibility All candidates for certification as quar­ termaster must hold a U.S. Coast Guard endorsement as Able Seaman Unlimited Any Waters. Length of Course is four weeks. Engine Department i : FIREMAN, OILER, WATERTENDER (FOWT) I Topics covered in this course include : parts of a boiler, firefighting and emerI gency procedures. Practical training on : one of the ships at the School includes • putting boilers on the line, changing : burners, operating auxiliary equipment I and starting and securing main engines. i Eligibility I All candidates must pass a physical exI amination given by a medical officer of the j U.S.P.H.S. or a certified reputable physi: cian. I All candidates for endorsement as fire: man, watertender and oiler must have dis• charges showing six months seatime as ; wiper. Any graduate from the Harry Lun! deberg School entry rating program at : Piney Point can qualify after three months : seatime as wiper. ; Length of Course is four weeks. I QMED Any Rating ; I 1 ! j I The curriculum for certification and endorsement as QMED Any Rating consists of courses leading to the following ratings: pumpman, refrigeration engineer, electrician, machinist, deck engineer, junior engineer and deck engine mechanic. I Eligibility Steward Department CHIEF STEWARD CHIEF COOK The course of instruction leading to cer­ tification as chief steward includes pri­ marily classroom instruction supplemented by ample on-the-job training. Topics cov­ ered are menu planning, work supervision, organization, typing, inventory control and requisitioning procedures. Sanitation, nu­ trition and safety are also highlighted. The student will be actively involved in all phases of the school's food service super­ vision. The course of instruction leading to cer^ tification as a chief cook includes both classroom and on-the-job training. Topics covered are the preparation of meats, poultry, seafood, soups, sauces, and gravies. The student will also concentrate on identifying meat cuts by the use of charts, work organization, sanitation and the use of recipes. Eligibility All candidates must have .seatime and/or training in compliance with one of the following: • three years seatime in a rating above 3rd cook or a.ssistant cook, or • four months seatime as 3rd cook or assistant cook or higher, four months seatime as cook and baker or higher, four months seatime as chief cook and hold HLS certificates of comple­ tion for each program, or • nine months seatime as 3rd cook or assistant cook or higher, four months seatime as cook and baker or higher, four months seatime as chief cook and hold HLS certificates of comple­ tion for the cook and baker and chief cook programs, or • nine muiiths seatime as 3rd cook or assistant cook or higher, nine months seatime as cook and baker or higher and four months seatime as chief cook and hold an HLS certificate of completion for the chief cook pro­ gram. Length of Course is six weeks. ASSISTANT COOK The course of instruction leading to certification as assistant cook includes both classroom and on-the-job training. Topics covered are the preparation, cooking and serving of vegetables (fresh, canned and frozen), cooked salads, sandwiches, break­ fast foods and night lunches. Emphasis is placed on the basic of food preparation including sanitation, dietary values, work organization and the use of recipes. Eligibility All candidates must have seatime and/or training in compliance with one of the following: • six months seatime as cook and baker or higher, or • two years seatime in the steward de­ partment, with four months as 3rd cook or assistant cook or higher and four months as cook and baker, or • four months seatime as 3rd cook or assistant cook, four months seatime as cook and baker and hold HLS cer­ tificate of completion for each pro­ gram, or • nine months seatime as 3rd cook or assistant cook and four months sea­ time as cook and baker and hold a certificate of completion for the HLS cook baker training program. Length of Course is six weeks. COOK AND BAKER The course of instruction leading to cer­ tification as cook and baker includes both classroom instruction and on-the-job train­ ing in the bake shop and galley. Topics covered are the baking of breads, rolls, pies, cakes, cookies and breakfast pastries. The student will also concentrate on des­ sert and breakfasts preparations, sanita­ tion and work organization. Careful at­ tention to recipe requirements is also high­ lighted. Eligibility All candidates must have nine months seatime in the steward department, or three months seatime in the steward de­ partment and be a graduate of the HLS entry rating program. All candidates must have seatime and/ or training in compliance with one of the following: • nine months seatime as 3rd cook or assistant cook or higher, or • 18 months in the steward depart­ ment with four months as a 3rd cook or assistant cook or higher, or • four months seatime as 3rd cook or assistant cook or higher and hold a certificate of completion from the HLS assistant cook training program. Length of Course is six weeks. Length of Course is six weeks. Eligibility AUTOMATION The course of instruction leading to certification for automated vessels consists of both classroom and practical training which includes the operation and control of automated boiler equipment, systems analysis and the operation of remote con­ trols for all components in the steam and water cycles. Eligibility Applicant must hold a Coast Guard en­ dorsement as QMED Any Rating. Length of Course is four weeks. MAINTENANCE OF SHIPBOARD REFRIGERATION SYSTEMS The course of instruction leading to certification in operation and maintenance of refrigeration systems consists of basic parts replacement and overhaul, electrical circuitry, electrical wiring and trouble shooting, refrigeration maintenance pro­ cedures and refrigeration trouble shooting. Upon completion of the course, an HLS certificate of graduation will be issued. Eligibility All candidates must hold an endorse­ ment as FOWT and have a minimum of six months .seatime in a rating. Engine room personnel must hold a QMED Any Rating endorsement or en­ dorsements as Electrician and Refrigera­ tion Engineer. Length of Course is twelve weeks. Length of Course is six weeks. MARINE ELECTRICAL MAINTENANCE The course of instruction leading to certification in marine electrical mainte­ nance covers electrical power systems, electrical measuring instruments, class­ room and practical training Eligibility All applicants must hold a QMED Any Rating endorsement, or endorsement as Electrician. Length of Course is six weeks. PUMPROOM MAINTENANCE AND OPERATION The course of instruction leading to cer­ tification in pumproom maintenance and operation consists of cargo properties and emergency procedures, tanker develop­ ment and construction, operation and maintenance of valves, loading procedures, cargo pump operation, cargo measure­ ment, and discharging procedures. WELDER The course of instruction in basic weld­ ing consists of classroom and on-the-job training. This includes practical training in electric arc welding and cutting and oxyacetyline brazing, welding and cutting. Upon completion of the course, an HLS certificate of graduation will be issued. Eligibility Engine department personnel must hold endorsement as FOWT. Deck and Steward Department personnel must hold a rating in that department. Length of Course is four weeks. DIESEL ENGINES The course of instruction familiarizes students with diesel engine operations and includes both classroom and practical training in the types, design, construction and characteristics of various diesel en­ gines, diesel nomenclature and principles of operation. Eligibility All applicants must hold a QMED Any Rating endorsement, or endorsement as Pumpman. The course is open to all interested stu­ dents. Length of Course is six weeks. Length of Course is four weeks. Eligibility ALL Departments Deep-Sea LNG The course of instruction leading to certification for LNG ships consists of basic chemistry, tank and ship construc­ tion, gasification, reliquefaction proced­ ures, inert gas and nitrogen systems, in­ strumentation, safety and fire fighting, loading, unloading and transporting LNG. Upon completion of the course, an HLS certificate of graduation will be issued. Eligibility Engine room personnel must hold an endorsement as FOWT or QMED any rating. Deck and steward department people must hold a rating in that depart­ ment. Length of Course for deck and engine de­ partment personnel is four weeks; three weeks for steward department personnel. LNG SAFETY COURSE The course of study is a basic safety program to indoctrinate the seafarers who will be working on board LNG vessels in the nature of cargo, its hazards, and pro­ cedures to be followed in an emergency. Eligibility All seafarers are eligible for this course. Length of Course is two weeks. LIFEBOATMAN Eligibility All candidates in any department who have a minimum of 90 days seatime are eligible for the course. This lifeboat course is approved by the U.S. Coast Guard and supersedes the normal requirements of a minimum of one year seatime in the Deck Department or two years in the Ste,ward or Engine Department to qualify for an en­ dorsement as lifeboatman. Length of Course is two weeks. ,. �COURSE OFFERINGS—TUGS AND TOW BO ATS iiiii>niiiiiiiiiigNi%niininiiiiiiiiniiininiiii%ioiiiiiiiiiiiiiiiiiiiniiii«^^^^ ABLE SEAMAN Tugs and Towboats Any Waters The course of instruction leading to the endorsement as Able Seaman Tugs and Towboats Any Waters consists of class­ room work and on-the-job training. The topics covered include deck seamanship, rules of the road, wheel commands, mag­ netic and gyro compass, barge handling, knots and splices, rigging, fire fighting, safety, and first aid. (Instruction tor AB Bays and Sounds and AB Seagoing Barges is also offered.) show evidence of four years service in the engine room of which one year must" have been as a licensed assistant engineer. Twothirds of the required service must have been on motor vessels. All candidates for assistant engineer must show evidence of three years service in the engine room. Two-thirds of the re­ quired service must have been on motor vessels. There are no requirements for anyone who is interested in taking the diesel en­ gine course but is not interested in receiv­ ing the Coast Guard license. Eligibility All candidates must be 19 years of age or older. All candidates must pass a physical ex­ amination given by a medical officer of the U.S.P.H.S. or a certified reputable physician. All candidates wishing to qualify for Able Seaman endorsements must hold the Coast Guard endorsement as lifeboatman or complete the lifeboat course offered at the school. All candidates for the endorsement as Able Seaman Tugs and Towboats Any Waters must present a letter of service showing 18 months seatime on deck in vessels operating on oceans or coastwise routes, or on the Great Lakes, or on bays and sounds connected directly with the seas. Length of Course is four weeks. CfflEF ENGINEER ASSISTANT ENGINEER Uninspected Motor Vessel The course of instruction for an original engineer's license includes both classroom and practical training in the types, design, construction and characteristics of various diesel engines, diesel nomenclature and principles of operation and much more. Eligibility All candidates must be citizens of the United States. All candidates must pass a physical ex­ amination given by a medical officer of the U.S.P.H.S. or a certified reputable physi­ cian. All candidates for chief engineer must Length of Course is eight weeks for those students who take the Coast Guard licens­ ing exam. For those not taking the exam, the length of the course is four weeks. TANKERMAN The course of instruction leading to en­ dorsement as tankerman consists of all aspects of loading, transferring and un­ loading of various cargoes carried by tank barges. Eligibility All candidates must pass a physical ex­ amination given by a medical officer of the U.S.P.H.S. or a certified reputable physi­ cian. All candidates for certification as tank­ erman must have a letter from the com­ pany for which they have worked certify­ ing their ability to handle the various types of fuels for which they wish the certificate. Length of Course is two weeks. TOWBOAT INLAND COOK The course of instruction leads to cer­ tification as inland cook. Candidates re­ ceive classroom and on-the-job instruction in food preparation on board towboats and tugs. Emphasis is on the basic methods of preparing all meals for a crew of six to twelve men. Eligibility All candidates must have served at least six mouths oil board an inland vessel. Length of Course is six to twelve weeks. Nayigation Deparl-ment ORIGINAL TOWBOAT OPERATOR LICENSE The course of instruction leading to li­ censing as towboat operator or 2nd class towboat operator uninspected towing ves­ sels on inland waters, western rivers, Great Lakes, oceans, or oceans not more than 200 miles offshore will consist of both classroom and practical work. An applicant seeking licensing for more than 200 miles offshore must also hold a first aid certificate and his course will in­ clude celestial navigation with problems on latitude by Polaris, latitude by merid­ ian, altitude, longitude by observation of the sun. Eligibility All candidates for 2nd class operator must be at least 19 years of age. All candidates must be citizens of the United States. All candidates must pass a physical ex­ amination given by a medical officer of the U.S.P.H.S. or a certified reputable physi­ cian. All candidates for towboat operator must show evidence of three years service on vessels 26 feet in length or over. This service must have included training or duties in the wheelhouse. All candidates for 2nd class operator must have evidence of 18 months service on deck on a towing vessel. This service must have included training or duties in the wheelhouse. All candidates must have at least three months service in each particular geo­ graphical area for which application for licensing is made. Length of Course for inland waters, west­ ern rivers. Great Lakes, or oceans not more than 200 miles offshore is six weeks. The license course for oceans is eight weeks. MASTER/MATE Uninspected Vessels Not Over 300 Gross Tons Upon Oceans The course leading to licensing as master or mate consists of instruction in the following areas: celestial navigation, rules of the road, chart navigation, han­ dling of tugboats, seamanship, aids to navi­ gation, and safety. In addition, applicants must hold first aid and CPR certificates. Eligibility All candidates for master must be 21 years old. All candidates for mate must be 19 vears old. All candidates must be citizens of the United States. All candidates must pass a physical ex­ amination given by a medical officer of the U.S.P.H.S. or a certified reputable physician. All candidates for master must show evidence of four years .service at sea on deck. One year of this service must have been as a licen.sed mate. All candidates for mate must show evi­ dence of three years service at sea on deck. Length of Course is ten weeks. FIRST CLASS PILOT The course leading to licensing as a first class pilot consists of instruction in the following areas: inland rules of the road, pilot rules applicable to the route, local knowledge of winds, weather, tides, cur­ rents, etc., chart navigation, aids to navi­ gation, ship handling and more. In addi­ tion, applicants must hold first aid and CPR certificates. Eligibility All candidates must be 21 years of age. All candidates must be citizens of the United States. All candidates for pilot must show evi­ dence of three years service in the deck department on steam or motor vessels. 18 months of this time shall have been as able seaman or equivalent. Of this 18 months one year shall have been in the capacity of quartermaster, wheelman, AB, or an equivalent position which included standing regular watches on the wheel in the pilot house as part of the routine duties. This .service shall have been on ve.ssels operating on the waters of the cla.ss for which pilotage is sought, and 25 per­ cent of thfs service shall have been ob­ tained during the three years preceding the application lor licensing. All candidates must have made the mininiLini number of normal trips over the route for which the applicants seek licensing as pilot. This minimum number is determined by the OCMI of that juris­ diction. All candidates must have made one nor­ mal trip over the route within six months immediately preceding the date of applica­ tion. All candidates must pass a physical ex­ amination given by a medical ollicer of the U.S.P.H.S. or a certified reputable physi­ cian. Length of Course is six weeks. •••••••I • a • • • •• I 'For a better job today. and job security tomorrow.' �HLS UPGRADING CLASS SCHEDULE 1978 Below is complete list of all upgrading courses, and their starting dates, that are available for SIIJ members in 1978. These include courses for deep sea,Great Lakes, and inland ivaters. SW members should be aware that certain LNG courses may be added or dropped from the schedule as the need arises. However, the Log will try to keep you abreast of these changes, For further information regarding the courses offered at the Lundeberg School, members February 6 March 6 April 3 May 1 May 29 June 26 July 24 August 21 September 18 October 16 November 13 December 11 QMED January 2 May 29 October 2 FOWT January 5 February 16 March 30 May 11 July 10 August 31 October 16 November 23 Pumproom, Maintenance & Operation October 9 :J7 should contact their local SW representative, or write to the Lundeberg School Vocational Edu­ cation Department, Piney Point, Md. 20674. or call the School at (301) 994-0010 Towboat Operator Scholarship Program February 20 May 29 Towboat Operator Western Rivers, Inland & Oceans August 14 Mate & Master September 25 Pilot May 15 Chief Steward (maximum 1 student per class) February 6 March 6 April 3 May 1 May 29 June 26 July 24 August 21 September 18 October 16 November 13 December 11 Chief Cook and Cook & Baker (maximum 2 students for Chief Cook and 2 students for Cook & Baker for each class scheduled) February 6 February 20 March 6 March 20 April 3 April 17 May 1 May 13 May 29 June 12 June 26 July 10 July 24 August 7 August 21 September 4 September 18 October 2 October 16 October 30 November 13 November 27 December 11 December 22 Marine Electrical Maintenance Maintenance of Shipboard Refrigeration Systems Automation March 6 Diesel Engineer January 16 July 31 Welding February 6 February 20 March 6 March 20 April 3 April 17 May 1 May 13 May 29 June 12 June 26 July 10 July 24 August 7 August 21 Sepfcwiber 4 September 18 October 2 October 16 October 30 November 13 November 27 December 11 December 22 Able Seaman January 19 March 20 May 1 June 12 July 10 August 17 September 18 November 13 Quartermaster April 3 October 16 L Assistant Cook Lifeboat and Tankerman 'sf- Special Programs to be Set Up Upon Request January 19 February 2 February 16 March 2 March 16 March 30 April 13 April 27 May 11 May 25 June 8 June 22 July 6 July 20 August 3 August 17 August 31 September 14 September 28 October 12 October 26 November 9 November 24 December 7 December 21 �iiuiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiii Info for Filing Your 1977 Tax Return April 15,1978, is the deadline for filing Federal income tax returns. As is custom­ ary at this time of year, the SlU Account­ ing Department has prepared the following detailed tax guide to assist SlU members in filing their returns on income earned in 1977. I• I 1 111 were married on December 31, consider yourself married for the whole year. If you Were single, divorced,or legally separated on December 31, consider yourself single for the whole year. If you meet the tests for Were You Married and Living Apart From Your Spouse? you may consider yourself single for the whole year. ftfM "'WM »"»<"« adflfl CP, 1 ; J STCI, 1 2• Please note these important reminders and changes made this year. g 3 • Mjff.fcjy 5 i 4 9 Who Must File The income level at which an income tax return must be filed has been increased. If your income is less than $6,200, be sure to see below under "who must file." Standard Deduction (Zero Bracket Amount) The former standard deduction has been replaced by a flat amount the law calls "zero bracket amount." This amount de­ pends on your filing status. It is no longer a separate deduction as such; instead the equivalent amount is built into the new simplified tax tables and tax rate schedules. Since this amount is built into the tax tables and tax rate schedule, taxpayers who itemize deductions will need to make an adjustment. However, itemizers will not experience any change in their tax liability and the tax computation will be simplified for many itemizers. Tax Tables Because of changes in the law, new simplified tax tables make it easier for you to find your tax if your income is under certain levels. Now, even if you itemize deductions, you may be able to use the tax tables to find your tax easily. In ad­ dition, you no longer need to deduct $750 for each exemption or figure your general tax credit, because these amounts are also built into the tax tables for you. The General Tax Credit has been re­ vised to take into consideration the exemp­ tions for age and blindness. Married tax­ payers filing separate returns will now be limited to a credit based on $35 per ex­ emption. If you find your tax in the tax tables, you will not need to compute this credit since it is already figured for you. New Jobs Credit A new credit is allowed for business employers who hire additional employees. Please see Form 5884. Disability Income Exclusion (Sick Pay) The new rules for the disability income exclusion that originally were to go into effect in 1976 were postponed for one year and are" now effective for 1977. Under these rules you may be able to exclude up to $100 a week of your pension income, but only if you are under 65 and totally and permanently disabled. Alimony Paid Payments for alimony are now adjust­ ments to income. You no longer have to itemize deductions to claim a deduction for alimony you paid. Moving Expense Rules Have Been Liberalized The mileage test has been decreased from 50 miles to 35 miles, while the dol­ lar limits on deductible amounts have been increased. See Instructions for Form 3903. Deductions for Attending Foreign Conventions Certain new restrictions apply to ex­ penses that can be deducted for attending foreign conventions. Who Must File Whether or not you must file a return depends primarily on the amount of your income and your filing status. These rules are for all U.S. citizens and resident aliens, including those under 21 years of age. These rules also apply to those nonresident aliens and resident aliens who are married to citizens or residents of the U.S. at the end of 1977 and who elect to file a joint return. File a return if you are: And your income is at least: Single (legally separated, di­ vorced, or married living apart from your spouse for the en­ tire year with dependent child) and; —You are under 65 $2,950 —You are 65 or older .... 3,700 A person who can be claimed as a dependent on your parent's return, and have taxable dividends, interest, or other unearned income of $750 or more 750 A qualifying widow(er with) dependent child and: —You are under 65 3,950 —You are 65 or older .... 4,700 Married filing jointly, living with your spouse at the end of 19,77 (or at date of death of spouse), and; —Both of you are under 65 4,700 —One of you is 65 or older 5,450 —Both of you are 65 or older 6,200 Married filing separately or married but not living with your spouse at the end of 1977 750 A person entitled to exclude income from sources within U.S. possessions 750 Self-employed and your net earnings from self-employment were at least $400. Even if you are not required to file a return, you should file to get a refund if (1) income tax was withheld, or (2) you are eligible for the earned income credit. If you are filing only to get a refund, please see Form 1040A Instructions to deter­ mine whether you can file Form 1040A. When to File You should file as soon as you can after January 1, but not later than April 17, 1978. Late filing may subject you to pen­ alties and interest. Amended Return Use Form 1040X to correct any error in a previously filed income tax return. i Where to File Please use the addressed envelope that came with your return, or use the address for your State. Mail your return to the In­ ternal Revenue Service Center for the place where you live. How to Pay Attach check or money order for full amount when you file. Make it out to "In­ ternal Revenue Service" and be sure to write your social security number on it. If line 66 is under $1, you do not have to pay. If your payment due IRS is large, see your payroll office about filing a new Form W-4 to increase the amount of tax to be withheld from your wages. Rounding Off to Whole Dollars You may round off cents to the nearest whole dollar on your return and schedules, provided you do so for all entries on your return unless instructions for a particular form or line specify otherwise. You can drop amounts under 50 cents—increase amounts from 50 to 99 cents to the next dollar. For example; $1.39 becomes $1 and $2.69 becomes $3. U.S. Citizens Living Abroad Generally, foreign source income must be reported. See Publication 54, Tax Guide for U.S. Citizens Abroad. Death of Taxpayer If a person died in 1977, or in 1978 before filing a return for 1977, the sur­ viving spouse or personal representative of the estate must file a return for the person who died. Presidential Election Campaign Fund You may have $1 go to this fund by checking the Yes box. On a joint return, the election is available for both spouses. Both of you may elect to have $1 go to this fund. Both may elect not to have $1 go to this fund. One may elect to have $1 go to this fund and the other may choose not to. Checking Yes will not increase your tax or reduce your refund. You may not claim this amount as a credit for contributions for candidates for public office on line 38. Your Filing Status—Wbicb Box to Cbeck Decide How You Should FUe From the Explanations Below IVere You Married or Single?—If you If your spouse died during 1977, con­ sider yourself married to your spouse for the whole year, unless you remarried be­ fore the end of your taxable year. Married Persons.—Should you file joint or separate returns? loint Return.—In most cases, married couples will pay less tax if they file jointly. You and your spouse can file a joint re­ turn even if you did not live together for the full year. Both you and your spouse are responsible for any tax due on a joint return, so if one of you does not pay, the other may have to. Things to Remember on a Joint Re­ turn.—You must report all income, ex­ emptions, deductions, and credits for you and your spouse. Both of you must sign the return. Separate Returns.—You can file sep­ arately if both you and your spouse had income or if only one of you had income. Both you and your spouse must figure your tax the same way. This means if one itemizes deductions, the other must item­ ize. You each report only your own in­ come exemptions, deductions, and credits, and you arc responsible only for the tax due on your own return. Were You Married and Living Apart From Your Spouse?—Certain married persons can file as Single or as Unmarried Head of Household and take advantage of lower tax rates. In addition to other benefits, this means that you may be eli­ gible to claim the earned income credit. It also means that if your spouse itemizes deductions, you do not have to. Both you and your spouse can file this way if both meet the tests. You can file as a single person, and check box 1 for Single, if you meet all of the following tests: (/) You file a .separate return. (2) You paid more than half the cost to keep up your home for 1977. (3) Your .spouse did not live with you at any time during 1977. (4) For over six months of 1977, your home was the main home of your child or stepchild whom you can claim as a dependent. If you meet tests (1) through (4) above you may be eligible to check box 4 for Unmarried Head of Household. Were You an Unmarried Head of Household?—There are special tax rates for a person who can meet the tests for the Unmarried Head of Household filing status. These rates arc more beneficial than the rates for Single and Married Filing Separately. You may use this filing status ONLY IF on December 31, 1977, you were unmar­ ried (including certain married persons living apart) or legally separated and met one of the following tests: (1) You paid more than half the cost of keeping up a home which was the main home of your father or mother whom you can claim as a dependent (you did not have to live with that parent). (2) You paid more than half the cost of keeping up your home which, except for temporary absences for vacation, school, etc., was lived in all year by one of the following: fa) Your unmarried child, grandchild, foster child or stepchild. This person did not have to be your dependent. (b) Any other person listed under Lines 6c and 6d—Children and Other De­ pendents, whom you can claim as a .de­ pendent provided he or she is not your dependent under a multiple support agree­ ment (this is where two or more taxpayers Continued on Page 28 January 1978/LOG/27 / �«*«LKa»^«W=^ «-.» ^-<-;-,m».n.-.-^#:S7rrj^-^MW.aT-5?»' ' T^'S-Ai --•-cr r-Jf. 5rrttf«rMWrB*V,»*Si-a Continued from Page 27 supported the relative and no one gave more than half the support). Note: If you are claiming the filing status of Unmarried Head of Household please enter the person's name who quali­ fies you for this status in the space pro­ vided after box 4. If more than one per­ son qualifies you for this status, you need enter only one person's name. If you were married to a nonresident alien, you may qualify for the Unmarried Head of Household filing status under cer­ tain circumstances. Consult an IRS office for further information. IVcre You a Qualifying Widow or Widower With a Dependent Child?—If so. you may still be able to use joint re­ turn tax rates for 1977 and use Tax Table B or Tax Rate Schedule Y. If your spouse died during 1976 or 1975 and you did not remarry before the end of 1977. you can file a return for 1977 showing only your own income, ex­ emptions. deductions, and credits, and figure your tax at joint return rates if you meet all of the following tests: t/) You could have filed a joint return with your spouse for the year your spouse died. Whether you actually filed jointly does not matter. (2) You bad living with you (except for temporary absences for vacation and school) a child or stepchild you can claim as a dependent. (3) You paid over half the cost of keep­ ing up the home for this child for the en­ tire year. Check box 5, Qualifying widow(er) with dependent child, and give year of your spouse's death in the parentheses. Do not claim an exemption for your spouse. You can claim the exemption only for the year your spouse died. Exemptions Each taxpayer is entitled to a personal exemption of $750 for himself, $750 for his wife, an additional $750 if he is over 65 and another $750 if he is blind. The exemptions for age and blindness apply also to a taxpayer's wife, and can also be claimed by both of them. In cases where a inan's wife lives in a foreign country, he can still claim the $750 exemption for her. In addition a taxpayer can claim $750 for each child, parent, grandparent, brother, brother-in-law, sister, sister-in^ law, and each uncle, aunt, nephew or niece dependent on him, if he provides more than one-half of their support during the calendar year. The dependent must have less than $750 income and live in the U.S., Canada, Mexico, Panama or the Canal Zone. A child under 19, or a student over 19 can earn over $750 and still count as a dependent if the taxpayer provides more than one-half of his support. The law also enables a seaman who is contributing more than ten percent of the support of a dependent to claim an exemp­ tion for that individual, provided the other contributors file a deelaration that they will not claim the dependent that year. Credit for Exemptions— General Tax Credit For 1977 and 1978, a general tax credit is incorporated into the tax tables equal to 28 / LOG / January 1978 the greater of $35 for each personal ex­ emption claimed (personal exemption credit) or 2% of the first $9,000 of tax­ able income reduced by the zero bracket amount (taxable income credit). The tax tables will automatically decide which credit is better for the taxpayer. Those taxpayers who use the tax rate schedules must compute the general tax credit for themselves taking the greater of the personal exemption credit or the tax­ able income credit. Married persons filing separately are limited to the personal ex­ emption credit. In addition, a $750 deduction (taken against income) is allowed for each exemption. der which you can take an investment credit, for investment in certain trade or business property, you should get Form 3468. Foreign Tax Credit.—If you paid in­ come tax to a foreign country or U.S. pos­ session, you should get Form 1116 to see if you can claim this credit. Credit for Federal Tax on Special Fuels, etc.—Enter any credit you can claim for special fuels and nonhighway gasoline and lubricating oil. Please attach Form 4136. For more in­ formation, you .should get Publication 225, Farmer's Tax Guide, or Publication 378, Federal Fuel Tax Credit or Refund for Non-highway and Transit Users. Excess FICA and RRTA Tax Withheld —More than One Employer.—If you had more than one employer in 1977 and to­ gether they paid you more than $16,500 in wages, too much social security (FICA) tax and railroad retirement (RRTA) tax may have been taken out of your wages. If too much was withheld, you may be able to take credit for it against your in­ come tax. Please use the following steps to figure your credit. If you are filing a joint return, you have to figure this sep­ arately for you and your spouse. If you are a railroad employee and you claim the credit, attach a statement from your em­ ployer showing the amount of employee RRTA compensation and amount of RRTA tax withheld. Step 1. (a) Add all FICA and RRTA tax with­ held by employers from your wages for 1977.* Enter the total here ... $ (b) Add all uncol­ lected FICA or RRTA tax on tips, if any. Enter the total here Step 2. Add (a) and (b) $ Step 3. Subtract e 965.25 Step 4. Enter this amount on Form 1040, line 59 . . $ Earned Income Credit The Tax Reduction and Simplification Act of 1977 has extended the earned in­ come credit through 1978. It is allowed for earned income, hut only for persons whose income is less than $8,000. The credit is 10% of the first $4,000 of earned income, but is reduced by 10% of adjusted gross income (or of earned income if greater) in excess of $4,000. Thus, credit is greatest at $4,000 of earned income, and is eliminated if ad­ justed gross income or earned income ex­ ceeds $8,000. If the credit exceeds the tax liability, the taxpayer is paid the difference as a refund. The credit is available to a parent who maintains a household for a child who is either under 19, or a full-time student, or disabled and a dependent of the taxpayer. Married taxpayers living together must file jointly to get the credit. It is not al­ lowed a taxpayer claiming the exclusion for income earned abroad or the exclu­ sion for income from a U.S. possession. Community property laws are disregarded and only the actual earner of the income qualifies for credit. "Earned income" is compensation for services as an employee and net earnings from .self-employment, and includes tips. Credit for Contributions to Candidates for Public Office, etc.—You may claim a *Note; Do not include more than tax credit here or an itemized deduction $965.25 for any one employer. If any one on Schedule A, line 31, but you cannot employer withheld more than $965.25, claim both, for contributions to candidates you should ask the employer to refund for public office and political committees the excess to you. You cannot take credit and to newsletter funds of candidates and for it on your return. elected public officials. Publication 585, Voluntary Tax Methods to Help Finance . . Credit for Wages Paid or Incurred in Political Campaigns, explains whether a Work Incentive (WIN) Program.—Busideduction or credit is better for you. ne.ss employers may claim a credit of 20 If you elect to claim a credit, add up the percent of the salaries and wages paid or money you gave to help pay campaign ex­ incurred to employees hired under a Work penses of candidates for public office, po­ Incentive (WIN) Program. The credit is litical committees and to newsletter funds allowed for salaries and wages paid or in­ of candidates and elected public officials. curred in the first 12 months of employ­ If you are filing a separate return, enter ment. HALF the amount you gave, but not more Employers may also claim a credit of than $25. If you are married, filing a joint 20 percent of salaries and wages paid for return, enter HALF the amount you gave, business or nonbusiness employment of but not more than $50. Do not enter more certain Federal welfare recipients. For than the amount on Form 1040, line 37 non-business employers, this credit is reduced by the amount of credits on lines limited to $1,000 for each employee. 39, 41, and 42. Make a side calculation Please see Form 4874. before you enter the credit here. New Jobs Credit.—Business employers Do not claim this credit for the amount, who hire additional employees during the if any, you checked off to go to the Presi­ year may qualify for this credit. Generally, dential Election Campaign Fund. this credit is based upon the aggregate Credit for the. Elderly.—You may be unemployment insurance wages under the able to claim this credit and reduce your Federal Unemployment Tax Act (FUTA). tax by as niuch as $375 (if single), or Please get Form 5884 New Jobs Credit $562.50 (if married filing jointly), if you and Publication 902, Tax Information on are: Jobs Tax Credit, for additional details. (1) Age 65 or older, or Energy Credits.—This line and line 61a (2) Under age 65 and retired under a have been reserved for credits for energy public retirement system. expenses. At the time these in.structions For more information, please see in­ were printed. Congress was considering structions for Schedules R and RP. legislation that would allow credits for Credit for Child and Dependent Care these expenses. Under this pending legis­ Expenses.—Certain payments made for lation, you may be entitled to claim the child and dependent care may be claimed energy credits against your income tax. If as a credit against your tax. you have any questions about whether you If you maintain a household that in­ qualify for the credits at that time, please cluded a child under age 15 or a dependent contact an IRS office. or spouse incapable of self-care, you may If the legislation does not pass, do not be allowed a 20 percent credit for employ­ make an entry on this line or line 61a. ment related expenses. These expenses Dividend Income must have been paid during the taxable If a seaman has dividend income from year in order to enable you to work either stocks he can exclude the first $100 from full or part time. his gross income. For detailed information, please see If a joint return is filed and both hus­ Form 2441. band and wife have dividend income, each Investment Credit.—For conditions un­ <tT|i(rr^» one may exclude $100 of dividends from their gros.s income. Death Benefit Exclusion If you receive pension payments as a beneficiary of a deceased employee, and the employee had received no retirement pension payment, you may be entitled to a death benefit exclusion of up to $5,000. Gambling Gains All net gains from gambling must be reported as income. However, if more was lost than gained during the year, the losses are not deductible, but simply cancel out the gains. Welfare, Pension and Vacation Benefits In general, benefits received from the SIU Welfare Plan do not have to be re­ ported as income. Payments received from the SIU Pen­ sion Plan are includable as income on the tax return of those pensioners who retire with a normal pension. There is a special retirement income tax credit to be calcu­ lated on Schedule R and RP which is to be attached to the return. Vacation pay received from the Sea­ farers Vacation Plan is taxable income in the same manner as wages. Income Averaging A Seafarer who has an unusually large amount of taxable income for 1977 may be able to reduce the total amount of his tax by using the income averaging method. This method permits a part of the unusu­ ally large amount of taxable income to be taxed in lower brackets, resulting in a re­ duction of the over-all amount of tax due. Form 4726, Maximum Tax on Personal Service Income.—The tax on personal service taxable income is limited to a maxi­ mum rate of 50 percent. You should get Form 4726 for more information if your taxable income, or personal service taxable income was over: $40,200 and you are single or an un­ married head of household, or $55,200 and you are married filing jointly or are a qualifying widow(er) with dependent child. If you figure your tax using any of the above methods, you must also use Sched­ ule TC, Part I. . .Form 2555, Exemption of Income Earned Abroad.—If you decided to ex­ clude earned income from sources outside the United States, you must figure your tax on Form 2555, Adjustments to Income Moving Expense.—Employees, includ­ ing new employees, and self-employed persons, including partners, can deduct certain moving expenses. The move had to be in connection with your job or busi­ ness. The expenses you can deduct include the cost of moving your family, furniture and other household goods, and personal belongings. You can also deduct meals and lodging while traveling to your new home. Up to a certain amount, you can also deduct for: (1) Travel, meals, and lodgin§^ for househunting trips you made after getting the job and before you moved. (2) Meals and lodging while in tempo­ rary quarters in the general area of your new place of work, for up to 30 days after you got the job. (3) Expenses for selling, buying, or leasing your new or old home. The mileage test has been decreased from 50 miles to 35 miles, and the dollar limits for the amount you can deduct have been increased. If you find you can deduct moving ex­ penses, you should attach Form 3903. Also, include on Form 1040, line 8, all amounts you were paid or repaid for mov­ ing expenses. Then show your allowable expenses on line 22. (If you were em­ ployed, amounts paid or repaid should be included on Form 4782 and in total wages, tips and other compensation on the Form W-2 your employer gave you.) Employee Business Expenses. — You can deduct the following expenses that were not paid by your employer. (1) Travel and Transportation.—You can deduct bus, taxi, plane, train fares and the cost of using your car in your work. If you use your own car for business reasons, you can deduct what it cost you Continued on Page 29 I �Continued from Page 28 for business use. Instead of figuring your actual expenses such as gas, oil, repairs, license tags, insurance,and depreciation, you may prefer to take a fixed mileage rate. Effective January 1,1977, this is figured at 17 cents a mile for the first 15,000 miles and 10 cents for each mile over 15,000. Add to this amount your parking fees and tolls. For automobiles that have been or are considered fully depreciated, the standard mileage rate is 10 cents a mile for all business mileage. You can change methods of figuring your cost from year to year. But you can­ not change to the fixed mileage rate if you claimed depreciation and did not use the straight line method, or if you claimed additional first-year depreciation. (2) Meals and Lodging.—You can de­ duct these if you were temporarily away on business from the general area of your main place of work. You cannot deduct the cost of meals on daily trips where you did not need to sleep or rest. (3) Outside Salesperson.—In addition to the above, an outside salesperson can generally deduct other expenses necessary in sales work. Examples are selling ex­ penses, stationery, and postage. An outside salesperson is one who does all selling away from the employer's place of busi­ ness. If your main duties are service and delivery, such as a milk driver-salesperson, you are not considered an outside sales­ person. If you claim a deduction for business expenses, you should attach Form 2106. If you paid part of an expense and your employer paid part, you can deduct the amount you paid. If your employer paid you more than you spent, you must report the difference as income. Deductions for A ttending Foreign Con­ ventions.—Generally, you can deduct ex­ penses paid or incurred in attending no more than two foreign conventions during the taxable year. In addition, there are special limitations on the transportation, meals, and lodging expenses that can be deducted for attending the foreign con­ ventions. Payments to an Individual Retirement Arrangement.—Enter the allowable de­ duction as shown on Form 5329, Part III. Married persons, both of "whom have an individual retirement arrangement, and who file a joint return, should attach a Form 5329 for each?spouse and enter the combined deductions on line 24. A non-working spouse must file a Form 5329 for the year in which an individual retirement account or annuity is estab­ lished for him or her and for each follow­ ing year that the individual retirement account or annuity remains in existence. If you have an individual retirement account or annuity, you must attach Form 5329 whether or not there was a contri­ bution or withdrawal in the year. Forfeited Interest Penalty for Prema­ ture Withdrawal.—You can deduct a for­ feited interest penalty for premature with­ drawal from a time savings account on this line. Enter the amount of forfeiture shown on your Form 1099—INT on this line. Note: Be sure to include the gross amount of 1977 interest income on line 9. Alimony Paid.—You can deduct peri­ odic payments of alimony or separate maintenance made under a court decree. You can also deduct payments made un­ der a written separation agreement en­ tered" into after August 16, 1954, or a decree for support entered into after March 1,. 1954. The person who receives these payments must report them as in­ come. Do not deduct lump sum cash or property settlements, voluntary payments not made under a court order or a written separation agreement, or amounts speci­ fied as child support. For more informa­ tion, you should get Publication 504, Tax Information for Divorced or Separated Individuals. Disability Income Exclusion (Sick Pay). —Before 1977, an employee was able to take a sick pay exclusion when the em­ ployee was absent from work because of sickness or injury. For 1977, the disability income exclusion applies only if you are under age 65 at the end of the taxable year, had not reached mandatory retire­ ment age at the beginning of your taxable year, and were permanently and totally disabled when you retired (or were per­ manently and totally disabled on January 1, 1976, or January 1, 1977, if you retired before the later date on disability or under circumstances which entitled you to retire on disability). If you qualify, you may be able to exclude up to $100 a week of your pension or annuity, or you may elect not to exclude your disability income and treat it as a pension or annuity. Once made, this election cannot be changed. You must reduce the disability income exclusion by the excess of your adjusted gross income before the exclusion (line 29) over $15,000. On a return where only one taxpayer is entitled to the maximum disability income exclusion, the exclusion would be phased out entirely if the amount on Form 1040, line 29, is $20,200 or more. On a joint return where both spouses are entitled to the maximum dis­ ability income exclusion, the exclusion would be phased out entirely if the amount on Form 1040, line 29, is $25,400 or more. Enter the amount of your disability in­ come exclusion on Form 1040, line 30 and attach Form 2440. You must also attach a physician's certification to your return. For the physician's certification form and information on how to figure your exclusion or to make the election not to claim your exclusion, please get Form 2440 and Publication 522, Tax Informa­ tion on Disability Payments. TAX COMPUTATION Should You Itemize Your Deductions? You must decide whether you should itemize your deductions for charitable con­ tributions, medical expenses, interest, taxes, etc. It will generally be helpful to follow these guidelines to help you deter­ mine whether you should itemize. If you are: • Married filing jointly or a Qualifying widow(er) with dependent child, you should itemize if your itemized deduc­ tions are more than $3,200. • Married filing separately, you should itemize if your itemized deductions are more than $1,600. • Single or an Unmarried head of house­ hold, you should itemize if your item­ ized deductions are more than $2,200. CAUTION: Certain taxpayers are re­ quired to itemize deductions even though their itemized deductions are less than the amount shown above for their filing status. See Who MUST Itemize Deductions, below. If it is to your benefit to itemize your deductions you should fill in Schedule A (Form 1040) and enter your excess item­ ized deductions from Schedule A, line 41 on Form 1040, line 33. Subtract line 33 from line 32 and enter the balance on line 34. This is your Tax Table Income. If you do not itemize your deductions, enter zero on Form 1040, line 33, and enter the amount from line 32 on line 34. This is your Tax Table Income. Who MUST Itemize Deductions You must itemize your deductions on Schedule A (Form 1040) if: (a) You are married filing a separate re­ turn and your spouse itemizes deductions (unless your spouse falls into category (b) below, and substitutes earned income for itemized deductions in making the com­ putation on Schedule TC, Part II), (b) You can be claimed as a dependent on your parent's return and you have $750 or more of unearned income and less than $2,200 of earned income if you are single (less than $1,600 of earned income if you are married filing a separate re­ turn). Earned Income means wages, salaries, professional fees, etc., for personal serv­ ices rendered. It does not include compen­ sation for your services that was a distribu­ tion of earnings and profits other than a reasonable allowance for your work for a corporation. If you were engaged in a business in which both personal services and capital were material income-produc­ ing factors, consider us earned income for personal services rendered, an amount not in excess of 30% of your share of net profits of the business. (c) You elect to exclude income from sources in United States Possessions (please see Form 4563 for details), or (d) You are a dual-status alien. If any of the above applies and your itemized deductions on Schedule A, line 39, are less than the amount on Sched­ ule A, line 40, you must complete Part II of Schedule TC, Tax Computation Sched­ ule. Enter the amount from Schedule TC, Part II, line 5, on Form 1040, line 34. Do not make an entry on Form 1040, line 33and disregard the instruction on line 34. Line 34 is your Tax Table Income. If (b) applies, check the box under line 33 on Form 1040. Line 35—Tax.—Find your tax on the amount on line 34 in the Tax Tables (or if applicable, figure your tax on Schedule TC, Part I) and enter the tax on line 35. Find your tax in the Tax Tables if: • The amount on line 34 is $20,000 or less and you checked Form 1040, Box 1, 3, or 4 ($40,000 or less and you checked Form 1040, Box 2 or 5), be to your advantage to use the alternative tax if the net long-term capital gain ex­ ceeds the net short-term capital loss, or if there is a net long-term capital gain only. If you use this method, fill in Schedule D. Form 4726, Maximum Tax on Personal Service Income.—The tax on personal service taxable income is limited to a max­ imum rate of 50 percent. You should get Form 4726 for more information if your taxable income, or personal service tax­ able income was over: $40,200 and you are single or an un­ married head of household, or $55,200 and you are married filing jointly or are a qualifying widow(er) with dependent child. If you figure your tax using any of the above methods, you must al.so use Sched­ ule TC, Part I. Itemized Deductions If your itemized deductions arc more than 60 percent of Form 1040, line 31, the ex­ cess may be considered an item of tax preference and you may be subject to the minimum tax. Please sec Form 4625, Computation of Minimum Tax, for de­ tails. AND You claim fewer than: 4 exemptions and checked Form 1040,Box 1 or 3; 9 exemptions and checked Form 1040, Box 4; or 10 exemptions and checked Form 1040, Box 2 or 5, AND • You do not figure your tax using any method described in Other Ways to Figure Your Tax on page 12. If you cannot use the Tax Tables to find your tax, use Part I of Schedule TC (Form 1040), Tax Computation Schedule. How to Find Your Tax if You Use the Tax Tables: To find your tax, you will need to use the appropriate Tax Table. If you checked Form 1040: • Box 1, use Tax Table A (Single), • Box 2 or 5, use Tax Table B (Married Filing Jointly and Qualifying Widow(er)s), • Box 3, use Tax Table C (Married Fil­ ing Separately), or • Box 4, use Tax Table D (Head of Household). After you have found the correct Tax Table, read down the left income column until you find your income as shown on line 34 of your return. Then read across to the column headed by the total number of exemptions claimed on line 7 of your return. The amount shown at the point where the two lines meet is your tax. Enter this amount on Form 1040, line 35. The new zero bracket amount, which re­ places the standard deduction used in prior years, has already been allowed in figuring the tax shown in the Tax Tables. In addition, you no longer need to deduct $750 for each exemption or figure the general tax credit because these amounts are aI.so built into the Tax Tables for you. How to Figure Your Tax If You Cannot Use ihe Tax Tables: You must use Schedule TC, Part I to figure your tax if you cannot use the Tax Tables. The new zero bracket amount, which re­ places the standard deduction u.sed in prior years, has already been allowed in de­ termining the tax rates in the Tax Rate Schedules. However, you will still need to deduct $750 for each exemption and figure your general tax credit. If you figure your tax on Schedule TC, enter the amount from Schedule TC, Part I, line 11, on Form 1040, line 35. Other Ways to Figure Your Tax Schedule G, Income Averaging.—It may be to your advantage to use the averaging method if your income has in­ creased substantially this year. If you use this method, fill in Schedule G. For more information, please get Publication 506, Computing Your Tax Under the Income Averaging Method. Schedule D, Alternative Tax.—It may Medical and Dental Expenses If you itemize your deductions, you can deduct one-half (up to $150) of the amount you paid for medical care insur­ ance even if you have no other medical expenses. If you made payments for medicines, doctors, hospitals, etc., you should follow the step-by-stcp instructions in lines 1 through 10 on Schedule A. Follow these lines carefully because they show you how much you can deduct. Show the amount you paid for medicine and drugs. Subtract 1 percent of Form 1040, line 31 (adjusted gross income), from that amount. Add the amounts on line 4 through 6c. Subtract from the total, 3 percent of Form 1040, line 31 (adjusted gross income). The remainder, plus your medical care insurance on line 1, is your medical ex­ pense deduction. The 1 percent and 3 per­ cent limitations apply in all cases, regard­ less of your age or the age of your spou.sc or other dependents. The medical expenses can be for your­ self, your spouse, or any dependent who received over half of his or her support from you, even if the dependent had in­ come of $750 or more. You should include all amounts you paid during 1977, but do not include amounts repaid to you, or paid to anyone else, by hospital, health or accident insur­ ance. Be sure to include on line 5 the rest of the amount you paid for medical care insurance (the amount you could not list on line 1). Kinds, of Expenses You Can Deduct.— Payments for medicines, drugs, vac­ cines, and vitamins your doctor told you to take, but not vitamins you take on your own just to keep healthy. Payments to hospitals, physicians (med­ ical doctors and osteopaths), dentists, nurses, chiropractors, podiatrists, physio­ therapists, psychiatrists, psychologists and psychoanalysts (medical care only); and eye doctors or others who examine or test eyes. (If you pay someone to do both nurs­ ing and housework, you can deduct only the nursing cost.) Payments for false teeth, eyeglasses, medical and surgical aids, arches, braces, crutche.s, sacroiliac, belt.s, wheelchairs, hearing aids (and batteries for hearing aids), orthopedic shoes, and cost and care of guide dogs, etc. Continued on Page 30 January 1978 / LOG / 29 �• Continued from Page 29 Payments for ambulance service and other travel costs necessary to get medi­ cal care. (Instead of figuring amounts you spent for gas, oil, etc., for your car, you may take 7 cents a mile.) Payments for examinations. X-ray serv­ ices, insulin treatment, whirlpool baths the doctor ordered, meals and lodging if part of cost for care in a hospital or similar place, hospital or medical insurance, in­ cluding monthly payments for extra medi­ cal insurance under Medicare. Kinds of Expenses You Cannot Deduct.— Payments for funerals and cemetery lots, cosmetics, operations or drugs that are against the law, travel your doctor tells you to take for rest or change, life insur­ ance policies, the .009 hospital insurance benefit tax included as part of the social security tax and withheld from wages or paid on self-employment income. ary purposes, or to prevent cruelty to ani­ mals and children. These include: Churches (including assessments paid). Salvation Army, Red Cross, CARE, Goodwill Industries, United Way, Boy Scouts, Girl Scouts, Boys Club of Amer­ ica, and similar organizations. Fraternal organizations (if the gifts will be used for the above purposes) and cer­ tain cultural and veterans' organiza­ tions. Governmental agencies that will use the gifts exclusively for public purposes, in­ cluding civil defense. Nonprofit schools, hospitals, and organiza­ tions whose main purpo.se is to find a cure for (or to help people who have) arthritis, asthma, birth defects, cancer, cerebral palsy, cystic fibrosis, heart dis­ ease, diabetes, hemophilia, mental ill­ ness and retardation, multiple sclerosis, muscular dystrophy, tuberculosis, etc. Taxes You Can Deduct.— State and local income taxes. Real estate taxes. State and local taxes on gas used in your car,boat, etc. For the amount to deduct for gas used in your car, plca.se see the State Gasoline Tax Table on page 15. General sales taxes. For the amount to de­ duct, see the Optional State Sales Tax Tables. Personal property taxes. If part of the amount you paid for your car tags was based on the car's value, you can deduct that part as a personal property tax. Do Not Deduct.— Federal .social security tax. Federal excise taxes on your personal goods or for transportation, telephone, or gasoline. Fees for hunting and dog licenses, car inspection, or drivers' licenses. Taxes you paid for another person, water taxes, or taxes on liquor, beer, wine, cigarettes, and tobacco. Selective sales or excise taxes (such as those on admissions, room rental, etc.) even if they are separately stated. Taxes charged for sidewalks, front-foot benefits, or other improvements which make your property more valuable. Interest Expense You should show on Schedule A only interest on nonbusine.ss items. .Show in­ terest paid on businc.ss items on the same schedule you use to report your business income. Generally, a cash basis taxpayer, who in 1977 prepaid interest allocable to any period after 1977, can only deduct the amount allocable to 1977, Please see Publication 545, Income Tax Deduction for Interest Expense. You Can Deduct Interest On.— Mortgage on your home. Your personal note to a bank, credit union, or person, for money you bor­ rowed. Life insurance loan if the interest is paid in cash. Taxes you paid late. Show only the inter­ est. If the taxes are the kind you can deduct, enter them under the heading. Taxes. Bank credit card plan. You can deduct the finance charge as interest if no part is for service charges, loan fees, credit investigation fees, etc. Revolving charge accounts. You may de­ duct the finance charge added to your revolving charge accounts by retail stores if the charges are based on your unpaid balance and figured monthly. Personal property (cars, televisions, etc.), that you buy on the installment plan. Do Not Deduct Intcrc.st On.— Life insurance loan if the interest is added to the loan and you report on the cash basis. Money you borrowed to buy or carry taxexempt securities or single-premium life insurance. Contributions You Can Deduct Gifts To.— Organizations operated for religious, charitable, educational, scientific, or liter­ 30 / LOG / January 1978 You Can Also Deduct.— Amounts you paid for your gasoline and other expenses necessary to carry out your duties as a civil defense volunteer. (Do not deduct any amounts that were repaid to you.) Out-of-pocket expenses such as gas, oil, etc., to do volunteer work for char­ itable organizations. (Do not deduct any amounts that were repaid to you.) In­ stead of figuring what you spent for gas and oil, you can take 7 cents a mile. In some cases, amounts you spent to take care of a student in your home under a written agreement with a charitable or educational institution. Do Not Deduct Gifts To.— Relatives, friends, or other persons. Social clubs, labor unions, or chambers of commerce. Foreign organizations, organizations operated for personal profit or organ­ izations whose purpose is to get peo­ ple to vote for new laws or changes in old laws. Casualty or Theft Losses If you had property that was stolen or damaged by fire, storm, car accident, .ship­ wreck, etc., you may be able to deduct your lo.ss or part of it. In general. Schedule A can be used to report a casualty or theft loss of property other than business prop­ erty. The amount of a personal casualty or theft loss you should enter on line 25 is generally the smaller of: (/) The decrease in the fair market value of the property because of the casualty; or (2) The cost of the property to you. You must first reduce each loss by in­ surance and other reimbursements paid you. Then you can claim only that part of each net loss that is more than $100. If you and your spouse owned the property jointly but file separate returns, you both must subtract $100 from your part of the loss. If you had more than one casualty or theft loss skip lines 25 through 28 of Schedule A. Prepare a schedule using the information on lines 25 through 29 for each loss. Add the net losses and enter the amount on Schedule A, line 29. Write in the margin to the right of line 29, "Mul­ tiple losses. See attachment." You may find Form 4684, Casualties and Thefts, helpful in determining the amount of your loss. If you fill out Form 4684, omit lines 25 through 28 of Sched­ ule A and enter the loss from Form 4684 on Schedule A, line 29. Miscellaneous Deductions Alimony Paid.—You can now deduct peri­ odic payments of alimony or separate maintenance made under a court decree, even-if you do not itemize deductions. For more information, please .see Instructions for Form 1040, line 27, on page 11. Union Dues Dues and initiation fees paid to labor organizations and most union assessments can be deducted. Business Use of Home, Including Office Use.—Generally, except for interest, taxes, and casualty losses, no deduction will be allowed for a dwelling unit that you used .for personal purposes during the taxable years. However, if you used a part of your dwelling exclusively on a regular basis in connection with your employer's trade or business and for your employer's con­ venience, you may deduct the expenses allocable to that portion. If the use was merely appropriate and helpful, no deduc­ tion is allowaWe. Expenses for Education.—The rules for reporting educational expenses are the same as those for Employees Business Ex­ penses. Long Trip Tax Problems A major tax beef by seamen is that normally taxes are not withheld on earn­ ings in the year the payoff took place. For example, a seaman who signed on for a five month trip in September, 1976, paying off in January, 1977, would have all the five months' earnings appear on his 1977 W-2 even though his actual 1976 earnings might be less than those in 1976. There arc ways to minimize the impacts of this situation. For example, while on the ship in 1976, the Seafarer undoubtedly took draws and may have sent allotments home. These can be reported as 1976 income. Unfortunately, this raises another com­ plication. The seaman who reports the.se earnings in 1976 will not have a W-2 (withholding statement) covering them. He will have to list all allotments, draws and slops on the tax return and explain why he ijoesn't have a W-2 for them. Fur­ thermore, since no tax will have been withheld on tlie.se earnings in 1976, he will have to pay the full tax on them with his return, at 14 percent or upwards, de­ pending on his tax bracket. The earnings will show up on his 1977 W-2. The seaman then, on his 1977 return would have to explain that he had re­ ported some of his earnings in 1976 and paid taxes on them. He would get a tax refund accordingly. In essence, the seaman would pay taxes twice on the same income and get a re­ fund a year later. While this will save the seaman some tax money in the long run, it means he is out-of-pocket on some of his earnings for a full year until he gets refunded. This procedure woirld also undoubtedly cause Internal Revenue to examine his re­ turns, since the income reported would not coincide with the totals on his W-2 forms. That raises the question, is this pro­ cedure justified? It is ju.stified only if a .seaman had very little income in one year and very considerable income the next. Otherwise the tax saving is minor and probably not worth the headache. Declaration of Estimated Tax In general, a declaration is not required to be filed if you expect that your 1978 Form 1040 will show (1) a tax refund, OR (2) a tax balance due to IRS of less than $100. Citizens of the United States or resi­ dents of the United States, Puerto Rico, Virgin Islands, Guam and American Samoa must make a declaration of esti­ mated tax if their total estimated tax is $100 or more and they: (1) Can reasonably expect to receive more than $500 from sources other than wages subject to withholding; or, (2) Can reasonably expect gboss in­ come to exceed— (a) $20,000 for a single individual, a head of a household, or a widow or widower entitled to the special tax rates; (b) $20,000 for a married individual, entitled to file a joint declaration with spouse, but only if the spouse has not received wages for the tax­ able year; (c) $20,000 for a married individual living apart from spouse as de­ scribed on page 7; (d) $10,000 for a married individual entitled to file a joint declaration with spouse, but only if both spouses received wages for the tax­ able year; (e) $5,000 for a married individual not entitled to file a joint declaration with spouse. See Form 1040-ES for details. You Can Generally Deduct Expenses for.— Education that helps you keep up or im­ prove skills you must have in your pres­ ent job, trade or business. Education that your employer said you must have, or the law or regulations say you must have, to keep your present salary or job. Do Not Deduct Education Expenses for.— Education that you need to meet the mini­ mum educational requirements for your job, trade, or business. Education that is part of a course of study that will lead to your getting a new trade or business. Contributions to Candidates for Public Office, etc., Itemized Deduction.—You may claim an itemized deduction on Schedule A, or a tax credit on Form 1040, line 38, but you cannot claim both, for contributions to candidates for public office and political committees and news­ letter funds of candidates and elected pub­ lic officials. If you elect to claim an itemized deduc­ tion on Schedule A, the amount of the de­ duction entered may not be more than $100 ($200 if you are married and file a joint return). You should write "political contribution" on line 31 next to the amount of the contribution. You Can Also Deduct Several Other Kinds of Miscellaneous Expenses Such As: Gambling losses, but only up to the amount you won and reported on Form 1040, line 20. Cost of safety equipment, small tools, and supplies used in your job. Dues to professional organizations and chambers of'commerce. Certain costs of business, entertainment, subject to limitations and reporting and substantiation requirements. Fees you paid to employment agencies to get a job. Necessary expenses connected with proContinued on Page 31 �Continued from Page 30 ducing or collecting income or for man­ aging or protecting property held for producing income. Note: If you work for wages or a salary, you should include, on Schedule A, any employee business expenses you did not claim on Form 1040, line 23. Do Not Deduct the Cost Of going to and from work or entertaining friends. What Income To Report Examples of Income You Must Report.— Wages including employer supplemental unemployment benefits, salaries, bo­ nuses, commissions, fees, and tips. Dividends. Earned income from sources outside U.S. (See Form 2555.) Earnings (interest) from savings and loan associations, mutual savings banks, credit unions, etc. Interest on tax refunds. Interest on bank deposits, bonds, notes. Interest on U.S. Savings Bonds. Interest on arbitrage bonds issued after Oct. 9, 1969, by State and local govern­ ments. Profits from businesses and professions. Your share of profits from partnerships and small business corporations. Pensions, annuities, endowments, includ­ ing lump-sum distributions. Supplemental annuities under the Railroad Retirement Act (but not regular Rail­ road Retirement Act benefits). Your share of estate or trust income, in­ cluding accumulation distribution from trusts. Alimony, separate maintenance or sup­ port payments received from and de­ ductible by your spouse or a former spouse. Prizes and awards (contests, raffles, etc.). Refunds of State and local taxes (princi­ pal amounts) if they were deducted in a prior year and resulted in tax benefits. Fees received for jury duty and precinct election board duty. Fees received as an Executor, Administra­ tor, or Director. Embezzled or other illegal income. Profits from the sale or exchange of real estate, securities, or other property. Sales of personal residence. (Please see Instructions for Schedule D.) Rents and royalties. Examples of Income You Do Not Report. Disability retirement payments and other benefits paid by the Veterans Adminis­ tration. Dividends on veterans' insurance. Life insurance sums received at a person's death. Workmen's compensation, insurance, damages, etc. for injury or sickness. Interest on certain State and municipal bonds. Federal social security benefits. Gifts, money or other property you in­ herited or that was willed to you. Insurance repayments that were more than the cost of your normal living expenses if you lost the use of your home be­ cause of fire or other casualty. Repay­ ments of the amount you spent for normal living expenses must be reported as income. Employer amounts contributed on behalf of and benefits provided to you as an employee or the spouse or dependent of an employee, under a qualified group legal services plan. Your 1977 Tax Fornn—Form 1040 -A:' M Many Seafarers will need only short Form 1040A or Form 1040 in filing their 1977 returns. Schedules and forms that may be required in addition to Form 1040 include the following, which you may obtain from an Internal Revenue Service office, and at many banks and post offices: Schedule A A B for itemized deduc­ tions and dividend and interest income*; Schedule C for income from a per­ sonally owned business; Schedule D for income from the sale or exchange of capital assets; Schedule E for income from pensions, annuities, rents, royalties, partnerships, estates, trusts, etc.; Schedule F for income from farming; Schedule G for income averaging; Schedule R & RP credit for the elderly; Schedule SE for reporting net earnings from self-employment; and Schedule TX—tax computation sched­ ule. Some specialized forms available only at Internal Revenue Service offices are: Form 1040-ES for making estimated tax payments. Form 1310, Statement of Claimant to Refund Due Deceased Taxpayer; Form 2106, Employee Business Ex­ penses; Form 2120, Multiple Support Declara­ tion; Form 2210, Underpayment of Esti­ mated Tax by Individuals; Form 2440, Sick-Pay Exclusion; Form 2441, Credit for Child Care Ex­ penses; Form 3468, Computation of Investment Credit; Form 3903, Moving Expense Adjust­ ment; Form 4136, Computation of Credit for Federal Tax on Gasoline, Special Fuels, and Lubricating Oil; Form 4137, Computation of Social Se­ curity Tax on Unreported Tip Income; Form 4562 for optional use by individ­ uals, etc., claiming depreciation; Form 4684 for reporting gains and losses resulting from casualties and thefts; Form 4797, Supplemental Schedule of Gains and Losses; Form 4798 for computing a captial loss carryover; Form 4831 for reporting rental income; Form 4832, Asset Depreciation Range (for determining a reasonable allowance for depreciation of designated classes of assets); Form 4835 ior reporting farm rental in­ come and expenses; Form 4868, Application for Automatic Extension of Time to File U.S. Individual Income Tax Return; Form 4972, Special 10-year Averaging Method; and Form 5329, Return for Individual Re­ tirement Savings Arrangement. *Schedule B must be completed and at­ tached to your return if your income from either dividends or interest exceeds $400.00. NOTE: If you move after filing your re­ turn and you are expecting a refund, you should notify both the post office serving your old address and the service center where you filed your return, of your ad­ dress change. This will help in forwarding your check to your new address as promptly as possible. Be sure to include your social security number in any cor­ respondence with the IRS. Form 1040 IRS will figure your tax if your income on line 31 is $20,000 or less ($40,000 or less if you are married filing a joint return or a qualifying widow(er)). All of your income must be from wages, salaries, tips, dividends, interest, pensions and annui­ ties.You cannot itemize deductions or use Schedule G, Income Averaging, or Form 2555, Exemption of Income Earned Abroad. All you do is: 1. Fill in your return through line 31. Be sure to complete all the information in the name and address area and cheek the appropriate Yes or No box(es) for the Presidential Election Campaign Fund question. 2. Fill in lines 38 through 45 and 48 through 53 if they apply. Also fill in 55 and 56, and 59 through 61a, as necessary. Be sure to attach any applicable forms and schedules. 3. On a joint return, show your and your spouse's income separately in the space between lines 7 and 8 so IRS can figure your tax in the way that will give you the smallest tax. 4. Sign and date your return. Both you and your spouse must sign a joint return, even if only one had income. 5. File on or before April 17, 1978. The IRS will then figure your tax and send you a refund check if you paid too much or bill you if you did not pay enough. NOTE: If you are eligible to claim the earned income credit the IRS will figure the credit for you if you write EIC on line 57. Also write the first name of your child who qualifies you for the credit in the space provided on line 57. If you have a credit for the elderly, the IRS will figure that also. Just attach Schedules R & RP after you have checked the applicable box for filing status and age and filled in line 2(a) of Schedule R, or lines 1, 2, and 5 of Schedule RP, whichever schedule is ap­ plicable. Then write CFE on line 39 of Form 1040. You May Use Form 1040A If: • You had only wages, salaries, tips, or other employee compensation and not more than $400 in interest or $400 in dividends. NOTE: YOU may file Form 1040A even if your interest or dividend income was more than $400 if you are filing only to get an earned income credit refund. • Your total income is $20,000 or less ($40,000 or less if married filing jointly). You Must Use Form 1040 Instead of Form 1040A If: • You itemize deductions. • You received more than $400 in inter­ est or $400 in dividends. (Disregard if you are not required to file but are filing only to get a refund of your earned income credit.) • You had income other than wages, sal­ aries, tips, other employee compensation, interest or dividends. • You had pension or annuity income. • Your income on Form I040A, line 10 is more than $20,000 ($40,000 if married filing a joint return). • You claim more than: 3 exemptions and are single or mar­ ried filing separately, 8 exemptions and arc unmarried head of household, or 9 exemptions and you are married filing a joint return. • You are a qualifying widow(er) with a dependent child. This filing status applies if your spouse died in 1975 or 1976 and on December 31, 1977, you met all these tests: had not remarried, had living with you a child or step­ child you could claim as your de­ pendent, paid over half the cost of keeping up the home for this child for the entire year, could have filed a joint return with your spouse for the year your spouse died. • You can be claimed as a dependent on your parent's return and had unearned in­ come of $750 or more and earned income of less than: $2,200 if you are single, or $1,600 if you arc married filing a sep­ arate return. • Your spouse files a separate return and itemizes deductions. NOTE: You may file Form 1040A if you have a dependent child and can meet the tests on page 6 under WERE YOU MAR­ RIED AND LIVING APART FROM YOUR SPOUSE? • You received $20 or more in tips in any one month, which you did not fully report to your employer. • Your Form W-2 shows uncollected em­ ployee FICA tax (social security tax) on tip.s. • You claim adjustments to Income for: Business expenses as an outside sales­ person or for travel for your job. The disability income exclusion (sick pay), Moving expenses because you changed jobs or were transferred. Payments to an Individual Retire­ ment Account or for an Individual Retirement Annuity or Bond, A penalty on a premature withdrawal from a time savings account, Alimony paid. • You claim: a credit for the elderly, a credit for child and dependent care expenses, an investment credit, a foreign tax credit, a work incentive (WIN) credit, a new jobs credit, a credit from a regulated investment company, a credit for Federal tax on special fuels—nonhighway gasoline and lubricating oil, a credit for energy saving expenses (if pending legislation is pas.sed). You choose the benefits of income aver­ aging. • You filed Form 1()40-HS, Declaration of Estimated Tax for Individuals, for 1977. • You wish to apply any part of a refund of your 1977 taxes to estimated tax for 1978. • You received capital gain dividends, a lump-sum distribution from a qualified plan, or nontaxable distributions (return of capital). • You arc a railroad employee represen­ tative and claim credit for excess hospital insurance benefits taxes paid. • You must file Form 2210, Underpay­ ment of Estimated Income Tax by Individ­ uals, because you were required to make payments of estimated tax, and line 15 is $100 or more and over 20 percent of line 13. • You file Form 2555, Exeanption of In­ come Earned Abroad. • You file Form 4563, Exclusion of In­ come from .Sources in United States Pos­ sessions. • You arc required to complete Part III, of Schedule B (Form 1040) because: (1) you had during 1977 an interest in or sig­ nature or other authority over a bank, .securities, or other financial account in a foreign country (except in a U.S. military banking facility operated by a U.S. finan­ cial institution), or (2) you were either a grantor of, or transferor to, a foreign trust during any taxable year, which foreign trust was in being during 1977. • You were an unmarried dual-status alien (if you were both a resident alien (or U.S. citizen) and nonresident alien during 1977) or a dual-status alien mar­ ried to a citizen or resident of the U.S. at the end of 1977 and do not elect to file a joint return. • You were a nonresident alien (use Form 1040NR). • You were married to a nonresidetit alien at the end of 1977 and you both do not elect to be taxed on your world-wide in­ come (unle.ss you can meet the tests as listed under Were You Married and Liv­ ing Apart from Your Spouse? If You Want IRS to Figure Your Tax (Including the Earned Income Credit if You Qualify) Skip lines lib through 15 and sign and date your return. (Attach Form(s) W-2 to Form 1040A). If you are filing a joint return and both you and your spouse have income, you should show the income of each separately at the bottom left margin, so IRS can figure your tax the way that gives you the smaller tax. You should file on or before April 17, 1978. IRS will then figure your tax and send you a refund check if you have over­ paid or bill you if you did not pay enough. If you qualify for the Earned Income Credit, be sure to write the first name of your child who qualifies you for the credit on line 10. January 1978 / LOG / 31 �Seamen Can Get Hurt in Illegal Rate Wars This is the 18th in a series of articles which the Log is publishing to explain how certain organizations, programs and laws affect the jobs and job security of SlU members. Rate wars! They exist in just about every com­ petitive industry worldwide. The maritime indus­ try is no exception. Very basically, a rate war works like this. Pro­ vide a product or a service cheaper than your competition and your business will expand while the next guy's decreases. A little rate war—if it's on the up-and-up—is good for competition. It works to keep prices down, and that's good for the general consumer. But too often, the rate wars get into predatory price fixing and other malpractices, which are de­ signed to destroy competition. When this happens, the consumer may benefit for a while. But in the long run consumers get hurt by higher rates after the competition is done away with. Right now, the maritime industry is involved in a rate war of sorts with a new twist. It's going on among liner shipping companies involved in America's foreign trades. The problem is that the consumer is not bene­ fiting by it. And, overall, American liner com­ panies and American seamen are taking it on the chin. Since it involves the jobs of U.S. seamen, the SIU is concerned with the situation. This rate war, if it can properly be termed that way, revolves around the illegal practice of re­ bating. Presently, the law, as stated in the Shipping Act of 1916, maintains that a shipping company can­ not charge rates lower than their published rates on file with the Federal Maritime Commission. Rebates to Shippers However, to attract business in a highly com­ petitive field, liner companies—both American and foreign—have been rebating monies to ship­ pers and freight forwarders. In other words, the liner outfits are charging their published rates, and then giving some of the money back to their customers under the table. The whole thing is very illegal. And recent disclo­ sures prove that it has been going on for a long . time. The Federal Maritime Commission has the job of investigating and prosecuting rebate violators. However, for one reason or another, there was no full scale investigation of the rebating situation until last year. So far, one American-flag company has been prosecuted for illegal rebating between 1972 and 1976. The company settled with the FMC for $4 million. The FMC is now carrying on 27 rebate investi­ gations of shipping lines involved in the U.S. for­ eign trades. The investigations involve nine U.S,flag lines and 18 foreign. chiding denial of entry of the carrier into U.S. The FMC, though, is running into one big prob­ ports. lem, They can subpoena records of American • An amnesty provision that encourages those lines. But the foreign lines can simply refuse to co­ who have been involved in rebating to come for­ operate with FMC investigations. ward with guaranteed exemption from criminal So, the net result of the FMC's investigations prosecution. could be prosecution of American lines only, with • A requirement that the FMC, within 18 the foreign lines getting away scott free. Of course, months of enactment of the bill, report back to this puts the U.S. lines at a decided competitive Congress on the results of rebating disclosures en­ disadvantage. couraged by the amnesty provision. Rebating may not be legal, but the prosecution Some hearings on the bill have already been of only American violators is certainly not fair. conducted. However, the maritime community is Rep. John Murphy (D-N.Y.), chairman of the receiving Rep. Murphy's bill rather lukewarmly. House Merchant Marine and Fisheries Commit­ The foreign lines don't like the threat of "denial tee, thinks this way, also. And he has introduced of entry" to U.S. ports for non-cooperation. They legislation in the House that he feels will treat all say that denial of such entry could cause retalia­ concerned fairly. tion against U.S. ships in foreign ports. Essentially, Murphy's bill includes three major Amnesty Clause provisions: American companies, who have not partici­ • Failure to cooperate in FMC investigations pated in illegal rebating, don't like the amnesty will subject a foreign carrier to severe penalties in32 / LOG / January 1978 clause. They feel that amnesty to the violators is discriminating against those who have suffered by remaining inside the law. Both the foreign and American lines feel that the bill is not getting to the root of the cause of rebat­ ing. That cause is overcapacity. Or more simply, there are more ships available than necessary to carry the liner cargoes. Many feel that a system of cargo pooling or bilateral trade agreements on all liner cargoes is the answer. To put it mildly, the illegal rebate situation is very complicated and won't be cleared up easily. And Rep. Murphy's bill will encounter a lot of problems and probably undergo a facelift of sorts before it is enacted. The SIU's main concern here is that U.S. sea­ men do not get caught in the liiiddle of legal and political obstacles. It's just one of the many prob­ lems we face this year. �Recertified Bosun James M. Fos­ ter, 54, joined the SIU in 1944 in the port of Mobile sailing for 35 years. Brother Foster graduated from the Bosuns Recertification Program in the September 1974 class. He is a veteran of the U.S. Navy in World War II. A native of Mobile, he is a resident there. Stephen J. Frankewlcz, 57, joined the SIU in 1938 in the port of New York sailing as an AB and in the engine room for 28 years. Brother Frankewicz sailed 47 years. He is a wounded veteran of the U.S. Army in World War II. Seafarer Franke­ wicz was born in Mobile and is a resident of Joppa, Md. Steven Lenert, 65, joined the SIU in 1948 in the port of New York sailing as an AB. Brother Lenert sailed 37 years. He was born in Po­ land and is a naturalized U.S. citizen. Seafarer Lenert is a resident of Santurce, P.R. John Malinowski, 69, joined the SIU ill 1947 in the port of Baltimore sailing as a fireman-watertender. Brother Malinowski sailed 50 years. He was born in Baltimore and is a resident of Greensboro, Md. Robert C. Mayo, 68, joined the SIU in the port of Seattle in 1961 sailing as a cook. Brother Mayo sailed 34 years. He cooked 17 years for the U.S. Military Sea Transport Service at Pier 90, Seattle, Port of Embarkation until it closed. Born in the Philippines, he is a resident of Seattle. Philip Navitsky, 65, joined the SIU in 1947 in the port of Philadelphia sailing in the deck department for 32 years. Brother Navitsky is a veteran of the U.S. Army's Signal Corps in World War II. Seafarer Navitsky was formerly a coal miner. A native of Shenandoah, Pa., he is a resident there. tNSIOHERS Peter S. Vlahos, 62, joined the SIU in 1944 in the port of New York sailing as a cook. Brother Vlahos sailed 34 years. He is a veteran of the U.S. Army's Coast Artillery in World War 11. Seafarer Vlahos was born in New York City and is a resi­ dent there. Benjamin "Benny" Weinberg, 69, joined the SIU in the port of Seattle in 1955 sailing as a bosun. Brother Weinberg sailed 49 years, on the Bull Line and during World War II, the Korean and Vietnam Wars. He was a member of the SUP from 1934 to 1948 and the Marine Firemen's Union in 1948. Seafarer Weinberg received a Union Personal Safety Award in 1960 for sailing aboard an accident-free ship, the SS Iberville. Born in New York City, he is a resi­ dent of San Francisco. Thomas II. Stevens, 58, joined the SIU in the port of Mobile in 1956 sailing as an AB. Brother Stevens sailed 32 years and was on the picketline in the 1948 beef. He was born in North Carolina and is a resident of Prichard, Ala. Daniel L. Brannon, 65, joined the SIU in the port of Mobile in 1955 sailing as a fireman-watertender. Brother Brannon sailed 30 years. He was born in Mobile and is a resident there. Wilson H. Deal, 65, joined the SIU in the port of Tampa in 1955 sailing as a chief steward. Brother Deal sailed 48 years. He attended a Pincy Point Educational Conference. Born in Camden, N.J., he is a resi­ dent of Tampa. John R. Shaw Sr., 65, joined the Union in the port of Philadelphia in 1961 sailing as a cook for the Curtis Bay Towing Co. from 1955 to 1977 and for the Warner Co. from 1954 to 1955. Brother Shaw was born in Philadelphia and is a resident of Deltona, Fla. Paul A. Switch, 63, joined the SIU in the port of New York in 1951 sailing as a fireman-watertender. Brother Switch sailed 34 years and during the Vietnam War. He walked the picketlines in the 1965 District Council 37 strike, the 1963 beef and the 1955 strike of the SS Whitehall. Seafarer Switch received a Union 1960 Personal Safety Award for sail­ ing aboard an accident-free ship, the SS Steel Architect. Born in Martin, Pa., he is a resident of New York City. Perry A. Spilde, 65, joined the Union in the port of Toledo in 1957 sailing as an AB. Brother Spilde was born in Montana and is a resident of Hudson, La. Sou Shek, 65, joined the SIU in the port of New York in 1955 sailing as a cook for 27 years. Brother Shek is a veteran of the U.S. Air Force in World War II. His ship, bringing him to the U.S. in 1940, was torpedoed in the West Indies. Seafarer Shek was born in Pingshan, Kuangtung Province, China and is a naturalized U.S. citizen. He is a resident of Brooklyn, N.Y. Recertified Bosun John L. Worley, 46, joined the SIU in 1949 in the port of New York. Brother Worley graduated from the Recertified Bo­ suns Program June 1975 class. He sailed 29 years. Seafarer Worley up­ graded at the LNG Course in HLSS in 1976. He was on the Sea-Land Shoregang in Oakland, Calif, from 1968 to 1975. A native of Florida, he is a resident of Daly City, Calif. Port Agent Bonser Speaks Up MEMBERSHIP MEETINGS' SCHEDULE Port Port Agent Leo Bonser of Jacksonville (standing) gave the port's Labor Coun­ cil some of his ideas recently. SIU representatives in many ports participate in the local labor groups and activities in order to strengthen the Union's effectiveness. New York Philadelphia Baltimore Norfolk Jacksonville Detroit Houston New Orleans Mobile San Francisco Wilmington Seattle Piney Point San Juan Columbus Chicago Port Arthur Buffalo St. Louis Cleveland Date Feb. 6 Feb, 7 Feb. 8 Feb. 9 Feb. 9 Feb. 10 Feb. 13 Feb. 14 Feb. 15 Feb. 16 Feb. 20 Feb. 24 Feb. 11 ; Feb. 9 Feb. 18 Feb. 14 Feb. 14 Feb. 15 Feb. 17 . Feb. 16 Deep Sea Lakes, Inland Waters 2:30 p.m 2.30 p.ni 2:30 p.m 9:30 a.m. 2:00 p.m 2:30 p.m 2:30 p.m 2:30 p.m 2:30 p.m 2:30 p.m 2:30 p.m 2:30 p.m 10:30 a.m 2:30 p.m — — 2:30 p.m — 2:30 p.m — UIW 7:00 p.m. 7:00 p.fn. 7:00 p.m. 7:00 p.m. — — 7:00 p.m. 7:00 p.m. — — — — — — 1:00 p.m. — — — — — January 1978 / LOG / 33 �-- - CARTER BRAXTON (Waterman Steamship), November 20—Chairman, Recertified Bosun C. E. Thompson; Secretary J. Carter. No disputed OT. Chairman explained to the crew about keeping the ship clean in the SIU tradi­ tion. A ship manned by an SIU crew is treated as a home away from home. The chairman also talked about the Union today and its benefits to the member­ ship. A vote of thanks to the steward department for a job well done. Next port Bremerhaven. OVERSEAS ARCTIC (Maritime Overseas), November 13—Chairman James Omare; Secretary Jack Mar; Educational Director George Vistakis. No disputed OT. $8 in ship's fund. Edu­ cational Director advised all crewmem­ bers to read the Log and to pass it on to others when finished. The steward department expressed a vote of thanks to the deck department for keeping the messroom and pantry spotless and clean. A vote of thanks was given to the steward department for a job well done. OVERSEAS ALASKA (Maritime Overseas), November 27—Chairman, Recertified Bosun M. Olson; Secretary T. Bolton; Engine Delegate John Smith. Some disputed OT in deck and engine departments. Chairman reports that there is trouble in getting launch serv­ ice in Panama Canal Zone and a letter has been mailed to-New York about this. A vote of thanks for a very good Thanksgiving meal to all in the steward department. Next port Marcus Hook. TEX (Alton Shipping), November 6 -Chairman, Recertified Bosun John Adams; Secretary A. Rudnick; Educa­ tional Director N. Caesar. $6.51 in ship's fund. No disputed OT. Chairman held a general discussion on the fact that members are leaving the ship with­ out the required 24 hour notice and waiting for their replacements. This causes the ship to leave short handed and the Union loses the daily contribu­ tion to the Welfare and Pension Plans that they would have ordinarly received. A full statement is to be sent to New York headquarters to Executive Vice President Frank Drozak. NEWARK (Sea-Land Service), No­ vember 20—Chairman, Recertified Bo­ sun A. Eckert; Secretary Ken Hayes; Educational Director R. Coleman; En­ gine Delegate W. West; Steward Dele­ gate Donald M. King. $5 in ship's fund. No disputed OT. Secretary reported that the new Log is due aboard and advised the crew to read it so they will know what is going on in the Union. Also to pay attention to the bills that are going before Congress and to write to your Congressman when you have something to say. A vote of thanks to the steward department for a job well done. SEA-LAND TRADE (Sea-Land Service), November 27—Chairman, Recertified Bosun E. Christiansen; Sec­ retary Raymond P. Taylor; Educational Director R. Jong; Deck Delegate James Parnell; Engine Delegate Michael L. Mefferd; Steward Delegate Eldon M. Cullerton. $80 in ship's fund. No dis­ puted OT. Chairman discussed the im­ portance of donating to SPAD. Every­ thing running smoothly. A vote of thanks to the steward department for a very good Thanksgiving dinner. Crew gave a vote of thanks to the crew messman for good service. Observed one minute of silence in memory of our de­ parted brothers. -'I GRE.4T LAND (Interocean Mgt.), November 27—Chairman, Recertified Bosun Robert O'Rourke; Secretary George H. Bryant Jr.; Educational Di­ rector M. Stover. No disputed OT. Chairman reported that safety is a big headache due to the nature of the oper­ ation and weather conditions on the run. One man was injured (stepped through a manhole) while cleaning holds. Safety is an ongoing responsibil­ ity of all crewmembers, at all times. A vote of thanks for another excellent holiday meal and spread prepared and served by the steward department. Next port Tacoma. 34 / LOG / January 1978 PHILADELPHIA (Sea-Land Serv­ ice), November 4—Chairman, Recerti­ fied Bosun James R. Davis; Secretary Paul Lopez; Educational Director Kasimiers Aharon. No disputed OT. All communications received were posted on the bulletin board for all to read. Chairman discussed the importance of donating to SPAD. Observed one min­ ute of silence in memory of our de­ parted brothers. Next port Seattle. SEA-LAND FINANCE (Sea-Land Service), November 26—Chairman, Recertified Bosun J. Pulliam; Secretary F. Fletcher; Deck Delegate J. Long. No disputed OT. Educational Director ad­ vised all crewmembers to read the Log and to go to Piney Point for upgrading. Steve Troy was aboard ship in Oakland to check out the power pac beef. Every­ one was asked to keep the ship clean and safe. Next port Hong Kong. Official ship's minutes were also received from the following vessels; JAMES OVERSEAS ULLA ALEX STEPHENS MOUNT WASHINGTON POTOMAC OGDEN CHALLENGER GOLDEN ENDEAVOR GEORGE WALTON OVERSEAS TRAVELER OVERSEAS ALASKA THOMAS NELSON DELTA ARGENTINA DELSOL JOHN TYLER BEAVER STATE MOBILE JEFF DAVIS ERNA ELIZABETH SAN PEDRO ZAPATA PATRIOT STUYVESTANT YELLOWSTONE SUGAR ISLANDER THOMAS JEFFERSON BANNER OVERSEAS ALICE MERRIMAC OVERSEAS ALEUTIAN ROSE CITY WORTH OGDEN WABASH OVERSEAS JOYCE INGER TAMARAGUILDEN VIRGO ZAPATA ROVER ZAPATA COURIER DELORO SEA-LAND EXCHANGE OVERSEAS VIVIAN UNITED STATES OF AMERICA BICENTENNIAL MAIJMEE (Hudson Waterways), November 6—Chairman, Recertified Bosun D. McCorvey; Secretary J. E. Long; Educational Director Esposito; Steward Delegate Herbert T. Archer. No disputed OT. Chairman discussed upgrading, fire fighting, lifeboat train­ ing, shipboard conduct etc. A vote of thanks to the steward department for a job well done. Next port St. Croix. PITTSBURGH (Sea-Land Service), November 27—Chairman, Recertified Bosun Orla Tpsen; Secretary S. Kolasa; Educational Director Laszlo Patrick; Deck Delegate Frank Shaw; Steward Delegate David B. Smith. No disputed OT. Chairman held a discussion on the importance of donating to SPAD. A vote of thanks to the steward depart­ ment for a job well done. Observed one minute of silence in memory of our de­ parted brothers. Next port Dammann. SEA-LAND PORTLAND (SeaLand Service), November 13—Chair­ man, S. J. Alpedo; Secretary E. Heniken; Educational Director Jerry Broaddus; Engine Delegate M. Adams. No disputed OT. Chairman discussed the defeat of the Cargo Preference bill and the importance of continued dona­ tions to SPAD. Request that all crew­ members strip their bunks and clean up their rooms wheri the ship goes into the yards. Next port Seattle. JOHN PENN (Waterman Steam­ ship), November 6—Chairman, Recer­ tified Bosun Edward Morris Jr.; Secre­ tary P. L. Hunt; Educational Director R, Zeller; Deck Delegate P.obert D. Shields; Engine Delegate James F. Gieger; Steward Delegate Charles S. Smith. $11.35 in ship's fund. No dis­ puted OT. Chairman reviewed all the pamphlets that were sent from the Union hall on Piney Point. Observed one minute of silence in memory of our departed brothers. Next port Bremer­ haven. - Do You Have One of These? PASSPORT SEA-LAND EXCHANGE (SeaLand Service), November 8—Chair­ man, Recertified Bosun V. Poulsen; Secretary E. Miller; Educational Direc­ tor G. Renale. $22.10 in ship's fund. $155 in movie fund. No disputed OT. Chairman advised all members to read the Log for good reading and discussed the importance of donating to SPAD. Observed one minute of silence in mem­ ory of our departed brothers. COLUMBIA (Ogden Marine), No­ vember 13—Chairman, Recertified Bo­ sun Ray Lavoine; Secretary A. W. Hutcherson; Educational Director Alan Nelson; Deck Delegate Joseph Michael; Engine Delegate Steven Brown; Stew­ ard Delegate Miguel A. Viera. $8.87 in ship's fund. Some disputed OT in deck department. Captain promised to do something about the condition of the water aboard ship. Observed one min­ ute of silence in memory of our departed brothers. Next port Alexander. The Seafarers Appeals Board ruled in November that effective Jan. 3, 1978 ''a requirement for shipping is that all seamen must possess a valid up-to-date passport.** The action comes out of the fact that many foreign nations are crack­ ing down on immigration regulations requiring that all people coming into their countries must have passports. The SAB, then, took this action to insure that when there are flyout jobs, those who throw in for the jobs will be fully prepared to take them. This ruling will enable the Union to continue to meet our manpower commitments to our contracted com­ panies. COLUMBIA (Cove Shipping), No­ vember 6—Chairman, Recertified Bo­ sun Gus Magoulas; Secretary O. Oak­ ley; Educational Director Eusebio Figueroa; Deck Delegate M. Bryant; Engine Delegate F. Hanks; Steward Delegate P. McDaries. Some disputed OT in engine department. Everything is running smoothly and the next ports are in England and Scotland. Obstived one minute of silence in memory of our departed brothers. piHIIIIIIIIIIIIIIIIIIIIIIIIIIIlllllliiiliiiiiiiiiiiiiiiiiiiiiiiii^ m 1 SAB Rules on 'C I Classified Men | S ^ In November the Seafarers Appeals Board ruled that effective Jan. 3, 1978, "C classification seamen may only reg­ ister and sail as entry ratings In only one department.** The Board took the action to insure that the Union will be able to maintain sufficent manpower for each shipboard department. The ruling will also enable these seamen to get sufScient seatime in one department for the purpose of upgrading to a higher rating in that department. �. ^. Welders Four A recent class for basic welding included four SlU people. They are from the left: Mike Lydick, Jean Morris, Pat McNamara and Terry Pakula. A Most Congenial Croup Cooking With Gas These steward department guys will have more gas than they know what to do with when they take their first LNG ship. The group recently participated in the LNG upgrading program at the Lundeberg School. They are front row from the left: Jessie Winfield, Bill Reid, Don Collins and George Taylor. Back row from the left are: Robert Campbell, Larry Ewing, Harry Huston and Anstey Minors. Looking for Licenses -a We have assembled here a most congenial group, right group? Right! And we're assembled here for our love for a great beer, right group? Wrong! They are assembled as they graduate a recent class for able-seaman at the Lundeberg School. They are front row from the left: Robert Fryett, Buddy Holden, Charles Lynch, George .Cruz, Joe Maxwell, Richard Davies, Chuck Cravotta, Doug Wolcott and Bill Lovis. Back row from the left are: Ed King, Brian Nole, Pete Zukier, Larry Ambrous, Hilary Thein, Bobby Brown, Chris Brown, Ed Williams, Ed Levey, Van Luyn, Jeff Savage and Paul Klippel. 2 More Cook and Bakers Two more SlU members have upgraded to the rating of Cook and Baker through the Lundeberg School's steward department program. They are James McCormick, left, and Jaime Quinpnes. These 10 SlU Boatmen are studying for the Towboat Operator's licenses at the Lundeberg School. They are front row from the left: Jim Larkin, Jeff Bushnell, Mike Sistare, George Parks, Robert Eichmann and Jim Livingston. Back row from the left are: Mike Sanders, Kenneth Rickley, Jim Courtney and Mike Pruitt. 15 in FOWT Class The SlU has 15 more FOWT's in its ranks. They are front row from the left: Enrique Gonzalez, Francisco Molina, Jimmy Sabga, Dave Thompson, Joe Michael and Charles Edwards. Back row from the left are: Terry Clayton, Lloyd Weaver, Chris Barbato, Edgar Young, Larry Gordon, Mark Freeman, Ban Adams, Mike Scinto and Manual Domingos. January 1978 / LOG / 35 Si �^ '- Joseph Brill, 64, died on Oct. 7. Brother Brill joined the SlU in the port \ of New York in 1953 sailing in the steward depart­ ment. He also rode the Bull Line. Sea­ farer Brill was born in New York and was a resident of Atlantic City, N.J. Surviving are his mother, Mrs. Rose Cooper and a brother, Harry, both of Atlantic City. James R. Coyle, 52, died in the San Francisco USPHS Hospital on Dec. 7. Brother Coyle joined the SIU in the port of Seattle in 1965 sailing as an electrician. He sailed 34 years and during the Vietnam War. Seafarer Coyle was on the San Francisco Sea-Land Shoregang from 1973 to 1974. He was a veteran of the U.S. Navy in World War IT. Born in Salt Lake City, Utah, he was a resident of San Francisco. Surviving are his widow Ponciana; his father, Frank of Idaho; his mother, Mrs Vera Hallett of North Bend, Ore., and a sister, Mrs. Mary V. Ritter of Lake Oswego, Ore. Joseph L. Diosco, 53, died on Nov. 22. Brother Diosco joined the SIU in the port of New Or­ leans in 1953 sail­ ing as an electrician. He was a crane me­ chanic on the SeaLand Shoregang in Elizabeth, N.J. in 1977. Seafarer Diosco got his HLS GED diploma in 1976. He upgraded to OMED at Piney Point in 1975 and at­ tended a Union Educational Conference there in 1971. He was a veteran of the U.S. Navy in World War II and was a radio repairman. A native of Houma, La., he was a resident of Wilmington, Calif. Surviving are two sons, Donald and Randolph; two daughters, Carol and Mrs. Dale L. Moslcy, and his mother, Mrs. Rose Gonzales of New Orleans. Pensioner Adrien Fecteau, 71, passed away on Dec. 9. Brother Fecteau joined the SIU in the port of New York in 1953 sail­ ing as a chief stew­ ard. He sailed for 42 years. Seafarer Fecteau also sailed during the Vietnam War in 1972. He was a member of the SUP from 1935 to 1951 and the Marine Cooks and Stew­ ards Union in San Francisco. In 1973, he attended a Piney Point Educational Conference. Upon his retirement that year, he donated his first pension check to SPAD. It was returned to him with thanks. Born in Thetford Mines, Can­ ada, he was a resident of Tampa. Sur­ viving is a son, Ronald of Miami Lakes, Fla. */ 36/ LOG / January 1978 -'^ Mack Fortner, 59, died acciden­ tally of carbonmonoxide poison­ ing in Houston on Nov. 27. Brother Fortner joined the SIU in the port of Jacksonville in 1961 sailing as an AB. He sailed for 38 years. Seafarer Fortner was a veteran of the U.S. Navy in World War II. A native of Cool Springs, N.C., he was a resident of Mt. Holly, N.C. Surviving are a brother, Donald of Ennis, Tex. and a sisterj Mrs. Bonnie Howie of Mt, Holly. Jake Nash, 59, died of natural causes at home in Sulphur, La. on Dec. 7. Brother Nash joined the SIU if\ in the port of New York in 1953 sailing as a firemanwatertender. He sailed 41 years. Sea­ farer Nash was a veteran of the U.S. Army in World War II. He was born in Barham, La. Surviving are his widow, Mary; a brother, Clarence, and a sister, Mrs. Emma Botton, both of Colmesnell, Tex. Cleveland Scott, Roger B. Simons, 65, died in Mt. Zion 23, died in ParamHospital, San Fran­ us, N.J. on Nov. 25. cisco on Nov. 30. Brother Simons Brother Scott joined joined the SIU this the SIU in the port year following his of New York in graduation from the 1960 sailing as a HLS where he was cook. He sailed 26 an "outstanding stu­ years. Seafarer Scott attended the 1970 dent." He sailed as an OS on the ST HLS Crews Conference and was a grad­ Overseas Alice (Maritime Overseas) to uate of the Andrew Furuseth Training Alaska and Panama. Seafarer Simons School. He was a veteran of the U.S. was a veteran of the U.S. Army from Navy in World War II. A native of 1972 to 1974 in Vietnam. He also Cleveland, he was a resident of San studied engineering at the N.J. Institute Francisco. Cremation took place in the of Technology and also studied at the Bayview Mortuary, Bayshore, Calif. City University of New York and the Surviving are two sons, Cleveland, Jr. Bergen (N.J.) Community College. of San Francisco and Rubin, and two Born in Hackensack, N.J., he was a daughters, Gina and Glynis of San resident of Paramus. Interment was in Francisco. the George Washington Memorial Park Cemetery, Paramus. Surviving are his Pensioner David parents, Mr. and Mrs. Robert A. and F. M. Sykcs, 65, Florence Simons of Paramus. succumbed to lung cancer at home in Pensioner Dewey Seattle on Nov. 8. Gillikin, 60, died on Brother Sykes Dec. 6. Brother Gil­ joined the SIU in likin joined the SIU ' 1942 in the port of in 1943 in the port Mobile sailing as a of Norfolk sailing as bosun and deck delegate. He sailed 40 a bosun. He sailed years. Seafarer Sykes was also a rigger. 28 years. Seafarer He was a native of Chicora, Miss. Cre­ Gillikin was a for­ mation took jplace in the Evergreenmer member of the SUP, MCS and Washelli Crematory, Seattle. His ashes MFOW. He was on the picketline in were buried at sea off the SS Philadel­ the 1961 N.Y. Harbor beef and the phia (Sea-Land) on Nov. 19. Surviving 1963 Rotobroil strike. Born in Beau­ are his widow, Evelyn; two sons, David fort, N.C., he was a resident there. Sur­ and Michael; a daughter, Joyce and a viving are his widow, Marion; a son, sister, Mrs. lone S. Champlain of Mo­ Dewey, and his mother, Lottie of Beau­ bile. fort. Pensioner Joseph Pensioner John J. F. Malyszko, 51, N. McKenna, 56, died on Nov. 26. died of a heart at­ Brother Malyszlco tack in the New Or­ joined the SIU in leans USPHS Hos­ 1943 in the port of pital on Oct. 16. Seattle sailing as a Brother McKenna bosun. He sailed for joineci the SIU in 29 years. Seafarer 1944 in the port of Malyszko was a veteran of the U.S. Air New York sailing as a QMED. He up­ Forces in post-World War II. A native graded to that rating at the HLS in of Chicago, 111., he was a resident of 1974. Seafarer McKenna sailed 31 Seattle. Surviving are his widow, Mary years. Born in Canada, he was a natu­ Ann; a daughter, Mrs. Lynn M. Mapie, ralized U.S. citizen and a resident of and a sister, Mrs. Marie Dundee, both New Orleans. Cremation took place in of Chicago. the Metairie (La.) Crematory. Surviving are his widow, Henrietta, and a sister, Marshall S. MacMrs. Pat Mills of Toronto, Canada, Fadden, 24, died on Dec. 3. Brother Charlie F. Nysla, MacFadden joined 55, died in England the SIU in the port on Nov. 28. Brother of Piney Point when Nysla joined the he graduated from SIU in the port of the HLS in 1973. Wilmington in 1967 He sailed eight sailing as an AB. years as a wiper and fireman-waterHe was a veteran of tender starting' with the South Atlantic the U.S. Navy in Caribe Lines in 1969. Seafiarer Mac­ World War II. Seafarer Nysla was bom Fadden was born in Oxfordshire, Eng­ in Fortuna, Calif, and was a resident of land and was a naturalized U.S. citizen. San Pedro, Calif. Surviving is his He was a resident of Jacksonville. Sur­ mother, Mrs. Elizabeth Talmadge of viving are his parents, Mr. and Mrs. V. California. S. MacFadden of Jacksonville. Pensioner Dennis D. Capo, 65, died on Nov. 30. Brother. Capo joined the Union in the port of Norfolk in 1966 ; sailing as a launch operator for the Virginia Pilot Assn. from 1959 to 1974. He was also a member of the ILA for 15 years. Boat­ man Capo was born in Fitzgerald, Ga. and was a resident of St. Petersljurg, Fla. Surviving are his widow, Lois and a daughter, Mr. Zada D. Reardon of Chesapeake, Va. Pensioner Charles W. Crocker, 71, succumbed to a heart attack in the Orange (Tex.) Me­ morial Hospital on Nov. 4. Brother Croker joined the Union in Port Ar­ thur in 1964 sailing as a captain for the Slade Towing Co. from 1953 to 1969. He also sailed with the company from 1936 to 1943 and for the Shell Oil Co. from 1943 to 1948. Boatman Croker was born in Cameron, La. and was a resident of Orange. Interment was in the Evergreen Cemetery, Orange. Sur­ viving are his widow, Dorothy; a son, William and a sister, Mrs. Rosie Benoit of Orange. Pensioner Henry C. Diehl, 74, died of natural causes in the Staten Island (N.Y.) USPHS Hospital on Sept. 19. Brother Diehl joined the Union in the port of New York in 1960 sailing as an AB for the N.Y. Central Railroad on Tug 24 for 38 years. He was a veteran of the U.S. Navy in World War II. Boatman Diehl was born in Union City, N.J. and was a resident of North Bergen, N.J. Burial was in the Fairview (N.J.) Mausoleum. Surviving are his widow, Antoinette and a daugh­ ter, Carol Ann. Walter A. Law­ rence Jr., 65, suc­ cumbed to emphy­ sema in South East Memorial Hospital, Houston on Dec. 2. Brother Lawrence joined the Union in the port of Houston in 1961 sailing as an engineer for the G & H Towing Co. from 1961 to 1977 and the-Foss Towboat Co. from 1956 to 1960. He was also a member of the IBU of the Pacific from 1957 to 1961. Boatman Lawrence was born in Boston, Mass. and was a resident of Houston. Surviving is a brother, Henry of San Francisco. Halley R. Spencer Jr., 25, was found drowned in Lake Conrod (Texas) off Fishermen's Reef on Sept. 13. Brother Spencer joined the SIU in The port of Houston in 1975 sailing with Western Towing Co. that year. He was a veteran of the U.S. Army's 17th Infantry Divi­ sion, Co. D serving as a Sp/4 in South Vietnam and Indochina during 197172. Seafarer Spencer was also a com­ mercial deep sea diver. Born in Abilene, Tex., he was a resident of Houston. Burial was in the Houston National Military Cemetery. Surviving are his widow, Pamela; a son, Halley and his parents, Mr. and Mrs. Halley R. and Hattie Spencer Sr. - �'^Hmm Pensioner Charles B. Brady, % 70, died on Nov. 9. Brother Brady joined the Union in the port of Cleve­ land in 1966 sailing as a cook on the i M/V Day Peckinpaugh from 1970 to 1975 and for the Erie Sand Co. from 1966 to 1970. He was a veteran of both the U.S. Army and Navy in World War II. Born in Stoneboro, Pa., he was a resdent of Ormond Beach, Fla. Surviving are a niece, Linda Petrillo of Erie, Pa. and a nephew, Robert C. Rhoads of Fairview, Pa. f Pensioner Elwood M. Orcutt, 66, died of anemia in the Retama -Manor, Kingsville, Tex. on Oct. 1. Brother Or­ cutt joined the Union in the port of Houston in 1957 sailing as a cook for G & H Towing Co. from 1955 to 1973. Previously he was a cook for the Hang­ out Cafe, Corpus Christi, Tex. from 1953 to 1955. Inland Boatman Orcutt was a veteran of the U.S. Army in World War XL He was born in West Virginia and was a resident of Kingsville. Burial was in Resthaven Cemetery, Kings­ ville. Surviving are his widow, Delphine; two sons, Donald Lee and Wilbur Al­ bert; five daughters, Sheree Lynn, Shir­ ley Ann, Pamela, Ruth and Tina Alette, and a brother, Ross. ^ ^ Willie L. God­ win, 53, died on Dec. 5. Brother Godwin joined the Union in the port of New Orleans in 1962 stailing as a tankerman on the Tug Dixie Rebel (Dixie Carriers) from 1960 to 1977. He started with the company in 1958. Boatman Godwin also sailed for Coyle Lines and the Inland River Oil Trans­ port Co., Harvey, La. both in 1962. He was also an auto mechanic and veteran of the U.S. Army in World War II. Born in Bratt, Fla., he was a resident of Atmore, Ala. Surviving are his widow, Gladys; his son, Willie; a daughter, Dorothy and his mother, Effie. Ernest R. Myers Sr., 57, died on Nov. 23. Brother Myers joined the Union in the port of Norfolk in 1959 sailing as a captain and engineer for the Chesapeake and Oliio Railroad Confioat No. 5. He was a veteran of the U.S. Navy in World War II. Boatman Myers was born in Matthews, Va. and was a resident of Williamsburg, Va. Surviving are his widow, Margaret; a son, Ernest and a daughter, Mrs. Elizabeth Murray. Calvin D. Sykes, 47, died of a heart attack while hunting i in Columbia, N.C. on Nov. 11. Brother "VSykes joined the ^ Union in the port of Norfolk in 1961 Hi HCHI sailing as a pilot for McAllister Brothers from 1969 to 1977 and for them as a mate from 1951 to 1955. He upgraded at Piney Point in 1974. A native of Columbia, he was a resident there. Boatman Sykes was a veteran of the post-World War II U.S. Army. Burial was in Riverside Memo­ rial Park Cemetery, Chesapeake, Va. Surviving are his widow, Norma, a daughter, Deborah; his parents, Mr. and Mrs. John and Ethel Sykes; a brother, Wesley of Norfolk; and a step­ son, Stephen M. Robbins. Ronald Coyle died on Nov. 6. Bro­ ther Coyle sailed for the Interstate Oil Transportation Co. last year from the port of Philadelphia. He was a resident of Philadelphia. Surviving is his widow. Donna. W' hfT- Byron C. Broadus, 43, died on Nov. 16. Brother Broadus joined the SlU in the port of Mobile in 1954 sailing as a wiper until 1969. He was born in Alabama and was a resident of Springhill, Ala. Surviving are his widow, Betty Lou; three sons, Winston, Ralph and Casey; three daughters, Anona Lias, Tonie and Vannie Gaye and his mother, Berdie of Crichton, Ala. Pensioner William Stevenson, 82, passed away on Nov. 27. Brother Stev­ enson joined the Union in 1939 in the port of Cleveland sailing as an AB. He was born in Ireland and was a resident of Smyrna Beach, Fla. Surviving are his widow. Myrtle and a granddaughter, Janice Ballantyne of Tampa, Fla. I* t > (1»- SEAFARERS WELFARE PLAN SUMMARY ANNUAL REPORT STATEMENT OF ASSETS AND LIABILITIES DECEMBER 31. 1976 BEGINNING OF YEAR END OF YEAR ASSETS Cash $1,857,112 Receivables 3,643,828 , Generallnvestments 412,888 Buildings and Other Depreciable Property—Net .... 2,640,196 ' Other Assets , . , . 23,138 TOTAL ASSETS CURRENT VALUE '. $8,577,162 Total Assets Book Value $8,577,162 $ 1,509,380 5,536,221 402,500 2,548,968 33,577 $10,030,646 $10,030,646 LIABILITIES Payables (Includes Plan Claims) Other Liabilities TOTAL LIABILITIES $6,933,373 96,239 7,029,612 $ 6,371,816 119,535 6,491,351 $1,547,550 $ 3,539,295 NET ASSETS Establishment and Purpose of Fund The Seafarers Welfare Plan, which provides for the establishment of the Seafarers Welfare Fund, was established under the provisions of an Agreement and Declaration of Trust made as of July 1, 1950, between the Seafarers International Union of North America, Atlantic, Gulf, Lakes and Inland Waters District and the signatory employers. The Welfare Plan was to continue to June 30, 1955, and could be extended from that time. Various amendments have extended the Plan and, at present, it is to continue until October 1, 1986. On September 20, 1961, the Trustees adopted the Fourteenth Amendment which established the Seafarers Pension Plan and which states, among other things, that both Plans shall be administered by the same Trustees and that all contributions shall be payable to the Seafarers Welfare Plan. This amendment also states that the Trustees may allocate to the Pension Plan such portion of the contributions as they deem necessary to pay pensioners, as provided under the Seafarers Pension Fund Trust Agreement and Rules and Regulations, and to maintain adequate reserves. The purpose of the Plan is to provide certain health and welfare benefits to eligible employees and pensioners and their dependents. Funds to provide these benefits are contributed by the signatory employers under the terms of collective bargaining agree­ ments between the Union and the employers. Change in Fiscal Year End At their meeting of May 6, 1976, the Trustees agreed to change the reporting year of the Fund from a fiscal year ending March 31, to a calendar year ending December 31. This report, therefore, covers the short period from April 1, 1976 to December 31, 1976. STATEMENT OF INCOME, EXPENSES AND CHANGES IN NET ASSETS FOR PLAN YEAR ENDED DECEMBER 31, 1976 Significant Accounting Policies INCOME Cash Contributions Earnings From Investments Other Income TOTAL INCOME $ 8,775,556 57,713 251,877 9,085,146 I lie statements have been prepared on the accrual basis of accounting and accordingly reflect all material assets and liabilities at December 31, 1976. Depreciation is computed on a straight-line method over an estimated life of ten years. Depreciation charged to benefits and administrative expenses amounted to $86,727 for the nine month period ended December 31, 1976. NOTICE TO ALL PARTICIPANTS OF THE SEAFARERS WELFARE PLAN EXPENSES Benefit Payments Directly to Participants or Their Beneficiaries Payments to Other Organizations or Individuals Providing Welfare Benefits Fees, Commissions and Insurance Premiums . for Fiduciary Insurance Other Than Bonding Salaries and Other Administrative Expenses .TT .. .. TOTAL EXPENSES NET INCREASE IN NET ASSETS Net Assets at Beginning of Year Net Assets at End of Year $ 3,443,801 1,830,902 45,532 1,773,166 7,093,401 1,991,745 1,547,550 3,539,295 Plan participants may obtain copies of the more detailed annual report for a reasonable charge, or may inspect it at the Plan Office without charge. The latest full annual report includes a list of the assets held for investment and all other relevant financial informa­ tion. To obtain a copy of the annual report, write to the Administrator asking for what you want. The Administrator will state the charge for specific documents so that you can find out the cost before ordering. The full report can be examined at the Plan Office during normal business hours. If you seek additional information write to: Administrator Seafarers Welfare Plan 275 20th Street Brooklyn, New^ York 11215 January 1978 / LOG / 37 �The Huron Cement Fleet's J.A.W. Iglehart, built in 1936, was converted to a cement carrier in 1965. fhe Iglehart is the largest of the six ships in the cement fleet, carrying 12,500 tons. tAK Wheelsman Donnie Everette, who's been sailing with the cement fleet for the last five years, stands on the Iglehart's deck while the vessel loads. Cement for Huron Fleet Second Cook Cecil Morey dishes up a bowl of soup. Morey has been sail­ ing with the Huron Cement fleet since 1966. A view of the loading pumps on the J.A.W. Iglehart. The 16" wide hoses, four of which are in use here, are hooked-up to on-shore silos in different ports to unload the cement. i- Wheelsmen Frank Wilds sounding the ballast during the Inglehart's stop­ over in Alpena. 38 / LOG / January 1978 Rex Kauer, oiler (I) explains the operation of the Iglehart's automated console to SID rep, John McClinton, The Iglehart, a steam turbine, oil burner, had her boilers automated in 1975. The SlU-contracted Huron Cement Fleet, based in Alpena, Mich., consists of six ships. They are the J.A.W. Igle­ hart, E. M. Ford, J. B. Ford, L. G. Harriman, S. T. Crapo and the Paul H. Towrisehd. The largest vessel in the fleet is the Iglehart with a 501 foot length, a 68 foot beam and a draft of 37 feet. She can carry up to 12,500 tons of cement. Built as a salt water tanker in 1936, the Iglehart was converted to a cement carrier in 1965. The ship's boilers were automated in 1975. The vessels visit Great Lakes ports as distant as the 48-hour trip to Oswego, N.Y. and as near as Saginaw, Mich., 13 hours away. Most of the vessels make only one stop per trip. But the Iglehart, carries enough cargo to make stqps In Duluth, Minn., and Superior, Wise, on one run. In Alpena, 16-inch hoses connected to onshore silos arc used to load the ships. The Iglehart is equipped to han­ dle eleven hoses at a time. The cement is made in tlie Alpena plant under the "Portland method." Using this process, rough limestone is cooked into pellets. The pellets are put into a grinding mill and combined with gypsum, stone, ore and other additives. The final step is the finish grind process . which produces bulk cement. The crews of the cement carriers in­ clude three wheelsmen, three watchmen, three deckhands and a bosun in the deck department. In the engine room there are fliree oilers and two wipers. There used to be three firemen in the engine room. But their jobs were eliminated when the boiler room was automated. The galley has a second cook and three porters. There are several SIU stewards currently working in a relief capacity. The other stewards belong to the L£-> censed Tugnian's Union. However, as vacancies in the steward department occur, they are filled with SIU members. �SIU Adantic, Gulf, Lakes & Inland Waters United Industrial Workers of North America PRESIDENT Paul Hall SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Frank Drozak VICE PRESIDENTS Earl Shepard Lindsay Williams Cal Tanner Paul Drozak HEADQUARTERS 675 4 Ave., Bklyn. 11232 DEC. 1-31, 1977 TOTAL REGISTERED TOTAL SHIPPED All Groups Class A Class B Class C All Groups Class A Class B Class C Port DECK DEPARTMENT Boston New York 6 64 4 11 1 4 5 136 3 45 0 2 Philadelphia Baltimore 12 23 3 1 0 0 16 34 7 8 0 1 Norfolk 13 4 0 11 5 0 Tampa Mobile 15 34 1 5 6 0 13 19 5 7 5 0 New Orleans 67 11 1 96 26 4 Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point .. Yokohama 39 49 11 53 6 77 1 2 6 9 2 8 4 14 8 0 5 0 0 3 0 9 0 0 46 42 20 43 12 100 1 2 20 13 6 16 10 24 20 0 2 8 2 6 0 19 0 0 472 91 29 596 215 49 2 3 0 ENGINE DEPARTMENT 2 2 2 64 • 30 2 5 0 112 46 5 0 9 8 5 5 0 1 19 9 10 5 1 1 8 2 1 8 4 3 32 59 6 15 2 1 13 71 8 26 1 0 Totals Port Boston New York. Philadelphia 8 Baltimore Norfolk Tampa Mobile New Orleans 9 5 Jacksonville 36 9 0 37 22 0 San Fr^cisco Wilmington Seattle 30 13 24 12 Q 10 2 1 0 0 0 29 13 24 15 2 11 1 1 1 61 12 4 83 18 16 Puerto RICO : Houston Piiiey Point YoKonama .. Totals 7 4 0 0 15 Boston New York 1 28 0 9 0 0 1 88 2 31 2 1 Philadelphia Baltimore Norfolk Tampa 4 4 17 7 0 4 2 0 0 0 0 0 5 21 5 8 4 6 6 1 2 0 1 1 Port 3 0 436 20 2 201 0 j2 2 127 .... r " 5 3 1 365 0 1 33 Mobile 13 3 0 15 4 1 32 18 28 6 6 2 5 4 0 0 0 0 38 28 31 8 25 23 11 3 3 5 1 2 Seattle 19 1 0 18 3 7 Puerto Rico Houston Piney Point Yokohama 4 22 3 1 0 3 2 0 0 0 0 0 12 45 3 1 .11 18 50 i 4 26 0 0 207 41 0 327 199 56 Port 5 19 4 5 10 0 8 25 10 7 4 5 2 17 1 0 122 1 5 1 2 5 3 0 5 4 0 2 6 0 12 0 0 46 4 157 23 39 29 15 48 141 64 81 24 47 18 116 0 1 807 6 50 7 12 10 5 8 25 14 13 13 14 4 22 0 1 204 3 6 0 1 1 0 1 3 4 1 0 1 1 5 0 0 27 2 74 14 23 26 13 30 99 40 57 9 36 12 66 0 1 502 0 17 2 8 3 1 4 11 2 7 4 7 3 9 0 0 78 1 0 0 0 0 0 0 0 3 0 3 0 0 0 0 0 7 - ENTRY DEPARTMENT Boston New York Philadelphia Baltimore Norfolk Tampa 9 24 8 15 7 8 83 14 12 8 7 Ji 40 2 5 6 5 Mobile New Orleans 16 24 17 51 2 15 Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama 17 14 4 24 8 32 0 0 32 18 12 12 10 30 67 0 5 10 8 .23 4 50 0 0 Totals 7 170 19 58 33 19 62 157 77 96 39 104 22 164 0 2 1,029 STEWARD DEPARTMENT New Orleans Jacksonville San Francisco Wilmington Totals ••REGISTERED ON BEACH All Groups Class A Class B Class C 201 381 182 0 58 1 35 14 9 28 63 19 57 9 33 24 52 0 1 410 2,748 Totals All Departments 1,245 640 226 1,359 615 138 *"Total Registered" means the number of men who actually registered for shipping at the port last month. **"Registered on the Beach" means the total number of men registered at the port at the end of last month. 13 138 33 38 20 7 28 85 37 37 19 22 19 53 3 3 555 13 206 2 26 11 2 3 32 14 22 13 30 4 52 0 0 430 959 510 (212) HY 9-6600 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-4988 ALPENA, Mich 800 N. 2 Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Mass 215 Essex St. 02111 (617) 482-4716 BUFFALO, N.Y 290 Franklin St. 14202 (716) TL 3-9259 CHICAGO, ILL. .9383 S. Ewing Ave. 60617 (312) SA 1-0733 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) MA 1-5450 DULUTH, Minn 2014 W. 3 St. 58806 (218) RA 2-4110 FRANKFORT, Mich P.O. Box D 415 Main St. 49635 (616) 352-4441 HOUSTON, Tex 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala IS. Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va 115 3 St. 23510 (804) 622-1892 PADUCAH, Ky 225 S. 7 St. 42001 (502) 443-2493 PHILADELPHIA, Pa. . .2604 S. 4 St. 19148 (215) DE 6-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 PORT ARTHUR, Tex. . . .534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif 1311 Mission St. 94103 (415) 626-6793 SANTURCE, P. R. . 1313 Fernandez, Juncos, Stop 20 00909 (809) 724-2848 SEAITLE, Wash 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo. . .4581 Gravois Ave. 63116 (314) 752-6500 TAMPA, Fla. 2610 W. Kennedy Blvd. 33609 (813) 870-1601 TOLEDO, Ohio .... .935 Summit St. 43604 (419) 248-3691 WILMINGTON, Calif. 510 N. Broad St. 90744 (213) 549-4000 YOKOHAMA, Japan . .. . P.O. Box 429 Yokohama Port P.O. 5-6 Nihon Ohdori Naka-Ku 231-91 201-7935 Shipping increased considerably last month at ail deep-sea ports as a total of 2,212 Seafarers found jobs aboard SIUcontracted deep-sea vessels. That's an increase of more than 500 Jobs shipped over (he previous month. Some of the increase can be attributed to vessels recrewing that had been laid-up during the ILA strike. However, shipping has been good to excellent recendy at most deep-sea ports and is expected to stay that way during the coming year. January 1978 / LOG / 39 �7,443 Incorrect Addresses Your Name Shouldn't Be on This List If the Seafarers Welfare Plan sent a general mailing to every member covered by the Plan, a total of 1,443 members would not receive a thing. The reason is that these 1,443 people have incorrect addresses on file with the Plan. The names and social security numhers of these members are printed below. Most of the incorrect addresses can be attributed to members who have moved without reporting their new addresses. But whatever the reason, it is important for you to have your correct address on file with the Welfare Plan. If your name appears on this list, please write the Seafarers Welfare Plan as soon as possible notifying them of your correct address. The Plan is located at 275 - 20th St., Brooklyn,l\.Y. 11215. "rSf.: Abbott, V. Abegg, W. Abel, H, Abrahamson, T. Abshire, E. Abshire, J. Accord, Jr., H. Acord, J. Acup, B. Adams, A. Adams, E. Adkins, C. Airikke, P. Albanc, P. Alccx, J. Aidridge, R. Aigarin, G. All, H. Alien, K. Allen, J. Allen, W. Alvarez, R. Andersen, A. Anderson, A. Anderson, J. Anderson, F. Anderson, N. Anderson, M. Andlcocchea, J. Andrews, D. Andrews, J. Aponte, J. Appel, G. Arceneaux, P. Armer, G. Arnaud, J. Arnold, W. Arnold, R. Arroyo, R. Arttiur, M. Asbridge, R. Ashcratt, R. Ashford, H. Ashworth, W. Atwell, A. Aubry, J. Aucoin, J. Aucoin, T. Audibert, F. Aulbach, D. Austin, L. Austin, E. Austin, L. Austin, R. Austin, Jr., M. Ayala, J. Babin, B. Babin, J. Backstatter, S. Backus, R. Bacon, J. Baez, G. Baez, V. Bailey, W. Bailey, T. Bailey, M. Bakaricti, P. Baianay, A. Balbin, T. Baldwin, B. Bane, J. Barger, R. Barnes, K. Barnhili, G. Barras, R. Barrett, J. Barth, W. Bartholamew, R. Bartholmey, C. Bartholmey, G. Bartholmey, S. Bartsch, Jr., A. Basinger, L. Batayias, P. Bateman, V. Bateman, Jr., R. Baucom, J. Bauer, W. Baxter, R. Baxter, B. Bazor, N. Beamon, Jr., J. Beatty, J. Beaubouef, R. Becker, J. Bedair, R. Beelman, L. 465-68-8493 494-58-6004 440-07-0803 470-09-2109 456-16-9434 138-36-0406 135-48-9328 157-58-2405 488-34-5196 230-94-5573 462-66-7210 433-72-1927 107-18-2812 144-38-3607 422-01-1745 514-20-1935 580-94-4396 050-46-3919 437-84-2811 510-42-9336 468-70-8668 212-34-0930 723-14-7545 080-26-6054 493-50-3519 155-28-2453 403-48-0631 439-92-4500 518-56-7157 458-70-7003 232-30-0635 582-17-3970 549-36-1530 439-03-4091 456-62-1135 438-54-7671 458-28-6720 063-32-8574 581-05-1563 464-76-2510 403-78-4526 464-18-1393 438-74-1341 411-48-5713 266-38-6243 447-44-8903 438-06-5864 437-70-8595 436-94-0421 492-64-8247 246-36-5068 243-20-3288 554-36-6058 368-66-1662 579-44-7607 584-42-7498 437-82-8842 452-36-3153 122-46-9786 578-22-4795 467-22-5007 581-34-7132 584-42-3053 299-50-1721 456-27-1168 465-17-2532 712-14-5923 726-16-8940 586-60-4125 462-48-7894 517-60-3598 552-28-7555 486-70-8794 261-11-2763 466-48-1715 489-66-5609 186-09-9632 451-46-9194 463-17-1068 484-28-5094 458-06-8413 494-32-6758 438-22-1367 722-09-0520 487-60-1902 228-78-2461 556-82-5642 438-34-2858 457-42-2707 452-60-8196 422-54-6608 •538-54-2024 287-56-6345 464-06-6554 471-32-8533 460-42-8622 498-44-3860 Behneman, P. Behrens, J. Belcher, A. Belcher, J. Belk, J. Bell, S. Bell, E. Benedict, J. Benoit, L. Benoit, J. Benoit, L. Benoit, 0. Berg, M. Bertrand, E. Berwick, H. Beswick, E. Bethel, E. Bettner, F. Beyette, S. Biagini, M. Bickford, H. Biggers, R. Bishop, P. Blackburn, P. Bland, 0. Blazina, G. Blesener, D. Blumlein, R. Bodge, J. Bodin, 0. Boleyn, J. Bonnette, S. Bonvillain, D. Booth, J. Bostic, R. Bowler, F. Bowler, S. Bowler, Jr., F. ' Boykin, J. Bracey, W. Bradberry, C. Bradshaw, M. Branch, J. Branch, N. Branch, 0. Brannon, D. Brannon, D. Brashars, F. Brasseaux,G. Breaud, G. Breaux, Jr., W. Brecht, G. Brekke, L. Brengle, J. Brennecke, C. Brink, E. Brinn, D. Brisson, R. Broadus, E. Brock, J. Broe,D. Broglen, G. Brooks, G. Brooks, W. Brooks, II, G. Broussard, R. Brown, J. Brown, P. Brown, J. Brown, V. Brown, G. Brown, W. Brown, R. Brown, B. Brown, A. Browning, S. Broxson, L. Bruce, T. Bruner, G. Bryant, J. Bryant, A. Bryant, A. Bubakr, H. Buccloni, V. Buchanan, J. Burch, W. Burgdorf, R. Burnham, L. Burnsed, H. Burrells, R. Burroughs, R. Bush, M. Bush, J. Bushnell, J. Butler, A. Butler, B. 213-66-1200 366-62-1359 459-60-2385 228-38-8004 463-56-9085 455-24-6410 439-08-8083 438-34-5506 438-44-0312 456-34-6906 463-24-7081 460-16-7574 467-25-6025 461-52-7971 459-40-6833 133-34-8542 173-28-0145 424-76-1974 381-60-6820 154-46-8095 006-20-8423 040-44-4435 006-20-6590 420-62-8188 454-84-9097 115-44-3922 472-18-8530 725-14-9646 037-24-9926 456-66-6855 479-50-7172 133-18-8545 439-26-9658 427-06-6255 492-56-5166 229-76-8817 459-08-8828 229-76-0817 555-96-7061 202-20-8254 452-24-9299 261-13-8259 466-88-4993 451-80-9984 450-56-7078 419-88-7692 224-76-2692 486-38-2793 458-21-8789 438-28-4300 436-84-4531 419-96-7584 570-20-9215 262-84-2364 439-98-3257 060-22-4523 144-56-2831 468-34-4280 449-66-1171 703-18-9247 531-54-2616 264-25-6586 217-14-2427 717-10-6426 550-62-1125 459-64-1959 405-38-6988 488-40-1264 466-76-9685 461-62-1207 462-04-0477 439-74-2924 423-62-2283 432-46-5351 452-13-7808 454-02-6822 466-36-7941 439-72-7446 467-56-4783 439-80-1077 452-72-0686 454-02-6718 375-38-3992 000-00-0002 263-31-3712 247-54-1165 496-62-6448 263-60-1397 259-40-9874 422-70-8032 517-66-6839 459-88-4597 138-01-7346 453-62-1206 422-44-3958 381-38-4273 40 / LOG / January 1978 Butts, W. Buturnski, A. Buxton, G. Buxton, R. Byrd, J. Gaceres, G. Gagle, G. Gahal, D. Gain, R. Gallicotte, J. Galverley, R. Gamacho, A. Gamp, K. Gampbell, R. Gampbell, J. Gampbell, A. Gampbell, J. Gampbell, Jr., J. Gampesi, R. Gandelaro, R. Gantrell, R. Gapparo, M.. Gapps, B. Garaballo, R. Garbell, H. Gardona, T. Garlock, W. Garmona, R. Garrol, M. Garter, J. Garter, R. Gasey, T, Gathers, K. Gausey, M. Ghafin, D. Ghambers, F. Ghambless, F. Ghampagne, G. Ghampagne, P. Champagne, H. Ghaney, J. Ghaney, G. Chanson, F. Chapman, G. Charles, L. Gharriez, J. Chase, M. Ghavis, H. Chevalier, N. Ghevere, J. Ghisholm, A. Christy, B. Christy, R. Gintron, M. Clark, J. Clark, F. Clark, J. Glasen, G. Clay, D. Glaypool, B. Clayton, 0. Clayton, R. Glingan, A. Goats, B. Goats, J. Goffer, J. Coffey, 1. Golburn, G. Cole, R. Coleman, K. Collins, H. Colon, A. Colon, R. Golson, J. Golwell, G. Gomalander, J. Gone, J. Gonners, R. Gonners, R. Conrad, P. Conrad, S. Conrad, G. Gonroy, M. Cook, H. Gooley, J. Coop, R. Cooper, T. Cooper, G. Cooper, L 'Gopeland, J. Gorbett, G. Gordell, R. Gorley, E. Cormier, L. Gostango, F. Gostello, D. 266-58-4080 177-12-5076 456-48-0128 438-30-0884 237-38-9846 582-62-6400 464-68-9809 456-12-9403 449-16-2669 462-36-4628 465-84-1397 580-58-9643 569-22-7806 138-52-5473 464-46-8095 456-12-0653 456-34-4998 467-06-4097 438-64-8788 584-50-6670 587-07-2312 115-50-4856 422-54-9852 584 70-8252 236-38-2781 084-40-2752 490-58-5147 584-56-4884 505-36-4135 463-96-1603 449-70-4906 556-98-0727 511-14-9969 231-66-8472 316-18-5697 488-66-9525 461-21-1538 466-98-4713 464-17-9764 454-42-4984 464-64-5531 493-67-8941 436-36-2933 466-78-6490 578-86-6200 583-38-6284 508-70-1729 256-20-5286 583-80-9562 534-46-3642 467-06-2197 488-60-2326 548-76-5428 212-28-5345 034-46-6448 458-30-9196 418-66-1671 435-86-4092 500-52-9481 360-40-5202 499-36-0043 490-70-9391 464-18-0052 466-48-8223 449-44-6403 486-64-3621 452-26-0042 438-82-1690 232-72-8316 456-34-1439 425-50-0317 581-76 6156 582-05-8446 728-01-0554 493-58-1147 467-58-4321 587-46-0988 461-60-8535 461-60-8612 458-80-8269 495-52-2840 481-24-1464 498-68-3552 409-68-4673 423-42-0812 311-64-0562 421-66-6087 452-28-4129 486-50-7954 526-38-4311 495-46-5332 260-74-3145 454-28-7216 459-03-4477 222-14-5609 434-52-2591 Gostilow, R. Couch, R. Couch, J. Court, V. Cowan, Jr., G. Cox, T. Cox, R. Cox, J. Grabtree, J. Grabtree, T. Crawford, W. Creel, R. Greppon, J. Griswell, D. Gropek, A. Cruz, A. Cruz. A. Gryer, A. Gulkin, W. Gurts, W. Cushion, J. Gusic, B. Gusimano, G. Cutler, G. Gutrer, 1. Czech, P. Dahl, H. Dahl, B. Daigle, D. Dalhaus, G. Dalhavs, G. Damon, G. Damon, R. Daniels, W. Daniels, G. Darnell, L. Darrough, E. Daun, F. Davenport, J. Davidson, R. Davis, W. Davis, J. Davis, D. Davis, Jr., B. Day, L. Day, L. Dean, T. Dean, E. Decorte, P. Dees, H. Dehon, L. Dehon, R. Delmont, R. Dempsey, M. Denmark, G. Dent, R. Dernbach, J. Desmond, P. Diaz, R. Dickerson, D. Dickinson, D. Dillon, J. Dillon, J. Dixon, R. Dodson, G. Doherty, A. Dolan, T. Domangue, M. Domec, D. Donaldson, P. Donaldson, G. Dong, S. Donnelly, R. Donnelly, Jr., J. Dorsett, W. Dorsey, R. Dorsey, D. Douthitt, D. Dow, Jr., J. Dronet, A. Dubach, G. Dubroc, W. Duerr, H. Duet, M. Duggan, G. Duhon, R. Dunegan, T. Dunn, R. Duran, F. Durfee, A. Dyson, S. Eason, T. Eathorne, R. Eckhart, J. Eddins, W. Eidson, A. 466-92-3423 285-40-2910 467-22-2808 467-84-7979 227-78-6293 136-18-3032 495-.52-8963 452-21-7988 557-58-8027 244-52-5786 438-02-2778 438-58-7675 452-30-8299 412-21-1877 447-40-2984 055-22-0147 581-34-4129 439-48-8656 359-24-4884 314-40-9659 456-12-2755 579-70-8112 438-92-1918 229-18-2569 436-18-4709 468-32-8980 535-88-6779 470-09-2345 449-18-2530 450-04-2574 098-28-8825 485-72-6848 017-46-1464 467-92-0140 576-18-9089 458-46-6522 499-60-6924 496-40-0066 288-10-4986 498-62-1240 460-05-6089 559-38-7328 505-32-6288 587-74-5249 451-46-7595 461-96-4293 494-66-3891 431-46-4097 438-86-5493 421-20-4556 438-16-9952 438-14-5507 360-18-0647 456-98-9565 264-31-9996 489-46-1023 250-30-0629 547-76-0882 581-42-3775 425-96-6656 423-30-9177 434-80-5095 231-24-0625 704-01 5739 309-70-6388 462-26-3580 536-28-8093 438-94-4643 462-68-3106 497-52-4553 490-56-8731 560-46-2347 439-80-1738 461-54-0736 452-42-4583 450-68-8733 439-72-6008 403-42-0307 458-56-3205 587-50-8821 486-64-1964 437-52-6843 521-42-4749 439-88-5470 700-18-9277 436-08-7749 430-50-4923 096-30-8372 408-56-9313 475-36-1598 509-52-6339 439-96-2622 374-12-8260 369-64-1985 266-68-0481 542-64-9720 Eljanny, M. Ellard, J. Elliot, S. Elliott, B. Elliott, H. Ellis, L. Enfinger, E. Erickson, j. Ernst, T. Esparza, T. Etzel, H. Evans, A, Evans, L. Ewing, J. Ezell, D. Ezernack, J. Ezra, E. Fabre, E. Farris, D. Faul, B. Faulkner, R. Fears, D, Fedder, D. Federation, T. Ferguson, J. Fernandez, F. Ferrell, F. Ferrell, G. Ferrell, F. Ferrera, R. Finley, J. Fisher, R. Fisher, W. Fiveash, R, Flader, D. Flemming, R. Fletcher, J. Flint, J. Flores, G. Flores, J. Flynn, F. Ford, J. Ford, E. Forst, T. Foshee, W. Foster, W. Fox, E. Franceschi, J. Francis, L. Franklin, Jr., J. Frasure, J. Frato, J. Frayle, Jr., M. Frazee, J. Frazer, J. Friend, G. Fromme, H. Frugia, R. Fryett, R. Fucntes, H. Fuller, L. Fuller, Jr. L. Furman, J. Gallagher, J. Gallagher, Jr., E. Gallowitz, G. Gamble, G. Garcia, R. Garcia, N. Garcia, E. Garcia, M. Garner, W. Garner, B. Garner, T. Garnett, R. Garrett, D. Garriott, N. Gaston, W. Gates, J. Qegenheimer, J. Gegenheimer, T. Gennusa, F. Gentry, H. Gibbons, B. Gibbs, G. Gibbs, L. Gibson, F. Gibson, T. Gilchriest, Jr., J. Gilchrist 2, G. Giles, R. Gillikin, W. Gilliland, Jr., E. Gimpel, V. Gimpel, D. Gimpel, R. Girardeau, F. v. .'>7- 377-60-6458 466-01-4215 449-98-7123 466-92-2666 231-18-6845 460-54-0833 455-19-5464 352-44-0483 494-28-7906 459-74-5309 450-16-2180 112-20-7131 462-80-1586 490-56-8420 416-84-5335 459-96-7511 728-09-0908 439-05-0089 466-82-9079 437-08-9724 450-84-9212 463-60-4942 502-62-3984 214-60-3237 264-04-6832 581-08-0048 283-38-8979 464-14-4726 458-78-7049 719-10-2414 061-22-8440 467-02-1464 527-52-2889 463-04-2404 224-88-6054 195-50-6056 423-24-5104 312-10-1566 463-66-6603 581-68-7891 529-68-1145 439-30-9904 454-16-0397 500-54-6603 450-38-2811 224-70-1767 439-02-6526 558-62-3968 463-24-6797 263-24-7500 494-58-5012 386-56-8461 436-50-9898 463-36-3050 '437-22-5599 494-38-8731 725-07-1018 466-36-5847 010-32-3702 562-36-7165 450-24-8618 452-74-2720 155-46-7244 198-30-2863 273-42-8915 082-44-5611 526-25-7971 463-66-7973 061-28-6896 584-62-9989 583-86-6965 498-34-4826 495-66-3488 438-10-6292 456-74-1468 267-06-5608 449-04-2274 463-09-4535 577-64-9817 439-80-4079 434-74-6272 454-10-3444 263-70-1379 487-70-0460 158-60-8459 452-54-3551 438-16-0172 585-50-7994 465-76-7356 463-68-7249 477-12-3738 237-52-8734 491-05-9635 474-26-7501 474-34-5181 471-20-4918 457-16-1805 �Glass ill, R. Glastetter, D. Giisson, W. Giowacki, J. Godeke, K. Godwin, G. Goldberg, J. Gomez, L. Gonzales, P. Gonzalez, J. Goodhue, W. Gooding, H. Goodson, K. Gordon, A, Gould, M. Gove, R. Granger, D. Granstrom, A. Grantouskey, S. Gray, C. Gray, J. Gray, Jr., R. Greco, P. Greco, J. Greeff, L, Green, S. Green, W. Greiff, R. Gremillion, J. Grice, R. Griffin, J. Griggs, J. Griggs, B. Grimes, W. Groom, B. Grossman, P. Grow, L. Grumbles, M. Guerra, V. Guidry, R. Guidry, P. Guidry, R. Gutierrez, D. Guzman, F. Haas, S. Hackeny, S. Hadorn, D. Hageman, J. Haizlip, J. Hall, J. .Hall, R. Hamilton, Sr., E. Hammond, C. Hampson, W. Hanks, J. Hannah, C. Hansen, P. Hansen, F. Harden, Jr., J. Hardin, J. Hardy, L Harkey, D. Harper, A. Harris. M. Harris, M. Harris, T. Harris, W. Harris, R. Hart, S. Hartley, M. Harvey, P. Hasten, E. Hathaway, A. Hawthorne, E. Hawthorne, H. Haynes, D. Heald, C. 454-84-7288 486-52-4758 452-05-1355 379-62-5804 452-30-1179 449-94-2850 577-78-0120 584-68-9924 464-74-4156 583-80-3068 020-12-0769 721-01-7508 499-60-1698 518-16-3261 438-76-2752 496-50-8035 456-78-0112 534-01-9251 282-18-9770 456-84-6108 493-28-4546 577-09-4012 471-20-3439 474-58-4898 086-22-7751 490-60-4573 493-58-2445 527-96-7679 438-06-4563 375-30-0816 454-02-7667 464-56-2538 464-22-7484 449-44-5329 264-26-4224 499-56-6991 438-96-7285 463-48-4896 262-28-1670 453-04-4878 437-38-2688 455-29-7425 452-66-0504 580-66-8832 587-90-3514 198-46-7988 401-86-6992 150-52-9527 453-44-5318 416-80-9942 263-48-0359 438-40-0910 439-07-8058 123-22-0198 438-26-0785 263-20-0443 116-48-5115 719-09-3620 486-66-1045 466-88-3271 490-14-1823 461-74-7277 416-96-3868 456-34-5355 465-20-7624 416-84-5162 293-48-6777 577-22-1534 216-68-8024 454-88-6940 413-50-1757 496-20-5429 492-54-4670 263-70-0612 565-12-4220 404-56-9143 110-14-5869 Hearn, Jr., N. Hebert, E. Heberl, J. Hebert, A. Hebert, D. Hebert, J. Hebert, C. Hebert, L. Heddins, V. Helgren, A. Helmstetter, R. Helmstetter, R. Hembree, Jr., J. Henderson, D. Hendrix, A. Hendrixson, R. Henning, E. Henry, R. Henry, Jr., 8. Henson,M. Henson, 8. Herban, C. Herina, J. Herndon, J. Herring, 0. Herzog, G. Hessey, J. Heumann, J. Hickman, R. Hicks, J. Hicks, B. Hicks, E. Higgins, M. Higgins, K. Hill, B. Hill, D. Hines, 8. Hingle, M. Hinton, G, Hoang, V. Hobbs, L. Hodges, G. Hogan, J. Holden, D. Holmes, R. Hoist, J. Hook, W. Hopson, R. Horn, R. Howard, B. Howard, J. Howe, VV. Howell, D. Howes, G. Hubbard, M. Hudson, R. Huff, Jr.. J. Hughes, T. Hughes, W. Hulsart, Jr., T. Hunt, R. Hurd, R. Hurst, G. Hutchins, T. Hyatt, V. Hyslop, J. Iglesias, E. Iglesias, J. Illarraza, R. losue, T. Irish, E. Istre, J. Ives, G. Ivey, G. Ivey, Jr., N. Jackson, P. Jackson, M. 179-24-2123 437-44-7269 439-16-2845 438-36-6910 438-80-4558 461-24-9555 454-02-8138 466-56-2344 462-96-5493 455-14-1946 439-11-2050 439-11-2025 445-78-0548 526-72-5798 549-24-8833 510-07-9990 462-44-0433 465-84-2119 467-06-0292 465-02-2520 492-54-5601 703-01-0490 564-62-6827 534-48-1663 491-44-8341 215-76-2300 216-28-9935 496-64-3350 437-88-2747 420-78-0026 557-36-4053 563-09-1693 143-46-2604 433-06-1797 550-04-1779 535-54-9746 453-62-2043 438-02-4862 451-78-9133 586-44-3237 460-03-9735 459-46-7496 386-68-3988 439-72-5578 499-64-7303 467-56-6438 227-48-4516 452-21-7773 438-07-9793 265-44-8971 723-18-5584 495-24-0128 264-08-3212 007-54-4187 497-68-5403 194-18-0406 576-68-7237 439-92-4641 719-18-4667 456-94-5342 487-46-0641 451-36-0074 227-56-2597 449-52-0645 337-14-1685 714-18-1300 583-42•8945 582-76•5681 584-56 5045 463-98 2444 543-68 7291 438-30 2036 451-18 7597 528-94 8522 587-.68- 4837 235-02- 8403 439-30-5581 Jackson, B. Jackson,J. Jaco, S. Jacobs, R. Jagenow, D. Jagenow, A. Janes, M. Jansen, D. Jarman, J. Jenkins, D. Jenkins, T. Jennings, T. Jewell. F. Johnson, A. Johnson, N. Johnson, J, Johnson, L. Johnson, H. Johnson, 0. Joiner. R. Jolly, Jr., B. Jones, J, Jones, P. Jones, B. Jones, D. Jorgensen, P. Jorgensen, M. Lamarra, D. Lamb, B. Lambert, J. Landa, 0. Landry, B. Landry, J. Lang, T. Larsen, E. Larson, W. Laskey, S. Latimer, J. Latour, G. Latour, L. Latour, L. Latour, P. Laus, A. Lawrence, L. Lawson, Jr., A. Leager, M. Leathern, Jr., E. Leblanc, S. Leblanc, T. Lecierc, A. Ledet, M. Ledet, L. Ledet, R. Ledet, C. Ledet, R. Lee, L. Lee, R. Lee, J. Lee, F. Lee, R. Leech, Jr., J. Leeper, E. Leicher, D. Leivin, A. Leoncy, J. Lesh, A. Lesher, W. Lesndusky, A. Lewis, K. Lewis, J. Lewis, J. Lewis, III, R. Liakos, G. Lilliquist, J. Lindley, R. Lindley, Jr., R. Lindsay, J. Golden Monarch Committee Recertified Bosun Tom Brooks, seated center, files beef with SlU patrolman Ted Babkowski, seated right, at payoff of the Golden Monarch in the port of New York. Others in the ship's committee are: Ismael Rivera, seated left, steward delegate. Standing from the left are: Dean Wooster, engine delegate; G. Koutouras, deck delegate and Fred Landrom, who sails ordinary. 488-66-2754 465-72-6385 335-40-5281 456-12-4988 363-58-6726 386-70-7455 530-32-6368 486-54-9435 419-36-7643 449-92-6095 465-84-1020 401-88-1798 466-80-8922 509-32-7301 534-50-1482 423-82-8997 351-34-9404 367-28-0316 57-36-4131 420-88-6410 494-66-4450 491-30-6625 498-26-5850 459-68-8778 435-86-5899 153-42-9748 460-18-7060 193-38-0122 495-54-0747 489-64-4717 559-34-8061 461-52-7615 438-46-6545 267-25-2724 467-50-0068 574-10-3454 007-54-2888 453-26-9347 477-58-1480 476-09-5472 476-70-5937 470-01-6876 706-12-2377 231-44-6087 039-12-8254 168-46-5321 435-38-9439 438-28-1094 459-52-3454 242-62-0515 438-11-9875 438-02-5478 439-88-6296 439-88-6287 459 08-9190 425-17-8646 453-50-9502 099-26-0213 240-66-9845 246-38-2609 458-96-9200 303-26-5713 439-17-6299 005-03-8585 580-05-0696 722-12-0940 449-03-9073 293-11-4819 459-23-5812 498-60-0755 229-84-9227 138-34-9942 054-13-3186 366-54-3257 465-38-4244 454-90-8455 439-68-2074 Llngenfelter, P. Linsley, S. Livengood, J. Lloyd, D. Lodriguss, C. Lofton, R. Lope, A. Lopez, N. Lotz, W. Loupe, L. Lousson, L. Louviere, S. Louvierre, L. Lovlngfoss, J. Lowe, M. Luckett, G. Ludlam, R. Lupton, R. Lynn, A. Lyon, R. Maddox, E. Magyar, S. Mahon, H. Mainer, B. Malnor, B. Malave, J. Malave, F. Maldonado, W. Maneely, M. Manglaracina, B. Mangini, R. Mannion, K. Mannisto, G. Marchislo, J. Marcus, D. Mardones, E. Marino, J. Marion, F. Marshall, G. Marshall, E. Marshall, 0. Marshburn, III, R. Martin, M. Martin, A. Martin, L. Martin, L. Martin, E. Martin, G. Martinez, L. Martinez, V. Massa, L. Mathis, H. May, G. McCaskill, J. McClelland, J. McCormick, H. McCoy, R. McDaniel, S. McDonald, D. McDonald, L. McDonald, T. McDonough, G. McDougall, F. McEwen, G. McGee, T. McGee, J. McGee, E. McGlothin, D. McGraw, F. McGraw, J. McGreal, T. Mclntyre, J. McKain, 0. McLagan, G. McLain, H. McLendon, E. McLewis, F. 510-30-8312 .567-86-8512 152-54-8974 288-14-8881 438-09-8498 427-82-9281 586-60-7465 582-22-2434 456-16-7875 435-38-1864 206-16-6920 459-08-9227 449-44-5517 568-76-5214 453-68-6667 511-12-1127 462-30-3639 561-64-0561 284-14-1333 493-34-3281 557-00-3323 578-54-8755 450-90-2088 460-92-8612 460-92-8617 580-20-6521 580-20-6524 580-20-1619 452-04-2928 561-30-5573 584-20-4700 083-38-5632 375-42-6396 460-02-9073 466-42-8549 000-00-0001 454-10-4462 545-20-2593 467-96-0784 488-20-9242 451-66-5738 231-86-4103 349-20-6243 433-02-5338 254-40-1849 254-40-2849 490-38-9395 466-17-2626 435-15-0959 582-26-3665 455-58-9444 260-44-2750 464-04-7942 526-88-5578 265-34-9940 264-32-4922 230-88-8341 559-20-4774 454-42-9230 458-62-4399 487-62-9794 537-62-7476 284-12-9119 100-50-1478 457-29-6078 463-54-4129 465-40-9778 464-78-0961 155-12-2701 155-12-3701 120-10-6189 438-64-8622 717-09-4971 272-20-5180 451-30-4450 267-42-6084 453-01-0627 McRea, V. McSwain, J. McVille, M, Mehl, D. Mejias, G. Mekosh, J. Menz, K. Merchant, G. Meskill, M. Metzroth, G. Meuser, W. Meyer, L. Meyers, R. Miles, 0. Millberger, R. Miller, J. Miller. W. Miller, J. Miller, G, Miller, G. Miller, J. .Mire, G. Missing. M. Mitchell, W. Mollick, H. Monroe, E. Monson, B. Moody, 8. Moore, J. Moore, 8. Moore, R. Moore, M. Moore, V. Moore, E. Moore, Jr., E. Moran, J, Moret, P. Morgan, B. Morgan, D. Morgan, D. Morgan, R. Morgan, M. Morgan, D. Morgan, G. Morris, N. Morris, E. Morris, G. Morris, G. Morris, J. Morris, R. Morrisette, R. Morton, 8. Mosher, J. Mosley, R. Mowbray, G. Muirhead, W. Mull, W. Mullen, R. Mulvihill, J. Murphy, B. Murphy, R. Murphy, 8. Murphy, W. Murphy, A. Murray, R. Musaid, A. Myers, M. Mynes, A. Nail, K. Nance, R. Navarro, F. Neal, G. Negard, H. Negron, M. Nelson, L. 587-14-6953 422-58-0209 438-86-6613 455-08-2442 580-80-9686 191-28-2236 493-62-4855 420-92-3399 060-46-2679 521-80-8465 512-52-9968 481-24-0901 432-52-7069 467-30-2181 419-82-9880 417-76-7423 257-10-3302 501-52-6153 212-56-5000 721-09-0035 587-50-8574 439-22-7145 000-03-0134 504-24-0161 471-16-3436 406-34-2700 462-70-4131 449-70-5911 449-23-2433 452-04-1487 463-70-1427 529-24-1368 544-56-5485 457-20-3145 449-04-7451 527-46-9819 582-70-0414 409-40-5615 434-18-1701 453-36-6483 155-18-4611 264-68-0452 463-36-3023 466-48-1198 467-92-5374 466-38-2973 461-70-1533 288-94-6831 234-30-9701 453-62-0758 230-12-0605 436-66-4558 553-64-1021 509-56-3971 239-86-0693 587-44-0440 386-01-0366 458-96-9442 048-58-5796 383-68-6068 458-82-4128 458-82-4163 460-96-3570 456-58-6057 436-98-5103 565-58-5549 495-28-3917 498-44-2094 400-76-9726 224-60-1079 576-38-2085 493-22-1774 470-01-7410 588-26-4136 461-76-7934 Continued on Page 42 OalloM/'ay Co The ship's committee on the Sea-Land Galloway get together during recen^ payoff in Port Elizabeth, N.J. They are from the left: A. Seda, secretaryreporter; Recertified Bosun George Burke, ship's chairman; J. Gleaton, stew­ ard delegate; J. Linton, engine delegate, and R. Nickalaskey, educational director. January 1978 / LOG / 41 �Continued from Page 41 458-04-8586 Nelson, S. 452-46-6055 Nofzel, M. 463-24-8186 Newman, C. 457-48-6989 Newton, F. 451-88-3734 Niday, ill, J. 581-68-8691 Nieves, E. 461-08-5034 Nigra, J. 231-30-1437 Nipper, Jr., D. 452-74-4191 Nixon, L. 452-74-4199 Nixon, W. 236-48-0794 Noble, L. 420-10-8623 Norris, A. 465-76-6940 Norris, H. 423-14-3453 Northrope, M. 457-74-9385 Nowlin, T, 029-42-6111 Nugent, M. Nunery, B. 267-27-0301 Nupp, Jr., G. 483-30-5439 Oakley, 0. 120-50-7538 572-07-9826 O'Brien, P. Ockmati, C. 438-64-9162 513-60-3826 O'Daniel, T. 416-40-6881 Odom, 0. 419-84-7066 Odom, J. 457-96-8896 O'Farrell, J. 438-24-2566 Ogeron, C. Ogeron, Jr., C. 458-90-1294 Ogle, J. 551-34-4082 025-42-7590 Olderich, C. 457-58-7497 Olsen, H. 474-03-6888 Olson, F. 495-72-9855 O'Neal, J. 217-26-0079 O'Neal, A. 464-92-2.569 Orcutt, W. 577-24-5924 Orfield, G. Orr, L. 438-38-9068 Ortiz, P. 582-18-7587 581-80-6620 Ortiz, W. 570-52-5246 Osborne, G. Oshea, J. 089-46-7276 Otis, W. 460-10-9119 Owens, 0. 435-22-8335 246-12-4437 Owens, B. 428-66-0844 Paige, G. 082-46-6488 Paloumdis, G. 435-92-8660 Parker, G. Parker, J. 457-70-9816 574-22-6894 Pascasio, A. 453-18-3069 Pasur, R. Pain, J. 439-50-2633 488-40-2020 Patton, 1. Patty, E. 436-44-9999 527-36-8115 Paul, R. 313-14-9216 Pawlak, J. 509-38-8993 Payne, J. Pelsue, T. Perales, R. . Perez, T. Perry, J. Perry, R. Peterson, L. Pettman, 0. Pfeil, R. Ptian, D. Phan, V. Phelps, D. Phillips, R. Piantieri, N. Pickerins, J. Pierce, D. Pinney, W. Pitre, R. Pitt, W. Piusinski, G. Plash, III, S. Plash, Jr., S. Pohlman, S. Pointer, D. Polk, L. Pollard, M. Poont, P. Pope, J. Porcelli, L Poskonka, S. Poskonks, S. Potter, L. Pottgen, R. Potts, J. Potts, W. Poulsen, 0. Pounds, W. Powell, K. Powers, R. Prehm, R. Prehm, W. Pressley, E. Prewitt, H. Price, E. Pritchett, K. Prosser, III, A. Pruitte, D. Prusia, D. Puckett, D. Purcell, W. Purser, J. Putegnat, H. Quebedaux, R. Quion, B. Rafferty, T. Rafferty, R. Ragan, 0. Raines, R. KNOW YOUR RIGHTS 030-42-5353 461-14-0495 580-30-9619 445-16-9226 261-21-2592 513-28-8413 244-82-4732 493-46-9152 586-32-9042 586-44-8445 432-58-5309 221-40-8212 712-16-4580 430-34-5643 229-82-5950 474-18-4510 439-72-8614 222-62-4833 366-62-7255 467-19-8195 452-36-2381 498-64-0675 500-38-8986 452-36-5847 728-05-0332 178-40-6375 457-84-9676 712-16-4584 718-10-2197 712-10-2197 312-50-5150 496-48-3721 451-58-8149 450-56-1821 562-09-9149 424-56-2361 561-50-6149 373-58-0992 494-34-1851 229-86-4452 401-20-7346 463-44-0290 439-38-9939 421-76-6112 494-66-2859 496-64-3287 483-70-9467 438-54-1509 497-38-8612 231-66-6489 467-14-7207 465-84-1230 586-60-3364 474-14-0254 186-36-0636 308-52-4509 496-66-0117 Raines, R. Rains, W. Ramirez, L. Ramirez, L. Ramos, L. Ramos, J. Ramos, H. Ramos, R. Rampton, G. Rampy, A. Rampy, T. Ramsey, H. Ramsey, J. Rankins, A. Ranna, J. Rasom, Jr., W. Rappold, T. Ratley, S. Rauner, R. Rebollo, J. Redditt, R. Redford, G. Reed, G. Reed, J. Reed, E. Reed, Jr., M Reed, Sr., M Respess, R. Retherford, 0. Reyes, D. Reynolds, W. Rhoades, 0. Rhoads, R. Rhyne, J. Richard, E. Richardson, G. Richardson, P. Richardson, G. Richardson, M. Ricker, R. Ricketts, L. Rider, J. Ridgeway, W. Rivera, 8. Rivera, V. Rivera, E. Rivera, R. Roach, R. Robb, D. Robbins, D. Roberts, 0, Roberts, J. Robertson, B. Robinson, T. Robinson, R. Robinson, J. Rochester, M. 567-70-3030 717-09-4567 438-06-7278 584-42-0815 580-72-1275 582-52-3186 581-66-5657 581-07-0271 528-54-8779 465-06-8399 459-52-2475 449-18-4796 438-09-7506 422-03-0316 438-70-0236 453-66-2796 438-62-1823 401-20-0737 092-40-8261 582-76-7338 238-46-9455 488-60-8441 531-14-9588 550-26-5476 453-86-0806 451-94-6922 451-30-8326 228-80-7165 438-22-3852 486-43-6768 467-60-6980 006-20-5044 446-46-4766 513-5a-0172 438-92-4027 419-20-3085 456-96-6313 466-05-5038 459-08-8926 578-01-7051 315-52-8786 466-52-3190 568-26-6335 583-90-5643 583-38-9431 580-50-9178 584-42-7929 274-05-5674 454-78-9404 007-18-1189 461-18-4025 487-62-0222 491-36-2287 536-42-3958 347-52-5919 413-78-2934 467-26-8145 Rodgers, D. Rodgers, Sr., C. Rogers, G. Rogers, A. Roman, G. Roman, S. Roman, L. Romeo, Jr., J. Romero, E. Rosado, A. Rose, R. Rosenthal, A. Ross, J. Ross, J. Rosser, J. Rossi, II, R. Rossier, R. Rowbatham, H. Rozelle, P. Rubenstein, P. Rudel, 0. Rushing, W. Russell, W. Russell, C. Russell, R. Russell, R. Russell, R. Russell, Jr., W. Ryan, J. Ryan, III, P. Ryan, Jr., P. Sadler, 0. Saeed, S. Salaman, J. Salametes, J. Salch, R. Salthrez, W. Sammon, Jr., J. Sanchez, A. Sanchez, M. Sanderson, B. Sanders, M. Sanders, T. Santiago, F. Santos, F. Santos, Jr., C. Sarvis, J. Sarvis, Jr., L. Saucier, L. Schmitt, A. Schneider, K. Scholl, W. Schweiss, D. Scoggins, J. Scott, R. Seago, A. Searles, W. KNOW YOUR RIGHTS FINANCIAL REPORTS. The constitution of the SlU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which arc to be submitted to the membership by the Secretary-Treasurer.. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommenda­ tions. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Ciiilf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All e.xpenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and senior­ ity are protected exclusively by the contracts between the Union and the employers. (Jet to know your shipping rights. Copies of the.se contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board by certified mail, return re­ ceipt requested. The proper address for this is: Frank Drozak, Chairman, Seafarers Appeals Board 275 - 20lh Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are avail­ able in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU 42 / LOG / January 1978 465-08-0450 453-24-7586 571-36-0060 217-40-0874 113-28-8052 189-34-9144 580-42-1030 227-68-2520 438-38-6484 053-30-9986 587-50-4018 460-10-1201 455-38-5280 494-26-0526 438-13-7535 424-80-1423 433-92-4710 438-08-7695 021-40-7493 492-52-6406 502-18-3806 463-32-1876 438-48-9016 464-76-8886 561-24-9793 561-24-9798 403-34-2211 464-76-2413 465-28-9410 454-78-8999 461-18-0787 717-09-6239 546-13-4597 584-12-4228 041-52-5397 076-48-8035 104-20-3973 465-19-8881 581-66-3780 585-26-4869 587-84-6795 466-82-7711 487-44-9990 582-16-5133 583-26-4241 027-36-7257 454-02-9505 452-94-5787 436-94-2427 438-60-8816 438-98-0637 499-30-3117 496-66-1050 430-23-8626 434-68-9935 260-20-2113 107-38-7557 Sears. L Seay, R. Sagrest, H. Seier, J. Self, A. Sendejas, Jr., A. Serveh, B. Seward, W. Sharon, N. Sharp, G. Sharp, G. Shauger, P. Shearer, D. Shedron, G. Shelton, R. Shepard, G. Sheppard, J. Shields, H. Shipley, D. Shircel, 0. Sholar, E. Shurley, T. Shurley, Jr., J. Simar, J. Simmons, J. Simmons, K. Simmons, R. Simms, E. Simone, A. Simons, R. Simonton, P. Sirron, J. Skagen, W. Skelton, R. Slagle, J. Sloan, F. Slone, L. Smith, T. Smith, J. Smith, B. Smith, M. Smith, R. Smith, L. Smith, L. Smith.e. Smith, P. Smith, H. Smith, J. SiTillh, F. Smith, D. Smith, R. Smith, Jr., J. Smith, Jr., W. Snell, J. Snodgrass, J. Snow, R. Sobba, M. 262-56-9878 244-76-0711 453-86-2427 487-46-4976 4.55-15-9931 457-82-8949 523-56-1990 456-12-0989 438-16-3725 478-32-6649 478-22-6649 721-09-9774 498-62-1443 489-52-7243 575-68-7717 565-32-7735 465-36-6998 439-08-9895 510-26-0995 369-03-9457 237-36-1238 453-11-0402 460-19-6351 458-10-8665 229-64-0632 461-84-4774 452-72-7744 706-10-5775 720-05-8026 135-48-5628 459-03-4202 431-72-2201 533-58-2983 454-94-0713 407-46-4283 495-34-2636 459-50-6883 369-22-7522 370-46-9621 493-62-7232 460-42-7510 455-42-3587 467-56-6091 467-94-0178 522-70-3182 518-48-7232 490-32-1586 217-76-5969 438-62-3467 450-90-4087 424-90-6686 423-52-6186 465-62-6886 452-68-2504 492-60-5454 723-18-7241 496-64-6018 KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGA­ TIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its con­ tents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. lllliH!l||||lllll||||llill|||lllllll|||llllll||lllllllillfllllliillll|||||||lll||||||ll|||||H^ patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY —THE LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circum­ stances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to Union headquarters. EQUAL RIGHTS. All members are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no member may be disciTminatod against because of race, creed, color, sex and na­ tional or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify Union headquarters, SEAFARERS POLITICAL ACTIVITY DONATION —SPAD. SPAD is a separate segregated fund. Its pro­ ceeds are used to further its objects and purposes includ­ ing, but not limited to, furthering the political, social and economic interests of maritime workers, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and boatmen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contribution may be solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as a con­ dition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Sup­ port SPAD to protect and further your econofhic, poli­ tical and social interests, and American trade union concepts. If at any time a member feels that any of the abovie rights have been violated, or that he has been denied his constitutional right of access to Union records or infor­ mation, he should immediately notify SIU President Paul Hall at headquarters by certified mail, return receipt requested. The address Is 675 - 4th Avenue, Brooklyn. N.Y. 11232. �i Solomon, S. Bonnier, Jr., N. 1 Sorensen, R. I Sorensen, D. Sorenson, J. ! Soudelier, H. 1 Soutullo, Jr., W. Spain, R. Spalding, N. Spencer, D. Spencer, S. Spiller, K. Spivey, E. Spooner, E. Squire, H. Stancil, J. Standard, G. Stanga, Jr., F. Stanger, R. Stanley, A. Staples, F. Stateler, R. Steadham, G. Steber, W. Steckel, D. Stepan, P. Stephens, J. Steurer, J. Stevens, R. Stevens, T. Stewart, L. Stewart, A. Stewart, J. Stinson, R. Stirton, 1. Stonestreet, C. Storch, D. Story, R. Strauss,'III, E. Strawn, J. Strickland, T. Strickland, F. Strickland, G. Strode, B. Stroh, M. Stubblefield, B. Suedmeyer, G. Suitt, K. Sullivan, J. Sumrall, J. Sutton, Jr., L. Swann, T. Sylvester, R. Talbot, J. Talcott, G. Tanner, G. Tarifa, L. Tatum, J. Tatum, H. 424-66-9734 457-52-9512 564-56-5551 476-38-9286 373-58-0791 438-34-6995 417-74-6539 419-46-1138 303-48-9525 438-98-1255 438-62-5229 463-82-3684 452-32-9514 721-18-0635 438-26-4953 526-55-0189 452-02-9107 435-13-7044 483-62-6990 496-28-6236 170-36-7015 500-18-2098 439-80-1287 468-98-3483 208-38-7936 472-32-0211 469-92-8159 263-55-5469 151-50-3137 526-35-6797 438-80-0475 239-52-8625 466-96-6538 431-78-8497 271-28-8609 419-64-6529 452-84-9829 400-82-8722 267-92-4765 432-80-7119 452-72-0701 567-07-0725 455-82-2602 565-24-8988 374-66-6641 498-16-0061 508-18-8173 454-64-9556 505-34-4054 450-90-3897 486-70-7340 453-18-3086 093-26-6856 166-16-3783 291-12-2604 547-80-6741 533-24-0894 453-26-3620 580-01-9832 Tatum, H. Taylor, J. Taylor, A, Taylor, J. Taylor, A. Taylor, L. Teasenfitz, M. Tech, E. Teller. C. Theriol, N. Thomas, S. Thomas, P. Thomas, M Thomas, P. Thomas, R. Thomas, G. Thomas, C. Thomas, F. Thomas,-Jr., P. Thomason, D. Thompson, D. Thompson, hi. Thornhill, T. Thorsteinsson, J. Threlkel, R. Tibbetts, L. Tiedeman, F. Tierney, D. Tierney, J. Tigett, Jr., V. Tilton, M. Tisdale, J. Titus, J. Tofano, R. Torres, G. Torres, E. Touchette, E. Toups, J. Trahan, A. Trahan, T. Trahan, R. Travelbeo, III, G. Triche, R. Trimble, H. Trinidad, G. Trosclair, D. Trosclair, J. Troup, R. Tuberville, J. Tuberville, W. Tucker, T. Turkouich, F. Tyler, III, R. Tyra, M. Underhill, J. Urriola, J. Vachow, K. Valentine, P. Vanderport, A. Notke toMemhen (h Sh^uy ProeeAire Wheh throwingin for wofk dur­ ing a job call at any SiU Hiring Hall, memfoers most produce the following: • membership certificate • registration card • clinic card • seaman's papers • valid, up-to-date passport In addition, when assigning a job the dispatcher will comply with the following Section 5, Subs^tion 7 of the SIU Shipping Rules: "Within each class of seniority raltipg in every Department, prior^ ity fpr entry rating j<dMS shall be ^vfitt tu all seamen who possess Lifeboatnian endorsement by the Unihed States Coast Guard. Ihe Seafarers Appeals Board may waive the preceding seuteuce when, in the sole |udgiiient of the Board, un^ue harttm tesnlt or extenuating circumstances war­ rant such waiver.^ Also, all entry rated members must show their last six months dischaiges. Further, the Seafarers Appeals Bkiard has ruled that "C clat^catkm seamen may only renter and sail as mitry ratiiigs in onlyiohP department.'* 580-10-9832 224-36-3491 223-20-6922 453-16-4292 434-96-5346 006-22-3180 717-12-7439 474-26-4143 450-66-6754 466-56-0521 466-43-1630 462-44-1126 .456-44-0543 450-50-9505 262-46-1785 531-84-2444 703-01-0.528 215-14-6521 450-15-6861 487-52-1069 263-28-3254 444-32-4158 449-82-8070 099-30-5746 506-26-7508 450-28-1528 706-18-6854 438-76-1331 435-88-2888 466-32-4736 456-16-1898 453-30-2693 458-14-6920 123-54-9362 563-13-8748 438-02-7031 439-46-1779 459-56-7040 455-21-0602 463-66-8153 454-70-2889 438-70-5951 435-02-0359 463-66-8422 580-26-2920 438-80-3892 438-34-1271 457-52-9867 421-76-7658 421-72-5480 112-40-9363 583-32-4161 263-04-5699 452-56-2324 157-36-6.327 .529-78-2552 386-46-4152 433-30-7684 475-07-8680 »• <»— » »•«— :iS— Varner, J. Varney, S. Vaughn, F. Vaughn, K. Vazquez, J. Vazquez, J, Velanfi, J. Ventimiglia, W. Vergara, R. Vernon, Jr., J. Vickers, R. Vilanueva, I. Villaneuva, R. Vinson, W. Vito, R. Wagner, C. Wagner, Jr., C. Wagner, Jr., R. Wakefield, R. Walczak, B. Wales, W. Walker, D. Walker, M. Walker, Jr., A. Wall, K. Walston, W. Walters, H. Walters, L. Waltman, C. Walton, J. Ward, J. Ward, W. Ward, J. Ward, J. Warren, M. Waters, E. Weaver, G. Weaver, A. Webber, J. Weekley, J. Welch, E. Welch, E. Seventy-one cents of even dollar spent in shipping on American-flag vessels remains in this countiy , making a ver> substantial contribution to the . ^ national balance of payments and to the nation's economv. Use U.S.-flag ships. It's good for the Americany maritime industry, the American shipper, and America. 344-80-7626 485-34-7921 412-38-6200 417-48-9652 583-22-0147 584-03-9332 500-56 9578 493-54-7486 582-40-3095 435-28-3043 456-78-1053 581-88-9031 580-78-1100 400-66 7278 438-40 5025 457-22-9837 452-94 -3410 153-56 -6400 457-20 8073 472-32 -9166 462-68 -3202 467-20 •2245 419-88 •4513 424-76 •4210 466-76 •8652 242-28 7129 456-24 8337 450-94 8422 438-30- 6006 203-18- 6763 450-94-9344 566-36-7640 453-66 9970 428-40-8744 454-98- 0371 722-14-9398 462-68-3317 422-82-9843 461-52-5549 491-60-4956 463-36-4235 463-44 0658 423-30-0362 460-84-5622 466-76-9118 466-18-2154 587-78-5833 489-40-0636 498-36-1409 493-64-9858 224-70-1093 158-09-1505 104-42-2927 451-52-7494 228-30-1566 228-30-2566 490-52-4109 424-70-2847 449-36-3398 462-80-6162 456-19-8411 494-50-3634 457-74-9418 274-20-4824 520-60 6358 486 18-3891 162-46-0829 477-30-8034 542-42-7539 220-20-3410 492-32-9994 490-62-4312 496-40-1280 462-48-5466 464-56-9759 465-09-9360 400-08-0219 438-48-4166 395-32-2809 476-50-4882 420-58-4095 486-36-7117 494-28-3758 439-60-2901 Welch, J. Weller, D. Wells, S. West, W. West, N. Wheeler, B. Wheeler, W. Wheeler, W. White, D. White, G. White, J. Whitman, H. Whittington, J. Whittington, J. Wierschem, D. Wiggins, R. Wigley, A. Wigley, J. Wigley, Jr., A. Wilburn, F. Wilcher, A. Wilgus, J. Wilkins, G. Wilkinson, J. Wilkinson, A. Wilkosh, T. Willey, J. Williams, R. Williams, T. Williams, R. Williams, A. Williams, J. Williams, K. Williams, S. Williams, fvl. Williams, 0. Williamson, R. Willuuyhby, A. Wilson, J. Wilson, J. Wilson, K. Wilson, Jr., J. Wilson, Sr., C. Wimberly, J. Windham, R. Winfield, L. Wingato, J. Winklemann, G. Witkowicki, A. Wix, R. Wolverton, F. Womack, D. Woodburn, J. Wooden, R. Woods, G. Woods, D. Woods, Jr., G. Woody, J. Woody, K. Worrell, J. Wozunk, J. Wray, J. Wright, R. Wright, F. Wunsch, A. Wyatt, W. Wyllie, J. Yafai, Y. Yandle, F. Yates, A. Yates, C. Yehia, T. Yocom, G. York, S. York, Sr., J, York, Sr., J. Young, L. Young, 0. Young, F. Zadropa, J. Zahler, R. Zeller, R. Zenos, J. Zorn, W. 428-12-6323 418-66-2185 434-48-9473 277-72-5737 362-34-9069 496-64-5086 099-46-6497 465-38-5425 413-84-0370 498-52-2885 495-62-8471 406-40-6851 460-46-9049 439-11-6904 463-29-5887 465-66-3159 452-96-5173 513-05-9285 159-22-7431 333-44-1637 452-26-0333 716-01-8928 460-78-7514 229-50-2716 456-94-5143 125-40-1924 230-14-9046 467-58-0374 465-24-0515 081-46-5195 452-26-1224 489-66-3092 499-62-2706 498-36-8221 465-07-5063 464-04-1915 423-50-4616 466-92-4435 534-14-0525 544-46-7834 452-84-7658 458-60-3476 Dimtclieps Repirl forMides •TOTAL REGISTERED All Groups Class A Class B Class C DEC 1-31 1977 TOTAL SHIPPED All Groups Class A Class B Class C "REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT 5 1 3 8 2 2 1 22 Alpena Buffalo Cleveland . ..' Detroit Duluth Frankfort Chicago Totals 1 0 1 1 0 0 0 3 0 0 0 0 0 1 0 1 7 0 4 14 2 3 2 32 15 1 8 15 2 4 1 46 0 0 2 6 0 4 0 12 4 3 2 7 6 2 18 42 0 1 0 1 2 0 3 7 0 1 0 0 1 0 0 2 1 1 5 2 1 2 13 0 1 9 28 0 0 2 2 0 0 1 5 1 1 0 0 1 0 1 4 0 0 0 0 0 0 1 1 0 1 0 4 0 2 2 9 1 0 0 1 0 0 0 2 0 0 0 0 1 0 0 1 3 3 5 21 3 0 9 44 11 3 8 17 5 3 4 51 10 12 0 14 6 1 6 49 123 65 56 ENGINE DEPARTMENT Alpena Buffalo Cleveland Detroit Duiiith Frankfort Chicago Totals 0 6 0 14 0 0 1 2 0 0 0 3 1 0 0 1 0 0 1 3 8 0 2 8 1 3 1 23 0 0 1 o 17 0 3 2 0 1 0 23 6 STEWARD DEPARTMENT Alpena Buffalo Cleveland Detroit Duluth Frankfort Chicago Totals 0 0 0 3 1 0 4 0 0 0 1 0 1 0 2 0 0 0 0 0 0 1 1 2 1 0 4 0 3 1 11 2 0 2 1 1 2 0 8 ENTRY DEPARTMENT Alpena Buffalo Cleveland Detroit Duluth Frankfort Chicago Totals Totals All Departments . .. • .. 2 55 11 0 2 12 2 4 1 32 1 0 2 7 1 4 0 15 40 20 66 77 18 *"Total Registered" means the number of men who actually registered for shipping at the port last month. **"Registered on the Beach" means the total number of men registered at the port at the end of last month. Januaiy 1978 / LOG / 43 �NMC Ads Promote U.S. Merchant Fleet In the event that any SIU members have legal problems in the various ports, a list of attorneys whom they can consult is being published. The mem­ ber need not choose the recommended attorneys and this list is intended only for informational purposes: The following is a list of recom­ mended attorneys throughout the United States: Below is one of the many ads that the National Maritime Council is running in the national news media. To encour­ age support for a strong U.S. merchant marine, the NMC is running these ads in some of the major news publications, such as, Time and Newsweek. The Council wants to encourage American business to ship on U.S.-flag ships. So the ads are also running in business oriented publications like the Wall St. Journal. The National Maritime Council is composed of government, company and union representatives who are interested in promoting a viable U.S. merchant marine. IfyouwantasbxHiger , America, there isrft any choice. NKVV YORK, N.Y.—Schulman. Abarbancl & Schlcsingcr 350 Fifth Avenue New York, N.Y. 10001 Tele. i(212) 279-9200 BALIIIVIORi:, Ml).—Kaplan, Heyman, Greenberg, Engelman & Belgrad Sun Life Buikling Charles & Redwood Streets Baltimore. Maryland 21201 Tele. #(301)539-6967 If you ship goods overseas, you may not know or care which flag the ship flies. If you're concerned with this country's well-being, we urge you to care. While other nations have been aggressively supporting ships flying their own flags, the American merchant marine has diminished in importance in the past sev­ eral decades. Our postWorld War II fleet of over 4800 U.S. flag merchant ships have shrunk to 577. We're 10th in fleet size in the world trade community (Russia's fleet is 400% larger) and 8th in mer­ chant ship construction. We are at a crucial point regarding the health of our merchant HOlJSrON, TEX.—Combs. Arehcr & Peterson Americana Building 811 Dallas Street Houston, Texas 77002 Tele. #(713)659-4455 TAMPA, FLA.—Hamilton, Douglas and Bennett, P.A. 2620 W. Kennedy Blvd. Tampa, Fla. 33609 Tel. #(813) 879-9482 SAN FRANCISCO, CALIF.John Paul Jennings, Henning and Walsh 100 Bush St., Suite 1403 San Francisco, Calif. 94104 Tel. #(415) 981-4400 s r. LOUIS, MO.—Gruenberg & Sounders 72 i Olive Street St. Louis, Missouri 63101 Tele. #(314)231-7440 marine. The industry has been making great advances in technological innovations, manpower training, efficiency of operation and overall relia­ bility of service. Yet, despite this continual upgrading, today less than 6% of U.S. foreign trade is carried on ships flying the U.S. flag. Compare that to other major nations who have 50% of their foreign trade carried on their own merchant ships. Like other countries, we owe a fair share of fiyr ship­ ping to QUL ships. Shippers in other countries give prefer­ ence to the merchant ships of their nation; we believe American shippers should do the same. Obviously this would be unreasonable if the rates were higher or the service inferior. But if it costs no more and the service is unsurpassed, why shouldn't your cargo go on ships flying your nation's flag? If you are not involved with shipping, you can still tell your Congressmen how you feel about a strong American merchant marine. If you'd like to know more, send for our booklet on U.S. Flag Shipping. Write National Maritime Council, Box 7345, Washington, D.C. 20044. National Maritime Council Management, labor and government working together for a strong, stable U.S. flag shipping industry. •"^1^ w NEW ORLEANS, LA.—Dodd, Barker, Boudreaux, Lamy & Gardner 1400 Richards Building 837 Gravier Street New Orleans, Louisiana 70112 Tele. #(504) 586-9395 % LOS ANGELES, CALIF.—Bodle, Fogel, Julber, Reinhardt & Rothschild 5900 Wilshirc Boulevard Los Angeles, Calif. 90036 Tele. #(213)937-6250 MOBILE, ALA.—Simon & Wood 1010 Van Antwerp Building Mobile, Alabama 36602 Tele. #(205)433-4904 DETROIT, MICH.—Victor G. Hanson 19268 Grand River Avenue Detroit, Michigan 48822 Tele. #(313") 532-1220 FALL RIVER, MASS.—Patrrcx H. Harrington 56 N. Main Street, Bennett Bldg. Fall River, Ma.ss. 02720 Tele. #(617) 676-8206 SEATTLE, WASH.—Vance, Davies, Roberts, Reid & Anderson 100 West Harrison Plaza Seattle, Washington 98119 Tele. #(206) 285-3610 CHICAGO, ILL.- -Katz & Friedman 7 South Dearborn Street Chicago, 111. 60603 Tele. #(312)263-6330 44/ LOG/January 1978 DCHS'T GIVE UP THE SHIPS In Any Seafarer or Boatman who is tnken to a hospital other than a USjPHS facility for emergency treatment, must notify the nearest g|iJSPHS hospital of his situation yi^in 48 hours, and it Is suggestedL. hat the notification be made by v7 • iv." ram hers have made it a practice to notify USPHS by phone. Unfortu­ nately, when it comes time to pay the billj, there have heen '^cm^ when USPHS has refusi^ to p^ up the tab claiming th^ toe im record of the ttykphime caB^ ever, by u^ing tetoams you w :toe.|)Oi^a^ tually notified USPHS withib prescribed pmod and at tlw^i time you will eliminate any confe-c^ sibn dcaluig with phone calls. Itt you have no recourse, thougl^: ^ use yon should nudce it a pomt to get the nam^ �Paul D. Klippel Mark Stewart James Gaveiek Seafarer Paul D. Klippel, 23, has been shipping with the SIU since he graduated from the Harry Lundeberg Entry Program a year ago. He sails in the deck depart­ ment. He returned to Piney Point in 1977 for his AB and tanker man endorsements. He also re­ ceived his firefighting, lifeboat and cardio-pulmonary resuscitation tickets. Brother Klippel was born and raised in Queens, N.Y. Presently, he resides in Valley Stream, N.Y. and ships out of the port of New York. Seafarer Mark Stewart, 24, began sailing with the SIU as a wiper after com­ pleting the trainee program at .the Harry Lundeberg ^ School in 1973. In 1975 he returned to •\ J „ the School to up­ grade to FOWT. He also received his lifeboat, firefighting and cardio-pulmo­ nary tickets at Piney Point. A native of Houston, Brother Stewart currently re­ sides in A ustin, Tex. He ships out of the port of Houston. Seafarer James Gaveiek, 23, gradu­ ated from the Harry Lundeberg School in 1975 and sailed in the deck depart­ ment. He has since achieved his FOWT and AB endorse­ "i i ments. He has also received his firefighting, lifeboat and cardio-pulmonary tickets. Before join­ ing the Union, he sailed with the IBU of the Pacific. Brother Gaveiek is a native of Ohio. He has shipped on the Great Lakes, inland and deep-sea. Ted McCormick John S^ Penrose Seafarer Ted Mc­ Cormick, 25, began sailing with the SI U as a third cook after graduating from the Harry Lundeberg Trainee Program in 1975. He later re­ turned to Piney Point in 1977 to re­ ceive his cook and baker endorsement. He has also received his firefighting and lifeboat tickets. Brother McCormick was born and raised in Cleveland and currently resides in Kirkland, Ohio. He ships out of the port of New York. Seafarer John S. Penrose, 26, began sailing as a wiper in 1975, after attend. ing the Harry Lun­ deberg School. During the trainee I program, he was \ bosun of his class. 'He returned to Piney Point to earn his FOWT endorse­ ment, as well as his lifeboat, firefighting and cardio-pulmonary rescu.scitation tickets. An Air Force veteran, Brother Penrose was born in Catskill, N.Y. and raised in Plant City, Fla. He ships out of the port of Tampa. Seafarer Thomas A. Koubek, 20, started sailing with the Union as a wiper after com­ pleting the Harry Lundeberg Trainee Program in 1976. He no»' sails FOWT, since up­ grading at Piney Point in 1976. He has also earned his lifeboat, firefighting and cardio-pulmonary resuscitation cards. A native of Houston, Brother Koubek now re.sides in Kemah, Tex. and ships out of Houston. Thomas A. Koiibek Keith D. O'Bryan Seafarer Keith D. O'Bryan, 23, joined the SIU after at­ tending the Harry Lundeberg School in 1973. He was bosun of his trainee class. He has since returned to Piney Point to upgrade to AB and to earn ..is lifeboat, firefighting and cardio-pulmonary resuscitation cards. Brother O'Bryan was born in Richland, Wa.sh. and raised in Pitts-' burgh, Pa. Presently, he resides in St. Petersburg, Fla. and ships out of the port of Tampa. James White Seafarer James White, 22, joined the SW in 1974 af­ ter graduating from the Harry Lunde\ berg Trainee Pro' gram. He begdth sailing as a wiper and has since up­ graded to FOWT. To his credit, he has his firefighting, life­ boat and cardio-pulmonary resuscita­ tion cards. Brother White is a native and resident of San Diego. He ships out of the port of San Francisco. Seafarer Kelly Davis, 23, is a 1974 graduate of the Harry Lundeberg Trainee Program. He returned to Piney Point in 1977 to re c e i v e h i s FOWT endorscffjcuP //£> /jas also earned his lifeboat, firefighting and cardio-pulmonary resuscitation tickets. Brother Davis is a native of California and resides in Houston. He ships out of the port of Houston. ST Monticello Victory Chrys Brown Seafarer Chrys Brown, 28, gradu­ ated from the Harry Lundeberg School in 1973. He later re­ turned to the School to earn his AB and tankerman endorsei ments. He also reI ceived his firefight­ ing and lifeboat tickets. A veteran of the Coast Guard, Brother Brown was born in Pennsylvania and raised in St. Petersburg, Fla. where he presently re­ sides. He ships from the ports of Tampa and New Orleans. Kelly Davis Douglas Wolcott Seafarer Douglas Wolcott, 22, gradu­ ated from the Harry Lundeberg Trainee Program in 1974. He started sailing with the SIU as a wiper but later i switched to the deck department. He la­ ter returned to Piney Point to upgrade to AB. He also earned his tankerman, lifeboat and firefighting endorsements. Brother Wolcott is a native and resident of San Franci.sco. He ships out of the port of San Francisco. Last month at the Nepco Dock in Greenpoint, Brooklyn, N.Y., the Ship's Com­ mittee and one of the engine room men of the ST Monticello Victory (Victory Carriers) paid off. They are (standing) Steward Delegate Walter Cutter, Deck Delegate Nick Caputo and Recertified Bosun Gregory Troche, ship's chair­ man. Seated (I. to r.) are Chief Steward Frank Paylor, secretary-reporter and 3rd Engineer Glenn Langston. Shipping Report for Inland Waters FOR THE MONTH OF DECEMBER 1977 TOTAL JOBS SHIPPED Permanent Jobs Relief Jobs Class A Class B BALTIMORE BOSTON ... HOUSTON JACKSONVILLE NEW YORK MOBILE NORFOLK ..... . .V ... NEW ORLEANS ... PADUCAH PHILADELPHIA . . .... . . PINEY POINT PORT ARTHUR .. . .. . PUERTO RICO ........... . RIVER ROUGE . . ; . ^.. . ST. LOUIS . , . . .. . . . .. . . .. . TA.MIPA • • •» .. V.5.:.• • 4-'' 0 0 0 0 5 2 0 5' 0 0 ^ 0 0 0 0 4 2 4 10 0 0 0 0 9 11 0 1 0 0 • 5 •19 0 0 TOTAL ALL PORTS .L .. vv^v :. 37 - 40 Class C Chss A Class B TOTAL MEN REGISTERED ON BEACH Class C Class A Class 4 0 9 1 0 5 0 3 0 81 0 8 1 14 14 0 0 0 8 2 0 0 0 13 29 0 0 27 3 0 14 .0, 2 0 0 0 0 109 10 - 0 0 77 0 0 0 0 0 0 13 0 0 0 0 4 0 0 1 37 0 0 0 0 0 0 0 0 0 0 0 0 0 0 16 0 0 0 0 0 0 0 4 0 4 7 0 9 64 10 0 113 0 5 0 36 . 10 0 96 198 56 16 262 140 ..iJ January 1978 / LOG / 45 �770 IhHiatcil $100 or Alorc To SPAII lliiriiHl t»77 The following SIU members and other concerned individuals, 776 in all, have demonstrated an active interest in participating in political and legislative activities which are vital to both our job security and our social and economic welfare, by voluntarily donating $100 or more to the Seafarers Political Activities Donation (SPAD) fund during 1977. (The law prohibits the use of any union money, such as dues, initiation fees, etc., for political activities. The most effective way the trade unionist can take part in politics is through voluntary political contributions. SPAD is the Union's separate segregated political fund. It solicits and accepts only voluntary contributions. It engages in political activities and makes contributions to candidates. A member may voluntarily contribute as he sees fit or make no contribution without fear of reprisal.) Thirty-three who have realized how important it is to let the SlU's voice be heard in the Halls of Congress have contributed $200, 11 have contributed $300, 2 have given $400, and two $600. The LOG runs the SPAD Honor Rolls because the Union feels that in the upcoming months our political role must be maintained if the livelihoods of maritime workers are to be protected. (A copy of our report is filed with the Federal Election Commission and is available for purchase from the Federal Election Commission, Washington, D.C.) NOTE: Each month's SPAD Honor Roll contains the names of those individuals who have given $100 or more as of the last Friday of the previous month. Abadi, H. Abobaker, F. Acord, F. Adams, J. Adams, P. Adams, R. Adams, W. Adamson, R. R. Adluin, M. Air, R. N. Alderson, S. Algina, J. All, A. Allen, J. Alhaj, Y. Almuflichi, A. Alpeco, J. Alradi, M. Alvarez, P. Alvala, J. Anders, T. Andersen, R. Anderson, A. Anderson, A. Anderson, R. Antici, M. Aquiar, J. Aquino, G. Arle, J. Aspseter, H. Aumiller, R. Avery, R. Babola, E. BabkowskI, T. Badgett, J. Bakarich, P. Barboza, G. Barroga, A. Barry, J. Bartlett, J. Rartlett, J. Bartlinski, J. Bauer, C. Baum, A. Beadles, W. Beeching, M. Bellinger, W. Bennett, J. Benoit, C. Bensman, D. Bentz,H. Bergeria, J. Berglond, B. Berlin, R. Bigelow, S. Bishop, S. Blair, B. Blanco, M. Bland, P. Bland, W. Bluitt, J. Bobalek, W. Boland, J. Bonser, L. Booker, M. Borucki, J. Botana, J. Boudreaux, C. Bourgois, M. Bousson, D. Boyd, L. Boyle, D. Boyne, D. Bradley, £. Brongh, E. Brown, G. 46 / LOG / January 1978 • $600 Honor Roll $400 Honor Roll Jacobs, R. Manuel, R. $300 Honor Roll Andersen, R. Brooks, T. Curtis, T. Frounfelter, D. I I I I I I I I I Pomerlane, R. Lilledahl,H. McFarland, D. Pulliam, J. Hall, P. Quinter, J. Richburg, J. Romolo, V. Weaver, A. $200 Honor Roll Abas, I. Aendrick, D. Aronica, A. Bailey, J. Bernstein, A. Brand, H. Cafefato, W. Castro, C. • Brown, I. Brown, S. Browne, G. Browning, R. Bryan, E. Bryant, B. Bryant, T. Bucci, P. Buczynski, J. Bulfa, A. Bullock, R. Burke, T. Combs, W. Curry, M. Drozak, F. Dryden, J. Ellis, P. Faust, X. Filippitti, L. Gard, C. Burke, W. Burnette, P. Bursey, H. Butts, B. Byrd, J. Byrne, W. Caccam, F. Calfey, J. Caga, L. Cahill,J. Callahan, J. Camaian, A. Haggagi, A. Kerngood, M. Kozicki, R. Kudults, K. Moore, A. Musaid, Povr, J. Reck, L. Rosenthal, M. Rush, R. Sanchez, R. Scibcl, E. Shields, J. Sholar, E. Stephens, C. Stewart, E. Stubblehcld, P. Camarillo, F. Cataldo, J. Campbell, A. Cavanaugh, J. CampbeU, A. Celgina, J. Campbell, A. Chavez, V. Campbell, A. Cheshire, J. CampbeU, J. Cinquemano, A. Campbell, W. Cirignano, L. Carbone, V. Cisiecki, J. Carmcllo, J. Clark,L. Carr, J. Clark, R. Cleaver, V. Caruthcrs, R. Castellanos, R. Clentqn, R. Coamer, M. Cofone, W. Coker, D. Colantti, R. Colby, E. Colier, L., Ill Conklin, K. Conklin, K. Conning, E. Conway, F. Cookmans, R. Cortez, E. Cortez, J* L, Costa, F. Costango, G. Costello, M. Cousins, W. Cowan, T. Coyle, P. Craft, K. Cresci, M. Cross, M. Cruz, A. Cruz, F. Cullerton, E. Cunningham, W. Da Silva, M. Dalman, G. Dammeyer, C. Danzey, T. Daradise, R. Darden, J. Dauocol, F. Daves, C. Davidson, W. Davies, R. Davis, F. Davis, J. Davis, J. Davis, L. Davis, S. Davison, J. Debarrios, M. Dechamp, A, Deckamy, A. Delaney, D. Delgado, J. Dell, R. Delrio, J. Demetrios, J. Denmark, H. Dernbach, J. Deymain, S. Diaz, R. Dickey, K. Diercks, J. DiGiorglo, J. DiUings, L. DiPreta, J. Dixon, J. Doak, W. DockwiUer, L. Dolgen, D. Domenico, J. Domingo, G. Donovan, J. Donovan, P. Downon, P. Drebin, L. Dfewes, P. Drozak, P. Drury, C. Ducote, A. Ducote, C. Dudley, K. Diitte, T. Dukel, P. DuPaola, R. Durden, D. Dwyer, J. Dyer, A. Eastwood, B. Edmon, F. Edmonds, F. Egan, J. Elliott, B. Ellis, F. Elot, G. Eschukor, W. Escobar, C. Evans, M. Fagan, W. Fain, G. Falcon, A. Fanning, R. Farnen, F. Farrell, C. Fay, J. Ferguen, M. Fergus, S. Fester, M. Fgrshee, R. Figueroa, P. Firshing, W. Fischer, H. Fiune,V. Fletcher, B. Fletcher, F. Florous, C. Foley,.P. Forgeron, L. Forslono, L. Fosberg, W. Foster, H. Fox, P. Frances, H. Franco, P. Francum, C. Frank, S., Jr. Franklin, R. Frederickson, E. Fuller, G. Furr, J. Furukawa, H. Gallagher, C. Gallagher, L. Gallcgos, P. Galliam, R. Gann, T. Ganthier, C. Garcia, R. Gardner, E. Gaston, T. Gavin, J. Gentile, C. Gilford, D. Gilmore, D. Gimbert, R. Glidewell, T. Golf, W. Goldberg, J. Golder, J. Gonzalez, J. Gonzalez, V. Gooding, H. Goodspeed, J. Gorbea, R. Gosse, F. Graham, E. Graham, R. Green, A. Greene, H. Grepo, P. Grima, V. Gross, G. Guarino, L. Guillen, A.. llackeiiberg, D. Hagerty, C. Hale, E. Hall, J. Hall, K. Hall, L. Hall,M. Hall,W. Hampton, D. Hannibal, R. Harildstad,y. Hart, R. Harris, E. Harris, W. Harris, W. Haskins, A. Hatton, M. Haul, M. Haynes, B. Heimal, W. Hendricks, C. Heniken, E. Heroux, A. Hersey, G. Hess, R. Hidalgo, M. HU1,G. Hines, L. Hines, T. Holmes, W. Homas, D, �Homayonpour, M. Lomas, A. Hooker, G. Lombardo, J. Horn, F. Long, F. Howse, A. Lopez, G. Hnnter, W. Loveland, C. Hurley, M. Lundberg, J. Hussain, A. Lynch, C. Hutchins, E. Lyness, J. lovino, L. MacFadden, M. Iverson, J. Maclnnes, K. Iwaski, M. Magruder, W. Jackson, J. Maldonado, M. Jansson, S, Malesskey, G. Japper, J. Mana, A. JasUn, L. Manafe, D. Jimeny, C. Manen, J. Johnson, C. Manry, L. Johnson, D. Mansoob, A. Johnson, R. Marchaj, R. Johnson, R. Martellino, R. Johnsted, R., Jr. Martin, T. Jones, C. Martinez, L. Jones, R. Martinussen, C. Jones, T. Mattioli, G. Jones, W. Maxnell, B. Jorge, J. Mayo, R. Joseph, E. McAvay, J. Juhasz, S. McCarthy, L. Kahllo, R. McCartney, G. KarIak,W. McCartney, K. Kastina, T. McCaskey, E, Kauffman, R. McClinton, J. Keller, D. McCorvey, D. KeIIey,E. McCullough, L. Kelly, J. McElroy, E. Kendricks, D. McGeorghegan, F Kenny, L. McGunnigah, E. Keough, J. McHeamey, B. Kerr, R. McKay, D. Ketchbad, D. McMahon, T. Kidd, J. McMillion,W. Kimbrough, W. McNabb,J. McNaIly,M. King, J. McNeely, J. Kingsley, J. Kirk, J. McPbillips, M. Meaden, G. Kirscb, J. Mears, F. Kitchens, B. Kizzire, C. Mehert, R. Klavand, S. Meglio, A. Klein, A. Meoder, H. Knutsen, E. Mendez, A. Koflo>vitch, W. Mesford, H. Kool,J. Mielsem, K. Koubek, T. Miller, D. Kouvardas, J. Miller, J. Kramer, M. MUIs,L. Krvovich, S. Mohsin, A. Kwiatek, G. Mollard, C. Kydd, D. Mongelli, F. Lag, M. Monteton, H. Lambert, H. Moody, O,, Jr. Lang, R. Mooney, E. Lankford, J. Mooney, S. Larkin, J. Moore, L. Lasater, T. Morgan, J. I-avfTcrice, L. Morris, W. Lawrence, R. Morrison, J. Lawrence, W. Mortensen, O. Lebda, F. Mosley, W. Lee, H. Muniz, W. Lee, K. Munsie, J. Lcgg,J. Murray, G. Leionek, L. Murray, J. Lennon, J. Murray, M. Lent, D. Murray, R. Leo, E. Mvslrrt, H. Lesnansky, A. Myers, H. Lewis, L. Mynes, A. Libby,H. Myrex, L. LUes, T. Nagib, S. Lindsay, G. Naji, A. Lindsey, H, Napoli, F. Lively,H. ; ; Nash,W. Logue, J. Nauarre, T.' Neffe,J. Loieas, P. SPAD Honor Roll Nielsen, R. Novak, A. Nuckols, B. O'Brien, E. O'Brien, T. O'Donnell, J. Olds, T. Olson, F. Omar, Y. Orourke, R. Orsini, D. Pacheco, E. Paderes, P. Paladino, F. Papuchis, S. Paradise, L. Pamell, J. Pasaluk, F. Paschal, R. Patterson, D. Patton, S. Paulovich, J. Paulsen, V. Payle, M. Pecquex, F. Penrose, K. Penry, R. Peralta, R. L. Perez, J. Perez, L. Periora, J. Peth, C. Phillips, D. Picczonetti, M. Piper, K. Pollard, G. Pool, D. Porde, F. Porter, B. Powe, P. Powers, A. Praza, L. Prentice, R. Pretare, G. Prevas, P. Price, R. Primero, F. Prirette, W. Prott, T. Psanis, C. Pulver, E. Purgvee, A. Quinnonez, R. Quinones, J. Quintella, J. Quirk, J. Raineri, F. Ramos, J. Rankin, J. Rattray, W. Reading, T. Reek, L. Reed, A. Register, G. Reinosa, J. Reiter, J. Reyes, M. Rhoades, G. Richoux, J. Riddle, D. Ries, C. Rigney, R. Riley, E. Ringsred, E. Rios, R. Ripoll, G. Rivera, H. Roades, O. Roberts, C. Roberts, H. Roberts, J. Robertson, T. Robinson, J. Robinson, W. Rodgers, J. Rodriguez, F. Rodriguez, R. Rondo, C. Rosen, G. Roshid, M. Ross, J. Roubek, J. Roy, B. Royal, F. Rudnicki, A. Rushced, J. Russo, M. Ruzyski, S. Sacco,J. Sacco, M. Saeed, S. Said, H. Salanon, G. Salazar, H. Saleh, H. San Fillippo, J. Sanchez, M. Santana, E. Santos, M. Schatz, G. Schneider, H. Schov, T. Schuffels, P. Schwarz, R. Scott, C. Scully, J. Seabron, S. Seagord, E. Selzer, R. Selzer, S. Sepulveda, P. Serall, R. Serrano, F. Shabian, A. Shelley, S. Shellubrad, R. Shelton, J. Shorten, J. Sigler, M. Silva, J. Silva, M. Silverstein, H. Simpson, S. Singleton, R. Sirignano, F. Smith, K. Smith, L. Smith, T. Smith, W. Sncll, F. Snellgrove, L. Snyder, J. Soinerville, G. Soresi, T. Sovich, C. Spencer, G. Spencer, H. Stancaugr, R. Stankiewicz, A. Stanton, W. Steams, B. Steinhardt, L. Stevens, E. Stevens, R. Stevens, W. Strand, J. Strowinski, A. Stubblefird, B. Sulaiman, A. Sullins, F. Sumroll, N. Surrick, R. Swiderski, J. Szupp, B. Tanner, C. Tatum, H. Taylor, F. Taylor, J. Telegadas, G. Terpe, K. Theiss, R. Thomas, J. Thomas, L. Thompson, F. Thompson, L. Tillman, W. Tobin, G. Tobio, J. Toluison, R. Towsigmart, A. Troy, S. Troenski, C. Tsminrx, L. Turay, C. Turner, B. Turner, L. Tuttle, M. UIrich,H. Underwood, G. Vanluyn, W. Vasquez, J. Velandra, D. Velazsuel, W. Velez, R. Vick,J. Viles, J. Villanova, A. Voliaz, D. Vook, L. Vorchak, J. Vukmir, G. Walker, F. Walker, T. Wallace, E. Washington, E. Webb, J. Weber, J. Weeden, R. West, D. West, H.,Jr. Westbrook, A. L. Westerholm, G. White, J. White, K. White, R. Whitmer, A. Whitsitt, M. Widman, J. Wilburn, R. Wilisch, E. Williams, L. Williams, R. Williams, S. Wilms, T. Wilson, C. Wilson, D. Wilson, R. Wilson, J. Winder, R. Wingfield,P. Wolf, P. Wood, C. Woodhouse, A. Woodward, D. Woody, J. Wooten, H. Worley,M. Worobey, R. Worster, R. Yarmola, J. Yelland, B. Young, R. Zaiusky, S. Zaiusky, T. Zeagler, S. Ziegadhagen, J. San Pedro Committee The ship's committee and several crew members of the containership San Pedro gather for photo at a recent payoff in Port Elizabeth, N.J. Standing from the left are: Nikolaos Zervos, deck delegate; Bin Ahmad, able-seaman; Athanasios Vassilikos, engine delegate and Christopher Bobbe, educational director. Seated from the left are: Harry Gearhart, oiler; K. Keramidas, steward delegate; Endang Abidin, wiper, and Pedro Sanchez, able seaman. Transindiana Committee At a recent payoff in Weehawken, N.J., the ship's committee of the Trans­ indiana get together for pix. They are, from the left: J. Cubano, steward dele­ gate; Bernard Saberon, deck delegate; J. Delgado, recertified bosun and ship's chairman: Roberto Escobar, chief cook, and W. J. Fitch, steward delegate. January 1978 / LOG / 47 �m k Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-CIO VOL.40 NO. 1 JANUARY 1978 Seafarers Welfare^ Pension^ and Vacation Plans Cash Benefits Paid During 1977, the Seafarers Welfare Plan, which covers SlU members, pensioners and dependents, paid out almost $4.6 million in benefits. The Welfare Plan makes payments for sick­ ness and accident, special medical services and equipment and also covers the SlU scholarship program. Since the Plan's inception in 1950, close to $65 million in welfare payments has been made. The Welfare Plan is maintained entirely through employer contributions and is based on man-days worked. The plan is : administered by a Board of Trustees which includes union and employer representatives. The Seafarer's Vacation Plan, which began in February 1952, has paid $134,229,176 in its 25 year existence. This year alone, $10 million in vacation checks went to Seafarers. A Pension Plan for Seafarers, long a dream of the SlU, be­ came a reality in 1961. In only 16 years, though, almost $67 mil­ lion has been received by retiring SlU members, with the $8.4 million paid during 1977 accounting for part of that total. It's important that every member of the SlU knows what the Union's benefit programs are all about. To find out about wel­ fare, pension, and vacation programs, go to any SlU Hall or write; Seafarers Welfare Plan Office or Vacation Plan Office, 275 20th St., Brooklyn, N.Y. 11215. NUMBER AMOUNT YEAR INCEPTION MONTH 'rO DATE TO DATE SEAFARERS WEI.FARE PLAN 11/24/77- 12/23/7612/21/77 12/21/77 ; ELIGIBLES Death In Hospital Daily @ $1.00 In Hospital Daily @ $3.00 Hospital & Hospital Extras Surgical Sickness & Accident @ $8.00 Special Equipment Optical Supplemental Medicare Premiums DEPENDENTS OF ELIGIBILES Hospital & Hospital Extras Doctors' Visits in Hospital Surgical Maternity Blood Transfusions Optical Special Equipment 8 751 119 16 5,011 1 91 12 . , PENSIONERS & DEPENDENTS Death Hospital & Hospital Extras . Doctors' Visits & Other Medical Exp , Surgical Optical Blood Transfusions Special Equipment Meal Books Dental Supplemental Medicare Premiums . . . Scholarship Program TOTALS Total Seafarers Welfare Plan Total Seafarers Pension Plan Total Seafarers Vacation Plan Total Seafarers Welfare, Pension & Vacation 359 81 90 25 67 138 4,280 3,458 182 25 64,011 17 1,302 359 5,929 685,189 663,617 4,817 1,200 4,340,732 265 36,916 14,966 4,911 979 1,364 229 31 1,089 1 97,466 155,743 29,885 L2,089 4.977 29,987 313 $ MONTH YEAR TO DATE 11/24/7712/21/77 12/23/7612/21/77 21,000.00 751.00 357.00 4,211.45 40,088.00 126.0 2,811.75 1,057.20 116,982.49 3,806.22 15,408.20 10,645.00 1,963.00 $ INCEPTION TO DATE 454,043.06 4,282.00 10,374.00 28,634.40 3,913.00 512,094.00 6,595.50 40,004.81 18,070.30 $ 12,798,744.11 685,191.00 1,990,851.00 555,923.81 109,318.77 12,439,337.77 58,760.29 792,156.69 138,668.80 1.604,470.13 48,176.74 235,245.70 88,339.00 2,998.03 32,042.22 56.00 16,732,649.93 . 780,798.19 3,365,102.37 2,282,501.09 120,129.37 633,973.45 25,928.26 ' 11 161 86 6 47 3 166 2,156 1,250 152 662 5 51 4,432 6 26,099 1,458 18,978 111,172 2,299 6,345 205 627 64,731 460 201,878 14 138 1,141 36,000.00 25,951.89 4,605.62 .925.00 1,549.90 679,600.00 395,168.03 58,924.33 28,726.70 22,283.95 226.75 7,266.71 34,716.60 2,004.00 210,657.70 4,095,225.45 3,169,297.35 700,558.48 294,576.83 146,046.33 6,677.40 87,754.98 647I yD 310 nn Ut JL \J,\J\J 86,734.60 1,255,129.20 4,720.94 54,461.08 662,100.99 411.47 ___ - 11,391 113,061 33,078 5,645 11,051 796 157,190 17,832 6,493,385 298,798 422,403 7,214,586 328,088.73 1,435,921.20 635,653.79 $2,399,663.72 4,548,658.14 8,440,456.51 10,105,258.61 $23,094,373.26 64,661,446.51 66,519,814.85 134,229,176.26 $265,410,437.62 � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource January 1978 Description An account of the resource HEADLINES 4 TOWING COMPANY CONTRACTS RATIFIED BY BOATMEN NEW BOAT DIXIE AVENGER TOW LICENSES EXPIRE IN ‘78 MEET AT SIU HEADQUARTERS HUMAN RESOURCES GROUP FINISHING PROPOSED STUDY SEA-LAND LAUNCHES NEW WEST COAST-MIDEAST RUN; CUTS OTHERS A DAY IN THE LIFE OF TWO SIU TUGS UNEMPLOYMENT RATE DROPS TO 6.4% IN DECEMBER FROM 6.9% SEA-LAN TO OVERHAUL 4 CONTAINERSHIPS SIU’S WILLIAMS HONORED AT NEW ORLEANS DINNER ARMED FORCES RADIO TO SHIPS IS ENDANGERED TWO LOG AWARDS ARE ACCEPTED BENEFITS START FOR 3 INLAND COS. BENZENE IS A KILLER: BE CAREFUL WORKING NEAR IT JONES ACT BILLS FOR VIRGIN ISLANDS NOW IN CONGRESS SIU URGERS SUPPORT FOR HOUSE BILL ON LOCKS AND DAM #26 ATLANTIC COAST HARBOR BOATMAN EXAMINE SIU WASHINGTON ACTIVITIES ON THE AGENDA IN CONGRESS SIU TAKES LNG ARIES, 2ND U.S.-FLAG GAS CARRIER, ON MAIDEN VOYAGE TO INDONESIA DELTA TO TAKE OVER 13 PRUDENTAIL SHIPS FOR SOUTH AMERICA RUN NEW ALGONAC HALL ON ST. CLAIR RIVER TO BE CENTER OF GREAT LAKES SHIPPING CRESCENT TOWING’S SUCCESS IS NO ACCIDENT 2ND ATLANTIC INLAND EDUCATION CONFAB HELD 27 SHIPDOCKING DELEGATES FROM PORTS OF BALTIMORE, NORFOLK, PHILADELPHIA ATTEND HOSPITALIZED MEMBERS NOT FORGOTTEN AT CHRISTMAS DEPT. OF ENERGY MUST PRICE LNG PROPERLY SEAMEN CAN GET HURT IN ILLEGAL RATE WARS CEMENT FOR HURON FLEET Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 1/1/1978 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 40, No. 1 1978 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/3f36bf6f688fd74dd23efac8fa9bc6e0.PDF 96445670d51660951f774bf4e99caca5 PDF Text Text Great Lakes Inland Conference Held See Pages 19-22 i t S t 4 .y te;-: \ ' " I t Seafarers Man Newly Acquired Ship—Point Susan J#' i . "6 ' Dredge Sawyer Gets SlU Crew i' (?8'-1 .ii'•«'' .,1 A A ^ t' '| •& «< .i -i • ": '^•••^^ _ ^ .3 # 1- i-i 'W-' ^ $ -•' A ,;i^i • ^• . ,< ' ' -,i. ,L igiiiiiit lyraifiiwa^''''' • •• o \- X S' . • X •^si' • •X •41 �Favors Up fo 6^ o Gallon Fuel Tax on Boats SlU Backs House Bill to Rebuild Locks and Dam 26 The SIU has thrown its support be­ hind H.R. 8309. This is the House of Representatives bill that provides for reconstruction of Locks and Dam 26 and institutes a fuel tax on commercial water transportation. That tax would be no more than 6 cents per gallon. Locks and Dam 26 is located at Al­ ton, 111., a key point on the Mississippi River system. This obsolete facility has been causing costly barge jams and delays for years. The SIU is still opposed to the con­ cept of a user charge of any kind on the inland waterways. But it is backing H.R. 8309 under the threat of a much higher user charge system proposed in the Senate. The higher charge proposal, made by Sen. Pete Domcnici (R-N.M.), requires user charges that would return construc­ tion and operation costs of waterways improvement projects to the Govern­ ment. These would be set to equal 50 per cent of the Federal construction costs and 100 per cent of the operation costs. They could go as high as 42 cents a gallon and would have a disastrous effect on the barge industry. The Domenici proposal would re­ quire $400 million a year in user fees for the industry, according to the Na­ tional Committee on Locks and Dam 26. This tax burden would also be carried by farmers and ultimately con­ sumers. The SIU is a member of the National Committee, along with water­ ways operators, farm groups and other interests involved in the barge industry, which all strongly oppose the Domenici proposal. =3e= =3F INLAND Farmers are directly involved since two-thirds of the tonnage carried on the waterways is farm or farm-related. Farm groups maintain that the higher Senate proposal could "cripple the en­ When Harry Lundeberg came onto the scene in 1934, America's maritime labor movement was in chaos and on the verge of extinction. From then until his death 23 years later at the age of 56, Lundeberg led U.S. seamen through a gauntlet of long, bitter strikes from virtual eco­ nomic obscurity to a place of promi­ nence in the American trade union movement. Although Jan. 28, 1978 marked the 21st anniversary of his death, the legacy he left lives on. This is be­ cause the work Lundeberg did to better the lot of American seamen served as a springboard for con­ tinued progress both for sailors and for the maritime labor movement. Lundeberg, the founder of the SIUNA in 1938, came to the U.S. from Norway in 1919. He joined the Sailors Union of the Pacific that year and settled in Seattle. He became Seattle agent for the SUP in 1934. He led the charge in the bloody West Coast strike of '34, which marked the reemergence of =96= =9€= =56= =9€= © Lnl 0 0, Working Together tor a Future Short of total extinction, the worst thing that can happen to a labor organi­ zation is stagnation. It's a dangerously easy rut to fall into. You can become content with what you have and simply stop working to make it better. Or you can become so confident that the world around you will never change, you stop planning for the future. There is no doubt in my mind that if this kind of thinking had existed in the SIU 30, 20 or even 10 years ago, our Union would possess no base of strength today. Nor would we have much to look forward to in the future other than slow and painful disintegration. But this is by no means the case in the SIU. We have a strong Union today and a strong job structure. Our problem is maintaining this strength not only for present day Seafarers but for the next generation of Seafarers and the generation after that. To say the least, maintaining this strength will not be an easy job. Right now, our industry is in the midst of a major technological revolution. We are faced with the serious problem of automation cutting down crew sizes. We are faced with the problem of crewing radically different ships like the LNG carriers—ships that require new and expanded job skills for proper manning. On top of this, we are faced with the ongoing political problem of ensur­ ing that Congress docs not legislate the American merchant marine off the high seas. =9e= =96= =96= =96= =96= =96= =3^ Harry Lundebei^ maritime labor as a force with which to Be reckoned. Lundeberg succeeded Andrew Furuseth as vSUP secretary treasurer, the highest office in the Union, in 1936. He held that office until his death in 1957. After bitter political and jurisdic­ tional disputes with the NMU and 96= 96= =96= the old International Seamen's Union, Lundeberg formed the SIUNA in 1938 after winning a charter from the AFL. He served as SIUNA president from then until his death. Lundeberg truly had the heart of a sailor. During the first Eisenhower administration, Lundeberg turned down the U.S. Secretary of Labor's job to remain in the seamen's move­ ment. In 1947, Lundeberg worked his way across the Atlantic and back as an AB on a SUP ship so that he could visit his homeland for the first time in 30 years. Lundeberg had been voted funds by the SUP mem­ bership to pay for the trip, but he turned it down. It seems only fitting that the SIU's School in Piney Point, one of the largest and best maritime training facilities in the country, be named after Harry Lundeberg. He was surely one of the most important figures in the history of the Ameri­ can maritime labor movement. 96= 9F 96= 96= 96= We must also work to ensure that Congress does not exclude the U.S. merchant 'marine from new trends in international maritime activities, such as offshore drilling and ocean mining. Essentially, the key to success in maintaining our strength is the same kind of joint cooperative effort between leadership and membership that has always ex.isted in our Union. An exdmple of how this kind of cooperative effort has paid off for us can be seen with respect to the advent of LNG ships in the U.S. merchant fleet. In the early 70's, it became apparent to us that it was just a matter of time before LNG ships would be a part of the U.S. fleet. The SIU, through the Lundeberg School, developed a comprehensive LNG training program fo help Seafarers prepare for the inevitable. However, it was up to SIU members to take advantage of this program. And they did. The U.S. fleet now has two LNG ships in its ranks. As a result of the SIU's cooperative effort on this issue, SIU members are manning both of them. Right now, two ships might not seem like such a big deal. But, 10 years from now, LNG ships could very well play a crucial part in providing jobs for American seamen. Whether this happens or not, the fact remains that the SIU is preparing to take full advantage of any expansion within the U.S liag LNG fleet tomorrow or 10 years from now. The LNG ship, though, is only one aspect of the U.S. maritime industry's future. Another area that could be a very big job producer for American seamen in the future is ocean mining. But again, it will take a cooperative effort of leadership and membership to make this a reality. Presently, the SIU is working in Congress on a long distance ocean mining bill that will ensure that ships used in any sea mining ventures by U.S. com­ panies be American-manned vessels. The whole subject of ocean mining is very unclear at the present time. No one is really sure how big an industry it can or will become. The point is, though, that it could mean a lot to the U.S. merchant marine. And the SIU is working on it right now to make sure that if ocean mining does develop, SIU members will get a fair share of the jobs it creates. It is my belief that the only way to prepare for the future is simply never to beeome satisfied with what we presently have^ Because if that ever hap­ pens, this organization will stop moving forward and begin to decline. Let's continue to work together t^ever conies. 9F Change of address cards on Form 3579 should be sent to Seafarers International Union 11232. Published monthly. Second Class postage paid at Brooklyn, N.Y.. Vol. 40, No. '2^^^ma^ li^®^ 2 / LOG / February 1978 TI is a Washington, D.C.-based educa­ tional and research group for the mari­ time industry. It is also supporting H.R. 8309. A number of amendments and com­ promise positions on user charges have been submitted in the Senate. Lack of agreement has postponed the vote on H.R. 8309 and it will most likely not come up until March. 21s/ Anniversary of Lundeberg's Death UU Paul Hall tire inland waterways system." In short, the Domenici proposal threatens to destroy the low-cost, energy-efficient advantages of water transportation. Moreover, it does so in a discriminatory manner. The Transpor­ tation Institute (TI) has pointed out that the proposal would levy charges only on certain parts of the waterways—those in direct competition with the railroads. 96= 96= 96= i 9^ 96= AFL-CIO, 675 Fourth Ave., Brooklyn. N.Y. >Y..^ �r m Senate Vofe Due in Mid-March AFL-CIO Pushes Labor Law Reform Bill The labor movement has launched an all out final drive to win passage of the President Carter-backed Labor Law Reform Bill in the U.S. Senate. The House of Representatives passed its version of the bill late last year. The vote in the Senate on the bill is due by mid-March. The Senate Human Resources Com­ mittee recommended passage of the bill by the full Senate earlier this year. The committee vote was 13 to 2 in favor of the bill. The long-needed reform bill is de­ signed to speed up the judicial processes of the National Labor Relations Board. It would also give the NLRB increased authority to crack down on violators of the labor law. Some of the key features of the bill include: • Expansion of the National Labor Relations Board from five to seven members to better handle the board's heavy caseload. • Holding of union certification elec­ tions no more than 30 days after pledge cards, showing majority support in the shop for unionizing, are filed with the NLRB. • Awarding employees fired for union activities during an organizing drive 1V2 times back pay for time lost between discharge and reinstatement. The House version of the bill provides for double time back pay in such cases. • Denial of Government contracts for a period of two years to companies that continually violate the labor law. Big Business interests and right wing groups have mounted their own massive lobbying effort to block passage of the bill. It is feared that the right wing's allies in the Senate will attempt a fili­ buster to kill the bill. If this happens it would take a two thirds vote of the Senate to end the filibuster. (A fili­ buster is a delaying tactic accomplished through long speeches.) However, it is unlikely that the bill's supporters in the Senate could muster such a two thirds vote. To combat the opposition, the AFLCIO has succeeded in putting together a coalition of professional, civil rights and women's groups, as well as en­ vironmental concerns, in favor of the bUl. The AFL-CIO has sponsored regular strategy meetings to solidify this coali­ tion and to map out a course of legisla­ tive action. A number of these meetings were chaired by SlU President Paul Hall, who serves as chairman of the AFL-CIO Executive CounciPs Special Committee on Legislation. To say the least, the Labor Law Re­ form Bill has been a long time coming. Statistics complied by the NLRB show an alarming increase of violations of the labor law over the years. For instance, in 1947 the NLRB heard 115 cases involving unfair labor practices. However in 1976, the board heard 1,033 such cases. In 1960, a total of 15,800 complaints were filed with the NLRB against em­ ployers for violations of their employ­ ees' rights. But in 1976, the number of these complaints rose to 34,302. Secretary of Labor Ray Marshall, speaking for the Carter Administration, said that the increased violations of the law arise from the fact that "some em­ ployers have found it cheaper to dis­ obey the law than to obey it." Marshall added that opponents of the bill essentially want "to deny any­ thing that would appear to improve collective bargaining and improve the right of workers to organize and bar­ gain collectively." Sen. Harrison Williams (D-N.J.), cosponsor of the bill in the Senate, said that the bill will only be won "if trade unionists and their allies in the nation's communities make an all out push in the next month." Williams also said that supporters of the bill in each state "must give their senators the feeling that this is it, that this is top priority." From the individual union member's point of view, the "all-out push" re­ ferred to by Sen. Williams involves writing his or her senators demanding they vote in favor of the bill. The SIU urges its members and their families to join in the fight for this bill. Write your senators. Tell them that they will lose your vote unless they vote in favor of the bill. i Outer Continental Shelf Lands Act Passes in U. S. House WASHINGTON, D.C. —A heated floor battle that carried both good and bad news for American workers pre­ ceded passage in the House of the Outer Continental Shelf Lands Act. The final Feb. 2nd vote in the House of Repre­ sentatives was 291 for and 91 against. The CCS bill is aimed at controlling the offshore production and develop­ ment of oil and natural gas resources on the U.S. outer continental shelf. The House floor fight started out with the narrow defeat of a labor backed amendment to the bill involving jobs for U.S. shipyard workers. The amendment was introduced by Rep. John Murphy (D-N.Y.). It would INDEX Legislative News SIU in Washington Locks and Dam 26 OCS bill Dredging bill Page 9 Page 2 Pages Page 18 Union News President's Report Page 2 1st Pension Supplements Back Page Headquarters Notes Page 7 Brotherhood in Action Page 4 Great Lakes conference Pages 19-22 At Sea-Ashore Page 17 Inland Lines Page 6 Great Lakes Picture Page 8 Atlantic inland conference Pages 13-15 New benefit form ....Pages 28-29 Great Lakes-wage rates.. .Page8 Crescent, Radcliff conference Page 26 General News Report of Elias disaster . .Page 12 National unemployment ..Page5 Labor law reform Page 3 Humphrey dies Page 5 Porpoise kills down Page 5 Coors boycott Page 37 Bartlett-Collins boycott .. .Page 6 lUE Page 32 have required that all rigs and other equipment used in the offshore drilling be built in American shipyards. The measure was defeated 208 to 201. Later in the day, however, an attempt to scuttle a crucial section of the bill involving thousands of jobs for Amer­ ican seamen and roustabouts was soundly defeated 280 to 118. Rep. Charles Whalen (R-Ohio) led the assault against the man-American provisions of the bill. Basically, then, the final House-passed version of the OCS bill, as it affects American workers, reads as follows: • American workers must be em­ ployed in the manning of all equipment Shipping Dredge Sawyer Page 4 Point Susan Page 24 Around New Orleans harbor Pages 38-39 Mackinac ferries Pages 30-31 Harry Allen Page 4 Ships' Digests Page 23 Dispatchers' Reports: Great Lakes Page 5 Inland Waters Page 12 Deep sea Page 25 Training and Upgrading 'A' seniority upgrading .. Page 37 HLS course dates Page 36 Tl scholarship Page 11 GED graduates Page 12 Membership News Upgraded to inland engineer Page 10 Former scholarship winner Page 16 New pensioners Page 33 Final Departures .... Pages 34-35 Articles of particular interest to members in each area—deep sea, inland. Lakes—can be found on the following pages: Deep Sea: 10, 17, 23, 24, 25, 32, 37, Back Page Inland Waters: 2, 6, 10, 11, 12, 13-15, 18, 19-22 Great Lakes: 4,5,8,30-31 involved in oil and gas exploration on the U.S. outer continental shelf. This includes rigs and supply vessels. • The rigs need not be built in Amer­ ican yards. Yet all rigs involved in the drilling must carry American registry. Also, they must meet U.S. construction, environmental, and safety standards. Despite the narrow loss of the "BuildAmerican" amendment, the Housepassed version of the bill must be con­ sidered a victory for maritime labor. The House bill ensures that thousands of Americans will reap the employment benefits of the rapidly expanding off­ shore oil drilling industry. It also carries the potential of creating some 3,000 to 5,000 new jobs for Amer­ ican seamen in the support and supply of drilling operations. The fight for the bill, however, is far from over. The Senate passed its own version of the Outer Continental Shelf Lands Act on July 15, 1977. The Senate version of the bill con­ tains no section requiring the use of U.S. workers in manning and supplying the rigs. As a result, the differences in the bills must be worked out by a House-Senate Conference Committee. As this issue of the Log goes to press, the conferees have not been selected. It may take several months before all details are finally worked out on the bill and it is signed into law by President Carter. The SIU will be working to see that the final version of the bill will include protection for American workers in the employment opportunities created by the offshore drilling industry. R.F.'Mickey'Wilburn, 55, Retired Houston Agent, Dies Retired Houston Port Agent Robert F. "Mickey" Wilburn, 55, died of cancer in St. Luke's Hospi­ tal, Houston on Feb. 14. Brother Wilburn joined the SIU in 1944 in the port of New Orleans sailing as an AB for nearly five years. He worked as an organizer for the Union during the 1950s and 1960s. From 1969 to 1975, he was elected a joint patrolman for the port of Houston. In 1976, he became Houston port agent, a post he held until his retirement last year. '>$1 Born in Missouri, he was a resi­ dent of Houston. He was an avid deer hunter. Seafarer Wilburn willed his re­ mains to Baylor University, Hous­ ton for medical research. His family requests that friends, who wish to do so, make contribu- tions in his name to the American Cancer SocietySurviving are his widow. Pearl; a daughter, Cheryl, and a nephew. February 1978 / LOG / 3 ' t �W/nfer Bound Laker Destroyed in Vfaterfronf Fire Another in a rash of fires that have ripped through grain elevators in recent months claimed the Capitol 4 Elevator on the Duluth waterfront. The fire, which occurred on the morning of Sat­ urday, Jan. 21, also destroyed the SIUcontracted bulk carrier Harry L. Allen. The Allen was laid up for the season at the grain elevator's dock and was extensively damaged by debris that fell from the elevator and caused the ship's superstructure to ignite. Firefighters were unable to get close enough to the ship to contain its blaze because of the intense heat emanating from the ele­ vator and because of fears that the fire might cause the ship, another nearby grain elevator or loaded rail cars to explode. Oliicials feared the danger of the Kinsman-owned Allen'?, exploding was great because of the ship's closeness to the fire and its supply of bunker fuel. A spokesman said the damage to the ship approached $2 million. The entire port side of the vessel, the for­ ward quarters and the lifeboats aft were destroyed. The company spokesman said the Allen will probably be scrap­ ped. But when asked by the Log whe­ ther the ship will be replaced in the fleet, the spokesman replied, "we're in the throes of determining what we want to do. We have not reached any decision yet. Firefighters arrived at the site of Grain Elevator 4 at 3:30 p.m. after employees at the nearby Capitol 6 elevator saw smoke coming from the building. The fire went unnoticed, perhaps smoldering for as long as six hours, ac­ cording to Fire Chief Leonard Whalen, because no one was working in the ele­ vator on that day. Just as it appeared that the blaze was under control, a grain dust explosion tore through the elevator, toppling the building's tower and forcing a hasty evacuation by firefighters. By 7:30 p.m. the elevator was de­ stroyed and firemen were able to board the Allen and put out the fire on board. Capitol Elevator No. 4 of Interna­ tional Multifoods Corp. was a woodframe building constructed in 1888. There has been .a high incidence of grain elevator fir^ in recent years. Four grain elevators burnt in a 10-day period last December. A total of 137 elevators have been destroyed by fire in the last 18 years. These statistics, coupled with the building's structural inadequacy, made it a prime target for fire. Flames gut-the tower of a Duluth waterfront grain elevator. The fire caused extensive damage to the Kinsman-owned Harry L. Allen, berthed at the ele­ vator's dock for the winter. Eight months ago Capitol No. 5 ele­ vator, also a frame structure, was razed by the company because it posed a safety threat. There is presently only one wooden grain elevator remaining in the Duluth/Superior area. M Brotherhood m Action ... for SlU members with Alcohol problem Seafarer Greg Hamilton, who is 21 years old, made the mistake of believ­ ing a common myth about alcoholism —that it was a disease which afflicts only "old" people. "I thought an alco­ holic was someone on skid row or the guy who couldn't move out of his bunk because he didn't have his drink. Now 1 know that an alcoholic is someone for whom booze causes a problem in his life." Seafarer Hamilton believes that he started drinking when he was about 13 years old. About five years ago, he at­ tended the basic vocational program at HLS as a member of Class #112. "HLS is the best thing that could have happened to me. I needed a place to go, and if I hadn't come to the School, 1 probably would have been a thief or something. But being a Seafarer helped give me a new approach to life." Last fall. Brother Hamilton came to HLS and enrolled in the high school equivalency program. "After three weeks, I just quit. My drinking would not let me study or remember any­ thing." Hamilton then enrolled in the AB course at the School. But he went on a drunk one night and became destruc­ tive. The next morning, he couldn't re­ member exactly what had happened the night before. He wanted to call the ARC immediately but it was several days before he found the courage to make the phone call and ask for help. In describing the program at the Sea­ farers Alcoholic Rehabilitation Center, which is sponsored by the Seafarers Welfare Plan, Brother Hamilton said, "It works. The counselors really know what they are talking about." "Our Union is very brotherly," he added. "They will help you in any way possible so that you can become a bet­ ter person—from high school diploma to AB to recovering from alcoholism, and many other ways, too." In finding freedom from alcohol. Seafarer Hamilton found a new life for him.self. "I used to feel about an inch tall when people called me a drunk. I was even afraid to face people the morning after 1 had been on a drunk because they would know what I had done the night before, and I didn't." Today things are different for Ham­ ilton. He is enrolled in the AB course SeafarerGreg Hamilton is shown studying for his AB endorsement at HLS. again and will soon take his examina­ tion for that endorsement. He also has plans to attend the General Educa­ tional Development program at HLS later this year. After completing the recovery program at the ARC, Brother Hamilton is able to build upon the new approach to life he found when he graduated from HLS five years ago and first became a Seafarer. If you feel that you have a drinking problem, remember that you are never too old—or too young—to ask for help. Just call (301) 994-0010 any time and ask for "The Center." Or contact your SlU representative. Sea-Land Market Coitnmitfee Dredge Sawyer Joins SlU Fleet SW-contracted Radcliff Ma­ terials recently acquired an­ other dredge^ the Sawyer, which brings 27 new jobs for the Union membership. The new addition is 330 feet long by 50 feet wide. She is the second largest dredge in Rad­ cliff's fleet, which includes about 27 dredges, and support boats. Radcliff is based in Mobile, Ala. and also operates out of New Or- leans, Houma, La., and Morgan City, La. The Sawyer is now dredging shells from the Atchafalaya Bay, off Morgan City. She loads two barges at once and works 24 hours a day with relief crews. The shells are sold for cement and other construction ma­ terials. The 27 S/U jobs on the Sawyer include all unlicensed positions and engineers. Recertitied Bosun Don Rood (fronl contor) ship's chairman of the SS Sea-Land Market, gets ready to load on stores on the ccntainership recently. At his immediate back (I. to r.) are come, of the Snip's Committee and a crewmember: Engine Delegate E. Livvag; Quarterm-asier Nick Hrysagis, and Slevyard Dele­ gate John Alberti. The vessel paid off in Pore Eiiz&beth, N.J. 4 / LOG / February 1978 \ "'If.-.-- �I' Porpoise Kills Down 75^© Due to U.S. Tunamen Efforts American tuna boat crews made great strides in 1977 in reducing the number of porpoise kills incidental to tuna fishing off the U.S. West Coast. A high percentage of these tuna fisherment belong to the SIUNA-affiliated Fishermen's Union of America, Pacific and Caribbean. According to statistics compiled by the National Marine Fisheries Service, the number of porpoise killed during tuna fishing was down 75 percent per ton of tuna captured in 1977 as com­ pared to 1976. Further statistics showed that tuna fishermen were successful in releasing better than 99 percent of all porpoise encircled by tuna nets. Senator Alan Cranston (D-Calif.) said that these statistics were "a tre­ mendous tribute to the determination of the captains and their crews to show their skills and good faith" in reducing porpoise kills. The U.S. tuna fleet was laid up for several months in late 1976 and early 1977 over the porpoise mortality con­ troversy. Environmentalists wanted a zero mortality rate. But the tuna industry claimed a zero rate was impossible to achieve if American tuna boats were to remain competitive with foreign boats. Widespread Layoffs The lengthy fleet layup also caused widespread layoffs of cannery workers in Southern California and Puerto Rico. Many of these workers belong to the SIUNA-affiliated United Cannery and Industrial Workers of the Pacific, Los Angeles and Vicinity District. The fleet went back to sea .only after Congress worked out a compromise be­ tween the tuna industry and the en­ vironmentalists. The compromise was a quota on the number of porpoise that could be taken incidental to tuna fishing. During Congressional hearings on the controversy, SIU Executive Vice President Frank Drozak called for quick action to keep the U.S. tuna in­ dustry, and the 30,000 jobs it provides, from being exported to Mexico and South America. U.S. Unemployment Rate Dips to 6.3%; Still Very High for Blacks WASHINGTON, D.C. — The U.S. jobless rate declined to 6.3 percent last month from December's 6.4 percent. This is the lowest "unemployment rate since October 1974 when it was 5.9 percent. According to the Govern­ ment's Bureau of Labor Statistics, 6,226,000 workers in the country were without jobs last month. The dip in the jobless rate last month marked the fourth straight monthly de­ cline. In November it was 6.7 percent, 6.8 percent in both October and Sep­ tember and 7 percent in August. However, high johlessness among black workers continues to persist with their unemployment rate remaining un­ changed in January at 12.7 percent. Their jobless rate was the same in Januuary 1977. Teenage blacks have a 38.7 percent jobless rate! The AFL-CIO said that, while the unemployment results were "hopeful," the persistence of high joblessness among blacks required the Federal Government to direct its employment programs more precisely to impover­ ished inner city areas. Unemployment among whke work­ ers remained unchanged over the month at 5.5 percent. Those benefiting most from the January jobs improve­ ment were women. Their unemploy­ ment rate fell to 6.1 percent from De­ cember's 6.6 percent. U.S. Commis­ sioner of Labor Statistics Julius Shiskin said that the improved results for women might reflect the expansion of the financial and service sectors of the economy. Both have a substantial num­ ber of women workers. were employed construction workers who lost two hours in their work week. Workers in the transportation, public utility and other non farm industries Hubert Humphrey, a Labor Man He was an American Senator in every sense of the word. Yet it was always obvious that Hubert H. Humphrey felt more at home in a union hall or in a factory simply talking to the people than in the marble and mahogany surroundings of the U.S. Senate Chamber. Now, looking back on his politi­ cal career, which spanned more than three decades of fighting for workers rights, civil rights, and human rights, Senator Humphrey's death from cancer on Jan. 13, 1978 can only be described as a monumental loss to American workers and the U.S. trade union movement. Senator Humphrey knew he was going to die. Yet he met the toughest crisis of his life—inoperable cancer —the same way he met so many The unemployment rate for teen­ agers rose to 16 percent from 15.6 percent the month before. Joblessness among adult men was up to 4.7 percent from December's 4.6 percent. Unem­ ployment for fulltime workers was down to 5.8 percent. Non farm payroll employment in­ creased by 255,000 to 83.7 million workers in January. The biggest overthe-month gains were in manufactur­ ing, wholesale and retail trade, and services. Hard hit by the bad January weather BiSMlclhirs Riiiiirt lip Grcitlike: JAN. 1-31. 1978 Jk. ^ JL-^ W •TOTAL REGISTERED All Groups Class A Class B Class C TOTAL SHIPPED All Groups Class A Class B Class C ••REGISTERED ON BEACH Ail Groups Class A Class B Class C DECK DEPARTMENT Alpena Buffalo Cleveland Duluth Frankfort Chicago Algonac Totals 0 0 0 0 0 0 27 27 0 0 0 0 0 0 2 2 0 0 0 0 0 0 5 5 1 0 1 0 0 0 1 3 4 1 3 0 0 0 4 12 0 0 0 0 0 0 5 5 1 2 0 6 1 18 32 60 0 1 0 1 0 3 3 8 0 0 0 1 0 0 0 1 0 0 0 0 0 1 0 1 1 0 2 0 1 7 32 43 0 0 1 0 0 1 6 8 1 1 0 1 0 1 2 6 0 0 0 0 0 0 0 0 0 1 0 0 2 2 6 11 1 0 0 0 0 0 4 5 0 0 0 0 0 0 0 0 1 1 2 2 0 9 41 56 7 3 6 3 3 3 30 55 2 9 0 3 1 6 14 35 170 76 42 ENGINE DEPARTMENT Alperia Buffalo Cleveland Duluth Frankfort Chicago Aleonac Totals 0 0 25 0 0 0 0 0 0 4 4 0 0 0 0 0 0 2 2 1 0 1 0 0 3 2 7 lost on the average about a half an hour in their work week. Not counted were the effects of the blizzard which swept the Middle West at the end of January. 1 0 0 0 0 0 0 1 political crises in his enviable career —with courage. His first public appearance after learning he had terminal cancer was not at a news conference with bright lights and network cameras. It was at a union convention in his home state of Minnesota. He didn't talk about himself and his battle to live. He talked about unemployment and the need to provide a job for every American willing and able to work. The last time Senator Humphrey spoke to a Union gathering was in early December at the AFL-CIO Convention in Los Angeles. He was too ill to make the trip, so he spoke to the Convention by phono. In a memorable and moving ad­ dress, he said, "the labor movement has been the conscience of American -politics and the source of social pro­ gress in this country, and I've tried to be with you every step of the way. You all mean so much to me, espe­ cially this year." There were very few dry eyes among the 1,500 people who jammed the Convention Hail and who greeted Humphrey's words with a long, loud, warm standing ovation. Probably the best tribute to Hubert Humphrey, though; came from his close friend and fellow Minnesotan, Vice President Walter Mondale. During funeral services for the 66-year-old Senator, Mondale said: "He taught us all how to hope and how to love, how to win and how to lose. He taught us how to live, and finally, he taught us how to die." STEWARD DEPARTMENT Alpena Buffalo Cleveland Duluth Frankfort Chicago Algonac Totals 0 0 0 0 0 2 2 0 0 0 0 0 0 3 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 2 3 ENTRY DEPARTMENT Alpena Buffalo Cleveland Duluth Frankfort Chicago Algonac Totals 0 0 0 0 28 0 0 0 0 0 0 22 22 0 0 0 0 0 0 6 6 10 16 6 S2 31 13 Totals All Departments . .. *"Total Registered" means the number of men who actually registered for shipping at the port last month. ••"{Registered on the Beach" means the total number of men registered at the port at the end of last month. Hubert H. Humphrey February 1978 / LOG / 5 1, f- 4 yi �Don't Buy Barfteff-Collins Glassware, Says AFL-CIO The AFL-CIO Hxecutive Council has sanctioned a nationwide consumer "don'tbuy boycotf'againstthe table and crystal glassware products made by the Bartlett-Collins Glass Co. of Sapulpa, Okla., near Tulsa. The glassware is sold in department stores, supermarkets, discount stores, and drugstores. Some of it is sold to certain breweries and Playboy Clubs. Members of Local 716, American Flint Glass Workers Union (AFGWU) of Sapulpa have been on strike since contract negotiations with the manu­ facturing firm broke down on Sept. 15, 1974. The union won an NLRB certifica­ tion election for collective bargaining representation at Bartlett-Collins by an 85 percent majority. A strike followed after ei • negotiating sessions when the firm's negotiators failed to offer any wage or benefit improvements. On the picketline, Charles Wiley, who has been an employee of the com­ pany for 34 years, was arrested and jailed by police for allegedly preventing a scab from crossing the line. Later he, with two others, was fired by the com­ pany for union activity. But today he remains on the picketline, though he may lose his pension. The Union filed unfair labor practices charges with the NLRB against Bartlett-Collins for fail­ ing to honestly negotiate a contract and coercive interference with the em­ ploye's right to organize a union. On July 2, 1976, the local NLRB upheld a charge that the company had not bargained in good faith. The next June the NLRB in Washington, D.C. ruled that Bartlett-Collins had to re­ instate the strikers (except Charles Wiley) on request. The last contract negotiating session was held on July 29, 1976. As of November 1977, the 25 to 35 strikers have been walking the picket- Gulf of Mexieo-l'aribbean Sea SlU-contracted Caribe Tugboat started a new service on Feb. 15 linking San Juan, P.R. to Lake Charles, La. The 9,000 hp. tug Explorer and the roll-on barge Islo Grande are making the run, which takes about six days one way. The barge is 400 feet long by 100 feet wide and carries 90 trailers. Caribe already operates roll-on tug and barge service between San Juan, Jacksonville. Miami, Venezuela, the Dominican Republic, the Virgin Islands and the Leeward and Windward Islands. The Lake Charles service is another step forward in the company's rapidly growing Caribbean operation. But it has even bigger plans for the near future. Caribe has two triple-deck, roll-on barges on order, which will be the largest in the world. These superbarges are 580 feet long by 105 feet wide and can carry 380 trailers. They are expected to enter the Jacksonville-San Juan service in June. Caribe is also planning to build two triple-deck loading platforms, one in each port in this service. These will allow all three decks of the new barges to be loaded or unloaded at once. The triple-deckers will take the place of some of the double-deck barges that now run between Jacksonville and San Juan. Once this happens, the double-deckers may be used to expand the Lake Charles service, a Caribe spokesman said. Mississippi River System line seven days a week. They refuse to return to work at the plant until the company makes a valid wage and bene­ fit proposal and reinstates Charles Wiley with his pension. He's 55. Bartlett-Collins is now operating its plant with inexperienced scabs 40 hours a week with production losses of 40 to 60 percent. Most of the loss comes from imperfect and smashed machine-made glassware. Of course, the scabs have been getting wage increases. Union chief George M. Parker says "Bartlett-Collins Glass Co. is the only remaining unorganized major producer of automatic machine glassware in the nation." The company, which started in 1913, pays its machine operators from $2.60 to $3.25 an hour. The workers now get two weeks vacation after five years on the job. They have a pension plan. It has branches in Costa Rica, Venezuela, Haiti, and Canada. The Bartlett-Collins workers have no overtime or shift differential pay, se­ niority rights, grievance procedure, gloves, or protective clothing. They also don't have any paid holidays. ^iniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiaiiimiiiuiiuiimiiiii^ I SAB Rules on 'C | I Classified Men | In November the Seafarers Appeals Board ruled that effective Jan. 3, 1978, "C classification seamen may only reg­ ister and sail as entry ratings in only one department." The Board took the action to insure that the Llnion will he able to maintain sufficent manpower for each shipboard department. The ruling will also enable these seamen to get sufficient seatime in one department for the purpose of upgrading to a higher rating in that department. frigid temperatures and severe ice jams have caused a number of mishaps on the rivers. And to top it all off, the ice build-up has increased the already serious problem of bottlenecks and delays at old lock and dam facilities. The coal miners strike and the weather also seem to be working hand in hand to create problems. Since coal transportation is the major traffic on the rivers, laid-up boats mean less traffic moving and breaking up ice. I '^e biggest ice jams have been on the Ohio River. A towboat, the Clare Beatty, (non-SlU) and .several barges were stuck in the ice-packed channel of the Markland Dam, just below Cincinnati on Jan. 27. Three SIU towboats, the Charles Lehman, the Wally Roller and the James Nevin, all American Barge Lines, tried to break up the ice and reach the vessels. But the jam was one-half mile long, St. Louis SIU Port Agent Mike Worley reported, and the effort was unsuccessful. The Beatty and two of the barges finally sank. No one was on board at the time. The next day at Jeffersonville, Ind., only a short distance downriver from the Markland Dam, 42 tied-up ABL barges were hit by a huge ice flow and broke loose. This happened during the christening of a new ABL towboat, the Joe Bobzien. The barges were eventually all rounded up. The Bobzien has not yet entered service because of weather problems. Nine more ABL barges broke loose on Feb. 4 at Cairo, III. where the Ohio meets the Mississippi. They were rounded up by SIU Boatmen. Locks and Dam 26, at Alton, 111., where the Mississippi, the Illinois and the Missouri Rivers converge, is operating again with both locks. The smaller of its two locks broke down in early January and caused major delays. But "it's still very difficult going" according to a spokesman from the Army Corps of Engineers. Moreover, the bottleneck hasn't disappeared. It has spread downstream 18 miles to Granite City, 111., where Locks and-Dam 27 is located. The larger of two locks in this facility has been shut down for maintenance. Twenty towboats were backed up there this month. Great Lakes Laid-up, jammed up and bottled-up. That describes the current problems tug and bargemen are facing on the upper Mississippi River system. T "nited Coal Miners strike, ongoing since Dec. 5, has laid-up from 15 io 18 STU-contracted towboats on a daily count in this area. Blizzard winds. Tug and dredgemen don't have even a fighting chance against the tough winter weather conditions in this area and most shipping shuts down for the season. The only year-round SlU-contracted towing company is Hannah Inland Waterways which uses tugs equipped with ice-breakers. But inland members from this area have been stopping by the new Union Hall in Algonac, Mich, recently and are raving about its outstanding facilities. Fourteen SIU Boatmen and Dredgemen had a chance to see what their brothers have been talking about when they attended the first educational conference for Great Lakes inland members at the Hall from Feb. 6-8. (See full story and photos on pages 19 to 22.) "This has to be the finest union hall in the country," SIU Boatman John DuFour said when he visited the new Algonac Hall recently. DuFour works for Great Lakes Towing in Detroit. Rod Jeziorowski (1), a deckhand/tankerman with SlU-contracted Hannah Inland Waterways, came to the Algonac Hall last month to receive some Welfare information from SIU Dispatcher Tom Bluitt. 6 / LOG / February 1978 I �Long Beach Committee rI r I I I I I I I I I I I I I by SIU Executive Vice President I I I I Frank Drozak I I I I I I I When you need medical care in a foreign port, how do you make sure you I I I get it? American seamen have the right to fair and proper treatment if they become I I ill or injured on a foreign voyage. But to protect your rights, you have to know I your rights. This means following the procedures that have been established I I I for your benefit. I The first step, if you have to leave your ship to receive medical treatment in I I a foreign port, is to notify the ship's medical officer and request a Master's I If you are not fully paid off when you leave, you also have the right I I Certificate. to receive a reasonable money advance to cover necessary e^yjenses. I These are your rights as Seafarers according to Maritime Law and collec­ I I I tive bargaining agreements. I Equally important, you should notify the ship's chairman. The Union has I I received complaints recently from Brothers who have had problems getting I proper medical treatment in foreign ports. In order to prevent these problems, I we are now requesting all ship's chairmen to wire Union Headquarters anytime I I a crewnieniber is paid off in a foreign port due to illness or injury. I I Last month, we notified all ship's chairmen of this procedure. But I'd like I I to point it out again here .so that all Brothers will realize why it is important. I Some Seafarers have recently been denied their requests for a Master's I I Certificate. Others have been paid off in foreign ports without a pay voucher. I They have arrived in the States, without funds, hundreds of miles from their I _ I port of engagement. To complicate these problems, they have arrived after • I normal business hours and on weekends or holidays, preventing contact with I company involved. | I theAfter the Union receives notice from the ship's chairman, we will be able | to I contact the company to request that proper medical attention be provided to I the Seafarer involved, in accordance with his full rights. This includes specify-' I ing that he be sent back to the States as soon as his medical condition permits 1 I Letters have already been sent to all of our contracted companies, advising § them to conform to these procedures. But we also need your cooperation in | I these matters to insure that your rights as American seamen are carried out. g I I Heatlq uarters Notes N.Y. Patrolman Teddy Babkowski (seated center) and SlU Representative George Ripoll (seated back to camera) check the books of part of the Ship's Committee of the SS Long Beach (Sea-Land). They are (seated I. to r.): Chief Cook John Tilley, steward delegate, and Engine Delegate Walter Jorgensen. Standing (I. to r.) are: Bosun Frank White, ship's chairman; AB David Manzanet, deck delegate, and Crew Messman Udjang Nurdjaja. The ship paid off recently in Port Elizabeth, N. J. Tlger(Shark) in Their Tanker Capt. Gus Kukunas "of the good old ST Erna Elizabeth" (Hudson Waterways) sent in this photo recently of (rear I. to r.): Chief Steward Bobby Fletcher holding on to fin of 8 foot, 9 inch marlin swordfish; Chief Pumpman Jim Beatty, and Recertified Bosun Neil "Biackie" Matthey hanging on to a 11 V2 foot tiger shark they hooked in Parita Bay, Panama while they were waiting for a cargo of Alaskan crude. Also helping in the catch was (front) AB Joe Stanton. Christmas Goodies A'-Comin' On Christmas Day on the VLCC Maryland (lOM) Baker Richard "Jimmie" Sherman (left) displays a huge holiday cake he's just baked for the crew. In the center is Chief Steward Roy Fletcher. Messman Jim Pilski gets ready to serve the hors d'oeuvres. The yule dinner was served 40 miles off Galveston where the tanker was anchored in the offshore lightering area. (Photo by crewmember. Seafarer Vincent Cortellacci). I I I would also like to call your attention to recent events in the inland field I that are covered in this issue of the Log. These are the latest educational con- • I I ferences held for SIU Boatmen. I Two were held during the past month. One was for Great Lakes tug and I at the new SIU Hall in Algonac, Mich, (pages 19-22). The other I I dredgemen was for Atlantic Coast shipdocking Boatmen and was held at the Harry I I Lundeberg School in Piney Point, Md. (pages 13-15). I If you've been reading the Log, you know that conferences like these have I I been going on for a full year now. They began with Boatmen from the Gulf and I have now covered inland members from all geographic areas where SIU- I I contracted companies operate: on the Mississippi River system, the Atlantic I I Coast, and the Great Lakes. I While the educational agenda has been similar, each of these conferences is I a worth reading about because each provides some new information about SIU I 1 Boatmen in different parts of the country. Working conditions and industry I differ from region to region. Each conference offers insight into how I 1 economics the membership works within these differences to achieve common Union 1 goals—stronger contracts, better benefits and increased job opportunities. The I 1 Great Lakes conference should be especiaUy interesting because it is the first I I 1 one held in this area. Since the merger of the Inland Boatmen's Union and the SIU in September, I 1 1976, we have been searching for better ways to meet the needs of the inland 1 membership. These conferences have proved to be an effective way to find out I 1 what those needs are throughout the country. And they have proved to be a I 1 very good way for the officials and the membership to work together to achieve I goals. 8 a these We've been doing it by communicating—by talking to each other at these 1 a conferences and breaking down the barriers of misinformation or misunder­ standing that have stood in our way. 1 had the privilege of serving as chairman 1 of the Great Lakes conference. Along with the 14 Lakes delegates who at­ 1 tended, I learned a great deal aoout that segment of the industry that I'd like 1 to pass on to my brothers. 1 I'd like to share my experience with you because I think it will help you| understand what we're up against and what we're trying to achieve for SIU _ boatmen. And the best way I can do that is through the Log. I urge you to read • the articles on the Great Lakes and Atlantic Coast conferences and find out I what's happening in these important parts of our industry. | Feb.uary 1978/ LOG/7 1. u �The Lakes Picture ALGOXAC Algonac Port Agent Jack Bluitt said, "it looks like a real early fit-out this year." As soon as the weather breaks ships will begin fitting up to handle the demand for ore that is a result of the late settlement of the ore miners strike. Figures from the U.S. Post Office in Detroit that provides mail .service to all up- and down-bound vessels indicates there were 177 more vessel pas­ sages in 1977 than in 1976. The Detroit Post Office tallies all ships that pass by its central location. It said there were a total of 2,941 American vessel passages upbound Detroit, 1,615 Canadian upbound and 822 deep sea upbound passages for a total of 5,378. The downbound passages included 2,907 American vessels, 1,570 Canadian and 822 downbound deep sea'ships for a total of 5,299. Though the 1977 totals exceeded those for 1976, this does not mean more ships ran last year than the year before. In fact, fewer vessels were running last year but there were several newer ships which were able to make runs more frequently than the older vessels. BUFFALO Buffalo's shipping industry comes mostly from the city's flour mills. Along the waterfront are four major mills and there are two smaller mills in the city. The 12 million tons of flour milled in Buffalo last year made the city the largest milling center in the country, a distinction it's held for 47 years in a row. When Buffalo first became prominent as a flour-milling center it was be­ cause the most efficient way of producing and shipping flour was to move the wheat via laker as far east as possible, mill it, then take it to market by train or truck. Buffalo was that easternmost point. Now, however, more and more wheat is coming from Kansas and other western areas that have no access to Great Lakes shipping. Cargill, Inc., a grain concern, recently announced plans to construct a $2.5 million bulk flour terminal in Barksdale, Md. which would receive the flour from the company's three Kansas-based mills. Fears have been voiced that Cargill's move could set a precedent and that other companies will abandon their Buffalo mills and open facilities in the west. If these fears materialize, it will necessarily mean a severe cutback for Great Lakes grain carriers which include the entire SIU-contraded Kinsman fleet and some American Steamship Co. vessels. With a never-say-die attitude, however, the state of New York has desig­ nated funds to the Niagara Frontier Transportation Authority for studies on a Buffalo-based, waterfront transshipment center. The facility, which will cost a projected $32 million to build, will handle low-sulphur western coal and other bulk materials. ENVIIULY^IFIYT When the Soviet, nuclear powered naval reconnaissance satellite Cosmos 954 reentered the earth's atmosphere in late January and broke up over northwest Canada, the U.S. and Canadian governments sent out "sniffer" planes to assess the risk of radioactive contamination. In the weeks follow­ ing the incident, conflicting reports surfaced on the danger posed by the uranium 235 that the reactor was carrying. Air samples over a wide area in­ cluding western and central Canada and the Great Lakes area on both sides of the border were tested. But any problems resulting from the crash remain to be seen. LAY-ITP SCIIEDVLE Following is the lay-up rosier for all SlU-contracted Great Lakes vessels. Chicago, III. Detroit Edison and Sam Laud (both Am. Steam­ ship Co.) Cleveland, Oh. Consumers Power (Am. Steamship) and Paul H. Townsend (Huron Cement Co.) Detroit, Mich. Buffalo (Am. Steamship), ST Crapo (Huron Ce­ ment), Columbia and Ste. Claire (both Bob Lo Co.) Duluth, Minn. Harry Allen (Kinsman Lines) Erie, Pa. Niagra, Lakewood, J.F. Schoelkopf, St. John, Loc Bay (all Erie Sand Steamship Co.) Green Bay, Wise. J.B. Ford, E.M. Ford (Huron Cement Co.) Lorain, Oh. Richard J. Reiss (Am. Steamship) Milwaukee, Wise. Medusa Chailenger (Cement Transit Co.) Monroe, Mich. John T. Hutchinson (Am. Steamship) Muskegon, Mich. H. Lee White (Am. Steamship) Sandusky, Oh. John R. Emery (Erie Steamship) Sturgeon Bay, Wise. Belle River, St. Clair (Am. Steamship) St. Ignace, Mich. Arnold Fleet (Seven vessels) Superior, Wise. Frank Denton (Kinsman) and J.A.W. Iglehart (Huron) Toledo, Oh. George Steinbrenner, Paul L. Tietjen, Merle McCurdy, Alastair Guthrie, George D. Goble, Henry Steinbrenner, C.L. Austin, Kinsman Enterprise (Kinsman Lines), Nicolet, Joseph S. Young, John A. Kling, Adam E. Cornelius, John J. Boland, Roger M. Kyes (Am. Steam­ ship) and William R. Roesch and Paul Thayer (Pringle Transit Co.) Utica, NY Day Peckinpaugh (Erie) When the LOG went to press, the Sharon, McKee Sons, and Charles E. Wilson, all American Steamship, were on their way to lay-up. The Ann Arbor carferries, the Chief Wawatam (Mackinac Transportation Co.) and the Straits Transit Inc. fleet are still operating. Total lay-up of SIU ships on the Great Lakes is 49 vessels. FRAYKFORT Mackinac Transportation Co.'s car ferry, the Chief Wawatam, had a close call in December. One of the Wawatam's moorifig cables broke during a gale at St. Ignace, thrusting the vessel into the pilings of an old dock. The Wawatam, which received no damage, waited patiently until the Coast Guard came and righted her several hours later. sMimrn SAILING A bill in the U.S. House of Representatives and one in the Senate include proposals to authorize funds for a Great Lakes icebreaker. The most power­ ful icebreaker currently in use on the Lakes is 35 years old. Mark Austad, the former U.S. ambassador to Finland, and the Great Lakes Carriers Association are trying to get the government to agree to purchase a Finnish icebreaker. Austad thinks the Finns build better icebreakers than the U.S. He claims that his interest is to keep the Lakes free of ice in the best way possible, not to help Finland. Pointing to figures from the U.S. Corps of Engineers, Austad said, "60,000 jobs are lost every day the lakes are frozen. That comes out to $2 million a day in lost wages." New Great Lakes Wage Rates— Effective January I, 1978 Under the Collective Bargaining Agreement, Article 4, Section 3; Article 5, Section 3; Article 7, Section 3, the following wage rates are effective as of January I, I97H: HOURLY TIME AND RATE STRAIGHT ONE-HALF 1.5 TIME Wheelsman Bosun Able Seaman Watchman A .B.—Deckwatch O.S.—Deckwatch Deckhand Gatenian Conveyor Engineer Conveyurman Q.M.E.D. Assistant Conveyorman Pumpman Scraperman 8 / LOG / February 1978 6.685 6.665 6.63 6.575 6.21 5.76 5.61 6.58 7.15 6.805 6.91 6.62 6.58 6.58 10.03 10.00 9.945 9.86 9.315 8.64 8.415 9.87 10.725 10.21 10.365 9.93 9.87 9.87 DOUBLE TIME 2.0 DOUBLE TIME & ONE-HALF 2.5 13.37 13.33 13.26 13.15 12.42 11.52 11.22 13.16 14.30 13.61 13.82 13.24 13.16 13.16 16.71 16.66 16.575 16.44 15.525 14.40 14.025 16.45 17.875 17.01 17.275 16.55 16.45 16.45 HOURLY RATE TIME AND STRAIGHT ONE^HALF TIME 1.5 Oiler Fireman-Watertender Fireman-Handyman Fireman Wiper Steward (Standard Lake Freighter) Second Cook Passenger Porter Night Porter Second Cook (Reduced Galley) Porter (Reduced Galley) Porter DOUBLE TIME 2.0 DOUBLE TIME & ONE HALF 2.5 6.685 6.61 6.61 6.575 5.61 10.03 9.915 9.915 9.86 8.415 13.37 13.22 13.22 13.15 11.22 16.71 16.525 16.525 16.44 14.025 8.21 6.425 5.71 5.71 12.315 9.64 8.565 8.565 16.46 12.85 11.42 11.42 20.525 16.06 14.275 14.275 6.535 5.71 5.61 9.80 8.565 8.415 13.07 11.42 11.22 16.34 14.275 14.025 X. NOTE: On February J, 1978 a new "COLA" adjustment of seven cents (7t) tion to the above rates. �Witt Seafarers International Union of North America, AFL-CIO FEBRUARY 1978 Legislative, Administrative and Regulatory Happenings Congress Postpones Senate Debate On Rivers User Charge OCS Bill Passes; 'Hire American' Wins House Approval The Senate has again postponed debate on legislation imposing a user charge on commercial operators on the nation's inland waterways. Last */ year, the House passed a bill which would put a 4 cents a gallon fuel charge on the users of most of the in­ land waterways system. That tax would rise to 6 cents a gallon inn 1981. The House-passed bill also autho rizes construction of a new lock at Alton, 111. on the Mi.ssissippi River. The Lock & Dam system at Alton has created a serious bottleneck on the upper rivers because of its de^ terioration. In the Senate, a move is on to im­ pose a much higher tax. This would create very serious problems for SIUcontracted inland waterways opera­ tors because it would force them to raise their rates to make them less competitive with the railroads. The powerful railroad lobby has found a champion in Senator Pete Domenici, a Republican from land­ locked New Mexico. Sen. Domenici's latest proposal is for a 15 cents a gal­ lon tax on all of the inland system— and that could go higher. Atlantic Coast Harbor Boatmen . Examine SIU Washington Activities The SIU continues to oppose any charge or tax on the rivers system. However, since the industry backed the House bill because it feared that Locks & Dam #26 would not be re­ paired without such a charge, our efforts arc now aimed at keeping the charge within the limits set by the House. Still another group of SIU Boatmen from Baltimore, Norfolk and Phila­ delphia came to Washington this month for a first-hand look at the legislative and political activities of their Union in the nation's capital. During their visit, the group talked with the SIU's legislative and political staff at the AFL-CIO Maritime Trades Department, and the research and education staff at the Transportation Institute. Later, they had lunch at the National Democratic Club where they met and talked with Senator Charles Mathias (R-Md.), Congresswoman Barbara Mikulski (D-Md.), Rep. Paul S. Trible (R-Va.), Rep. William Whitchurst (R-Va.), Rep. Raymond Lederer (D-Pa.), and Rep. Michael "Ozzie" Meyers (D-Pa.). The Washington visits are part of the SIU's continuing efforts to keep the membership informed about the many problems facing the maritime industry, and to acquaint the membership with the Union's programs for encouraging the development of the industry. The House early this month passed a bill that would require that all exploration and drilling rigs on the U.S. outer continental shelf—in­ cluding their crew and supply boats —be manned by American workers. The vote on final passage was 29191. However, an SlU-backed amend­ ment which would have required that all equipment used on the outercontinental shelf be built in the U.S. was narrowly defeated, 208-201. The Senate passed its version of Outer Continental Shelf legislation last July. The Senate bill does not contain any "Hire American" or "Build American" provisions. The House and Senate bills will now go to a joint conference where the differences between the two ver­ sions of the bill will be ironed out. The SIU will continue its efforts— with the support of the AFL-CIO Maritime Trades Department—to make certain that the final draft of the bill includes provisions that will guarantee jobs and job security for American workers. ! t 4'' ^ , I- In Committee. On the Agenda in Congress... OCEAN MINING. Three bills relat­ ing to Ocean Mining have been re­ ported by the House International Relations Committee, the House Merchant Marine and Fisheries Committee, and the House Interior and Insular Affairs Committee. The SIU's legislative and political staff in Washington have been on top of these bills from the very beginning to make certain that the jobs that SPAD is the SIU's political fund and our political arm in Washington, B.C. The SIU asks for and accepts voluntary contributions only. The Union uses the money donated to SPAD to support the election campaigns of legislators who have shown a pro-maritime or pro-labor record. SPAD enables the SIU to work effectively on the vital maritime issues in the Congress. These are issues that have a direct impact on the jobs and job security of all SIU mem­ bers, deep-sea, inland, and Lakes. The SIU urges its members to continue their fine record of support for SPAD. A member can contribute to the SPAD fund as he or she sees fit, or make no contribution at all without fear of reprisal. A copy of the SPAD report is filed with the Federal Elec­ tion Commission. It is available for purchase from the EEC in Washington, D.C. will be created by this new industry will be reserved for American workers. As reported by the Merchant Ma­ rine Committee, and the Interior Committee, the bills require that mining, processing and ore carrying vessels must be under the U.S. llag with American workers aboard, and that the minerals mined from the deep seabed must be processed in the U.S. The bill coming out of the Inter­ national Relations Committee is watered down in this area, but would require the "maximum employment" of U.S. workers. Hearings DEFENSE BUDGET. The Senate Armed Services Committee has begun its annual series of hearings on the Defense Budget. The SIU's legis­ lative staff is attending these hearings to monitor the position of both the Congress and the Defense Depart­ ment with respect to the U.S. mer­ chant marine. LNG. The Energy Subcommittee of the House Interstate and Foreign Commerce Committee is now hold­ ing hearings on the importation of liquified natural gas. COAL SLURRY PIPELINE. Legisla­ tion on granting rights to transport pulverized coal through pipelines has been bouncing around Congress for some time now. Once again, hearings are being held by the House Interior and Insular Affairs Commit­ tee. We're opposed to this because pipeline transportation of coal would seriously affect the business of SIUcontracted barge operators, and would undercut the job opportunities of Inland Boatmen. MARAD BUDGET AUTIIORIZArioNs. The Subcommittee on Mer­ chant Marine of the House Merchant Marine and Fi.sheries Committee is now holding hearings on the 1979 Budget for the U.S. Maritime Ad­ ministration. COAST GUARD BUDGET. The Coast Guard Subcommittee of the House Merchant Marine and Fisher­ ies Committee is holding hearings on the 1979 budget. OCEANS AND ATMOSPHERE. The Oceanography Subcommittee of the House Merchant Marine and Fisheries Committee is continuing budget authorization hearings for the National Advisory Committee on Oceans and Atmosphere (NACOA). February 1978 / LOG / 9 .n*i 1 �Young Engineer Made Full Use of HLS Courses "You asked for it, you got it!" Chief Engineer Larry White, 27, dis­ covered, that when it comes to upgrad­ ing courses at the Harry Lundeberg School, this is more than just a catchy slogan. Soon after Brother White started out as an SlU Boatman, he found out that he would have to get a license to get the kind of job he wanted. But this was 10 years ago when the Lundeberg School just opened in Piney Point, Md. The special courses he needed to prepare for the licensing exam were not yet available. A native of Norfolk, Va., White got his first job away from home in 1968 as a deckhand with Steuart Transport of Piney Point, Md. But he had a na­ tural inclination to "fiddle around with motors," he said. By 1970 he was help­ ing out in the engine room of Steuart's towboats. He got a lot of help and en­ couragement at the time from Engineer Willard White (no relation), he added. Fowt First Steuart Transport is located very close to the Lundeberg School and White's desire to gain more engine skills led him there often in his spare time. His first step up was the FOWT endorsement. But that was the highest engine rating he could prepare for at the School at the time. INLAND Chief Engineer Larry White prepared for his licensing exam at the Harry Lundeberg School and returned there recently for an Atlantic Coast Inland Boatmen's Educational Conference. He is shown here giving his wrap-up comments at the Conference. Along with Boatmen like White, SIU officials were aware of the growing need for courses leading to inland licenses. White asked for one almost every time he visited the school. Before too long, the Union was able to give him the chance he needed to move up. "One day. Bob Kalmus (HLS Voca­ tional Director) told me, 'Hey, we've got that diesel course you've been ask­ ing for.' I said, 'Okay, enroll me.' " Only a year-and-a-half later. White had completed the courses for Assistant and Chief Engineer of Uninspected Towing Vessels and passed the exams for both licenses. The Chiefs license wa.s While's ticket to higher pay and just the kind of job he was looking for. At Steuart he was sometimes away from home pushing barges for as long as a month at a time. This was hard on his wife, Jackie, and his three small daughters. He wanted harbor work closer to home and through the SIU Hiring Hall, he found it at Curtis Bay Towing in Nor­ folk where he now works as Chief Enginecr on shipdocking tugs. "I never would have gotten the job without the license," he stressed. At 27, he is the younge.st chief engineer in the company. White had a chance to visit the Lun­ deberg School recently at the first At­ lantic Coast Educational Conference held there for shipdocking SIU Boatmen 2 Boatmen Get High School Diplomas at HLSS Two more SIU members, one 43 and the other 27, have achieved their high school equivalency diplomas through the Lundeberg School. They are Boat­ men Alexander Borawick and Carl Barrett. Brother Borawick is from Baltimore, Md. and works for Curtis Bay Towing. He has been an SIU member for 22 years. Seafarer Borawick, 43, dropped out of school in the eighth grade. "In school there were a lot of kids and the teachers rushed you through the grades." Brother Borawick was very impressed by the teachers and the pro­ gram at HLS. "The teachers were pa­ tient and understanding. They helped me with a problem until I understood He lives in Houston, Tex. and has been a member of the Union for nine it." years. Brother Barrett, 27, quit school This is not Seafarer Borawick's first visit to the Lundeberg School. He got at the beginning of his senior year. He feels that "the GED program is good. his firefighting ticket and recently com­ The teachers are patient and give each pleted the course for his Lifeboat en­ dorsement. Brother Borawick has plans student individual attention." After be­ ing out of school for a while Carl said to get his AB endorsement at HLS also. that, "the course wasn't as hard as I When asked if being away from had anticipated." school for so many years affected him This is Brother Barrett's first visit in the GED course. Brother Borawick to the Lundeberg School and he en­ commented, "I have read a lot aboard our boat and it was a joy to study at the courages his fellow Seafarers to take Lundeberg School because I really advantage of the opportunity at HLS wanted that high school diploma." Sea­ for a high school diploma. "1 know I would never have gotten it on my own," farer Borawick added that he did not he said. think he would have the chance to get So far, 980 Seafarers have earned his diploma, but the Lundeberg School high school diplomas through the GED made it possible. program at HLS. If you are interested Seafarer Carl Barrett was curious about the Lundeberg School and the in attending the Lundeberg School to high school equivalency program. study for your high school equivalency Brother Barrett learned about the GED , diploma, contact your SIU representa­ tive or write to the following address: program by reading the Log. Harry Lundeberg'®chool Academic Education Department Piney Point, Maryland 20674 I from Nov. 27 to Dec. 3, 1977. He said he was very impressed with the new Vocational Building and special engine room training facilities that have been added since he attended the School. And he plans to take full advantage of these new additions. He wants to up­ grade again so that he can work on vessels of higher horsepower. He is also very interested in the School's LNG courses, "for my own enlightenment and in order to prepare for the future," he said. White is looking forward to the tug and barge industry developing its potential to transport LNG. "I don't want to be caught off guard in the. future," he explained. "I'm still young and I'm still planning to move up with the times." Tow Licenses Expire in'78 Towboat operators who received their licenses in 1973 should be aware that ^:he licenses must be re­ newed in 1978. Since this affects a large number of operators, the Coast Guard asks that all involved avoid the prob­ lems of a last minute rush. Li­ censes can be renewed within 90 days of expiration. The license may be renewed at any Coast Guard Marine inspec­ tion/Safety Office which conducts licensing transactions. Applicants for renewal should present a letter or other evidence of service under their license within the last three years. They should also be prepared to complete an "open book" exer­ cise on Rules of the Road, which apply to their licensed area, and an "open book" exercise on the Pollution Prevention Regulations. Newark's Minutes:Tragic Alexander Borawick Notice on The nineteenth part of the Log series showing how various organiza­ tions and laws affect the job security of SIU members will not be run this month due to production difficulties. However, the .se'^es will be continued in the March issue of the Log. Carl Barrett Kokhanok Bay, Homer, Kenai, Mt. Redoubt, and Palmer Moun­ tain View are only a few places of interest you pass as the pilot takes you through Cook Inlet into Anchorage, Alaska. In the ship's minutes of Dec. 18, 1977, Chairman W. Mason aboard the SS Newark (Sea-Land Service) had been piloted through Cook Inlet and his ship was on her way again out of Anchorage. The pilot is transferred from ship to ship by chopper pilot. After assisting the SS Newark, the pilot was to meet the SS Great Land. However, it was learned that an accident had occurred and the 10 / LOG / February 1978 EES SO pilot and chopper pilot had gone down in Cook Inlet. All crewmembers and officers immediately offered help and searched the surrounding area for any sign of them. However, it was to no avail and it was soon learned that they had succumbed to exposure and there was no hope. The officers and crew offered their condolences and observed one minute of silence in their memory. �n Scholarship Program for Boatmen Is Launched Twenty four SIU Inland Boatmen have won scholarships at the Harry Lundeberg School to train for a Towboat Operator's license in an inno­ vative program sponsored by the Transportation Institute. The scholarship program provides $125 weekly to each of the success­ ful scholarship applicants, along with free room and board and all necessary supplies for the 12-week period of training at the Lundeberg School. The program was initiated by the Transportation Institute in order to insure an available source of skilled Boatmen aboard vessels of the Institute's member towing com­ panies. Transportation Institute is a Washington based research and in­ dustry promotional organization consisting of 160 companies engaged in inland waters, harbor, and deep sea transportation. Herb Brand, president of the Transportation Institute, stated that the scholarship program "was adopted by the Board of Trustees in view of the critical need of mem­ ber companies for skilled mates and pilots, It is the Institute's view that the companies' employees are the Towboat Scholarship Winners Name Company Port George Mowbray John Norris David Marotto Luis E. Negron Garcia George A. Johnson Emmett Proudfoot James James Robert Lukowski Monte Cross G & H Towing National Marine National Marine Caribe Towboat Corp. Inland Togs Caribe Towing Red Circle Curtis Bay Moran Towing of Texas Crescent Towing Inter Ocean Trans­ portation (lOT) lOT Hannah Inland Waterways Corp. Sabine Towing Allied Towing Hunt Oil Dixie Carriers Dixie Carriers Caribe Towing lOT lOT American Commercial Barge Line Caribe Houston, Tex. Piney Point, Md. New York, N.Y. San Juan, P.R. John Brown Robert F. Hodgins Don Braddy Alexander Sweeney Frank Jewell Michael Hladky James Price Darrell Looney Donald Hyde Glenn McDonough Richard Kulakowski Paul G. Pont John Lane Frederick Shiferdek 10 HLS Entry Grads Ten of the 24 winners of the Transportation Institute Towboat Operator Scholarship are gradu­ ates of the Harry Lundeberg School Inland Entry Training Program. This figure is a tribute to the job the Lundeberg School St. Louis, Mo. Mobile, Ala. Tampa, Fla. Baltimore, Md. Port Arthur, Tex. best potential source for obtaining additional skilled manpower.". Brand added that in addition to the advantage to the boat companies, the scholarship program provides greater incentives for SIU Boatmen to upgrade their skills and improve their earning power. Classroom, Practical Training The 12-week training period will include classroom and hands-on training, which will take place aboard the School's single-screw tug, the CL-2, and its twin-screw towboat, the Susan Collins. HLS is lo­ cated in Piney Point, Md. Each of the scholarship winners will be given intensive instruction and training. This will include ma­ neuvering with single and multibarge lows, fircfighting, rules-of-theroad, navigation, and first aid. The final period of the course will concentrate on preparing the Boat­ men for the Coast Guard examina­ I tion for towboat operator. Upon completion of the course and passing the Coast Guard exam, the newly licensed operators will work aboard vessels operated by Transportation Institute member companies for a minimum of two years. The SIU Boatmen who won the first scholarship were selected by a three-man Scholarship Selection Committee. It consisted of Trans­ portation Institute President Herb Brand; Capt.jRichard W. Stone, di­ rector of ;haritimc affairs, and Richard Saul, director of inland waterways research. The Institute advises that appli­ cants who were not selected for the first round of scholarship awards are eligible for further consideration. Eligible Boatmen are urged to apply for the next towboat operator's scholarship which will start on May 29. Further information may be ob­ tained from SIU port officials or from the Harry Lundeberg School. New Orleans, La. Norfolk, Va. it Philadelphia, Pa. Detroit, Mich. Port Arthur, Tex. Norfolk, Va. Norfolk, Va. Mobile, Ala. New Orleans, La. Jacksonville, Fla. Philadelphia, Pa. Philadelphia, Pa. Jeffersonville, Ind. Jacksonville, Fla. is doing in preparing young men for careers in maritime. Hazel Brown, president of the School, said she was pleased to see 10 HLS grads among the scholarship winners. She said, "these Boatmen, as graduates, are an example for all of their fellow Boatmen. At HLS, they received Thomas Nelson Committee P The Towboat Operator Scholarship Selection Committee was made up of three people from the Transportation Institute. On hand as an advisor to the Committee was Bob Kalmus, left, director of vocational education at the Lundeberg School. The Selection Committee included, from Kalmus' left: Herb Brand, president of the Transportation Institute; Rich Saul, director of Inland waters research, and Capt. Richard Stone, director of maritime affairs. scholastic abilities and basic skill training which helped them to succeed in the scholarship compe­ tition." Ms. Brown also said, "their presence in this program—and really the scholarship program it­ self—confirms the faith of the SIU and its contracted companies in the value of education. While these students are here, everyone at the School will be working to help them improve their careers. We're delighted with this oppor­ tunity, because our goal at HLS has always been to help every SIU Boatman advance on the career ladder as far as he wishes." Editor, Change of Address Or New Subscriber I.OG 675 Fourth Ave., Brooklyn, N. Y. 11232 1 would like to receive the LOG—please put my name on your mailing list. (Print In/armallon.} NAME ADDRESS CITY STATE ZIP. SIU members please give: Standing is SIU Patrolman Teddy Babkowski at a payoff recently aboard the SS Thomas Nelson (Waterman) at the Military Ocean Terminal in Bayonne, N. J. With him is most of the Ship's Committee of (seated I. to r.): Chief Steward S. Rothschild, secretary-reporter; Recertified Bosun Donald L. Chestnut, ship's chairman; AB W. E. Thomson, deck delegate, and Steward Delegate Bob Garrett. Bk # Soc. Sec. # / /. TO AVOID DUPLICATION: If you are an old subscriber and have a change of address, please give your former address below or send mailing label from last issue received. ADDRESS CITY STATE ZS». February 1978/ LOG / 11 | �Poorly Maintained Creek Tanker Caused Explosion On April 7, 1974, the master of the Greek registered tanker M/V Elias re­ ported a fire aboard the vessel to the Coast Guard and requested emergency aid. Forty-four minutes after the first call the vessel, which was 100 miles out at sea, again contacted the Coast Guard, saying the fire was under con­ trol. The ship continued to the port of Philadelphia to discharge its cargo of crude oil. Two days later, as the Elias was moored at the Atlantic Richfield Com­ pany Oil Terminal, the vessel ex­ ploded, burned and sank. Nine crew members and four visitors died or were missing; 13 others were hospital­ ized with injuries. The Elias was com­ pletely destroyed and damage occurred to a Liberian ship, the Steiniger, and to the ARCO terminal. The Coast Guard investigation of the casualty was hampered by several factors. The "variety of dialects, tech­ nical language and the necessity Of tak­ ing the witnesses testimony through an interpreter," were, according to the re­ port, major reasons for delay. In ad­ dition, the report had to be revised in 1977 to include the findings of salvage operations and the testimony of eye witnesses to the explosion. Though the Coast Guard de­ termined that "the ignition sowrce and location of the initial explosion aboard the M/V Elias cannot be determined," several factors strongly contributed to the accident. Heavy corrosion and holes in the cofferdam were found which, the re­ port stated, "amounted to an inherent safety defect in the vessel and indi­ cated that the vessel was not well maintained." The Coast Guard de­ termined that the responsibility for the hazardous condition of the tanker rested with the ship's owner and coun­ try of registry. A recommendation that "an in­ crease in the scope and frequency of examination of all tank vessels trans­ ferring hazardous materials in the U.S. ports," be undertaken was re­ jected by the Coast Guard. The Coast Guard said they already conduct ade­ quate investigations of U.S. tankers and that international treaties place the onus for regular inspection of foreign flag vessels on their country of origin. Knowledge of how a dangerous cargo, such as crude oil, reacts is es­ sential to the safety of the crew and the vessel on an oil tanker. Lack of knowledge, in the case of the Elias, may have been another contributing factor to the explosion. The CG report determined that the "most probable cause" of the fire and subsequent explosion was the ignition of vapors under pressure in the ves­ sel's No. 3 starboard cargo tank. This tank was nearly full while the vessel was in transit and heating of the oil in this tank would have caused it to expand even further, increasing the risk of explosion. It is vital for crewmembers aboard a tanker to know that the vapors above crude oil in a cargo tank will ignite at a lower temperature than the cargo itself, and that these vapors are extremely volatile under pressure. The Coast Guard's recommenda­ tions also included the following: fied to minimize the chance of accident; • that all tank vessels of significiant size (over 20,000 DWT) be fitted with an inerting system in the cargo tanks and that independent tests be con­ ducted to indentify the hazards as­ sociated with petroleum cargo and vapor aboard ship. The Coast Guard determined that these recommendations required no action on their part as, in most cases, the existing procedures were judged adequate. Point Julie Mate Has High Praise for Shipmates • that procedures for reporting fires on all inspected vessels scheduled to arrive at U.S. ports be implemented; In a letter to Recertified Bosun Wil­ liam E. Reeves and the deck depart­ • that tankers transporting unre­ fined or spiked petroleum cargoes be ment of the SS Point Julie (Birch Ship­ required to be designed and operated ping) recently, the vessel's Chief Mate to safeguard most effectively against Robert MacAlvanah had high praise for his shipmates: explosions; "As the voyage comes to an end, • that the wording of regulations covering visitors on tankers be clari- please convey to the entire unlicensed deck department my personal and sin­ cere gratitude for your excellent work and devotion to duty. I have a warm, good feeling each time I think of you, ••REGISTERED ON BEACH TOTAL SHIPPED •TOTAL REGISTERED JAN. 1-31, 1978 All Groups All Groups All Groups one of the best (and finest) crews I've Class A Class B Class C Class A Class B Class C Class A Class B Class C sailed with in almost 50 years at sea." Mentioned were OSs D. Buckley and DECK DEPARTMENT Port N. Garriott and ABs S. Bermudrez, R. 0 0 0 0 0 0 0 Boston 0 0 Dailey, S. Fabritsis, D. Pittman, S. 0 0 0 0 New York 0 0 0 ? 0 0 0 0 0 0 0 Philadelphia 0 0 0 0 Pottharst and S. Santos. 1 1 5 0 2 1 Baltimore 1 2 2 Mate MacAlvanah went on to say, in 0 0 0 0 0 0 Norfolk 0 0 0 part, that "While your work and efforts 0 0 0 2 Tampa 0 1 0 2 1 0 0 1 3 2 Mobile 0 4 3 4 cover a multitude of items, the follow­ 9 3 2 New Orleans 3 1 1 12 2 5 ing are outstanding: 0 1 0 Jacksonville 2 2 1 3 0 2 0 0 San Francisco 0 0 0 "You stripped, cleaned, painted 0 0 0 0 0 0 0 0 Wilmington 0 0 0 0 0 (with International orange) and re­ 0 0 0 0 Seattle 0 0 0, 0 0 stored the four life-boats inside and out 0 5 0 17 0 0 Puerto Rico 0 0 22 3 0 0 0 1 1 Houston to meet U.S.C.G. annual inspection. 3 1 0 33 9 2 19 2 Port Arthur 7 13 2 48 You painted the stack in less than half 0 0 3 2 1 36 Algonac 3 36 3 a day. 5 8 15 5 4 5 St. Louis 20 8 7 0 0 0 0 0 0 Piney Point 0 0 0 "You showed exemplary good con­ 0 40 8 1 27 Paducah 9 0 61 1 duct the eight days we were alongside 25 20 63 111 25 64 Totals 78 35 162 the dock discharging. Not one per­ ENGINE DEPARTMENT Port former. Nor was there an incident in­ volving our gang, ashore or aboard. 0 0 0 0 0 0 0 0 0 Boston 0 0 0 0 0 0 0 0 0 New York Your finest hour was when we expe­ 0 0 0 0 0 0 0 0 Philadelphia 0 rienced a full gale alongside the dock 0 0 0 0 0 0 0 0 0 Baltimore 0 0 0 with our ship in the most exposed, 0 0 0 0 0 Norfolk 0 0 0 0 0 0 0 0 Tampa 0 0 vulnerable berth of the entire port. Our 0 0 0 0 0 0 0 0 Mobile 0 ship was breaking our heavy moorings, * 0 0 0 0 0 0 New Orleans 0 0 0 0 0 0 0 0 0 1 1 Jacksonville 0 the cargo hose and the gangway were 0 0 0 0 0 0 0 San Francisco 0 0 carried away. Other ships were break­ 0 0 0 n 0 0 0 0 Wilmington 0 ing away from their moorings and dock 0 0 0 0 0 0 0 0 Seattle , • 0 ,0 0 0 0 > 0 0 0 0 0 Puerto Rico dragging anchors. All hell was brcal 0 0 0 0 0 0 1 0 Houston 1 ing loose. You could hear and see other 0 0 0 0 0 0 0 1 Port Arthur 1 ships plowing into each other. We saw 0" 0 0 0 0 0 0 1 Algonac 1 0 0 0 0 0 0 0 0 St. Louis 0 two American ships get great damage 0 0 0 0 0 0 0 0 0 Piney Point by pounding up on the breakwater, 0 0 0 0 0 0 0 0 0 Paducah 0 0 0 0 3 0 1 3 1 right in front of our eyes, 50 yards Totals away. It was a wild time for all hands. STEWARD DEPARTMENT Port Your seamanship, your willingness to 0 0 0 0 0 0 0 0 0 Boston do your duty, your quick turnout when 0 0 0 0 0 0 0 0 0 New York all hands were called and your intelli­ 0 0 0 0 0 0 0 0 0 Philadelphia 0 1 0 1 0 0 0 0 0 Baltimore gent handling of orders was outstand­ 0 0 0 0 0 0 0 0 0 Norfolk ing and in the finest tradition of the sea. 0 0 0 0 0 0 0 0 Tampa 0 n "On the trip home we had very bad 0 0 1 0 0 0 0 0 Mob'ie ..................... 0 0 0 0 0 0 0 0 0 New Orleans weather with only a few good days. 0 0 0 0 0 0 0 0 0 Jacksonville During the heavy rolling and storm, 0 0 0 0 0 0 0 0 0 San Francisco 0 0 0 0 you did a marvelous butterworthing 0 0 0 0 0 Wilmington 0 0 0 0 0 0 0 0 0 Seattle and mucking effort despite the usual 2 0 0 0 0 0 0 0 2 Puerto Rico problems of insufficient personnel, 0 0 0 0 0 Houston 0 0 0 0 0 2 1 0 1 Port Arthur 2 0 1 0 steam, pressure, hot water, etc. The 0 0 0 0 0 0 0 0 0 Algonac mucking was most difficult, heavy with 3 1 2 0 1 St. Louis 0 1 0 3 rust. Special mention should be made 0 0 0 0 0 0 Piney Point 0 0 0 8 0 0 5 0 Paducah 2 0 2 6 about the chief pumpman, E. Blan13 5 3 5 0 4 3 Totals ' 11 4 chard, who cooperated all the time. Also those other crewmembers who 67 Totals All Departments 85 39 176 30 23 69 28 122 helped us with the tank cleaning. •"Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. "I would be most happy to sail with anyone or all of you again." Shipping Report for Inland Waters 12 / LOG / February 1978 �3rd Shipdocking Confab Looks to Future Art Miller, relief mate in port of Phiiladelphia, suggests that the Union negotiate an Early Normal Pension Benefit in con­ tract negotiations later this year. It was the third and last in a series of week-long educational conferences at the Lundeberg School for SIU tugmen who handle the shipdocking business in the ports of Philadelphia, Baltimore, and Norfolk. The youngest delegate was a 21-year old deckhand from Baltimore. The old­ est a 66-year old chief engineer from Norfolk, in beteween were 26 of their fellow Boatmen of varying ages, back­ grounds, and work experience. Yet all 28 men had one thing very much in common—concern for the fu­ ture. They were concerned about the poli­ tical and economic problems facing the maritime industry. They were con- - Mike Sacco, HLS vice president and SIU Headquarters representative, says that educational conferences are an attempt to break down any communication bar­ riers that may exist between officials and membership. cemed about their wages, working con­ ditions, and welfare benefits. In brief, they wanted to know where they stood as Atlantic Coast harbor tugmen today. They wanted to know what the future prospects were con­ cerning their jobs and job security. And they wanted to know what the SIU was planning to ensure a bright future for them and their dependents. This six-day Educational Confer­ ence (Jan. 30 to Feb. 4) was designed to answer all these questions, as well as to give these members an overview of the inland industry. This included its history, its present situation, and where it is heading in the future. Mike Sacco, SIU headquarters rep- L The Lundeberg School was not new to Ed Hultz, mate for Curtis Bay in Phila­ delphia. Hultz got his pilot's license through the School in 1973. # Delegate Peter Schaefer suggests the SIU should negotiate a jointly adminis­ tered labor-management vacation plan in upcoming contract talks. Schaefer sails captain for Independent Towing in Philadelphia. m- • 1^^ i- -V '^ , V-:. ..f --1 Al Smith, relief man in Philadelphia, said he was glad for the opportunity to get together with Union officials and discuss the problems facing the Union. jSUj-vFrr-r#' U'Ifj t| t iii i:li i ; f .1 i J ? ^ u M1 •I < t-i 1 •» •A '/Mf '-:M Margaret Nalen, director of academic education at the School, tells delegates about the School's GED high school equivalency program. i resentalive and vice-president of the Lundeberg School, set the tempo of the Conference in the opening session. Sacco said, "the SIU is an effective organization because we have a united, well-informed membership. But to re­ main effective, we must be sure that no Delegate Marvin Gllden represented SIU communication barriers exist between tankermen from the port of Norfolk. Gll­ the SIU leadership and SIU members." den works for-McAllister Bros. He continued, "this Educational Conference, and others like it, is an first two days were spent going over attempt to break down any communi­ the benefits already available to SIU cation barriers that may exist today, as members. well as to prevent others from popping HLS President Hazel Brown and up in the future." Charlie Nalen of the HLS vocational To present these delegates with the staff gave a rundown of all the up­ total spectrum of the inland industry grading programs available to Boatmen. and the SIU's involvement in It, the Many of the delegates had never been to the School before and were very im­ pressed with what they saw. Tom Cranford, head of the SIU claims department in New York, gave a presentation on the benefits presently provided by the Welfare Plan. During this discussion, the delegates expressed a desire to increase these benefits durContinued on Page 14 - ii",] :} Ir:?. • Norfolk Port Agent Gordon Spencer ex­ plains the roleSPAD plays in the SlU's political activities. Robert "Jake" Jacobs, engineer for.Curtis Bay in Norfolk, says that the member­ ship must stick together and support the Union "if we are to continue to move ahead." Delegate John Bethel, relief deckhand from Philadelphia, graduated the HLS Entry Training Program in 1973. February 1978 / LOG / 13 �Pat Pillsworth, port agent in PIney Point, urges delegates to take advantage of upgrading opportunities available to Boatmen at thie Lundeberg School. Continued from Page 13 ing contract negotiations later this year. Baltimore Port Agent George Costango then gave a rundown of the SIU Pension Plan and how the plan was affected by the Employee Retirement Income Security Act. During this dis­ cussion, the delegates expressed a great deal of interest in establishing an Early Normal Pension in their new contracts. This would provide a pension at age 55 after 20 years of employment time. The majority of the time during the Conference, however, was spent dis­ cussing prospects for the future. Chuck MoUard, SIU inland coordi- Norfolk Republican Congressmen William Whltehurst (center, striped suit and tie) and Paul Trimble (third from right) get together with Norfolk delegation during trip to Washington. The Norfolk delegation, from the left are; Robert "Jake" Jacobs; James "Monroe" Meeklns; Marvin "Tiny" Forbes; Marvin Gllden; Norfolk Patrolman "Scrap Iron" Jones; Sam Esely; George Papuchls; A. R. Daniels; VInce Kuhl; Dan O'Neal; L H. Meeklns, and Norfolk Port Agent Gordon Spencer. nator, talked about the possibility of establishing a Union administered va­ cation plan in the upcoming contract. Such a plan would provide benefits far above those already being paid to these Boatmen by their company vaca­ tion plans. The SIU recently negotiated a Union-administered vacation plan, the first ever in the inland industry, with most of the Union's contracted companies in the Gulf area. Mollard also gave a presentation of the SIU's involvement in political is­ sues affecting inland Boatmen. During this discussion, the delegates were most interested in the SIU's fight to ensure Norfolk Boatmen Dan O'Neal (I.) and Marvin Forbes shown during Conference O'Neal sails mate and Forbes sails engineer for McAllister Bros. Greg Lukowski, deckhand for Baker Whitely in Baltimore, tells the delegates, "we already have a good contract. Let's work together to make it better." Philadelphia Port Agent John Fay an­ swers delegate's question concerning SIU shipping rules. 14 / LOG / February 1978 1 ( m Boatman John Evans says that additional educational conferences should be held In years to come In the Interest of total communication. Evans sails captain for Curtis Bay In Baltimore. Chuck Mollard, SIU Inland coordinator, outlines the SIU's widespread political activities on behalf of SIU Boatmen. Attorney Carolyn Gentile, head of the SIU's Legal Department In New York, talks about the Employee Retirement In­ come Security Act and how It affects the SIU Pension Plan. that American workers alone will man and service all oil rigs involved in drilling on the U.S. Outer Continental Shelf. It was explained that this drilling could provide as many as 3,000 new jobs for American tugmen. A look at the SIU's political involve­ ment also included a trip to Washing­ ton, D.C. In the nation's Capital, the delegates visited the AFL-CIO Mari­ time Trades Department, which is headed by SIU President Paul Hall. The MTD is tlie center of maritime labor's political efforts to strengthen the U.S. merchant marine. Baltimore Boatman Ron Roman ernphasizes the need to stick together and work together to get better contracts and work­ ing conditions. Roman sails mate for Curtis Bay. Baltimore Port Agent George Costango talks about the possibility of establishing an Early Normal Pension benefit In the next contract negotiations with East Coast shipdocking companies. �% iJ Dairy Sanders, SlU patrolman out of Mo­ bile, told the delegates he was glad for the opportunity to learn about some of the problems facing Atlantic Coast Boat­ men. The Baltimore delegation met up with Democratic Baltimore Congresswoman Barbara Mikulski during their trip to Washington. The delegates with the Congresswoman are, from the left: Greg Lukowski; Manny Alvarez; Steve August; Baltimore Port Agent George Costango; Robby Machlinski; Herman Mooney; Dave Zents; John Evans; Ron Roman, and Bill Loesch. Stanley Zebrowski, an oiler with Taylor and Anderson out of Philadelphia, calls for increased communication on con­ tract issues among members of the three ports. The trip also included a visit to the Transportetion Institute, which is sup­ ported by SlU-contracted deep sea and inland companies. The Institute does research and educational work for the industry. The last two days of the Conference were spent discussing the needs and desires of the delegates for their up­ coming contracts. In general, the dele­ gates want higher wages and welfare benefits, as well as adoption of an Early Normal Pension benefit and the new vacation plan concept. Many of the delegates also want the language in their contracts firmed up so that the agreements for the three ports are more easily understood and add increased protection to their jobs and job security. Overall, the delegates were grateful for the opportunity to get together and discuss their problems. In fact, in their closing comments, many of the dele­ gates expressed interest in having ad­ ditional .educational .conferences .in years to come. Something else was very evident in the delegate.s* closing comments. These men recognize that they do not live in a completely secure world; fliat die industry and the SIU is faced with many problems. But as so many of them said, by sticking together and working together we can build a better future. Probably, the person who summed though, we have come a long way and I realize we still have a ways to go. But, believe me, only through union­ ism, by working together, are we going to stay together and continue to move forward." ••Wi: If - up the feelings and attitudes of these Boatmen best was Robert "Jake" Jacobs, who at 66 was the oldest among the delegates. He said, "I was around before there were any unions for us. Since then, I A r During the delegates' trip to Washington, Herb Brand (head of table right), president of the Transportation Institute, outlines the Institute's role in working for legislation beneticial to the towing indusry.TI is supported by SlU-contracted deep sea and inland companies. r'i i: I f'I ^ I" HLS President Hazel Brown explains to Conference delegates the kinds of up­ grading programs available to SIU Boatmen at the Lundeberg. School. Many of the delegates had never been to the School before this Conference. Tom Cranford, head of the SlU's Claims Department in New York, explains the benefits available to Boatmen through the Seafarers Welfare Plan. Dave Zents of Baltimore told the dele­ gates he gained "a wealth of knowl­ edge" about the Union during the Con­ ference. Zents works as mechanics helper in the Curtis Bay repair shop. February 1978 / LOG / 15 SB i' 1 I 'i Si t f |i f li i Jim Gannon, managing editor of the Log, tells delegates that reading the Log is the best way to keep informed on the issues that affect the jobs of SIU mem­ bers. The Log is the official publication of the SIU. I. �SlU Scholarship Winner Follows Family Tradition James Smith, son of Seafarer Stan­ ford Smith, carried on a family tradition when he won the SIU four-year college scholarship in 1971. Both Jim's older brother and sister were SIU scholarship recipients. His brother has a Ph.D. in chemical engineering, his sister has a Masters in library science and works in Houston. Jim said his father, a baker on a Sea-Land ship, was "always interested in having his kids get an education." Jim caught the education bug. After at­ tending Louisiana State University for Arecibo Committee James Smith Recerlifie-J Bosun Herminio Pacheco (standing far I.), shin's chairman of the SS Arecibo (Puerto Rico Marine Mgt.) is at a payoff recently in Port E'izabeth, N.J. with the Ship's Coii.mitlee and crewmembers, who arc drocscd to go ashore. They arc (standing I. to r.); AB Richa.^d Cotnstack. deck delegate; Engine Delegate Rubin Martinez; AB Ed Sliniuk; Steward Delegate Pedro Marunez, aiid Chief Steward Felix Flasto, secretary-reporter. Seated iS Cook and Baker George Mi Ciiang Oakland Committee four years as an English major, Jim went on to do graduate work at LSU in the same field. His long-range plans include getting a Ph.D. in English, teaching college, and writing articles for journals. Smith enjoys early fiction, especially 18th and 19th century writers such as Trollopc, Fielding, Hardy and Dickens. Teaching Assistant The jobs Jim has held during his schooling included senior clerk and as­ sistant manager of a bookstore from 1974-76. Now he works as a Teaching Assistant at LSU, teaching courses in Freshman Composition and doing re­ medial English work with students. Hobbies also have a literary bent. Jim spends some of his free time writing both prose and poetry and hopes to have some of his short stories published. "What I like most," Jim said, "is to read and hunt around for old books in bookstores." A bibliophile, Jim is "very conscious of building a library for my­ self, including books for my work and my pleasure." Jim and his wife Katherine also like movies, music and getting together with friends. When asked if he's ever wanted to follow in his father's footsteps and go to sea, Jim answered that he's been "tempted a few times," and that he'd like to travel eventually. But so far, he hasn't joined his father on his New Orleans to Baltimore and the Philip­ pines runs. The elder Smith lives in New Orleans and is planning to retire soon. Jim said the Union scholarship "helped out our family. The three of us," he said referring to himself and his brother and sister, "really had a good chance." Though Jim would have tried to go to college even if he hadn't won the scholarship, the award "made it a lot easier. It took a lot of the pres­ sure off." Do You Have One of PASSPORT N.Y. Patrolman Teddy Babkowski (seated) answers the questions of AB Albert Ahil, deck delegate, of the Sv9 Ockland (Sea-Land) at a payoff recently at Port Elizabeth, N.J. Looking en are a crewmc-mbor and the rest of the Ship's Committee of (I. to r.); Chief Steward Joe Pitolle, secretary-ieporter; Steward Delegate Dick Gralicki; Chic! Cook G. Grajale. and Recertifjed Bosun James Corder, ship's chairman UNITED STATES OF AMERICA BICENTENNIAL ITTe-lW The Seafarers Appeals Board ruled in November that effective Jan. 3, 1978 "a requirement for shipping is that all seamen must possess a valid up-to-date passport.*' The action comes out of the fact that many foreign nations are crack­ ing down on immigration regulations requiring that all people coming into their countries must have passports. The SAB, then, took this action to insure that when there are flyout jobs, those who throw in for the Jobs will be fully prepared to take them. This ruling will enable the Union to continue to meet our manpower commitments to our contracted com­ panies. A MESSAGE FROM YOUR UNION AfARcar/cs HAVB AfO PLACE //V A P/cOF£0W/iAL SEAMAN'S CAREER. ... AND VOU LOS£ VOi/R PAPERf POR / 16 / LOG / February 1978 �Parita Bay-/ Panama 27 Degrees, 48 Minutes, 82 Degrees, 46 Minutes JAWS came to lunch here late last month for OMU Thomas A. Brown pictured with a 15-foot round nose bull shark he and the crew of the ST Overseas Valdez (MaritimeOverseas) caught. Waiting to take on Alaskan oil from the British tanker Resolution, Brown said". . . when I saw a hammerhead shark about 5-foot long I baited up a big line and put it out. He wouldn't take the bait. Lunchtime came so I went to eat before going on watch at noon. After eating 1 checked the line. The first thing 1 noticed was that the line was pulled tight and back up under the stern. I got a hold and pulled on the line. It didn't give any ... I pulled a little harder, it gave a little and jerked back hard. I looked over the side to see a lot of shark on the line.;.. "I ran to the messhall" where AB Tommy Seager and several others left their lunch "to go shark fishing. Later "more and more men got involved . . . OS John Chestnut and others got a(big) line around its head and using the winch pulled it up far enough to see that the shark was too big to go through the chock. So it was decided ... to come over the handrail.... "After relieving OMU Penton at 12:45 I saw they had put, another line around his tail, too. AB Frank Reynolds and Recertified Bosun Leonard Olbrantz along with several others were pulling the shark in tail first but they had to stop because it looked like the handrails would break.. .. This position is where the late pensioner. Chief Steward Adrien Fecteau, 71, who died on Dec. 9,"crossed the bar and (his ashes) were laid to rest on Dec 17" by Gapt. Dominic Lupinetti and First Mate Larry Weaver. A resident of Tampa, Brother Fecteau's last wish was that "the latitude and longitude be published in the Log." Washington, D.C. In doing research recently, it was discovered that Gen. Ulysses S. Grant, when he became President, was a strong advocate of a powerful U.S. merchant marine. In his first message to Congress, Grant included this observation: "A nation of the vast and ever-increasing internal resources of the United States, extending as it does from one to the other oceans of the world, with an industrious, intelligent and energetic population, must one day possess its full share of the commerce of these two great oceans, no matter what the cost." At that time, the United States was paying out more than $30 million a year to have her exports and imports hauled in foreign ships. 1 /J USNS Susquehanna According to SlU Chief Steward Dave Velandra, "Cove Shipping, operators of the Susquehanna, are justly proud of her seasoned crew of 25 good men. To quote Capt. Daniel Haff, 'We don't always go with the most and the latest, but we get the job done well any way.' "Troubles have plagued the pumps, the engines and the electronics," says Brother Velandra, during their six-month stay in the Orient from .lapan to the Persian Gulf and from Guam to Diego Garcia. "We have a fine groui) of men here. 1 don't have to wet nurse anybody at sea or in port," reports Capt. HafT. One of tlie Susquehanna's recent assignments was a replenishment at sea in an all-night operation with the USNS Navasota in the Indian Ocean. Not one man in the Susquehanna's crew was experienced in this ticklish maneuver, but the job was completed without a hitch, said the ehiel stewaid. In retrospect, Capt. Haff stated; "1 think our tour here, where we've lived and worked closely together, has not only been of benefit to the Navy's Sealift Command and the company, but it reflects favorably on the men as well. The team spirit here and the mutual respect for each other is something each man will remember long after he completes his tour of duty on the USNS' Susquehanna. While off duty, AB Jim Thomas on this ship is studying navigation so he can sit for his third mate's license in the near future. AB John Aversa studies Morse Code and theory with Radio Olliccr P. L. Schmidt in hopes of some day getting a license too. Most of the crew have short wave radio or a tape recorder. They loan, exchange, buy and sell recorded tapes for their own concerts when radio music is hard to find. 77 Stuyvesant Capt. Franklin P. Liberty wrote to the widow of SIU Bosun Arthur V. Trotter, 51, who died on Sept. 2 "... we committed (him) to his final resting place in the Pacific Ocean . .." MEMBERSHIP MEETINGS' SCHEDULE "When I got off watch at 16:00, I found out that some of the crew had used their 15:00 coffee break to lower the shark back into the water to pull if up for ward and lift it up (onto the ship) with the boom. . . . After the teeth collectors got finished the shark was returned to the water " New York, N.Y. Bosun Frank Salvatore, Jr., a 30-ycar SlU vet here, recently was awarded his "One Gallon" pin by the Union's medical director. Dr. Joseph Logue for ha ng donated that much blood to the SlU Blood Bank. The sixth biggest tanker in the U.S. fleet, the 225,000 dwt SlU-manned TT Wnihmsb'irQh (Westchester Marine) is now on her third of four voyages carrying North Sea oil for the MSG from Hound Point, Scotland to the U.S. Strategic Petroleum Reserve on the Gulf Coast. , ,• . r On Jan 8 in Scotland she took on 1.6 million barrels of crude which on Jan^ 23 was transshipped at Freeport, the Bahamas for storage delivery in F^reeport, Tex^ On her first MSG trip, the Williamsburgh offloaded 227,000 barrels on Dec. 19 onto the SlU-contracted ST Mount Navigator (Mount Shipping) for dehvery in ?^xas on Dec 28. Also earlier this year, she transferred 750,000 barrels to the SlU-contracted ST Overseas Ulla and the Overseas Vivian (both Maritime OverTL^°SIlLbon^^^^^^ Zapata Courier and the ST Zapata Rover (Zapata Tankers) al^carried for the'MSG Mexican crude to Texas for the Strategic ''^Nea^rll^8^^m[nfon barrels have been bought for delivery to the reserve. By 1980, 500 million barrels will be stored there. Date New York Philadelphia Baltimore Norfolk Jacksonville UIW 2:30 p.m 2:30 p.m 2'30 p.m 9:30 a.m . .. . 2 00 p.m .. . 2:30 p.m . 2 30 p.m Mar. Mar. Mar. Mar. Mar. ... 7:00 p.m. ... 7:00 p.m. _ E d o o 7F 77 Williamsburgh Deep Sea Lakes, Inland Wafers 7-30 n.m 7110 n.m Mobile Wilmington Seattle Piney Point San Juan Columbus Chicago Port Arthur Buffalo ..7 St. Louis Cleveland Mar. 20 Mar. 24 Mar. 11 Mar. 9 Mar. 18 Mar. 14 Mar. 14 Mar. 15 Mar. 17 Mar. 16 • • • • < _ ... 2:30 p.m 2:30 p.m 2:30 p.m • • • _ 1:00 p.m. — — 2:30 p.m. — 2:30 p.m. February 1978 / LOG / 17 I. . . I J. •. \ r t i. *1 �Senate Bill OK Would Boom Dredging Last August, SIU members crewed a multi-million dollar, privatelyowned dredge, the Manhattan Is­ land. The brand-new vessel, U.S.built and U.S.-registered, was a first in the American maritime industry. She was also a first in the pages of the Log. We carry articles every month about new ship and tug or towboat construction. But up until now, we haven't had much to report about new dredges. Why not? Because up until now, new dredge construction has been a dead issue—not in our books, but in terms of what happened to the pri­ vate dredge industry over the years. Competition with the large dredge fleet maintained by the Army Corps of Engineers slowed down the private BRING IT INTO PORT fHE CHARLES W MORGAN HISTORIC PRESERVATION Letters to the Editor The Sea Was His Life' It was very thoughtful of the Log to send me extra copies of the December issue which contained an article on my late husband, Art Lomas, and his burial at sea. I have sent some of the copies to our friends back in New York. I would also like to thank the crew of the SS Baltimore for performing the service. Art wanted to be buried at sea because the sea was his life. I just want to say thanks for me, my daughter, her husband and my three grandchildren. Sincerely, Cadierine Lomas Pittsburgh, Pa. Pensioner Takes to Leathereraft I am a disabled pensioner from the Great Lakes Tug and Dredge district. I sailed deep sea with the SIU in my younger days. I look forward to receiving each copy of the Log. During the 10 years that I have been disabled, I have taken to leathercraft to help idle away the time. I've gotten pretty good at it. Just wanted to give my best to the Union and all my Union Brothers retired or still sailing. Also, thanks for continuing to send me the Log. I enjoy reading the broad range of maritime news and related information contained in it. Fraternally, Thomas Dinwiddie Carlyle, HI. sector's growth and finally brought it to a standstill. The SIU has been urging Government action to stimu­ late new growth in the industry for some time now. We have been pleased to see the encouraging steps that have been taken recently in this direction. But now the Government is only one step away from action that could create a boom in private dredge con­ struction. That step is passage of H.R. 7744, a bill that would give private indus­ try a chance to bid on a greater por­ tion of the dredging work now per­ formed almost exclusively by the Corps. The House of Representatives recently passed the bill by a wide margin. The Senate is considering it now and we urge that body to ap­ prove this important piece of legis­ lation. Why is it important? Take a look at the Manhattan Island, for ex­ ample. She's a hopper dredge, a large and efficient kind of vessel that has a re­ ceptacle or hopper to hold the dredge material. Other dredges must load the material onto separate barges which are then towed by additional vessels. She's also a self-propelled, .split hull hopper dredge, the largest ever built. Her hydraulie ram system allows the hopper to actually split open for ocean dumping. The Manhattan Island is not only the newest and most technologically advanced dredge of her kind. She is also the only hopper dredge now op­ erated by private industry in this country. Until now, only the Corps -of En­ gineers has operated these expensive vessels. This is not surprising. The Corps has performed most of the major dredging work on the nation's waterways and private industry has not had enough business to justify the large financial investment in hopper dredges. North American Trailing Co. built the Manhattan Island at a cost of about $13 million. The company is building a second hopper dredge February, 1978 in an American shipyard for delivery next year. Three more hopper dredges will be built by other Ameri­ can companies this year at a total cost of $100 million. That's a lot of money. NATCO and other companies are now willing to spend it because the Corps is faced with budget cutbacks and has al­ ready started to turn over some Fed­ eral dredging projects to private in­ dustry. H.R. 7744 will spark even greater investments in private dredge con­ struction because it will guarantee that the Corps continue to let out bids to private firms. This is money that will go into shipbuilding and re­ lated industries. It is money that will mushroom into widespread eco­ nomic benefits—benefits that would be lost if the bill is not enacted. In short, H.R. 7744 makes finan­ cial sense for the American economy. As SIU President Paul Hall stated in a recent letter to the Senate Sub­ committee on Water Resources: "The Corps dredge fleet duplicates many of the private sector's re­ sources and is a wasteful expenditure of tax dollars." Herbert Brand, president of the Transportation Institute, added in his testimony before the Senate Sub­ committee hearing last month on H.R. 7744 that the bill is cortsistent with Government's current desire to reduce the Federal budget. The Institute is an educational and research organization that rep­ resents American maritime opera­ tors. Brand said that "our member dredging companies are confident that they can successfully compete with the existing Federal fleet by per­ forming the required work, as stipu­ lated in H.R. 7744, at reasonable prices and in a timely manner. Such competition is after all, a basic tenet of private enterprise and we support and encourage it." The SIU is also confident that maritime labor can do the job that H.R. 7744 requires. We urge the Senate to pass this bill and give us the chance to prove it. LOG Official Publication of the Seafarers International Union of North America, Ailarilic, Gulf. Lakes and Inland Waters District, AFL-CIO Executive Board Paul Hall President Frank Drozak Joe DiGiorgio Executive Vice President Secretary-T reasurer Vice President Earl Shepard Lindsey Williams Paul Drozak Vice President Vice President Vice President Cal Tanner LtlDII MlSSl Marietta Homayonpour 389 Editor-in-Chief James Gannon Managing Editor Ray Bourdius Assistant Editor Marcia Reiss Edra Ziesk Assistant Editor Assistant Editor Frank Cianciotti Dennis Lundy Chief Photographer Associate Photographer Marie Kosciusko George J. Vana Administrative Assistant Production/Art Director Published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage paid at Brooklyn, N.Y. 18 / LOG / February 1978 Vol. 40, No. 2 �B - V' ^ - First Lakes Inland Conference Held •, ;, ' '' ' /J The Conference was held at the new Lakes Union Hall in Algonac, Mich. It took place in the second floor meeting room, which projects over the St. Clair River. \ The chairman of the Conference was SlU Executive Vice-President Frank Drozak. Ed Fike, delegate from Cleveland, served as chair­ man of the Conference delegates during their con­ tract suggestion procedure. The Great Lakes tug and dredge contracts expire on Mar. 31. The frozen St. Clair River provided the Conference members with a beautiful winter view from the Hall, as they, made plans for the active shipping season ahead. The lighthouse is located just below the Conference room balcony. February 1978 / LOG / 19 �•wn.' I "The Conference proved that we made the right move by going SlU," Henry Hanratty, delegate from Buffalo, N.Y. said about the merger of the IBU and the SlU. An interior shot of the spacious first floor in the Great Lakes Hall. Mike Sacco, vice-president of the Lundeberg School and Headquarters representative, outlined the SlU pension benefits that Lakes tug and dredgemen have now. He also explained additional benefits that are Byron Kelley directs SlU inland operations on the Great Lakes. He presented the history of the inland industry at the Conference and urged the delegates to work with the Union for more job opportunities on the Lakes. "We have to do much more than just pay dues," said Paul Stepan, delegate from Duluth, Minn. "We have to take part in the Union's efforts to protect our job security." IS? ;•?' "Don't forget what you've seen and learned here," Dave LeBarron, SlU inland rep for the Lakes, told the delegates. "You can spread the word to many more Boatmen on the Lakes." HLS President Hazel Brown explained how the Lundeberg School prepares Boatmen to move up in their careers. "We need more jobs on the Lakes," Mike O'Donnell, delegate from Cleveland said. "And I'm ready to do whatever is necessary to make that happen." Attorney'Caroline Gentile, head of the SlU legal de­ partment, gave a thorough explanation of SlU pension benefits, including how the Plan works and how legal regulations govern it. Richard Saul directs inland affairs for the Transportaiion Institute in Washington, D.C. He gave a run-down of pending bills in Congress that affect the inland industry and SlU Boatmen. Jack Bluitt, SlU port agent for the Great Lakes, explained that SPAD, the Union's voluntary political contribution fund, is used to protect job security of SlU members. It supports the election campaigns of pro-maritime candidates. Lakes Tug and Dredgemen Take Stock of Present and Set Future Job Goals m "We all have to Understand the prob­ lem," SIU Executive Vice-President Frank Drozak said when he opened the first SIU Inland Educational Confer­ ence for Great Lakes Boatmen on Feb. 6. The problem for Lakes Boatmen is relatively simple. Declining job oppor­ tunities. Ten years ago, Drozak explained, there were about 600 Great Lakes Boatmen and Dredgemen in the Inland Boatmen's Union, then an affiliate of the SIU. Today there are half that num­ ber. Since the merger of the IBU and the SIU in September, 1976, the Union has taken a close look at the needs of the entire inland membership. As in the Great Lakes area. Boatmen in other regions face problems—simple to de­ fine, perhaps, but not so simple to solve. An ongoing series of inland confer­ ences has been held for almost a year concerning the Gulf, the Rivers, the East Coast, and now the Lakes. In each case, the first step has been to tackle individual problems by placing them in the larger context of the major issues facing the SIU membership. This may sound vague at first. But after three days of discussing problems, the 14 delegates who attended the Great Lakes Conference had a much clearer idea of what it takes to protect their job security. It takes Union activity on many fronts and that's what the dele­ gates had a chance to see—^from pen­ sions to political action. The delegates came to the Confer­ ence, held at the new Union Hall in Algonac, Mich., from seven Great Lakes ports. They met theie together with SIU officials, staff members, and industry representatives who came from Union Headquarters, the Harry Lundeberg School in Piney Point, Md., and from maritime groups in Wash­ ington, D.C. The meeting room in the Hall, glass enclosed and projecting over the St. Clair River, was an appropriate setting for this gathering. It is as up-to-date and forward looking as the future plans that were discussed at the Conference. "Years ago," Drozak said, "all we thought we had to do was fight the com­ panies. But we've learned that protect­ ing our job security takes a lot more than that today." It takes political ac­ tion, education, organizing and many other widespread efforts to keep on top of the maritime industry. The officials and various representa­ tives who made presentations at the Conference explained all of the ways that the SIU works to meet that chal­ lenge. They uemonsirated how prob­ lems in individual ports are closely tied to the Union's activities to improve job opportunities nationwide. Byron Kelley, SIU inland representa­ tive for the Great Lakes, explained in his talk on the history of the inland industry, that competition with the Army Corps of Engineers has been a major factor in the loss of jobs for Great Lakes dredgemen. But this is not just a problem on the Lakes—and it's not just labor's problem. Two representatives from the Trans­ portation Institute related the problem to industry and to political action. TI is a Washington, D.C.-based research and educational organization for mari­ time industry companies. James Patti, a TI attorney, and Richard Saul, TI inland director, ex­ plained that the problem is dealt with in an important piece of legislation now before the Senate. The bill, H.R. 7744, gives private industry a chance to bid on a greater portion of the dredging work now performed almost entirely by the Corps of Engineers. TI and the SIU are strongly supporting this bill which would improve SIU job oppor­ tunities on the Lakes and throughout the country. Education is another major Union effort to insure bigger and better job opportunities for the membership. Hazel Brown, president of the Lunde­ berg School, gave a slide presentation and talk on the wide range of courses available at the School. She stressed those leading to inland licenses and ex­ plained how they can tie in with organ­ izing efforts on the Great Lakes. 1 The Union has recently organized two new companies on the Lakes, top to bottom SIU, and the officials at the Conference maintained that this will continue in the future. The tug and dredge industry has the potential to expand on the Lakes and a Union like the SIU that can promise stable work­ ing relations and a steady supply of skilled manpower is a definite attrac­ tion, Drozak said. But the discussions at the Conference were not just about the future. "Before you can move ahead, you have to un­ derstand what you have," HLS VicePresident and Headquarters RepreContinued on Page 22 20 / LOG / February 1978 February 1978 / LOG / 21 �Lakes Confere^ Tom Cranford, head oi the Seafarers Clairrrs department, explained and answered questions on all current Welfare Plan benefits. '" 4V''U; i?' 1 their contract suggestions, eompd^ the end of the Conference, they agreed Continued from Page 21 'o indude higher pension benefits and the industry-wide vacation plan. "I thinkVve had frank and hong^ rector came from Union Headquarters answers to all of our questions, M to fully explain all current SlU welfare the delegate Ws tenefiL And attorney Caroline Gen­ Fike, tract suggestion procedure, said m h tile head of the SIU legal department, made a complete presentation of all •''=t°mStccowen.„n.oexp^ up the general statements of the other delegates when he said that the Co^ additional benefits such as an ear^y ference showed him a lot o ^ lirement pension plan, and "n industry about the Union that he never knew. wide inland vacation plan. He also ex "Now 1 have a much better understan plained the standard contract concept. inT of' the direction the merger is %ese have been developed by SIU olh cials working together wilh Boatmen ^^St'diiSdon is forward and by woJking together at the Conm 'The"e"dUenssions were especially everyone agreed that they had taken hel^nl to the Lakes delegates p e the first important step. their contracts expire on Mar31^ Dave Dolgen explained ho\w the SUJ roUrmenfbrh— SeTXblShsM that promote maritime labor. ScXL • De^gate^Dick Gh^pe?(hranTchicago Delegate from the Union Hall. The location of here. Marcia Reiss. assistant editor of the kog.^^^^^^^^ ira, ?h\ Union_publicafion is par, of thmr foSfonaT 'rigmas'siU members to be kept informed and to voice their needs. 22 / LOG / February 1978 Joe Sigler. ^ ^ dS'deloribed how Tl keeps a close watch on proposed with the Transpoda^^ -m hatiu^a,, �OGDEN WILLAMETTE (Ogden Marine), December 18—Chairman, Re­ certified Bosun Ray Broadus; Secretary E. Kelly; Educational Director C. D. Holmes; Deck Delegate M. Delacerda; Engine Delegate R. Couch; Steward Delegate C. Kreiss. No disputed OT. Chairman advised all crewmembers to go to Piney Point and get their LNG training as soon as possible. Also to get their firefighting certificate and to up­ grade themselves. Also discussed the importance of donating to SPAD. A vote of thanks to the steward depart­ ment for a job well done. ST. LOUIS (Sea-Land Service), De­ cember 17—Chairman U. E. Nolan; Secretary C. Gibson; Educational Di­ rector J. Karonis. $10 in ship's fund. Some disputed OT in deck department. Chairman reported that in order to get passes in the first port in the Gulf, all members must turn in seamans papers. Also discussed the importance of donat­ ing to SPAD. A vote of thanks was ex­ tended to the steward department for a beautiful and tasty Thanksgiving dinner and all around good food and service. Looking forward to Christmas dinner. Next port, Piraeus. MOUNT WASHINGTON (Victory Carriers), December 25—Chairman, Recertified Bosun R. D. Schwarz; Sec­ retary F. F. Fraone; Educational Direc­ tor J. B. Huszar; Deck Delegate W. E. Hampson; Steward Delegate Charles Miles; Engine Delegate T. D. Owen. No disputed OT. Chairman held a dis­ cussion on the upgrading at Piney Point and on the LNG carriers. Also dis­ cussed the importance of donating to SPAD. A vote of thanks to the steward department for the fine meal we had today, Christmas day, and for the gopd job they are doing. NEWARK (Sea-Land), December 18 -Chairman W. Mason; Secretary Ken Hayes; Educational Director R. Cole­ man; Engine Delegate W. West; Stew­ ard Delegate Edward J. Kilford, Jr. Sec­ retary reported that the Log arrived and the crew was asked to read everything and get to know more about the Union and what is going on in Washington. Report to the Log: "The officers and crew were saddened to hear that the pilot and the chopper pilot went down in Cook Inlet on their way to the Great Land. The SS Newark assisted in the search as we were outbound from An­ chorage. We learned they are now lost from exposure. R.I.P." Next port, Seattle. SEA-LAND FINANCE (Sea-Land Service), December 11—Chairman, Recertified Bosun J. Pulliam; Secretary Fletcher; Deck Delegate J. Long; En­ gine Delegate J. Fair. No disputed OT. Chairman reported that the November Log had been received and passed out for all to read. Also discussed the im­ portance of donating to SPAD. The Power Pac is still a problem here. It is noisy and the fumes from it cause dis­ comfort to the men forward. Report to the Log: "Mooring winches for these ships would make it more economical and safer for the men docking and undocking." Next port, Hong Kong. SUGAR ISLANDER (Pacific Gulf Marine), December 23—Chairman, Recertified Bosun Ray E. Todd; Sec­ retary J. G. Lakwyk; Educational Di­ rector R. L. Stegall, Jr. $9 in ship's fund. No disputed OT. Chairman noted that a letter was sent to Headquarters concerning Armed Forces Radio chan­ nel. Educational Director to write to Headquarters for some clarifications. A vote of thanks to the steward depart­ ment for a job well done. CARTER BRAXTON (Waterman Steamship), December 18—Chairman, Recertified Bosun C. E. Thompson; Secretary J. Carter; Engine Delegate Martin A. Fox. No disputed OT. Chair­ man read and explained the Union's Washington activities to the member­ ship and posted them on the bulletin board. Also explained the importance of fire and boat drills and keeping a clean ship. A vote of thanks to the stew­ ard department for a job well done. DELTA BRASIL (Delta Steamship), December 18—Chairman, Recertified Bosun Charles Faircloth; Secretary B. Guarino; Educational Director Hugh Wells, Jr.; Steward Delegate Herbert O'Brien. $95 in ship's fund. Some dis­ puted OT in deck department. Chair­ man gave a talk on the importance of taking advantage of the upgrading school at Piney Point. A vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed brothers. Next port, Houston. OGDEN WABASH (Ogden Marine), December 30—Chairman, Recertified Bosun R. Darville; Secretary R. Maidonado; Educational Director A. Ratkovich. $18.90 in ship's fund. No dis­ puted OT. Received a radiogram from Paul Hall relating to the cost of living allowance which was posted on the bul­ letin board. A vote of thanks was given to the steward and his department for a fine Christmas dinner; a job well done. ZAPATA RANGER (Zapata Bulk Transport), December 17—Chairman, Recertified Bosun A. G. Alexander; Secretary A. Areliano; Engine Delegate M. J. Brennan; Steward Delegate C. Hickox. Some dispiited OT in deck de­ partment. $17 in ship's fund. A vote of thanks to the steward department for a job well done. You don't get frog legs and lobster tails on many ships. Ob­ served one minute of silence in memory of our departed brothers. Alcoholism is disease. V- • i It can be ire tted COASTAL CALIFORNIA (T. M. McQuilling), December 13—Chairman, Recertified Bosun Fred Olson; Secre­ tary Jimmie Bartlett; Educational Di­ rector Bobby Edwards. $10.65 in ship's fund. No disputed OT. Chairman in­ formed the crew that weekly meetings would be held; talked about the im­ portance of SPAD, and that plenty of jobs were available on the board at this time. A vote of thanks to the steward department for a job well done. Ob­ served one minute of silence in memory of our departed brothers. Next port. Port Hueneme. CANTIGNY (Interocean Mgt.), De­ cember 25—Chairman, Recertified Bo­ sun E. Granger; Secretary C. Loper, Jr., Educational Director Long. No dis­ puted OT. A vote of thanks to the stew­ ard department for a job well done, and for serving two wonderful holiday meals. Report to the Log: "The crew of the SS Cantigny was amiss of not tell­ ing you about the Thanksgiving dinner we had. We hope to make it up by tellyou of the wonderful Christmas dinner; it was stupendous. The best steward de­ partment I have been with in 37 years." Report submitted by John Kelly—^Book No. K-239. Next port, Tampa, Fla. TRANSINDIANA (Hudson Water­ ways), December 12—Chairman, Re­ certified Bosun J. Delgado; Secretary W. J. Fitch; Educational Director O. Bermeo. Some disputed OT in deck de­ partment. Secretary discussed the im­ portance of donating to SPAD. A vote of thanks to Tony for the movies and a vote of thanks to the steward for put­ ting in speakers in the messroom at his expense. He also piped in the music from his room. Observed one minute of silence in memory of our departed brothers. MARYLAND (Interocean Mgt.), December 4—Chairman, Recertified Bosun Albert Schwartz; Secretary i. R. Fletcher; Deck Delegate Vincent Costellaci; Engine Delegate Raleigh Minx; Steward Delegate Richard Sherman. $25.50 in ship's fund. No disputed OT Report to Log: "While anchored olf Galveston crew is enjoying some good deep sea fishing. The steward and cook prepare fresh caught fish every week. Have $25.50 in ship's fund to buy sup­ plies for Christmas party. Everything going smooth, no beefs." WALTER RICE (Reynolds Metal), December 10—Chairman, Recertified Bosun W. Jefferson; Secretary W. Bcnish; Educational Director F. Homer; Engine Delegate Tony A. Barani; Stew­ ard Delegate Ferdinand Bernard. $171 in ship's fund. Some disputed OT in deck department. Chairman referred to the Log and the information contained therein on the Harry Lundeberg School upgrading dates for classes. Same was posted on the bulletin board. Also posted was the Seafarers Educational Series Pamphlets. Next port, Longview. DELTA SUD (Delta Steamship), De­ cember 11—Chairman, Recertified Bo­ sun R. Lambert; Secretary E. Vieira; Educational Director J. C. Dial. $56 in ship's fund. No disputed OT. Chairman requested all crewmembers to leave the lifejackets hanging on the door knob so the deckhands can get to them during the annual inspection. The Union pa­ trolman will be asked to see that a phone number be posted and available to all crewmembers so that they may call and inquire as to the whereabouts and the sailing time of the vessel. A vote of thanks to the steward department for a fine Thanksgiving dinner and also to the 2nd Asst. Engineer for working on and fixing the crew movie projector. The patrolman will be asked to check and see if bus service can be obtained for the crew. Observed one minute of silence in memory of our departed brothers. NATCHES (Cove Shipping), Decem­ ber 7—Chairman, Recertified Bosun D. C. Gilmore; Secretary Ray Casa­ nova; Educational Director Haywood Greens; Engine Delegate Harry A. Dengate. $13.50 in ship's fund. No disputed OT. Report to Log: "I want to say Brother Frank Drozak that you are do­ ing a wonderful job in our great Union, so are the rest of our wonderful SIU officials. Keep up the good work. May God Bless You Paul Hall and our whole SIU—wishing you a very Merry Christ­ mas and a Happy New Year." Sub­ mitted by Brother Ray H. Casanova— Book No. C-580. Observed one minute of silence in memory of our departed brothers. Official ship's minutes were also re­ ceived from the following vessels: DELTA MEXICO SEA-LAND CONSUMER BEAVER STATE WALTER RICE SEA-LAND TRADE ACHILLES ROBERT TOOMBS MONTICELLO VICTORY HUMACAO JOHNPENN PONCE MERRIMAC BAYAMON SEA-LAND GALLOWAY OGDEN CHALLENGER OVERSEAS ALEUTIAN OVERSEAS ARCTIC TRANSCOLUMBIA DELTA ARGENTINA ARECIBO VIRGO SEATTLE BORINQUEN JOHN TYLER CHARLESTON WILLIAMSBURGH OVERSEAS NAI ALIK MAUMEE SEA-LAND EXCHANGE DEL RIO ERNA ELIZABETH OVERSEAS TRAVELER SEA-LAND ECONOMY COLUMBIA ARTHUR MIDDLETON BOSTON HOUSTON SAN JUAN COVE COMMUNICATOR ZAPATA ROVER ALLEGIANCE STUYVESANT WESTWARD VENTURE OVERSEAS VIVIAN CANTIGNY February 1978 / LOG / 23 �• '.yyyy yyyyy//y/y,,yy/,yyyy/yyy/yyy/yy//yy/y//yy///y/y/yy/yyyyyyyyyy/y/yyy/ yyyyyyyy/yyy/yy//yyyyy/yy///////M^ SlU Crews Newly Acquired Point Susan in Tampa The SIU acquired a new deep sea vessel last month. The ship is the bulk freighter Point Susan, owned by Point Ventures Corp. of New York. The Point Susan, which has a 24,345 dead weight tonnage, crewed in Tampa, Fla. She was in New Orleans on Feb. 10 loading a cargo of grain and was headed for Alexandria, Egypt in mid-month on her first SlU-contracted voyage. Measuring 635 feet in length, with a 75-foot beam and a 33.5-foot draft, the Point Susan is a tramp vessel that will have no regular run but will be available for charter. ••• ~ i ' iMy y h Four of the newly crewed Point Susan's new timers are (l.-r.): David Hender­ son, OS; Chrys Brown, AB; Keith O'Bryan, AB, and Dan Penrose, OS. On hand in New Orleans, where the Point Susan loaded her first cargo of grain as an SIU freighter were (l.-r.): Ray Pope, AB; Rudy Cancella, AB; Robert Michael, AB, and Bill Robinson, bosun. The 24-man SIU crew included the "galley gang" with from (l.-r.): Don Damsey, asst. cook; Revels Poovey, steward-cook, and Ralph Berlin, cookbaker. The tramp vessel will be fired by (l.-r.): Curtis Lang, FWT, and Mark Freeman, oiler. 'mmyy/y/y// ^yyymmmmy//^y/y/y/y///y/yy/y////////////yy/ymm/7Mmmy/////////y/^^^^^^ You May Be Able to Get Unemployment Benefits While at HL5 Attending an upgrading course at the Harry Lundeberg School in Piney Point, Md. is a sure way to improve job pros­ pects and salaries in the future. But spending anywhere from two weeks to two months at School may prove finan­ cially difficult for some. If certain government unemployment rules are met, however, upgraders can collect unemployment insurance. In this way, they can attend the courses they want to and receive financial aid from the government while doing so. To collect unemployment insurance while at Piney Point, any Seafarer must have worked a certain amount of time during the preceding year. This varies according to the State he is filing against. In addition, the law requires that a person cannot have been fired by a previous employer "for cause." Those upgraders who are receiving substantial scholarship money or finan­ cial assistance which lasts during their stay at the HLS, arc not eligible for un­ employment insurance. Eligibility for unemployment is based on a number of variable factors. Some of these factors include the state the upgrader is filing against and whether his is a "combined claim" against two or more, states. But all upgraders file from the state of Maryland, since that's where HLS is. Meet with Representative The Vocational Office at the Lunde­ berg School makes it as easy as possible for upgraders to file for unemployment. Upon arriving at the School, each Sea­ farer is asked whether he wants to file. Those who do will then meet with a representative from the Unemployment Insurance office in Leonardtown, Md. The representative visits the School once a week. This representative will discuss each upgrader's claim individ­ IF you DON'T ITFMIZC-NEW TAX TABLES MAKE IT EASIER TO FIGURE YOUR TAX. REMEMBER: A JOINT RETURN IS NOT COMPLETE UNTIL BOTH OF YOU SI6NI Deposit in the SIU Blood Bank— 24 / LOG / February 1978 ually and complete the necessary forms. All Seafarers must present their reg­ istration cards to the unemployment in­ surance representative or office at which they apply. The registration card—a Seafarer's ticket to work—can also be his ticket to collect unemployment when studying for self-advancement. THE IRS MAY BE ABLE It COMPUTE VOW TAX AFTER YOU COMPLETE ONLY A FEN LINES OF YOUR RETURN CNECR YOUR •ax INSTRUCTIONS. �SIU Atlantic, Gulf, Lakes & Inland Waters United Industrial Workers of North America PRESIDENT Paul Hall SECRETARY-TREASURER Joe DiGlorgio EXECUTIVE VICE PRESIDENT Frank Drozak VICE PRESIDENTS Earl Shepard Lindsey Williams Cal Tanner Paul Drozak Dispatchers Report for Deep Sea JAN. 1-31, 1978 •TOTAL REGISTERED All Groups Class A Class B Class C Port 2 15 2 1 2 2 1 13 5 5 2 2 1 12 0 0 65 0 7 0 0 3 2 0 4 3 1 5 5 0 10 0 0 40 Port V, - 3 78 17 18 20 20 20 70 19 32 12 20 9 70 0 2 410 0 4 0 2 4 2 0 1 0 3 2 6 0 11 0 0 35 10 163 12 64 28 17 54 182 82 88 45 121 18 172 0 4 1,060 3 21 4 4 7 1 5 24 9 5 5 4 2 16 1 0 111 1 5 0 2 4 3 0 6 6 0 4 7 0 13 0 0 51 1 1 0 1 0 0 0 0 0 2 0 1 0 4 0 0 10 3 165 24 35 22 7 40 152 63 82 28 58 20 126 0 0 825 4 52 5 9 10 5 9 24 16 12 11 19 3 19 0 0 198 3 5 0 1 1 0 1 3 2 1 0 1 2 5 0 0 25 1 73 14 24 20 8 26 103 41 50 11 41 15 60 0 1 488 2 16 2 11 2 0 3 11 2 6 4 4 3 13 0 0 79 4 39 13 11 9 5 9 27 8 8 6 11 1 22 8 1 182 ENGINE DEPARTMENT Boston New York Philadelphia Baltimore Norfolk . Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 2 23 1 3 3 3 4 6 6 3 3 9 1 10 0 0 77 1 1 0 1 0 0 0 1 0 1 0 0 1 1 0 0 7 3 61 11 14 11 15 13 48 8 36 7 15 2 58 0 4 306 4 38 7 6 9 8 5 11 9 5 1 6 4 20 2 1 136 STEWARD DEPARTMENT J Port Boston : New York • Philadelphia ? Baltimore Norfolk... Tampa i Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto RiCO Houston Piney Point Yokohama Totals **REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT ; 1 Boston New York ! Philadelphia f Baltimore Norfolk 1 Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston 1 Piney Point k Yokohama ^ Totals * TOTAL SHIPPED All Groups Class A Class B Class C 7 4 .... .... 13 5 21 0 0 172 3 3 0 3 0 0 0 4 2 1 1 1 1 7 5 0 31 0 1 0 0 0 0 0 0 1 0 2 1 0 0 0 0 5 2 53 3 11 14 10 11 33 16 20 4 11 4 32 0 0 224 1 22 5 6 5 0 14 19 9 7 4 8 5 7 24 1 137 0 0 0 3 2 1 0 4 1 3 3 7 1 8 0 0 33 1 1 0 0 0 0 0 0 3 0 4 1 0 0 0 0 10 ENTRY DEPARTMENT Port 0 55 3 31 13 3 25 63 19 48 11 37 28 43 0 1 380 10 132 27 34 18 9 15 79 36 36 21 21 20 57 3 2 520 13 203 2 23 11 2 3 40 14 19 19 33 3 48 0 0 433 168 940 455 78 2,753 1,096 468 the number of men who actually registered for shipping at the port last month. •"Total Registered" means ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. 908 519 Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico I Houston Piney Point Yokohama Totals Totals All Departments . . . . 1 144 0 74 15 13 9 7 4 42 13 15 12 13 8 40 29 1 295 4 34 1 5 3 2 1 15 3 6 9 13 0 20 0 0 116 HEADQUARTKRS 675 4 Ave., Bklyn. 11232 (212) HY 9-6600 ALGONAC, Mich. 520 St. Ciair River Dr. 48001 (313) 794-9375 ALPENA, Mich 800 N. 2 Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Mass 215 Essex St. 02111 (617) 482-4716 BUFFALO, N.Y 290 Franklin St. 14202 (716) TL 3-9259 CHICAGO, ILL. .9383 S. Ewing Ave. 60617 (312) SA 1-0733 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) MA 1-5450 DULUTH, Minn 2014 W. 3 St. 58806 (218) RA 2-4110 FRANKFORT, Mich P.O. Box D 415 Main St. 49635 (616) 352-4441 HOUSTON, Tex 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala IS. Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, l.a. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va 115 3 St. 23510 (804) 622-1892 PADUCAH, Ky 225 S. 7 St. 42001 (502) 443-2493 PHILADELPHIA, Pa. . .2604 S. 4 St. 19148 (215) DE 6-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 PORT AR I HUR, l ex 534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif 1311 Mission St. 94103 (415) 626-6793 SANTURCE, P. R. . 1313 Fernandez, Juncos, Stop 20 00909 (809) 724-2848 SEA ITLE, Wash .2505 1 Ave. 98121 (206) MA 3-4334 ST, LOUIS, Mo. , 4581 Gravois Ave. 63116 (314) 752-6500 TAMPA, Fla. 2610 W- Kennedy Blvd. 33609 (813) 870-1601 TOLEDO, Ohio .... ,935 Summit St. 43604 (419) 248-3691 WILMINGTON, Calif. 510 N. Broad St. 90744 (213) 549-4000 YOKOHAMA, Japan P.O. Box 429 Yokohama Port P.O. 5-6 Nihon Ohdori Naka-Ku 231-91 201-7935 Shipping remained good to excellent at most deep sea A&G ports last month as nearly 1,500 Seafarers found jobs on SlU-contracted deep sea ves­ sels. Good shipping is reflected in the fact that only 940 of the jobs shipped last month were taken by 'A' seniority hook men, while more than one third of the jobs were taken by 'B' and 'C seniority men. February 1978 / LOG / 25 �Radcliff, Crescent Members Set Contract Goals In a week-long session at the Lundeberg School In Piney Point, Md., SIU rank-and-file delegates from Radcliff Materials, Inc. and Crescent Towing and Salvage Co. met to determine their goals for upcoming contract negotia­ tions. Radcliff is a tug and dredge and repair yard operation based in MQhile, Ala. Crescent Towing is a shipdocking outfit that services New Orleans Harbor as well as docking areas at oil and grain terminals north of the City on the Mis­ sissippi River. Delegates representing RadclifTiityard operation included SIIJ members Al­ bert Stampley, H. L. Thornton, and Gerald Fethke. The dredge and boat operation was represented by Boatmen Charles Knight, Larry Minchew, J. T. Rocker, and Terry Dowdy. Member delegates representing Cres­ cent Towing's workers included Gerald Keller, Earl Price, James Todd, and Russell Cognevich. To prepare the contract proposals, the delegations split into two work shops so they could consider the prob- Inland Coordinator and Conference Chairman Chuck Mollard, second from right, makes some opening comments to rank-and-file delegates. Along with Mollard at the head table, from the left are: Mike Sacco, SIU headquarters representative and vice-president of the Lundeberg School; Hazel Brown, MLS president; Gerry Brown, port agent in Mobile, and Jimmy Martin, SIU rep in New Orleans. lems affecting their individual company unit On the last day of the contract con­ ference, the rank-and-file committee members from each company unani­ mously adopted contract proposals to he negotiated by the SIU Contract De­ partment. The Conference ran from Jan. 23-28, 1978. In addition to contract meetings, the delegates participated in a number of educational forums dealing with activi­ ties of the SIU concerning the tog and dredge industry. SIU officials gave presentatioiis on maritime and labor history, as well as on the structnre of the SIU and the AFL-CIO. Presentations were also given on the SIU Welfare and Pension Plans and on economic factors affecting the tug and dredge industry. One day of the Conference was spent going over the SIU's activities concern­ ing the tug and dredge industry in the political arena. This included a bus trip to Washington, JD.C. where, among other places, the delegates visited the AFL-CIO Maritime Trades Depart­ ment and the Transportation Institute. The MTD, which is headed by SIU President Paul Hall, is the headquarters of maritime labor's political action force. The Transportation Institute is a maritime research and educational or­ ganization supported by American-flag deep sea and inland companies. The presentations and the Washing­ ton trip gave the delegates an opportu­ nity to take an indepth look at their industry and their Union. Rank-and-file delegates to the Conference included, from the left: Charles Knight (Radcliff), Jimmy Todd (Crescent); H. L. Thorton and J. T. Rocker from Radcliff. W W j Conference delegates from the left are: Gerald Fethke (Radcliff); Terry Dowdy (Radcliff); Russell Cognevich (Crescent), and Albert Stampley (Radcliff), Jimmy Rosser, SIU patrolman from New Orleans, left, participated in Conference along with rank-and-file delegates, from the left: Earl Price (Crescent)- Larrv Minchew (Radcliff), and Gerald Keller (Crescent). 26 / LOG / February 1978 �Legal Aid In the event that any SIU members have legal problems in the various ports, a list of attorneys whom they can consult is being published. The mem­ ber need not choose the recommended attorneys and this list is intended only for informational purposes: The following is a list of recom­ mended attorneys throughout the United States: NEW YORK, N.Y.—Schulnian, Abarbanel & Schlcsinger 350 Fifth Avenue New York. N.Y. 10001 Tele. #(212)279-9200 BALTIMORE, MD.—Kaplan, Heyman, Greenberg, Engelman & Belgrad Sun Life Building Charles & Redwood Streets Baltimore, Maryland 21201 Tele. #(301)539-6967, HOUSTON, TEX.—Combs, Archer & Peterson Americana Building 811 Dallas Street Houston, Texas 77002 Tele. #(713)659-4455 TAMPA, FLA.—Hamilton, Douglas and Bennett, P.A. 2620 W. Kennedy Blvd. Tampa, Fla. 33609 Tel. #(813) 879-9482 SAN FRANCISCO, CALIF.— John Paul Jennings, Henning and Walsh 100 Bush St., Suite 1403 San Francisco, Calif. 94104 Tel. #(415) 981-4400 ST. LOUIS, MO.—Gruenberg & Sounders 721 Olive Street St. Louis, Missouri 63101 Tele. #(314)231=7440 NMC Ads Promote U.S. Merchant Fleet Below is one of the many ads that the National Maritime Council is rtmning in the national news media. To encour­ age support for a strong U.S. merchant marine, the NMC is running these ads in some of the major news publications, sttch as. Time and Newsweek. The Council wants to encourage American business to ship on U.S.-flag ships. So the ads are also runntng in business oriented publications like the Wall St. Journal. The Nattonal Maritime Council is composed of government, company and union representatives who are interested in promoting a viable U.S. merchant marine. One if by land, ten if Iw sea. It is ironic that the United States—a seagoing nation—should be Num­ ber One as a land power and leader in world trade, yet rank tenth in the size of its merchant marine. Our cargo ships number 577, pathetically behind Russia's 2400 and Japan's 2000, just to mention two. And, in shipbuilding, we've slipped to eighth. This for a nation whose merchant fleet of over 4800 ships, 30 years ago, helped us win World War 11! This erosion is more than ironic; obviously it represents a threat to our international trade posi­ tion as well as our national welfare. Not so obvious: think of 577 American "representa­ tives" pulling into ports around the world...com­ pared to four times as many Russian ships. And think of how necessary it is to have a strong mer­ chant marine supporting our armed forces in case of emergency...a mer­ chant marine that in war­ time has transpiorted over 90% of the needed military sup­ plies and equipment. Think, too, of the eco­ nomic contribution a stronger merchant marine makes in balance of pay­ ments, jobs and taxes. Think about it. Then share your thinking with your Congressmen. If you'd like more informa­ tion, send for our booklet on U.S. Flag Shipping. Write National Maritime Council, Box 7345, Wash­ ington, D.C. 20044. National Maritime Council N\anagement, labor and government working together for a strong, stable U.S. flag shipping industry. NEW ORLEANS, LA.—Dodd, Barker, Boudreaux, Lamy 6 Gardner 1400 Richards Building 837 Gravier Street New Orleans, Louisiana 70112 Tele. #(504) 586-9395 LOS ANGELES, CALIF.—Bodle, Fogel, Julber, Reinhardt & Rothschild 5900 Wilshire Boulevard Los Angeles, Calif. 90036 Tele. #(213)937-6250 MOBILE, ALA.—Simon & Wood 1010 Van Antwerp Building Mobile, Alabama 36602 Tele. #(205) 433-4904 OETROIT, MICH.—Victor G. Hanson 19268 Grand River Avenue Detroit, Michigan 48822 Tele. #(313) 532-1220 FALL RIVER, MASS.—PatrkK H. Harrington 56 N. Main Street, Bennett Bldg. Fall River, Mass. 02720 Tele. #(617) 676-8206 SEATTLE, WASH.—Vance, Davies, Roberts, Reid & Anderson 100 West Harrison Plaza Seattle, Washington 98119 Tele. #(206) 285-3610 CHIC AGO, ILL.—Katz & Friedman 7 South Dearborn Street Chicago, 111. 60603 Tele. #(312)263-6330 DON'T GIVE OP THE SHIPS In Emergency Notify USPHS by Telegram Any Seafeirer or Boatman who is taken to a hospital other than a USPHS facility for emergency treatment, must notify the nearest USPHS hospital of his situation within 48 hours, and it is suggested that the notification be made by telegram. In the past, many of our mem­ bers have made it a practice to notify USPHS by phone. Unfortu­ nately, when it comes time to pay the bill, there have been cases when USPHS has refused to pick up the tab claiming they have no record of the telephone call. How­ ever, by using telegrams you will have permanent proof that you ac- tuaUy notified USPHS within the prescribed period and at the same time you will eliminate any confu­ sion dealing with phone calls. If you have no recourse, though, but to use the phone, you should make it a point to get the name, title and department of the person who handled your call. February 1978 / LOG / 27 �The Seafarers Plans Benefit Application Is / he Seafarers Plans benefit apfiliration has been revised in an effort to make it simpler to fill out. It will also help gather necessary information for upgrading programs. (The application, reduced in size, appears on these two pages.) It may seem unnece.'isary to remind you to fillin your name and Social Security number carefully, but this is still a mafor cause of delay for claims. Make sure you attach copies of all the documents needed to process your claim. If you are unsure if you have the right ones, check with your port agent. The new Contact Phone or Address on the form is an example of the Union's effort to make it easier to reach applicants in case of need. The long fist of 1,443 Seafarers and Boatmen in the January Log who did not receive their Welfare Plan description booklet shows why a second address is important. The new ratings boxes, when checked, will give information on your career upgrading. This PLEASE PRINT VACATION BENEFIT • SEAFARERS BENEFIT APPLICATION * Hr I II I. IN I N I IKL I HONI I'AM-. I'll I Clll.t KMAKK IN llOX M)l< HKNKI I I WAM FI) I II,I. IN 111 Nl I I I SI.C IION ON I'At.L MS I HI) IN BOX Al lACII Al.l. DOCDMKNIS NM-DMl IIAVI UNION KFI'UI'SI NI AI IVF ( III OK I (JRM. SICN H, AND FORWARD TO: SI Al AMI RS PLANS. iJnln III miiilK Iiliiiii / PtitX tA ««|i|>lir;tiriori (/PIK) HOSPITAL & MLOK AL I'aoa •/ SICKNESS & ACCIDENT DEATH faw a Pavaa jiri -SOC SEC NO VnttaComtmrt Rating Employtd from To VMMI/Company Rating Employad from To Vattal/Company Rating Employad from To Vauat/Company Rating .• Employad from I'l MMANI Nl Aunm ;;;• .HOME PHONEX. I UH MAIL Vataal/Company CONtACr PHONE _ . I or HOOK PORT ISSOFD Dale you litit worked lor SlU /Inland Company. Place 111 _Bulh 1 Wt,«. o VOO. —, ^Group Ciliriint Oflpl f fnldtfM) To Rating Employad from To Vaual/Company Rating Employad from To Vat»l/Company Rating Employed from To AOUriEGS J('hitr:l( hftrn il yoiii iifUlrirtt hai (.haftqnti. OAII OI IimiH (IMt. flPft. PENSION fav * Mail, n.il inlijifl.) HOOK NOMIII M Kl«m^ Pava 3 l'a«i 1 OPTK AL 1 NAMI MATERNITV fvf 1 HLMAHII.ITATION 11 1 1 1 Soc. Sec. No. 20lli Slrrcl. Brooklyn. N.Y. 11215 / (rliiyl VACATION 27S ELIGIBILITV-At least 90 days accumulated seatime/inland before making application. All dates of dis­ charge, pay vouchers or check stubs must be less than one ypar old. Attach a photostatic copy of alt dis­ charges. pay vouchers or check stubs. " QO NOT WRITE IN GREY AREA i PLEASE PRINT -Ralinfl. Chuck iill iKiKd-, thai a|i|ilv loll OiH-ioioi U logifiBio • OMED CZ3 AB Blue • HL5S Uparading • I'llol Cn WBIIIIOII C3 Asi'i Crrrjk Cn AB Gretrn CD LNG/LPG • Vattal/Company Rating MiiUi a EOWI • Cook/Baker O QM C3 Lile txrai CD Employed from To Caiilain CT PurniJinan CI Ch Cook • Bor n • Eire Irgtilirrg CD raiikainian CO Ch. Elacl. CD Steward CD HLSS Entry CD Paitport CD Vattal/Company Wloii olhiir ralingr flo you haver Employed from Wliai oiher hceniin do you have? Adjuttmena 1 Rating To N. Y. State res. Yes or No Tax exeinptinnt claimerl -r Mariial Statin Q] Sintjle Mairierl Q] Divorced LIST SPOUSE AND DEPENOENrs NAMES Wirlowed RELATIONSHIP TO MEMBER .v-a / • . •' .- (y««r) 1—I 3._ J. WDAS _ t (d4y) DAS -.r DATE OF BIRTH (mo.) (IMI, lliil. mlaaia) • Marital Sfanix • • -T' A ..'.K.' '• T5'"' - m L 4. •if. •chieck here 11 there have been any changes. t Name of bcncficiaiy_ .Relationship Address of beneficiary. -UNRELATED BENEFICIARIES ARE NOT ENTTTLED TO M/VXIMUM DEATH -BENEMT. f r ' 1 I I Check here if your beneficiary has changed. I revoke all previous beneficiary nominations and make the foreguing nomination with respect to all benefits provided now or at any time in the future under the Seafarers' Welfare Plan, still reserving to myself the privilege of other and further changes. '• '-..iv. :• ,r£"'x^ Port. Date. (month, day, yoar) -DATE SIGNED. MEMBER'S SIGNATURE. WITNESS'SIGNATURE-. Member's Signature X. . Verified by;. lunlon r«HMntaUv«| (othtr than tMnvflclary) .ZIP CODE. WITNESS'ADDRESS (itraat. city, Itatal •BASIC SEATIME/INLAND REQUIREMENT: List one (I) day's seatime/boattime in the last six (6) months: .-Date offVessel Date on List ninety <90) days' seatime/boattime in the last calendar year prior to the date the claim arose or date of death: VrwlDate on Date off Working Dues Authorization Seafarers Vacation Plan I hereby authorize you to deduct from the vacation benefit due by this claim a stim equal to the amount outstanding of my regular working dues for days worked in accordance with Ait, V, Sec. 1(b) of the SlUNAAGLIWD Constitution. I further authorize and direct you to pay the amount so deducted to the Seafarers International Union of North America-AGLIWD. Member's Signature X. .Verified by;. If You're Not a Millionaire^ the Welfare Plan Is Important to You Unless a person is a millionaire or thereabouts, he or she could not afford extensive medical care Tri this country without the security of a strong welfare plan or medical insurance program. It's safe to say there are no million­ aire's in the SlU. And its also safe to say that the SIU's Welfare Plan is one of the most important benefits available to SIU members and their dependents. Stafford McCormick of Houston, Tex, is one SIU member who realizes the importance of a strong welfare plan to a working man. Brother McCormick's wife, Florence, has had two lengthy hospital stays in 28 / LOG / February 1978 the last few years. The hospital bills totalled nearly $10,000 and the SIU Welfare Plan picked up the whole tab. McCormick, who has been a member of the SIU for more than 30 years, said, "I'm really thankful that I had the Plan when I really needed it." He added, "medical costs are so high today, no member could afford to pay these kind of bills without going broke. Believe me, if I had to pay my wife's medical costs out of my own pocket, it would have bankrupted me." Brother McCormick, who has almost 20 years seatime on SIU deep sea and inland vessels, also said, "I think a lot of members take the Welfare Plan for granted. I remember the days when we had nothing at all. But I guess it takes a situation where a member really needs the Plan before he realizes that he has something good that will protect him." McCormick said he has been sticking close to home while his wife recu­ perates. He said he would soon be look­ ing to ship with an SIU tug company which would enable him to stay in the port of Houston or nearby. Notice to Members On Job Call Procedure When throwing in for work dur­ ing a job call at any SIU Hiring Hall, members must produce the following: • membership certificate • registration card clinic card seaman's papers INLAND �Made Simpler to Speed Handling of Claims will help the Union plan its upgrading courses so that the right type of training will be scheduled at the time you need it. The benefit sections list the eligibility requirements, and the documents needed to make a claim. The Hospital,Maternity and Surgical Benefits and the Optical Benefits must be signed by the doctors as well as the person applying, and this has been made clear. The Pension section has been expanded to cover the Pension Plan's increased benefits. The form tries to cover all the cases and their basic requirements, but all Seafarers and Boatmen should write the Claims Department at Headquarters if they have any questions, before they swallow the anchor and come ashore. The form has been made clearer and easier to work with, and it is hoped this will speed the handling of your claims. HOSPITAL. MATERNITY & SURGICAL BENEFITS ELIGIBILITY—Basic seatime/inland requirement. Claim must be filed not later than (a) 180 days after sur^ or discharge from hospital, or (b) J6S days after birth. Enrollment card, marriage certificate, and children's bir certificate with names of both parents must be on file with Plan. For foster and step children,submit notarized copy of member's latest income tax return showing dependents. Relationship toMemlier Patient's name OPTICAL ELIGIBILITY—Basic seatime/inland requirement. Enrollment card must be on file in Plan office along with Mar­ riage Cerlinc.ite and Birth Certificates. Claim must be filed within 180 days from the date the glasses wea' received. Glasses are available to the member and dependents once in every two year period at an optician of your choice. TO BE COMPLETED BY OPTICIAN Optician's .Address Name of optician (iMt, tint, middia) lltrmtl Address. Birth date (_ Is this a work connected injury? YES (llfMl) (city, stala, zip) Individual for whom prescribed. (city, stite, zip) NO Attach a copy of Doctor/Surgeon/Hospital Bills. Indicate if paid. Have Docton/Hospital fill in part below. Indicate if Bills are paid. I hereby authorize hospitals and doctors listed below to release information concerning my treatment to the Seafarers Welfare Plan, in order to process my claim for benefits. PATIENT-S/GUARDIAN/S SIGNATURE Was this Emergency treatment? PLEASE ATTACH YOUR BILL TO THIS FORM AND INDICATE IF PAID Relationship to Member No Description of Lenses. Total cost of glasses, including examination S. SIGNATURE OF OPTICIAN Type of Lenses: Regular Clear Optician's -Soc. Sec. No.. • Tinted Sunglasses. Verified by: (union reprOMntativo) Date DEATH ELIGIBILi rV-Basic seatime/inland requirement. Beneficiary form must be on file with the Plan office. Send a certified copy of the death certificate with the application. Enclose an itemized funeral bill indicating if paid with name and address of payer where applicable. (Claim must be filed within 365 days from the date of death.) Name of hosp Address of hosp. _ (ttrppt. city, atatp. ilpl Date hospiulizad . Name of deaceased Dates Doctor visited Soc. Sec. No Name of applicant .Relationship to deceased. Funeral Rill paid' Address of applicant State complete diagnosis:. Yes No Aoe of Aoolicant Fed. ID No. or .Soc. Sec. No. _ Signature: ATTENDING PHYSICIAN. (City, fttata, rip) SIGNATURE OF APPLICANT .and particulars. If surgery was performed, give dates Date of death Verified by: (union r.pr.Mnl.llv.) PENSION ELIGIBILITY RF.QIJIRF.MF.NTS CHHCK CARKFULLY IN PFNSION BOOKLET FOR EXACT TERMS. If not in hospital, where performed Fed. ID No. or - Soc. Sac. No. - Signature: ATTENDING SURGEON. ATTACH SURGEON'S BILL AND INDICATE IF PAID. Total 90 days m Birth certificate desired: Service Required calendar year t>efore application or other proof of age required Q NORMAL 5,475 days no Check Pension Verified by:. (union raprotpntitlva) SICKNESS & ACCIDENT BENEFIT ELIGIBILITY- Basic seatime/inland requirement. Claim must be filed within 60 days (a) after discharge from hospital, or (b) from first day of outpatient disability. File USPHS medical abstract for outpatient benefits. Out­ patients who have not been hospitalized must be not fit for duty for eight days before they can receive benefits, which are retroactive to the fifth day. You can not receive S&A benefits if you are entitled to M&C from your employer, or to State disability benefits, or State unemployment benefits. Was illness or injury reported in Log Book? Were you hospitalized? ,.s< Date In. Other lequiremenls 10 years of no vesting service 65-Deep sea All Coast Guard discharges. 62-lnland NFFD forms, and M&C forms, or Company service letter. 7,300 days yes '55 (No disability) All Coast Guard discharges covering sea time only. (Where applicablel Address. Q SPECIAL 7,300 days EARLY (No disability) NORMAL (Where applicable) Describe nature of Illness If accldenul, attach doctor's letter on how the Illness occurred.. Is this a recurring Illness or Injury? Q DEFERRED VESTED NORMAL Hospital Date out All Coast Guard discharges, NEED forms, and M&C forms, or Company service letter. • EARLY . Did you get Master's Certificate?. 65-Deep sea 62-lnland no 55 1) Withdrew completely from the industry before reaching age 55. 2) All Coast Guard forms coverirsg seatime only. If yes, explain .Is It due to misconduct on your part?. Deceased was active memtier. and eligible for one of the pensions above, not including disability pension. If you collected In-hospltal beneflu for this Illness or Injury, wftat was the last day you were paid? Have you applied for unemployment benefits? Spouses name Have you applied for State dlsalxlty payments?. Have you taken up your Injury with any one else? • SURVIVOR'S If yes, with whom Member's first date of emolnvment bv sianatnrv cnmnanv What did they do? 1) Must be permantly not fit for I hereby certify' that to the best of my knowledge the above sutements are true, and do also hereby authorize ny anending physician(s) (Hospital or Clinic) to furnish and disclose all facts concerning my condition to the Sea­ farers Welfare Plan. .Verified by:. Signature of Applicant. duty-USPHS record • DISABILITY 4,380 Days yes no 2) Must have Social Security Disability Award or RRB B-6 Nam* nf Divirnr certificate if under 65 Doctor's Addret NFFD forms, and M&C forms, 3) All Coast Guard discharges, (union roproMntatlvo) ALCOHOLIC REHABtLITATiON PROGRAM LOAN REQUEST (itrMt. city rip) or Company service letter. ELIGIBILITY—One day's seatime/inland in the last six months and ninety days' scacime in the last calendar year prior to the date of application. Check the boxes provided to show the reason for the loan. ATTACH A RECENT PHOTOGRAPH (PASSPORT SIZE) TO PENSION APPLICATION Q Tranipoftation MARRIED PENSIONERS MUST SUBMIT COPY OF MARRIAGE CERTIFICATE, AND SPOUSE'S BIRTH CERTIFICATE O Support • Personal Items IZI Clothing • Prescriptions Q Miscellaneous (explain)_ VERIFIED BY: " DATE PORT (union loOfOMfilztlvv) ON DEMAND I PROMISE TO PAY TO THE ORDER OF THE SEAFARERS' WELFARE PLAN $ . PLUS e% INTEREST, PAYABLE AT 275-2(hh STREET, BROOKLYN, N.Y. 11215. I authorize die Plans administration to deduct from the vacation benefit due me a sum equal to amount outstanding of my Alcoholic Rehabilitation Program loan plus its accrued interest. ELIGIBILITY FOR AND PAYMENT OF BENEFITS ARE CONTROLLED SOLELY BY THE RULES AND REGULATIONS OF THE SEAFARERS WELFARE PLAN, THE SEAFARERS PENSION PLAN, AND THE SEAFARERS VACATION PLAN, AND BY THE APPLICABLE DECLARATIONS OF TRUST. Comments by Union representative VALUE RECEIVED t SIgnatur* of Aoollcant Verified By:. Signature of Union representative. Union RvprHontatlva PSfO 3 Pig* 4 REV. \n% I*® No Charge For 'Type #' Form All Seafarers and Boatmen pre­ paring to go on pension, please be advised that there is no longer any fee required for the "Type I" forms supplied hy the Social Security Ad­ ministration. Seventy-one cents of everv dollar spent in shipping on American-flag vessels remains in this country, making a substantial contribution to the national balance of payments and to the nation's economs. Use U.S.-flag ships. It's good for the American maritime industry , the Ameri­ can shipper, and America. These forms are detailed state­ ments of earnings, which must he obtained from Social Security and submitted to the Seafarers Pension Plan before pension benefits are given. The charge for "Type I" forms was removed almost two years ago. But many of the old applications for the forms are still in circulation and specify a schedule of fees at the top of the page. If you receive one of these old applications, dis­ regard the charges when you send in the application for your Type I forms. If you have already sent in money, it should he returned to you by Social Security. Contact your local Port Agent if you have any problems. February 1978 I LOG / 29 �• As the SlU-contracted Mackinac Islander pulled into the dock on Mackinac Island, white clapboard homes and one of the Island's old churches greeted ferry passengers. .•^ - ^. . 3 • 'jsis:.a- The bare trees and shrubs on Mackinac Island make it hard to imagine a springtime hillside covered with lilacs. But the flowers were brought and planted by French settlers in the 17th century. The grassy area fronts Fort Mackinac, a British stronghold during the Revolutionary War. This shoreline stretch of boardwalk runs along the clear, blue/green waters of the Straits of MalWnacT In the distance can be seen "the five mile span of t^ Mackinac Bridge. "Big Mac," which opened in 1957, connects Michigan's upper and lower peninsulas. Closed For Season Bicycles are a primary form of transportation around the nine miles of Mackinac Island. Bike racks line the deskside around the ferry slip. -A' ' ' ' ' " Linda Horn, one of the Island's 500 or so permanent residents, has spent 16 winters there so far. Mrs. Horn said her great-great-grandparents were "Earlies" and that they owned three-quarters of Mackinac Island at one time. 30 / LOG / February 1978 Mackinac Island in Michigan's Up­ per Pcnninsiila, is a scenic, thriving summer community. But it becomes a ghost town in the off-season. The water­ front hotels board up their windows, the ice-cream parlors, gift shops, and other tourist-oriented stores display "Closed for the Season" signs. The eeriness is enhanced by the dust swirling, down the main street and the Haunted Theatre's rusted, rickety chandelier creaking in the wind above the theatre's bolted doors. Mackinac Island handles a summer crowd of as many as 500,000 people. But it reduces its population to as few as 500 during the winter, according to two year-round residents. Many of those who reside there year-roljnd col­ lect unemployment during the winter months when the grocery and drug stores, the Mustang Bar and the post office are the only things open. Many of the Island's permanent residents also share the fact that they are descended from the Island's early Canadian or English settlers who date as far back as 1600. During the winter months, the only way to reach the mainland is via snow­ mobile. But from Apr. 1 to Dec. 23, SlU-contracted ferries make the IV2 mile run between St. Ignace and the Island. And between May 14 and Oct. 16, ferries make the 6 mile round-trip from Mackinaw City to the Island. The Arnold Transit Co. owns and operates the seven boat ferry fleet that runs from St. Ignace. During the sum­ mer season it runs 600-capacity boats, but operates smaller, 400-capacity ves­ sels in the offrpeak months. Straits Transit Inc. is the owner/op­ erator of the four SlU-ferries that make the Mackinaw City/Mackinac Island run. That company is also owned by Arnold which has 58 percent of Straits Transit stock. Straits Transit fleet includes the Christina Mae, built in 1954 and the Island Princess which has only been running five years. Arnold's vessels were all built be­ tween 1955 and 1962. The Emerald Isle is the senior member of that fleet; the Chippewa is the youngest. A Beautiful Trip The 40-minute ferry ride across the Straits of Mackinac is a beautiful trip. The ferries have indoor and outdoor benches and a large cargo area on deck that is filled with folding chairs during Ray Wilkins, working as purser on the Mackinac Islander, is usually found on another Arnold Transit Co.-owned ferry, the Chippewa, where he acts as either the boat's captain or an engineer. �Since no cars or buses are allowed on the Island, horses are popular and necessary substitutes. Most of the Island's equine population is pastured on the mainland for the winter. The Mackinac Islander waits at the Island dock to receive cargo for her return trip to St. Ignace. This ferry has been in operation since 1958. Glimpsed from the ferry enroute to Mackinac Island is the Grand Hotel which claims to be the "world's largest summer hotel." The Grand first opened in 1887. In the summertime, its 880-foot long porch is decorated with flowers. Due To Freezin' the summer to carry the overflow of passengers. The cargo area is also used for conveying alternate forms of trans­ portation to the Island where cars, trucks, and buses are not allowed. One SIU ferryboat captain, LeRoy Allers, has been ferrying passengers for 55 years. He said, "It's nothing for ferries to carry 25-50 bicycles per trip in the summer." Horses are another popular form of transportation on Mackinac Island. No fewer than 250 of them spend the sum­ mer at the Carriage Tours' Corral and Stable and others are owned by Island residents. The ferries can carry 32-35 horses at a time.' A Log reporter and photographer in Capt. LeRoy Allers has been an SIU member since 1949. Normally the captain of the ferry Algomah, Capt. Allers was filling in for another ferry boat captain, his son Paul. mid-November took a trip on the Mack­ inac Islander, sharing the ferry with 10 Island residents, three horses and the ferry's SIU crew. Captain Allers, an SIU member since 1949, was at the wheel. The captain had taken over this run for his son, also a ferry boat cap­ tain, who had joined the ranks of deer hunters during Michigan's annual hunt­ ing season. Capt. Allers is usually be­ hind the wheel of the Algomah. Also on board were Raymond Wilkins, the purser on this trip. But he also doubles as a captain and an engineer during the summer months. Another member of the crew was Engineer Rich­ ard Carl Graham who's been with Arnold Lines for 26 years. The fivemember crew also included two deck­ hands. Lar-ge horses pull wagonloads of freight that is transported from mainland to The crossing takes one past several landmarks. The Mackinac Island crib island via ferry. light warns freighters away from shal­ low waters that are only four feet deep in spots. And the colonnaded facade of the Grand Hotel, which dates from the 1800s and claims to have the longest porch of any hotel, nests on the shore. In daylight, the ferry crossing seems straightforward enough. But when it's foggy and dark out, the ferry captains rely on the compass and time signals taped to the window in the wheeihouse to make the crossing. For example, from Dock #2 on St. Ignace to the Lake, the chart says it's 117 degrees and 24 minutes. The Mackinac Islander loaded up for her return to the mainland with three horses heading for winter pasture and some hunters with their quarry. There were also several Islanders aboard who were taking advantage of the ferry service before the Straits freeze and Mackinac Island settles in Engineer Richard Carl Graham joined the SIU In 1957 and has been with until the spring thaw. Arnold Transit for 26 years. I February 1978 / LOG / 31 . �Hotite to Mmbers (h Shippiug Pnteilure When throwing In for work dur­ ing a job call at any SlU Hiring Hall, members must produce the following: • membership certificate • registration card • clinic card • seaman's papers • valid, up-to-date passport In addition, when' assigning a job the dispatcher will comply with the following Section 5, Sub­ section 7 of the SIU Shipping Rules: "Within each class of seniority rating in every Department, prior­ ity for entry rating jobs shall be given to all seamen who possess Lifeboatman endorsement by the United States Coast Guard. The Seafarers Appeals Board may waive the preceding sentence when, in the sole judgment of the Board, undue hardship will result or extenuating circumstances war­ rant such waiver." Also, all entry rated members must show their last six months discharges. Further, the Seafarers Appeals Board has ruled that "C classifica­ tion seamen may only register and sail as entry ratings in only one department." KNOW YOUR RIGHTS SHIPPING RIGHTS. Your shipping rights and senior­ ity arc protected exclusively by the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board by certified mail, return re­ ceipt requested. The proper address for this is: Frank Drozak, Chairman, Seafarers Appeals Board 275 - 20th Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are avail­ able in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU 32 / LOG / February 1978 UNION MADE Electronics has become one of the great growth industries of the 20th Century and the International Union of Electrical, Radio and Machine Workers, AFL-CIO, CLC, was in on the ground floor. lUE was founded in 1949 and immediately drew to it many workers in the electronics in­ dustry who were impressed by its democratic ideals. Today, lUE has 250,000 members (40% of them women) in the fields of electrical and electronics manufacturing and other industries. Its members are employed by General Electric, Westinghouse, General Motors, RCA, SperryRand and many smaller companies. lUE products reflect the technological his­ tory of America in the 20th century. The prod­ ucts include all kinds of home appliances, from fans to freezers, television sets, wires and cables, electronic components, semi-conduc­ tors, power equipment, office machines, lamps, batteries, computers, auto parts, aircraft en­ gines and missiles, elevators, radar and atomic reactors. In fact, lUE produced products are almost too numerous to list, ranging from optical lenses and frames to golf club shafts. A strong advocate of the principle of multiunion coordinated bargaining, lUE also has been active in the struggle against job-stealing imports, against race and sex discrimination and for strict enforcement of health and safety regulations. lUE pioneered in 1966 with the establish­ ment of an On-the-Job-Training Program sup­ ported by funds from the U.S. Labor Depart­ ment. This program has resulted in over 7,000 lUE members receiving better job opportuni­ ties over the last 10 years. The union is cur­ rently participating in a New Initiatives in Apprenticeship program to promote the en­ rollment of 700 new apprentices in lUE shops, particularly in developing fields such as com­ puter repair and solar heating technology. lUE is concerned with the effect foreign im­ ports is having on worker's jobs and American technology. When you buy your new TV set or any other electrical product, check the label carefully to be sure the item has been made in America with American labor. a UNION LABEL feature KNOW YOUR RIGHTS FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommenda­ tions. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Ciulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. rm lUE: 20th CENTURY PRODUCTS KNOW YOUR RIGHTS t VS iiiiiiiiitiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii^^ patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY —THE LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circum­ stances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to Union headquarters. CONSTITUTIONAL RIGHTS AND OBLIGA­ TIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its con­ tents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. EQUAL RIGHTS. All members are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no member may be discrimi­ nated against because of race, creed, color, sex and na­ tional or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify Union headquarters. SEAFARERS POLITK.'AL ACTIVITY DONATION —SPAD. SPAD is a separate segregated fund. Its pro­ ceeds are used to further its objects qnd purposes includ­ ing, but not limited to, furthering the political, social and economic interests of maritime workers, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and boatiiien and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contribution may be solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as a con­ dition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Sup­ port SPAD to protect and further your economic, poli­ tical and social interests, and American trade union concepts. If at any lime a member feels that any of the above rights have been violated, or that he has been denied his constitutional right of access to Union records or infor­ mation, he should immediately notify SIU President Paul Hall at headquarters by certified mail, return receipt requested. The address is 675 - 4iii Avenue, Brooklyn, N.Y. 11232. �Leo R. Dziesinski, 67, joined the Union in the port of Alpena, Mich, in 1965 sailing as an AB for the Huron Cement Co. from 1964 to 1977. Brother Dziesinski was born in Alpena and is a resident there. He is also a refrigeration service tech­ nician. Robert E. Bowditch, 64, joined the Union in the port of Lorain, Ohio in 1961 sailing as an oiler and AB for the L. A. Wells Co., and Merritt, Chapman and Scott from 1946 to 1952, and for the Great Lakes Tow­ ing Co. from 1952 to 1976. Brother Bowditch was born in Lorain and is a resident of Amherst, Ohio. Haywood J. Triche, 59, joined the Union in Port Arthur in 1964 and sailed as a captain and pilot on the Tug Edgar Brown Jr. for the Slade and Southern Towing Co. from 1948 to 1977. He also sailed as a deck­ hand for the Hawkins Towing Co. from 1946 to 1948. Brother Triche was bom in Louisiana and is a resi­ dent of Gibson, La. Roy E. Stern, 65, joined the SIU in 1948 in the port of New York and sailed as a bosun. Brother Stern is a veteran of the U.S. Army's Ordi­ nance Corps in World War II. He is a machinist and toolmaker. Born in Michigan, he is a resident of New­ ark, N.J. Edward Cole, 62, joined the SIU in 1943 in the port of New Orleans and sailed as a bosun. Brother Cole sailed 40 years. He was born in Barbourville, Ky. and is a resident of St. Petersburg, F1a. Paul D. Morris, 58, joined the Union in the port of Detroit in 1960 sailing as a fireman-watertender on the Lakes for 23 years. Brother Mor­ ris upgraded at Piney Point in 1974. He is also a radio, TV technician. Born in Hagerstown, Md., he is a resident of Toledo, Ohio. Recertified Bosun Albert J. Doty, 65, joined the SIU in 1941 in the port of Savannah. Brother Doty grad­ uated from the Bosun's Recertification Program in September 1975. He also attended a Piney Point Educa­ tional Conference. Born in Illinois, he is a resident of Marrero, La. German Aban, 74, joined the SIU in the port of Norfolk in 1957 and sailed as a chief cook. Brother Aban sailed 55 years and with the Bull Line in 1961. He is a veteran of the U.S. Navy before and during World War 11. A native of San Juan's (P.R.) La Union, he is a resident of Chesa­ peake, Va. Joseph E. Brooke, 60, joined the SIU in 1942 in the port of Philadel­ phia and sailed as deck engineer. Brother Brooke sailed 36 years. He was born in Philadelphia and is a resident there. Ivan C. Buckley, 63, joined the SIU in the port of New York in 1952 and sailed as a chief steward. Brother Buckley sailed 30 years and walked the picket line in both the 1961 Greater N.Y. Harbor strike and the 1962 Robin Line beef. He upgraded at Piney Point in 1973. Born in Ja­ maica, B.W.I., he is a resident of Brooklyn, N.Y. Jacob R. "Jake" Gnagey, Jr., 53, joined the SIU in the port of Balti­ more in 1955 sailing as a cook. Brother Gnagey sailed 33 years. He is a World War 11 veteran of the U.S. Marine Corps. Seafarer Gnagey was born in Cumberland, Md., and is a resident of Baltimore. Joseph Shefuleski, 63, joined the SIU in 1947 in the port of Philadel­ phia sailing as an OS. Brother Shefu­ leski sailed with the Bull Line in 1956. He was on the picket line in the 1961 N.Y. Harbor strike and the 1964 AGLIW District beef. Seafarer Shefuleski is a WW II veteran of the U.S. Army. He is a former coalminer. A native of Shenandoah, Pa., he is a resident there. Pensioner Gives $100 to 5PAD Jens C. Madsen, 65, joined the SIU in 1946 in the port of New York sailing as a fireman-watertender. Brother Madsen sailed 40 years. He was born in Denmark and is a resi­ dent of Hoboken, N.J. Francisco R. Napoli, 54, joined the SIU in 1947 in the port of New York and sailed as a chief steward. Brother Napoli worked on the SeaLand shoregang in Port Elizabeth, N.J. from 1971 to 1977. He is a wounded World War II veteran of the U.S. Army's airborne forces. A native of New York, he is a resident of Middletown, N.Y. John W. Polaski, 57, joined the SIU in 1943 in the port of New Or­ leans sailing as a fireman-water­ tender. Brother Polaski sailed 34 years. He was also an engine dele­ gate. Born in Troy, N,Y„ he is a resi­ dent of Brooklyn, N.Y. John P. Schilling, Jr., 66, joined the SIU in the port of New York in 1952 and sailed as a deek engineer. Brother Schilling was also an engine delegate. He was born in Mobile and is a resident of Beaumont, Tex. Frederick Whipp, 65, joined the SIU in the port of Baltimore in 1964 sailing as a fireman-watertender. Brother Whipp sailed 25 years and attended a Union Crew Conference in Piney Point in 1970. He is also a lathe operator. A native of Balti­ more, he is a resident of Pasadena, Md. Arthur W. Wroton, 65, joined the SIU in 1944 in the port of Norfolk and sailed as a deck engineer. Brother Wroton sailed 40 years. He is a veteran of the U.S. Army in World War II. A native of Virginia, he is a resident of Norfolk. Rafael W. De Arce, 65, joined the SIU in the port of San Francisco in 1961 sailing as a cook. Brother De Arce sailed 32 years. He is a 1950 graduate of the U.S. Maritime Serv­ ice. Seafarer De Arce is also a machinist. Born in Mayaguez, P.R., he is a resident of Hayward, Calif. Recertified Bosun John B. Swiderski, 62, joined the SIU in 1948 in the 'port of New York. Brother Swiderski graduated in the 15th Bosun's Recertification Program class in August 1974. He is a World War II veteran of the U.S. Army. A native of Penn­ sylvania, he is a resident of Brooklyn, N.Y. Pensioner Francisco S. Costa, 78 (right) holds his five SPAD receipts worth $100 while Headquarters Representative Johnny Dwyer offers his congratula­ tions. Brother Costa, who lives in Brooklyn, N.Y., retired last year. He joined the SIU in the port of New York in 19.55 and sailed 42 years, last in the steward department. A native of Spain, he is a naturalized U.S. citizen. Brother Costa is also an accountant. Yasser Szymanski, 61, joined the SIU in 1946 in the port of Galveston and sailed as a chief steward. Brother Szymanski also rode with the Isth­ mian Line. He is a veteran of the U.S. Army before and during World War II. Seafarer Szymanski was born in Massachusetts and is a resident of Springtown, Tex. February 1978 / LOG / 33 �Lyies D. Brunson, 57, died on Jan. 28. Brother Brunson joined the SIU in the port of New Orleans in 1960 and sailed as deck maintenance. He sailed 26 years. Seafarer Brunson was a veteran of the U.S. Navy in World War II. Born in Bayville, La., he was a resident of Abyville, La. Surviving are his parents, Mr. and Mrs. Henry L. and Katherine Brunson of Ralville, La., and a sister, Mrs. James (Kathleen) Bozeman of Abyville. Peter A. Chaffin, 44, died in St. Mary's Hospital, Duluth on Jan. 28. Brother Chaffin joined the Union in the port of Duluth in 1971 sail­ ing as an oiler for the Kinsman Marine Steamship Co. and the American Steamship Co. He was born in Clear Lake, Minn, and was a resident there. Surviving is his mother, Sarah of Clear Lake. Pensioner Fran­ cisco Cornier, 66, died of a heart attack at home in Ponce, P.R. on Nov. 11, 1977. Brother Cor­ nier joined the SIU in 1942 in the port of Mobile and sailed as a bosun. He sailed 4.^ years. Seafarer Cornier was born in Gayanilla, P.R. Surviving are two .sons, Santiago and Francisco, and three daughters, Lourdes. Carmen and Nara. Edward T. Devercaux, 54, died in the San Francisco USPHS Hospital on Nov. 16, 1977. Bro­ ther Devereau.x joined the SIU in the port of Boston in 1967 and sailed as a OMU. He sailed 14 years and was also a ship delegate. Sea­ farer Devereaux was a wounded vet­ eran of the U.S. Navy in World War II. He was born in Sommerville, Mass. and was a resident of Richmond, Calif. Sur­ viving are his widow, Elenore; a son, Randolph, and two daughters, Deborah and Mrs. Maureen Colbert. Earlic A. Broadiis, Jr., 33, died on Dec. 23, 1977. Brother Broadus joined the Union in Port Arthur in 1973 sail­ ing as a deckhand and tankerman for Dixie Carriers in 1974, for the Moran Towing Co. of Texas, the Marine Fuel­ ing Service Co., Port Arthur in 1977, and for the National Marine Service Co. from 1973 to 1977. He was a vet­ eran of the U.S. Army. Boatman Broadus was born in Mobile and was a resident of Port Neches, Tex. Surviving are his widow. Ruby; a son, David, and a brother. Earl. 34 / LOG / February 1978 Pensioner Nathan Dixon, 80, passed away in Long Island College Hospital, Brooklyn, N.Y. on Dec. 23, 1977. Bro­ ther Dixon joined the SIU in 1938 in the port of New York and sailed as an assistant steward. He sailed 55 years. Seafarer Dixon was born in New Orleans and was a resident of Brooklyn, N.Y. Burial was in Ever­ green Cemetery, Brooklyn. Surviving are two sons, Paul and Richard, and a niece, Mrs. Olive Moore of Brooklyn. Pensioner Jo.seph Garello, 71, died of arterioscleriosis in the Charles Convalescent H9me, Brighton, Mass. on Jan. 11. Brother Ga­ rello joined the SIU in 1946 in the port of New York and sailed as a chief steward. He sailed for 39 years and was on the picket line in the 1965 Chicago beef. Seafarer Garello was a veteran of the U.S. Navy. Born in Italy, he was a resi­ dent of Brighton. Interment was in St. Michael's Cemetery, Jamaica Plains, Mass. Surviving are two brothers, Al­ bert of Dorchester, Mass. and John; a sister, Mrs. Mary Pergamo, and a nephew, John Pergamo, both of Burl­ ington, Mass. 4 Pensioner John B. "Put" Carrison, 66, died of heart failure in the Kissimmce (Fla.) Medical Cen­ ter on Oct. 15, 1977. Brother Garrison joined the SIU in 1947 in the port of New York and sailed as a bosun. He sailed for 27 years. Seafarer Garrison was born in Pennsylvania and was a resident of Kissimmec. Burial was in the Osceola (Fla.) Memory Gardens Cemetery. Surviving is his widow, Patricia. John L. Glover, 46, died of diabetes in the Houston VA Hospital on Dec. 6, 1977. Brother Glover joined the SIU in the port of Houston in f \ I 1962 and sailed as a cook. He sailed 18 years. Seafarer Glover was a veteran of the U.S. Army in World War II. A native of Oklahoma, he was a resident of Houston. Interment was in Forest Park Lawndale Cemetery, Houston. Surviving are jiis widow, Neva; his par­ ents, Mr. and Mrs. Henry G. Glover, and a sister, Mrs. Louise Vichery of Houston. Pensioner Thomas C. Hickey, 74, died t of a tumor in the Riverhead (L.I., N.Y.) Central Hospital on Dec. 22, 1977. Bro­ ther Hickey joined the SIU in 1942 in the port of New Or­ leans and sailed as a bosun and in the steward department. He also sailed on the Bull Line during the Korean War. Seafarer Hickey walked the picket line in the 1961 Greater N.Y. Harbor strike. He was a veteran of the U.S. Navy. Born in Hampton, N.J., he was a resi­ dent of Riverhead. Burial was in St. John's Roman Catholic Cemetery, Riv­ erhead. Survivimi is his widow. Ermosa. Walter 4*Wally'* Kohuf, 49, died at home in Baltimore on Jan. 10. Brother Kohut joined the SIU in 1946 in the port of Philadelphia sailing as an AB. Seafarer Kohut also sailed during the Korean War. He was a vet­ eran of the U.S. Army. He was. born in Pittsburgh. Burial was in Meadowridge Cemetery, Howard County, Md. Surviving are his widow, Bobbie; two sons, Philip and Scott, and his parents, Mr. and Mrs. John Kohut of Phila­ delphia. g » 4 \ I k Richard R. Leikas, 67, died on Jan. 4. Brother Leikas joined the SIU in 1942 in the port of New York sailing as an AB. He sailed 44 years. Sea­ farer Leikas was a veteran of the U.S. Army during the Korean War. A native of Ohio, he was a resident of Prescott, Ariz. Surviving is a brother, Matthew of Prescott. Pen.sioner Steven Lenert, 65, died of cancer on Dec. 14, 1977. Brother Lenert joined the SIU in 1948 in the port of New York sailing as an AB. He sailed 37 years and on the Bull Line. Seafarer Lenert was born in Poland and was a resident of Santurce, P.R. He was a naturalized U.S. citizen. Burial was in Puerto Rico. Bernard B. Mace, Sr., 67, died of arter­ ioscleriosis on Jan. 14. Brother Mace joined the SIU in 1947 in the port of New York and sailed as a chief steward. He sailed 35 years and on the Bull Line. Seafarer Mace was on the picket line in the 1961 N.Y. Harbor strike and the 1962 SRP beef. He was also a bookkeeper. Born in Lee, Mass., he was a fesident of Staten Island, N.Y. Interment was in Moxaixan Cemetery, Staten Island. Surviv­ ing are four sons, Bernard of Staten Island, John, Thomas and Alberto; three daughters, Robin of the Bronx, N.Y., Mrs. Patricia D. Jamieson of Brooklyn, N.Y. and Bernadcttc of Westbury, L.I., N.Y.; a sister Lynn of Brooklyn, and a cousin, Frank Lawlor, also of Brooklyn. Pensioner Oscar H. Manifold, 75, passed away on Jan. 27. Brother Manifold joined the SIU in 1947 in the port of New Orleans and sailed as a chief elec­ trician. He was a World War I veteran of the U.S. Army. Seafarer Manifold was born in Coving­ ton, Ky. and was a resident of New Or­ leans. Surviving are his widow, Olive, and a son, Patrick. Harmony E. Rigby died on Feb. 3. Brother Rigby joined the Union in the port of Houston in 1977 working for the G & H Towing Co., Radcliff Ma­ terials, and the Crown Cork Co. He was a resident of Houston. Richard I. Price, 80, passed away on Dec. 25, 1977. Bro­ ther Price joined the SIU in the port of San Francisco in 1956 and sailed as a chief electrician. He sailed 31 years. He also sailed on the Bull Line. Seafarer Price was a veteran of the U.S. Army Signal Corps Air Force in World War I. A native of Kansas, he was a resident of Compton, Calif. Surviving is a daughter, Mrs. Raymond (Phylis) Sandford of Compton. Pensioner Candido V. Reyes, 70, died of heart failure at home in San Francisco on Dec. 24, 1977. Bro­ ther Reyes joined the SIU in the port of New York in 1955 and sailed as a chief cook. He sailed 56 years. Seafarer Reyes was a graduate of the Andrew Furuscth Training School, Brooklyn, N.Y. in 1959. He was also a veteran of the U.S. Coast Guard. Born in the Philippine Islands, he was a naturalized U.S. citizen. Burial was in Olivet Mem­ orial Park Cemetery, San Francisco. Surviving are his widow, Rosario; three sons, Raymund, Richard and Ronald of Brooklyn, and a daughter, Cynthia. Pensioner Antonio J. Sanchez, 65, died of natural causes in the Staten Island (N.Y.) USPHS Hos­ pital on Dec. 16, 1977. Brother San­ chez joined the SIU in 1939 in the port of Philadelphia and sailed as a chief stew­ ard. He sailed 32 years and was on the picket line in the 1961 N.Y. Harbor strike and the 1962 Robin Line beef. A native of Puerto Rico, he was a resi­ dent of Brooklyn,. N.Y. Burial was in Cypress Hills Cemetery, Brooklyn. Sur­ viving is a daughter. Carmen of Brooklyn. d::M Wilmer J. Newsome, 55, died on Jan. 21. Brother Newsome joined the SIU in the port of New York in 1958 sailing as an OS and in the steward depart­ / ment for 20 years. He was a 1958 graduate of the Andrew Furuseth Training School, Mobile. Born in Alabama, he was a resident of Fort Walton Beach, Fla. Surviving are his mother. Vera of Pensacola, and a sister, Mrs. Sarah McLean of Fort Walton Beach. Jack K. Adams, 32, was found drowned in the Mississippi River off the New Orleans Canal St. ferry landing on June 22, 1977. Brother Adams joined the Union in the port of Houston in 1977 sailing as a deckhand on the Tugs Moss Bluff and Rusty Barrilleaux (In­ land Tugs Canal Division) from 1968 to 1977. Inland Boatman Adams was a veteran of the U.S. Army. He was born in McComb, Miss, and was a resi­ dent of Summit, Miss. Burial was in Hollywood Cemetery, McComb. Sur­ viving are his mother, Mrs. Virginia Travis of McComb; his father. Jack, and grandfather, Ruben, both of Huff, Va., and three brothers-, Alton Travis, Eugene Travis, and Milton Travis, all of Pike County, Miss. •> •.m • «ij m �T Francisco "Frank'* Sarmento, 60, died aboard the SS Borinquen (P.R. Marine Mgt.) off San Juan on Dec. 20, 1977. Brother Sarmento I ^ joined the SIU in I 1943 in the port of New York sailing as an AB. He sailed 40 years and on the Isthmian Line. Sea­ farer Sarmento was on the picket line in the 1961 N.Y. Harbor beef. Born in Bahia, Brazil, he was a resident of Brooklyn, N.Y. He was a naturalized U.S. citizen. Surviving are his widow, Dorothy and a daughter, Euthimia of Brooklyn. Pensioner Julius W. Scheidel, 61, died of lung failure in the New Orleans USPHS Hospital on Jan. 2. Brother Scheidel joined the SIU in 1946 in the port of New York and sailed as a bosun. He sailed 29 years and was on the Delta Line Shoregang in New Orleans from 1974 to 1976. Seafarer Scheidel was a World War II veteran of the U.S. Army Quartermaster Corps. Born in New Orleans, he was a resident of Metairie, La. Burial was in St. Roch Cemetery, New Orleans. Surviving are his widow, Estelle, and a brother, Arnold of New Orleans. Thurman T. Young II, 24, died at home in Philadelphia on Dec. 15, 1977. Bro­ ther Young joined the SIU in the port of Baltimore in 1969 vi and sailed as an AB. He had graduated from the HLS in Piney Point that year. He returned to the HLS in 1974 to get an 'A' Seniority book. Seafarer Young was born in Philadelphia. Interment was in Fernwood Cemetery Delaware County, Pa. Surviving are his widow, Betty; a son, Thurman III; his parents, Mr. and Mrs. Thurman and Divige Young of Philadelphia, and a brother William. Nicholas A. Zaccariello, 53, died on Jan. 18. Brother Zaccariello joined the SIU in the port of New York in 197' and sailed as an AB. He attended the HLS in 1976 a:i«i was on the Sea-Land Shoregang, Port Eliza­ beth, N.J. in 1971. Seafarer Zaccariello was a World War II veteran of the U.S. Navy. Bom in Brooklyn, N.Y., he was a resident of Hoboken, N.J. Sur­ viving are a brother, Peter Salazano, and a sister, Raffalina, both of Brooklyn. Pensioner Herman C. Dinger, 66, died of liver failure in the West Shore Hospital, Mainstee, Mich, on Jan. 9. Brother Dinger joined the Union in the port of Elberta, Mich, in 1954 sailing as an AB for the Ann Arbor Railroad Car Ferries from 1966 to 1973. He sailed 23 years. Brother Dinger was also a locksmith. Bora in Mainstee County, Mich., he was.a resi­ dent of Kalvea, Mich. Burial was in the Cleon Township Cemetery, Copemish, Mich. Surviving is his widow, Florence. Reeves S. Compton, 51, died at home 1 in Portsmouth, Va. on Dec. 20, 1977. Brother Compton joined the Union in the port of Norfolk in 1969 sailing as a deckhand for the Al­ lied Towing Co. and for McAllister Brothers from 1971 to 1977. He also sailed deep sea as an oiler. Boatman Compton was a veteran of the U.S. Navy in World War II. He was a native of Pittsvignia County, Va. Burial was in the Olive Branch Cemetery, Ports­ mouth. Surviving are a son, Dennis of Portsmouth; a daughter, Debrie of Nor­ folk; his parents, Mr. and Mrs. Walter L. Compton, Sr., and a brother, Larry, also of Portsmouth. Francis J. Con­ nolly, 65, died on Jan. 29, 1976. Bro­ ther Connolly joined the Union in the port of Houston in 1959 sailing in the deck de­ partment. He sailed for the Gulf Canal Lines from 1959 to 1976 and as an AB for the G & H Towing Co., Galveston in 1959. Boatman Connolly was a mem­ ber of the Seamen National Union of Ireland from 1936 to 1946. He was born in Bangor, Ireland and was a resi­ dent of Mobile. And he was also a navi­ gator and yacht rigger and finisher. Sur­ viving are four sons, Brian, Rory, Sean, and Kevin and a daughter, Margaret. Pensioner Ben R. Piner, Sr., 59, died of lung cancer at home in Beaufort, N.C. on Aug. 5, 1977. Bro­ ther Piner joined the Union in the port of Norfolk in 1961 sail­ ing as a captain for the Allied Towing Co. from 1970 to 1977, the Carteret Towing Co., Morehead City, N.C., from 1957 to 1962 and the R. K. Davis Transportation Co. from 1955 to 1957. He was a World War II veteran of the U.S. Coast Guard. Boatman Piner was born in Morehead City. Interment was in the Ocean View Cemetery, Beaufort. Sur­ viving are his widow, Julia; two sons, Ben and Eris; two daughters, Barbara and Beverley, and his parents, Mr. and Mrs. Thomas B. Piner. Pensioner Robert W. Simpson, 61, died on Jan. 28. Brother Simpson joined the Union in the port of New York in 1960 sailing as a floatman and mate for the Penn Central Rail­ road's Pier H, Jersey City, N.J. from 1939 to 1971. He was a veteran of the U.S. Navy in World War II. Born in New York City, he was a resident of Pascagoula, Miss. Surviving are four sons, John, Robert, Joseph and Mich­ ael, and a sister, Mrs. Robert Swangler of Bristol, Pa. Joseph J. Smith, 68, died on Jan. 8. Brother Smith joined the Union in the port of New York in 1960 and sailed as a first deckhand, mate, deck cadet, and steamboatman for the Penn Central Railroad from 1929 to 1978. He also sailed with the American South Africa Line from 1927 to 1929. Boat­ man Smith was born in Brooklyn, N.Y. and was a resident there. Surviving are his widow, Anna; two sons, Joseph and James, and a daughter, Carol Ann. Jules C. Foin, 54, died on Nov. 21, 1977. Brother Foin joined the Union in the port of Cleveland in 1973 and sailed as an AB. He was also a member of the SUP in 1951. Born in Pennsylvania, he was a resident of Washington, D.C. Surviving are two sisters, Mrs. M. D. Hesselberl of Washington, D.C., and Nancy of Danville, Calif. Kenneth E. Sayers, 25, died on Jan. 4. Brother Sayers joined the Union in the port of Duluth in 1977 sailing as an OS for the Kinsman Marine Steamship Co. He was a veteran of the U.S. Army. A native of St. Clair, Mich., he was a resident there. Surviving is his father. Earl of St. Clair. Joseph Delgado, 54, died on Jan. 31. Brother Delgado joined the SIU in the port of New Orleans in 1955 sailing as a wiper. He was born in Louisiana and was a resident of New Orleans. Sur­ viving are his mother, Mrs. E. Delgado, and a brother, Anastacio, both of New Orleans. SNV fig Pensioner Morris "Jack" Tromha, 68, W died of a heart attack on his way to Ala­ mance County Hos­ pital, Burlington, N.C. on Jan. 6. He joined the Union in the port of Detroit in 1960 sailing as an AB. He sailed 44 years. Brother Tromba was born in Brooklyn, N.Y. and was a resident of Statesville, N.C. Interment was in the Taylorsville (N.C.) Cemetery. Surviv­ ing are two sons. Dr. Charles B. Tromba of Yadkinville, N.C., and Ed­ ward, and three daughters, Judith of Statesville, Mrs. Toni Cagle, and Joy. George R. Carlton, Jr., 57, died in New Hanover Memorial Hospital, Wil­ mington, N.C. of a heart attack on Jan. 4. Brother Carlton joined the Union in the port of Norfolk in 1962 and sailed as a tug captain for the Allied Towing Co. from 1963 to 1977, the Carolina Towing Co. in 1969, and for the Lynch Brothers Towing Co. from 1961 to 1964. He also worked as a mate for the Florida Towing Co. in Jacksonville from 1953 to 1962. Born in Wilming­ ton, N.C., he was a resident of Castle Hayne, N.C. Burial was in the Greenlawn Memorial Park Cemetery, Wil­ mington. Surviving are his widow. Vera of Wilmington; a son, George; two daughters. Vera and Cynthia, and his parents, Mr. and Mrs. George R. Carl­ ton, Sr. Edward F. Wischoever, 71, passed away on Sept. 29, 1977. Brother Wisch­ oever joined the Union in the port of Cleveland in 1959 sailing as a firemanwatertender for the J.T. Hutchin Co. from 1961 to 1973. He was born in Chicago and was a resident of Miami, Fla. Surviving are his widow, Lolly, and a daughter. Donna. 'Aussie's' Last Voyage Edward F. Riggs, 48, died of lung can­ cer in the Norfolk USPHS Hospital on Jan. 24, 1974. Bro­ ther Riggs joined the Union in the port of Norfolk in 1968 and t sailed as an AB for the Curtis Bay Towing Co. from 1967 to 1977. He also sailed with McAllister Brothers. Boatman Riggs sailed deep sea from 1955 to 1967. He was born in Norfolk and was a resident there. Burial was in Forest Lawn Cemetery, Norfolk. Surviving are his widow, Frances; a son, Jesse, and his parents, Mr. and Mrs. Joseph Riggs of Norfolk. William G. Munn, 62, died on Feb. 2. Brother Munn joined the Union in the port of Norfolk in 1970 sailing as an AB and cook for the Allied Towing Co. He was bora in Charlotte, N.C. and was a resident of Chesapeake, Va. Sur­ viving are his widow, Frances; a son, Michael, and a daughter, Patricia. Capt. W. E. Franklin (center left) of the SS Sea-Land Resource says solemn burial prayer for the late Chief Steward Sydney P. "Aussie" Shrlmpton on Dec. 18. In the background, two crewmembers prepare to commit the flagdraped departed's ashes to the deep. Taking part in the services were most of the off-watch crew. Brother Shrlmpton had retired on an SIU pension two years ago after sailing 53 years. He was 71 when he died of a heart attack on Aug. 6. February 1978 / LOG / 35 Ai �r HLS UPGRADING CLASS SCHEDULE 1978 Below IS complete list of all upgrading eour»es, and their starting dates, that are available for SIV members in 1978. These include courses for eep s^f Great Lakes, and inland waters. SW members should be aware that certain courses may be added or dropped from the schedule as the need arises. However, the Log will try to keep you abreast of these changes, For further information regarding the courses offered at the Lundcberg School, members March 6 April 3 May 1 May 29 June 26 July 24 August 21 September 18 October 16 November 13 December 11 should contact their local SIV representative, or write to the Lundeberg School Vocational Edu­ cation Department, Piney Point, Md. 20674. or call the School at (301) 994-0010 Towboat Operator Scholarship Program May 29 Towboat Operator Western Rivers, Inland & Oceans August 14 Mate & Master September 25 Pilot May 15 Chief Steward (maximum 1 student per class) March 6 April 3 May 1 May 29 June 26 July 24 August 21 September 18 October 16 November 13 December 11 May 29 October 2 March 30 May 11 July 10 August 31 October 16 November 23 Pumproom, Maintenance & Operation October 9 he Marine Electrical Maintenance Chief Cook and Cook & Baker (maximum 2 students for Chief Cook and 2 students for Cook & Baker for each class scheduled) Maintenance of Shipboard Refrigeration Systems Automation March 6 Diesel Engineer July 31 Welding March 6 March 20 April 3 April 17 May 1 May 13 May 29 June 12 June 26 July 10 July 24 August 7 August 21 September 4 September 18 October 2 October 16 October 30 November 13 November 27 December 11 December 22 Able Seaman March 20 May 1 June 12 July 10 August 17 September 18 November 13 Quartermaster April 3 October 16 March 6 March 20 April 3 April 17 ]\toy 1 May 13 May 29 June 12 June 26 July 10 July 24 August 7 August 21 September 4 September 18 October 2 October 16 October 30 November 13 November 27 December 11 December 22 f. Assistant Cook Lifeboat and Tankerman Special Programs to be Set Up Upon Request March 2 March 16 March 30 April 13 April 27 May 11 May 25 June 8 June 22 July 6 July 20 August 3 August 17 August 31 September 14 September 28 October 12 October 26 November 9 November 24 December 7 December 21 �ffCI Ted LukawskI Louis Zizzo Don Shadrick Seafarer Ted Lukawski, 21, gradu­ ated from the Harry Lundeberg School in 1975. He re­ turned to the School in 1977 to upgrade to AB. Brother Lukawski also earned his firefighting, lifeboot, and cardio-pulmonary resu.scitation cards. Born in Staten Island, N.Y., he's a resident there and ships out of the port of New York. Seafarer Louis Zizzo, 27, began sailing with the SIU in 1972. The next year he graduated from the Harry Lundeberg School of Seamanship Trainee Program, Piney Point, Md. Last year he upgraded to AB there. Re­ cently he picked up his firefighting, life­ boat, and cardio-pulmonary resuscita­ tion tickets. Brother Zizzo was born in San Diego, Calif, where he lives in the Mission Hills section. He ships out of the port of San Francisco. Seafarer Don Shadrick, 24, has been shipping with the SIL since he graduated from the Piney Point Entry Program in 1974. He sails in the deck department. Broth­ er Shadrick re­ turned to the HLS in 1977 for his AB endorsement. Then he also got his fire­ fighting. lifeboat, and cardio-pulmonary resuscitation cards. He was born in Valdosta, Ga. Now he resides in Cocoa Beach, Fla. For shipping out, Jackson­ ville is his port. Lawrence Gayle, III Jeffrey Murray Seafarer Jeffrey Murray, 21, joined the SIU following his graduation from the Lundeberg School in 1974. Since then he went back to Piney Point in 1976 to get his fireman-watertender endorsement and firefighting, lifeboat, and cardio-pulmonary resusci­ tation tickets. Brother Murray was born in the port of Seattle in which he resides and from where he ships out. Richard S. Gayle 1 Seafarer Richard S. Gayle, 22, like his brother, Larry, is a 1975 graduate of the Harry Lunde­ berg Trainee Pro­ gram. He returned to Piney Point in 1976 to receive his AS endorsement. He also earned his lifeboat, firefighting, and cardio-pulrnpnary resuscitation tickets. Brother Gayle is a native of Connecticut and resides in Annapolis, Md. He ships out of the port of Balti­ more. Richard Schwender Seafarer Richard Schwender, 25, graduated from the Harry Lundeberg ' Trainee Program in 1974. In July 1977, he upgraded to FOWT in Piney Point. He has his firefighting, lifeboat, and cardio-pulmonary resuscitation tickets. A native of Seattle, he resides in nearby Olympia, Wash, and ships out from the port of Seattle. Ned C. Pedersen Seafarer Ned C. Pedersen, 22, first began sailing with the Union when he finished the HLS Trainee Program in 1976. Brother Ped­ ersen in 1977 earned his FOWT rating with his fire­ fighting, lifeboat, and cardio-pulmonary resuscitation tickets. He was born in Brooklyn, N.Y. where he lives. New York is also his shipping out port. Seafarer Law­ rence "Larry" Gayle, 111, 21, first sailed with the SIU in the engine room j after his graduation from Piney Point in August 1975. He earned his fireman^ watertender en­ dorsement in September 1977. Brother Gayle also holds firefighting, lifeboat, and cardio-pulmonary resicscitation tickets. Born in Maracaibo, Venezuela, he is a resident of Annapolis, Md. and ships out of the port of Seattle. Golden Monarch SPAD-Civer George Castle Seafarer George Castle, 24, began sailing in the engine department in 1975, the year of his grad­ uation from the Lundeberg School. \ Last year he earned his fireman-watertender^endorsement there. Brother Castle is a native of Spo­ kane, Wash. He lives in Seattle and ships out of the port of New Orleans. Showing off his SPAD receipt is Utility Messman Ismael Rivera, steward dele­ gate of the ST Golden Monarch (Westchester Marine). Coors Beer Boycott Causes Soles Dip Partly because of the effects of the 10-month nationwide.consumers boy­ cott imposed by the AFL-CIO on the Adolph Coors Beer Co. of Golden, Colo., the brewery reported early this month that its national sales and protits were sliding downward. U.S. sales were down 19 percent in July with the fifth leading brewery in the country losing first place in beer sales in the state of California. Sep­ tember production at the brewery was off by 30 percent. Coors shares on the stock market have dropped from $31 a share to $14 a share. Despite the apparent success of the don't buy, drink boycott, consumer apathy keeps the company in business. Coors claims that although 39 percent of its customers are union members only 18 percent of those union broth­ ers have quit drinking their beer. The more than 1,472 members of Brewery Workers Local 366 at the plant have been on strike since Apr. 5, 1977 when the company and the union disagreed on contract terms in a new wage agreement. Fifteen other affiliated unions in 13 Western states where Coors beer is sold also joined in the walkout. In retaliation, Coors has hired scabs to "permanently" re­ place strikers. The AFL-CIO boycott followed on Apr. 19, 1977. Why did the strike start in the first place at this time? There hasn't been a strike at Coors in 20 years. It can all be traced back to the company's 44year history of trying to bust the union by whittling away union contract pro­ visions. Mainly at issue are a pre-employ­ ment lie detector test requirement, the open shop, five-day week, seniority for best shifts and differential pay. Coors subjects its employees anytime to phy­ sical exams by company doctors and search and seizure of employes' per­ sons, cars and lockers by company cops. , The company began using the lie detector in the early '60s. At first it was used just on brewery workers. But today both management and all other Coors employes have to take it before being hired. Typical of the coercive, personal questions asked on the lie detector test of new employes are- politics, re­ ligion, sexual habits, alcohol or mari­ juana user, abortion, financial condi­ tion and if they were ever dissidents or protestors. Among the many reasons for im­ mediate discharge at the plant are con­ duct which violates the common de­ cency or morality of the community, lying to superiors on work duties and making disparaging remarks about the employer or any words or deeds which would discourage anyone from drink­ ing Coors beer! The last major strike in 1957 lasted 117 days. It began when the company tied its wage offer to a demand that the union scrap its crossing-the-pickefline clause in the contract. When Local 366 refused, Coors posted notices announcing that the union business agent couldn't visit the plant without special permission, and that union dues would no longer be deducted by the company. Also union bulletin boards would be abolished and grievances would no longer be considered. At the strike's end, Coors agreed to take back all striking employes, ex­ cept five union members who had been fired and 120 members who had been replaced. They got three-months severance pay if they quit. Ten other strikers were laid off for a few weeks. Others came back after six months. One of them was told he'd have to apologize to his supervisor for offensive lan­ guage if he wanted his job back. Up to now, the union has lost its dues checkoff and the right of its busi­ ness agent to visit the plant without special company permission. So, Seafarers, PLEASE don't buy or drink COORS BEER. February 1978 / LOG / 37 IKS �r ' Shipping is big business in New Orleans and some of the newer offices have come right down to the banks of the Mississippi where they overlook the activity that keeps them going. The inter­ national Trade Mart, the tall building in the center, provides a handsome backdrop for the Brian Smith, a shipdocking tug in the SlU-contracted fleet of Crescent Towing. Gary Fortner, standing left, just joined the crew of the Dixie Vandal after his graduation in December from the Harry Lundeberg School Entry Program. Next to him is Carson J. Abshire, pilot. Seated are (I. to r.): James Bourque, captain, and Billy Sanders and Jerry Mooneyhan, both tankermen/deckhands. Paulsen Wire Rope also has a hand in New Orleans port activity. Shiploading lifts and slings are fashioned in this shop, which has been organized by the United Industrial Workers, an affiliate union of the SlU. UIW splicer Raymond Penns is shown here putting a cargo runner through the hydraulic press. The SlU-contracted 'Dixie Vandal (Dixie Carriers) was in New Orleans, getting ready to push an oil barge up the Mississippi to Baton Rouge, La. It's High River on the Mississippi—New It was high river time on the Missis­ sippi when the Log visited the port of New Orleans in January. Strong river currents gave shipdocking companies, like SlU-contracted Crescent Towing, cause to send out extra tugs on the job. Normally one of the most active ports in the country. New Orleans was even busier than usual last month, on land as well as on the water. While tugs worked hard to keep their 38 / LOG / February 1978 ships under control on the Mississippi, the Dallas Cowboys pulled in the reins of the Denver Broncos in the Superdome. Planes, buses, and cars dis­ charged thousands of football fans who piled up in the city's hotels for the an­ nual Superbowl. Meanwhile, ships like the SlU-contracted Delta Paraguay arrived on the riverfront and unloaded more typical cargo. The Paraguay came in from a four month run to West Africa and brought back some of the goods that create the mixed flavor of New Orleans cooking— rice, grits, and coffee. We visited with some of the crew and found out that they weren't interested in talking about Creole cooking, football, or the current price of coffee. They had more exciting tales to tell, stories of pirate raids on Norwegian ships off of Lagos, Nigeria. These raids had occurred while the Paraguay was in that area. Fortunately, the Seafarers on the Paraguay had no first-hand ex­ perience of this kind to report. Bosun Raymond "Blackie" Ferrera conveyed the crew's "vote of thanks" to the ship's radio operator for getting their mes­ sages through to heme during the voy­ age. The Paraguay's cargo swung over our heads on wire slings and runners as �11^ I New Orleans chefs aren't the only ones known for their cooking. The crew of the Paraguay vouched for the talents of their steward department, shown here. They are (I. to r.): Chief Cook James Abrams; Saloon Messman Warren Hymel; Third Cook Bruce Eckhaus, and Pantryman Carlos Rodriguez. The Robert N. Stout (Orgulf Transport) was an exception to the busy pace of the port last month. She normally pushes coal barges between New Orleans and Paducah, Ky., but was laid up due to the coal miners strike. 3 S;ea'"ship Lines) was unloading_coffee from West Africa when the Log paid a visit. She sailed to South America the next day. The SlU-contracted Dixie Raider (Dixie Carriers) normally pushes chemical barges from New Orleans to Houston, But she was in the Avondale Shipyard last month getting a partial new bottom and a remodeled galley. The Ship's Committee and some crew members on the Delta Paraguay posed for a group shot. They are (I. to r.); Clarence Lofton, AB; Robert Marion, chief steward; Eugene Washington, steward delegate; Raymond "Blackie" Ferrera, recertified bosun and chairman, and Jack Lofton, deck delegate. SlU Representative Don Tillman, right, visited the Dixie Raider during her stay in the shipyard. He talked with Chris Horrigan, seated left, a December graduate of the Lundeberg School Entry Program, and Capt. Sidney Bonvillain. Orleans Harbor Has its Ups and Downs we left the ship. Soon afterward, we had a chance to see the union shop where these stevedoring tools are made. Paulsen Wire Rope is not far from the riverfront since it plays a direct part in the activity there. The shop has been organized by the United Industrial Workers, an affiliate union of the SIU. The UIW workers there showed us how they cut, splice, and weave the wire rope into strong lifting devices. The rope it­ self comes from the UIW mill that Paul­ sen operates in Pennsylvania. But port activity wasn't all upbeat during our New Orleans trip. The effect of the coal miners strike up North was also evident on the Mississippi in the midst of its busy season. We visited the Robert N. Stout, a 6,500 hp., modern pushboat that seemed even more spacious than she is because all but two of her 10-man crew had been laid off due to the strike. Part of the SlU-contracted fleet of Orgulf Transport, she normally pushes 30 barges filled with coal between Paducah, Ky. and New Orleans. But the barges too were standing half empty and idle beside her. They had been there since December, when the United Mine Workers strike began. We found more SIU Boatmen and a bit more activity on two SlU-contracted Dixie Carriers towboats. The Dixie Vandal was waiting to take an oil barge up river to Baton Rouge, La. And the Dixie Raider was laid up in Avondale Shipyard for repairs. The waiting boats were a quiet con­ trast to their fighting names. They seemed to be a reminder that working on the water is like the Mississippi itself. It's a mixture of high river and low river, of being extra busy and just biding your time. February 1978 / LOG / 39 �r - V..V LOG OftiCMi Puhliijlion of the Scafjrcrs Intcrnjllotijl Union • Atljnlic, Gulf, LJI^CS ind Inland Wjicrs Oislrul • Af L-CIO Sg/° FEBRUARY 1978 VA Paul A. Switch, right, who earned his 'A' book in 1951, gets a $4,560 pension supplement check from John Dwyer, New York SlU representative. Switch sailed in the engine department. •-• ••• "t . •;' ->"••. y'f! Alfred R. Fry, left, joined the SlU in 1944, sailing as a FOWT. Here he receives a $4,740 supplement check from SlU Vice President Cal Tanner at the Union's Tampa Hall. Benefit Totaled $56,880 72 Get 7sf far/^ Pens/on Supplement Last March, the Trustees of the Seafarers Pen­ sion Plan added a new pension benefit for eligible Seafarers. The feature, called the Early Normal Pension Supplement, applies to those who qualify for the Early Normal Pension Benefit and two increments. The Pension Plan Trustees consist of Union and management representatives. Alfred R. Fry and John P. Zimmer each re­ ceived a $4,740 check and will be collecting $395 monthly. And Kristian Korneliu.sen, Miguel Salcedo, Charles G. Swain, Paul A. Switch and Joseph E. Brooke received $4,560 each which is 12 times their monthly pension payment of $380. The Early Normal Pension Supplement is a one-time lump-sum bonus which is available to seamen who meet the proper qualifications. First of all, the applicant must be qualified to receive the Early Normal Pension Benefit. This means he must be a deep sea or Lakes seaman, at least 55-year.s-old, and have a minimum of 7,300 days of service. He must also have worked at least 90 days in the calendar year preceding the date of his application. If a Seafarer meets these requirements, he may apply only for the Early Normal Pension Benefit of $350 per month. If, however, the Seafarer con­ tinues working, he will be able to add an extra $15 per month to his pension for every additional 365 days he works. In order to receive the lump-sum pension sup­ plement, a Seafarer must work at least 730 days beyond the time that he is eligible for an Early Norma] Pension. Seafarers can receive a maximum pension from the Seafarers Pension Plan of $455 per month. So, if a Seafarer works two years (or 730 days) after the time he meets the requirements for the Early Normal Pension Benefit, he will up his monthly pension benefit to $380 per month and his Early Normal Pension Supplement will equal $4,560. If the seaman works seven years (or 2,555 days) beyond his eligibility time, he can collect New York SlU Representative Jack Caffey, left, pre­ sents a pension supplement check to Roy E. Stern of Newark, N. J. Stern will collect a monthly pen­ sion of $410 for working an extra four years after becoming eligible for the Early Normal Pension Plan. Vasser Szymanski, right, displays his supplement check of $4,920. At left is Houston Port Agent Joe Sacco. Szymanski joined the Union in 1946 and sailed as chief cook and baker. In January of this year, the first group of pensioners became eligible for the Early Normal Pension Supplement. Twelve checks, Jotalling $56,880, were presented to these retired seamen. The Seafarers who received checks included: Morris Berlowitz, Charles P. I^reaux, Dominic Fuschillo, Roy E. Stern and Vasser Szymanski who each earned pensions of $410 per month and received supplements of $4,920 each. _ J $455 as his monthly pension and his Early Normal Pension Supplement will equal $5,460. Since $455 is the maximum allowable pension, any time the Seafarer works in addition to the 2,555 days of extra service will not earn his extra pension payments. Equals 12 Months The Early Normal Pension Supplement is awarded in addition to the monthly benefits earned. It is a one time, lump sum payment equal to 12 times the Seafarer's monthly pension benefit. It will be paid during the month of January in the calendar year following the date the Seafarer be­ gins receiving the Early Normal Pension Benefit. These supplements are only paid once; only actual seatime is counted towards them and an applicant must have at least 90 days of seatime after Jan. 1, 1977 to be eligible. In addition, the Early Normal Pension Benefit Supplement will not be paid to anyone other than' the eligible Seafarer. If an eligible Seafarer should die prior to applying for the Early Normal Pension Benefit, the lump-sum Early Normal Pension Sup­ plement will not be paid. Pensioner Charles G. Swain, right, picked up his Early Normal Pension Supplement check or $4,500 at the Jacksonville Hall from SlU Port Agent Leo Bonser. Brother Swain, who sailed as an AB, joined the SlU in the port of Philadelphia in 1944. � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource February 1978 Description An account of the resource HEADLINES SIU BACKS HOUSE BILL TO REBUILD LOCKS AND DAM 26 21ST ANNIVERSARY OF LUNDEBERG’S DEATH AFL-CIO PUSHES LABOR LAW REFORM BILL OUTER CONTINENTAL SHELF LANDS ACT PASSES IN THE U.S. HOUSE R.F. ‘MICKEY’ WILBURN, 55, RETIRED HOUSTON AGENT, DIES WINTER BOUND LAKER DESTROYED IN WATERFRONT FIRE DREDGE SAWYER JOINS SIU FLEET PORPOISE KILLS DOWN 75% DUE TO U.S. TUNAMENT EFFORTS U.S. UNEMPLOYMENT RATE DIPS TO 6.3%; STILL VERY HIGH FOR BLACKS HUBERT HUMPHREY, A LABOR MAN DON’T BUY BARTLETT-COLLINS GLASSWARE, SAYS AFL-CIO CONGRESS POSTPONES SENTATE DEBATE ON RIVERS USER CHARGE ATLANTIC COAST BOATMEN EXAMINE SIU WASHINGTON ACTIVITIES OCS BILL PASSES; ‘HIRE AMERICAN’ WINS HOUSE APPROVAL ON THE AGENDA IN CONGRESS TI SCHOLARSHIP PROGRAM FOR BOATMEN IS LAUNCHED POORLY MAINTAINED GREEK TANKER CAUSED EXPLOSION POINT JULIE MATE HAS HIGH PRAISE FOR SHIPMATES 3RD SHIPDOCKING CONFAB LOOKS TO FUTURE SIU SCHOLARSHIP WINNER FOLLOWS FAMILY TRADITION SENATE BILL OK WOULD BOOM DREDGING FIRST LAKES INLAND CONFERENCE HELD RADCLIFF, CRESCENT MEMBERS SET CONTRACT GOALS CLOSED FOR SEASON DUE TO FREEZIN’ COORS BEER BOYCOTT CAUSES SALES DIP IT’S HIGH RIVER ON THE MISSISSIPPI- NEW ORLEANS HARBOR HAS ITS UPS AND DOWNS 12 GET FIRST EARLY PENSION SUPPLEMENT Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 2/1/1978 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 40, No. 2 1978 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/cb57e08e7676c49abf4097f232d07623.PDF d9f41c2dd3e089a3ff0a3e7eec6f432b PDF Text Text SlU V.P. Paul Drozak Dead at 50 See Page 3 I. Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-CIO NO!"3^° MARCH 1978 Seafarers Man New Tanker Overseas Washington . in KOOOth Inland Vacation Check Given See Page 10 SlU Patrolman David Jones, left, turned over the 1000th check issued j under the SlU industry-wide Inland Vacation Plan to Boatman Harvey Gallop and his wife, Callie, at the Norfolk Hall this month. Gallop is an engineer with Steuart Transportation of Piney Point, Md. New Boat Petrel Gets SlU Crew See Page 26 MTD Executive Board Holds Mid-Winter Meeting See Pages 19-22 �Congress Offering Remedy to Illegal Rebate Plague A situation that has plagued Amer­ ica's foreign liner cargo industry and hurt job opportunities for American seamen in recent years may soon be cleared up by Congress. The "plague" is illegal rebating by both U.S. and foreign-flag liner com­ panies to shippers and freight for­ warders. Under present law, a shipping com­ pany cannot charge rates lower than their published rates on file with the Federal Maritime Commission (FMC). However, to attract business in a very competitive field, many liner companies have been charging their published rates and then giving some of the money back to their customers under the table. It is illegal to both give and receive such rebates. The FMC, which has authority in this area, began a widespread investi­ gation of the rebate malpractice in 1976. Since then, one major U.S.-flag com­ pany has been fined $4 million for il­ legal rebating between 1972 and 1976. Just this month, the FMC fined three shippers for accepting rebates. The FMC is now conducting 27 rebale investigations—18 against foreign liner companies and nine against U.S. lines. The foreign lines have so far refused to cooperate with FMC investigations. The net result of their refusal is that U.S. lines, which must cooperate with subpoenas and other legal actions, find themselves at a competitive disadvan­ tage. In the middle of all this is the Ameri­ can seaman, who also stands to lose job opportunities if a solution is not worked out soon. The solution may be a bill, spon­ sored by Rep. John Murphy (D-N.Y.), chairman of the House Merchant Ma­ rine and Fisheries Committee. The bill has already cleared House committee and has been reported fa­ vorably to the full House for a vote. The bill is not a high priority item on the House calendar. So it could be more than a month before the vote is taken. The Senate has held hearings on the bill also. But it has not yet been voted out of committee. The measure contains three impor­ tant provisions aimed at clearing up the rebate problem. • It gives the FMC the authority to suspend tariffs on foreign lines that re­ fuse to cooperate in rebate investiga­ tions. This, in effect, would ban the^e lines from participation in America's liner trades. • It reduces illegal rebating from a criminal to a civil violation, retroactive to 1972. Presently, the Justice Depart­ ment can prosecute violators — who have already paid fines to the govern­ ment— for conspiracy to defraud. In such cases, company officials could draw jail sentences. It is hoped that the immunity clause to criminal prosecution will encourage violators to come forward voluntarily with information on the rebating issue. • The bill quintuples fines for vio­ lators of the anti-rebate law. The in­ creased fine, though, would only be applied to those who violate the law after passage of the bill. The bill does not address the problem of overcapacity, which the companies claim is the cause of illegal rebating. Overcapacity means simply that there are more ships available than needed to carry the available liner cargoes. However, Rep. Murphy said that leg­ Paul Hal! 1000 Dreams Realized Via CED The SIU membership has done a great deal to improve our industry. The way we accomplished this was simple—but it wasn't easy. We built the Harry Lundeberg School. Because of our achievements at the Lundeberg School, the American maritime industry is known to have workers who understand and can safely handle LNG; workers who can expertly navigate the inland waterways or the Great Lakes; workers who can operate and troubleshoot automated engine rooms and cargo systems. Through HLS, we are solving our prob­ lems as maritime workers. We have improved our communication as SIU members; we have increased our understanding of the economic problems in our industry; we have built job security for ourselves; we have upgraded to better jobs and better wages. Our School gives us every kind of educational opportunity. As a result, we have made ourselves among the best trained, most skilled seafarers in the world. Any industry is only as good as its workers. So by improving ourselves, we improve our industry. But our School makes it possible for us to achieve even more. Seafarers are not just workers. We are people, too. And each' of us has hopes and dreams and goals that are ours alone. Through the Lundeberg School, SIU members are reaching their goals. A very special program at the School makes this possible—the High School Equivalency (GED) Program. Of course, the skills our members learn as they study for a high school diploma are important on the job. Mathematics is important to a member islation would be introduced to deal with the overcapacity problem individ­ ually. This legislation could include provisions setting up "closed shipping conferences," or a pooling arrangement to divy up the liner cargoes evenly among conference members. In reference to his anti-rebate bill, Rep. Murphy said it was "landmark legislation since it attempts for the first time ... to establish a national shipping regulatory policy that will eliminate malpractices and provide for fair com­ petition by all carriers." Unemployment Rate Falls to 6.1%, the Lowest in 3 Years WASHINGTON, D.C.—Last month the country's jobless rate fell to 6.1 per­ cent from January's 6.3 percent. This is the lowest unemployment rate since the 5.9 percent level of October 1974. It is nearly a full percentage point below the 7 percent average for last year. The February decline in unemploy­ ment benefited jnost of the nation's workers except teenagers. Their rate rose last month from 16 percent to 17.4 percent, the U.S. Labor Department's Bureau of Labor Statistics reported. At the same time, black teenagers had a jobless rate of 38 percent compared to 14.8 percent for white teenagers! In 1977, the official unemployment rate went down a substantial 1.5 per­ cent. Last month's drop was the fourth monthly decline in a row. It is under the 6.2 percent jobless figure set by the Carter Administration by the final quar­ ter of 1978. February's dip came about from a slight decrease of 14,000 in the labor force to 99,093,000 persons working last month, down from January's 99,107,000 working. Total unemploy­ ment in February was 6,090,000 — 136,000 fewer than the month before —against 6,226,000 in January. Also in February, total employment was 93,003,000, up from 92,8&1,000 in January. The impact of the coal strike was the layoff of 20,000 workers in the trans­ portation field, particularly affecting the inland waterways and Lakes industries. The jobless rate for blacks and adult women showed the largest declines. Black's joblessnessness went down almost a full percentage point to 11.8 percent in February. The women's rate went from 6.1 percent to 5.7 percent. For adult men, the lowest of any group, the rate dipped from 4.7 percent to 4.5 percent. The jobless rate for 'Vietnam veterans 20 to 24 years of age was 12.5 percent. For non-veterans, it was 9.7 percent in the same age groups. U.S. Department of Labor Secretary Ray Marshall warned that "while the (unemployment) report is encouraging, we still have some serious problems." He said, "we still have high rates of unemployment in rural areas, central cities and among minorities and Viet­ nam era veterans." Average duration of joblessness last month was down to 12.5 weeks from 13.1 weeks the previous month. Those out of work 27 weeks or more fell 153,000 to 671,000 over the month. Continued on PagQ 26 who wants to upgrade. English skills help a brother's reading comprehension when he useV a manual or studies for a Coast Guard test. A high school diploma is a real asset to a maritime worker. But we all know it's not required as part of a Seafarer's job. So why bother to get one? Because you want to be a high school graduate. That's the best reason. And that's the reason the GED Program was started. To help SIU members get the education they want. To help them do something that is important to them as people. Many members have been in the seafaring profession since they were very young. Some oldtimers started out in the industry as kids working as the ship's "boy." We didn't get the chance to go to school because there were families to support and'bills to jjay. We had to earn a living. But that didn't mean we didn't want to go to school. It meant we couldn't go. Well, now we can. We can go to the Lundeberg School and start working towards the goal of a high school diploma. We can be pretty sure we'll succeed, too. In the eight years that HLS has offered the GED Program, we've learned a lot about helping our brothers to get ahead. The educators at our School . work with our people as individuals. At HLS, each of us is special. This is a different kind of education. This is why our program works. Over 95 percent of the GED students at HLS pass their exams and earn a diploma. For those students who can't complete the whole course of study at once, there's a program called "partial testing" so these members can study for and pass one or two exams at a time. Over 1,000 members are now high school graduates because they came to HLS and took the GED Program. The youngest graduate was 16; the oldest was 76. Seafarers from the oceans. Lakes, and waterways have gotten their diplomas through the School. Union officials, entry ratings and licensed per­ sonnel have all graduated thanks to HLS. Several graduates of the program have gone on to win Seafarers college scholarships so they can advance their education even further. Every one of these Seafarers has two things in common—they are the rank-and-file SIU and they achieved a dream and a goal that was important to them as people and as Seafarers. The SIU is proud of these members who have worked hard and made their dreams come true. As president of the SIU, I am proud that our Union has done so much to help every Seafarer become a better worker and a happier person. Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic. Gulf Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 40, No. 3, March 1978. 2 / LOG / March 1978 �A Tough, Dedicated Fighter SlU y.P. Paul Drozak is Dead at 50 Paul Drozak, a self-made man who rose from the Depression era poverty of a small Alabama town to the vice presidency of the SIU, is dead of lung cancer at the age of 50. Drozak first entered Methodist Hospital in Houston on Christmas Day. He died there at 5:30 in the morning, Thursday, March 9. With his death, the SIU has lost one of its most capable leaders. And SIU members have lost one of the toughest, most dedicated fight­ ers for American seamen in the history of the maritime labor movement. SIU President Paul Hall said of him: "It's impossible to calculate what Paul Drozak has meant to the growth and well-being of this organization. All of us in the SIU and throughout the labor move­ ment who knew him well and worked with him closely realize that we have lost a good friend who could be trusted and who we could depend on completely." At his death, Paul Drozak held many posts and responsibilities. He was SIU Vice President in Charge of the Lakes and Inland Waters, a post he had held since 1972. He was Gulf Coast Area Director of the SlU-affiliated United Industrial Workers Union. He served as Port Commis­ sioner in Houston, the second larg­ est port in the nation, since 1974. He was Executive Vice Presi­ dent of the Harris County Central Labor Council. He was SecretaryTreasurer of the West Gulf Port Council of the AFL-CIO Mari­ time Trades Department. And he was Vice President of the AFLCIO Texas State Labor Federa­ tion. 30 Years of Dedication Paul Drozak's career as a mer­ chant seaman and Union official spanned more than 30 years of hard work and dedication. He, along with his identical twin brother, Frank, who is Exe­ cutive Vice President of the SIU, was born in Coy, Ala., Wilcox Legislative News SIU i.n Washington Illegal rebating issue Page 9 Page 2 Union News Paul Drozak dies Page 3 President's Report Page 2 lOT conference Pages 13-15 Headquarters Notes Page 7 Brotherhood in Action ... Page 28 At Sea-Ashore Page 18 Inland Lines Page 6 Great Lakes Picture Page 8 Inland vacation milestone.Page 10 Generai News U.S.-Canada trade .Page 7 Weisberger retires Page 7 Hits tunaboat switch .....Page 10 National unemployment ... Page 2 AFL-CIO council meets ...Page 5 Liner policy Page 5 Paul Drozak, second from right, talks with tijiree SIU members after a monthly membership meeting in Houston, Tex. Photo was taken in Aug. 1975. County, on Dec. 24, 1927. The two, inseparable through youth, were raised by their grand­ mother, Mary Jordan, in this small, poverty stricken farming community. Like so many other young Americans of their time, Paul and Frank Drozak were victims of the Depression. They dropped out of school in the seventh grade to work on a farm. Along with their grandmother, they mcved to Mobile in the early 1940's where they found work in the Alabama Shipyard. While employed there, they met a Captain of a damaged Liberty ship who encouraged them to go to sea. They took his advice, got their Coast Guard papers and shipped out through the War Shipping Ad­ ministration. Their first ship at the age of 16 was the SS Margaret Lehand, which they caught in Mo­ bile in 1944. They joined the SIU the following year. After the death of their grand­ mother, the two continued to ship together and live together ashore unil 1951. At that time, Paul went to work for the SIU as an or­ ganizer in the port of Seattle. He made a few trips after thai as bosun, But Paul Drozak had found INDEX World training standards . Page 25 Offshore presidents' committee Page 26 Shipping LNG Aries rescue Page 27 Overseas Washington Page 6 Petrel Page 26 Cove Communicator ..... Page 4 Ships' Digests Page 23 Dispatchers' Reports: Great Lakes Page 32 Inland Waters Page 28 Deep Sea Page 30 Training and Upgrading 'A' seniority upgrading ...Page 38 HLS course dates Page 39 Diesel course Page 11 Tl scholarship program .. Page 29 a job he loved—working to better the lives of his fellow SIU mem­ bers. In 1954, Paul entered the U.S. Army serving for two years. He returned to work for the Union in 1956 as patrolman in the port of New York. In 1961, he became agent in the port of Houston, a job he held for 11 years. Then in 1972, he was elected SIU Vice President in Charge of the Lakes and Inland Waters. He held this post until his death. Spearheaded Inland Organizing During his 17 years of working out of Houston, Paul Drozak spearheaded the SIU's organizing efforts in the towing industry. Drozak nurtured the old SlU-affiliated Inland Boatmen's Union from its infancy in 1961 to a posi­ tion years later where it became the largest trade union represent­ ing American boatmen in the United States. Drozak served as National Di­ rector of the Inland Boatmen's Union from 1972 until late 1976 when IBU members and SIU A&G members voted a merger of the two organizations. Extremely shaken by the death of his brother, Frank Drozak said: Membershi^^ News Former scholarship winner New pensioners Final Departures ".. .Page 18 Page 31 Page 34 Speciai Features Helicoper rescues .... Back page Fiscal budget Page 12 Treasure Pages 36-37 Know Your Company .... Page 33 MTD executive board. Pages 19-22 Articles of particular interest to members in each area—deep sea, inland. Lakes—Can be found on the following pages: Deep Sea: 4, 18, 23, 25, 27, 30, 38 Iniand Waters: 6,10,11,13-15,27, 28, 29, 33 Great Lakes: 7,8,32 "I feel that I've lost more than a brother. I've lost part of myself." He continued, "when we were kids, times were tough, and it was a matter of going out there and work or starve. But we always stuck together through it all, be­ cause we knew that we could al­ ways rely on each other." Recalling the personal make-up of his brother, Frank Drozak said: "Paul was the kind of person that never questioned his job. If I told him to meet me in New Orleans, he would never ask why. He would just say, 'where and what time.' He knew he had a job to do and he simply went out and got it done." Frank Drozak continued: "Paul was a self-educated man. He was a devoted hu.sband and father. He always made every effort to be home on the weekends when the job allowed. "He loved football and base­ ball, and he always looked forward to going to the Kentucky Derby each year. He didn't get much chance to do it in recent years, but Paul loved to grab a fishing pole, sit out by some creek bank and try his luck." Looking back at his brother's career, Frank said, "this Union put shoes on our feet. It gave us a chance to make our livings. Paul was thankful for that, and that's why he dedicated his life to this organization. I'm going to miss him an awful lot." Services for Paul Drozak were held at the Forest Park Funeral Home in Houston on Saturday March 11. He was buried that day at Forest Park Cemetery. The chapel was crowded with friends from Magnolia, Tex., where he made his home; with friends from the SIU, and with friends from the labor movement throughout Texas and the nation. In addition to his brother, Frank, Paul Drozak is survived by his wife, Jean, and three daugh­ ters, Debby, 23, Donna, 18, and Denise, 10. Also surviving are a brother, David, and a sister, Mary Walhaven. The family asks that anyone wishing to make contributions in his memory make them to Meth­ odist Hospital in the name of Paul Drozak. The address of the hospi­ tal is 6516 Bertner, Houston, Tex. 77030. Please note that the money is for cancer research. iH Texas AFL-CIO DeditafesConvenfion to Paul Drozak SIU Vice President Paul Drozak, who died of cancer Mar. 9, 7975, was held in the highest esteem by his Union Brothers throughout the labor move­ ment, and especially in the State of Texas. Shortly after his death, the Texas Continued on Page 26 March 1978/ LOG / 3 •-i ?, ill �The Cove Communicator came into New Haven on Feb. 28 carrying a load of crude oil from the Gulf. Cove Communicator Comes to New Haven The tanker Cove Communicator (Cove Tankers) made a visit to the Connecticut port city of New Haven on Feb. 28. The SlU-contiacted vessel was there to discharge crude oil which she carried up from the Gulf, and to pay off the crew. New York Patrolman Ted Babkowski was on hand to be at the payoff and settle beefs. The seafaring crew had few complaints and all were pleased with the meals prepared by Steward/Cook Crisanto Modellas and his very competent galley gang. Recertified Bosun Ballard Browning said the ship would be returning to ports in Texas to pick up another load of crude. The Cove Communicator has been on a regular coastwise run for the entire winter. Eddie Jordan (I), fireman-watertender, makes sure everything is running smoothly in the engine department. G. Hernandez (center), an AB, checks the oil level on the tanker. In photo at right, putting the finishing touches on the crew's dinner, is Steward/Cook Crisanto Modellas. SlU Patrolman Ted Babkowski (seated far left) talks with the crew of the Cove Communicator. Standing from the left are: Jim Edmonds, AB; Jim Wilson, AB/deck delegate; B. Browning, recertified bosun/ship's chairman, and L. Gracia, cook and baker/steward delegate. Seated (from the left) are: Babkowski; Crisanto Modellas, chief steward/secretary-reporter, and J. Hipolito, oiler. 4 / LOG / March 1978 Taking a look at the latest issue of the Log are, (I. to r.): Edward Collins, AB; L. Dueitt, AB, and Ed Jordan, FOWT. �Program for 2-Million Jobs AFL-CIO Asks Carter for $29.5B to Boost Economy The AFL-CIO Executive Council called on the Carter Administration to implement a $29.55 billion economic stimulus program. The program, among other things, would create two million new jobs for unemployed Americans. In statements made at their annual mid-winter meeting (Feb. 20-27) in Bal Harbour, Fla., the Executive Coun­ cil said that reducing unemployment was the "key to fighting inflation." This is because joblessness is one of the "chief causejs of inflation," the Council said. Labor's economic program calls for $13.5 billion in direct job creating funds; $10.9 billion in personal tax re­ ductions, and a $5.4 billion cut in So­ cial Security taxes. The Executive Council said that the tax reduction program would indirectly create one million jobs through in­ creased sales and services. In addition, the Council said that the $13.5 billion in direct job creating funds should be used to produce one million new jobs in the following areas: • $3 billion for the creation of 120,000 jobs in the public works sector. The money should go to help older cities with high unemployment, finance major construction such as water sys­ tems, bridges, and highways. • $4 billion to provide 400,000 jobs in the public .service area. • $1 billion for youth job training programs that will provide 200,000 jobs for unemployed young people. • $2 billion to create 80,000 jobs through increased mass transit funding vided to all workers who directly or in­ directly lose their jobs due to competi­ tion from foreign imports. Labor Law Reform The AFL-CIO Executive Council, in session last month, called on the Carter Administration to come up with a $29.55 billion economic recovery package which would, in part, create two million new jobs for American workers. and railroad rehabilitation. • $2 billion to provide 80,000 jobs for new housing projects. • $1.25 billion for guaranteed loans to help enterprises locate, remain or ex­ pand in cities with high unemployment. This would create an estimated 70,000 new jobs. Trade Crisis In line with the nation's unemploy­ ment problems, the AFL-CIO Execu­ tive Council said that America's inter­ national trade policy is causing heavy losses in the job market for U.S. workers. The Council pointed out that in 1977, the U.S. suffered a trade deficit of $27 billion—the largest in U.S. his­ tory. They projected a similar deficit for 1978. AFL-CIO President George Meany told a news conference that America's present trade policy "is slowly but surely converting the U.S. into a service industry country, and there is a possi­ bility that we will lose our position be­ fore long as a major manufacturing na­ tion, not only to foreign competition but to competition from American cor­ porations who produce overseas." The Council affirmed that Congress must take strong steps to protect Amer­ ican jobs against unfair trade policies, such as product dumping and tax loop­ holes that encourage such practices. In particular, the Council stated that compensation benefits must be pro­ The Executive Council also an­ nounced an all-out final drive for pas­ sage of the Labor Law reform bill in the Senate. The bill is designed to speed up the judicial process of the National Labor Relations Act. It faces strong opposi­ tion in the Senate from big business in­ terests. The Labor reform bill contains four crucial features, including: • An end to unnecessary delays in resolving unfair labor practice cases. • More adequate compensation to workers harmed by illegal employer ac­ tions. • Assurance of a timely election when petition for union representation. • Denial of Federal contracts to firms that repeatedly and willfully vio­ late employee rights. The Council said that the AFL-CIO was prepared to match the bill's oppon­ ents "postcard for postcard, letter for letter, telephone call for telephone call, visit for visit" to insure passage of the bill in the Senate. The vote on the bill is due late this month. In other actions during the weeklong meeting, the AFL-CIO Executive Board adopted statements calling for action on national health insurance; welfare reform; lower interest rates for housing mortgages, and an expanded program for aid to the handicapped. Hall Says Liner Policy 'Strangles' Shipping U.S. liner shipping policy "strangles" American shipping. SIU President Paul Hall made this charge and called for major changes at a national transportation forum in New York City on Mar. 14. The purpose of the forum, held by Northwestern University, was to "search for a rational liner shipping policy" for this country. Hall was a featured speaker at the two day event, along with business, academic, and Government leaders in the maritime field. "A rational shipping policy is plainly something this country sorely lacks," Hall maintained. If it were rational , he said, it would strengthen the American economy and our national defense. But just the opposite is true. Our shipping policy doesn't make any sense. Hall explained. It has allowed the U.S.—"the largest trading nation in the world"—to carry only five per­ cent of its foreign trade on its own ships. This has caused a serious decline in the U.S. merchant fleet, which in turn, has reduced American job opportuni­ ties and national defense capabilities. "It is now time for the U.S. to recog­ nize that even at five percent, we have not yet reached the bottom," Hall warned. Current U.S. shipping policy does not support measures that would stop this dangerous trend. The maritime industry has not been able to get an oil cargo preference law, for example, which would guarantee a larger percentage of our trade for U.S. tankers. Many critics of the recent oil bill which was defeated in Congress last year, said that it went against America's free trade policy. But free trade is an "outmoded" pol- iM major U.S. industries. And he main­ tained that the wage differential be­ tween U.S. and foreign operations is not large enough to account for the low level of business going to U.S. shipping companies. "These are not the reasons why the Merchant Marine Act has failed to live up to expectations," he concluded. The reasons have to do with the gap between U.S. policy and U.S. practices. The 1970 Act made a strong merchant ma­ rine a matter of national policy. But Hall listed a number of Government practices that stand in the way of that important goal: SIU President Paul Hall presented his view of what's wrong with U S, liner shipping policy at a national transportation forum in New York City on Mar. 14. icy. Hall pointed out, which only the U.S. seems to find it necessary to follow. "We have gcntcely labored under a nineteenth-century code of free rnarket concepts while the competition, which does have a rational liner shipping pol­ icy, has played a different ball game. We have worn tuxedoes to a barroom brawl. "If left unchecked, a handful of other countries, led by the Soviet Union, will come to monopolize our trade in a man­ ner that should frighten even the most dedicated of free-market advocates." Hall further demonstrated how some of the same critics who cried "free trade" when the U.S. was considering the cargo preference bill, practice some­ thing quite different than what they preach. "Saudi Arabia plans to build up a fleet of oil tankers under its own flag and protected by cargo preference. It is an interesting footnote that one of Saudi Arabia's announced partners is none other than Texaco. Tcxaco's and other oil majors' spokesmen include the American Pctroleun: ? is^iojic and the so-called Federation of American Con­ trolled Shipping, both of which vehe­ mently attacked the U.S. version of a cargo preference bill last year." Hall also dismissed "those critics of the U.S. maritime industry who would like to have you believe that ineffi­ ciency, high wages and labor instability are the reasons why the U.S. fleet carries such a small share of our foreign trade," He cited the Merchant Marine Act of 1970, which was passed to significantly expand the U.S. merchant fleet, as a joint achievement of maritime labor and management. The fact that "there has not been a seagoing dispute of any consequence in the U.S. since 1969" is another example of labor and manage­ ment cooperation. Hall also pointed out that wages for maritime labor are low when compared with wages for similar work in most • Maritime policy in the U.S. is not coordinated. Regulatory agencies, such as the Federal Maritime Commission, the Department of Justice, and the Interstate Com­ merce Commission, set rules and procedures that have often proved counterproductive. • Setting strict standards, such as en­ vironmental regulations, on U.S. ship operators, but not on foreignflag operators, in effect, cripples the ability of U.S. operators to compete. • U.S. regulatory agencies have re­ nounced the way other nations op­ erate as anti-competitive. But they have not provided a workable sub­ stitute that U.S. operators can follow. "Until we change those laws and practices that strangle U.S. shipping," Hall concluded, "we will never achieve a rational liner shipping policy for the U.S. And this country will remain weakened in a key segment of its econ­ omy and will remain unprepared to guarantee its own national survival," March 1978 / LOG / 5 :4l �Hall Named Head of Labor Policy Group on Trade St. Louis A new 10,500 hp. towboat, ihcDick Conerlev.wds crewed by SIU Boatmen in this port on Mar. 15. She will push barges, from 30 to 50 at a time, from Cairo, 111. to New Orleans, La. She was built at the St. Louis Shipyard, and is owned and operated by SlU-contracted Ozark Marine. She is also the largest boat the SIU has under contract on the rivers. Jacksonvillp,, Flu. SlU-contracted Caribe Tugboat will now carry refrigerated van« in its roll-on barge operation between this port, Miami, Lake Charles, La. and San Juan, P. R. The qompany has ordered 120 of these vans and about 40 are now in service, carrying mostly frozen foods. Refrigerated cargo is a first for Caribe. The company has also expanded its liquid and dry bulk cargo service. Twenty-five 7,000 gallon, 40 foot stainless steel tank trailers have been added to carry petroleum products in the roll-on operation. They are the largest in the trade. In addition, 250 40 foot dry vans are also on order. Houston A new three year contract with Western Towing has been ratified by the SIU membership in this port. The new agreement establishes an industry-wide vacation plan. It also provides wage increases and many beneficial work rule changes. All Forts Continued industrial growth in 1978 is expected to increase tonnage carried on the nation's inland waterways by four percent above the 1977 level, the U.S. Department of Commerce predicts. The figure will be about 267 billion ton miles. Business firms reported 388 new plants or expansions along the waterways in 1976. These resulted in the investment of $6 billion and created an estimated 46,000 jobs. Fuel cost is now one of the larger expenses of the barge industry. It has more than tripled since 1973 and now equals about 27 percent of total operat­ ing cost. SIU President Paul Hall is the new chairman of the Labor Policy Advisory Committee on Trade Negotiations. This is one of three committees that are actively involved in advising the federal government on its trade policies and programs. Hall was nominated by AFL-CIO President George Meany to succeed former United Steelworkers of America President I. W. Abel to the position following Abel's retirement. The Labor Poliey Advisory Com­ mittee, as well as the advisory eommittees for agriculture and manufacturing industries, was established under the Trade Act of 1974. They are designed to provide the federal government with information and technical advice on trade issues. Some 35 unions participate in the committee's activities. They do this through six subcommittees established to bring expertise on particular trade problems. In addition to being chairman of the Labor Policy Advisory Committee, Hall is chairman of the Sector Commit­ tee on .Services. Met in January The Labor Policy Committee met in January and heard reports by Robert Strauss, the President's Special Repre­ sentative for Trade Negotiations. He talked about the current round of worldwide trade negotiations being conducted in Geneva, Switzerland. The Labor Policy Advisory Commit­ tee has generally been critical of efforts to reduce tariffs and other protections Paul Hall established to insure the viability of U.S. industries. The loss of existing trade protections would expose Ameri­ can industries to a rising flood of im­ ported products that would take over U.S. markets. Of the three policy advisory commit­ tees, only the Labor Committee elects its own chairman. The Agricultural Policy Advisory Committee is co-chaired by Strauss and Secretary of Agriculture Robert Bergland. The Manufacturing Industries Policy Advisory Committee is cochaired by Strauss and Secretary of Commerce Juanita Kreps. Hall has also accepted an invitation by Strauss to continue serving as a member of the Advisory Committee on Multilateral Trade Negotiations. This committee is the top U.S. ad­ visory committee on trade. Thomas Jefferson Committee Y swore I would never come home again till I was a pilot and cauM come home in glory. Mark Twain, "Life on the Mississippi" 43: • Yes, you can pass the Coast Guard exam for First Class Pilot! At HLS we'll give you all the help you need to earn your pilot's license. When you leave HLS, you'll go home to a better job and higher pay. Course starts May 15 Come to HLS • Take the Pilot's Course We'll help you go home in glory! 6 / LOG / March 1978 The Thomas Jefferson (Waterman) paid off recently at Pier 7 in Brooklyn. N.Y. Shown hore is part of the Ship's Committee. From the left are: Electrician Lyie Clevenger, educational director; Johnny H, Green, steward delegate; Chief Steward Bill Kaiset, secretary-reporter, and Horace Gaskill, deck delegate. Overseas Washington The SS Overseas Washing­ ton, a newly buOt, SlU-contracted supertanker, has joined her three sister ships and will soon be plying the Alaska oil trade. The Washington, like the SS Overseas Chicago, the Over­ seas Ohio and the Overseas New York before her, is an 89,700 dwt vessel built by Mari- time Overseas Corp. The four ships, built at the National Steel Shipyards in San Diego, Calif., were all engi­ neered to travel the Alaska ofl route. The first one launched, the Overseas Chicago, was ready in June of 1977. All four ships are 894 feet long, have a beam of 106 feet, and a 49-foot draft. �Headquar by SIU Executive Vice President Frank Drozak The SIU has just wrapped up another productive and informative educa­ tional conference for SIU Boatmen. (See pages 13-15 of this Log.) Since these conferences began a year ago they have brought together SIU Boatmen from all areas of the nation. There were conferences for Boatmen who work the Western Rivers and Great Lakes. There were educational ses­ sions for Boatmen involved in shipdocking and coastwise towing on the Gulf and East Coasts. Initially, the purpose of these forums was to bring members and officials together to talk about goals and plans for the future concerning new contracts, new educational programs, and a wide range of other issues. However, as the conferences progressed, it became apparent that a poten­ tially dangerous problem existed. There was a lack of understanding between members and officials in a number of areas. For instance, it became apparent that many members did not fully under­ stand the benefits available to them through the Seafarers Welfare Plan and through the Lundeberg School. They did not completely understand how the new pension law affected their benefits under the Seafarers Pension Plan. And they were not fully aware of the extent of the SIU's activities in such crucial areas as organizing and the political arena. At the same time, it became apparent that SIU officials were not completely aware of some of the special problems, needs and desires of the membership concerning contracts, benefits, and working conditions. No blame can be attached here because I believe that both Union officials and Union members are making an honest effort to understand and commu­ nicate with one another. However, as these conferences have been pointing out, we must all par­ ticipate more fully in the all important job of communication. I believe that the educational conferences the SIU has been conducting have gone a long way in breaking down any barriers of communication that may have existed. But the Union cannot continue to hold an unending number of conferences month after month. So what we all have to do is to take better advantage of the tools of com­ munication that are already available to us. One of the most effective tools of communication the Union has to offer its members is our newspaper. The Log carries stories and information on virtually every issue concerning the good and welfare of SIU members. When you receive the Log on your ship or boat, it should be circulated among the membership. Then, during your weekly Union meetings aboard your vessel, the Log should be used as an educational tool—as a focal point for discussion on important issues that affect us all. Secondly, SIU members must make a more concerted effort to attend monthly Union meetings at the local Union hall. The monthly meeting is the perfect place to bring up any problems that may exist. By not attending these meetings, and by not communicating your thoughts, small problems can get blown out of proportion. You won't solve anything by keeping problems to yourself. SIU members should also make greater use of the telephone. If you have a problem or question concerning anything to do with the Union, call your local representative and let him know the situation. Again, problems don't solve themselves. And your local representative can do nothing to help unless he knows what the problem is. On the other hand. Union officials, themselves, must make a greater effort to get out in the field and meet with the membership on a one to one basis. The more contact between officials and members the better; and the less chance of any communication barriers being thrown up unnecessarily. One more thing. SIU members who have participated in Union educational conferences and forums should not hoard their knowledge. Make an effort to communicate what you have learned to your fellow members who have not had the opportunity to participate in such programs. Such interaction among members themselves fulfills another important aspect of communication throughout our Union. Overall, I believe that very few communication problems exist in the SIU today. But, communication is an ongoing job. And we should never take any­ thing for granted when it comes to issues important to the Union and our liveli­ hoods. We have a good Union with a good solid job structure. We can all help to keep it that way simply by talking to each other. Drozak: Need U.S.-Canada Bilateral Shipping Pact Foreign-flag ships dominating deep sea transport is not a new problem for the SIU. But when these vessels threaten to start cutting into the U.S.-Canadian trade on the Great Lakes—then it's time to look for new solutions. That was the thrust of a statement SIU Executive Vice President Frank Drozak made at the Great Lakes-Sea­ way New Venture Workshop held in Cleveland, Ohio on Mar. 7. Drozak said, "the Seafarers Inter­ national Union suggests that a vehicle designed to improve the status of our foreign trade fleet in the Great Lakes and which also minimizes the threat of third-flag shipping to both Canada's and the United States' fleets lies in a bi­ lateral shipping agreement between the U.S. and Canada." This would mean guaranteeing that cargo moving between the U.S. and Canada be carried on American and Canadian-flag vessels only. Figures from a Maritime Adminis­ tration report show that only seven per­ cent of U.S.-Canadian cargo is carried on American vessels. Drozak pointed out that ''the United States stands out as the only major maritime nation which lacks an overall maritime policy designed to bolster its merchant shipping capabilities." Just as it is impossible, Drozak said, for U.S.-flag ships to compete with foreign vessels that are subsidized by their country of origin, it is "under­ standably impossible for our ships in the U.S.-Canada trades to compete against a Canadian fleet which is strongly aided and supported as a mat­ ter of national policy by the Canadian government." Drozak noted that a "sharing ar­ rangement" between the U.S. and Canada on the Great Lakes would have several advantages: • it would screen possible third-flag vessels from Great Lakes trade; • it would provide stable work and job protection for U.S. and Canadian seamen whose jobs are now threatened by foreign shipping; • it would allow for expansion by both American and Canadian fleets by guaranteeing them both cargoes; • the financial costs to both countries would be minimized. This is because aid that would have been provided to the Lakes fleets could be directed to deep sea foreign trades where it would do more good. Though Canada's fleet on the Lakes is currently very strong. Us deep sea fleet isn't. Some of the money Canada now spends on its Lakes fleet could be diverted to deep sea. Bilateral trading agreements between countries with common borders are nothing new. They arc a common prac­ tice in Europe, South America, and Asia. Such agreements enable two countries to work together for a com­ mon goal. A bilateral arrangement could aid both the U.S. and Canada by stressing cooperation between the two countries instead of competition. "We believe," Drozak said, "that the U.S. fleet as well as the Canadian fleet should not be forced to compete against each other but should work together to counteract the competition of thirdflag shipping which seeks to dominate both our trades." SUP s Morris Weisberger Goes Into Retirement The SIUNA-affiliated Sailors Union of the Pacific bid a reluctant goodbye to its secretary-treasurer for the past 21 years. Morris Weisberger, who headed the 93-year-old union since the death of Harry Lundeberg in 1957, retired in February. Weisberger retired be­ cause of ill health. Paul Dempster was voted president/ secretary-treasurer for the 1978-1979 term; Jack Ryan was named vice pres­ ident. Weisberger has been a part of sea­ faring for more than 50 years. He re­ ceived his AB ticket in 1928 and was one of the survivors of the SS Morro Castle, a U.S. passenger ship that burned off Asbury Park, N.J. on Sept. 8, 1934. He took on his first position as a SUP official in 1936 when he was named patrolman for the San Fran­ cisco/Honolulu area. In 1939 Weisberger was made the SUP's New York port agent. He worked the East Coast until the death of Harry Lundeberg in 1957 when he was unani­ mously elected to fill the union's top post. He moved his wife, Ann, his son and daughter, to union headquarters in California. Addressing the SUP membership af­ ter the election, Weisberger said: "This is a grave responsibility to which you have elected me. I do not consider this so much an honor as it is a solemn responsibility and a duty of the highest character." During his 21 years as the SUP's highest elected official, Weisberger also served in a number of other posts. This included: executive vice president of the SI UNA; a vice president of the Cali­ fornia Labor Federation; a member of the AFL-CIO General Board and So­ cial Security Committee; president since its inception of the San Francisco Mari­ time Trades Department Port Council, as well as the MTD's Western Area Executive Board member, and presi­ dent of the Board of Pilot Commission­ ers for San Francisco, San Pablo, and Suisun Bays. Weisberger also served as a trustee of the Seafarer's Medical Center in San Morris Weisberger Francisco and was a labor delegate to various international conferences on Safety of Life at Sea. Paul Dempster, who ran for and won the president/secretary-trcasurer posi­ tion (the office was rctitlcd two years ago) after Weisberger decided to retire, has been around the union for quite awhile. He was the union's tanker busi­ ness agent out of Point Richmond, Calif, for 15 years. Before that he sailed in the deck department on tankers and freighters. The SUP's newspaper. The West Coast Sailor, in its story about Weisbergcr's retirement, spoke of the role Weisberger had played in the union. "Morris Weisberger made a significant contribution to the development of the Sailors Union of the Pacific," the paper said, "and while he has consented to stand by to assist and counsel the in­ coming administration, he will be sorely missed in the difficult days ahead." March 1978 / LOG / 7 �The Lakes Picture Algonac The five vessels of the Huron Cement Fleet fitted out at the end of February. Two of the fleet are in Green Bay, Wise., and one each is berthed in Superior, Wise., Cleveland, Ohio, and Detroit, Mich. The Medusa Challenger (Cement Transit Co.) fitted out on Mar. 6 in Milwaukee. Environment Original reports following the crash of the Soviet nuclear-powered satellite Co.smos 954 in January in Northwest Canada indicated that there was no en­ vironmental danger in Canada or the Great Lakes area. However, a professor of radiological physics at the University of Pittsburgh does not agree. In a Feb. 19 article in the Boston Globe, Ernest Sternglass disputed state­ ments from both the U.S. and Soviet governments that said the reactor posed no danger to the air and water of Canada and the Great Lakes. "In fact," Dr. Sternglass said, "as the uranium and fission products did vaporize into the atmosphere, they were transformed ... to the most hazardous chemical form for the production of lung cancer." Dr. Sternglass said the amount of radioactivity released into the air, water, food and milk supplies of the world equals "the detonation of about 10 modern atomic weapons." It is easy, though, for the possible health hazards to be minimized by both governments because "lung cancers, congenital defects and rises in other chiouic diseases many years later cannot be readily traced to a given nuclear incident." All the Lakes The Great Lakes region has weathered not only a bad winter, but the effects of back-to-back strikes by ore and coal miners which have seriously affected shipping in the area. Snow and ice caused problems for several SlU-contracted ships during February. The Roger M. Kyes and the Adam E. Cornelius, both American Steamship Co. vessels, got stuck in the ice around Ashtabula, Ohio and had to wait for Coast Guard icebreakers to free them. The H. Lee White (Am. Steam­ ship) got into trouble a half mile off Bums Harbor and it was two days before a . path could be broken through the ice to the harbor. The Great Lakes may also run into trouble when all the ice begins melting. The Great Lakes basin, an area covering 300,000 square miles, had aboveaverage rainfall during the first nine months of 1977. Now, instead of a too-low water level, the Lakes may face the reverse prob­ lem this spring with waters expected to rise about a foot with the thaw. Though settlement of the ore miner's strike caused the extension of the normal shipping season, the ongoing coal miners strike has already disrupted Great Lakes shipping. Orders to fit out four SIU coal carriers had been given by Boland and Ameri­ can Steamship Companies but they were cancelled until further notice—which means, until the coal strike ends. SIU Rep Jack Allen said, "it's a touch-and-go situation" as far as Lakes shipping is concerned. Duiiitii The Harry L. Allen (Kinsman Lines), which was totaled in a grain elevator fire on the Duluth waterfront last month is being replaced in the Kinsman fleet. The company purchased the bulk freighter Richard V. Lindabury from U.S. Steel and renamed it the Kinsman Independent. The Allen's entire SIU crew will now man the Independent. Smooth Sailing The St. Lawrence Seaway Authority is in the process of planning a test pro­ gram designed to increase the capacity of the Welland Canal. The tests involve two shunters, self-propelled floatuig platforms which attach to the bow and stern of a ship and guide it through canal locks. The shunters, each powered by 3,650 BHP diesel engines, are now being built. They are expected to reduce lockage time for large vessels by at least 20 percent. Great Lakes Survival Suits The waters of the Great Lakes can be pretty cold. Seamen forced to abandon their vessels didn't, imtil recently, stand a very good chance of surviving the cold wearing only regulation life jackets for protection. The tools of your trade Leam to moke them work lor you ... Apply now lor the Tronsportatl Institute Towbout Operator Scholcurship • Special three-month curriculum offered only at the Harry Lundeberg School • Room, Board and Books Free • Tuition free • Weekly stipend of $125 • Time spent in on-the-job training is Coast Guard ap­ proved as the equivalent of required wheelhouse time • Day-for-day work time credit for HLS Entry Graduates Scholarships will be awarded in May. To apply, see your SIU Representative. But last fall. Great Lakes shipping' companies began carrying foam sur­ vival suits on all Lakes vessels. The suits are 3/16 of an inch of neoprene foam and can be put on in less than a minute. They keep the wearer buoyant and warm for 18-24 hours, even in water temperatures as low as 35 degrees. Though Great Lakes ship owners are not yet required to carry survival suits as standard equipment, both the SIU and MEBA are working on making it mandatory. Both unions have drafted proposals requiring all Great Lakes ships to carry these suits in upcoming contracts. MEBA, which is now manning Lakes vessels on an extension of their old contract, made carrying the suitsra provision of the extension. There's One Problem The only problem with the sur­ vival suits is that they keep disap­ pearing from the ships. SIU reps on the Lakes can't figure out why. The suits, with their attached hoods, boots, and gloves aren't exactly the picture of fashion. In fact, they've been dubbed "Ugly Suit." They also can't be used for scuba diving, duck hunting, or other sports requiring foul weather gear. So far, most of the missing suits have been recovered and returned to their vessels. Great Lakes ships are carrying these suits for the protection of the crews. Should a situation ever occur where the crew needed survival gear and came up short on the suits, who'd be the man who'd volunteer to jump into Lake Michigan without one? 8 / LOG / March 1978 . �Itl in iJJnsJiington Seafarers International Union of North America, AFL-CIO MARCH 1978 Legislative, Administrative and Regulatory Happenings U.S. Seeks to End Rate-Cutting By Soviet Fleet There's a bill in Congress—HR 9988—which is aimed at controling rate-cutting practices by foreign state-owned and state-operated ship­ ping lines. The bill is an effort to preserve "legitimate competition" among all ocean carriers engaged in the United States liner trades. Several state-owned and state-op­ erated carriers—notably the Soviet merchant fleet — have increasingly penetrated the U.S. trades through predatory rate-cutting practices. Recently, the House Merchant Marine and Fisheries Committee be­ gan hearings on the bill. The Transportation Institute, Washington-based maritime research and ed­ ucation organization, has strongly endorsed the measure. In a statement to the House Committee, TI Presi­ dent Herbert Brand cited the im­ mense growth of the Soviet merchant fleet, its penetration into the U.S. trades and its history of rate-cutting as ample reasons for enacting U.S. rate regulations. Under the proposed legislation, state-owned carriers operating in the U.S. liner trades would have to file their rates with the Federal Maritime Commission 30 days before their ef= fective date. If the FMC finds the rates to be unjust or unreasonable, they can suspend the rates and pre­ scribe minimum rates to be charged which would be "fair and reasonable'.' Bill Is Offered To Allow State Withholding Tax A bill to permit the voluntary with­ holding of State income taxes from seamen's wages has been introduced in Congress, and was referred to the Senate Committee on Commerce, Science and Transportation. The legislation would enable a seaman who is employed in the coast­ wise trade between ports in the same state to enter into an agreement with his employer to have the employer withhold State income taxes. Under existing law, state taxes cannot be withheld even if the sea­ man wants such an agreement. The bill was introduced by Senator Spark Matsunaga (D-Hawaii) in re­ sponse to seamen who move barges between Hawaiian ports. If enacted, the bill would also affect seamen op­ erating coastwise within any other state in the U.S. On the Agenda in Congress... Hearings BUY AMERICAN. In the House, the Subcommittee on Legislation and National Security of the House Gov­ ernment Operations Committee be­ gan hearings this month on the ad­ ministration of the Buy American Act. Later this month, the Senate Committee on Governmental Affairs will also conduct hearings on the Act. NOTE: Our Washington legisla­ tive staff will monitor these hearings closely. As we have been reporting, two important bills—the Outer Con­ tinental Shelf Bill and the Deep Sea­ bed Mining Bill—contain provisions requiring that equipment be built in America, and that American workers be hired to man the vessels and equipment to be used in both indus­ tries. Working with the legislative and political staff of the AFL-CIO, our efforts will be toward protecting the jobs and "ob security of American workers. COAL SLURRY PIPELINES. The Senate Energy and Natural Re­ sources Committee has begun hear­ ings on the relationship between Nine more SIU "A" Seniority Upgraders came to the nation's capital re­ energy production and supply. In­ cently for a first-hand look at their Union's political and legislative activities. cluded in the hearings will be yet During their day-long visit, the Upgraders visited the AFL-CIO Maritime another examination of the "cpal Trades Department, Transportation Institute, and the Congress. slurry pipeline" system. In addition During lunch at the National Democratic Club, they met and talked with to being costly and environmentally Congressman Fred Rooney (D-Pa.), a member of the House Merchant unsound, such pipelines would cut Marine and Fisheries Committee, and Congre.ssman William Clay (D-Mo.), deeply into the coal barge transpor­ a member of the House Education and Labor Committee. tation industry. We have successfully At the Maritime Trades Department, the group met with Dave Dolgen, opposed the pipeline system for a SIU Director of Legislative and Political Activities; John Yarmola, MTD number of years, and we will con­ National Field Coordinator; Jean Ingrao, MTD Administrator, and Betty tinue to oppose any moves in Con­ Rocker, SIU Legislative Representative. At the Transportation Institute, gress or the Department of Energy to they met with Tl President Herb Brand, Legislative Analyst Jim Patti, and resurrect the slurry pipeline proposal. other staff members. LIQUEFIED NATURAL GAS The Upgraders attending the educational program were Kenneth Couture, (LNG). The Energy Subcommittee Miguel Alicea, Timothy Burns, Jose Perez, Kirk Piper, Jessie Hall, James of the House Interstate and Foreign Jones, Norm.an MacBean and George Mazzola. Seen in the photo with them Relations Committee commenced are Betty Rocker, Piney Point Port Agent Pat Pillsworth, .^nd SIU Repre­ hearings Mar. 21 on the Natural Gas sentative Darry Sanders. Pipeline Safety Act. This will involve transshipment of Liquefied Natural SPAD is the SIU's political fund and our political arm in Gas (LNG). Because we are now Washington, D.C. The SHJ asks for and accepts voluntary becoming heavily involved in the contributions only. The Union uses the money donated to ocean transport of LNG, the SIU's SPAD to support the election campaigns of legislators who have shown a pro-maritime or pro-labor record. Washington staff is monitoring all SPAD enables the SIU to work effectively on the vital Congressional and Federal Agency maritime issues in the Congress. These are issues that have actions relating to LNG production a direct impact on the jobs and job security of all SIU mem­ and transportation. bers, deep-sea, inland, and Lakes. COAST GUARD. Two hearings The SIU urges its members to continue their fine record are being held. The Coast Guard sub­ of support for SPAD. A member can contribute to the committee of the House Merchant SPAD fund as he or she sees fit, or make no contribution at Marine and Fisheries Committee is all without fear of reprisal. meeting on a number of issues in­ A copy of the SPAD report is filed with the Federal Elec­ cluding the Coast Guard's authority tion Commission. It is available for purchase from the EEC to intercept and inspect vessels on the in Washington, D.C. high seas which are carrying hazard­ ous cargo. In the other hearing, the House Merchant Marine and Fish­ eries Committee will finalize its rec­ ommendation on the Coast Guard budget for next year. Seniority Upgraders in Washington For Briefing on Political Action / •: �Inland Vacation Plan Hits Milestone^l,000th Check Harvey Gallop, an engineer with Steuart Transportation, this month re­ ceived the 1000th check issued under the SIU industry-wide Inland Vacation Plan. Gallop's check is a significant benefit for himself and a milestone for all SIU Boatmen. It means that the Union has come a long way in a short time toward bringing bigger and better benefits to inland members. Before the first Inland Vacation Plan was negotiated in August, 1976, most Boatmen got the short end of the stick when it came to vacation benefits. Many, like those from some companies on the Rivers and the Gulf, got no benefits at all. Those who did receive some form of company benefit, usually had to take a lot of drawbacks along with it. For example, they had to work at least a year to be eligible for the benefit and could only collect once a year after that. If they left the company, they lost the benefit and had to start from scratch accumulating eligibility at another com­ pany. Moreover, the company benefits were generally small and took years of work to build up to anything. In only a year and a half since the first SIU Inland Vacation Plan began, all that has changed. One thousand checks have been issued to Boatmen like Gallop, each time bringing more benefits and advantages than they had before. Gallop's check is a good example. It paid him $552 for 90 days of work. This is more than Gallop received from Steuart for each full year during the three years that he worked at the com­ pany before the Plan went into effect there. And he can collect it now for every 90 days that he-continues to work. This is where the money comes from. The Plan is a trust fund built up through company contributions. The companies pay a certain amount into it for each day that each Boatman works. The amount is determined by the Boatman's rating and increases each year that the Plan is in effect under the contract. In other words, the more you work, the more vacation benefits you get. And you can get the money after every 90 days of employment instead of waiting a full year. That's not all. Boatmen like Gallop, who were eligible for a company bene­ fit before the Plan started, get even more money. This was done to make sure that no one lost any benefits he had before the Plan went into effect. The company benefit stays the same, but the trust fund benefit grows in each year of the Plan. Gallop keeps the company benefit only as long as he stays with Steuart. But if he goes to work for a new SIUcontracted company that has the Vaca­ tion Plan, he is still assured of its bene­ fits. That's why it's called an industry­ wide plan. And the growing number of SlU-contracted inland companies that have it means that Boatmen have greater benefit protection throughout the industry. In short, the industry-wide Inland Vacation Plan means more opportuni­ ties to get more money, more often. The Boatmen who have received the 1000 checks so far know what that means. In time, all inland members will, too, since the Union's goal is to negotiate the Plan under all new contracts. To Boatman Gallop and his family, it means the ability to have the things that they can all enjoy. The first two vacation checks he collected helped to pay for the new car that he bought for his wife, Callie, as a Christmas present. This check will go towards a new out­ board motor boat which the couple is looking forward to using for fishing this summer, along with their favorite fish­ ing companion, Linda, Mrs. Gallop's seven-year-old niece. They all live in an ideal spot for it, on Roanoke, Is. off the coast of North Carolina. "I really like the Vacation Plan," Gallop said as he received the check in the Norfolk Union Hall this month. His family couldn't agree more. OK of U.S. Tuna Boats Switch to Foreign Flogs Hit Over strong objections by the SIU, the U.S. Commerce Department will continue to approve applications by U.S. tuna boat owners to transfer their vessels to foreign registry. Applications for these transfers in­ creased last year. This occurred after the U.S. tuna fleet was laid up for three months in early 1977 due to the por­ poise mortality question. Since then, the West Coast tuna fleet has been fishing under strictly enforced conservation rules and regulations. These rules place a quota on the num­ ber of porpoise that may be taken in­ cidental to tuna fishing. An observer from the National Marine Fisheries Service accompanies each tuna boat to see that the boat does not exceed its quota. SIU President Paul Hall wrote a letter to Commerce Secretary Juanita Kreps on the issue. He charged that the increase in transfer requests to foreign registry "are a reflection of the rela­ tively strict enforcement of U.S. con­ servation regulations on the operation of the U.S. fleet compared to the lax and often nonexistent rules abroad." Hall also charged that the U.S. en­ forcement of tuna conservation regula­ tions "has not been even-handed." He said, "the emphasis has been on en­ forcing the rules on U.S. tuna boat op­ erators, while the catch on foreign boats, which the U.S. imports, has not been brought under equally effective Federal regulatory control." Transfers Could Grow Hall warned that "unless equal rules apply to foreign and U.S. tuna boat op­ erators, the incentive for transfers will grow." Hall also warned that the long-term consequence of allowing foreign trans­ fers "will be the shift of U.S. tuna canneries to Mexico or other South American countries." He said that such a shift "would be catastrophic for the U.S. cannery industry and its thousands of American cannery workers." He added that granting such trans­ fers "removes the future incentive to build replacement vessels in the U.S. and it destroys employment opportuni­ ties in the U.S. fishing and shipbuilding industries." 3llllllllllllllllllllllllllllllllllllllllllllllllllllllllllllUIIIUIIIilllllllilillllllllllllllllllllllllllllllllllllllllllltllltlllllllllllllllllllllllllllllllllll|£ Mobil VP Writes Hall | The following letter was received by SIU President Paul Hall from Herbert ^Schmertz, vice president of Mobil Oil Corporation. President Hall called on the Com­ merce Department to adopt a threepoint plan to insure the health and well-being of a strong U.S. tuna and cannery industry. The plan urges: • That all further U.S. tuna vessel transfer applications pending before the Commerce Department be suspended until final action is taken on regulations governing tuna imports. • That any transfers considered by the Department in the future include as a consideration the need to maintain a U.S. tuna fleet sufficient to catch at least 50 percent of our tuna needs. This is the minimum portion of this vital protein market that should be handled by U.S. vessels and crews. • That the adverse impact on the U.S. tuna canneries be considered when cannery owned boats serving domestic canneries ask to be transferred. The SIU believes there is a direct connection between the maintenance of a U.S. tuna fleet and a continued U.S.-based can­ nery industry. In response to President Hall's letter. Commerce Secretary Kreps said that her Department "considers the trans­ fer of tuna boat registry a matter of great importance." However, she said that not enough "reliable economic data" existed to support the SIU's position that the transfer situation would cause adverse economic effects on employment for U.S. fishermen and cannery workers. Mrs. Kreps also disagreed with the SIU's charge that the transfer applica­ tions were due to uneven enforcement of conservation regulations. She said that American operators were also worried about "the increased desire of many Central and South American countries to reserve tuna in their 200-mile fishing zones to their dome.stic fleets." Not Alter Approach Mrs. Kreps maintained that her De­ partment has as a goal "the protection of U.S. jobs" in the U.S. fish and can­ nery industry. However, she concluded that the Commerce Department would not "alter our regulatory approach at this time." Despite Mrs. Kreps explanation, it seems naive on the Commerce Depart­ ment's part to think that the transfer of U.S. tuna vessels to foreign registry will not have an economic impact on the U.S. tuna industry. The SIU maintains that the Com­ merce Department should take stronger steps to insure the continuance of a viable U.S. tuna industry. Baltimore Committee January 10, 1978 Mr. Paul Hall Seafarers International Union 275 20th Avenue Brooklyn, N.Y. 11215 Dear Paul: I just finished reading the November article in "Log" in which you make reference to Bill Tavoulareas, President of Mobil. I was surprised and a little disappointed that you would single Mobil out in such an adverse way since we alone have been the only oil company to support the concept of legislation which would create an American flag tanker fleet. Our sup­ port for this concept stems directly from our belief that the national security of the United States requires and demands a U.S. flag tanker capability and, in this vein, I think that our principles and yours are identical. Sincerely yours, Herbert Schmertz HS/abw 10 / LOG / March 1978 Here's the SS Baltimore (Sea-Land) Ship's Committee and a crewmember of (seated 1. to r.): Recertified Bosun Joe Puglisi, ship's chairman; Deck Dele­ gate Ed Caravona; Engine Delegate Fred Neil, and (standing I. to r.): Steward Delegate James Dodd, and AB Don Averill. Recently the vessel paid off in Port Elizabeth, N.J. �Engineering Course at H&S More Training, More Skills, More Job Security One of tho main goals of our un­ ion is making sure that every Sea­ farer, Boatman and Laker has job security. To build job security for its students, the Harry Lundeberg School offers courses to teach the skills that are needed in industry. HLS keeps in touch with the needs of the towing industry by having regular meetings of the Towboat Advisory Board. The Board is a group of people from the SlU, the Coast Guard and towing com­ panies which have contracts with the SlU. This group tells the staff at HLS which skills are important for workers in the towing industry. With this information, HLS can make sure that every course teaches the students exactly what they need to know. The Diesel Engineering Course is an example of how the Advisory Board helps HLS improve its courses. At a recent meeting. Board members told the HLS staff that they were very pleased because almost every Boatman who took the Engineering course passed the Coast Guard exam. The course was very good, they said, and the only way it could be made better was by even more on-the-job training. So the school bought more diese equipment and put more time for OJT work in the course. The first group of members have just completed the revised course. As part of their training, they worked on two GM 6-71 Series en­ gines and one Cummings Model 220. They also used two other en­ gines like the ones on towing ves­ sels except that they are smaller. During their course, the mem­ bers took the engines apart and put them back together again. They practiced engine tune ups and fixed broken parts. All of the stu­ dents had training and practice with instruments, gauges, air compres­ sors, pressure switches, purifiers, batteries, water treatment tests and valve repairs. Every student worked in the Ma­ chine Shop to complete individual piping projects. Each one also stood an engine room watch aboard the HLS push boat Susan Collins. Now that these SlU members have completed the course, they have important skills that the tow­ ing industry needs. Cooperation between the SlU and management helped to make the engineering course and all other courses, too, better than ever. So every student who graduates from the Lundeberg School has more job security. HLS and the SlU are helping every seafarer to learn the skills he needs to get a good job and to keep it. V a. W. Morrison is shown in the HLS Machine Shop as he oils down the cylinder walls on one of the Lundeberg School's diesel engines. James Redditt (center) and Ted Willms (right) learn the step-by-step proce­ dure for starting a diesel engine. As part of their OJT, all the diesel engineering students practice com­ pressing the rings on cylinders. Here, Bili Eglinton, the instructor, demon­ strates this skill for James Redditt (left)and Ted Willms (right). Steve Williams practices cleaning a gasket during a practical training session. For qualified Seafarers, the Diesel Engineering course is eight weeks in iength and prepares students for the Coast Guard iicensing exam. Any interested Seafarer may attend the first four weeks in order to gain a basic understanding of diesel engines. Next Diesel Engineering course starts in July. March 1978 / LOG /II •i'C] �7t A /• The SlU-contracted supertanker TT Williamsburgh was built with Construction Differential subsidies. These types of subsidies are part of the President's annual fiscal budget for the maritime industry! The subsidies were made possible by the Merchant Marine Act of 1970. U.S. inland operators can get loans to build new boats and barges under the Mortgage Guarantee program established by the Merchant Marine Act of 1970. The President's fiscal budget sets the guarantee ceiling each year. We All Have a Slake in Carter's '79 Budget This is the 19th in a series of articles which the Log is publishing to explain how certain organizations, programs and laws affect the jobs and job security of SIU members. The airlines, the trucking industry, the rail­ roads, maritime, and a lot of other U.S. industries get it. Because without it, they'd find it very dif­ ficult to exist on a competitive basis. What they all get is government money in one form or another. The amount they get is deter­ mined by the President's annual Fiscal Budget. President Carter recently unveiled his budget requests for Fiscal Year 1979. Unlike the calendar year, the Fiscal Year runs from Oct. 1, 1979 to Sept. 30, 1980. Congress, of course, must give its okay to all the President's budget' requests. Theire is often a great deal of bickering and opposition to certain budget items. However, there is usually not too much controversy over the maritime budget. Even Congressmen and Senators who consistently op­ pose legislation beneficial to the maritime industry, do not oppose the President's annual budget re­ quests for maritime. Compared to other years. President Carter's 1979 maritime budget is a good one. Yet com­ pared to the amounts of money other major mari­ time nations reserve for their fleets, America's budget is a modest one. Overall, the SIU considers President Carter's fiscal requests for 1979 adequate for the maritime industry's needs across the board. For the privately owned domestic fleet, the budget calls for funds for construction and oper­ ational differential subsidies; maritime research and development, and training. It also includes a request for funds for the maintenance of the USPHS system. Carter's maritime budget also calls for funds for Naval shipbuilding, the Army Corps of Engi­ neers, the U.S. Coast Guard, the Food for Peace Program, and the continued buildup of the Strategic Petroleum Reserve. Keeping Up The Domestic Fleet Funds for the private sector of the U.S. fleet are distributed through the U.S. Maritime Adminis­ tration, which is part of the Commerce Depart- • ment. A breakdown of President Carter's 1979 budget requests for the private sector is as follows: • Construction Differential Subsidy (CDS) — President Carter has requested $157 million for the construction of six merchant vessels in 1979. This includes money for two LNG ships for El Paso Gas, two containerships for American Pres­ ident Lines and two RO/RO's for Waterman Steamship. 12 / LOG / March 1978 An additional $122 million which will not be used in Fiscal 1978, will be carried over to next year's budget for the construction of three LNG's for Pacific Lighting and two LASH ships for Waterman. The CDS program does not cover the total cost of construction of these vessels. CDS funds simply make up the difference in cost between building the vessel in an American yard as opposed to a lower cost foreign yard. In line with the construction program, legisla­ tion will soon be introduced to raise the Mortgage Guarantee Ceiling from $7 billion to $10 billion. The Mortgage Guarantee program has been par­ ticularly important for inland operators. With the government backing them up, towing companies can get easy loans from commercial banks to build new tugs,, towboats, and barges. • Operational Differential Subsidy (CDS) — The President's Fiscal Budget calls for $268.8 million in CDS funding. The ODS program en­ ables certain American-flag operators to remain competitive with cut-rate foreign-flag lines on critical trade routes. It is estimated that an additional $89.2 million will be carried over from the 1978 budget into next year's program. • Research and Development—The President has requested $17.5 million for research in ad­ vanced ship development, advanced ship opera­ tions, and advanced maritime technology. • Operations and Training—$57.3 million is requested for the operation of the U.S. Merchant Marine Academy in Kings Point, N.Y. and vari­ ous state maritime schools. It is expected that legislation will be introduced in 1979 that will attach a service requirement on U.S.-flag ships for graduates of these institutions. No such require­ ment presently exists for these students. • USPHS System—^The budget for the USPHS system is handled by the Department of Health, Education and Welfare. For 1979, President Car­ ter has requested $157 million for the maintenance and operation of the eight remaining USPHS hos­ pitals and 26 clinics. The SIU estimates that these funds will not only provide for the medical care of merchant seamen, Coast Guard personnel and other recipients. They will also enable the hospi­ tals to upgrade and expand their services to those eligible for USPHS care. In addition to primary recipients, such as sea­ men, the USPHS hospitals also provide special medical services to thousands of community resi­ dents. Naval Shipbuilding The President's budget for new Navy ships in 1979 is fairly cut and dry. He has requested funds for the construction of 10 vessels, including: • $322.6 million for one destroyer tender. • $1.5 billion for eight guided missile frigates designed for convoy and escort duties. • $192.1 million for one cable repair ship. The SIU has already registered opposition to the construction of this vessel. The Union feels that the CS Long Lines, which is unemployed a good part of the year, can easily perform the job of the proposed new cable ship at a great saving to the government. Army Corps of Engineers The President has requested a total of $1,274 billion in his budget for the Army Corps of Engi-r neers. The Corps uses these funds to perform the job of river and harbor dredging, flood control, and protection of the shoreline. These funds do not include money for special construction proj­ ects such as replacement of Locks and Dam 26 on the Mississippi. In addition. President Carter has asked for $37.6 million for construction of a shallow draft hopper dredge. The Corps will utilize the dredge for work on the lower Mississippi and various sites on the West Coast. In other budgetary areas, the President has earmarked $944.5 million for the U.S. Coast Guard. These funds are used primarily for search and rescue operations, aids to navigation and marine safety. Food for Peace Carter has also requested $1.1 billion to be used fof the shipment of an estimated 6.7 million tons of food to underdeveloped nations of the world. This program, known as Food for Peace, is im­ portant to American seamen since the maritime law requires that 50 percent of thc.sc cargoes be carried in American-flag ships. Lastly, President Carter has requested $4.3 billion for continuation of the buildup of the Strategic Petroleum Reserve. The goal of this program is to complete a buildup of 1 billion bar­ rels of oil in reserve in case of national emergency or another Arab oil boycott. It will take until 1985 to complete the program. Again, American ships, by law, must carry 50 percent of these cargoes to the various reserve sites in the U.S. Either directly or indirectly, the President's annual budget requests afltect the jobs of thousands of U.S. maritime workers. Deep sea sailors, inland boatmen, shipyard workers and thousands of workers in maritime support and supply industries have an important stake in these budgetary affairs. The SIU closely studies the budget each year to insure that no one area of the maritime industry is unduly neglected. It's all a part of protecting the best interests of SIU members and maritime people in general. �James Brown, an AB with Harbor Towing, talked about how much he had learned about the Union during the Conference. Conference delegates visited the Maritime Trades Dept. in Washington, D.C. which was formed for workers in different maritime unions who had similar goals. Seated, front row are Joe Air. SlU rep (I.) and J. C, Hudgins, a captain with Mariner Towing. ^i Chuck Mollard, SlU inland coordi­ nator, explained the Union's industry­ wide vacation plan concept. Under the concept, "Union members could work for any SlU-contracted company and build vacation time," Mollard said. Conference Delegate John McDermott, a deckhand with Mariner Tow­ ing, was one of the recipients of the Towboat Operator scholarship. McDermott plans to attend an upcoming session of the 12-week course. HLS Vice President and SlU Head­ quarters Rep. Mike Sacco spoke about the history of the Union and the inland industry. Sr': Piney Port Port Agent Pat Pillsworth talked about the basic entry level course at the Lundeberg School say­ ing, "it's a good course. The guys really work hard at it." Making his wrap-up comments at the end of the six-day educational Con­ ference is Robert Batson, an AB with IBC. 1st lOT Confab Hi-Lites Union's Progress Another in the series of Atiantic Coast Inland £daeational Conferences was held at the Harry Lundebei^ School at Piney Point, Md. from Feb. 27 through Mar. 4. This was the first Conference for Boatmen from Interstate Oil Transport and its subsidiaries. The impact of the Conference was summed up at the final session by dele­ Bob Vahey, a researcher at the Trans­ portation Institute, came to Piney Point to talk to the delegates about the economics of the inland indus­ try. He pointed out that, though there are 44,000 workers in the inland industry, only 32 percent are organ­ ized. gate John Lindwall, an Interstate tankerman, who said: "Last week I didn't really know anything about this Union. But now I think we have the best or­ ganization in the country." Many of the 29 delegates also felt that way. Most came away from the Conference with the feeling that their Union was working hard for them and that they should be informed, active members of their organization. Mike Sacco, HLS vice president and SIU headquarters representative, set the tone of the Conference when he spoke of the need for "comunication and better understanding" in the Union. Sacco led the delegates and port reps from the Atlantic Coast in a series of The trip to Washington, D.C., included lunch with several Congressmen and Congressional aides. Delegate Genaro Decola, (I), a cook with lOT, had a chance to talk with Greg McGowan who's an aide to Congressman Robert Nix (D-Phila.). discussions on the workings of the SIU. Delegates toured the HLS facilities which were new to many of them. They also heard presentations from HLS President Hazel Brown and other staff members on the academic and voca­ tional opportunities the School offers. The Conference began with backContinued on Page 14 Captain William Boyd Horner, who works for lOT, spoke about the big difference the Union had made in his wages. "When I first started sailing I earned about $35 a month," Horner said. "Now I earn a whole lot more than that." March 1978 / LOG / 13 Wi �J. C. Hudgins, a captain with Mariner Towing said, "i really appreciate the chance I had to come down here to Piney Point and learn about the Union." "There's strength in numbers," John Fay, Philadelphia port agent told the delegates as he pointed out how the Union has grown over the years. Fay said the inland shipping industry was the fastest growing part of the SlU. Jacksonville Port Agent Leo Bonser talked about organizing non-union workers. "Each one of you," Bonser told delegates, "is an organizer for this Union." John Yarmola, national field coordi­ nator of the Maritime Trades Dept., told delegates that the MTD serviced the interests of both maritime workers and labor in general. Better Communication and Understanding Continued from Page 13 ground information on the history of the inland industry and of the labor move­ ment in general. This was followed by detailed presentations of Union welfare and pension benefits. Pat Pillsworth, the Piney Point port agent, told the delegates about the Lundeberg School's success with trainee and upgrading programs. Pillsworth said that education is the first basic step toward developing the full potential of Union members. He added, "the most effective union is one with an informed membership." George Costango, Baltimore port agent, explained the four different pen­ sion plans of the SIU. "If you want to improve the benefits, you have to increase the contribution," Co.stango said. "You have to make a decision on how you want to spend the money at contract time." As important as the inland contract and benefits were to the delegates, the two days that were devoted to politics and law made it clear that the Union has a role to play in the world around it Chuck Mollard, SIU inland co­ ordinator, talked about the function of various governmental agencies and de­ partments and what such legislation as the Jones Act and the user charge on inland waterways means to the SIU membership. Congressman Joe Addabbo (D-N.Y.), reminded Conference delegates that political participation goes hand-inhand with the interests of the Union. It's up to each individual. Rep. Ad­ dabbo said, "to make sure your Con­ gressman is listening to you and doing what's good for you." Betty Rocker, a legislative rep at tfie Maritime Trades Department, addressed the delegates during lunch at Washington's Hyatt-Regency Hotel. I I II II When Conference delegates paid a visit to the Piney Point Hiring Hall, Gordon Spencer, Norfolk port agent, explained the Union shipping rules to them. "Those rules," Spencer said, "were written to protect the men in this Union." 14 / LOG / March 1978 I Politics was also the subject of the day when the delegates paid a visit to Washington. The group toured the AFL-CIO Maritime Trades Depart­ ment, an organization representing nearly 8 million workers in 43 inter­ national unions. The MTD, headed by SIU President Paul Hall, fights in Washington for the interests of mari­ time workers. Richard Saul of the Transportation Institute (Tl) explained the workings At the end of the Conference Edmund Ruberto, a tankerman with lOT, was ready to go back to his port and spread the word about the SIU. "These people went out of their way to teach me something," Ruberto said, "so I can go back and talk to other people about the Union." 1 At the shipping hall delegates heard an explanation of the difference between company seniority and Union seniority. Delegates are (front row, l.-r.): Jack Parsley, utility, Mariner Towing:'Craig Conklin, tankerman. Mariner Towing, and John George, an AB with Mariner. Terry Kukowski. a tankerman with Gellenthin Barge, said the six days spent at Piney Point made him realize what the Union was all about. �Captain Leslie Collier of Mariner Tow­ ing thanked the Union for all the sup­ port they'd given him over the years. Capt. Collier's son was a 1977 SlU scholarship winner. SlU Rep. Jack Caffey discussed the Union's constitution which was re­ vised in 1976, following the merger of the Inland Boatmen's Union and the SlU. Attorney Carolyn Gentile, head of the Union's legal department, explained the Employee Retirement Income Se­ curity Act of 1974 and how it affects the pensions of SlU members. Making wrap-up comments at the close of the Conference is Jack Ullyot, an lOT tankerman. Keynote Boatmen's Conference of that organization which represents the interests of inland and deep sea companies. He spoke of the importance of having a "fixed presence in Washing­ ton to monitor on a day-to-day basis the different governmental agencies." The delegates had lunch in \^shington with several Congressmen and Con­ gressional aides from New York, Penn­ sylvania and Virginia. Rep. Joseph P. Addabbo (D-N.Y.) reminded everyone that getting involved in issues that af­ Delegate John Lindwall, a tankerman with lOT, pledged a monthly donation to SPAD, the Union's voluntary polit­ ical fund. fect maritime means a lot. "If you want legislation that's not only important for you, hut for our nation, you have to live and work with us," the Congress­ man said. Friday was a full day that began at the Piney Point Hiring Hall with an explanation of shipping rules by Gordon Spencer, Norfolk port agent and John Fay, Philadelphia port agent. The Union's industry-wide inland va­ cation plan was the subject of a lot of discussion. The delegates were inter­ ested in including the vacation plan in their contract when their agreements are renegotiated. The plan would sub- stantially increase members' vacation benefits. When the Conference ended the dele­ gates were full of praise for HLS and for the Union and the work it is doing. "The SIU to me was like an inter­ esting puzzle," said John Blank, a cap­ tain with Mariner Towing. "Some of the pieces were missing; some of them weren't clear. You put it together for me.99 The first day of the Conference included a tour of the Lundeberg School's facilities. Stopping off at the machine shop, delegates listened as Bob Kalmus, director of vocational education (second from right) talked about upgrading courses. ft-,jgyj Don Anderson, the port agent out of Port Arthur, told delegates that the success of the organization depended on how much each membPr was willing to do for the Union. INLAND Tom Cranford, head of the SlU's Claims Department, told the dele­ gates to go to their SlU reps with any questions they had concerning their welfare benefits. "Make sure your SlU rep does whatever he has to do to get you the benefits you're entitled to, Cranford said. Baltimore's Port Agent George Costango spoke of the importance of contributing to the Seafarers Political Action Donation (SPAD). "It's through SPAD," Costango said, "that we as members donate our money to people who are going to help the interests of Seafarers and Boatmen when they get into office." -ii!; -f Asking a question about ID cards and the U.S. Public Health Service is Cap­ tain John Blank of Mariner Towing. Edra Ziesk, assistant editor on the Log staff, talked about the importance of the Log as a tool of communication for Union members. The Log is the official monthly publication of the SIU. March 1978/ LOG / 15 �i. iniiuuiHiiiiiiiHiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiii^ LETTERS TO THE EDITOR ill||lllllll||lllllll||lllllll|||lllllllllllillllllllllllllllllllllllllllllllillillllllllllll|||lllllll|iilllllll^^^^ Deaf Woman Cains Courage Writing of the Sea I'm a deaf woman. There isn't anything spectacular about that. Nor is the fact that my first anniversay is coming up. I'll have been a non-hearing person for one year on March 23, 1978. It's not spectacular because there are many, many deaf or hearing impaired people. No, we are not the "silent minority," we are a "silent majority." I'm also a volunteer at the Houston International Seamen's Center at the Port of Houston. I work one night a week in the store. My step-father is a seaman, but my real interest was aroused by Jack London. 1 read his Sea Wolf then moved on to such classics as Moby Dick and Mutiny on the Bounty. Even before this, I knew I wanted to be a writer, but these tales made me want to write about the sea in particular. Tliat's why I volunteered at the Center in August 1976. I soon after became interested in the modern seaman, the stereotype of the past and of the present. Even modern writers turn to the days of sail as though shipping died with them. I wanted to learn about and write about the life of a modern seaman. Then I lost my hearing and without conversation things began to drift out of my reach. Now I seldom go to the dances, and the one night a week I work, I just bang away at the cash register rarely talking to other volun­ teers much less the men on the other side of the counter. God made me a listener then took away my hearing. He also made me a writer.. It makes me sad not being able to listen anymore. I hardly look to the left or right as I walk in or out the front door of the Center. Catching an eye is to risk being spoken to. And so I now give to you the only thing I feel capable of giving, the written word. I want to talk about loneliness. I read a book, Supership, that gave me some insight which I coupled with what I picked up at the Center. The loneliness I want to talk about, though, is a little different. I want to talk about the loneliness of giving away a radio of once high personal value that had overnight become a worthless possession. The loneliness of selling a stereo of sentimental value because it was a gift from a loved one for $25 because it wasn't so valuable to others. The ache felt when a loved one's mouth moves but the familiar voice no longer comes out. And the music . . . it's gone, just gone. But in Supership I became more aware of an invsible wall in the seaman's life. The wall that keeps the man separate from his home. But that wall can be penetrated unlike the wall separating me from remembered voices. It's as simple as one word, communication. Even my own wall is diminishing in size as I forget voices and learn to lipread and to read and talk in signs. It's all communication, whether it's conversation, reading a book someone else wrote or even writing a book oneself. But even more than communication, one must have self-respect as well as respect for others for the individuals they are. I, for one, am as insignificant a speck on this earth as anyone. Neil Armstrong looking towards earth from the moon couldn't see me anymore than he could see anyone else. For tho.sc of you who believe in God, take one brief moment to stop and reach within yourself instead of out. People say God is with each individual at all times. I've never heard another being ever mentioned that is also always there. That individual's self. I guess you could say it's team work seeing as how oneself and God are the only two a person can always count on being there. For those who don't believe in God, there is still something there. Believe in your own ability as a human being. Like it says in the Rolling Stones song Ruby Tuesday, ". . . lose your dreams and you will lose your mind . . ." Look for­ ward to your future as there is no going back. If one dream is shattered be ready with another. It sounds so brave in print, but there is just no reason to go and jump off a ship while it's at sea. Easy for me to say, right? Okay, I hadn't intended to but I'll give you the clencher if it'll help you find strength within yourself. Have you ever met a woman who couldn't cry? Well, you're meeting one now. My facial nerves went the way of my hearing and balance nerves. I am physically unable to shed tears, and I have what would pass for half a smile. At the end of next summer I'm going away to college. I hope to write pro­ fessionally. I just felt that I wanted to share what I'm forever holding inside. That is the love of life. This is the only way I know to share with you this 'something' God gave me an over abundance of. Good luck. Sincerely, Roxanne Van Pelt Houston, Tex. 16 / LOG / March 1978 -wm .V* Helped Get His Disability I want to say thanks a million for all the help the Union has given me in the last few years. I was injured aboard the SS Talluia in 1974. When we tied up in Houston, Tex., I went to the USPHS hospital in Galveston. I was admitted with a back injury. After being in and out of the hospital several times, I finally got back surgery at a hospital in Dallas. The SIU has been very concerned about me and has showed much interest in my condition. The Union helped me get my disability from Social Security. Also Paul Hall wrote me several letters of encouragement, which helped. In addition, the people at the SIU Welfare Plan office in New York have been kind and courteous in paying medical bills. Again, may God bless and keep all in the Union healthy and happy. Fraternally, Harvey Fairhiirn Grand Saline, Tex. Should Replace Lost S.S. Cards Just want to pass on a note of advice to fellow members who may have lost their Social Security cards over the years. I lost mine 30 years ago and never thought to have it replaced. The problem I ran into is this. I went to the Coast Guard a few months back to get my discharges from 32 years of sailing. Even though my Social Security number was on every discharge, the Coast Guard made me go to the Social Security Administration to get a duplicate. It took me nine fits and six weeks to get a replacement. So if you have lost your card, replace it now so that if and when you really need it you won't have to go through a bunch of hassels. Fraternally, Daniel Backrak Reno, Nevada Like to Hear From Old Buddies I'm a retired Lakes member. Each time I receive the Log, I see more and more of the old friends I sailed with in the Pensioners or Final Departures columns. It seems the number of people I sailed with in the Union is getting smaller and smaller. I just read the story about Mike Pesenak (page 30 Dec. 1977 issue) and have seen the things he has made in his hobby. I sailed with Mike a long time ago. I hope he still remembers me. Like Mike, I have my own hobby to keep me busy. In fact, a number of my friends still carry my leather billfolds, change purses and social security plates I made for them while sailing on the old Hennepin, Chicago Trader and John T. Hutchinson. The first boat I ever sailed on was the E.G. Collins in the summer of 1925. There was no Union back then, and I could write a book about some of the stories from the old days. I had a few hair raising experiences, too. Now that I am on retirement, I think about my old buddies a lot, and I would sure like to hear from them. As far as the financial end goes, it's a little tough making it on a fixed income these days with the prices of everything, especially doctor bills, going up all the time. However, I manage to supplement my income a bit with my leather craft sideline. I sell a few pairs of shoes now and then. And I guess some of my old friends still wear leather items they bought from me over the years. I just want to say hello to all my friends who still remain in the Union. And I want to thank the Union for all the help I received while sailing. Fraternally, Glen Whitehead Toledo, Ohio LOG March, 1978 Official Publication of the Seafarers International Union of North America, Atlantic, Gulf. Lakes and Inland Waters District. AFL-CIO Executive Board Vol. 40, No. 3 Paul Hall President Frank Drozak Joe DIGiorglo Executive Vice President Secretary-T reasurer Earl Shepard Lindsey Williams Paul Drozak Vice President Vice President Vice President _ Cal Tanner Vice President iLUHl'Bly I D 389 Marietta Homayonpour Editor-in-Chief James Gannon Managing Editor Ray Bourdius Marcia Reiss Edra Ziesk Assistant Editor Assistant Editor Assistant Editor Frank Cianciotti Dennis Lundy Chief Photographer Associate Photographer Marie Kosciusko George J. Vana Administrative Assistant Production/Art Director Published monthly by Seafarers International Union. Atlantic, Gulf. Lakes and Inland Waters District, AFL-CiO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage paid at Brooklyn, N.Y. �Man-American Clause in OCS Bill a Must A House-Senate Conference Com­ mittee will soon begin haggling over the final form of a crucial and com­ plicated maritime bill. The bill in question is the Outer Continental Shelf Lands Act. It is aimed at controlling the offshore de­ velopment of oil and gas reserves found on the U.S. outer continental shelf. The bill passed in the Senate last July. The House of Representatives passed it overwhelmingly last month. The problem is that the two ver­ sions of the bill differ substantially in a few critical areas. The job of the House-Senate Conference, then, will be to come up with a compromise measure that will make everyone in Congress happy. The SIU is very concerned, how­ ever, tliat in their effort to make each other happy, the Conference Com­ mittee will leave American workers holding the dirty end of the stick. Essentially, the SIU is concerned about one very important clause in the bill that may be in danger of being chopped out. It is the so-called "man-American" provision in the House version of the bill. This section maintains that American workers must be employed in the manning of all equipment in­ volved in oil and gas exploration on the U.S. outer continental shelf. This equipment includes both the oil rigs, themselves, as well as supply and support vessels. In addition, this clause demands that the rigs would have to meet U.S. environmental and safety standards. The "man-American" clause would create thousands of jobs in the operation and maintenance of the drilling rigs. In addition, it would create some 3,000 to 5,000 jobs for American seamen and tugmen In supply and support roles. The Senate version of the bill, however, does not include any­ thing resembling a "man-American" clause. As far as the Senate bill is concerned, America's entire offshore oil and gas industry could conceiv­ ably be run by foreign workers. A rational person would think that it should be fairly easy to get the Conference Committee to agree on the "man-American" provision. Es­ pecially now during a high period of unemployment. But Congress has not acted ration­ ally on many job issues during the recent unemployment crisis. In fact. Congressional actions or inactions in the last few years have led to the ex­ portation of countless thousands of American jobs in the textile, steel, manufacturing, rubber, maritime and other U.S. industries. Congress has never been shy about pushing the best interests of Ameri­ can workers into the background. And, there's no guarantee that the House-Senate Conference will pro­ tect the interests of American work­ ers in the final version of the OCS bill. Another point that must be men­ tioned here is that the oil companies would like to see the "man-Ameri­ can" clause removed from the bill. Recent history in Congress seems to indicate that whatever the oil com­ panies want, the oil companies get. It should be pointed out, too, that the oil lobby succeeded in defeating a measure in the House version of the bill that would have required that all offshore equipment be built in the U.S. The measure, heavily supported by the labor movement, went down in a narrow 208 to 201 vote. It was a very tough loss to American ship­ yards and shipyard workers. HARPOON, USE THE HARPOON! It is the SIU's position that the OCS bill has been stripped down in respect to American jobs far enough. American consumers will sooner or later pick up the tab for the oil in­ dustry's massive program for devel­ oping the nation's offshore oil and gas reserves. Therefore, we feel that American workers should benefit from the jobs this expanding industry will create. Congress has already done the nation a disservice by kill­ ing the "build-American" clause in the OCS bill. We would consider it an act of criminal negligence should Congress remove the "man-American" provi­ sion—the last job creating feature of the OCS bill. One last point. The Congress is elected by the people to protect the best interests of this nation. To us, that means working to provide a job for every American willing and able to work. Congress must stop folding in the face of pressure from the oil lobby and other big business groups espe­ cially when it comes to jobs for Americans. Congress has already caved in on the "build-American" issue. Similar action on the "man-American" pro­ vision would be a complete disgrace. The SIU Is working to Insure that all equipment Involved In work on the U.S. outer continental shelf be manned by Americans. March 1978 / LOG / 17 �Won Awards in 1967 511/ Scholarship Vlinner Is Now Teaching Biology When Bronwyn Adams, daughter of Boatman Edgar Adams, Jr., won the SIU four-year college scholarship in 1967, she became the pride of her home town. Patterson, La., with a population of about 2,000, didn't have many high school graduates winning $6,000 schol­ arships. "When they introduced me at graduation and announced I'd been awarded a $6,000 scholarship," Ms. Adams said, "mouths dropped. It was the largest award that had ever come into this area." [The SIU scholarship has since been raised to $10,000.] Ms. Adams used the scholarship to attend the University of Southwestern Louisiana from 1967-70 and finished her B.A. at Nichols State University in Louisiana. She decided in college to go into teaching and majored in education with an emphasis on biology. The career choice was a good one. "I'm pretty pleased with what I decided to do," she said. "It's turned out real well." Teaches Biology What Bronwyn Adams is doing— and has been doing for the past seven years—is teaching biology at Patterson Bronwyn Adams High School. Before the high school job she taught for IVi years on the junior high level. Teaching ninth through 12th grad­ ers has lots of rewards for Ms. Adams. tion called the Beta Club, a scholastic leadership group for high school stu­ dents that holds annual competitions. "This is an exceptional group of kids," Bronwyn said of the club's members. "They really keep me on the go." Acting as her school's representative to the St. Mary's Teachers Association, the local arm of a statewide teachers organization, is another activity that keeps Adams busy. The association makes recommendations to the school board and acts as a "sounding board" for teachers. Woridng on Masters Enjoys Gardening Education is a big part of Ms. Ad­ ams life. In addition to teaching she's going to school herself—working on a Masters degree in Administration and Supervision at Nichols State University. She's also a sponsor of an organiza- When she has the time—which isn't often—Bronwyn Adams enjoys gar­ dening, at least on a small scale. She has a flower bed around the patio of her apartment that she keeps well stocked. Brother Edgar Adams, Jr., Bronwyn's father, spent 10 years on the Mississippi River as an engineer. He and her mother were "very pleased" when she won the SIU scholarship. Bronwyn Adams herself was "pretty surprised and very happy," about the award. "It allowed me to do what I wanted to do without putting financial pressure on my parents," she said. "It was a great opportunity." Notite to Members On M Call ProteAao When throwing in for work dur­ ing a job call at any SIU Hiring Hall, members must produce the following: • membership certificate • registration card New York Following the defeat of the Oil Cargo Preference Bill in Congress last year, CBS anchorman Walter Cronkite had this to say about the U.S. merchant marine: "Ten years ago there were about 66,000 merchant marine jobs in this country; today, the number has shrunk to about a third of that. Many more jobs related to the industry have been lost and still more may disappear if the present trend continues ... a shrunken merchant marine poses not only economic problems, but problems of legitimate concern for any Administration. ..." VLCC Massachusetts The Military Sealift Command has chartered the 264,073 dwt Massachusetts (lOM) for March, April and May to lift almost 1.6 million barrels of Strategic Petroleum Reserve crude oil from Kharg Is., Iran to South Riding Point Terminal, the Bahamas. From there Seatrain shuttle.tankers will transship the crude to Sunshine, La., or Nederland, Tex. for storage in underground natural salt domes. This is the first time that the MSC has chartered a supertanker for the movement of the Strategic Petroleum Reserve crude from the Persian Gulf. SS Newark In a seven-part newspaper column series, Seattle Times maritime editor Glen Carter told of sailing on the containership SS Newark (Sea-Land) to Alaska. He left on Feb. 14 dispatching his reports of shipboard life as he went along for 16 days and 12,960 miles. Carter wrote as he left the port of Seattle that the former 523-foot converted troopship was comfortable. At her launching in 1945, she was named for Marine Corps Gen. H. B. Freeman, he said. And he learned that the ship's speed was upped from 14 to 17 knots three years ago so she could cut through the 50-60 miles of ice in Cook Inlet outside of Anchorage, Alaska. Of the 39-man crew, he discovered that only seven were under 50. Seattle Seafarers recall that in the mid'50s the Gen. Freeman rescued the crew of the 55 Washington Mail. Bosun Wally Mason of the Newark showed the newspaperman the stern's gear locker converted from a five-cell brig. Remaining are hand-cranked battle phones. Navy pea-green paint, vestiges of gun positions, and steel blackout covers for the portholes. Making Carter feel at home was Chief Steward Ken Hayes who supplied him with extra blankets. On deck. Seafarer Walt Rogers was also a help. Two hundred miles off Cape Flattery in the Gulf of Alaska, Carter realized that tables and the movie projector were permanently fixed into position. As he saw 30-foot waves, he was told tfiat the freighter had once rolled 55 degrees! Even his typewriter carriage was sliding back and forth as the ship pitched like a rocking horse. 18 / LOG / March 1978 She likes the challenge of teaching and the fact that it's not a routine job. She also likes being involved with kids, especially on the high school level where, she said, "the maturity level changes every year. There's a big dif­ ference between ninth and 12th graders." One of the things Bronwyn Adams likes best is seeing the results of her teaching. "When a kid comes back and says, 'Hey, I'm doing O.K. in college chemistry,' you know you were success­ ful." clinic card seaman's papers INLAND In the officers messroom, Messman George Arnold poured water from a pitcher onto the cloth place mat before he placed a plate of pancakes down for the journalist. "Keeps dishes from skidding," he explained. It didn't skid an inch as the ship rolled 35 degrees. Coming into the harbor of Anchorage, Carter said the Newark bucked 45-knot winds and below zero temperatures. The helicopter from shore carrying the vessel pilot alighted on the 30-foot square landing pad on the containership's stern. Carter found out that last December the Newark had joined a fruitless search for ship pilot Jack Hopkins and chopper pilot Gary Terry lost in Cook Inlet when their plane crashed. Later someone found the frozen body of the ship pilot in a liferaft. Sixteen hours later in the port of Kodiak, Chief Cook Bill Theodore said he never sets foot ashore until he returns to Seattle. "I used to make runs up here in a Navy supply ship and saw enough of the beach. Nothing much has changed." Most of his shipmates prefer to stay on board, too. he RESOURCE Needs You eeds e CONSI eeds eeds You eeds You Modern vessels need Seafarers who understand reefer sys­ tems. So sign up for the Maintenance of Shipboard Refriger­ ation Systems Course at HLS. You'll learn needed skills so you can increase your earnings aboard ship. It's great to be needed! And it pays! Course starts June 2 �MTD Board Asks Is American Worker Facing Extinction? Miami, Fla.—The embattled American worker is facing a new and more serious threat to his wellbeing than ever before. That threat is extinction. Extinction in the sense that so many traditional American jobs—produc­ tive jobs—in textiles, manufacturing, electronics, clothing, shoes, shipbuilding, and other industries are rapidly being lost to unchecked foreign com­ petition. This situation poses an even more serious threat to the American labor movement, since so many of the jeopardized jobs are in heavily unionized industries. The labor movement is acutely aware of the situation. And addressing this problem was the major thrust of last month's mid-winter Executive Board meeting of the AFL-CIO Maritime Trades Department. The MTD is the largest industrial department of the AFL-CIO. It represents 43 national and inter­ national unions with a combined membership of nearly eight million American workers. The MTD is headed up by SIU President Paul Hall. In a series of reports and resolutions, the MTD Executive Board first outlined how a lack of gov­ ernment action and control over imports of foreign goods and services is eroding the fabric of the American job structure. The MTD also outlined the steps that must be taken by Congress and the Carter Administration to preserve the traditional posture of the American workforce. MTD President Paul Hall warned, however, that "labor can expect little help from the outside to achieve our goals. We in the labor movement must do the leg work and apply the pressure where it has to be apphed to get the job done." Manufacturing Hit Hard In its reports, the Executive Board said that some of the hardest hit areas due to foreign com­ petition are the clothing and textile industries and other manufacturing industries such as electronics, shoes, and steel. The MTD noted that cheap foreign imports caused plant closings with the accompanying loss of 51,000 U.S. jobs in 1977 alone. The Board also pointed out that Zenith, the last all-American TV manufacturer, closed its American plants and transferred operations to Taiwan last year. In addition, the MTD said that a surge in im­ ported fabricated steel from Japan was causing widespread layoffs in the U.S. steel industry. The Executive Board said that the major cause of these job losses is unchecked product dumping on the U.S. market. U.S. businesses import huge amounts of products made by low paid foreign workers in Hong Kong, Korea, Taiwan, the People's Republic of China and undf^rdeveloped nations. These workers labor under systems with no minimum wage or safety standards, the MTD maintained. To make a bad situation worse, U.S.-made products are effectively barred from many foreign nations through high tariffs and other restrictive trade practices. The MTD said that to halt the loss of jobs in American manufacturing industries, the following steps must be taken: • The U.S. should close its domestic markets to the products of countries that discriminate against U.S. products sold overseas. • Funds should be provided to retrain workers who have lost their jobs from foreign competition. And modernization funds should be provided to private American industries hard hit by trade so that they can become more competitive. • International treaties must be negotiated which result in improved labor conditions in coun- Paul Hall, president of the AFL-CIO Maritime Trades Department, chairs MTD Executive Board meeting last month. The MTD Board outlined programs that Congress and the Administration should adopt to curb the loss of American jobs due to an overabundance of imported foreign goods and services. Seated alongside Hall is Mrs. Jean Ingrao, administrator of the MTD. tries that now seek to attract American industries at the expense of their own workers. • Congress must end those provisions in the tax law which provide incentives for U.S. corpora­ tions to move their operations to underdeveloped nations abroad at the expense of American jobs. Shipbuilding on Decline The MTD Executive Board maintained that another area that will soon feel the job crunch is American shipbuilding. The Board said that in the past 18 months "only a handful of new shipbuilding orders have been placed with American shipyards." Taking this factor into consideration, a loss of 45,000 shipyard jobs (out of a current level of 176,000 workers) is expected by 1980. Shipyard unemployment will also reflect itself in other support industries. The MTD noted that "50 percent of the cost of a U.S. built ship consists of materials supplied from all areas of the nation, produced by workers in all areas of the nation." The Executive Board blamed the projected loss on "the failure of the Federal Government to de­ velop and implement a national maritime policy." A policy such as this should reserve a wide range of cargoes for U.S. ships that are now dominated by foreign carriers. The MTD stated that the following steps to preserve America's shipbuilding industry should be taken: • Any deep seabed mining legislation passed by Congress must require the use of American built and registered mining vessels and ore car­ riers. This could result in the construction of 20 mining vessels and 60 ore carriers. • The Jones Act must be amended to require that all cargoes carried between the U.S. mainland and the U.S. Virgin Islands be carried on Ameri­ can-flag ships. This would create the need for 25 additional American-flag vessels. • The Federal Government must actively pur­ sue the development of bilateral shipping arrange­ ments with U.S. trading partners assuring a certain percentage of the cargoes for U.S.-flag ships. In­ creased cargoes would provide a further boost to the U.S. shipbuilding industry. Aircraft Industry Losses Job losses in the U.S. aircraft manufacturing industry are being felt for the first time due to foreign competition, according to the MTD. The Executive Board said that U.S. companies are being lured to relocate overseas in countries with state-controlled aircraft industries, such as France. These countries then establish trade bar­ riers to keep U.S. aircraft products out. Another threat to U.S. aircraft jobs is the ex­ portation of U.S. technology to Europe and Japan for the construction of advanced military planes. The Executive Board said that two steps should be taken to curb the loss of these jobs now "while the U.S. aircraft industry is still relatively healthy." The MTD said that: • Controls must be placed on all technology transfers and co-production agreements that un­ dermine the U.S. aerospace industry. • The U.S. Government must seek legislation that would offset the trade advantages presently being provided to foreign aircraft manufacturers. These advantages enable them to both penetrate U.S. markets or keep U.S. built aircraft out of their markets. The MTD's position on these issues is not the position of an alarmist. The threat of unfair for­ eign competition has already caused the loss of countless thousands of American jobs. Unchecked, American businesses and multi­ national corporations will continue to move any­ where overseas that will increase their profits. They have little or no regard for the American workers who lose their jobs because of such moves. The MTD and the labor movement as a whole has pledged to work to halt this dangerous process. But as stated by MTD President Hall, "it will be a rough road and we have to go it alone." More information on Following Pages March 1978 / LOG / 19 �1^ ii^' SIU Executive Vice President Frank Drozak talks of need to curb foreign imports to preserve Amer­ ican jobs at last month's MTD Executive Board meeting. Mrs. Jean Ingrao, administrator of the MTD, gives rundown of the Department's activities to Execu­ tive Board members. Participating at Board meeting were Fred Kroll, left, president of the Brotherhood of Railway and Airline Clerks, ana Joseph Hellman, secretary-treasurer of the Graphics Arts International Union. Anthony Scotto, president of Local 1814 .of the Longshoremen's Union and president of the New York Port Council gives report of his Council's activities over the previous year. Rep. Leo Zeferetti (D-N.Y.) was guest speaker at the MTD Executive Board meeting. He talked about need to retain "man-American" amend­ ment in the Outer Continental Shelf Lands Act. This bill awaits action by a House-Senate Con­ ference Committee. MTD Board: Stem Tide of Foreign Imports to Preserve U.S. Jobs Jesse Calhoon, president of the National Marine Engineers Beneficial Association, is one of the MTD's Executive Board members. Julius Isaacson, president of the International Union of Dolls, Toys, Playthings, Novelties and Allied Products, tells Board how foreign imports has hurt job opportunities for his members. Steve Leslie, general vice president of the inter­ national Union of Operating Engineers, reports on his union's activities to MTD Executive Board. Dave Dolgen, legislative director of the MTD, gives report of the Department's legislative ac­ tivities in recent months and the Depart^ment's legislative goals for the coming year to Executive Board meeting. Foreign imports has had an extremely detrimental effect on jobs for American pottery workers as noted by Lester Null, president of the International Brotherhood of Pottery and Allied Workers. Tom Donahue, assistant to AFL-CIO President George Meany, talks about labor movement's fight to enact Labor Law Reform. Joseph Tonelli, president of the United Paperworkers Inter­ national Union, emphasizes need for Congressional action to stem tide of foreign imports. Executive Board member Leon Schachter, vice president of the Amalgamated Meat Cutters and Butcher Workmen of North America. MTD Supports Northern Tier Pipeline The Executive Board of the AFL-CIO Mari­ time Trades Department threw its unanimous support behind the proposed all-American Northern Tier Pipeline. The line would run from Washington State to Minnesota through Idaho, North Dakota and Montana. The pipeline is necessary to relieve a surplus of Alaskan oil on the U.S. West Coast. The line would carry the surplus crude to the oil short Northern Tier States. The MTD also expressed their opposition to an alternate route for the pipeline taking it mainly through Canada, which would be built by Canadian workers. The MTD said that the all-American North20 / LOG / March 1978 MTD Executive Board member Page Groton of the International Brotherhood of Boilermakers, Iron Shipbuilders, Blacksmiths, Forgers and Helpers. Imported toreign workers have cut into job oppor­ tunities for U.S. bricklayers as noted by Thomas Richard Daschback, chairman of the Federal Murphy, president of the International Union of Maritime Commission, was guest speaker at the Bricklayers and Allied Craftsmen. Executive Board meeting. Board Sees Need for Sea-Level Canal ern Tier line would create significant job op­ portunities in the construction of the line as well as in maintaining the line after it is com­ pleted. The board also pointed out that the Northem Tier line would "generate $23 million in taxes during construction and $16 million per year (after completion), all to be realized by the U.S. and the Northern Tier States." In addition, the MTD said that the all-Ameri­ can line would insure that U.S.-dag tankers would continue to be used to carry Alaskan oil under provisions of the Jones Act. The alternate Canadian route would enable foreign vessels to enter the trade. Talking about the special problems in his industry is Dominic Carnevale of the United Association of Journeymen and Apprentices of the Plumbing and Pipefitting Industry of the U.S. and Canada. From the left are MTD Executive Board members: Robert Cooney, vice president of the Iron Workers; Wayman Stewart, president of the Florida West Coast MTD Port Council, and Steve Leslie, vice-president of the International Union of Operating Engineers. The MTD Executive Board called on Con­ gress to conduct a study reviewing the possi­ bility of constructing a new sea-level canal across Panama to accommodate technological advances in the world shipping industry. The Board said that there are 1,300 merchant ships plying the world's seaways too large to use the present Panama Canal. An additional 1,700 vessels can only use the canal if they are not fully laden. The sea level canal would have no locks. The Board said "there is evidence that the present Canal will be increasingly incapable of accommodating the larger ships that will be built in the future." In addition, the MTD Board said that "U.S.flag superships, hauling oil or minerals from Alaska, cannot now pass through the Canal." The MTD recommended support of the Senator Mike Gravel (D-Alaska)-Senator War­ ren Magnuson (D-Wash.) proposal. This calls for a review of the Canal Study Commission (1970) and a review of the potential environ­ mental effects of a sea level canal. The Executive Board said, "national security considerations, along with modem technologi­ cal ship requirements, demand that our nation fully examine all options available to it con­ cerning a isea-level canal." March 1978 / LOG / 21 �MTD Urges Quick Action to Get LNC Projects Under Way A hang-up in pricing is preventing the U.S. from obtaining an important new source of clean energy. Without this energy source there may be industrial plant closings in the U.S. and resultant layoffs of American workers. The controversy surrounds the importation of liquid natural gas. These imports are needed since domestic gas supplies are rapidly being depleted. Also, gas made from coal will not be developed in large enough quantities until the late 1980's. Several Government agencies want LNG im­ ports to be priced on an incremental basis. This means imported LNG would be priced separately from other U.S. energy supplies, instead of aver­ aging out the cost of imported LNG into all the fuels bought by public utilities. The MTD Executive Board said that forcing industry to pay the high incremental cost of im­ ported LNG "penalizes industrial users forced to use imported gas because of the unavailability of domestic gas supplies." The MTD also said that incremental pricing would kill proposed plans for $1 billion worth of construction of LNG terminals and U.S.-flag LNG ships. That is because this pricing system would make the projects economically unfeasable. The Board said that without these projects, "in­ dustries which are dependent upon natural gas to Shown from the left are MTD Executive Board members Aivin Heaps, president of the Retail, Wholesale and Department Store Union, and Roger Desjardins, secretary treasurer of the St. Lawrence and Tributaries Port Council of Quebec. 44 MTD Affiliates 1. American Guild of Variety Artists 2. The Journeymen Barbers, Hairdressers and Cosmetologists' International Union of America 3. International Brotherhood of Boilermakers, Iron Ship Builders, Blacksmiths, Forgers and Helpers 4. Boot and Shoe Workers' Union 5. International Union of Bricklayers and Allied Craftsmen 6. United Brotherhood of Carpenters and Join­ ers of America 7. United Cement, Lime and Gypsum Workers International Union 8. Communications Workers of America 9. Distillery, Rectify ing, Wine and Allied Work­ ers' International Union of America 10. International Union of Dolls, Toys, Play­ things, Novelties and Allied Products of the United States and Canada, AFL-CIO 11. International Brotherhood of Electrical Workers 12. International Union of Elevator Constructors 13. International Union of Operating Engineers 14. International Association of Fire Fighters 15. International Brotherhood of Firemen and Oilers 16. Glass Bottle Blowers' Association of the United States and Canada 17. American Federation of Grain Millers 18. Graphic Arts International Union 19. Hotel and Restaurant Employees' and Bar­ tenders' International Union 22 / LOG / March 1978 make their products, such as ceramics, glassblowing, chemicals, textiles and fertilizers, will face curtailments resulting in a loss of jobs for workers in these industries." In addition, thousands of construction and shipyard jobs for U.S. workers would be sacrificed if the proposed LNG projects are not carried out. The MTD Executive Board urged the Depart­ ment of Energy to abandon any plans for an in­ cremental pricing system for imported LNG. The Board also called on the Energy Department to approve plans for the construction of shoreside LNG terminals. The Board said that "thousands of American jobs depend on it." Participating at recent Executive Board meeting was Richard Livingston, left, secretary-treasurer of the United Brotherhood of Carpenters and Joiners of America, and Bernard Puchalski, president of the Greater Chicago and Vicinity Port Council of the MTD. 20. International Association of Bridge, Struc­ tural and Ornamental Iron Workers 21. Laborers' International Union of North America 22. AFL-CIO Laundry and Dry Cleaning Inter­ national Union 23. International Leather Goods, Plastics and Novelty Workers Union 24. International Association of Machinists and Aerospace Workers 25. Industrial Union of Marine and Shipbuilding Workers of America 26. National Marine Engineers' Beneficial Asso­ ciation 27. Amalgamated Meat Cutters and Butcher Workmen of North America 28. Office and Professional Employees Interna­ tional Union 29. Oil, Chemical and Atomic Workers Interna­ tional Union 30. International Brotherhood of Painters and Allied Trades 31. United Paperworkers International Union 32. Operative Plasterers' and Cement Masons' International Association of the United States and Canada 33. United Association of Journeymen and Ap­ prentices of the Plumbing and Pipe Fitting Industry of the United States and Canada 34. International Brotherhood of Pottery and Al­ lied Workers 35. Brotherhood of Railway, Airline and Steam­ ship Clerks, Freight Handlers, Express and Station Employees 36. Retail Clerks International Association 37. Retail, Wholesale and Department Store Union 38. United Rubber, Cork, Linoleum and Plastic Workers of America 39. Seafarers International Union of North Amer­ ica 40. Sheet Metal Workers International Associa­ tion 41. American Federation of State, County and Municipal Employees 42. United Telegraph Workers 43. United Textile Workers of America 44. International Chemical Workers Union �ELIZABETHPORT (Sea-Land Ser­ vice), January 29—Chairman, Recer­ tified Bosun J. Gorman; Secretary R. De Boissiere; Educational Director W. Brack; Engine Delegate J. A. Dobloug; Steward Delegate F. Motus. Some dis­ puted OT in deck department. A vote of thanks was extended to all delegates and the steward department for a job well done. Report to the Log: "Vote of thanks to Capt. Kuhn, officers and mates for a smooth trip." A farewell to the 55 E/Zzflbet/ipor/—Sea-Land voy­ age #157; to be changed with a new stem and named the Sea-Land Leader, Diesel Engine—Kobe, Japan—Feb. 8, 1978." Next port Kobe, Japan. COASTAL CALIFORNIA (T. M. McOuilling), January 25—Chairman, Recertified Bosun Fred A. Olson; Sec­ retary Jimmie Bartlett; Educational Director Bobby J. Edwards; Steward Delegate George M. Bronson. $38.25 in ship's fund. No disputed OT. The ship's chairman informed the crew that after January 3, 1978 no member will be able to register without a passport. This was published for all to read in the last issue of the Log. Observed one minute of silence in memory of our de­ parted brothers. Next port, MossLanding. DEL RIO (Delta Steamship), Januaiy 8—Chairman, Recertified Bosun John Hazel; Secretary Lanier; Educa­ tional Director Villagran; Deck Dele­ gate Michael Curry; Engine Delegate Keith Swille; Steward Delegate Mau­ rice Formonte. Some disputed OT in deck deparment. Report to Log: "A burial was held and Brother John McKenna's ashes were scattered as per his request on Jan. 5, 1978, 55 miles west of Martinique in the Caribbean." Observed one minute of silence in memory of our departed brothers. Next port, Recife. WALTER RICE (Reynolds Metal), January 2 — Chairman, Recertified Bosun W. Jefferson; Secretary W. Benish; Educational Director F. Homer; Steward Delegate Ferdinand Bernard. $174.44 in ship's fund. Some disputed OT in deck and engine department. The following features from the Log were posted: the need for passports when registering, public health pro­ cedures, and Piney Point upgrading dates. The crew would like some up­ dated literature on retirement and wel­ fare benefits. Next port, Longview. JACKSONVILLE (Sea-Land Ser­ vice), January 8--Chairman, Recerti­ fied Bosun S. Stockmarr; Secretary H. Alexander; Educational Director Ellis. No disputed OT. Chairman reported that there will be information about raises in an upcoming issue of the Log. Educational Director is going to try and get some books from the Sea­ men's Center. Requested that everyone bring books and magazines back to the library when you are finished with them. Chairman thanked the steward department for wonderful meals and the electrician for fixing cluster lights on the gangway. MOUNT WASHINGTON (Victory Carriers), January 16—Chairman, Re­ certified Bosim R. D. Schwarz; Secre­ tary F. Fraone; Educational Director Don D. White; Steward Delegate C. Miles. No disputed OT. Chairman held a discussion on Frank Drozak's report on conventions; on C classified men, and 2% raise. Suggested that all mem­ bers read the Log and ask questions at the next meeting. Observed one minute of silence in memory of our de­ parted brothers. OGDEN WILLAMETTE (Ogden Marine), January 1—Chairman, Re­ certified Bosun Ray Broadus; Secre­ tary E. Kelly; Educational Director J. L. Neel; Deck Delegate M. Delacerda; Engine Delegate R. Couch; Steward Delegate C. Kreiss. No dis­ puted OT. Chairman suggested that all crewmembers should read Frank Dro­ zak's column in the Log. Also dis­ cussed the importance of donating to SPAD. Steward told about a brother that went to the Alcoholic Center at Piney Point and was cured. MASSACHUSETTS (Interocean Mgt.), January 1—Chairman, Recerti­ fied Bosun H. O. Leake; Secretary A. Hassan; Educational Director James Chianese. Some disputed OT in deck and steward department. Chairman re­ ported that the Logs were received and passed out to the crewmembers. Held a discussion on the articles in the Log and the importance of donating to SPAD.. He also advised all members that the School at Piney Point is avail­ able for all to upgrade themselves. Ob­ served one minute of silence in mem­ ory of our departed brothers. Next port, San Sebastian. TAMARA GUILDEN (Transport Commercial), January 8—Chairman, Recertified Bosun Peter Loik; Secre­ tary N. Hatgimisios; Educational Di­ rector Robert Henley; Deck Delegate Edward Dresz; Engine Delegate Wil­ liam Slay ton; Steward Delegate Pat­ rick Devine. Some disputed OT in engine department. Received a wire from Paul Hall in New York about the 2% increase in wages, O.T. and vaca­ tion. A vote of thanks to the steward department for the wonderful Christ­ mas dinner and also for showing the movies. The gifts the steward got for the men from the Seamans Church In­ stitute were also appreciated. Steward gave a vote of thanks to the crew for helping to keep the messhall and pan­ try clean. Next port, Philadelphia. MONTPELIER VICTORY (Victory Carriers), January 29—Chairman, Re­ certified Bosun Alfonso Armada; Sec­ retary J. W. Givens; Deck Delegate Steven Damaue; Engine Delegate Al­ bert Singleton; Steward Delegate B. Kazameski. No disputed OT. $4.92 in ship's fund. Suggested that non-skid pads be put on gangway to avoid acci­ dents. A vote of thanks to the steward department. SEA-LAND FINANCE (Sea-Land Service), January 8—Chairman, Re­ certified Bosun J. Pulliam; Deck Dele­ gate J. Long; Engine Delegate J. Fair; Steward Delegate M. Knuckles. Power Pac forward is still a problem. To get jitney service in ports where they don't have it. Put platforms on docks for lowering gangway in Seattle, Long Beach, Kobe, and Hong Kong. This is a safety factor. Report to Log: "Ship will soon be going in shipyard. Would it be possible to put more outlets at #2 hatch and remove the power pac? Mooring winches would be helpful forward and aft." MARYLAND (Interocean Mgt.), January 8 — Chairman, Recertified Bosun A. Schwartz; Secretary D. R. Fletcher. $15.50 in ship's fund. No dis­ puted OT. A letter was drafted and sent to Headquarters concerning mail delivery and transportation for those who need medical attention. Report to Log: "While anchored here in the Gulf the crew is getting some good fishing done and everything is running smooth." DELTA MAR (Delta Steamship), January 15 — Chairman, Recertified Bosun William M. Parker; Secretary Mike Dunn; Educational Director Eddy Synam. Some disputed OT in deck department. Chairman gave a vote of thanks to the steward depart­ ment for a great Christmas and New Year's dinner. A wreath of flowers was sent to a Brother member's sister. Re­ minded the crew of Joe Fiesel's death by falling from the stack into the Mis­ sissippi River. No word has been re­ ceived as yet as to whether or not they found the body. A discussion was held on getting some kind of books or mag­ azines on board. Next port. New Orleans. Official ship's minutes were also received from the following vessels: SEA-LAND COMMERCE OVERSEAS ALASKA FLOR OVERSEAS ARCTIC ANCHORAGE SEA-LAND TRADE OVERSEAS NEW YORK POTOMAC OGDEN WABASH PORTLAND MONTICELLO VfCTORY MARY INGER GUAYAMA DELTA SUD •xi t;. ALLEGIANCE SUGAR ISLANDER YELLOWSTONE OAKLAND RAPHAEL SEMMES ACHILLES BALTIMORE MOUNT VERNON VICTORY BANNER THOMAS NELSON WESTWARD VENTURE ZAPATA RANGER SEA-LAND RESOURCE PORT COLUMBIA JOHN B. WATERMAN BOSTON SEA-LAND GALLOWAY OVERSEAS NEW YORK SEA-LAND EXCHANGE AQUILA BRADFORD ISLAND OGDEN CHAMPION DELTA URUGUAY JOHN PENN JOSEPH HEWES CONNECTICUT SEA-LAND PRODUCER SEA-LAND VENTURE JEFF DAVIS OVERSEAS ALICE ZAPATA ROVER ALEUTIAN DEVELOPER COVE TRADER (Cove Shipping), January 22 — Chairman, Recertified Bosun R. A. Sipsey; Secretary M. Deloatch; Educational Director A. P. Clark; Deck Delegate Mark S. Patter­ son; Engine Delegate Mark Given; Steward Delegate Rene Hidalgo. No disputed OT. The crew gave the stew­ ard department a vote of thanks for a job well done and for very good food and service. Next port, Texas City. SEA-LAND ECONOMY (Sea-Land Service), January 15—Chairman, Re­ certified Bosun A. McGinnis; Secre­ tary L. Nicholas; Educational Director L. A. Acosta; Deck Delegate B. Jarratt; Engine Delegate R. Cleouis; Steward Delegate S. Morris. $124 in movie fund. No disputed OT. Chair­ man reminded everyone of the oppor­ tunity to train for LNG ships at Piney Point. Also the importance of donating to SPAD. Chairman called for safety suggestions and the repair list. At all times there will be two men working on reefer boxes and two when plugging in or unplugging. This motion was submitted as a safety measure, as it has been brought to the attention of the safety meetings before. Report to the Log: "We are still having the problem with mail service of which we asked the Vice President to look into." Next port. Port Everglades. BORINQUEN (Puerto Rico Marine Mgt.), January 8—Chairman, Recerti­ fied Bosun D. Mendoza; Secretary H. Galicki; Educational Director J. B. Callaghan; Deck Delegate O. V. Ortiz; Engine Delegate H. J. Toro, Jr.; Stew­ ard Delegate P. Warhola. $7 in ship's fund. Some disputed OT in steward department. Chairman would like to thank all the brothers who donated to departed brother Frank Sarmento's daughter's fund. Next port, San Juan. FORT HOSKINS (Interocean Mgt.), January 20 — Chairman, Recertified Bosun W. Baker; Secretary F. Nigro; Educational Director C. Landa; Stew­ ard Delegate James J. O'Hara. $10.18 in ship's fund. No disputed OT. The new bosun came on in Lake Charles and started working on the repair list and is finally doing some much needed repairs. Bosun also informed the mem­ bership to read the Log and to be in­ formed as to what the Union is doing for its members. Also discussed the importance of donating to SPAD. A vote of thanks to the steward depart­ ment. Next port, Philadelphia. SEA-LAND MARKET (Sea-Land Service), January 5—Chairman, Re­ certified Bosun D. Rood; Secretary R. Hutchins; Deck Delegate Frank Fromm; Engine Delegate E. Liwag; Steward Delegate F. Bradley. No dis­ puted OT. A vote of thanks was offered to the steward department for a beautiful meal for the holiday and a vote of thanks to all department dele­ gates for making this a smooth voy­ age. Observed one minute of silence in memory of our departed brothers. Next port, Portsmouth. March 1978 / LOG / 23 �Houston Monthly Membership Meeting • SlU Rep. H. Salazar, standing left, assists members at the counter in the Houston Union Hall before February membership meeting. The center photo was taken at the monthly membership meeting. It shows: Gene Taylor (seated left), SlU rep.; Port Arthur Port Agent Don Anderson (center), reading the minutes, and Houston Port Agent Joe Sacco. The right-hand photo shows pensioner Vasser Szymanski (I.), who recently received an Early Normal Pension supplement check, talking things over with Gene Taylor after the meeting. MEMBERSHIP MEETINGS' SCHEDULE Date Port New York Philadelphia Baltimore Norfolk Jacksonville Algonac Houston New Orleans Mobile San Francisco Wilmington Seattle Piney Point San Juan Columbus Chicago Port Arthur Buffalo St. Louis Cleveland SlU members attending the Houston A&G membership meeting on Feb. 14, 1978 listen as Don Anderson, Port Arthur port agent, reads the reports. r Seventy-one cents of every dollar spent in shipping on American-flag vessels remains in this country, making a very substantial contribution to the national balance of payments and to the nation's economy. Use U.S.-flag ships. It's good for the American maritime industry, the Ameri­ can shipper, and America. UFW Ends Nationwide Boycotts The eight year, nationwide boycott of table grapes, lettuce, and Gallo wines is over. The boycott was officially ended last month by the executive board of the United Farm Workers Union, AFL-CIO. The UFW plans to focus their energies now on negotiating new contracts and servicing those in hand. In 1975 California passed the Agri­ cultural Labor R.elations Act guaran­ teeing farmworkers secret ballot, union representation elections. Since then the UFW has negotiated about 100 contracts covering 30,000 farm workers. The union says the "Don't Buy" actions were crucial to the 24 / LOG / March 1978 bill's passage. Though the ALRA is not a smoothrunning piece of legislation—delays between representation elections and contract signings average 16 months— passage of the law was an advance in the farm workers organizing struggle. The history of the boycotts goes back to the early 1970's. The grape and Gallo boycotts were launched in 1973 when California growers opted for con­ tracts with Teamsters rather than, the farmworkers. The lettuce boycott, be­ gun in 1970, grew out of a court injunc­ tion barring a strike by farmworkers against Salinas lettuce growers. I I I I I I I I I I I I I I I I I I I I I I L Apr. 3 Apr. 4 Apr. 5 Apr. 6 Apr. 6 Apr. 7 Apr. 10 Apr. 11 Apr. 12 Apr. 13 Apr. 17 Apr. 21 Apr. 8 Apr. 6 Apr. 15 Apr. 11 Apr. 11 Apr. 12 Apr. 14 Apr. 13 Deep Sea Lakes, Inland Waters 2:30 p.m. 2:30p.m 2:30 p.m 9:30 a.m 2:00 p.m 2:30 p.m 2:30p.m. 2:30 p.rii 2:30 p.m 2:30 p.m 2:30 p.m 2:30 p.m 10:30 a.m 2:30 p.m — — 2:30 p.m — 2:30 p.m — UIW 7:00 p.m. ••••• 7:00 p.m. 7:00 p.m. 7:00 p.m. — — 7:00p.m. • r.': 7:00 p.m. — — — .— ' — - — 1:00 p.m. — — — — I I Do You Hove One of These? I I I The Seafarers Appeals Board ruled I in November that effective Jan. 3, I 1978 "a requirement for shipping is I that all seamen must possess a valid I PASSPORT up-to-date passport." I The action comes out of the fact I that many foreign nations are crack­ I ing down on immigration regulations I requiring that all people coming into their countries must have passports. I The SAB, then, took this action to I insure that when there are flyout jobs, I those who throw in for the jobs will I UNITED STAtES^ be fully prepared to take them. I OF ' This ruling will enable the Union I AMERICA to continue to meet our manpower I commitments to our contracted com­ I panies. I I BICENTENNIAL 1778-1976 • �Worldwide Training Standards for Seamen to Be Set Worldwide training standards for mitted to the June conference were merchant seamen will be set at an in­ finalized, was held in London last fall. ternational conference to be held in It was attended by representatives from London this June. 21 IMCO member nations and nine in­ The SIU has played an active part in dependent agencies that have maritime compiling the proposed standards for interests. SIU Had Role this important conference. They are de­ signed to improve maritime safety and The SIU had a direct role in this will eventually become part of U.S. law final session and in past STW meetings. and international treaty. It has this role through United States' The conference will be held by the membership in IMCO and through as­ Intergovernmental Consultative Organ­ sociation with one of the agencies, the ization (IMCO), which is part of the International Transport Workers Fed­ United Nations. The purpose of the eration. Earl Shepherd, SIU vice-pres­ conference is to establish standards of ident, and Robert Kalmus, director of training and watchkeeping for merchant vocational education at the Harry seamen. Once accepted, they will be­ Lundeberg School, were at the London come a binding treaty on the nations meeting. They helped prepare some of that belong to IMCO. the documents that will be submitted to The groundwork for the conference the conference. has been laid in a number of meetings The proposed standards of training over the years held by IMCO's Sub­ and watchkeeping cover qualifications committee on Standards of Training for the officers and crews of most com­ and Watchkeeping (STW). The latest mercial vessels, except those that oper­ meeting, where all documents to be sub­ ate totally on inland waterways. The watchstanding training qualifica­ tions apply to personnel standing an engine room or navigational watch. Like all of the proposed standards, they stress safety and preparation for emergencies. For example, watchstanders must have training in firefighting, first aid, and safety. These are presently included in the Lundeberg School courses for watchstanding ratings. Throughout the years of preparation for the upcoming conference, the U.S. has consistently worked for standards that are at least as high as those cur­ rently required of American merchant seamen. For example, the proposed in­ ternational standards for engine room ratings will be close to U.S. standards for the FOWT endorsement. The SIU's involvement has also been geared toward improving the training and skills of all merchant seamen and the Union will continue to pursue this goal at the conference in June. Transport Safety Unit Urges Global Hazardous Materials List The National Transportation Safety Board has come up with a way to cut through the many layers of regulations that govern the transportation of haz­ ardous materials in international trade. The regulations are designed to in­ sure the safe carriage of these mate­ rials. But because they are set by many different countries and international organizations, the regulations are often confusing to the shippers and carriers who must comply with them. Most im­ portant, the confusion is dangerous be­ cause it can lead to violations of the safety regulations, NTSB stated. The problem concerns the various names, reference numbers, and codes used to identify the different hazardous materials. These are increasingly im­ portant because of computerization. The U.S. Department of Transporta­ tion (DOT), which regulates the car­ riage of hazardous materials for all modes of transportation including U.S.flag ships, uses one set of identification codes. International organizations, such as the Intergovernmental Mari­ time Consultative Organization (IMCO), which regulates ocean trans­ portation, has another. ment agency that investigates accidents and promotes safety in all modes of transportation under U.S. jurisdiction. It makes recommendations to other Government agencies, such as DOT and the Coast Guard, which are di­ rectly responsible for insuring safe transportation. Membership in organizations like the International Transport Workers Federa­ tion gives the SIU a voice in setting worldwide maritime safety standards. The ITF has been an active participant in planning the international conference on those standards which will be held this June. Shown at an ITF meeting in Dublin, Ire. are (I. to r.): SIU Vice-President Earl Shepherd; Bert Lanpher of the SlUNA-affiliated Staff Officers Association; Ed Turner, president of the SlUNA-affiliated Marine Cooks and Stewards Union, and John Fay, SIU port agent in Philadelphia. Upgrading pays off when it's time to pay off. These courses starting at HLS in May: Able Seaman—May 1 Lifeboat—May 11, May 25 LNG—May 1, May 29 Pilot—May 15 Possible "catastrophic results" m a 1 •Mi NTSB pointed out that "this ... in­ creases the likelihood of misinterpreta­ tion and violations by shippers and carriers. These violations, even unin­ tentional, could have catastrophic re­ sults." To insure the safer shipment of haz­ ardous materials under U.S. jurisdic­ tion, the NTSB recommended last month that DOT publish a complete hazardous materials list that crossreferences its code numbers with those of international regulations. The list would be arranged for con­ venient use and would provide valuable safety benefits, such as fewer incor­ rectly described shipments. It would also aid in checking shipments for com­ pliance when they are turned over to carriers. Once established, the list could serve other purposes. NTSB suggested that it could tie in with the official in­ formation systems used for worker safety, environmental protection and customs. NTSB is an independent Govern­ QMED—May 29 Tankerman—May 11, May 25 Chief Steward—May 1, May 29 (only 1 student per class) Chief Cook—May 1, May 13, May 29 (only 2 students per class) Cook/Baker—May 1, May 13, May 29 (only 2 students per class) Maintenance of Shipboard Refrigeration Systems —June 2 To enroll see your SIU representative More Money • A Better Job • More Job Security March 1978 / LOG / 25 �51 Offshore Group Discusses East Coast Organizing The recent ruling by the U.S. Su­ preme Court giving a green light to off­ shore oil drilling on the Atlantic Coast prompted a meeting by the General Presidents Offshore Committee. The GPOC is a group of nine international unions, including the SIUNA, working to get American union crews on off­ shore oil rigs. The meeting was held early in March in Providence, R.I. to discuss the mem­ ber unions' organizing efforts on the East Coast. SIUNA Vice President Frank Drozak represented the Sea­ farers. The Court's ruling makes it likely that as many as 10 drilling rigs could commence work off the coast of New Jersey in the next few months. The East Coast coordinator of the GPOC is currently holding meetings with Atlantic Coast companies involved in offshore construction work. Three different contracts covering the build­ ing, running, and maintenance of the The Petrel's 'A Fine Boat' "She's a fine-running workboat," the top-to-bottom SIU crew of the Petrel agreed about the latest addi­ tion to Allied Towing's fleet in Nor­ folk, Va. The Petrel, a new 1,800 hp. tug­ boat, recently came out of the Modem Marine Power Shipyard in Houma, La. She is presently hauling petroleum between Norfolk and Bal­ timore on the Chesapeake Bay, but will eventually work up and down the coast. She's named not for her petroleum cargo, but after a sea-going bird, like most of Allied's 20-boat inland and ocean-going fleet. Petrels are small, but strong birds that can skim close to the surface of the ocean for long periods of time without landing. The tng Petrel promises to be an aptly named addition to Allied's rapidly growing ocean-going division. rigs have been drawn up by the Com­ mittee and are available for the com­ panies to sign. The contracts include an offshore agreement, an onshore fab­ rication agreement, and a maintenance agreement. Though there have been indications by the industry that it hopes to bring workers from other parts of the country to construct and man the East Coast rigs, the GPOC is working to counter that. The Committee wants to make sure the offshore industry on the East Coast will provide jobs for East Coast workers. An earlier meeting by the Commit­ tee, held in Miami, Fla. on Feb. 15, focused more on the West Coast indus­ try. The meeting yielded a signed agree­ ment between the GPOC and Alaska Contractors, Inc. This company was awarded a contract to construct an oil platform off the West Coast. The agree­ ment Alaska Contractors signed with the GPOC makes sure the platform will be manned by union workers. The Committee also signed a measure which said that all maintenance work on oil platforms will be done by mem­ bers of the nine affiliated unions. This agreement, which still needs to be signed by contractors, provides jobs during the life of the rig which can be 20 years or longer. Maintenance crews on oil rigs are basically the same as shore gangs on docked vessels, except a maintenance crew has to be on the Ag seven days a week, 24 hours a day. The Committee also reiterated their intention of working to convince the Senate to accept the House version of the pending bill on the Outer Continen­ tal Shelf. The House bill contains a man-American clause which the Senate bill does not have. The GPOC was formed a year-anda-half ago for the purpose of working to unionize and protect the jobs of American workers on offshore plat­ forms on both Coasts and in Alaska. The nine international member unions of the GPOC are; Seafarers International Union of North America; International Brotherhood of Electrical Workers; United Brotherhood of Car­ penters and Joiners of America; Inter­ national Union of Operating Engineers; International Brotherhood of Painters and Allied Trades; United Association of Journey men and Apprentices of the Plumbing and Pipe Fitting Industry of the U.S. and Canada; International As­ sociation of Bridge,' Structural and Or­ namental Iron Workers; International Brotherhood of Boilermakers, Iron Shipbuilders, Blacksmiths, Forgers and Helpers, and the International Associ­ ation of Heat and Frost Insulators and A.sbestos Workers. Unemployment Rate Falls Continued from Page 2 The crew on the new tug Petrel are (I. to r.): Doyle Nixon, chief engineer; Clarence Hollowell, mate; Henry Griggs, cook; Ray Tolan, deckhand, and Earl Nixon, captain. I Texos Convenfion to Paul Drozak Continued from Page 3 AFL-CIO held their Convention. And out of love and respect for Paul Drozak, they dedicated their Convention to his memory. Following is the tribute paid to Paul Drozak dunng the opening .session of the Texas Convention: In Memoriam PAUL DROZAK Texas working people assembled this thirteenth day of March, 1978, to make vital decisions concerning our future. But they unite this time with heavy hearts. They have lost one of their great friends and brothers—Paul Drozak. WHEREAS Paul Drozak dedicated each day of his life to promoting the welfare of mankind and in so doing be­ came one of Texas Labor's great hu­ manitarians; and WHEREAS Paul Drozak lived for a cause that needs assistance, for the future in the distance, and the good he could do; and WHEREAS Paul Drozak also believed that the crest and crowning of all good, life's final star, is brotherhood; and WHEREAS Paul Drozak was known by thousands for his kindness and al­ ways wanted to "pass it on;" and 26 / LOG / March 1978 while their rate skidded to 11.2 percent from 13.2 percent. However, AFL-CIO president George Meany declared that "in some geo­ graphical areas and among some groups, particularly blacks and teen­ agers, the level of unemployment is still disastrous. That's why programs tar­ geted to meet these problems are es­ sential." He added thai the February decline and the steady drop in unemployment across the U.S. in the past year demon­ strates the effectiveness of economic stimulus programs. The decline, Meany said, was a direct result of increases in public works pro­ grams started last spring. "However, these programs are now winding down," he noted. "Therefore, additional economic stimulus programs (like the Humphrey-Hawkins Full Em­ ployment Bill) must be enacted to con­ tinue the direct attack on unemploy­ ment." | WHEREAS Paul Drozak is remem­ bered by the passage "Have you had a kindness shown? Pass it on; 'twas not given for thee alone, pass it on; let it travel down the years, let it wipe an­ other's tears, 'til in heaven the deed appears—pass it on;" and WHEREAS Paul Drozak made untold contributions to the Texas Labor move­ ment as a vice president of the Texas AFL-CIO and in a driving, productive role of leadership in the Seafarers In­ ternational Union; and WHEREAS Paul Drozak was widely known in his community, county and state through his tireless efforts of de­ votion to the progress of the Port of Houston Commission, the West Gulf Ports Council of the Maritime Trades Council and the Inland Boatmen's Union; and WHEREAS Paul Drozak's warmth and goodness made him a great family man and an outstanding labor leader whose attributes are indelibly printed in the minds and hearts of union members all across this great state; THEREFORE BE IT RESOLVED that this body of delegates in session for the 1978 Texas AFL-CIO COPE Conven­ tion proudly and respectfully dedicate this convention in memoriam to Paul Drozak. and The Transportation institute's Towboat Operator Schol­ arship Program provides you with everything you need to earn your license—a special tuition-free program at HLS, room, board and books free, and a weekly stipend to help cover your expenses while you're away from home. APPLY TODAY SEE YOUR SIU REPRESENTATIVE �New Rule Also Gives Vh Service Days for 12 Hours Worked CG CutsWorking Time for Towboat Operator License A recent Coast Guard ruling has made it possible to cut by a third the amount of working time necessary for a Boatman to get a towboat operator's license. The Coast Guard's reduced ser­ vice requirements appl5' to all inland classifications for those Boatmen who have been both entry trainees at the SIU's HarryTLundeberg School in Piney Point, Md., and have completed the up­ grading courses in their classification. The minimum service requirement for towboat operators is 18 months. If a Boatman has gone through the HLS inland trainee program and then re­ turns to Piney Point under the newlyinaugurated three-month towboat op­ erator scholarship, he will have earned six months towards that requirement. Another plus for towboat operators, according to HLS Vocational Director Bob Kalmus, is the ruling granting towboat operators 1 Vz days of service for every 12-hour day they work. Let's take the example of an upgrader who's gotten a six month service credit for the HLS courses he's gone through. He needs another 12 months' time to qual­ ify for his operators license. He can cut that to eight months if he works a nor­ mal 12 hour day. Need Two Parts The Coast Guard service require­ ment rulings, which are a real boon for upgraders, do have one catch. A Boatman must have been an HLS in­ land trainee to qualify for the service credit. Also, he must successfully com­ plete the upgrader course to have the credit applied. course. TOTAL: Four month service course. Mate or Master of Uninspected Ves­ sel—2'4 months for upgrading course plus three months for trainee course— TOTAL: Five and a quarter months service credit. Assistant or Chief Engineer—XVz months for upgrading course plus three months for trainee course. TOTAL: Four and one half months service credit. First Class Pilot—1% months for upgrading course plus three months for trainee course-—TOTAL: Four and three quarter months service credit. Towboat Operator—1 Vi months for upgrading course (OR THREE MONTHS FOR SCHOLARSHIP UP­ GRADING COURSE) plus three months for trainee course—TOTAL: Four and a half or six months service credit. INLAND In other words, any inland entry trainee is eligible for a three-month ser­ vice credit. He will receive this three month credit—and a three month credit for the Upgrading Towboat Operator Course, only when he completes that course. The Boatman will then have a six month service credit. Service credits also apply to other in­ land ratings with the same stipulations —no credit for upgrading courses with­ out first having gone through the trainee program. Trainees are eligible for service credit according to the following: AB—one month credit for upgrading course plus three months for trainee iiiiiiiiiiiimiiuiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiHiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiinuiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiNiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii LNG 21 in Lifeboat at Sea Off Sunk Ship On her maiden voyage to pick up her first gas cargo for Osaka, Japan, the SlU-contracted LNG Aries (Energy Transportation) plucked 21 Recertified Bosun Roy Theiss of the LNG Aries at Bontang. crew survivors from a lifeboat on the high seas. The men had abandoned their leaking Panamanian ship which later sank. It all began on-Feb. 6 as the Aries was transiting the Makassar Strait between the Indonesian islands of Borneo and Celebes enroute to take on cargo in the port of Bontang. Then shortly after noon, the LNG Aries radio emergency alarm was activated by an SOS signal. Her radio officer immediately established con­ tact with the vessel in distress, iden­ tified as the SS King Dragon L She was bound for Hong Kong with a cargo of logs from Bandjarmasin, Borneo. When the LNG Aries' sparks asked the stricken ship's captain if help was needed he replied "Yes." He said the King Dragon wa.s leaking badly and in immediate danger of sinking. The LNG Aries radio operator tried to keep in contact with the sinking ship, but right away the communi­ cations link was lost. Later it was learned that the crew had abandoned ship. However, at 3:15 p.m. the LNG Aries sighted the King Dragon about seven miles away. She was listing very badly to port and down by the stern. Fifteen minutes later the Aries crew saw the sinking ship roll over to port and sink by the stern, her . rt.'.J.'- I*-.-.; bow rising out of the water before plunging under. Just about then a lifeboat was sighted. So the Aries maneuvered alongside the lifeboat taking 21 sur­ vivors aboard. Checking to see if no crewmembers were missing from the Panamanian vessel, the LNG Aries resumed course to Bontang. • • •' T -S'Ji Here's the surviving crew of the ill-fated SS King Dragon I in their lifeboat headed for the safety of the LNG Aries. A MESSAGE FROM YOUR UNION /VARCOT/CS HAVB AfO PLACE /N A P/eOP£'^f/ONAL $£AMAN'S CARBEP ... AND voa LOSJS vaup PAPB/^ ^ POR / March 1978 / LOG / 27 �Mary Committee f jBrotherhood m Actk>r» ?l ' ' .. for SIU members with an alcohol problem This month, Seafarer Lee Buchan will celebrate two years of sobriety. Brother Buchan's friends call him "Buck", and he now works as the cook at the Searfarers Alcoholic Rehabilita­ tion Center. Seafarer Buchan joined the SIU in 1973 and worked in the steward de­ partment on the Great Lakes. "There was always liquor in my life. I traveled around the world but never saw any of the sights, just the bars." He found out about the rehab pro­ gram at the Center through the Log. "When I first came to the Center for help, I felt like an abandoned child," he said, "that was two years ago." Now Brother Buchan helps his brothers who have alcoholism. He spoke of his role at the ARC, "It's hard for those guys to grasp where we are coming from. They have to be­ lieve that we are trying to help them." Brother Buchan said, "We have con­ tracted the disease of alcoholism and we have to accept the fact that we are alcoholics. Not just say so, but realize that it is true. This takes courage." After receiving help at the ARC, Brother Buchan has started a new life for himself and his family. Because of his own experiences with alcoholism Norfolk Opens Detox Facilities Another U.S. Public Health Service hospital is now working together with the Seafarers Alco­ holic Rehabilitation Center in Piney Point, Md. to help alcoholic Boatmen and Seafarers. The Norfolk USPHS hospital opened a detoxification facility in January where alcoholics can go before starting the six week re­ covery program at the ARC. The ARC program offers complete counseling services, but does not provide any medical treatment for alcoholics. Detoxification is often a necessary step before counseling can begin. Previously, the only available facility in the Eastern half of the country was the Balti­ more USPHS hospital. ARC Director Bill Hibbert had met with representatives of the Norfolk Hospital to advise them of the need for a detox facility there. One already operates out of the San Francisco USPHS hospital and another is being set up at the Staten Island USPHS hospital. Eventually all eight public health hospitals in the country should provide this service, thanks to ARC efforts. The ARC program is one of the benefits available under the Sea­ farers Welfare Plan. Alcoholism i disease. It can be treated 28 / LOG / March 1978 and recovery, he really understands the feelings of his brothers at the ARC. He said that "it is necessary for us as al­ coholics, to change our life style. We need to stay away from the gin mills and learn some kind of craft that will keep our minds and our hands busy when we aren't working. "We have all gotten here the same way and alcohol has taken us there. We have a disease. We have to be honest with ourselves and help ourselves," Buchan stated. Through his own courage and with the help of the ARC, Brother Buchan has improved his life. He said, "I now have a steady job helping my brothers. I have plans of buying a farm. Before I couldn't take care of anything and I always had a hangover from drinking. I now live comfortably without the ef­ fects of alcohol." On Mar. 2 the SS Mary (Asbury Steamship) paid off at Pier 12, Brooklyn N.Y. The Ship's Committee posed for this photo. They are: (sitting I. to r.): Deck Delegate E. Luzier; Steward Delegate Tom Baker, and Recertified Bosun Lonnie Cole ship's chairman. Standing is Deck Engineer Tom Conway, educa­ tional director. Dispatchers Report for *TOTAL REGISTERED All Groups Class A Class B Class C FEB. 1-28. 1978 0 Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Port Arthur Algonac St. Louis Piney Point Paducah Totals ; i. . . 0 0 0 2 4 2 2 0 0 0 1 3 5 0 5 0 6 0 0 0 3 0 1 1 2 1 0 0 0 0 10 3 0 16 0 4 41 0 0 0 1 0 2 1 6 9 0 0 0 5 8 12 0 • 7 0 38 89 Port **REGISTERED ON BEACH All Groups Class A Class B Class C 0 0 0 0 0 1 11 1 2 0 0 0 0 4 2 0 1 0 3 25 0 0 0 3 0 0 1 1 1 0 0 0 0 12 3 0 10 0 3 34 0 0 0 . 1 0 0 0 5 8 0 0 0 0 11 3 0 0 0 18 46 0 0 0 1 0 1 7 3 2 0 0 0 1 3 11 39 9 0 11 88 0 0 0 1 0 1 3 2 0 0 0 0 0 2 1 3 19 0 2 34 0 0 0 1 0 2 1 8 1 0 0 0 16 3 37 2 12 0 61 144 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 1 0 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 2 4 0 0 0 0 0 0 0 2 0 0 0 0 2 0 2 0 3 0 11 20 93 39 165 ENGINE DEPARTMENT Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Port Arthur Alqonac St. Louis Piney Point Paducah Totals 0 0 0 0 0 0 1 0 0 0 0 0 0 1 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 0 0 0 0 0 0 0 1 1 0 0 0 1 0 1 0 0 0 0 4 Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Port Arthur Algonac St. Louis . Piney Point Paducah Totals TOTAL SHIPPED All Groups Class A Class B Class C DECK DEPARTMENT Port - J Inland Waters V„. 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 1 0 0 0 0 0 0 3 STEWARD DEPARTMENT . - 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 1 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 2 0 0 0 0 0 1 2 0 2 0 6 13 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 1 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 2 4 Totals All Departments 35 43 106 29 34 53 *"Total Registered" means the number of men who actually registered for shipping at the port last month. **"Registered on the Beach" means the total number of men registered at the port at the end of las! month. % �"This is just too good a chance to pass up The towing Industry needs li­ censed Boatmen to work in the wheelhouse. A qualified Towboat Operator can count on job security and excellent pay. To help talented Boatmen earn this license, the Transportation In­ stitute established a scholarship fund. The fund provides room, "It's good to be involved with the towing industry, it's a growing industry, and I'm go­ ing to grow along with it." John Norris, National Marine board, books, tuition and a weekly allowance during a three month course at the Lundeberg School. The first Boatmen to receive Tl scholarships are now going to school at HLS. The 23 men come from all over the United States. They represent 15 companies. The oldest student is 55. The youngest is 20. Some have been to HLS be­ fore and some have not. All of these Boatmen have two things in common—they are getting ahead and moving up in their in­ dustry, and they are outstanding workers who will have very valuable skills when they complete their spe­ cial course. All of the scholarship winners are ambitious men—several of them said they had hoped to be able to upgrade at HLS someday. But the scholarship program made this hope a reality. As Don Braddy of lOT said, "The money is a God­ send!" Monte Cross from Caribe added, "The money really helps!" Alex Sweeney of Hannah Inland Waterways summed up the group's feelings when he said, "This pro­ gram gives us guys a chance to get our licenses that we wouldn't have had otherwise." Each of the Boatmen had high praise for the course HLS has pre­ pared for them. Luis Garcia of Caribe said, "It's the best! It's the greatest! And this school is a fine school!" John Norris from National Marine added, "The teachers are real good. They stay with you—help you learn.". "The Captains of the HLS pushboat, Erwin Gros and Jack Miller, are just dynamite!" concluded Paul Pont of lOT. it's a beautiful program. James Price, Hunt Oil the road, chart navigation, use of instruments, aids to navigation and emergency signals. When these scholarship winners leave HLS, they will have new skills to help them get ahead. They will return to a growing industry with plenty of jobs for people who have these skills. The scholarjship program has opened up many new opportunities ## for these boatmen. As Darrel Lowney of Dixie Carriers put it, "I'm moving up, I'm going to better my­ self—earn more money." Or, in the words of John Brown from Cres­ cent, "I'm gonna get my license and move up the ladder." "I came from the ghettos, and now I have advanced. I'm go­ ing to keep going up, have a comfortable life and help my family." Luis Garcia, Caribe "The way this program is pre­ sented, it's quicker and easier to learn. I don't see how it can be improved." Richard Kulakowski, lOT During their stay at HLS, the Boatmen are spending many hours each day in class and also aboard the pushboat Susan Collins. During this time they are learning and prac­ ticing boat handling skills, rules of James S. James (left) and Fred Shiferdek (right) iisten as instructor Chuck Dwyer explains a principle of chart navigation. Instructor Paul Allman (center) explains the principies of LORAN ooeration to John Brown (left) and Monte Cross. r.f MARINES Following an OJT session, Paul Pont enters his hours aboard the Svson Collins in the boat's log. ! fOR IHf '•» 1% Frank Jewell clarifies a point about cloud formations during classroom instruction covering weather conditions. Don Braddy (right) operates the radar aboard the Susan Collins under the direction of Captain Irwin Gros. March 1978 / LOG / 29 �SIU Atlantic, Gulf, Lakes & Inland Waters United Industrial Woriters of North America PRESIDENT Paul Hall SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Frank Drozak VICE PRESIDENTS Earl Shepard Lindsey Williams Cal Tanner Paul Drozak Dispatchers Report for Deep Sea FEB. 1-28, 1978 •TOTAL REGISTERED All Groups Class A Class B Class C Port ••REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals TOTAL SHIPPED All Groups Class A Class B Class C 10 15 0 445 3 14 1 4 3 1 2 16 7 2 3 5 2 9 0 0 72 0 7 1 0 1 0 0 1 6 2 1 6 1 11 0 0 37 1 53 5 11 10 10 18 67 27 15 11 42 17 56 0 6 349 2 32 5 8 7 5 6 25 7 7 8 7 6 24 3 1 153 0 2 2 0 1 3 0 1 5 1 2 0 1 11 0 0 29 9 118 11 53 24 16 40 140 58 71 34 79 8 113 0 3 777 4 22 2 3 4 1 6 16 10 7 3 4 2 12 0 0 96 1 9 0 0 0 2 0 3 5 2 2 10 1 11 0 0 46 ENGINE DEPARTMENT 15 10 : 3 22 3 2 3 3 3 17 6 7 8 9 0 9 1 0 96 0 3 0 1 0 2 0 0 0 2 0 0 0 0 0 0 8 16 5 17 4 26 n 0 192 1 7 1 5 1 0 2 1 4 0 0 1 0 2 0 0 25 0 0 0 1 0 0 0 0 1 0 1 0 0 0 0 0 3 Totals All Departments 2 108 22 31 21 6 30 102 50 55 19 53 17 85 0 1 602 5 39 0 6 7 3 7 23 10 7 10 16 0 12 0 0 145 1 2 0 1 0 1 0 2 0 1 0 0 1 1 0 0 10 1 34 2 9 11 7 14 44 16 15 2 24 6 36 0 1 222 1 17 0 4 2 1 2 22 11 4 3 4 1 14 8 0 94 0 0 0 0 0 1 1 0 4 0 2 2 1 8 0 0 19 2 48 6 16 17 4 22 62 29 36 10 24 10 37 0 0 323 2 11 1 9 1 0 3 5 3 3 2 1 1 9 0 0 51 0 0 0 1 0 0 0 0 1 0 2 1 0 0 0 0 5 1 31 4 22 10 4 14 37 15 29 5 19 15 22 0 0 228 5 98 18 19 14 4 10 42 23 15 22 12 11 42 2 0 337 12 105 8 12 8 3 1 27 4 12 17 27 2 39 0 0 277 629 338 ENTRY DEPARTMENT Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 0 1 0 0 0 3 0 0 0 2 0 0 0 1 0 0 7 3 24 3 1 4 5 7 16 8 6 2 2 3 14 3 0 . 101 STEWARD DEPARTMENT Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 1 46 5 4 5 7 19 59 17 16 9 29 7 48 0 1 273 21 12 21 2 17 4 18 0 1 149 1 68 9 10 12 6 5 35 19 8 15 8 9 47 13 0 265 3 42 6 5 2 5 0 8 4 10 9 13 2 34 0 0 143 458 191 1,123 844 348 55 1,930 •"Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. 30/ LOG / March 1978 HEADQUARTERS 675 4 Ave., Bklyn. 11232 (212) HY 9-6600 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-9375 ALPENA, Mich 800 N. 2 Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Mass 215 Essex St. 02111 (617) 482-4716 BUFFALO, N.Y 290 Franklin St. 14202 (716) TL 3-9259 CHICAGO, ILL. .9383 S. Ewing Ave. 60617 (312) SA 1-0733 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) MA 1-5450 DULUTH, Minn 2014 W. 3 St. 58806 (218) RA 2-4110 FRANKFORT, Mich P.O. Box D 415 Main St. 49635 (616) 352-4441 HOUSTON, Tex 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala IS. Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va 115 3 St. 23510 (804) 622-1892 PADUCAH, Ky 225 S. 7 St. 42001 (502) 443-2493 PHILADELPHIA, Pa. . .2604 S. 4 St. 19148 (215) D£ 6-3818 PINEY POINT, Md. St. Maiy's County 20674 (301) 994-0010 PORT ARTHUR, Tex. . . .534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif 1311 Mis.sion St; J)4103 (415) 626-6793 SANTURCE, P. R. . 1313 Fernandez, Juncos, Stop 20 00909 (809) 724-2848 SEATTLE, Wash 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo. . .4581 Gravois Ave. 63116 (314) 752-6500 TAMPA, Fla. 2610 W. Kennedy Blvd. 33609 (813) 870-1601 TOLEDO, Ohio 935 Summit St. 43604 (419) 248-3691 WILMINGION, Calif. 510 N. Broad St. 90744 (213) 549-4000 YOKOHAMA, Japan . P.O. Box 429 Yokohama Port P.O. 5-6 Nihon Ohdori Naka-Ku 231-91 201-7935 Shipping at deep sea ^G ports remained good last month as 1,248 Seafarers found jobs on SlU-contracted deep sea vessels. Shipping has been good to excellent for more than a year now and is expected to stay that way. Of the total jobs shipped last month, only 844 were taken by "A'* seniority book members, whUe nearly one third of the jobs were filled by "B" and "C* seniority people. �Herbert E. Adams, 57, joined the SIU in the port of Tampa in 1962.; He had sailed as a fireman-watertender for 28 years. Brother Adams is a World War II veteran of the U.S. Army. He was born in Faison, N.C. and is a resident there. /. Jf-* George R. Black, 58, joined the SIU in 1948 in Ihe port of New York and sailed as a wiper and AB. Brother Black sailed 32 years. He was on the picket line in the 1962 Robin Line beef. Seafarer Black is a World War II veteran of the U.S. Armed Services. Bom in Burma, he is a U.S. citizen. And he is a resi­ dent of Pioche, Nev. Bernard A. "Barney" Sanford, 65, joined the SIU in the port of Wilmington in 1955 and sailed as a chief electrician. Brother Sanford sailed 32 years. He received a 1960 Union Personal Safety Award for sailing aboard an accident-free ship, the SS Fairport. Seafarer Sanford was born in Michigan and is a resi­ dent of San Francisco. Herbert F. Lonczynski, 65, joined the SIU in the port of New York in 1951 and sailed as a bosun. Brother Lonczynski sailed 46 years. He was a Union organizer during the 1951 Cities Service drive. Seafarer Lon­ czynski attended the Piney Point Crew Conference No. 12 in 1970. Born in Berlin, Germany, he is a naturalized U.S. citizen. He is a resi­ dent of Mobile. Archie E. Delaney, 61, joined the SIU in the port of New York in 1955 and sailed as a chief electri­ cian. Brother Delaney sailed 30 years. He is a veteran of the U.S. Marine Corps. A native of Ala­ bama, he is a resident of Mobile. fmioms Harold E. Robinson, 68, joined the SIU in the port of New York in 1953 and sailed as a BR utility. Brother Robinson is a World War II veteran of the U.S. Navy. He was born in Holyoke, Mass. and is a resident there. Van Whitney, 56, joined the SIU in 1944 in the port of New York and sailed as a chief electtician and deck engineer. Brother Whitney sailed 37 years and during the Viet­ nam War. He was ship delegate and walked the picket line as a picket captain in the 1958 Houston strike and the 1961 Greater N.Y. Harbor beef and 1962 Robin Line strike. Born in Georgetown, British Guiana, S.A., he is a naturalized U.S. citizen. Seafarer Whitney is a resident of Sunnyvale, Calif. Samuel Johnson, Jr., 62, joined the SIU in the port of Mobile in 1955 and sailed as a cook. Brother Johnson graduated from the An­ drew Furuseth Training School, Mo­ bile in 1958. He is a World War II veteran of the U.S. Navy. Born in Mobile, he is a resident there. Paul O. Arceneaux, 61, joined the Union in the port of New Or­ leans in 1957 and sailed as a tankerman for Dixie Carriers from 1955 to 1977. Brother Arceneaux is a World War II veteran of the U.S. Air Forces. Born in Welsh, La., he is a resident of Slidell, l^a. Recertified Bosun Jean Latapie, ^ 57, joined the SIU in 1947 in the port of New Orleans. Brother Lata­ pie, graduated from the Union's Bosuns Recertification Program in July 1973. He is a veteran of the U.S. Army in World War II. Sea­ farer Latapie was born in Point Lahache, La. and is a resident of New Orleans. Luther D. Harris, 61, joined the Union in the port of Mobile in 1956 sailing as a cook for the Ideal Ce­ ment Co.'s Gulf Marine Division from 1956 to 1972 and as a relief engineer for the Mobile Towing Co. from 1972 to 1978. Brother Harris is a World War II veteran of the U.S. Army. A native of Sylvarena, Miss., he is a resident of Eight Mile, Ala. James E. Buchanan, 67, joined i the Union in 1962 in the port of ' Norfolk and worked as a deckhand for the Capital Transportation Co. from 1956 to 1962 and as a cap­ tain for the Interstate Oil Co. from 1962 to 1975. Brother Buchanan was born in Virginia and is a resi­ dent of Mathews, Va. Austin W. Carter, 62, joined the SIU in 1942 in the port of Norfolk and sailed as an AB. Brother Carter sailed 32 years. He was born in Ala­ bama and is a resident of Mango, Fla. Arthur Lewin, 60, joined the Union in the port of New York in 1960 and sailed as a deckhand and bridgeman for the Pennsylvania Railroad's Pier H, Jersey City, N.J. from 1939 to 1978. Brother Lewin is a World War II veteran of the U.S. Navy. He was born in Brook­ lyn, N.Y. and is a resident there. Seafarer Wins at Coin Shows If you want to move up Here's a way to do it The Transportation Vnstltute's Towboat Operator Schol­ arship Program can be your ticket to the Wheelhouse. Here's what the program offers: • Special three-month curriculum offered only at the Harry Lundeberg School • Room, Board and Books Free • Tuition free • Weekly stipend of $125 • Time spent in on-the-job training is Coast Guard ap­ proved as the equivalent of Wheelhouse time • Day-for-day work time credit for HLS Entry Graduates Coin dealer F. M. Rose has cause for the wide smile. He's hefting the Lewis M. Reagan Trophy he won for the "best in show stopper exhibit" for his display "When Coins Got Around" at the 5th Miami Beach International Mid-Winter Coin Convention, Jan. 12-15. His exhibit featured trade dollar coins (one a 1576 United Netherlands lion daalder) used along the sea routes of Africa, the Red Sea, the Persian Gulf, India, the Pacific islands, and mainland China. On Jan. 4, Seafarer Rose came off the SS Guayama (P.R. Marine) in St. Peters­ burg, Fla. to also win first prize in foreign coins at the Florida United Numis­ matists Show the next day. The Transportation Institute Scholarships will be awarded In May. See your SIU Representative for application materials. March 1978 / LOG / 31 �Dimtcteps Rcpirt for GPHI liAes Netiu to Meaiben Ou S^'mg PtoteAtto When throwing In for work dur­ ing a joh call at any SlU Hiring Hall, memhers must produce the following: • membership certificate • registration card • clinic card • seaman's papers • valid, up-to-date passport In addition, when assigning a job the dispatcher will comply with the following Section 5, Sub­ section 7 of the SlU Shipping Rules: "Within each class of seniority rating in every Department, prior­ ity for entry rating jobs shall be given to aU seamen who possess Lifeboatman endorsement by the United States Coast Guard. The Seafarers Appeals Board may waive the preceding sentence when, in the sole judgment of the Board, undue hardship will result or extenuating circumstances war­ rant such waiver." Also, all entry rated members must show their last six months discharges. Further, the Seafarers Appeals Board has ruled that "C classifica­ tion seamen may onitly register and sail as entry ratings in only one department" FEB. 1-28 1978 *, Alpena Buffalo Cleveland Duluth Frankfort Chicago Algonac Totals ' TOTAL REGISTERED All Groups Class A Class B Class C 0 0 0 0 0 0 18 18 0 0 0 0 0 0 2 2 0 0 0 0 0 0 2 2 All Groups Class A Class B Class C DECK DEPARTMENT 2 3 0 0 0 0 0 1 2 1 0 1 4 3 8 9 ••REGISTERED ON BEACH All Groups Class A Class B Class C 0 0 0 0 1 0 0 1 0 1 0 0 0 1 38 40 0 0 0 0 0 0 3 3 0 0 0 0 0 0 2 2 0 0 0 0 0 0 0 0 0 0 1 0 1 0 30 32 0 0 0 0 0 0 6 6 1 0 0 0 0 0 2 3 STEWARD DEPARTMENT 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1 1 0 1 2 0 0 0 0 0 0 9 9 0 0 0 0 0 0 2 2 0 0 0 0 0 0 0 0 1 1 0 0 0 1 57 60 2 0 0 0 0 0 32 34 1 0 0 1 0 0 18 20 141 45 25 ENGINE DEPARTMENT Alpena Buffalo Cleveland Duluth Frankfort Chicago Algonac Totals 0 0 0 0 0 0 17 17 0 0 0 0 0 0 2 2 0 0 0 0 0 0 0 0 Alpena Buffalo Cleveland Duluth Frankfort Chicago Algonac Totals o 0 o 0 o 0 7 7 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 1 0 3 6 0 0 0 0 2 0 0 2 ENTRY DEPARTMENT Buffalo Cleveland Duluth Frankfort Chicago Algonac Totals 0 0 Q 0 Q 0 30 30 0 0 0 0 0 0 24 24 0 0 0 0 0 0 10 10 Totals All Departments 72 28 12 14 12 3 *"Total Registered" means the number of men who actually registered for shipping at the port last month ^•"Registered on the Beach" means the total number of men registered at the port at the end of last month. KNOW YOUR RIGHTS KNOW YOUR RIGHTS TRUST FUNDS. All trust funds of the SlU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and senior­ ity are protected exclusively by the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board by certified mail, return re­ ceipt requested. The proper address for this is: Frank Drozak, Chairman, Seafarers Appeals Board 275 - 20fh Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SlU contracts are avail­ able in all SlU halls. These contracts specify the wages and conditions under which you work and live aboard" your ship or boat. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGA­ TIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its con­ tents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. FINANCIAL REPORTS. The conslilulion of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommenda­ tions. Members of this committee may make dissenting reports, specific recommendations and separate findings. 32/ LOG / March 1978 TOTAL SHIPPED patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY —THE LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any oflicial capacity in the SIU unless an official Union receipt is given for same. Under no circum­ stances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to Union headquarters. EQUAL RIGHTS. All members are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with'the employers. Consequently, no member may be discrimi­ nated against because of race, creed, color, sex and na­ tional or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify Union headquarters. SEAFARERS POLITICAL ACTIVITY DONATION —SPAD. SPAD is a separate segregated fund. Its pro­ ceeds are used to further its objects and purposes includ­ ing, but not limited to, furthering the political, social and economic interests of maritime workers, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and boatmen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contribution may be solicited or received because of force, job discrimination, llnancial reprisal, or threat of such conduct, or as a con­ dition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Sup­ port SPAD to protect and further your economic, poli­ tical and social interests, and American trade union concepts. If at any time a member feels that any of the above rights have been violated, or that he has been denied his constitutional right of access to Union records or Infor­ mation, he should immediately notify SIU President Paul Hall at headquarters by certified mail, return receipt requested. The address is 675 - 4th Avenue, Brooklyn, N.Y. 11232. �\ Know Your Company \Allied TowingCorp.—From2 to 21Tugboats This story is the third in a regular feature on SW-contracted towing companies. The feature is designed to provide SlU Boatmen with more knowledge of their industry, and to give all SlU members a closer look at the job opportunities on the inland waterways. Allied Towing Corp. of Norfolk, Va. started 21 years ago with two wooden tugboats. With a tug, towboat, and barge fleet that now numbers twice the amount of years it's been in business, this SlU-contracted company has a lot to show for itself. It also has a lot to show for the towing industry. Twenty-one boats and 21 barges do not make Allied one of the biggest companies in the field. But its growth demonstrates what a towing com­ pany can do with improved technology and skilled manpower. It can move almost anything anywhere. And what that means is more business for the company and more jobs for SIU Boatmen, Allied was once limited to hauling cement mate­ rials and whatever other small jobs it could pick up in the Norfolk Harbor. It now makes regular runs up and down the Atlantic Coast, to the Gulf and the Caribbean, and on inland waterways. It now handles all kinds of cargo—liquid and dry bulk and just recently, LASH barges. Allied takes crude oil to power plants and re­ fineries and brings petroleum products back to distribution points, mostly between Norfolk and Baltimore. This includes regular deliveries of jet and diesel fuel to many Government operations on the Atlantic Coast. Also Carry Fertilizer Allied's barges also carry liquid and dry fer­ tilizer and specialized chemicals. Acids used to manufacture plastic eyeglass frames, for example, are picked up at a plant in Baton Rouge, La. and discharged at the Foster Grant factory in Norfolk. Both the pick-up and discharge points in this run are divisions of the Allied Chemical Company. But in spite of the similar name, Allied Towing is a totally separate operation. It does not manu­ facture any of the products it carries. Allied has also taken steel to Central and South America. It is now planning a coast-to-coast de­ livery of dry fertilizer to San Francisco where lumber will be picked up for the return trip to Norfolk. "We'll go anywhere the customer wants to go," Joe Smith, Allied's vice president in charge of operations said. Allied's fleet is now about equally divided between its coastwise, inland, and ocean- "We really back the Harry Lundeberg School," Jim Harrell, Allied's vice president in charge of personnel said. Allied requires all tankermen to train at the School and encourages all Boatmen to upgrade there. Two boats in Allied's growing fleet are shown at right: the coastwise tug Lark and the inland towboat Egret. going runs. But the company's future direction is definitely oceangoing, Jim Harrell, Allied's per­ sonnel director explained. That means bigger boats and bigger barges. The boats now range from 600 hp. towboats to 3,200 hp. tugs. But the Sea Hawk, a new ocean­ going tug due out of the shipyard in mid-April, will surpass that. She will have 4,200 hp., enough to make the upcoming trip from Norfolk to San Francisco and back in 45-60 days. Allied built up its fleet in the past mostly by repowering and remodeling old boats, such as the Lark, the Egret, and the Firebird. But the com­ pany has recently placed several new shipyard orders, such as the Petrel, which came out in Oc­ tober, and the Falcon, which is still under con­ struction. The bird names of Allied's fleet go back to the original two wooden tugboats that the company started with, the first Falcon and the Raven. These are no longer in operation, but Allied has pre­ served part of its history by continuing to name all of its boats in this way. The Petrel, for example, carries the name of a sea-going bird that flies so The crew of the tug Lark are (I. to r.): Engineer Ronald Taylor; Capt. Elwood "Yogi" White; Mate Robert "Porky" Morse, and Chief Cook Harold Sattlethight. close to the surface of the water that it seems to walk on the waves. The only exception is the tug Tester, which is actually used to test new kinds of engine parts. Allied also has an ongoing shipyard order for a new barge every year. Like its boats, the newest barges are generally the biggest and are now up to 100,000 barrels capacity. They can accommodate several different types of cargoes at once within separate tanks. This gives Allied greater flexibility in contracting new jobs. Strong HLS Backer But it also requires trained tankermen to safely handle the hazardous materials that make up a large part of Allied's business. For this reason. Allied hires only tankermen who have graduated from the Harry Lundeberg School in Piney Point, Md. Personnel Director Harrell, a former SIU tug­ boat captain for Allied, explained that this policy has greatly reduced the company's accident rate. "The Lundeberg School trains the men better than we can," Harrell said. "It would take us six to eight months to give tankermen the kind of safety training they get in a few weeks at the School." Allied is top to bottom SIU and many Boatmen there have also attended the School to prepare for the licenses they now hold in the wheelhouse and engine departments. "Allied really backs the School," Harrell said. "Because of it we're now getting a steady supply of more professional seamen. It gives the Boatmen a real career and good money and it brings Allied nothing but good results, too." The crew of the Firebird, which will soon be pushing LASH barges, are (I. to r.): AB Vernie Cossett; Capt. Lawrence Lyons; Engineer Larry DeStefano, and OS Danny Watson, who graduated from the Lundeberg School in April, 1977. March 1978 / LOG / 33 �Raymond E. Brian, 41, died on Dec. 16, 1977. Brother Brian joined the SIU in the port of San Fran­ cisco in 1968 and sailed as a firemanwatertender and a third assistant engi­ neer for District 2, MEBA in 1970. He sailed 15 years and was a graduate of the Andrew Furuseth Training School, Brooklyn, N.Y. In 1970 Seafarer Brian also attended the HLS. He was a veteran of the U.S. Navy. A na­ tive of Rochester, N.Y-., he was a resi­ dent of San Francisco. Surviving are his widow, Maudie; a son, Paul, and a daughter, April. Joseph F. Fiesel, 53, was lost over­ board off the SS Del­ ta Mar (Delta Line) on Dec. 8, 1977. Brother Fiesel joined the SIU in 1947 in 1 the port of Galveston * and sailed as a bos­ un. He was also a bookkeeper. Born in Lima, Peru, he was a naturalized U.S. citizen and a resident of Sao Paulo, Brazil. Surviving are his widow, Olga; three sons, John, Joseph, and Marino; a brother, William of Berkeley, Calif.; two daughters, Yvonne and Frezia, and a sister, Angelina of Baltimore, Sabato Carbone, Jr., 40, died of a head injury in the Puerto Rico Mem­ orial Hospital, Santurce, P.R. on Nov. 12, 1977. Brother Carbone joined the SIU in the port of San Juan in 1969 sailing as an OS. He attended the HLS in Piney Point, Md. in 1975. Seafarer Carbone was also a turbine, boiler operator. A native of Ponce, P.R., he was a resident there. Burial was in Puerto Rico. Surviving are two sons, Sabato and Francisco; a daughter, Janet of Rio Piedras, P.R., and his parents, Mr. and Mrs. Sabato and Fermina Carbonell, Sr. of Ponce. Curtis G. Decker, 48, died of a hem­ orrhage in Riverview (N.J.) Hospital on Jan. 21. Brother Decker joined the SIU in the port of Boston in 1954 and sailed as a bosun. He sailed 18 years. And he was on both the Puerto Rico Marine and Sea-Land shoregangs, Port Elizabeth, N.J. Sea­ farer Decker upgraded to quartermas­ ter at the HLS in 1974. He was a veteran of the U.S. Army. Born in Cresskill, N.J., he was a resident of Red Bank, N.J. Surviving are his widow, Anne, and his mother, Nora of Cresskill. Jesse Beaiiion, Jr. drowned off the ST Overseas Juneau (Maritime Over­ seas) on Jan. 5 off Pennington, Nigeria. Brother Beamon joined the SIU in the port of Seattle in 1976 sailing as a wiper. He was a resident of Seattle. 34/ LOG / March 1978 Pensioner James W. De Mouy, 64, died of emphysema f , on Feb. 16. Brother ^ De Mouy joined the SIU in 1938 in the port of Mobile and sailed as a chief elec­ trician, QMED, and second assistant engineer. He sailed 41 years. A native of Mobile, he was a resident there. Surviving are his widow. Aline, and a son, James of Mobile. Ralph W. DuffeU, 72, died of a lung embolism in Wuesthoff Memorial Hos­ pital, Rockledge, Fla. on Jan. 10. Brother Duffel 1 join­ ed the SIU in the port of New York in 1958 and sailed as a chief electrician. He sailed since 1940 and on the Is­ thmian Line. Seafarer Duffell gradu­ ated from the Andrew Furuseth Train­ ing School, Brooklyn, N.Y. in 1958. And he was on the picket line in the 1965 District Council 37 beef and the 1962 Robin Line strike. Born in Lynch­ burg, Va., he was a resident of Mel­ bourne, Fla. Cremation took place in the Platinum Coast Consolidated Cre­ matory, Brevard County, Fla. Surviv­ ing are his widow, Edith, and a daugh­ ter, Mrs. Audrey Rangel of Melbourne. Pensioner Charles ' H. Ellzey, 87, died of a heart attack in the . New Orleans USPIIS Hospital on Dec. 24, 1977. Brother Ellzey " joined the SIU in 1943 in the port of New Orleans and sailed as a chief steward. He sailed 21 years. Seafarer Ellzey also sailed as a cook for the U.S. Army Transportation Corps in World War TI. A native of Georgetown, La., he was a resident of New Orleans. Interment was in Lake Lawn Park Cemetery, New Orleans. Surviving are his widow, Mary, and a son, Charles of Metairie, La. Pensioner Samuel G. White, 65, passed away on Feb. 9. Brother White joined the SIU in 1945 in the port of New York and sailed as a chief cook. He sailed 33 years and was on the picket line in the 1961 N.Y. Harbor beef. Seafarer White received a 1960 Union Personal Safety Award for being aboard an accident-free .ship, the SS Steel Architect. Born in South Caro­ lina, he was a resident of New York City. Surviving are three nieces. Alma Taylor, Adele Taylor, and Mrs. Betty Boiling, all of New York City. Roy F. Pierce, 57, died of natural causes in the Staten Island (N.Y.) USPHS Hos­ pital on Jan. 21. Brother Pierce joined the SIU in 1945 in the port of HHk mti New York and sailed as a chief electrician and QMED. He sailed 36 years. Seafarer Pierce up­ graded at the HLS in Piney Point in 1974. Born in Canada, he was a resiTdent of New York City. Cremation took place in the Garden State Crema­ tory, North Bergen, N.J. Surviving are his mother, Alice of Brantford, On­ tario, Canada. Pensioner Luther C. Mason, 69, died ^ of lung cancer in the ; New Orleans USPHS Hospital on Dec. 8, 1977. Brother Ma­ son joined the SIU in ^ 1949 in the port of %I New Orleans sailing as a fireman-watertender and junior en­ gineer. He sailed 26 years. Seafarer Mason was a. World War II veteran of the U.S. Air Force Transport Com­ mand. Born in Mississippi, he was a resident of New Orleans. Burial was in Menden Hall Cemetery, Simpson County, Miss. Surviving is his widow, Janie. Pensioner John M. Tujague, Jr., 72, died of cancer in Howard Memorial Hospital, Biloxi, Miss, on Jan. 16. Brother Tujague joined the SIU in the port of New Orleans in 1958 and sailed as an AB for the Delta Line. He sailed 21 years and was a deck delegate. A native of Biloxi, he was a resident there. Burial was in the Biloxi Cemetery. Sur­ viving are his widow, Virginia, and a son, John of Decatur, Ga. Pensioner David ; A. Wright, 57, died m ^ ^ heart attack in the New Orleans USPHS Hospital on Jan. 21. Brother Wright joined the SIU in 1944 in the port of Mobile sail­ ing as a fireman-watertender. He sailed 29 years. A native of Heflin, Ala., he was a resident of New Orleans. Inter­ ment was in St. Vincent de Paul Ceme­ tery, New Orleans. Surviving are his widow, Julia, and a sister. Flora of At­ lanta, Ga. Pensioner Enrique R. Rosado, 57, died of heart failure on Jan. 5. Brother Ro­ sado joined the SIU in 1947 in the port of New York and sailed as a chief steward, I: • He sailed 36 years. Seafarer Rosado walked the picket line in the 1961 Greater N.Y. Harbor strike. Born in Puerto Rico, he was a resident of Dorado, P.R. Surviving are his wid­ ow, Aida; a daughter, Madeline of Dorado, and his mother, Anastacia of New-York City and Puerto Rico. Jessie Nobles, Jr., 24, died in an acci­ dent on Feb. 8. Brother Nobles join­ ed the SIU following his graduation from the HLS, Piney Point, Md. in 1971. He sailed as a wiper. A native of New Orleans, he was a resi­ dent there. Surviving are a son. Earl; his parents, Mr. and Mrs. Jessie and Mildead Nobles, Sr. of New Orleans, and two sisters, Mrs. Alice Howare of New Orleans and Regnette. Pensioner James W. McCranie, 64, died in Tampa General Hospital on Jan. 22. Brother McCranie joined the SIU in 1938 in the port of Tampa sail­ ing as a cook and FH steward. He sailed 29 years. Born in Georgia, he was a resident of Tampa. Burial was in Myrtle Hill Cemetery, Tampa. Surviv­ ing are his widow, Janell, and two sons, Robin and John of Tampa. Pensioner Frederico P. Magallanes, • 73, died of heart fail­ ure in the Aklan Provincial Hospital, Philippine Islands on :Dec. 2 1, 1 977. [Brother Magallanes _ joined the SIU in the port of New York in 1958 sailing in the steward department for 25 years. He was born in the Philippines and was a resident of Kalibo, Aklan, P.I. Burial was in Kalibo Memorial Park Ceme­ tery. Surviving are a son, Ronald, and a sister, Mrs. Luciano P. M. Gonzales of Kalibo. Ernest S. Walker, Jr., 56, died on Feb. 13. Brother Walker joined the SIU in the port of New York in 1967 and sailed as a chief cook. He sailed [36 years. Seafarer I Walker was a World War II veteran of the U.S. Navy. A na­ tive of Columbus, Ohio, he was a resi­ dent of Philadelphia. Surviving are his widow, Evelyn, and his mother-in-law, Mrs. Bessie Ashe. Pensioner Harold J. McDonnell, 69, died on Feb. 13. Brother McDonnell joined the Union in the port of Duluth in 1946 and sailed as a fireman-watertender. He was born in Atkin, Minn, and was a resident of Duluth. Seafarer McDonnell was also an auto service manager. Surviving is his wid­ ow, Aileen. Felix Miller, 59, died in February 1978. Brother Miller joined the Union in the port of Houston in 1972 sailing as a deckhand for the Slade and Southern Towing Co., Fort Arthur from 1968 to 1975. He was born in Arnandville, La. and was a resi­ dent of Bridge City, Tex. Surviving are a son, John, and a brother, Joseph of Bridge City. Pensioner Jacob J. Sheber, 65, died of heart failure in War Memorial Hospital, Sault Ste. Marie, Mich, on Jan. 9. Brother Sheber joined the Union in the port of Detroit in 1961 sailing as a cook for the Wawatam Steamship Co. He sailed 39 years. Born in St. Ignace, Mich., he was a resident of Sault Ste. Mane. Burial was in Lake­ side Cemetery, St. Ignace. Surviving arc his widow, Isabel; a son, Jacob, and three daughters. Bertha, Isabel, and Aimee. I SAB Rules on 'C | I Classified Men | In November the Seafarers Appeals Board ruled that effective Jan. 3, 1978, classification seamen may only reg­ ister and sail as entry ratings in only one department." The Board took the action to insure that the Union will he able to maintain sufficent manpower for each shipboard department. The ruling will also enable these seamen to get sufficient seatime in one department for the purpose of upgrading to a higher rating in that depai^ment. �<• Study Finds Individual Tax Rate Higher Than Oil Multinationals If someone told you that you had paid a higher percentage of your in­ come in taxes in 1976 than a huge, multinational corporation like Mobil or Exxon, would you think they were crazy? Maybe. But, according to the sixth annual corporate tax study conducted by Rep. Charles A. Vanik (D-Ohio), "the average effective U.S. tax rate on worldwide income of corporations was approximately 13.04 percent." "In order to qualify for a tax rate this low," the Congressman went on, Personals Bill Blumen Your wife, Frances, asks that you contact her at 1618 Elmtur St., Balti­ more, Md. 21226. Tel. (301) 3542294. "an average family of four could only have earned $20,500." However, the corporations that were studied earned a lot more than $20,500. They earned a total of more than $38.7 billion. Though the U.S. corporate tax rate is supposed to be 48 percent, few com­ panies even come close to that figure. 17 Didn't Pay In 1976, 17 companies didn't pay any taxes at all. Forty-one others paid 10 percent of their income, or less, to the U.S. Treasury. Among the corpora­ tions getting away with minimal tax payments are several oil multinationals. These include Exxon, Gulf, Texaco, Mobil, Standard Oil (Ohio), Occi­ dental Petroleum, and Marathon Oil. Oil and gas companies, despite huge profits, "continue to be able to reduce their Federal income taxes drastically," the study said. Corporations have several ways of legally avoiding paying U.S. income taxes. Many of these corporate tax pro­ visions originated in the hope that a reduced tax burden would prod cor­ porations to create new jobs. But Rep. Vanik said the provisions, ". . . often outgrow their intentions and turn into plain subsidies from the Federal Gov­ ernment." One example is a corporate tax pro­ vision called a "foreign tax credit" which allows corporations with opera­ tions abroad to deduct the amount of taxes paid to a foreign government from their U.S. tax receipts. Most foreign countries charge U.S.-based multina­ tionals less than they'd have to pay at home. The result, then, is that more and more companies move their opera­ tions overseas. The U.S. loses out on tax revenues and American workers lose their jobs. More in Foreign Taxes In 1976, the companies included in Rep. Vanik's study paid about $17.9 billion in foreign taxes and only $13.9 billion to the U.S. Government. But the taxes individuals pay have increased. "Individuals contributed more than three times as much to Fed­ eral budget receipts as American cor­ porations did in 1976." Congressman Vanik, a member of the House Ways and Means Commit­ tee which oversees Federal tax legisla­ tion, acknowledged that it is very dif­ ficult, "if not impossible", to rescind corporate tax breaks once they become part of the tax code. But he stressed the importance of working for tax reforms that would alter the present system, ". . . to assure justice, cniciciicy and simplicity for all taxpayers." In the meantime, it looks like Amer­ ican workers will have to continue to foot the bill for the gas and oil giants —the same companies that deprive American ships of cargo and American crews of employment. George Filomio Mr. and Mrs. Michael Magaldi ask that you contact them as soon as pos­ sible at 657 E. 219th St., Bronx, N. Y. 10467. Russell Doyle Haynes Your grandfather, Milton, asks that you call him collect at (713) 828-3376 or write him at P. O. Box 147, New Baden, Tex. 77870 as soon as possible. He says it's important. All Shawn Khan Wilson Ramos would like you to contact lilni at I.B.M. Corp., 153 E. 53rd St., New York, N. Y. 10022. Charles MacDonald and Emett Thompson William Doran asks that you contact him at 360 Hyde St., San Francisco, Calif. 94109. John B. Lundhorg Please call the Editor of the Log col­ lect at (212) 499-6600, Ext. 242. Eftimios Papas I. J. Gorgas asks that you contact him at P. O. Box 937, Mandeville, La. 70448. Sverre Paulsen Linda Mack asks that you contact her at 301 Fort Lane, Portsmouth, 23704. Sheffield Nurkett Your son, Hulbert, wants you to get in touch with him at 325 Mechanic St., Orange, N. J. 07050. Tel. (201) 6760487. He says it's very important. William H. West Please call the Seafarers Welfare Plan, Claims Dept. as soon as possible, concerning your benefit. Tel. (212) 499-6600, Ext. 308. ... Accept the challenge! The new-American LNG tankers ... they're the best. That's why they're manned by the SIU. We're the best — the best trained seafarers in the world. Accept the challenge of being the best. Train now to serve aboard the finest safest shipsbuilt. A new LNG course begins every month at the Harry Lundeberg School. Sign up today! Write or Gall; Harry Lundeberg School Vocational Education Department Piney Point, Maryland 20674 Phone: (301) 994-0010 Rafael Alphonso Sepulveda Your daughter, Rosemary, asks that you contact her at 30 Wykoff Ave., Brooklyn, N. Y. 11237. Tel. (212) 381-2286. You're one of the best... Accept the challenge! March 1978/ LOG / 35 �mntunmiuiiiiiiiuuiiiiiiiiiiiiiiiiiii iiiiuiiiuuiiiiiiiuuiuiiiiiiiiiniuiiiiJiiiuiiiii^ Sunken Treasure Lies 240-Feet Below on them. They can use salvage techniques and sci­ entific devices unknown to searchers in the past. So when diving for sunken ships, especially those which sank in very dangerous areas, treasure seekers will now have a greater possibility of success. In Dangerous Waters Instead of traveling across continents to search for the fortunes of the world, you can just dive 240 feet below the ocean. It used to be that hunting for sunken treasures was considered a potluck adventure or an out­ landish hobby. But it can be much more than that. You can become wealthy if you accurately calcu­ late just where these sunken treasures are located. It is definitely not an easy venture though. It requires a lot of courage, not to mention some money. Maybe this explains why so many gems, art pieces, and other valuables are still lying some­ where beneath the ocean. Nobody knows exactly how many ships have been capsized by storms, scuttled, or wrecked on reefs or rocks. But it has been estimated that ap­ proximately 50,000 ships have met this fate. And although over $400 million worth of sunken treas­ ures have already been found, there are still mil­ lions more that have yet to be recovered. Why is so much left? Partly because people are afraid. And rightly so, since dangers await theiri in these waters. However, thanks to twentieth century technology, treasure-seekers now have more of an advantage than those preceding That's important when you are in search of the Duq de Florencia, the General Grant, and the Andrea Doria because these ships all lie in dan­ gerous waters. The Duq de Florencia, a ship of the Spanish Armada, is said to have sunk in Tobermory Bay, off the Argyllshire coast of Scotland, with a cargo worth around $55,000,000. This is one of the most sought after ships. Yet because she is so em­ bedded in the bottom of the sea, very little of her cargo has been brought to the surface. Then there is the General Grant, an American clipper which sunk while on a trip from Australia to London in May, 1866. The 1,103-ton vessel was storm-lashed and driven into a cave in the Auckland Islands, nearly 300 miles from New Zealand. She was carrying a cargo of $1,800,000 in gold bullion. Although many have searched for the General Grant in the past 100 years, none have been suc­ cessful in their attempts to recover the ship's trea­ sures. Some have even been killed trying. Even more adventurous is the Andrea Doria. She now lies in the Atlantic Ocean since sinking 21 years ago. The Doria, and the riches cached in her shattered hull, are an irresistible attraction for some of the world's most venturesome undersea explorers. Bettmann Archives The shipwreck of two frigates on the Island of Manicola. The treasures consist of a priceless museum of modern art; a $205,000 silver plaque on a bulk­ head in the main salon that is eight feet long, four feet wide and almost four inches thick; a total of $250,000 dollars in American and Italian cur­ rency left by the passengers; another $866,000 in the ship's safe and safe deposit boxes; 12,000 cases of Italian vermouth, and five tons of provolone cheese! Another interesting item aboard is a Chrysler $100,000 'ideal' car, a dream vehicle which was hand-made in Italy to the most futuristic speci­ fications of the time. If you are willing to risk diving 240 feet below the surface at the ship's site, which is located 200 miles northeast of New York, then you can be Many times it is a storm at sea that causes a shipwreck and the loss of many valuables 36 / LOG / March 1978 Bettmann Archives �iiiuiimiiuiiiiiiiiiiiiiiiiiii the Ocean Floor; $400-Afi//ion Found luxury liner Andrea Dor/a started to list badly just a few minutes before she sunk. She had collided with the Swedish line's Stockholm off Nantucket, Mass. with many valuable items aboard. rewarded with all of these treasures. However, this difficult and dangerous project has already killed one hunter and seriously injured many others. Despite this, there are some daredevils that are willing to go down in quest of the treasures of the Andrea Doria. Successful Divers I % Positively speaking, some divers have been suc­ cessful in locating and recovering treasures from the many sunken ships. Namely, in 1971 London's Rex Cowan, 46, found the 700-ton, 150-foot long Dutch East India Co.'s Hollandia. She sank in 1749. He has already recovered more than 15,000 coins and artifacts from the ship. These have been sold for more than $150,000. And then there was a Florida group called Real 8 that discovered a Spanish fleet shipwrecked in 1715 with an $8 million cargo of gold and silver aboard. However, sometimes the treasure-seekers face legal dilemmas over the real ownership of the re­ covered property. Paul Zinka thought he had the pot of gold when he and a dozen associates dis­ covered bullion from a sunken Spanish galleon off the south Texas coast in 1967. Indeed, the bullion and artifacts were valued at nearly $300,000. But finding the sunken treasures proved the easiest part of the task. After the sal­ vage opeialiuns were completed, the Texas gov­ ernment claimed ownership of the property. A state court ordered the group to turn over to the sfStc all the artifacts. Ever since then the group has been fighting the case. Another similar case happened when Tom Gurr recovered an estimated $50,000 to $100,000 in sunken treasures from the Spanish galleon, San Jose. He had to relinquish it to the Florida au­ thorities. Gurr found the artifacts, pottery and jewelry in a 15-foot deep canal near the Florida Keys, about 75 miles south of Miami. However, according to Florida authorities, divers must ob­ tain a lease noting that the state will get at least 25 percent of any treasures found. Then the diver can keep the rest. Whether this is fair or not is being challenged by Gurr. There are a lot of technicalities that might dis­ courage a treasure seeker. But the lure of the treasure hunt is not just the money that can be made. It is the fascination of the search, the dreams, the adventure, and the romance. ^ Bettmann .\rchives The American clipper, General Grant, sank on May 14, 1866 in the Auckland islands with a huge cargo or tui ,800,000 in gold bullion. March 1978 / LOG / 37 �> I' Miguel Alicea Seafarer Miguel Alicea, 27, gradu­ ated from the Harry Lundeberg School Trainee Program in July, 1975. He re­ turned to the School I for his FOWT enI dorsement in Octo­ ber, 1977. He has also completed HLS courses in firefight­ ing, lifeboat, and cardio-pulmonary re­ suscitation. Brother Alicea was born in Puerto Rico and now lives in Yonkers, N. Y. and ships out of the port of New York. Houston Committee Norman MacBean James Jones Seafarer James Jones, 24, gradu­ ated from the HLS Trainee Program in 1973. He received his A B ticket at the School in 1976. He also has his fire\ fighting, lifeboat, and cardio-pulmonary-resuscitation tickets. He was born in New York and lives and ships out of that port. Kirk Piper Seafarer Kirk Piper, 23, gradu­ ated the HLS Trainee Program in June, 1976. He got his AB ticket at the School in Septem­ ber, 1977. He also ^ J has his firefighting, lifeboat, and cardio-pulmonary-resuscitation tickets. He was born in Seattle and lives there. He ships out of that port and New York. Kenneth Couture Seafarer Kenneth Couture, 22, gradu­ ated from the Limdeberg School Trainee Program in 1974. He received \hisFOWT endorse\ment there in Feb­ ruary, 1978. He I also has his firefighting, lifeboat, and cardio-pulmonary-resuscitation tickets. He was born in Seattle and lives and ships out of that port. Jesse Hall Seafarer Jesse Hall, 24, graduated from the HLS Trainee Program in November, 1974. He received his FOWT endorse­ ment at the School in 1976. He has his firefighting, life­ boat, and cardio-pulmonary-resuscitation tickets. He was born in Bethesda, Md., lives in Ohiopyle, Pa., and ships out of New York. Seafarer Norman MacBean, 24, grad­ uated from the Lundeberg School Trainee Program in April, 1974. He got his AB ticket at the School in July, 1977. He also has \ his firefighting, life­ boat, and cardio-pulmonary-resuscitation tickets. He was born in Pittsburgh, lives in Portland, Ore., and ships out of all ports. George Mazzola Seafarer George Mazzola, 24, grad­ uated from the HLS Trainee Program in 1972. He returned to the School for his FOWT endorse­ ment in February, 1974. He has his firefighting, life­ boat, and cardio-pulmonary-resuscitation tickets. He was born in Washing­ ton, D.C. and resides there. He ships out of Baltimore. Jose Perez Seafarer Jose Perez, 38, started sailing with the SlU as a wiper in 1969. He went to the Lundeberg School and received his FOWT endorse­ ment there in Octo­ ber, 1977. He also has his firefighting, lifeboat,and cardiopulmonary-resuscitation tickets. He was born in Puerto Rico and lives and ships out of New York. N.Y. Patrolman Ted Babkowski (seated right) goes over Union business with a crewmember (seated left) of the SS Houston (Sea-Land) at a payoff on Feb, 24 in Port Elizabeth, N. J. Standing (I. to r.) are the Ship's Committee of: Steward Delegate W. R. Smith; Chief Steward John Nash, secretary-reporter; Recertified Bosun Anthony Caldeira, ship's chairman, and Engine Delegate Howard J. Kling. HURRY! The TI Scholarships for Towboat Operator will be awarded in May. Apply Now See Your SIU Representative for details and applications. Sea-Land Calloway Committee „s. . .»• Timothy Bums Seafarer T imothy Burns, 24, gradu­ ated the Lundeberg School T rainee Pro­ gram in November, 1973. He got his AB endorsement at the School in De­ cember, 1977. He also has his fire­ fighting, lifeboat, an4. cardio-pulmonary-resuscitation tickets. He was born in Seattle and resides there. He ships out of all ports. Recertified Bosun George Burke, ship's chairman (far right), leads the Ship's Committee of the containership SSSea-LandGalloway of(l.to r.):Steward Dele­ gate J. Gleaton holding a copy of the Log; Engine Delegate John D. Linton, and Chief Steward A. Seda, secretary-reporter. The ship paid off in Port Elizabeth, N.J. recently. 38 / LOG / March 1978 �HLS UPGRADING CIA^SS SCHEDULE 1978 Below is complete list of att upgrading courses, and their starting dates, that are available for SIV members in 1978. These include courses for deep sea,Great Lakes and inland waters. SIV members should be aware that certain LNG courses may be added or dropped from the schedule as the need arises. However, the Log will try to keep you abreast of these changes. For further information regarding the courses offered at the Lundeberg School, members FOWT May 29 October 2 May 11 July 10 August 31 October 16 November 23 Pumproom, Maintenance & Operation October 9 Marine Electrical Maintenance April 10 Maintenance of Shipboard Refrigeration Systems June 2 i^s$el Engineer July 31 Welding March 20 Aprils April 17 May 1 May 13 May 29 June 12 June 26 July 10 July 24 August? August 21 September 4 September 18 October 2 October 16 October 30 November 13 November 27 December 11 December 22 Able Seaman Mayl June 12 July 10 August 17 September 18 November 13 Quartermaster April 3 October 16 or call the School at (301) 994-0010 1 Aprils Mayl May 29 June 26 Jidy 24 August 21 September 18 October 16 November 13 December 11 QMED should contact their local SIV repre^entative, or write to the Lundeberg School Vocational Edu­ cation Department, Piney Point, Md. 20674. Towboat Operator Scholarship Program j^y 29 I'owboat Operator Western Rivers August 7 Towboat Operator Inland & Oceans August 28 Mate & Master September 25 POot May 15 Chief Steward (maximum 1 student per class) April 3 May 1 May 29 June 26 July 24 August 21 September 18 October 16 November 13 December 11 Chief Cook and Cook & Baker (maximum 2 students for Chief Cook and 2 students for Cook & Baker for each class scheduled) April 3 April 17 May 1 May 13 May 29 June 12 June 26 July 10 July 24 August 7 August 21 September 4 September 18 October 2 October 16 October 30 November 13 November 27 December 11 December 22 :J7 f. Assistant Cook ^n Lifeboat and Tankerman Special Programs to be Set Up Upon Request Aprill3 April 27 May 11 May 25 June 8 June 22 July 6 July 20 August 3 August 17 August 31 September 14 September 28 October 12 October 26 November 9 November 24 December 7 December 21 March 1978 / LOG / 39 �0 t)tficijl Publicdiiiiii Iif ihc Srdfjrcri Inlmidliondl Union • Alldnlit, Gulf, Ldkcsdncl Inldnd Wdtcrs Diilrici • AFL CIO JJgV" 1 MARCH 1978 Flagstaffs and other obstructing objects that can be removed should be removed from fantail of vessel in interest of safety during a helicopter rescue. Helicopter Rescues Can Be Hazardous Business Helicopter rescue at sea of sick or injured sailors is a fairly common oc­ currence on deep sea vessels and sea­ going tug-barge units. It also happens to be one of the trickiest and potentially hazardous maneuvers that can take place aboard underway vessels. Even on perfectly calm days, a heli­ copter rescue operation poses numer­ ous dangers to all involved. This in­ cludes the injured seaman, the assisting crewmembers, and the crew of the heli­ copter itself. High winds, choppy seas, rain and darkness earry their own special dang­ ers to the people involved. Presently, the Coast Guard has two types of helicopters in its airborne res­ cue fleet. However, the only significant difference between the two is their flight range. The Coast Guard's single turbine amphibious craft has a 150-mile range, while their double turbine helicopter has a 300-mile range. The Coast Guard maintains that the key to a successful at-sea rescue is plan­ ning and coordination. The difference between life and death ean very well depend on everyone concerned know­ ing the proper procedures. According to the Coast Guard, the crew's first responsibility in preparing for a helicopter rescue is to clear an open area on deck. On most merchant vessels, the safest place to conduct an airlift is from the fantail. The Coast Guard suggests the fol­ lowing safety hints in preparing the fantail for the maneuver: • If an awning covers the fantail, it should be removed and tied down securely along with any other items that may be blown about orT3lown over­ board by the craft's rotor downwash. • Booms extending aft should be raised as vertically as possible along­ side the king posts. • Aft flagstaffs should be taken down and antenna wires or cables ex­ tending to the stem removed if pos­ Above photo shows actual rescue of SIU member taken sick aboard the SS sible. .Baltimore late last year. Photo was taken by Seafarer Manuel Holguin. Coast Guard helicopters need a min­ During flight, a helicopter builds up the hoist causing serious injury to the imum clearance of 50 feet in all direc­ a static electricity charge which is trans­ man's fingers. tions from the craft. If the rotor blades Also, the patient's medical record hit any obstruction, it could mean mitted to the hoist. Crewmembers should not touch the hoist until it has and important papers should be placed loss of life to anyone in the area. first touched the deck. Anyone touching in an envelope and transferred along Carries Static Shock it before this is in danger of receiving with him in the stretcher. Deck personnel should be extremely a powerful shock. Night Rescwes careful in handling the metal hoist or Another situation that must be han­ stretcher lowered from the aircraft. dled with extreme care is when the sick The Coast Guard explains that if an or injured seaman cannot be carried on airlift must take place at night, certain deck without the use of the helicopter's lighting precautions should be taken. stretcher. To help the pilot locate the ship, the In cases like this, crewmembers vessel's search lights should be directed should not move the stretcher without straight up. As the craft approaches, first unhooking the hoist cable. The the lights should not be shined onto the Coast Guard warns that if the cable helicopter. This could temporarily must be removed, crewmembers should blind or disorient the pilot. not hook the cable to any part of the Instead, the search lights should be ship. In most cases, the pilot will re­ turned off. If the ship has boom lights, trieve the cable and then pull away they should be trained on the deck area from the ship until the patient is where the lift will be made. Any ob­ brought topside in the stretcher. structing objects in the area should also In preparing the patient for the lift, be well lit for added safety. crewmembers should strap the injured Each at-sea airlift is different. And man in the stretcher face up with a life each lift presents its own special dang­ jacket on if his condition permits. In ers. Time is a crucial factor. Knowing addition, the patient should be in­ what to expect, how to prepare, and structed not to grip the side of the bas­ simply what to do when the helicopter Helicopters build up a static electric charge during flight, so seamen should ket. It could very easily bang the side arrives can save a lot of time. And, not touch metal rescue basket until basket has first touched the deck. of the vessel or the helicopter during maybe someone's life. m 4i>s � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource March 1978 Description An account of the resource HEADLINES CONGRESS OFFERING REMEDY TO ILLEGAL REBATE PLAGUE UNEXMPLOYMENT RATE FALLS TO 6.1%, THE LOWEST IN 3 YEARS SIU V.P. PAUL DROZAK IS DEAD AT 50 COVE COMMUNICATOR COMES TO NEW HAVEN AFL-CIO ASKS CARTER FOR $29.5B TO BOOST ECONOMY HALL SAYS LINER POLICY ‘STRANGLES’ SHIPPING HALL NAMED HEAD OF LABOR POLICY GROUP ON TRADE DROZAK: NEED U.S.-CANADA BILATERAL SHIPPING PACT SUP’S MORRIS WEISBERGER GOES INTO RETIREMENT U.S. SEEKS TO END RATE-CUTTING BY SOVIET FLEET ON THE AGENDA IN CONGRESS BILL IS OFFERED TO ALLOW STATE WITHHOLDING TAX INLAND VACATION PLAN HITS MILESTONE-1,000TH CHECK OK OF U.S. TUNA BOATS TO SWITCH TO FOREIGN FLAGS HIT MORE TRAINING, MORE SKILLS, MORE JOB SECURITY WE ALL HAVE A STAKE IN CARTER’S ’79 BUDGET 1ST IOT CONFAB HI-LITES UNION’S PROGRESS BETTER COMMUNICATION AND UNDERSTANDING KEYNOTE BOATMEN’S CONFERENCE DEAF WOMAN GAINS COURAGE WRITING OF THE SEA MAN-AMERICAN CLAUSE IN OCS BILL A MUST IS AMERICAN WORKER FACING EXTINCTION? MTD URGES QUICK ACTION TO GET LNG PROJECTS UNDER WAY WORLDWIDE TRAINING STANDARDS FOR SEAMEN TO BE SET TRANSPORT SAFETY UNIT URGES GLOBAL HAZARDOUS MATERIALS LIST OFFSHORE GROUP DISCUSSES EAST COAST ORGANIZING TEXAS CONVENTION TO PAUL DROZAK CG CUTS WORKING TIME FOR TOWBOAT OPERATOR LICENSE LNG ARIES PLUCLS 21 IN LIFEBOAT AT SEA OFF SUNK SHIP ALLIED TOWING CORP.-FROM 2 TO 21 TUGBOATS STUDY FINDS INDIVIDUAL TAX RATE HIGHER THAN OIL MULTINATIONALS SUNKEN TREASURE LIES 240 FEET BELOW ON THE OCEAN FLOOR; $400-MILLION FOUND HELLICOPTER RESCUES CAN BE HAZARDOUS BUSINESS Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 3/1/1978 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 40, No. 3 1978 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/ad5f9260a61e86450a995b8e639ba40c.PDF bec881cb5f58ab383bcd416da655756e PDF Text Text . -.TT X . 'l i • A Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-CIO r&'-r APRIL 1978 k f •4, ' • ' .1 . -i .1 fSee Page 13 NMU-SIU Statement rr "Progress Toward Unity ' 1 \ V ' ^ I V •• /y Acquired SI Uracted Tug Daring See P^e 30 • %1 V' e y\ See Special Supplement i 'h �Murphy: Congress Must Act Fast to Help U.S. Fleet With a bluntness uncommon to most politicians, Rep. John Murphy said that Congress must act with speed and imag­ ination to rescue the U.S. merchant ma­ rine from "the brink of ruin." He warned that if Congress remains complacent on issues involving Ameri­ can maritime "the U.S. international fleet will be either non-existent or na­ tionalized." Murphy, chairman of the U.S. House Merchant Marine and Fisheries Com­ mittee, made these remarks in an ad­ dress to last month's Executive Board meeting of the AFL-CIO Maritime Trades Department in Miami, Fla. Murphy said that the .solution to the maritime industry's problems is simply more cargo for American-flag vessels. He quoted some disturbing statistics which show that Americans paid $3.5 billion to foreign-flag operators in 1976 to carry U.S. imports and exports. The U.S.-flag fleet, however, carried only 4.8 percent of the nation's foreign com­ merce in 1976. The New York Congressman said that his goal for the U.S.-flag fleet is "to bring the merchant marine back to a point where it can carry 50 percent of our foreign trade." Several Measures Murphy then outlined several of the measures he is working on to help se­ cure more cargoes for U.S. ships. " Two of the bills Murphy talked about In other words, the FMC could force state owned fleets to raise their rates to minimum levels, enabling U.S. carriers to compete with them on a more equit­ able basis. Since 1972, when U.S. ports were opened to state-owned fleets, they have taken vast amounts of liner cargoes away from American-flag carriers by charging below-cost cut rates. Murphy said that he plans to intro­ duce his second bill, the "closed con­ ference" legislation, later this year. Murphy noted that at the present time all U.S. shipping conferences, which govern the U.S. trades, are wide SUP Calls Joint Conference are the "controlled carrier" bill and "closed conference" legislation. Murphy introduced the "controlled carrier" bill in Congress late last year. He said that the intent of the bill is the regulation of rate-cutting practices of state owned fleets (in particular the Soviet fleet), operating in the U.S. for­ eign trades. He said the bill would authorize the Federal Maritime Commission to sus­ pend controlled carrier rates on the basis of "justness and reasonableness." JTJ " ij,J). Psui Ha!B An Important Step Toward the Future How do you measure the strength of a union? One way is by its pension, welfare, and general funds. Another, even more important way, is by the job opportunities it has secured for its membership. The SIU is strong in both areas. Our funds are financially secure and more than ample to meet the needs of our members. And our job picture is the brightest in the industry. But the wealth of a union is not determined by the size of its treasury or by the number of jobs held by its members. I don't mean to discount the obvious importance of money and jobs. No union could exist without both. But what I want to stress here is that these are the results of our strength, not the reasons for it. The true measure of a union's strength is its constant determination to plan for the future. This is the reason for the SIU's proposed merger with the Marine Cooks and Stewards union, now being voted on by the memberships of both unions. I believe this merger will bring greater strength for both the SIU and the MCc^S and I'd like to explain why. The SIU has lived through a total change in the maritime industry. We've not only survived this change, we've prospered under it. Instead of buckling under to the problems of the industry, we've always searched for positive ways to deal with those problems. We saw that new ship technology restricted job opportunities. But we also recognized that it demanded advanced, specialized skills which opened up new jobs for merchant seamen. And we developed training programs to meet that demand. When we learned that being good sailors and good craftsmen wasn't 2 / LOG / April 1978 open. This allows foreign fleets not di­ rectly involved in the U.S. trades to carry U.S. imports and exports as thirdflag carriers. He said that the "closed conference" bill would allow only U.S.-flag carriers and carriers of our trading partners to participate in certain trades. This would automatically reserve more cargo for U.S. ships. Murphy said that the legislation he has planned for the coming year "is complex and controversial." But, he affirmed that "the American merchant marine is in a crisis situation that de­ mands real and not cosmetic solutions." The Sailors Union of the Pacif­ ic's newly elected President/Sec­ retary-Treasurer Paul Dempster invited all the Seafarers Interna­ tional Union of North America seafaring affiliates, to participate in a joint conference on Apr. 12 at the SUP headquarters in San Francisco. Speakers at the conference in­ cluded, among others: Paul Hall, president SIUNA; Paul Dempster, president SUP; Frank Drozak, executive vice president SIU, At­ lantic, Gulf, Lakes and Inland Waters District; Henry Disley, president Marine Firemen's Union; Ed Turner, president/sec­ retary-treasurer Marine Cooks and Stewards Union; Roy Mercer, president Marine Sea Transport Union, and Merle Adlum, presi­ dent Inland Boatmens Union of the Pacific. These representatives, as well as others in attendance, spoke on the problems of the industry, with particular emphasis on matters afkcting the West Coast. A report on the conference will be carried in a future edition of the Log. enough to keep up with changing times, we developed stronger unionizing efforts and more widespread techniques. We lost ships that were scrapped or sold and entire companies that folded under the pressure of increased foreign cprnpetition. But we organized new companies. Not only that, we got in­ volved in political action to,protect Aiqei;icqn .^hipping and encourage its growth. The SIU is in good shape now, but history has taught us that we can't afford to be satisfied with what we've achieved so far. We've achieved a great deal through training, organizing, and political action. These have been today's efforts to meet tomorrow's challenges. But what we've learned over the years is that tomorrow's challenges keep getting tougher. We knew this back in 1940 when the SIU's Atlantic and Gulf districts got together in the Union's first merger. We knew it in the 1972 merger with the Great Lakes District and in the 1976 merger with the Inland Boatmen's Union. What we gained in all three instances is what I believe lies ahead in the proposed merger with the MC&S: Combined and increased strength to meet tomorrow's challenges. I see this now more than ever as a union's best safeguard against future problems and its most effective way to capitalize on future promises. I stress promises as well as problems because I think both are part of the challenges facing the maritime industry. A lot has been said about the de­ cline of the U.S. merchant marine—all of it true. Numbers tell the whole .story. After World War II, there were 2,300 U.S.-flag merchant ships. Now there are about 500. But at the same time, there are a number of major developments in the industry that promise total maritime revitalizalion "for this country. These include offshore oil drilling, ocean mining of a vast reserve of deep sea minerals, and increased use of liquified natural gas and technologically ad­ vanced LNG vessels. The rapidly growing tug and barge industry is also reaching an enormou^ potential for growth. U.S. maritime labor will have to pool its resources on a national scale in order to meet the challenge of these developments. Right now we need a national maritime policy. We'll have to work closely together to get it and to make sure that it delivers these promises to American labor and the Amer­ ican economy. If the memberships agree to unite, then the merger of the SIU and the MC&S will be just one step toward the future. But it is an important step closer to the time when all maritime unions can use their combined strength to stem the decline of the U.S. merchant marine and take full advantage of the industry's dynamic new beginnings. �Drozak Hits Navy Budget Bid for Non-Combat Ships The U.S. Navy should stick to their warships and allow the private merchant fleet to handle all non-combatant naval support roles, according to Frank Dro­ zak, executive vice president of the SIU. Drozak was joined in his view by - spokesmen from the maritime industry. They made their views known in tes­ timony before subcommittee hearings of the House Armed Services Commit­ tee on Apr. 5. The hearings were held to study the Administration's proposed budget requests for the Navy for Fiscal Year 1979. From the SILTs and the private sec­ tor's point of view, there are two sore spots in the proposed Navy budget for 1979. First, is a request for $192 million to build a non-combat cable repair ship. The Navy says that the vessel is needed "for retrieval and repair of various underwater cables and associated acoustic or electronic, equipment." Second, is a request for funds to build several towed array vessels, which are roughly equivalent to offshore supply boats. A Navy spokesman said that the towed array vessels are needed to sup­ port some sort of Navy ocean research project. The Navy already operates a sizable fleet of non-combatant oilers as well as a fleet of 125 harbor tugboats. In the last 10 years, the Navy has spent $100 million in the construction of new tugs. of the SlU-manned Erna Elizabeth in 1972 in refueling Navy vessels at sea. The Erna Elizabeth and her crew re­ ceived high praise from top Navy of­ ficials for their efforts. Drozak concluded that "maximum use of the merchant marine" for noncombat support roles would create three important benefits for the Navy and the nation. He said it would: • "Relieve the Navy of a massive support vessel shipbuilding requirement and the Federal funds involved, with greater funding thus being available for U.S. combatant vessels." • "Allow a closer peacetime support role for the U.S. merchant marine, meaning we could do a better job, should a true emergency arise, in back­ ing up the Navy." • "The merchant marine could train and operate the crews for the ships, re­ lieving the Navy of a major manpower and training requirement." Brand, Crowley Testify From the management side, testi­ mony at the hearings was given by Herb Brand, president of the Transportation Institute (TI) in Washington, D.C., and Thomas Crowley, president of Crowley Maritime Corp. in San Francisco. TI is an educational and research organiza­ tion for the maritime industry. Herb Brand said that America's tradition has always been "to allow pri­ vate industry to do a job whenever it can, and that Government should only undertake those projects which private industry cannot perform." He said that the merchant fleet has served the nation well in several wars. Continued on Page 31 SIU Executive Vice President Frank Drozak tells House hearings that the private sector of the U.S. merchant marine should be allowed to handle all non-combat support roles for the Navy. vate fleet has "the only modern cablelayer (the CS Long Lines) under the U.S. flag." And he noted that the Long Lines has done extensive work for the Navy in laying thousands of miles of cable. Drozak added that allowing the pri­ vate sector to handle non-combat roles would free scarce shipbuilding funds Able and Ready for the construction of much needed In opposing the latest Navy request new warships. for funds to build non-combat vessels. Year , after ,year. Navy spokesmen Vice President Drozak stated that the complain about the lack of funds avail­ private merchatit miarine is both able able to build new warships. and anxious to build and man any sup­ Drozak pointed out that both Russia port vessels needed by the Navy. But and Great Britain use their merchant more importantly, said Drozak, the pri-^' ^ fleet's''^ffectively arid extensively as a vate fleet can perform these services at military auxiliary to naval operations. a significant savings to the U.S. Govern­ He said that when the U.S. private fleet ment. has been called oa to support naval In reference to the proposed cable maneuvers during peacetime, the results repair ship, he pointed out that the prihave been excellent. He noted the work : .1-. . ^ Herb Brand, right, president of the Transportation Institute, testifies at House of Representatives hearings on the Navy's budget for Fiscal Year 1979. Wait­ ing his turn to comment is Thomas Crowley, president of the SlU-contracted Crowley Maritime Corp. of San Francisco. Both men urged maximum use of the private merchant fleet as a military auxiliary to the Navy. Voting Begins on Merger of SIU, ACLIWD and MC&S Voting on the proposed merger of the SIU, AGLIW District and the Marine Cooks and Stewards Union began this month at all SIU and MC&S Union Halls. For the merger agreement to become effective, the respective memberships of both the SIU and the MC&S must okay the merger in separate secret referendums. Voting for SIU members began Apr. 17, 1978 and will continue through May 16, 1978. SIU members can pick up their ballots at the service counter in any SIU Hall. Voting for MC&S mem­ bers began Apr. 10 and will continue for 60 days. Copies of the proposed Merger Agreement between the two Unions have been made available to members at all SIU Halls so that they may inspect the Agreement before voting. Results of the election will be an­ nounced in June. Tlie Log will carry de­ tails concerning the vote in the June edition of the paper, Began 1 Year Ago The wheels of merger were first set in motion for the SIU and MC&S more than a year ago. In February 1977, the Executive Board of the AGLIW District offered a proposal of merger separately to each of the SIUNA's affiliated Pacific District Unions—the Marine Cooks and Stew­ ards, the Sailor's Union of the Pacific, and the Marine Firemen's Union. The executive officers of the three West Coast unions considered the pro­ posals separately. The MC&S officers accepted the proposal, while officers of the SUP and the MFU tabled the pro­ posal. The merger proposal between the MC&S and the SIU was then presented to the SIU membership at all March 1977 monthly membership meetings. .•4 The proposal was accepted unanimous­ ly. This gave the SIU Executive Board the authority to work out the mechanics of merger with the MC&S. The fate of the merger proposal of the two Unions now rests with the re­ spective memberships of both organiza­ tions. If the merger takes place, it will rep­ resent a giant step forward in the con­ solidation of some of the SIUNA's seagoing affiliates into one larger, stronger unfl. Such a move would pro­ vide stronger job security and wider job opportunities for all members of the SIU family. a** INDEX Legislative News Postal bill Page 5 SIU in Washington Page 9 Navy budget Page 3 Employment bill Page 4 Union News Voting on merger Page 3 President's Report Page 2 lOT conference Pages 10-12 Headquarters Notes Page 7 Brotherhood in Action ... Page 27 At Sea-Ashore Page 16 Great Lakes Picture Page 8 Inland Lines • - Page 6 SPAD honor roll Page 39 General News Bus shipments Page 5 Exxon accident Page 4 National unemployment ... Page 5 'Runaways' policy Page 5 Use of merchant marine ... Page 6 Speech by Murphy Page 2 Worst oil spill Page 15 Boycotts Pages 27, 30 Shipping LNG Capricorn ....' Tug Daring Ships' Digests Dispatchers' Reports: Great Lakes Page 34 Page 30 Page 25 Page 33 Inland Waters Deep Sea Page 35 Page 28 Training and Upgrading 'A' seniority upgrading ... Page 38 1,000th GED grad Page 13 Tankerman training .. .Back page HLS course dates Page 37 Membership News Meekinsclan Boatman gets license Former scholarship winner Deep sea engineer New Pensioners Final Departures Page 38 Page 4 Page 16 Page 36 Page 29 Page 32 Special Features Progress Toward Unity DOT Pages 17-24 Page 26 Articles of particular interest tc members in each area—deep sea, inland. Lakes—can be found on the following pages: ' . 'i' • • k 'k 1 Deep Sea: 5, 6, 16, 25, 28, 36, 38 Inland Waters: 4. 6, 10-12, 35, 38, Back Page Great Lakes:8,33 April 1978 / LOG / 3 ^ I �Boatman Jarvis, 25, Got Engineer's License Through HL5 In the days when Walter Jarvis' father was a tugboat captain, few career Boatmen were thought of as profes­ sionals. His father, the late Walter Jarvis Sr., was one, but he had to prove it through long years of skill and hard work in the wheelhouse. At 25 years of age, SIU Boatman Jarvis Jr. already has demonstrated his professional standing. He has eight years of tugboat work behind him, but he also has something else that gives him a firm foothold in his career—an inland license. It gives him the good pay and job security that many men in his father's generation could never count on even after years on the job. Jarvis is a licensed engineer with Allied Towing in Norfolk, Va. He started there as a deckhand when he was 17 and eventually switched to the engine room where he found his real interest. "The course helped a lot," he said. And it paid off for him in more ways than one. He passed the licensing exam for assistant engineer on the first try in September, 1976 and went back to work for Allied for considerably more money than he had been making INLAND before. He is now the youngest licensed engineer with Allied. Married and the father of one child, Jarvis really appre­ ciates the extra money. He is engineer on the 2,600 hp. tug Tester which makes regular runs haul­ ing oil from Yorktown, Va. up to a Full Employment Bill Passes House Went to HLS Jarvis heard about the Diesel Engi­ neer Course at the Harry Lundeberg School from SIU Norfolk Patrolman David "Scrap Iron" Jones. When he had the necessary three years seatime in the engine room, he decided to take the course and a chance to get his license. BSI power plant at Quantico, Va. on the Potomac River. The Tester is used to actually test new engine parts for Allied's fleet. This is part of Jarvis' responsibility as engineer. Jarvis enjoyed his stay at the Lunde­ berg School and said he is looking for­ ward to returning to Piney Point, Md. to upgrade again—this time to gain the higher pay and job security of a chief engineer's license. Walter Jarvis, Jr. is the youngest li­ censed engineer with Allied Towing of Norfolk, Va. He prepared for the license exam through the Diesel En­ gineer Course at the Harry Lundeberg School. By a margin of 257 to 152, the U.S. House of Representatives passed the Humphrey-Hawkins Full Employment Bill earlier this month. The bill, heavily supported by the labor movement, is designed to reduce the national unemployment rate to 4 percent within five years after passage of the bill. The bill now goes to the Senate, where hearings will be conducted by the Human Resources Committee and the Banking Committee. During the House floor fight for the bill, several damaging amendments that would have diluted the purpose of the measure were narrowly defeated. The most crucial vote was a 215-205 defeat of an amendment that would have made full employment contingent on a balanced budget. If passed and signed into law, the bill establishes as a national goal "the right to full opportunities for useful paid em­ ployment at fair rates of compensation for all individuals able, willing and seeking to work.** The late Senator Hubert H. Hum­ phrey sponsored the bill in the Senate. One of his last official acts before his death was a letter he sent to his Senate colleagues urging them to vote for the bill. 3 Die^ 12 Injured at Exxon Refinery, Company Fined $1,200 Three men died and 12 others were injured as the result of a carbon mon­ oxide poisoning accident at an Exxon oil refinery on Jan. 2. Following an inveslieatioft by ^hc Calitorma Occupa-* tional Safety and Health Administra­ tion, the corporation was fined $1,200. Two of the injured men, members of the International Union of Petroleum Workers, an affiliate of the SIUNA, also filed suits against Exxon. Those suits are still pending. The accident at the Benicia, Calif, refinery was caused by what OSHA called "taking chances and cutting comers." A maintenance crew Had gone into a coker tank to get it ready for production but the enclo.sed tank hadn't been adequately checked to make sure it was safe to enter. The pipelines that feed the fourstory coker tanks are fitted with metal blinds to keep toxic or combustible substances from entering the tanks. At Exxon, the blind was removed while the workers were still in the tank and carbon mono.xide came into the tank through the pipes. The civil investigation by OSHA concluded, according to a spokesman, that the oil industry "has become sloppy in its safety procedures." On paper, the spokesman said, the industry has "remarkably good safety and health and rescue crews to enter the tank with­ procedures." But there's been a "break­ out safety harnesses or lifelines. down" between the on-paper regula­ Each violation carries only a maxi­ tions and what actually takes place. mum fine of $300 which. Earl Church, Exxon was charged with four "se­ rious" safety violations stemming from secretary-treasurer of the lUPW said was "not enough." "It is the responsi­ the accident. The violations were: bility of Exxon to monitor their own • Allowing workmen to enter a tank operations," Church said. "They should without a safety shield, or blind, in have been heavily fined for the laxity." place; • Allowing employees to enter a OSHA is in the process of conduct­ confined space without proper respira­ ing another investigation to determine whether there is cause for criminal tory equipment; prosecution in connection with the ac­ • Failing to determine that there was a gas-free atmosphere in the tank, cident. The results of that investigation will be turned over to the Solano and • Allpy/ing both the maintenance County District Attorney's Office. Empty Steering Engine Room; A Cause of $8.5M Damages In February 1977 the 25,000-ton tanker SS Marine Floridian (Marine Transport Lines) rammed into the Ben­ jamin Harrison Bridge on the James River at Hopewell, Va. One bridge span collapsed right away dumping two ve­ hicles into the water. Eventually both a second span and a bridge tower fell onto the ship. There were no fatalities or serious in­ juries, but total damage to the bridge was estimated at $7 million and to the tanker atTTS'TlinTitjir- ' , The National Transportation Safety Board recently determined the cause of the collision and recommended a num­ ber of safety measures to prevent simi­ lar accidents. The Floridian (a non-SIU ship) hit the bridge for a number of reasons, in­ cluding both mechanical and human failures. But the fact that the steering Brand Calls tor National Cargo Polity Herbert Brand, president of the Transportation Institute, labeled as "disgraceful" the fact that U.S.-flag ships carry less than 1 percent of the nation's dry bulk imports. Brand blamed this inequity on the failure of the U.S. Government to adopt a national maritime cargo policy for U.S. ships. He said that the present Congress "does not understand the merchant marine" and how it relates to national security requirements. He said that this lack of understand­ ing led to the defeat of the 9.5 percent oil cargo preference legislation last year. Brand affirmed that one of the first steps to be taken in developing a.na4/ LOG/April 1978 tional cargo policy is to "halt Soviet penetration in the U.S. trades on both the East and West Coasts." He said, "the Russians are rate cutting to the point where nobody can cope with them." The Transportation Institute presi­ dent said that reserving 40 percent of all U.S. cargoes for U.S. flag ships is a "fair figure" to shoot for in setting up a national cargo policy. Brand made his comments last month at a Water Transportation Con­ ference in Washington, D.C. The Transportation Institute is a maritime research and educational or­ ganization operating out of the nation's capital. maneuver prevented the ship from strik­ engine room was unmanned, the Board ing the bridge. quick action "If the steering engine room had been that might have stopped the collision. manned by a licensed and trained en­ The SIU has protested the potential gineer, if the steering failure alarm had danger of unmanned engine rooms . functioned and if the vessel had been The immediate cause of the accident moving at a more modest speed, the col­ was the tanker's 33-year-old electrical switch whichJeU ciit off power^ lision could have been avoided," the to the steering motor in the unmanned "^oard concluded. While this was the Board's conten­ engine room. The switch was mounted tion, the SIU also feels that had the vertically and opened due to gravity and engine room been manned with un­ vibration. Inadequate maintenance and licensed personnel as well as an engiinspection of the switch were to blame, .. ngfej^he accident might have been the Board said, since this happened only prevented. five months after Coast Guard and The Board made two major safety American Bureau of Shipping inspec­ recommendations to the Coast Guard: .. tions. • To speed a proposal to Congress But the speed of the vessel was also authorizing a requirement that ves­ a major factor in the collision. The sels on inland waters as well as the tanker was under "full ahead" power, high seas proceed at a safe speed, down the river after unloading a cargo and of molten sulphur at the Allied Chemi­ • To study and determine the need cal Corp. Dock in Hopewell. for automatic recorders aboard The steering loss was not immedi­ large vessels which would provide ately discovered because no one was in precise evidence for marine acci­ the steering room. Moreover, the auto­ dent investigations. matic alarm system failed due to a The Board found that a "lack of pre­ burned-out coil in a relay switch. When cise evidence regarding time, speed and the loss was reported by the captain to distance made it impossible to deter­ the engine room, the alternate steering mine the exact combination of events system could not be activated in time that contributed to the Floridian colli­ to prevent the collision. The right rud­ sion." The Board had recommended in­ der was applied but the ship did not stallation of automatic recorders on respond. The pilot then reversed the en­ oceangoing tankers and containerships gine and dropped anchor, but neither in two previous marine accident reports. llf lili iti loi lit �i35 I Bus Shipments Show Need for U,S, Maritime Policy month the first shipment shinmf>nf of nf 500 son Last month Federally-funded buses arrived in Hous­ ton on a Russian-flag ship. The storm of protest set off by that event left one • major question in its wake: How can the American Government prevent future actions like this that work against the American-flag merchant ma­ rine? The immediate answer is simply a matter of following U.S. Shipping Law. But this is only part of the major issue at stake in the bus incident—the need for a stronger national maritime policy. The SIU is working toward this impor­ tant goal as the overall way to protect and strengthen the U.S. merchant fleet. The shipping law involved in the bus incident is P.L. 664, the Cargo Prefer­ ence Act of 1954. It mandates that at least 50 percent of Government cargo be carried on U.S.-flag vessels. The German-built buses constitute Government cargo since 80 percent of their cost is being paid with U.S. tax dollars under a Government grant. The U.S. Department of Transportation (DOT), through its Urban Mass Transit Administration, authorized the purchase of the buses for use in several American cities. The remaining 20 percent of the cost is being paid by the city and state governments involved. Two U.S.-flag shipping lines bid for the carriage of the buses from Germany to the U.S. But a Soviet line came in with a much lower bid and was awarded The first shipment of German-built buses, paid for almost entirely by the U.S. Government, arrived in Houston on a Russian-flag ship in March. Photo Credit: Jerry Click, I'he Houston Post C'o. the contract for the entire shipment, despite P.L. 664. Congressman John M. Murphy, chairman of the House Merchant Ma­ rine and Fisheries Committee, said that the Soviet carrier, Baltic Shipping Co., had "grossly underbid" the American lines. Murphy's Committee has been conducting hearings on a bill which would control the rate-making practices of foreign government-owned lines, in U.S. trade. In a letter to Rep. Murphy, SIU President Paul Hall praised the Com­ mittee's probe into the bus situation. He further urged "that the Committee also consider the broader import of this in­ cident." Hall noted that "in this regard, the use of foreign-flag vessels for car­ riage of cargoes funded by public monies demonstrates the problems created by the lack of a coordinated, maritime policy." The SIU president went on to say that "the President, the Congress and this Committee are committed to the increased use and further development of the U.S.-flag merchant marine. This unfortunate incident points out that this commitment must take the form of a national program which includes re­ quiring Federal agencies and depart­ ^ ments to utilize, the U.S.-flag merchant marine to the fullest extent possible." DOT says it did not award the con­ tract to the Soviet line. The shipping arrangements were left in the hands of the overseas forwarder delivering the vehicles. But Herbert Brand, president of the Transportation Institute, main­ tained that the way the shipment was handled is "symptomatic of the lack of a coordinated national maritime pol­ icy." He made this statement in his Apr. 7 testimony before the House Merchant Marine Subcommittee. TI is a Washinglon, D.C.-based research group rep­ resenting the U.S. maritime industry. DOT has indicated that it will now include within the grant terms sent to states a proviso that 50 percent of any buses purchased abroad must be im­ ported in U.S.-flag ships. But Brand pointed out in his testimony that there is "no adequate uniform reporting sys­ tem or program of policy implementa­ tion," as a whole, for Government agen­ cies to follow in actions that affect maritime. Congress and the Administration must develop a national maritime policy. Brand concluded. And "it is an essential first step that Federal agencies and de­ partments utilize, to the fullest extent possible, the U.S.-flag merchant marine. The shipment of the Federally-funded buses on Russian vessels clearly illus­ trates the need for such a commitment." -T 4 U.S. Jobless Rate for March Edges Up to 6.2%; Blacks'ls 12.4% WASHINGTON, D.C.—The na­ tion's jobless rate rose last month to 6.2 percent from February's 6.1 per­ cent. This was the first rise in unem­ ployment since August when the rate rose from 6.9 to 7 percent, the U.S. '.abor Department's Bureau! of Statistics' (BLS) reported early this month. Joblessness for white workers was 5.3 percent while blacks and other mi­ nority workers had an unemployment ate of 12.4 percent from 11.8 percent, vlost of the March increase in joblessless was among black women (11.4 perent from 10.1 percent) and black teen­ agers (39 percent!). Cause of the rise was attributed to the growth of the country's labor force and slower economic activity, due to the lack of any "significant" increase in the U.S. production of goods and services. In January the jobless rate was 6.3 percent. Last year the jobless rate was 6.6 percent in the fourth .quarter, 6.9 in the third, 7.1 percent in the second, and 7.4 percent in the first. The AFL=CIO thinks that the unem­ ployment rate is much higher because of "discouraged workers." These are un­ employed persons who have given up their search for jobs. 8.7% Is Truer AFL-CIO Research Director Rudy Oswald says that if the discouraged workers were added and if a half of the number of workers employed parttime for "eeonomic reasons" were added into the total, a "truer (unemployment) rate would be 8.7 percent last month with 8.8 million workers out of jobs." Os­ wald also said the March results showed that the Carter Administration must provide more stimulus to the economy and aim its job programs at pockets of unemployment. BLS Commissioner Julius Shiskin warned that the jobless rate "isn't going to go down very rapidly" during the next several months because of such problems as finding jobs for the hard­ core unemployed. "It gets tougher every tenth," he told a hearing of the Joint Economic Committee of Congress. The Labor Department reported the jobless rate for adult men was 4.5 per­ cent. For adult women it was 5.8 per­ cent. For teenagers it was 17.3 percent from 17.4 percent. And for fulltime workers it was again 5.3 percent. TI: U.S. 'Runaways' Policy Hurts Taxpayer, Trade, Defense The American taxpayer is an unwiting pawn in subsidizing the use of run­ way, flag-of-convenience ships that an drive up the cost of consumer prodcts in the United States. Moreover, unerican policies are thereby being sed "to weaken our national defense, ) degrade the U.S. and world environlent, to increase the burden on other I.S. taxpayers, [and] to aggravate the eficit in the U.S. balance of trade " This view was expressed by Peter J. uciano, director of policy planning ":d development at the Transportation istitute, before an assembly of some )0 members of the world shipping immunity. They were gathered at a inference sponsored by SEATRADE agazine in London on Apr. 4-5 and lied "Money and Ships" 78. Luciano was one of several speakers a panel that dealt with the flag-ofnvenience issue. His opponent in the bate^ that followed his speech was lilip J. Lorec, chairman of the Fedition of American Controlled Shipig, an organization of runaway ships longing to oil companies and other iltinational corporations. Also on the panel were Sir Frederic Iton, president of the International ipping Federation; Eric Nevin, gen­ eral secretary of the Merchant Navy and Airline Officers' Association; James McConville, senior lecturer. Transport and Insurance, City of London Poly­ technic; and J.M.S. Smith, general sec­ retary of the Liberian Shipowners' Council. In stressing an American viewpoint, Luciano said, "I believe it is time for the proponents of the flag-of-conveni­ ence device to recognize that there is a limit to what the American people will tolerate, and it would perhaps serve the best interests of those very proponents of flags-of-convenience if they were themselves to impose some self-restraint and accept the notion that their sup­ port of the larger interests of the United States will, in the long run, accrue to the benefit of all." He pointed out that "we have no con­ flict with the interests of legitimate maritime nations" in participating in U.S. trade. In fact, he said, "It is critical to U.S. interests and to those of the free world as a whole that the fleets of the United Kingdom, of France, of West Germany, of Norway, of Denmark, of Japan, among others, remain strong and active. The problem lies not in the participation of nations such as these. but in the unbridled acquisition of our trade by flag-of-convenience vessels. "If we examine the practices of other leading nations, it becomes very plain that where the United States has failed, they have succeeded in reconciling their national policies. As a result, they have acquired substantial shares of their for­ eign commerce for their own vessels. The United Kingdom, for example, car­ ries 34 percent of its foreign trade in vessels flying the British flag. France carries 34 percent of its foreign trade; West Germany carries 20 percent; Nor­ way carries 30 percent; Japan carries 44 percent; the Soviet Union carries 55 percent. Of all the leading nations, only the United States has permitted its share of foreign trade to decline to so negli­ gible a level as 5 percent." He suggested "that the United States, in its own best interest, must impose constraints on the operations of flag-ofconvenience registries." Postal Act To Require U.S. Ships A major reorganization of the U.S. Postal Service has been ap­ proved by the House. The Postal Service Act (H.R. 7700) was drafted because of increased gen­ eral dissatisfaction with the quality of the U.S. mail service. One of the key features of the Act is the requirement that the Postal Service use U.S.-flag ships for the transportation of interna­ tional surface mail. SIU legislative representatives have been meeting with members of the House Post Office Commit­ tee since the reorganization legis­ lation was first introduced last fall to make certain that a "ship U.S." provision would be included in the draft of the legislation. The House bill states that the Postal Service is required "to con­ tract with available U.S. steam­ ships for international mail trans­ portation by sea." The Postal Act is the first major reorganization of the Postal Serv­ ice since Congress established the quasi-independent private corpo­ ration in 1970. The bill is now pending before the Senate Govern­ mental Affairs Committee. April 1978 / LOG / 5 : A t"'' ! CI .U ^ 'I if; • h �Great Lakes St. Louis Towboat and barge traffic is getting back to normal with the recent settle­ ment of the United Mine Workers strike and the end of ice jams on the upper Mississippi River system. Eight SlU-contracted boats are now laid up, down from the average daily count of 18 that were idle during the coal strike. They are expected to be back in service by the end of the month. Bu' . 'arm weather has changed ice problems into high water problems on the Riv^r. Towboats have a harder time navigating in the.se conditions. The Mississippi was high enough to require closing the flood gates in downtown St. Louis this month. 41 * * River cooks are known for their unique and delicious recipes and no one knows this better than the river cook who contacted the Log for help in com­ piling those recipes in a cookbook. Anyone who contributes will be given credit by name, home, and boat or company in the cookbook. Interesting stories or adventures on the river are also desired to give the book a "real river flavor." Send them to: Waterway Publication P.O. Box 23915 St. Louis, Mo. 63119. The towing industry is stirring from its winter hibernation on the Great Lakes. The first fit-out of the season was called this month by SlU-contracted Peter Kewit & Sons. Lakes Boatmen are getting the tug Robin in shape to work on a dyke project in Cleveland, Ohio. While most tug and dredge work was shut down during the ice-packed winter, industry expansion plans were not at a standstill during those long months. SlU-contracted Great Lakes Towing of Cleveland has applied to the Maritime Administration for a construction loan and mortgage insurance under Title XI of the Merchant Marine Act. This would help finance a 5,600 hp. twin screw tug. Estimated cost of the new vessel is $3.4 million. Another plan that looks good in general for inland job opportunities on the Lakes is one for a new tug and barge service across Lake Michigan. A Wis­ consin shipbuilder has proposed trailer barge service from Milwaukee, Wise, to Muskegon, Mich. No one has ever designed a barge to move across Lake Michigan, but these would operate even in the winter with reinforced, heated sides to move ice. The plan includes an eight-acre barge terminal on the Wis­ consin side. The less than six-hour run would provide a great cost-saving alter­ native to overland route congestion around Chicago. New Orleans SIU Boatmen with Crescent Towing, the biggest shipdocking operation in this port, have overwhelmingly ratified a new three-year contract, effective Mar. 1, 1978. It brings substantial wage increases and better benefits, including the industry-wide Inland Vacation Plan. The terms of the contract are written in the standard language now being used to provide Boatmen stronger protec­ tion for their collective bargaining rights. Crescent operates 16 tugs, including the newly remodeled and repowered Elizabeth Smith, which was crewed early this month. Mobile This port also reports a new contract and a new boat. SIU Boatmen just ratified a new three-year contract with Pilot Service. It went into effect on Apr. 6 and includes wage increases, the industry-wide Inland Vacation Plan, and standard language. Pilot Service's new boat is the recently built Alabama. Troy: Use Merchant Marine to Aid, Buildup Navy Seapower The measure of American seapower is the strength of the U.S. Navy and the U.S. merchant marine. Working toge­ ther, these two components can build an even stronger foundation for America's maritime capabilities. This was the message delivered by Steve Troy, SIU West Coast Headquar­ ters representative, at the Seapower Forum held in San Francisco on Mar. 3-4. Troy stressed the importance of this partnership to the national defense and the nation's economy in his talk on "American Maritime Labor as a Nation­ al Asset." The forum was the latest in a series designed to focus national attention on America's declining seapower. It was co-sponsored by the Maritime Adminis­ tration, the Navy, the Navy League, the U.S. Naval Reserve, and the National Maritime Council. "We're talking about the security of our nation," Herb Brand, president of the Transportation Institute and the forum's moderator explained, "ft's down in the list of priorities, in public attention. We need to educate people, as in this seminar." Transportation Insti­ tute is a Washington, D.C.-based educa­ tional and research organization for the maritime industry. Troy described the merchant fleet's role in providing the back-up and sup­ port ships that the Navy needs to oper­ ate. But he pointed out that the two services should also back each other in working for Government support. "Both the Navy and merchant marine face similar legislative difficulties on the Hill—difficulties that arc partly caused by the fact that we do not help each other as much as we could. Greater Navy support for the U.S. merchant marine would help our industry to con­ vince the Congress that the maritime Uncle Sam Is Waifin' industry is a national defense asset— and as such, should be aided and sup­ ported in peacetime. In the same man­ ner the maritime industry could help blunt many of the attacks now being made on the Navy's fiscal year 1979 budget." Troy maintained that the SIU has worked closely with the Navy in the past to assure funding of important defense projects and looks forward to a contin­ ued and strengthened relationship. He listed the many ways in which maritime labor has proved itself a na­ tional asset by playing a key role in building up the maritime industry. And he stressed how the merchant marine can be even more of a national asset through an increased role in supporting Navy operations. This would mean using more com­ mercial ships and tugs to supplant some of the work now being done by aging Navy vessels. The SIU has maintained for many years that commercial fleet oilers and harbor tugs can service Navy ships more efficiently and cheaply than the Navy's own support vessels. "In the coming months," Troy con­ cluded, "we could hope that the Navy would review this type of joint effort. We feel the mutual benefits would be significant and the needs of our national security would be better served. We are an asset waiting to be used in the quest to build up U.S. seapower." Do Yoe Hovo One of •PASSPORT V UNITED STATES OF AMERICA BICENTENNIAL The Seafarers Appeals Board ruled in November that effective Jan. 3, 1978 "a requirement for shipping is that all seamen must possess a valid np^to-date passport." The action comes out of the fact that many foreign nations are crack­ ing down on immigration regulations requiring that ail people coming into their countries must have passports. The SAB, then, took this action to insure that when there are flyout jobs, those who throw in for the jobs will he fully prepared to take them. This ruling will enable the Union to continue to meet our manpower commitments to our contracted com­ panies. Notice to MenAers On M Call Procedure "Uncle Sam is waiting for this," SIU Boatman Olin Brown (center) said as he received his Union inland vacation plan benefit check last month in Baltimore. The benefit will make income tax time a lot easier for Olin and his wife, Willa, also shown here. Olin is a mate with Steuart Transportation of Piney Point, Md. At left is Baltimore Port Agent George Costango. The check's amount was $655.65. 6/LOG/April 1978 When throwing in for work dur­ ing a job call at any SIU Hiring Hall, members must produce the following: • membership certificate • registration card clinic card seaman's papers INLAND > �Headquar by SIU Executive Vice President Frank Drozak If you look through the pages of the Log it won't take long to figure out mat the number of men leaving the industry every month through retirement or death is a whole lot more than those coming in. Obviously, all the bosuns, engine department ratings, cooks and ABs who are no longer active SIU members have to be replaced. And as the industry grows, we have to be able to grow with it. The future of the shipping industry is the new, highly automated vessels that have begun to come out of U.S. shipyards. LNG tankers, ULCCs, VLCCs and LASH carriers, to name a few, all require special training and knowledge on the part of their crews. Many ships that have recently been contracted by the SIU are diesel pow­ ered. We're crewing two newly-built diesel bulk carriers and four ships that are being converted to diesel power. Familiarity with the various types and operation of diesel engines will be­ come more and more important as increasing numbers of ships are converted to diesel. The Harry Lundeberg School in Piney Point, Md. offers a special four-week course on diesel engines. Keeping up with advances in marine technology means learning about how the newest equipment aboard ship operates. The SIU already has many of these new ships under contract. We will only be able to continue crewing these vessels if our members take the time to upgrade to meet the demands of the industry. So, the reasons for upgrading are twofold. As older Seafarers, who fill the top-rated jobs leave the industry, they must be replaced by younger guys who have upgraded to fill those spots. And, if we want to continue to bring* the newest ships afloat under SIU- contract we have to have eiiow to man those vessels. Take LNG ships as an example. The LNCK,(ii^ hauling liquified natural gas from Indonesia to Osm.^, _ LNG ship built in the western hemisphere. The Aquarius, her sL.. _ Aries, and several other LNG tankers being built at General Dynamics l^iup yard in Quincy, Mass., will carry SIU crews. So will LNG ships being built by El Paso. ^ ® Crewing an LNG tanker isn't the same as manning a conventional oil car­ rier. As one Seafarer who went through the LNG course said, "There are more safety features on an LNG ship than on any other merchant vessel." The Lundeberg School offers a special, LNG training course. The course covers the properties and handling of LNG, automated engine and cargo con­ trol rooms, dual fuel systems and firefighting. There are many advantages to sailing on an LNG ship—including financial advantages—but you can't be part of an LNG crew without going through the upgrading course. Upgrading is not only vital for deep sea members, but for SIU Boatmen as well. There's a growing need for licensed boatmen in the inland towing indus­ try. To help meet that need, HLS offers a Towboat Operators Course. And, as an extra incentive to Boatmen to upgrade, the Transportation Insti­ tute offers a scholarship for a 12-week towboat operators course which pro­ vides 24 Boatmen with .$125 a week for the run of the course. That's a pretty good deal when you think that the course, room, board and supplies at the School are all free. By dividing their time between the classroom and "hands on" training aboard the School s tug and towboat. Boatmen will be prepared to take licens­ ing exams for 1st and 2nd Class Operators of Uninspected Towing Vessels. The only way to compensate for the loss of the average 100 old-timers leav­ ing the industry every month is through the educational courses at HLS. When you move up to fill a rated position, you're also leaving your spot open for an entry-level trainee. So upgrading keeps both individual SIU members and the Union growing. And upgrading pays off. It means more money in your pocket*and it could even be a stepping-stone to a college degree. Nine of the courses offered at HLS have been approved for college credit towards a degree in marine science. The SIU has the most comprehensive educational program in the country for merchant seamen. Make time for upgrading courses because upgrading is the only way to meet the needs of the industry and to improve the job picture for yourself at the same time. (See a schedule of upgrading courses on page 37 of this Log.) li t ill i •I Oil Spills Spur IMCO Treaty on Anti-Pollution Rules When the Liberian-flag tanker ST The proposal on segregated ballast Argo Merchant ran aground off Nan­ tanks was agreed to in place of a U.S. tucket, Mass., in December, 1976, the motion that would have required all 7.5 million gallons of oil she spilled • i tankers to haVe double boltoiiis. Dep­ 'created "the biggest oil-spill disaster on uty Transportation Secretary Alan the American coast in our history." Butchman said the U.S. considered The Argo Merchant spill and several segregated tanks an "acceptable substi­ other serious accidents involving oil tute" for double bottoms. tankers in recent years prompted a The idea of using double bottoms on meeting by the Intergovernmental tankers to prevent oil spillage has Maritime Consultative Organization caused controversy even in the U.S. Opponents of double bottoms in­ (IMCO) this past February. The 106 members of IMCO, a U.N.-sponsored clude Rep. John Murphy (D-N.Y.). He agency of world shipping countries, met did not include double bottom provi­ in London to draw up a treaty aimed sions in his House oil pollution control at preventing pollution-causing acci­ bill. Like other opponents he says the risk of explosions from tankers with dents. The group agreed on a proposal that double bottoms is very high. The explosion risk, along with the would require the fitting of segregated ballast tanks on all tankers over 20,000 prohibitive costs of installing double bottoms, caused IMCO to table the dwt. Separated tanks would keep oil and water from mixing which is a major proposal. In addition to the segregated ballast cause of pollution Vrhen, the ballast is tank requirement, the IMCO countries discharged into the ocean. fied by the Senate. agreed on adoption of crude-oil clean­ The conference also reached agree­ ing techniques. These involve using the crude'to Wash out cargo tanks. The ment on other safety measures for tank­ process flushes oil and waste products ers. These include stricter inspection out of the tanks which are then pumped. and registration requirements, and rec­ The IMCO agreement is technically ommendations that second radar sys­ a treaty which is not legally binding tems, emergency steering gear, and until acted upon on a country-by-coun­ collision-avoidance equipment be car­ ried aboard tankers. try basis by the member nations. IMCO has also been planning a sec­ In the U.S., the Coast Guard will propose the treaty provisions as new ond conference in June to set crew regulations for tankers plying U.S. standards and training specifications waters. There is also a possibility that for tankers. the new provisions may have to be rati­ Drozak Addresses MEBA MARAD Visitors See Hdqs. Staff personnel of the U.S. Maritime Administration from Washington, D.C. listen to SIU officials and staff explain the workings of the headquarters Hiring Hail recently. The visitors toured all Union facilities. SIU Executive Vice President Frank Drozak, standing, addresses convention of the National Marine Engineers Beneficial Association last month in Miami, Fia. Drozak called for continued cooperation among maritime unions in deal­ ing with problems in the industry and on pending maritime legislation. Seated is Jesse Calhoon, president of the National MEBA. April 1978 / LOG / kit i" �Lakes Picture Algoiiac With the end of the 111-day coal miners strike and milder temperatures that are causing the ice on the Lakes to melt, ships are fitting out for the season in many Great Lakes ports. The coal strike caused several shipowners to delay fitting out their vessels. But crews have now been recalled and all SIUcontracted ships are expected to start running between Apr. 15 and May 1. Negotiations between the SIU and the Great Lakes Association of Marine Operatoi;?, which runs a total of 50 SlU-contracted Great Lakes ships, are scheduled to take place sometime in April. The major issue of the talks will be negotiating time-off for Great Lakes seamen. Administration has come up with a "trigger price" program to make Americanproduced steel competitive with foreign steel. ^ Because of a variety of factors, such as lower production costs and more § modern production facilities, foreign countries, particularly Japan, can produce § steel at costs lower than in the U.S. They then export the steel to this country 3 and "dump" it on the market—which means thej- sell it for less than the U.S. 1 product. . . i The trigger price system determines transportation costs to different U.S. 3 ports (East Coast, West Coast, Gulf, and Great Lakes) based on Japan as a| starting point. The charges make the Great Lakes the most expensive destina- 5 tion in the country. . . i If steel producers find it cheaper to avoid the St. Lawrence system, it will s create related difficulties for Great Lakes shipping. § Trans-oceanic ships that are used to bring steel into the U.S. from foreign| ports are also used to carry grain out. If the number of steel-carrying vessels| is significantly cut, grain traffic may have to be diverted. | Also, shipdocking tugs may be hard hit if fewer foreign ships enter the| Lakes. Most American vessels have bow thruster? and can usually dock with-| out tugs. Foreign ships have provided much of the work for tugs on the Lakes, i The limit on imported steel, coupled with toll increases on the St. Lawrence| Seaway, may make the system too costly to use. Add to this the fact that there| are not yet any charges on inland waterways and that makes the costs even| more prohibitive. = Last year, transport of iron and steel products contributed to making 1977 a| record cargo year for the Seaway. This year, even optimistic observers pre-| diet a falling-off from 1977 totals. = Legislation & Studies Cleveland George Telegades, the SIU port agent out of Cleveland, has returned to the Hall after a 9-month absence because of ill health. = 3 mt Out The following ships have fit out or are scheduled for fit out in the next few weeks. All dates are tentative. The Frank R. Denton (Kinsman) will fit out Apr. 16. The Richard V. 3 Lindbury, which Kinsman bought and renamed the Kinsman Independent, is fitting out between Apr. 25 and May 1. The Charles E. Wilson (American Steamship) fit out in Muskegon, Mich, on Apr. 3. The E.M. Ford (Huron Cement) will fit out in Green Bay, Wise, on Apr. 6. > v The following ships will fit out on Apr. 10 and 1 1: the //. Lee White (Ameri­ can Steamship) in Muskegon and iheJ.B. Ford (Huron Cement) in Green Bay. 1 The Detroit Edison and the Sam Laud (both American Steamship) will fit out in Chicago. On Apr. 17, American Steamship's two newest vessels, the St. Clair and the Belle River, are scheduled for fit out in Sturgeon Bay. i i Rep. John M. Murphy (D-N.Y.) has introduced legislation in the House| of Representatives which would allow more Federal aid for construction of| Great Lakes bulk carriers. | The present requirements under Title XI of the Merchant Marine Act of| 1970 provide construction loans and mortgage guarantees for deep draft ves-| sels that travel under 14 knots. § Rep. Murphy's legislation would exempt Great Lakes bulk freighters from 1 the speed requirement and make them eligible for loans and guarantees. | •It * * * I The Michigan Department of Transportation is conducting a study on the| possibility of building a canal between Alger County on Lake Superior and| Delta County on Lake Michigan. A new canal would be able to accommodate| large bulk carriers and would eliminate the need to remodel the Soo Locks for| that purpose. | IVotlce to Members | ' ' If you are aboard a vessel that's involved in an oil spill, or any other type 3 of accident, it is your right not to discuss it tin til you've contacted the Union| and spoken to an attorney. | The Coast Guard usually visits a ship involved in a spill immediately after| the incident. They take statements from the crew and, in some cases, have| St. Lawrence Seaway allegedly threatened crewmembers with loss of their seamen's papers if they 5 refuse to cooperate. § The St. Lawrence Seaway reopened for the season this month but there are questions about the kind of season the system will have in 1978. The Union wants to remind all members that they do not have to make any s One reason for the questions is that 1978 marks the first time tolls have been statements to the Coast Guard before they've seen an attorney. s increased on the Seaway since it opened in 1959. If you are aboard a vessel that's involved in an accident, contact the SIU § And, in answer to lobl^ing^fforts by the U.S. steel industry, the Carter representative at the closest port. He will advise you on what to do. fHiiiiiiiiiiiiiiiiiiiimimiiiiiiimiiiiimiiiiiiiHmniiiiiiiiHmfnrinilTniniiiiNiiniiiiiiNiiiiHiiiiiiiiHiiiiHHiiiiiiiiiiiiiiiiiiiiiiitniiiiiiiiiuiHuiiiiiitiiiniiiiiiiiiiiiiiiiiiiiiiimiHmiuiiiiiiiiiiiiiiiiiiiiiiHiiiiinimiiii^ Banner Committee Here's the Ship's Committee of the SS Banner (lOM) at a payoff on Mar. 31 at Stapleton Anchorage, 8.1.. N.Y. They are (I. to r.); Engine Delegate Joe Truo'eau; Deck Delegate Albert W. "Blackie" Saxon; Educational Director Stanley Zielewski; Bosun Jack Higgins, ship's chairman, and Steward Dele­ gate Rico B. Woodard. 8 / LOG / April 1978 Bradford Island Committee mittoo oMh OC S 2/ ^ 'S the Ship's Com­ mittee of ffie SS Bradford island (IGM), From the left are: Educational Director Harry Granger; Chief Steward Roque MacAraeg, secretary-reporter; Stew­ ard Delegate Derrell Reynolds;'Recertified Bosun John O. Frazier, ship's chairman, and Engine Delegate J. D. "Whitey" Harmon. �f :v * . H 1 Congress Approves Subsidy Boost for US Merchant Marine Both the Senate Commerce Com­ Two amendments—^proposed by mittee and the House Merchant Ma­ Rep. Paul McCloskey (R-Calif.)— rine Subcommittee have cleared leg­ were added to the House Subcommit­ islation which sharply increases the tee's bill. The two amendments (1) Maritime Administration's authority would require that any ship built with to guarantee loans and mortgages construction subsidy would have to for construction of new ships and in­ be "enrolled in a Sealift Readiness land water equipment. Program approved by the Secretary of Defense."; and (2) would reduce by 5 percent the construction sub­ sidy of any vessel which is not built as a part of a "present or future ves­ sel series." Congressman McCloskey—who has been a loud critic of the maritime House Bill Urges Merchant Marine, Navy Cooperation The Chairman of the House Mer­ chant Marine & Fisheries Committee introduced a bill this month that would set up an advisory board to promote closer cooperation between the Navy and the U.S. Merchant Marine. The bill, submitted by Congress­ man John Murphy (D-N.Y.), would, in his words, "assure that coordina­ tion between the Navy and the Mari­ time Administration is encouraged." The bill comes at a time v/hen lead­ ers in the maritime industry—and some members of Congress—are urging the Navy to place more reli­ ance on private shipping to perform non-combat work for the military. (For a related story, see page 5.) As written, the bill would establish a five-member board—appointed by the President—which would include the Secretary of the Navy, the Assist­ ant Secretary of Commerce for Mari­ time Affairs, and a representative from the U.S.-flag liner operators, U.S.-flag tanker operators, and the shipbuilding industry. One of the specific purposes of the bill is to encourage "maintenance of an adequate and well-balanced mer­ chant fleet which is designed to be readily and quickly convertible for national security needs." Energy Department Sets Hearing on El Paso II Project The Energy Department is holding a hearing this month on the El Paso II Project to import liquefied natural gas (LNG) from Algeria to a pro­ posed new LNG terminal on Mata­ gorda Bay, Tex. The hearing will take place Apr. 17 in Houston. The purpose of the hearing is to look into a number of factors which will determine whether an LNG ter­ minal in the Gulf port will be eco­ nomically feasible. Among the issues are the costs and prices of the im­ ported gas, U.S. balance of payments, potential markets for the LNG, and environmental and safety concerns. The SIU's Washington legislative staff has been keeping a close watch on the Energy Department's actions in formulating regulations on the im­ portation of LNG, and has been working with Congressional mem­ bers to encourage less restrictions on the impofts of LNG. Federal Agencies Hearings... Three hearings dealing with mari­ time matters are scheduled later this month and in May. OUTER CONTINENTAL SHELF. The Outer Continental Shelf Advisory Board—established by the U.S. Department of Interior—will hold an open hearing Apr. 28 in New Orleans. Included on the agenda will be: presentation by the State of Cali­ fornia on their procedures for review­ ing OCS development plans; the status of OCS Land Act Amend­ ments, and Department of Interior action on rules and regulations to im­ plement the amendments. TANK VESSEL OPERATIONS. The Coast Guard is considering issu­ ing regulations governing the opera­ tion of tankers in the Puget Sound area. The Coast Guard will hold hearings Apr. 20-21 in Washington. The purpose of the Coast Guard study is to determine solutions for protecting against environmental harm resulting from possible oil spills due to vessel damage or destruction. TRANSPORTATION STUDY GROUP. The National Transporta­ tion Policy Study Commission will meet Apr. 27 in Washington. industry, and was the leader of the fight to oppose "cargo preference"— had submitted ten other restrictive amendments which were turned down by the Merchant Marine Sub­ committee. The House subsidy measure will be taken up by the full Merchant Marine & Fisheries Committee later this month. Committee Chairman John M. Murphy (D-N.Y.) said that at that time he would present an amendment to increase the construc­ tion loan and mortgage guarantee propam from the present $7 billion limit to $10 billion to bring it in line with the level of the Senate's subsidy guarantee increase. On the Agenda in Congress... A number of hearings are on schedule in both the House and Sen­ ate which will be dealing with issues that affect the maritime industry. Our SIU Washington staff will be moni­ toring these hearings, and will be working with Congressmen and their staffs to promote and protect the in­ terests of our membership. THIRD FLAG RATES. The House Merchant Marine Subcommit- Ocean Mining Bill Awaits Senate Action tee is continuing hearings on a bill which would authorize the Federal Maritime Commission to regulate the rates charged by certain state-owned carriers operating in the U.S. foreign trades. CLOSED SHIPPERS COUN­ CILS. The Merchant Marine Sub­ committee will hold hearings this month on a bill which would set up closed conferences and shipping councils in the U.S. foreign waterborne commerce. This bill would help to insure fair competition in the foreign trades for our U.S. liner com­ panies. Vii NATIONAL OCEAN POLICY. The Oceanography Subcommittee of The Ocean Mining Bill is sched­ the House Merchant Marine & Fish­ uled for mark-up by the Senate eries Committee is holding hearings Energy Committee this month. In this month on legislation which the House, the Ocean Mining Bill is would establish a national ocean pol­ now before the Ways & Means Com­ icy. In the Senate, the Commerce, mittee where the problems of rev­ Science and Transportation Commit­ enues and profit sharing are being tee will hold hearings on a similar bill examined. which would set forth the goals and In the Senate, it is expected that objectives of the National Oceanic an amendment to the Bill will be and Atmospheric Administration. adopted that would require that min­ ing ships and ore carriers be docu­ PETROLEUM RESERVES. The mented under the U.S. flag. Our SIU Senate Energy and Natural Re­ legi.slative staff in Washington has sources Committee is continuing been in close touch with Senator J. hearings on authorizations for the Bennett Johnston (D-La.) who has U.S. strategic petroleum reserve pro­ indicated that he would offer the gram. "Hire American" amendment. Cru­ INTERNATIONAL TANKER cial support for this amendment has SAFETY. The Senate Commerce, also come from Senator Frank Science and liansportation Commit­ Church (D-Idaho). tee is holding hearings on two pro­ Other amendments being sup­ posed treaties of the International ported by the.AFL-CIO Maritime Maritime Consultive Organization Trades Department—as well as the SIU—would require that mining, (IMCO) which deal with tanker processing and ore-carrying vessels safety standards. FISHING ACTS: 200 MILE be built in American shipyards, and LIMIT; CONSERVATION. The that the ore be processed in the U.S. It is estimated that some 20 mining House Merchant Marine & Fisheries ships and 60 ore carriers will be in­ Committee is holding oversight hear­ volved in the beginning phase of min­ ings to determine the impact and ef­ fectiveness of the 200-mile limit on ing operations. Meanwhile, the Law of the Sea fishing on the U.S. fishing industry. Conference has reconvened to con­ The present law restricts foreign sider the worldwide implications of trawlers from working within the 200 ocean mining. There is resistance mile coastal U.S. zone. Meanwhile, from the U.S. State Department to the Senate Commerce, Science and Congressional approval of "Hire Transportation Committee is holding American" and "Build American" hearings on the Fishing Conservation provisions of the Ocean Mining Bill. and Management Act. April 1978/LOG / 9 •: i -j �involvement Is the Key' Points Out One PINEY POINT, MD.—Get in­ volved. Communicate^ That's the gist of what Tankerman Harold Bohlinger of Norfolk's Gellenthin Barge Lines advised his 28 fellow Boatmen delegates. They were attend­ ing the latest in a series of Atlantic Coast Inland Educational Conferences. This was the second for Boatmen from Interstate Ocean Transport (lOT) and its subsidiaries—Mariner Towing, Har­ Capt. Jesse V. Watson of lOT in Phila­ delphia, summed up the conference with "It's no ripoff. I was a skeptic, but I understand now and I will pass it on. Seein' is believin'," he said in a thoughtful mood. Headquarters staffer Craig Gold, who works with inland contracts, termed the conference "a learning experi­ ence" for him. Mate Dave O'Neal of lOT in Norfolk admitted that before the conference he had, "no real idea about the Union. But now it means a lot to me. I hope everyone feels the same way I do." 10/LOG/April 1978 bor Towing, Interstate Barge Co., and Gellenthin Barge. The Conference was held at the Harry Lundeberg School from Mar. 12 to 18. ". . . Involvement is the key . . .", Bohlinger told his fellow Boatmen. He vowed "... to spread the word... com­ municate . . ." and to share the knowl­ edge he gained at the Conference. Opening up the confab, HLS Vice President and SIU Headquarters Rep­ In the Union since 1957, Mate Harold Daniels of IBC in Norfolk said with a smile, "I now have a strong feeling for the Union and I appreciate this con­ ference." "I didn't know how important the Union was," said AB Ben Belli of lOT in Philadelphia. Brother Belli, a 1974 HLS grad, said further that he didn't realize "how tough the oldtimers had it." He urged his Union brothers to "Keep strong. Move on." "Now I know what I'm talking about," said lOT Tankerman Mott Zoladek of Philadelphia. "I know the contract now. I know what the Union's all about." He promised, "I will come back (here) to upgrade." resentative Mike Sacco said the purpose of the meeting was to "knock down the barriers" blocking understanding be­ tween the members and the Union offi­ cials. HLS President Hazel Brown fol­ lowed by telling the delegates that the first inland courses were given at the School in 1973. She urged the Boatmen to take advantage of the upgrading courses. Later, Piney Point Port Agent Mate Ernie Watson of lOT said he came from a right-to-work state. North Carolina. "I didn't know much about the Union," he declared, "until this week. And I enjoyed the conference," he said. N. Y. SIU Patrolman Teddy Babkowski's inspiring sum-up talk on SPAD netted nearly $1,000 contributed by the delegates. "Be active by giving to SPAD for political activity ... so Congressmen can pass legislation helpful to us," he urged the Boatmen. lOT Tankerman John Jones, Jr. points out that he got an '^education" at the conference. Pat Pillsworth explained how inland trainees at the School are recruited and trained. A highlight of the Conference was the delegates* visit to nearby Washing­ ton, D.C. At lunch they listened to three Congressional assistants from their home districts. Earlier in the day they visited the AFL-CIO Maritime Trades Department (MTD). There they heard MTD Field Coordinator John Yarmola "The last three weeks I got to know Philadelphia Boatmen better," ex­ plained Patrolman Joe Air. "There were barriers. The bars were up but they're comin' down." lOT Cook Lyle D. McDonald II, whose son is also an SIU member, said about the conference, "I got a lot out of the program." "Fantastic" was the word AB Ray Mc­ Donald of MarinerTowing in Philadel­ phia used to describe the conference. "This course opened up a lot of minds," said the former deep sea member. "There's a different attitude of everyone on leaving here." Brother McDonald says he's applied for the inland towboat operator's scholar­ ship. �& Delegate at the Second iOT Conference point ont how nearly 30 Government regulatory agencies have a finger in the maritime pie. Dave Dolgen, MTD direc­ tor of legislative and political activities, then described how the 'legislative proc­ ess is changing.^* He said the Congress, with much of the (Nd Guard out, has many freshmen Congressmen who have been in less ^han two terms. In the afternoon, delegates visited the U.S. House of Representatives and saw Rep. Shirley Chisholm (D-N.Y.) de­ bate on the floor for the HumphreyHawkins Full Employment Bifi. On the first afternoon of the Confer­ ence, Norfolk Patrolman Dick Aveiy talked about the history of the American labor movement and the inland water­ Asking how a new Inland Vacation Plan would af­ fect him is IOT Capt, Robert F. Hudgins out of the port of Norfolk. ways industry and their unions. The next day, FhUadelphia Port Agent John Fay went over the makeup of the SIUNA, AFL-CIO, and the MTD. A slide presentation was then shown on the changes in the SIU Constitution after the merger of the SIU and the IBU in 1976. On Wednesday morning, SIU Claims Mariner Towing Cook John R. Grassia of Philadel­ phia asks a question in the HLS Hiring Hall about job priority. Director Tom Cranford explained the Welfare benefits available to Boatmen and their families. He also went over the benefit application form. Inland Coordinator Chuck Mollard gave the group a rundown on what's going on under the Capitol dome and the White House roof. He said that what Continued on Page 12 'ul 1 Telling the delegates on the last day of the confer­ ence how he was "impressed" with their questions and comments is Log Assistant Editor Ray Bourdius. The Log is the official monthly SIU publication. i IOT Cook Paul J. Zilkow of Philadelphia straightens out a seniority point early in the conference. At the end, he commented of the conference. "I got a new outlook." On his left is IOT AB Seymour B. Hamilton. Pointing out a fact is IOT Tankerman Graham Taylor, Sr. who remembers when they used wood for fuel on the boats. "I've been around awhile," he said, "since 1935. And I've seen a lot of improvements." About the seven day conference he said, "I learned more about the Union in a week than in all those years." In the center is Capt. Robert Mason of IOT. On the right is Tankerman John Jones, Jr. of IOT. ROTAH; Tl Inland Director Richard Saul tells the Boatmen delegates about the dol­ lars and cents matters in their indus­ try. Saul said that while the waterways tug and barge industry is "fast grow­ ing" in the Gulf and on the rivers, competition is "cutthroat." He pre­ dicted that last year's 4,240 boats with 46,000 jobs in the industry would jump in the year 2000 to 54,000 jobs on 5,000 boats. Mariner Towing Cook Alvin D. Ellis of Norfolk talked about the knowledge he gained about SPAD. J SHIPPINI Norfolk Patrolman Dick Avery is seen here, in the Piney Point Hiring Hall go­ ing over Union seniority and the rules and regulations on registration and shipping procedures. m. 'V Father of a recent inland towboat op­ erator scholarship winner, IOT Capt. Thomas M. Braddy said he was very impressed with the conference. 41 April 1978 / LOG / 11 r~ �lOT Capt. Robert R. Mason has been an SlU member 33 years and has been with the company since 1945. He said the conference enabled him to understand the Union's function and how the SlU "helps us." He added that the Union now has an im­ portant role in politics. Baltimore Port Agent George Costango told the delegates, "I've sailed in the Mariner fleet . . . past the Big Stoney . . . with some of the brothers in this conference." He's here at the blackboard showing the number of days needed for the normal inland pension. Joseph E. DiGenova, legislative as­ sistant to Sen. Charles McC. Mathias (R-Md.) says the "SlU can play a more vital role now in bringing its legislative needs to the attention of the Senate." He spoke at a luncheon for the Boatmen delegates in Wash­ ington, D.C. on Mar. 16. lOT Tankerman Ralph R. Race, Jr. of Philadelphia spoke about the Log, saying it was a "very interesting paper." Delegates Impressed With HL5 Courses Continued from Page 11 comes out of Washington "affects the inland Boatman as much if not even more than the deep sea Seafarer." This is because there are "more Federal agencies and committees" regulating the maritime industry than any other indusHe then described the Merchant Ma­ rine Act of 1970, user charges, the Coast Guard, dredging, coal slurry pipe­ lines and ocean mining. Mike Sacco noted that under Title XI of the Mer­ chant Marine Act, inland companies built 299 tugs and tows and 1,566 baizes. On Friday, Mollard explained the Union's new industry-wide Vacation Plan and the concept of the industry­ wide standardized contract. In answer to questions, he noted that no one who is currently receiving a company vaca­ The youngest Boatman at the conference is Utility Jeff Broadway, 19, a 1977 Piney Point grad. Brother Broadway sails on the Tug Honor (Mariner Towing) out of the ports of Mobile and Norfolk. Hdqs. Rep and HLS Vice President, Mike Sacco tells the delegates that the "SIU will now be on the USPHS Hospital's Advisory Board" and that new "alcoholic detoxification centers will open in Norfolk and Staten Island, N.Y." 12 / LOG / April 1978 tion plan would lose out under the new Vacation Flan concept in fact, he ex­ plained how the person would gain. Also as part of the Conference, SIU House Counsel and Legal Department head Carolyn Gentile went over the new pension reform law, the Employee Re­ tirement Income Security Act of 1974. She explained what a deferred vested pension means. In the wrap-up comments, the Boat­ Chief Cook Charles "the Menu" Bedell of Mariner Towing in Philadelphia, who sailed deep sea 26 years as a chief steward, raises his pencil to ask how his SIU and IBU seatime adds up for his pension. men said they were impressed with the Lundeberg School's entry, deckhandtankerman training and the various up­ grading instruction for tug and towboatmen. They also liked the HLS Valley Lee (Md.) farm. The farm's vegetables. Black Angus cattle herd, and Big Red porkers supply much of the food for the School. The delegates also praised the Seafarers Alcoholic Rehabilitation Cen­ ter which is located close to the School. Going over his notes at the conference is boat delegate, Tankerman Harold Loyd Bohlinger of Gellenthin Barge Lines In Norfolk. Transportation Institute Director of Policy Planning and Development Peter Luciano (right) explains to the Boatmen delegates in Washington, D.C. how Tl monitors the doings of all U.S. Government agencies, bureaus, and com­ mittees. At his right is Harbor Towing Tankerman Carl M. Goldys of Baltimore who said at the end of the conference that he had "learned quite a bit," and ','will now be more active" in Union affairs. Describing the Inland Vacation Plan is Inland Coordinator Chuck Mollard. �1000th Student ComnletesGED The high school equivalency pro­ gram at the Lundeberg School has been In existence for over six years and during that time, many sea­ farers young and old have been helped to achieve their high school diplomas. Recently the program graduated Its 1000th GED student, Ralph Vidal. Like other members of his family, Ralph has always loved boats and water and stated that, "It has been my dream since I was small to work on the water." Ralph found out about the GED program from his father and grand­ father, both of whom are seafarers. "My grandfather Is a retired sea­ farer, and he told me If I wanted to learn I should come to HLS," he said. Ralph's older brother gradu­ ated from the basic vocational pro­ gram and Is currently working on ocean-going vessels. His younger brother Is 17 and Is very anxious to come to HLS and work on the waterways. Ralph decided to come to the Lundeberg School "to learn as much as I could before I went to work. I knew about the GED program, and taking the program in addition to my vocational classes gave me a challenge." One aspect of the program that impressed Ralph was that the teach­ ers were concerned and patient. He said, "The teachers really took the time to give the facts and didn't mind helping me out with something when I didn't understand." Ralph commented that this was much dif­ ferent from his high school classes. "The teachers always beat around the bush and they never had time to repeat anything." According to Ralph, the academic and vocational programs at HLS are for "anyone who wants to make Success! Ralph Vidal learns that he is the 1000th student to earn his high school diploma through the GED program at HLS. something of himself." He feels that learning Is very Important and wants to advance himself In the Industry. "I plan to come back to HLS for upgrading. I want to go as high as I can." Ralph Is looking forward to work­ ing on ocean-going vessels and travelling. "On a ship, everyone has a job and they know just what to do. I think I will really like this," he said. All of Ralph's family Is proud of his achievement. "My mother cried when she heard I made It," he said. Everyone at the Lundeberg School would like to congratulate Ralph on being the 1000th graduate of the GED program. Attention to individual learning needs contributes to student success. Here Ralph receives math help from teacher Jean Polak. 11 •5^ Students are motivated to learn because they see the relationship between, education and their career goals. Ralph is shown at work here on the HLS tank barge, and he will use both academic and vocational skills on the Tankerman test. Dont Forget the Students! The push for competency testing In the public schools has begun to show results. Several states have experienced the first round of testing and proijiems are definitely surfacing. Competency testing was encouraged by the public, legislators, and concerned parents. All these people have been critical of the products our schools are producing. Employers have been saying that our high school graduates lack skills. Students said they were being cheated and were Illprepared for a future In the world of work. So some form of accountability had to be established. Criticisms were somewhat justified. Scores on 1964 and 1973 editions of the Stanford Achievement Test Indicated that a student entering the 8th grade today reads about as well as a typical student In the middle of the 6th grade ten years ago. Other tests have also Indicated that higher standards must be set so that students can achieve at desired levels. Florida was one state that took a lead In requiring ascertain level of competency prior to high school graduation. The first testing has been done on a statewide basis and approximately 36% of the 11th graders failed the math tests and 8% failed the reading and writing tests. Now comes the problem! What will happen to these students who have failed to pass the tests? Well, they will be given another chance to retest after taking remedial courses. Can you Imagine almost 40% of the 11th graders In remedial courcec just to pass the competency exam? •r"ii v\iw\ by HAZEL BROWN, President Harry Lundeberg School The Issues that weren't solved prior to the testing were how these re­ medial programs would be funded and where the school systems would find the remedial teachers. Also, how would the individual students be prepared to accept failure? Will the failing students drop out without try­ ing to retest? What kind of Instruction will be provided for them? Some educators are saying that all the students who have failed the tests are not incompetent, but rather they are performing incompetently because there was no good reason not to. Motivation is a very strong factor In any learning situation. Learning must be pursued by the indi­ vidual student. One has to wonder if the test results can be a strong enough motivation. Our history of other testing programs has not shown this to be the case. We have to ask ourselves a very serious question. What will happen to the students who fail the competency tests? If the only answer is retention, then a large number of our youth can be ex­ pected to drop out before they are forced to receive the certificates of attendance rather than the high school diploma. Yes, our schools do need to be accountable. They should be providing adequate learning experiences so that the students can achieve. We want learning to take place and deserve products from the educational invest­ ment. Let's be very careful that we punish the guilty parties, not the innocent students who are victims of this serious situation. In our eagerness to correct one problem, let's not forget the individual human beings who are so sadly failing these tests. April 1978 / LOG / 13 �Lored His Union, Shipmates I would like to thank the SIU, Port Agent C. J. "Buck" Stephens, Delta Steamship Lines and Captain H. J. Hermes of the 55 Del Rio on behalf of my late husband, John J. N. McKenna, who passed away on Oct. 16, 1977. John loved the sea, his union and his fellow seamates. Thank you one and all for granting his final wish and returning his ashes to the peaceful waters of the Caribbean on Jan. 5, 1978. On behalf of his sisters, Pam, Pat, Georgia and Ines, I remain. Respectfully, Henrietta McKenna New Orleans, La. Helped Member's Wife ^lllillllill|||llllil||lllllil|||iilll||||lllll||||lilllllllllllli||l|lllllllllllllllllllilllllllllllll|||llll|||||lll||||l^ Life With a Seafaring Man (Enclosed you will find an article in memory of Frank Cormier, my husband. Many of his friends still don't know that Frank passed away Nov. 11, 1977.1 would appreciate it very much if the Log could print this in an upcoming edition.) After 36 years, everybody in the SIU knew Frank Cormier. As a shipmate, he was friendly, honest and frank. His wide smile and sparkling, dark green eyes showed his friendship. He was always ready to help. He was affectionately called "Paco Guayanilla." He was born near the sea in Guayanilla Beach. Maybe that's why he loved the sea. As a father, he gave his children too much. He gave them what he never had. Maybe he spoiled them and expected too much from his children. He wanted them to continue to live near him after they got married. As it was not possible, it turned him bitter. I understood and never said a word for or against it because Frank was like a child sometimes. He was stubborn and had small fits. Like the time he had an argument with a neighbor, he threw rocks at the fence. As a husband, he was unique, considerate and helpful. During my 11 years of sickness, he was patient. But sometimes he scolded me like I was a child because he wanted me to eat all the fresh fruits he bought home, and I wouldn't. He was a baseball fan and regretted being born too early that he could not be a player with so many advantages today. He 'lOvcd radioes and tape recorders, buying too many. He loved American music and operas. I never understood operas, but 1 never interfered. He spent hour after hour listening to music. Once, as a joke he recorded every word I said to him without me knowing it and then played it back laughing. For him it was fun. Frank said he was an athiest. But it wasn't true. He never laughed at religion. He counted many ministers among his friends. I liked to hear them, so Frank would invite them to the house. Frank knew he was going to die.For two weeks, at midnight,a bird came to our yard to sing. One night Frank went out to see the bird. He said, "the bird is black. I wonder who is going to die." From then on, he was constantly telling me what to do if something happened to him. The moment he felt sick, he said to me, simply, "I feel sick." He closed his eyes and 20 minutes later he was gone. He had high cholesterol and that caused a heart attack. He didn't suffer as it was so sudden. Frank is gone. He had to leave everything he loved in this world. He is gone, but his memory will linger with us for a long time. It's not good­ bye, Frank, it's so long 'mate' until we meet again. Sincerely, Olga Cormier Ponce, Puerto Rico I would like to thank the Union for their consideration of me as the wife of Brother Samuel E. Ratz in their promptness in paying my medical bills while I was confined in a hospital for surgery. It was gratifying to know that I was taken care of. Sincerely, Mrs. Samuel E. Ratz Deltona, Fla. The AB's fob has changed a lot over the years. . So /ear/7 to do it right! Enroll in the A B Course at HLS. Learn the skills you need aboard modern U.S. ships. Earn the rating that means job security and good pay for you. Course is four weeks long. Classes start in June. To enroll, see your SIU Representative or write to: Harry Lundeberg School Vocational Department Piney Point, Maryland 20674 A MESSAGE FROM YOUR UNION NARC(mCS ARE FOR KNOTHBADS WREN you ARB CAU6RT YOU LO$E YOUR PAPERS FOR LIFE I 14/LOG/April1978 'ill , i,-. .. V . I, . ( I -- .-i-i �Flag-of-Convenienee Ship Has Worst Spill in History ! The unchecked use of "flag-ofconvenience" tankers by American oil companies has caused another crime against the environment. The latest in what has become a grim history of "flag-of-convenience" tanker wrecks involves the 233,000 dwt Amoco Cadiz. The vessel, owned by Amoco and registered under the Liberian flag, went aground in heavy seas Mar. 17 off Portsall, France, a small fishing and summer resort town of 2,000 people. Despite efforts to minimize pollu­ tion, several days later the Amoco Cadiz broke in two and spilled her entire load of 68 million gallons of crude oil into the ocean. It is by far the worst oil spill in history. Swept towards the Continent by high winds and menacing waves, the oil has already devastated 70 miles of northern French coastline. Fishermen in Brest, northern France, claim that it will be more than a year before they can return to the sea to make their living. The oil has oozed its way to the Seven Islands bird sanctuary in north­ ern France which provides homes for 25,000 penguins, gulls and rare birds. The effect of the oil on the sanctuary's wildlife has not yet been determined. However, an oil spill of lesser propor­ tions 11 years ago wiped out 80 per­ cent of the bird population. Almost as bad as the disaster it­ self, is the historically proven fact that little or nothing will be done to curb the multinational oil companies from using unsafe, improperly manned "flag-of-convenience" tankers. Amoco's insurance company will pay some fines. The newspapers and politicians will yell and scream for a few weeks and vow action. But for sure none will be forthcoming. A good example of this is the wreck of the Liberian-flag /Irgo Mer­ chant in American waters off Nan­ tucket Island in December 1976. The Argo Merchant dumped 7.6 million gallons of crude into the Atlantic Ocean, which represented the worst spill ever in American waters. Naturally, the politicians were up in arms about the disaster and swore up and down that something had to be done. However, the first real chance Congress got after the Argo Mer­ chant incident to cut into the use of "flag-of-convenience" vessels in U.S. waters was flatly rejected. This rejection involves the defeat in October 1977 of President Carter's oil cargo preference proposal for U.S. ships. This proposal was realized in a bill which would have required that 9.5 percent of all U.S. oil imports be brought to American shores in U.S.manned, U.S. registered ships by 1982. The bill went down to defeat in the House 257-165. U.S. ships, then, will continue to carry only 3.5 percent of the nation's oil imports. The 9.5 percent bill was by no means an unreasonable one. How­ ever, the oil companies—the same companies that operate "flag-of-con­ venience" vessels—lobbied against the bill and Congress gave in to the pressure. Right now, unsafe, poorly manned "flag-of-convenience" ships carry 50 percent of America's oil imports. The question you have to ask yofirself is, how long will it be before another major oil spill from a "flag-of-convenience" vessel blackens our shore­ line? If their infamous track record remains intact, it won't be too long. The SIU has been working for a fair oil cargo preference bill for U.S. ships for many years. Our motivation behind this fight was and remains job opportunities for American maritime workers on ships, in shipyards, and in related industries. However, the black record of "flagof-convenience" vessels in polluting the world's seaways has added a new and serious aspect to the issue. As we see it, oil cargo preference can no longer be considered a polit­ ical or economic issue to be haggled over by Congress. Oil cargo prefer- Official Publication of the Seafarers International Union of North America, Atlantic, Gulf, Lakes and Inland Waters District, AFLCIO April, 1978 ONLY THE BEGINNING ence for U.S. ships is a necessity if this nation expects to keep our shore­ lines intact and our fisheries healthy and productive. There are a number of ways to cut into the use of these vessels in our waters. However, a bill requiring the use of U.S. ships to carry a significant percentage of our oil imports is the quickest, most effective way to begin the process. A second means to cut into the use of "flags-of-convenience" is the im­ plementation of tougher safety stand­ ards for all vessels entering U.S. waters. [The U.S. is currently work­ ing on this through the Intergovern­ mental Maritime Consultative Or­ ganization.] We are not naive enough to think that Congress is about to enact cargo preference without pressure being brought to bear on it. So the SIU will continue to fight for this legislation. It's not too late to take action against the oil companies and their "flag-of-convenience" vessels. However, before anything is done, the nation's lawmakers must realize that they are not in Washington to act as mouthpieces for the oil companies. They are supposed to be there to pro­ tect the best interests of the nation and its people. The longer Congress ignores the problems caused by "flag-of-conve­ nience" vessels, the greater the chance of lasting or permanent harm being done to the environmental sta­ bility of the nation's waters and shorelines. We sincerely hope that Congress sees the light, and sees it soon. Vol. 40, No. 4 Executive Board Paul Hall President Frank Drozak Executf 'e Vice President Earl Shepard Cal Tanner Joe DiGlorgio Vice President Secretary-Treasurer Lindsay Williams Vice President Vice President Paul Drozak Vice President iLHioiiniESsI ^ ' 389 Marietta Homayonpour Editor-in-Chief James Gannon Managing Editor Ray Bourdius Marcia Reiss Assistant Editor Assistant Editor Edra Ziesk Assistant Editor Frank Cianciotti Dennis Lundy Chief Photographer Associate Photographer Marie Kosciusko George J. Vana Administrative Assistant Production/Art Director paid at Brooi^iyn, N.Y. The Liberian-flag tanker Amoco Cadiz, owned by an American oil company, is in two pieces after running aground off the coast of France last month. The ship dumped 68 million gallons of crude into the ocean, the worst oil spill in history. April 1978 / LOG / 15 �1966 SlU Scholarship Winner Majored in German; Now Hearing Doctorate Degree When Dcdra Robertson, daughter of Boatman Robert Robertson, won the SIU four-year college scholarship in 1966, she felt it was "the best stroke of luck that ever happened to me." For Dedra, it wasn't just luck, though. She had worked towards the scholarship all the way through high school, and had been groomed for college by a spe­ cial academic program she started in public school in Port Arthur, Tex. Dedra used the SIU scholarship award to attend Louisiana State Uni­ versity where she majored in German. During the summers and in the fall of 1970 she went to Lamar University in Beaumont, Tex. where she got her Teaching Certificate in German, French, and Social Studies. After graduation, Ms. Robertson taught high school German and Ameri­ can history in the Clear Creek High School district in Texas from 1970-72. Then her husband, Gregory Jones, who's a landscape architect, got a job in Baton Rouge, La. So Dedra went back to Louisiana State University and re­ ceived a Masters Degree in 1975. She has completed all her course work for a Ph.D. in German and French at LSU and will have that degree as soon as she finishes her dissertation. Dedra taught German at LSU for four years but right now, in spite of her teaching certification and her interest in education, she's not teaching. Ms. Robertson's official title is Train­ ing Officer for the Louisiana Depart­ ment of Transportation and Develop­ ment. She writes programmed, instructional courses that provide train­ ing for employees of the Transportation Department. She also does technical translations for the research section of the department. Dedra's background in languages— she's fluent in German and French—is a real asset in her job. Many underde­ veloped countries that are in the process of building roads and airports want guidance from the U.S. These countries send representatives to the U.S. who go through state training programs. "Some­ times," Dedra said, "their English isn't too good and I'll be able to provide a language base for them." Even if she only speaks a few words of their language, Dedra finds it means a great deal in making foreign visitors more comfortable in the U.S. Though her job isn't teaching, Dedra pointed out, "it is education from a dif­ ferent angle." When she started college, there were New York Offering the lowest auto and personal loan rates in the New York metropolitan area, the 55-year-old union-oriented Amalgamated Bank of New York, has dropped its annual auto loan interest rate to 9.40 percent for a three-year loan and 9.15 percent for a two-year loan. These are the lowest auto loan bank rates in New York City. On a $5,000 three-year auto loan you would save $243 over rates charged by other local banks. "This bank has always considered the needs of the wage earner as of primary importance . . declared its head. The lower rate is part of the bank's policy of helping to meet the financial needs of wage earners, people of modest means. The bank has four branches in the city with its headquarters at 1 1 Union Sq. The bank, the only surviving U.S. labor bank of 39 started in the '20s, was founded by the Amalgamated Clothing and Textile Workers Union. It serves and counsels unions and provides fiduciary facilities for union pension and wel­ fare funds. It has 170,000 accounts, has $740-million in resources, and is 180th among 14,000 U.S. banks. Amalgamated introduced in 1973 the city's first free checking accounts. It was also the first bank here to otter wage earners signature loans. This was in 1923. VLCCNew York The Military Sealift Command chartered the 264,073 dwt VLCC New York (Seatrain) to carry, early this month, approximately 1.9 million barrels of U.S. Strategic Petroleum Reserve crude from Kharg Is., Iran to the South Riding Points Transshipment Terminal in the first week iii May in the Bahamas. Seatrain will also supply shuttle tankers to transship the oil from the Bahamas to Sun.shine, La. or Nederland, Tex. for storage in underground natural salt domes. The New York is the third SlU-contracted VLCC the MSC has chartered to transport the strategic reserve oil. The others are the VLCC Massachusetts (lOM) and the TT Williamshurf^h (Cove Shipping). The 35,100 dwt's S'L Zapata Ranger (Zapata Bulk), ST Zapata Rover and the ST Zapata Courier also carried this strategic oil to Freeport, Tex. recently. Washington^ D.C. Here's an example of how one of our members helped his Union brothers by writing letters to President Jimmy Carter; the Hou.se majority leader, and his congressman concerning the USPHS hospitals. Their replies to Seafarer Perry D. Ellis are as follows; One of the President's aides, Hamilton Jordan answered: ". . . Your crusade to upgrade public health care is certainly a worthy one and, indeed, one in which Mr. Carter and his wife both feel very determined to see improved . . House Majority Leader Jim Wright of Texas replied late last year: "... 1 will wish to continue to support legislation to help assure that the Public Health Serv­ ice Hospitals will mee* the highest standards . . ." Rep. Bob Gammagc (22nd Dist., Tex.) who represents Brother Ellis, Staf- 16/ LOG / April 1978 and southern Germany impressed her most. The Jones' also do a lot of traveling in the U.S., making regular trips to Taos, N.M. for skiing and taking canoe­ ing and camping vacations during the summers. "We may have missed one or two small parks," Dedra said, "but I think we've been in every National Park in the U.S." Another hobby in which Dedra is in­ terested is showing dogs. She has an Afghan hound that she entered in sev­ eral dog shows around Texas. She was doing pretty well but the dog kept hav­ ing false pregnancies and that ended its show career. The Jones' hope to get another dog and start exhibiting it soon. Proud of Daughter Dedra Robertson other fields Dedra considered, but for­ eign languages seemed a wise choice be­ cause she was always good at them and she loved traveling. "With foreign lan­ guages I could use my hobby as my major," Ms. Robertson said. Dedra still loves traveling. She and her husband spent the summer of 1971 going all over Europe where Belgium Boatman Robert Robertson, who sailed as a tankerman out of Port Arthur 14 years until he retired in May, 1976, was very proud when his daughter won the $6,000 scholarship. [The scholar­ ship award has since been raised to $10,000.] Dedra herself was "really excited," about the award because, she said, "my parents didn't have the money to send me to school and the scholarship meant I could go wherever I wanted to." ford, Tex. and is on the House Interstate and Foreign Commerce Committee and Subcommittee on Transportation and Commerce wrote on Oct. 18 and Nov. 21, 1977: ". . . Your efforts to improve conditions at these hospitals are com­ mendable ... 1 am enclosing a fact sheet on H.R. 8422, Rural Health Clinic Services, which passed the House yesterday with my support. 1 instigated the transfer of the PHS Hospital in Galveston to the Space Center Memorial Hos­ pital (in Nassau Bay, Tex.). "... 1 am glad you share my feelings on the need for better service in these hospitals, and 1 will continue to help in every way 1 can ... 1 am forwarding your comments on to HEW for their consideration ..." SS Stonewall Jackson From May 1-10, the 55 Stonewall Jackson (Waterman) will sail from the Gulf to Sri Lanka (Ceylon) carrying 4,000 metric tons of bagged wheat flour. New Orleans Port Agent C. J. "Buck" Stephens is on the Advisors Committee of the new International Stella Maris Maritime Center for all seamen. It is set to open this fall on Chartres and Gov. Nicholls Streets in the French Quarter near the Espla­ nade. It will have a restaurant, library, I V, lounge, gym and pool. Executive director of the center is the new port chaplain, the Rev. Donald F. Grady, S.J. The Archdiocese and the St. Nicholas Ministry to Seamen are the sponsors. SIU Vice President Lindsey J. Williams was named to the Steering Committee for a New Shiplock at the Industrial Canal. Ship American, Jones Act, foreign-flag ships, U.S. ocean mining policy, cargo preference and common sense and containers legislative resolutions were sub­ mitted by the MTD Maritime Port Council here to Louisiana's AFL-CIO 23rd .Annual Convention in Baton Rouge, Mar. 13-15. All resolutions were adopted. Delta Line's Shoregang made a clean sweep safetywise last year with no losttime accidents. Congrats to John Doyle, Ashton Stephens, Abner Abrams, Cyril Henning, Nicholas Pizzulto, Terrell Nesbitt, Joseph Galiano, John Robinson, John Nuss, John Benedict, Milton Mouton and George Nuss. MARAD will spend almost $350,000 to build its third new marine firefighting school on the Delgado College campus here on Michoud Boulevard. Opening is set for six to nine months. A fourth school is scheduled for the Great Lakes area. �Special Log Supplement PROGRESS TOWARD UNITY: 1978 An Interim Report bv the JOINT MERGER COMMITTEE of the SEAFARERS INTERNATIONAL UNION AFL-CIO and NATIONAL MARITIME UNION, AFL-CIO Sprz-jj-j: I J J IJiIi1 O J _> J t i> ^ I v>j' > n' i'>J n i Si 7li ft'' February 21, 1978 This report is being printed in the May 1978 issue of The NMU Pilot and in the April 1978 issue of The SIU Log to be read and commented upon by the membership of both unions. '(' 1 I! > �Special Supplement PROGRESS TOWARD UNITY: 1978 The maritime industry in the nations of the free world has been faced in recent years with serious problems—many of them directly trace­ able to the cutthroat competition of runaway flag fleets—causing some shipping companies to institute drastic cutbacks of all kinds. Orders for new vessels have been postponed or re­ scinded; shaky managements have backed off plans for expanding services and, worst of all, many vessels have been laid up and their crews thrown out of work. In the U.S. merchant fleet the shrinkage has been devastating; American flag vessels now carry less than five percent of our nation's for­ eign waterborne commerce. This trend threat­ ens the very existence of the U.S. flag merchant marine and the belt-tightening the shipping companies have been forced to undergo in order to remain compeLitive has severely diminished the number of jobs available to members of our maritime unions. In the search for a solution to the dual prob­ lems of vanishing jobs and protecting the eco­ nomic interests of their respective member­ ships, the two major unlicensed seamen's unions—the Seafarers International Union and the National Maritime Union—formally estab­ lished in June 1977 a Joint Committee to develop steps which can be taken by both organi­ zations to work more closely together in the maritime industry and to outline steps that should lead to the eventual merger of the two organizations. What follows is an interim report by the Joint Committee, finalized on Feb. 21, to keep the membership of the unions and other workers in the industry abreast of developments and to invite their comments. The discussions are con­ tinuing and further reports will be made as the talks progress. The SS United States—the "Big U"—was once the pride of the American flag passenger fleet. She has gone the way of many U.S. vessels and is now relegated to the reserve fleet. barely one-quarter of their 1946 numbers. Jobs aboard U.S. deep sea vessels declined even fur­ ther, to about one-fifth of their 1946 level. In 1946, U.S. ships carried 62 percent of U.S. foreign commerce. If we were carrying the same percentage of our foreign trade today, we should be operating some 5,000 ships with over 175,000 jobs. But the share of our foreign commerce car­ ried by our ships declined sharply after 1946 to only 4.8 percent in 1976. An overview is provided by the following data from U.S. Maritime Administration records on cargoes, ships and jobs over the 30 year period ending with 1976. I, STATE OF THE INDUSTRY The hard facts of what has happened to most segments of the American merchant marine are well known to those who work in the industry. It is these hard facts that mainly impel the unity we are seeking to achieve. Therefore, we present the following review of some of the most significant developments since the end of World War II. U.S. deep sea shipping In the 30 years between 1946 and 1976, U.S. waterborne export and import tonnage in­ creased nearly six-fold. Yet in that period, the number of U.S.-flag deep sea ships decreased to 1946 1956 1966 1976 U.S. Oceanborne Foreign Trade 122 272 404 698 in million tons U.S. Deep sea 2,332 1,059 965 577 Vessels U.S. Deep sea 114,610 56,010 47,788 20,885 Total Jobs (SEE CHART BELOW) The decline in ships affected every category of U.S. deep sea vessel. Jobs aboard dry cargo ships declined from 89,410 at the end of 1946 to 12,319 at the end of 1976. Tanker jobs declined from 20,150 to 7,553 in the same period. As for passenger ships, they have disappeared under the U.S. flag. Of the last two that had re­ mained on the West Coast one was recently laid up and the other will be laid up in the spring. There were over 5,000 jobs aboard U.S. passenger and passenger/combination vessels at the end of 1946; only 860 in this category at the end of 1976, and there will be almost none by mid-year. Even with the protection of the Jones Act, coastwise and intercoastal vessel operations also have dwindled. There were 442 vessels in this tfdde in 1946i compared with 148 in 1976. Thus the U.S. deep sea merchant fleet has shrunk from a huge diversified fleet to a small fleet which is capable now of carrying only a small fraction of our foieign commerce and which cannot by any stretch of imagination be considered capable of making even an initial response to the demand for shipping capacity which "would be imposed on the U.S. by any full-scale defense emergency situation. Even more severe decline has occurred in the ranks of U.S. merchant seamen. Because of the shrinkage of job opportunities and uncertainty of the industry, the numbers of skilled U.S. sea­ men available to man our ships and to form the basis for expansion in any emergency have di­ minished to levels inadequate for our national security. The United States still remains the greatest trading nation on earth and the leader of the free world, as it was in 1946, but our merchant marine has since been allowed to fall from num­ ber one in the world to a feeble number ten. U.S. domestic shipping U.S. shipping also has declined in the domes­ tic trades. Much of this trade was lost to rail­ roads, trucks and pipelines as a result of unscrupulous rate-cutting practices which gov­ ernment regulatory bodies did little or nothing to control. This is the 1946-1976 record of U.S. ships and jobs on the Great Lakes. U.S. Great Lakes Fleet Great Lakes Vessels Great Lakes Jobs 1946 1956 1966 1976 448 454 286 169 16,500 15,000 8,912 3,744 The inland tug and barge fleet is the only area where the number of vessels has increased. 18/LOG/April1978 _ i �Special Supplement But here, too, jobs aboard the boats have de­ creased. This is the record: ALL U.S. WATERBORNE JOBS HAVE DECLINED STEADILY - U.S. Inland Tug Fleet 1946 Inland Boats Inland Jobs 1956 19^6 1966 1976 3,900 4,210 4,054 4,240 94,000 58,940 46,621 46,216 Total impact on waterborne maritime jobs While standards for individual maritime workers have been greatly improved, job op­ portunities have declined drastically in all types of vessel operation. Major factors contributing to this situation have been technological devel­ opments; changed operational methods; com­ petition of foreign flag ships, and unorganized operations or other modes of transportation, depending on the area involved. (SEE CHART AT RIGHT) The changing management structure in maritime There have been drastic changes in corporate ownership and management in the offshore maritime industry. Companies which were the mainstays of the past are gone. Sales of com­ panies, mergers and turnovers of management have been occurring on a scale and at a pace unprecedented in the industry. Following is a list of some of the large U.S. companies which have vanished since 1950: DWT COMPANY SHIPS TONNAGE Alaska Steamship Co. Alcoa Steamship Co. Bernuth Lembke Co. Bull Lines Calmar Cities Service Eastern Gas & Fuel Independent Tankship Isthmian SS Luckenbach Marine Inter Corp. National Bulk Carriers North American Shipping & Trading NY & Cuban Mail Line Olson, Oliver G. Ore SS Co. Paco Tankers Pan American Petroleum & Trans. Pocohontas SS Co. Seas Shipping Co. Southern Trading Sprague SS States Marine Lines Sun Oil United Fruit United Mail U.S. Petrol Carrier Weyerhauser SS Co. 8 16 5 18 9 14 12 6 28 18 5 25 43,000 155,000 67,400 164,000 108,000 234,000 132,000 100,000 337,000 205,200 54,200 452,000 6 5 8 6 8 100,000 45,500 37,200 142,800 220,000 10 7 7 5 7 25 22 12 14 7 6 151,000 48,000 79,900 84,000 71,000 306,000 300,000 66,000 85,600 117,000 65,400 While old standbys of the maritime industry were disappearing, new names have been ap­ pearing in the roster of major operators, most of them with little or no background in the maritime industry. Many of the new operators are part of giant conglomerates in whose oper­ ations ships are only a minor factor. Some of the remaining older companies also have been sucked up into such conglomerate operations. Among the new "big names" in shipping, for example, are the R.J. Reynolds Co., Chromalloy, Holiday Inn, Lykes-Youngstown, Natomas and Walter Kidde. Companies such as these are not always in­ terested in the welfare of the merchant mariner. Their motive is larger and larger profits. In their search for profits they will often merge into larger and larger units. A change of owner- 94,000 /9Sff 16,500 Lakes 1966 58,940 HI! » e: 46,621 : Inlaiid ; •ttT • M 1 Ml-t-t • 1976 :: 114,610 Lakes 46,216 3,744 20,885 IJOeep Sea TVTAX. 2.2,5,110 TOTAL 129, 950 ship then can have a tremendous effect on the job security of the mariner. The U.S. merchant marine is turning into a giant game of high finance that has no consid­ eration for the effects that changes in ownership or operation have on maritime workers. All that matters to shipping financial managers is the profit line. The depressed state of the industry has con­ tributed to the wave of sales, mergers and turn­ overs. It also has stimulated efforts of compa­ nies to consolidate markets and trade routes in their battle for survival. At the present time, of the 14 liner companies that existed in 1970, one is in the process of sale, one is bankrupt, two are in financial difficulty, two are about to merge with other companies and one other is looking for a buyer. The same is true in the tanker trades where cliange among established operators has been rapid, in a few years, if the trend continues, per­ haps fewer than 10 companies will control over half of U.S. flag tanker operations. The consolidation of life-and-dealh power over what is left of the U.S. merchant marine TOTAL TOTAL 103.321 70.845 among a handful of operators, some of them with only a peripheral interest in U.S. flag ship­ ping, is a serious further challenge to the unions in their efforts to protect and advance the inter­ ests of U.S. seamen. There are many ways in which this trend can threaten the interests of U.S. seamen; the most serious, of course, being the effect such con­ solidation of ownership may have on job secu­ rity, pension programs and other benefit pro­ grams of all unions. Growth of runaway flag operations A major factor in the decline of the U.S. mer­ chant marine over the past quarter-century has been the government policies which tolerate and, in fact, encourage the use of flags-of-convenience—or as seamen know them, runaway flags—on ships of U.S. companies. U.S. oil companies and other giant corpora­ tions have swelled their profits by the use of the runaway flag device on the ships they own or charter. It permits them to evade U.S. taxes, U.S. labor standards, safety requirements and (J When you look at any U.S. port today you will see many foreign flog ships but few American. Here is a view of the port of New York just below the Verrozano-Narrows Bridge. pof» Auihoritr of N»W York and Now Jonoy April 1978 / LOG / 19 i- �Special Supplement other responsibilities which our laws impose on other U.S. ship operators and on U.S. citizens generally. Here is a picture of how a few major ship operators have made use of the device: U.S. Fleet 1952 Exxon 54 38 T exaco 22 Chevron (SOCAL) 13 Gulf U.S. Fleet 1975 Flag-ofConvenience Fleet 1975 16 14 16 11 87 12 29 28 These are just a few of the U.S. companies which have made increasing use of runaway flags. The list also includes Alcoa, Barber Oil Co., Bethlehem Steel, States Marine Lines, United Fruit and Ward Line, among many others. These companies owned large numbers of American ships. Now they have none, but do have foreign flag fleets. Also, there are many U.S. ship operators who maintain both U.S. and foreign flag fleets. Among them are Maritime Overseas, Ogden Marine, Marine Transport Lines and Seatrain. The growth of U.S.-owned runaway flag op­ erations, their virtual monopoly of transport of our oil and bulk ore imports and the ability of runaway flag operators to influence government maritime policies are among the most impor­ tant and most difficult challenges facing the maritime workers. II. IMPACT OF TECHNOLOGICAL DEVELOPMENTS Automation and other technological develop­ ments in the maritime industry have vastly increased productivity of all U.S. vessels and U.S. seamen and boatmen. The increased speed of today's vessels, greater cargo capacity, faster turnarounds, automated controls, and low maintenance equipment all have combined to give one of today's vessels in m.ost categories the productive capacity of five to ten of the vessels which dominated the trade only a few years ago. As an example of the increased productivity of individual seamen in terms of cargo, note these figures: in 1946, there was one crew mem­ ber aboard U.S. flag ships for every 222 tons of cargo carried; in 1965, it was 288 tons per sea­ man; and in 1976, the figure was 666 tons of cargo for every seaman aboard U.S. flag ships. (SEE CHART BELOW) The new highly-automated ships carry crews smaller than their predecessors, despite their far greater capacity. Here are some examples of the trend: Type of Vessel Size DWT Crew T-2 Tanker (1946) Modern U.S. VLCC 16,000 265,000 41 28 Victory (1946) Modern Container Ship 10,000 27,000 44 38 Steam Tug (1946) Modern Towboat 5,000 45,000 24 11 Lakes Ore Carrier (1946) Modern Lakes Carrier 10,000 60,000 37 20 Ratio of licensed and unlicensed seamen While the unlicensed seaman has been fight­ ing for survival in the face of the trend toward smaller crews on fewer ships, he has failed to note a third danger: that the licensed officer, aided through management and the Coast Guard, is gradually taking over many shipboard duties once done by unlicensed crews. Unlicensed seamen have borne the load in crew reductions, while the officers have re­ mained strong and have even made some over­ all gains. On ships built in the 1940s, approxi­ mately 80 percent of the crew were unlicensed. Recently, the percentage of unlicensed person­ nel has fallen to almost 50 percent. If the trend of tug/barge and sealed engine room vessels continues, we may soon find more officers than unlicensed seamen on U.S. vessels. Here are some examples of the trend: 1946 Vessels Today's Vessels Gas T-2 Tanker Victory 32 34 21 20 8 8 9 10 11 9 9 6 Licensed crew Technological advances, in addition to the re­ duction in number of U.S. flagships, have re­ duced jobs in all categories but the loss in unlicensed ratings has been proportionately more severe as shown by the following: Licensed Jobs Unlicensed Jobs These figures 1956 12,884 43,126 1966 11,635 36,153 Unlicensed seamen meet the challenge The'unions have responded positively to the challenge of changing technology in maritime. They have not tried to block—simply for the sake of blocking—changes which realistically could be made. Instead, the unions concefir^ trated on protecting their members against the impact of these changes and seeing to it that the changes are translated into gains for the individual seaman in pay, overtime rates, pen­ sion and welfare, vacations and other benefits. The unions also have responded positively to the demands of the new technology. New skills and technical knowledge are needed aboard modern ships and unlicensed seamen are mas­ tering these requirements in a number of excel­ lent schools for whose creation and administra­ tion the unions are mainly responsible. Living conditions aboard ship have been im­ proved with air conditioning and separate quarters. However, much still must be done to improve working and living conditions on the new ships. The fast turnaround and new ma­ chinery have created a number of problems which must still be solved. The problem of establishing stable job op­ portunity, while it has been relieved through union efforts, certainly is not solved. The con­ clusion must be drawn that although gains in income, pension security, vacations and other individual benefits for the unlicensed seaman have been substantial, much more must be done to strengthen job security, improve working conditions and otherwise compensate the U.S. unlicensed seaman for his greatly increased productivity. Tug/ Super Turb. Barge LASH Tanker Tanker Unit Unlicensed crew need for unity of programs of the unlicensed seamen's unions. 1976 6,080 14,805 heavily underline the urgent III. STRUCTURE OF THE MARITIME UNIONS The American merchant mariner faces a num= her of tough problems that need to be identified and addressed frankly today. With less than five percent of U.S. foreign trade under the U.S. flag, this means that over 90 percent of our maritime jobs have beerf exported overseas. And with less than 71,000 total jobs, it is diffi­ cult to get the country and the Congress to con­ sider the serious problems of the industry. We cannot command the attention for our prob­ lems that other U.S. industries command. Even so, we as maritime workers can't speak with a voice of 71,000 strong. We are divided INCREASED PRODUCTIVITY OF U.S. SEAMEN CARGO 666 TONS 1976 20 / LOG / April 1978 This river tow is just one of many examples of how productivity has greatly increased among boatmen. This rise in productivity has been a major factor in enabling the industry to compete. �Special Supplement wimrnrnmmmwmim , _ The well-being of the maritime industry depends largely on the U.S. government. Lows and regulations coming from the White House and the Congress play a big part in deter­ mining the future of seamen and boatmen.That is why both the NMU and SlU maintain legislative offices in the nation's capital. Their efforts in gaining favorable maritime rules and legislation would of course be strengthened through a united voice. into little factions. The total industry is split' almost in half—organized workers and un­ organized workers. The voice of organized workers is diluted by the division of licensed and unlicensed maritime unions. And to make our voice even smaller, even the organized unlicensed seamen and inland boat­ men are split into nine different national and international maritime affiliates to the AFL-CTO as well as 12 other federated and independent unions. This underscores the need for merger. Unions Representing Unlicensed Seamen and Boatinen, ^, 1. AFL-CIO seamen's unions National Maritime Union Seafarers International Union of North America Inland Boatmen's Union of the Pacific Marine Cooks and Stewards Union Marine Firemen's Union Marine Staff Officers Pacific District Military Sea Transport Union Sailors Union of the Pacific Seafarers International Union, AGLIWD Staff Officers Association of America Little can be gained by delving into the back­ ground of this splintering of seamen into so many unions. Almost as many reasons can be found as there are organizations and most of these reasons are buried in past history. It is clear, however, that this multiplicity of unions does not serve the interests of U.S. sea­ men and boatmen. It also is clear that merger of the two major unlicensed unions will be a major step toward bringing all unlicensed sea­ men and all boatmen—on deep sea. Great Lakes, rivers and harbors—into one union. Despite the serious problems of the maritime industry, the strength of the enemies of the U.S. merchant marine, and the divisions among seamen, these, unions are strong and have tre­ mendous assets. For example: • the unions have impressive properties across the country in the form of national head­ quarters and branch offices and other bases of operation. • They have five separate training facilities— among the best equipped and most advanced of their kind in the world—dedicated to enabling their members to keep pace with technological and industrial changes in the industry. • They have negotiated and, with their con­ tract companies, arc responsible for pension, welfare and vacation programs which provide impressive benefits for their members and fam­ ilies. The combined assets of these plans exceed half-a-billion dollars. • They have sophisticated, highly-respected research and legislative offices in the nation's capital to work on legislative and policy issues affecting their members. • They have a wealth of talent and ability among their national and port officials and staff, able to work effectively and responsibly to solve industrial problems and to provide leadership in matters affecting the social and economic in­ terests of their members at national, state and local levels. • They have the respect and support of the rest of the AFL-CIO—14 million working men and women—and, indeed, the whole American labor movement. • They enjoy the fraternal support of sea­ men's organizations throughout the free world. 2. Other National and International Unions representing vessel personnel American Federation of Government Employees, AFL-CIO International Brotherhood of Teamsters International Longshoremen's Association, AFL-CIO Local 25, Operating Engineers, AFL-CIO National Association of Government Employees National Federation of Federal Employees Oil, Chemical and Atomic Workers, AFL-CIO United Paperworkers Union, AFL-CIO United Steelworkers, AFL-CIO United Marine Division—Local 333, ILA, AFL-CIO 3. Independents Atlantic Maritime Employees Union Eastern Sun Marine Employees' Association Exxon Seamen's Association Exxon Stewards' Organization Getty Tanker Men's Association Sabine Independent Seamen's Union Socony Mobil Boatmen's Union Sun Marine Employees' Association Tidewater Tanker Men's Association The SlU and NMU work together, and with other unions, in a number of committees and organizations, such as, the International Transport Federation, and the AFL-CIO's Ad Hoc Committee on Maritime Industry Problems. April 1978/ LOG / 21 �Special Supplement IV. THE BATTLE FOR POSITIVE U.S. MERCHANT MARINE POLICIES The battle of the maritime unions to advance the well-being of their members cannot be sep­ arated from the battle for a strong U.S. flag merchant marine. This battle must be fought mainly in the agencies of government at all levels and in Congress. It must be fought also in the communications media to help the Amer­ ican people understand what is at stake. A major role has been taken by the maritime unions in making lawmakers and the public aware of how weak the U.S. is in the maritime field. The unions have pointed out how that weakness affects the American economy and national security and what has to be done about it. Our objectives are to get administrative and legislative action to correct the weakness and assure maintenance of adequate strength under the U.S. flag in all categories of shipping. All the logic is on the side we are fighting for. The U.S. is the greatest industrial and commer­ cial nation in the world. Yet our own ships carry less than five percent of our foreign com­ merce. The U.S. must depend increasingly on overseas sources for fuel and essential raw materials to keep our industrial plant operat­ ing. Yet we have ships under our flag capable of carrying only the tiniest fraction of our mas­ sive requirements. We are the leader of the free world, with worldwide responsibilities for our own defense and defense of our allies which, in any emergency, will impose immediate critical demand for tremendous ocean shipping capac­ ity. Yet we rank tenth among the world's mer­ chant marine fleets. (SEE CHART BELOW) RANKING OF MERCHANT FLEETS LIBERIA - 2,623' U.S.S.R. - 2,517' JAPAN - 2,071' I GREECE - 1.916' PANAMA - 1,645' I UNITED KIN6D0M-1,508' NORWAY - 973' 1 GERMANY (WEST)-633' 8 ^ ITALY - 62S' UNITED STATES-577^ 10 —7 22/LOG/April1978 ^ NUMBER OF SHIPS-1976 Many American shipping companies, tike Bethlehem Steel which ran Calmar Line, have transferred their vessels to foreign registry. Our arguments are backed by unassailable Consider these later developments: lessons of history which apply with even more • The renewal of appropriations for mari­ emphasis to America's present situation than time subsidy was passed in the House by an to the past. The damaging effects of merchant unusually narrow margin, 231 to 166. The whole marine weakness and the added danger and subsidy system is under attack. sacrifice which this weakness imposes have • Tolls are due to increase on the St. Law­ been demonstrated even in the relatively minor rence Seaway shortly; toll increases are also defense emergencies of recent years. being considered foT the Panama Canal. It makes no sense for our country to expect • A fuel tax is about to be imposed on the that a merchant marine which must subsist on inland towing industry, threatening grave dam­ a mere five percent of our foreign commerce age to the industry, yet with no government can rise to fulfill the tremendous requirements agency opposing the tax. There are indications which will be put on it in a defense emergency. of a concerted effort by land-based transport, It makes no sense for our country to leave itself which is less efficient and requires greater gov­ vulnerable to economic blackmail and other ernment support, to destroy our domestic types of economic offensive by rival nations be­ waterborne transport industry. cause we do not have the ships to carry more • The Department of Defense is becoming than a minute fraction of what we need in basic increasingly outspoken in opposition to meas­ fuels and essentia] raw materials. ures essential to a healthy U.S. flag merchant It also makes no sense to believe thdt btir n ! marine, this "despite-warnings from many of-.,, country can maintain an adequate merchant our top military commanders about our mari­ marine without substantial government protec­ time weakness. It should be remembered, of tion and support. There is no maritime nation course, that DoD was the original government in the world which permits its own ships to source of the policies extending the mantle of carry so small a share of their own foreign com­ U.S. government protection to U.S.-owned run­ merce as does the U.S. The share which ships away flag ships. of most competing nations carry of their own • The share of U.S. oil and essential ores car­ commerce is in almost every case four to ten ried by U.S. ships is still shrinking—down to times greater than that of U.S. ships. three percent for oil and a bare one percent for Furthermore, such a fast-growing competitor ore imports. This is an extremely dangerous as the Soviet Union is not bound by any profit- condition. and-loss considerations in operation of its ships. • Efforts to create wedges in the Jones Act— There have been many recent demonstrations which provides basic protection for the U.S. of the way the Soviets can force competition merchant marine by reserving domestic com­ out of important trades routes by selective rate- merce to U.S. flag ships—are increasing. With cutting and once they achieve a monopoly, can this, there are efforts to exploit on a larger scale use it for political or strategic gain or to set existing loopholes in the law such as the provi­ extortionate rates. sion that exempts shipping between the U.S. These facts are clear to anyone with any Virgin Islands and theTnsainland. knowledge of the maritime situation. The unions have made many sustained, well-con­ ceived efforts to make government officials, law­ V. PROSPECTS FOR FUTURE makers and the public aware of the situation DEVELOPMENT IN THE MARITIME and get corrective action. Yet, our country re­ FIELD mains indifferent to its maritime vulnerability. Take, for instance, the oil cargo preference If we can achieve sound long-range U.S. mer­ bill that was defeated in the House last year. chant marine policies, particularly on cargo The bill would have required a maximum of quotas, employment opportunities for Ameri­ 9.5 percent oil imports on U.S. flag ships. can seamen and boatmen will improve. Beyond The attack that was generated against this that, there are possibilities in new offshore oper­ modest oil import bill and against the unions ations which may one day be larger and provide supporting it was almost beyond belief. The more employment than ocean transport. source of these attacks was, without question, The possibilities include sea farming and the propaganda mills of the runaway flag opera­ mining the ocean floor, development of offshore tors, that is, the big oil companies. oil and gas sources, establishment of power gen­ The attack has not stopped with the defeat of erating facilities offshore, new methods for the oil quota bill. The runaway operators ap­ moving energy and for disposing of waste parently feel threatened and are acting on the materials. theory that a continuous attack is the best Both the NMU and SIU are already working strategy. together to insure a foothold in early operations �Special Supplement of this type. Their experience, even at this stage, demonstrates the difficulties which will have to be overcome to bring the workers in these re­ mote multi-faceted operations the benefits of union representation. However, development of offshore industry is certain to expand and the unions must meet the challenge. The battle may be much like those which workers had to fight in the earilest days of maritime unionism in this country and it will test the mettle of the unions. tr-3>V VI. CONCLUSIONS Both NMU and SIU have fought hard and ef­ fectively on behalf of their members in all areas. They have achieved notable gains against great odds. They exert influence far beyond what would be expected considering their relatively small numbers and resources. They continue to be strong and will continue to be among the leaders in organized labor in advancing their members' interests. There can be no question that the division of maritime workers and the rivalry among them has weakened our efforts in many directions. This division ,has confused our friends and With increased activity in offshore drilling and mining, aided our enemies. job opportunities for seamen and boatmen. NMU and SIU have worked together in many ized segments of our industry and in new devel­ crucial battles in recent years. Past unity ar­ oping offshore industries, a merged organization rangements have provided a clear idea of our is needed. Merger will also benefit the shoreside united potential. There can be no question that members which we now represent and will the strength and effectiveness of both unions widen our organizing capabilities in this area. will be enormously enhanced by merger. In all Competition between unions in organizing is the areas we have surveyed where organized not only wasteful, it is damaging to the union American seamen are facing serious challenges, cause. The same applies in the organization of their cause will be greatly helped if we can new ships and companies. We all need our full achieve a firmly established merger which can­ strength in these efforts. not be broken by friend or foe. We also must eliminate all uncertainty and In order to protect the interests of our mem­ confpsipq cppcerrUng. the. seamen's position on bers and other workers in the maritipie. indus­ national merchant marine policy. The NMU and try in the face of industrial depression, chaotic SIU working together in .one organization with management turnover, drastic technological the support of the labor movement can provide and operMional change, a-merger-dfi the two leadership in the fight for positive legislation, leading unions'of seaMen arrd boatriifin is of a long-range maritime program, curbing the paramount importance. We have seen enough runaway flag and protecting the inland water of how division wastes our energies and under­ transport industry against efforts to scuttle it. mines our effectiveness. If we are to get the case for the U.S. seaman Our effectiveness in collective bargaining and and boatman and the U.S. merchant marine in administering our contracts will be greatly squarely before the public, we must work toenhanced by a single approach. Eliminating duplication of facilities and sery- "gether and pull together all other elements ices in the same area will mean that more and which have a stake in the industry. Since we better service can be provided at lower cost. cannot hope to match the resources or the hidIn organizing workers in the still unorganden influence of big oil companies, which are One of the biggest reasons for job losses among U.S. seamen are runaway flag ships. American companies, particularly the oil giants, own or charter ships that are under the flags of such countries as Liberia and Panama. scores of new vessels will be needed. These will mean many our main source of opposition, we must make the most of our every effort. As in all our other battles, a united front plays an important part. However, the final answer is merger. * * * * The work of this Committee has only begun. In this report we have set forth some of the compelling reasons for seeking merger. We also have been analyzing the basic elements involved in attempting to merge the two organizations— their organizational and financial structure, operating procedures, constitution and by-laws, collective bargaining agreements, vacation, pen­ sion, welfare and other benefit programs, prop­ erties, etc. We are developing various alternative for­ mulas by which a merged organization can be established. It is likely that independent groups of maritime workers will want to become part of this merged organization and that is part of our considerations. Also, we are aware that both NMU and SIU have membership other than ves­ sel personnel, some of it only indirectly related to maritime. The rights and interests of these members must be fully protected and served in the merger process. The results of all this analysis and considera­ tion will be reported to the members from time to time. The work of this Committee must move for­ ward. The problems which must be resolved are certainly intricate but no matter how tough they may be, the job of analyzing them and de­ veloping possible solutions should move for­ ward with all possible speed. The opinions of members of the unions are solicited and will be given due consideration by the Committee. Out of this, recommendations will be developed for submission to the union memberships in ac­ cordance with their constitutional require­ ments. In the meantime, we wholeheartedly recom­ mend that the unions continue to seek out every opportunity to work together on matters of mutual concern in all fields. This statement has been drafted by the Merger Committee of the National Maritime Union and the Seafarers International Union of North America. While it represents the facts, it also contains the opinions and views of the Committee. We welcome comment from all sea­ farers and boatmen. Send comments, ideas and suggestions to the NMU-SIU Merger Committee c/o Frank Pollara, AFL-CIO, 815 Sixteenth St., N.W., Washington, D.C. 20006. Apr. 1978 / LOG / 23 ��4* - • LNG ARIES (Energy Marine Op­ erations), February 5—Chairman, Re­ certified Bosun Roy Theiss; Secretary G. Debrafre. Some disputed OT in deck department. Chairman had a talk with Captain Spence about outgoing mail and it is solved. Report to Log: "We had a very bad storm at Canvey Island and lost a few wires and mooring line. We also went aground. But now all is back on schedule." Next port, Bontang. BALTIMORE (Sea-Land Service), February 14—Chairman, Recertified Bosun Joseph Puglisi; Secretary George W. Gibbpns; Educational Director W. J. Dunnigan; Deck Delegate Randall Hawkin; Steward Delegate Tom Brown. $15.25 in ship's fund. No disputed OT. Chairman discussed the importance of SPAD. Secretary reported that the Cap­ tain is collecting for the Merchant Mar­ ine library. Also that rough weather was encountered going to Boston but every­ one cooperated as seamen should and now everything is fine. A vote of thanks to the steward department for a job well done. Next port, Boston. '• -"'/f ii" ALEX STEPHENS (Waterman Steamship), February 27- -Chairman, Recertified Bosun Carl Francum; Secre­ tary R. Liegel; Educational Director C R. Coumas; Deck Delegate M. Kuite; Engine Delegate B. Connolly; Steward Delegate C. Traver. Chairman reports that everyone needs a passport to regi­ ster as of now and whatever group you register in you stay in that group from now on. A letter was received from Headquarters on a resolution made last trip, was read and posted on the bulletin board for two weeks. Some disputed OT in deck department. A request was made for new books for the ship's library. Steward reported that the men that came from Piney Point are doing a good job. ERNA ELIZABETH (Hudson Wa­ terways), February 5—Chairman, Re­ certified Bosun N. Matthey; Secretary B. Fletcher; Educational Director J. Beatty; Deck Delegate J. Stanton. $115 in movie fund. $16 in ship's fund. Some disputed OT in deck department. Chair­ OVERSEAS NEW YORK (Mari­ man urged all crewmembers to read the time Overseas), February 16—ChairLog so they will know what is going on in the Union. Also discussed the import­ man, Recertified Bosun R. Murry; Sec­ ance of SPAD. Secretary reported that retary E. Heniken; Educational Direc­ all Seafarers who are on the Panama tor L. Allen; Deck Delegate E. HerCanal run should bring their heavy fish­ manson. No disputed OT. All communi­ ing gear as the fishing is good in Parita cations received were read and posted. Bay. A vote of thanks to the steward As a safety factor it was suggested that department for the cook out and barbe­ a platform be built on the accommoda­ tion ladder. Observed one minute of cue that was held on the stern. silence in memory of our departed brot­ hers. Next port, Galveston. JACKSONVILLE (Sea-Land Seirv'^ice), Februaly 5—(Uhairman, Recerti­ OGDEN WILLIAMETTE (Ogden fied Bosun Sven Stockmarr; Secretary Marine), February 26-rr-Chairman, Re­ H. Alexander; Educational Director Del certified Bosun Ray Broadus; Secretary Rio. Some disputed OT in engine de­ E. Kelly; Educational Director J. Neal; partment. Chairman reported on the re­ Deck Delegate N. Tatar; Engine Dele­ pairs that were done and the others that gate R. Ross; Steward Delegate C. would be completed when the materials Kreiss. No disputed OT. Chairman ad­ are at hand. Reminded crewmembers to vised all crewmembers to go to Piney turn in safety suggestions and when in Point and get their LNG training as soon doubt about the Union agreement to see as possible and while they are there to your delegate or educational director. get their firefighting certificate. The The crew was thanked for their fine co­ steward said he had good boys from operation. Piney Point to help out and he was glad they were aboard. A vote of thanks to CONNECTICUT (Ogden Marine), the steward department. February 26—Chairman, Recertified Bosun M. Beeching; Secretary C. Scott; Educational Director J. McLaughlin. Official ship's minutes were also No disputed OT. Chairman requested a check on the air conditioning due to MOBILE the ship going on the Panama run in ROSE CITY June, 1978. That all repairs have been MOUNT WASHINGTON done except shipyard work. Also ad­ DELTA ARGENTINA vised all crewmembers to take the LNG MANHATTAN training. Secretary reported on the SAMUEL CHASE radiogram sent in favor of the Labor MARYLAND Reform Act and requested all Seafarers NECHES to do the same, A vote of thanks to the DELTA MEXICO steward department. COLUMBIA ROBERT TOOMBS OGDEN WABASH COASTAL CALIFORNIA (T.M. PONCE McQuilling), February 16—Chairman, EAGLE TRAVELER Recertified Bosun Fred A. Olson; Secre­ POTOMAC tary Jimmy Bartlett; Educational Direc­ OVERSEAS NATALIE tor Dave Norris. $38.25 in ship's fund. OVERSEAS ANCHORAGE No disputed OT. Chairman noted that SUGAR ISLANDER all B-books that have been on the ship ZAPATA RANGER six months will have to get off and that ULTRASEA the best shipping on the West Coast is STUYVESANT out of Wilmington and Seattle. A vote of SEA-LAND CONSUMER thanks to the steward department. Ob­ PENN served one minute of silence in memory BEAVER STATE of our departed brothers. Next port, Wilmington. W*?: OVERSEAS ARCTIC (Maritime Overseas), February 15—Chairman James Omare; Secretary Jack Mar. Edu­ cational Director A. P. Mottram; Engine Delegate Robert Young. $8 in ship's fund. Some disputed OT in deck and steward departments. A vote of thanks to the deck department for cleaning up the spilled oil on deck. A job well done. It was sugested that Maritime Overseas be contacted in regard to lack of trans­ portation service from gate to Exxon's oil dock in port of Baton Rouge. Ob­ served one minute of silence in memory of our departed brothers. Next port. Long Beach. LNG AQUARIUS (Energy Marine Operations), February 7—Chairman, Recertified Bosun Billy Nuckols; Sec­ retary F. Costango; Educational Direc­ tor D. Orsini; Deck Delegate Charles Loveland; Engine Delegate Charles Dahlhaus; Steward Delegate Larry Dockwiller. No disputed OT. Secretary discussed the importance of all crew­ members paying off to report to their respective Union Halls as soon as pos­ sible to register. Bring dues up-to-date and not to forget the importance of SPAD. Port Agent Frank Boync visited the vessel in Osaka last trip and dis­ cussed the Bontang "Health Problems" and advised all crewmembers to pro­ ceed with caution. A vote of thanks to the steward department especially for the pizza pie. The company will supply more movies and will check the oncom­ ing films to make sure they run. Next port, Nagoya. ARTHUR MIDDLETON (Water­ man Steamship), February 4—Chair­ man, Recertified Bosun S. Johannsson; Secretary R. M. Boyd; Educational Director Tyler; Deck Delegate James Harrington; Engine Delegate William Blankenship; Steward Delegate Henery Thomas. $40 in ship's fund. No disputed OT. Chairman explained the need for SPAD and what Piney Point has to offer the membership. Advised all crewmem­ bers to be careful while going fore and aft on the catwalks and working with the gear. Safety is a 24 hour a day job and it is everyone's job. A vote of thanks to the steward department for a job well done. Next port, Calcutta. TAMARA GUILDEN (Transport Commercial), February 11—Chair­ man. Recertified Bosun Peter Loik; Sec­ retary Nicholas Hatgimisios; Education­ al Director Robert Henley; Deck Dele­ gate Walter Wright; Engine Delegate Thomas Gialka; Steward Delegate Pat­ rick Devine. Chairman gave a vote of JEFF DAVIS (Waterman Steam­ thanks to Joe Air who paid off the ship ship), February 5—Chairman, Recerti­ and did a good job. Also a vote of thanks to Joe Walsh for dispatching the fied Bosun George Annis; Secretary R. men to the ship and doing a good job at Collier; Educational Director J. J. the Union Hall in the port of Philadel­ Thompson; Steward Delegate Jerry Mil­ phia. A vote of thanks to the steward ler. Some disputed OT in deck and department for good meals and for pick­ engine departments. The Log was re­ ceived in Jeddah. Chairman discussed ing up the movies. the importance of donating to SPAD. Also to bring up at the next safety meet­ SEA-LAND COMMERCE (Seaing, why the emergency exits to the Land Service), February 26—Chair­ engine room arc kept locked. There are man, Recertified Bosun Lothar Reck; heavy oil leaks in the bilges that should Secretary J. Jones. $85 in movie fund. Some disputed OT in engine depart­ be corrected. A vote of thanks to the ment. Chairman held a safety meeting steward, deck and engine department and it was reported that we had a good delegates. record. Also discussed was the impor­ tance of donating to SPAD and for all INGER (Reynolds Metals), February crewmembers to check with immigra­ 12—Chairman, Recertified Bosun John tion and customs. A vote of thanks to Moore; Secretary J. Reilly; Educational the steward department. Director James T. Mann. No disputed OT. Chairman advised that anyone get­ ting off should give notice in time for replacement. Letters received from received from the following vessels: Headquarters to the crew were read and posted on the bulletin board. All new DELTA PARAGUAY members were urged to go to Piney OVERSEAS ALASKA Point for upgrading. A vote of thanks to JOHN B. WATERMAN the steward department for a job well PORTLAND done. Next port, Longview. SEA-LAND ECONOMY SEA-LAND FINANCE DELTA ARGENTINA TRANSCOLUMBIA (Hudson SEA-LAND PRODUCER Waterways), February 12—Chairman, OVERSEAS VIVIAN Recertified Bosun A. Campbell; Secre­ OVERSEAS OHIO tary S. J. Davis; Educational Director ANCHORAGE J. Burkette; Deck Delegate James SEA-LAND GALLOWAY Harris; Engine Delegate Alfred McHOUSTON Ouade; Steward Delegate James Mimaz. OVERSEAS ALEUTIAN No disputed OT. Chairman reported: SEA-LAND TRADE "At 1730 on February 10, 1978 Cap­ DELTA URUGUAY tain contacted agent on channel 24 vhf DELTA MAR —agent stated to anchor in open road­ MONTICELLO VICTORY stead close to buoy 3c. Captain reques­ BAYAMON ted launch service—Agent replied Mo­ BALTIMORE roccan regulations do not permit shore BANNER leave from an open roadstead. The FORT HOSKINS Moroccan government refuses to give SEA-LAND MARKET letter to captain—the Master posted SEA-LAND VENTURE notice of same in crew messhall." Next port, Lisbon. April 1978 / LOG / 25 • �>1 Close Look af DOT and Maritime This is the 20th in a series of articles which the Log is publishing to explain how certain organizations, programs and laws affect the jobs and job security of SlU members. The U.S. Department of Transportation was created more than a decade ago, but the ques­ tions that were raised then about its role in mari­ time affairs have not been answered yet. The basic question in 1966 was how much control DOT should have over maritime trans­ portation. The Johnson Administration saw the new department as a way to consolidate all major federal transportation agencies. But maritim.e labor and management saw it as a bureaucratic maze wherein the special needs of the shipping industry would be lost. DOT was ultimately given a limited maritime function. DOT was not the answer to the merchant ma­ rine's problems in 1966. But those problems have not gone away and both sides in the debate are now talking again about how to solve them through Government policy and reorganization. It's clearly time to take another look at DOT. What is it? What has it done? And what can it do for maritime? When the DOT Act was proposed, the Mari­ time Administration (MarAd), the major mari­ time agency in Government, was housed within the Department of Commerce. Johnson wanted to switch MarAd, along with its crucial power to subsidize the merchant fleet, over to DOT. The SIU and other maritime groups responded with a resounding "no." Although maritime in­ terests were generally not satisfied with MarAd's place in Commerce, they feared that it would not be able to successfully compete with all other transportation agencies within DOT. The fear had a sound basis since five of the seven agencies set up under DOT are non-mari­ time and include some of the shipping industry's stiffest competition. They are: the Federal Rail­ road Administration, Federal Highway Adminis­ tration, National Highway Traffic Safety Admin­ istration, Federal Aviation Administration, and the Urban Mass Transit Administration. Coast Guard Under DOT MarAd stayed in Commerce, but another im­ portant maritime agency, the Coast Guard came under DOT. The only other maritime agency in the Department is the St. Lawrence Seaway De­ velopment Corporation. The head of each agency reports directly to The St. Lawrence Seaway, Development Corp. Is one of two maritime agencies under DOT. An aerial view of the Seaway's Eisenhower Lock is shown here. i. The Coast Guard is the major maritime agency within DOT. It has been strongly criticized by the SIU for not carrying out its responsibility to insure health and safety at sea. The CoasCGuard cutter Sauk is shown here in icebreaking operations. without any improvement under DOT's jurisdic­ DOTs chief executive, the Secretary of Transpor­ tion. tation. Brock Adams, a former Democratic Con­ • Inland Waterways User Charge gressman from the State of Washington, has held Secretary of Transportation Adams has been a that post since his appointment by President Car­ strong supporter of this proposal, which the SIU ter in January, 1977. opposes as a harmful burden on the inland The establishment of DOT was the first major industry. step towards Government consolidation and co­ • Government Cargo Preference ordination of U.S. transportation. It was an at­ The Cargo Preference Act of 1954 mandates tempt to make administrative sense out of an entire that at least 50 percent of Government cargo be industry that had been split into a counterproduc­ carried on U.S.-flag ships. But a recent shipment tive system of separate agencies. of German-built buses, paid for by a DOT grant, But 12 years later, a Senate study found that were brought to this country in Russian-flag ships. DOT was up against the same conditions that it (See story on page 5.) had been designed to correct. The main problem DOT claimed that it had nothing to do witli was the way the Department was set up, according contracting the Soviet line. But the incident indi­ to the study released in December, 1977 by the cates that strengthening the^U.S. merchant fleet is Senate Committee on Governmental Affairs. The DOT Act gave the Department the statu­ not now one of the Department's priorities. All three issues point to the need for a national tory responsibility to plan and provide for a na­ maritime policy and program. This is an essential tional transportation policy. But the Senate study maintained that DOT did not have enough author­ first step towards coordinating Government action ity to do the job. in the best interests of the merchant marine. DOT has the statutory potential to make this The study recommended that DOT be given in­ goal part of national transportation policy. But creased maritime responsibilities. These included MarAd's subsidy powers and the major civil works maritime policy must be firmly established before functions of the U.S. Army Corps of Engineers. any structural reorganization takes place within The Corps is in charge of maintenance and im­ DOT. provement of the inland waterways. These changes would obviously have a major impact on the entire maritime industry. There is no doubt that some form of change is necessary to stop the dangerous decline of the U.S. merchant marine. Since the original debate on DOT's mari­ time role, the SIU has continuously called for Government action toward this end. The Union has urged a national maritime policy that would coordinate Government agencies and correct the same kind of fragmented system that plagues the entire federal transportation system. But there are still serious questions whether or not DOT can achieve that primary goal. These questions relate to the way DOT has handled three major maritime concerns: * The Coast Guard This agency has the most far-reaching impact on maritime within DOT. It has the statutory responsibility to insure the The much needed improvement of Locks and Dam health and safety of merchant seamen and boat­ 26, shown here, has been tied to an inland water­ men. The SIU has a long-standing complaint way user charge in pending legislation. DOT has against the Coast Guard for its failure to carry out supported a high user charge, which the SIU main­ this crucial responsibihty, which has continued tains will greatly harm the tug and barge industry. 26 / LOG / April 1978 i �mm Quarterly Finance Unit Make More Bread! SlU Secretary-Treasurer Joseph DiGiorgio(center rear) gives recently elected Quarterly Financial Committee their instructions this month before they start to check the Union's books at Headquarters. They are (clockwise I. to r.): Walter "Red" Gustavson; William "Flattop" Koflowitch; Nick Damante; Committee Chairman Warren Cassidy; DiGiorgio; Otis Paschal; F. Motus and Tom Maley. f ^Brotherhood ... for S!U members with an alcohol problem ^^1 - ' Warren Liesegang works as a Chief Pumpman and ships from the port of New York for five months of the year. During the remaining months of the year, Brother Liesegang works at the Seafarers Alcoholic Rehabilitation Centcr as a counselor helping his fellow Seafarers who have the same disease as he has. "I am an alcoholic," said Seafarer Liesegang, "and for the past three years I have felt great without alcohol." Brother Liesegang commented that he is a "typical alcoholic. I had a prob­ lem with booze beginning in high school and then college. I got tickets for drunken driving. This was really harder on my family than it was on me." After 31 years of drinking. Brother Liesegang said he became "sick and tired of being sick and tired. I was tired of playing games." He went to a rehabil­ itation center and found the help he needed to stop drinking. Brother Liesegang said, "There are many Seafarers who need help with their alcohol problem. If a guy really has a desire to stop drinking, the ARC can help. They have a hell of a program here at the Center. It is very intensive." Seafarer Liesegang enjoys being of help to his brothers at the Center. "Most of the guys know me and this helps them. After all, I am a Seafarer and an alcoholic. When on a vessel I listen to Get your Cook and Baker Certificate at HLS Glass begins in June Course is 6 weeks long See your SIU Representative to enroll A'Don'f Buy' Martin Guitars, Vega Ban/os Boycott Is Launched AFL-CIO President George Meany has approved a national don't buy con­ sumer boycott of the products of the 144-year old C. F. Martin & Co. Inc. of Nazareth, Pa. They are makers of the world famous Martin guitars and Vega banjos. Warren Liesegang AA meetings on a tape recorder when I get feeling down," he said. "AA meet­ ings are like insulin for the diabetic. It is medication for our illness." He also feels that during the months he works at the ARC, his friends and brothers at the Center help him to stay sober. Brother Warren Liesegang feels that the best benefits of being sober are "feel­ ing good and not looking for a drink in the morning before I shake apart." He said, "being sober is a new way of life and I live each day, one at a time." I Alcehoiic Rehabilitation Center I j I I am interested in attending a six-week program at the Alcoholic Rehabilitation Center. I understand that all my medical and counseling records will be kept strictly coiifidciilial. and that the) will not be kept "I strongly urge you to advise your (union) members and other friends of labor to refuse to purchase those prod­ ucts until a sati.sfactory contract is reached," Meany wrote to all affiliated unions and central and state labor bodies. Workers at the Martin plant, 167 members of the United Cement, Lime and Gypsum Workers International Union, Local 552 (UCLGWIU) have been walking the picket lines since going on strike on Sept. 14, 1977. Meany added "I am urging the (AFL-CIO) Union Label and Service Trades Department and the labor press to take all possible action to aid these strikers by mounting a Don't Buy Mar­ tin Guitars and Vega Banjos cam­ paign." Chief contract issues are the com­ pany's demand that all past practices and agreements made in the firm's his­ tory be incorporated into the written agreement and the pension plan for the workers. Many Martin Co, employes who opt to retire can expect pensions of less than $100 a month for 27 or more years of work with the company. The employes voted 3 to 1 on Apr. 7, 1977 to have the union represent them in 14 fruitless contract bargaining negotiating sessions which began on May 24, 1977. Mount Navigator Committee j anywhere except at The Center. I j Name Book No I I ! Address I (Street or RFD) (City) Telephone No Mail to: THE CENTER Star Route Box 153-A Valley Lee, Md. 20692 /or call, 24 hou^-a-day, (301) 994-0010 (State) (Zip) A crewmember and part of the Ship's Committee of the ST Mount Navigator (Mount Shipping) are at a payoff on Mar. 17 in the Seatrain Shipyard. Brook­ lyn, N.Y. They are (standing I. to r.): Chief Steward Marvin Deloatch, secretaryreporter; Engine Delegate Robert Bell Jr. and Recertified Bosun Ravaughn Johnson, ship's chairman. Seated (I. to r.) are: Crew Messman Fernando Ortiz, and Steward Delegate^T. T. Kirby. April 1978/ LOG / 27 �r; J' SIU Adantic, Gulf, Lakes & Inland Watera United Industrial Workers of North America PRESIDENT Paul Hail SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Frank Drozak VICE PRESIDENTS Earl Shepard Lindsey Williams Cal Tanner Paul Drozak MAR. 1-31,1978 •TOTAL REGISTERED All Groups Class A Class B Class C Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals New York . . .. Philadelphia . Baltimore ... Norfolk Tampa Mobile New Orleans . Jacksonville . . San Francisco Wilmington . . Seattle Puerto Rico . . Houston . . .. Piney Point . . Yokohama . . . Totals 107 6 65 3 12 6 5 5 1 4 14 6 6 4 6 5 12 0 0 89 1 3 1 2 1 0 0 2 4 2 4 1 0 6 0 0 27 2 81 9 22 14 4 29 63 41 29 16 27 14 61 0 0 412 2 37 3 10 2 1 10 19 9 10 2 3 3 16 0 0 129 0 1 1 0 0 0 0 2 0 1 2 1 0 5 0 0 13 2 40 5 0 11 0 4 1 0 3 3 4 1 3 3 2 6 0 0 41 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 Totals All Departments 2 6 2 2 3 0 0 1 3 1 2 0 0 13 0 0 35 3 7 128 18 6 6 43 4 19 6 19 1 34 6 143 16 87 10 5 70 30 4 75 . 7 18 2 122 17 0 0 0 0 801 105 1 5 0 0 1 0 0 4 7 4 3 7 1 8 0 0 41 0 2 1 1 1 0 0 2 0 1 0 0 2 5 0 0 15 4 117 19 30 23 6 40 96 52 53 22 45 16 96 0 0 619 2 36 2 9 2 2 14 27 15 11 11 10 1 18 0 2 162 1 2 1 1 0 1 0 3 0 2 2 0 0 4 0 0 17 2 52 8 14 16 3 26 69 40 31 12 15 8 43 0 0 339 0 12 0 8 1 0 5 6 5 2 2 2 3 13 0 0 59 0 0 0 1 0 0 0 0 1 0 1 0 0 0 0 0 3 3 42 5 18 11 4 18 43 18 37 7 23 22 27 0 0 278 1 102 21 22 13 6 11 41 34 19 24 14 14 44 1 0 367 15 122 5 11 5 4 0 22 5 14 14 22 2 39 0 1 281 2,037 693 342 4 37 9 16 10 2 3 34 6 15 10 14 7 31 0 0 198 0 59 13 29 10 3 13 71 26 30 9 32 12 56 0 0 363 4 •50 6 9 4 2 1 26 4 6 3 8 7 24 0 2 156 STEWARD DEPARTMENT 9 2 13 36 21 15 7 7 0 0 215 1 47 4 31 6 2 8 40 7 13 9 22 10 34 0 0 234 0 0 0 0 5 0 0 1 3 0 8 6 0 10 0 0 33 2 31 3 5 8 0 0 15 8 4 3 8 3 17 0 1 108 ENTRY DEPARTMENT Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 7 97 8 21 20 4 19 86 26 21 .15 39 12 78 0 3 456 ENGINE DEPARTMENT Port Boston New York Philadelphia Baltimore Norfolk Tampa iv-obile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 7 21 13 23 0 0 217 2 92 18 21 11 3 10 40 29 21 13 20 17 36 0 2 335 10 54 1 6 7 0 0 6 4 5 6 12 2 25 0 1 139 1,377 594 180 12 38 • 1,053 462 83 •"Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. 28 / LOG / April 1978 ••REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT Port Boston TOTAL SHIPPED All Groups Class A Class B Class C HEADQUARTERS 675 4 Ave., Bklyn. 11232 (212) HY 9-6600 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-9375 ALPENA, Mich 800 N. 2 Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Mass 215 Essex St. 02111 (617) 482-4716 BUFFALO, N.Y 290 Franklin St. 14202 (716) TL 3-9259 CHICAGO, ILL. .9383 S. Ewing Ave. 60617 (312) SA 1-0733 CLEVELAND, Ohio 1290 Old River Rd, 44113 (216) MA 1-5450 DULUTH, Minn 2014 W. 3 St. 58806 (218) RA 2-4110 FRANKFORT, Mich P.O. Box D 415 Main St. 49635 (616) 352-4441 HOUSTON, Tex 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. , 99 Montgomery St. 07302 (201)HE5-94M MOBILE. Ala. IS. Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va 115 3 St. 23510 (804) 622-1892 PADUCAH, Ky 225 S. 7 St. 42001 (502) 443-2493 PHILADELPHIA, Pa. . .2604 S. 4 St. 19148 (215) DE 6-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 PORT ARTHUR, Tex 534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif 1311 Mission St. 94103 (415) 626-6793 SANTURCE, P. R. . 1313 Fernandez, Juncos, Stop 20 00909 (809) 724-2848 SEATTLE, Wash. 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo. . .4581 Gravols Ave. 63116 (314) 752-6500 TAMPA, Fla, 2610 W. Kennedy Blvd. 3360'3" (813) 870-1601 TOLEDO, Ohio 935 Summit St. 43604 (419) 248-3691 WILMINGTON, Calif. 510 N. Broad St. 90744 (213) 549-4000 YOKOHAMA, Japan . ... P.O. Box 429 Yokohama Port P.O. 5-6 NIhon Ohdorl Naka-Ku 231-91 201-7935 Shipping remained good to excellent at all deep sea ports last month as a total of 1,598 Seafarers found jobs on SlU-contracted deep sea vessels. That's an increase of 250 Jobs shipped over the previous month. Of the total Jobs shipped, 1,053 were filled by seni­ ority book members, while 462 were taken by "B" book men and 83 by "C" seniority people. Shipping is ex­ pected to remain good to excellent. �Abraham Aragones, 65, joined the SIU in 1944 in the port of San Juan, P.R. and sailed as a firemanwatertender and chief steward from 1961 to 1978. Brother Aragones sailed 37 years. He graduated from the Union's Steward Recertification Program in 1962 in New York. Sea­ farer Aragones was born in Penuelas, P.R. and is a resident of San Juan. Joseph L. Arch, 63, joined the SIU in the port of New York in 1954 sailing as deck maintenance. Brother Arch sailed 27 years. He was born in French Harbor, Rotan, Spanish Honduras, and is a resident of Chalmette. La. Charles L. Avera, 64, joined the SIU in 1938 in the port of Mobile sailing as a cook. Brother Avera sailed 42 years. He is a World War II veteran of the U.S. Navy. Seafarer Avera was born in Hattiesburg, Miss, and is a resident of Mobile. Jack D. Callaway, 47, joined the SIU in the port of New Orleans in 1952 sailing as an AB. Brother Calla­ way sailed 26 years. He was a U.S. Army sergeant cook during the Ko­ rean War in the 24th Medical Bat­ talion's Ambulance Co. Seafarer Cal­ laway was born in Birmingham, Ala. and is a resident of New Orleans. Alfredo "Freddie" Carmoega, 57, joined the SIU in 1944 in the port of San Juan and sailed as a chief cook. Brother Carmoega sailed 34 years. He graduated from the Marine Cooks and Stewards School, Santa Rosa, Calif, in 1964. Seafarer Carmoega was on the picket line in the 1961 Greater N.Y. Harbor strike and the .. 1965 District Council 37 beef. And he was on the Sea-Land Shoregang in Port Elizabeth, N.J. from 1966 to 1977. He is also an auto mechanic. A native of San Juan, he is a resident of Little Ferry, N.J. loannis S. (John) Gianniotis, 54, joined the SIU in the port of Norfolk in 1951. Brother Gianniotis sailed under the U.S. flag for 24 years. He graduated from the Union's Bosuns Recertification Program in March 1975. And he walked the picket line in the 1961 N.Y. Harbor strike. Sea­ farer Gianniotis was born in Greece and is a naturalized U.S. citizen. He is a resident of Astoria, Queens, N.Y. Edward H. Heacox, 57, joined the SIU in the port of Seattle in 1957 sailing as an AB. Brother Heacox sailed 26 years. He graduated from the N.Y. Deck Officers Training School in Brooklyn, N.Y, as a second niate in 1969. Seafarer Heacox was born in Cleveland, Ohio and is a resi­ dent of Stanwood, Wash. Clanton D. Jernlgan, 68, joined the SIU in 1944 in the port of Sav­ annah, Ga. sailing as a firemanwatertcndcr. Brother Jernigan sailed 34 years. He was born in Georgia and is a resident of Petersburg, Va. Robert R. Merritt, 56, joined the SIU in 1949 in the port of Tampa sailing as an AB. Brother Merritt sailed 31 years. He is a World War II veteran of the U.S. Navy. Seafarer Merritt was born in Ferndale, Fla. where he is a resident. John J. Bcissel, 65, joined the Union in the port of Philadelphia in 1961 sailing as an oiler for the Curtis Bay Towing Co. from 1935 to 1978. Brother Beissel was born in Philadel­ phia and is a resident of Upper Darby, Pa. msmm r Herbert C. Berner, 65, joined the SIU in 1947 in the port of Philadel­ phia sailing deep sea as a pumpman. Brother Berner joined the Union's in­ land fleet in the port of Norfolk in 1966 sailing as a tankman on Bar^e 55 for the Interstate Ocean Transport Co. from 1964 to 1978. Born in Mt. Holly, N.J., he is a resident of Moorestown, N.J. Henry E. Newberry, 51, joined the SIU in the port of Seattle in 1959 and sailed as a chief electrician. Brother Newberry was born in Mechanicsburg, Va. and is a resident of Fort Valley, Ga. Jerry R. Phipps, 53, joined the SIU in 1943 in the port of New York and sailed as a bosun. Brother Phipps sailed 36 years. He was on the Delta Shoregang in New Orleans from 1971 to 1978. Seafarer Phipps is a wounded World War II veteran of the U.S. Marine Corps. Born in North Carolina, he is a resident of New Orleans. William D. Stewart, 60, joined the SIU in 1945 in the port of New York and sailed as a fireman-watertender. Brother Stewart sailed 36 years. He attended a eonference in Piney Point, Md. A native of Massaehusetts, he is a resident of Randolph, Mass. Robert C. Trippe, 55, joined the SIU in 1945 in the port of Philadel­ phia sailing as a cook. He served as steward delegate. Brother Trippe was born in Mobile, Ala. and is a resident of Slidell, La. Anthony J. Kumbat, 62, joined the Union in the port of Philadelphia in 1961 sailing as a deckhand for the Sti'drfdafl Trdhspbrlation and Towing Co. from 1955 to 1960 and for the rndependenf T<iwingCo, in 1963, He was born in Philadelphia and is a resident there. Willis E, Wyati Sr., 62, joined the Union in the port of Norfolk in 1961 sailing as a captain for the Gulf At­ lantic Towing Co. from 1948 to 1961, Allied Towing in 1963, and for Mariner Towing. Brother Wyatt was born in Surry County, Va. and is a resident of Claremont, Va. pr Harvey M. Biggs, 62, joined the Union in the port of Philadelphia in 1961 sailing as a tankerman and barge captain for the Interstate Ocean Transport Co. from 1935 to 1978. Brother Biggs was born in North Carolina and is a resident of Williamstown, N.J. Andrew Carcich, 66, joined the Union in the port of New York in 1960 sailing as a deckhand for the N.Y. Central and Erie-Lackawanna Railroads from 1940 to 1978. Broth­ er Carcich was born in New York City and is a resident of Port Char­ lotte, Fla. Fred D. McLewis, 67, joined the Union in the port of Houston in 1967. He had sailed as a chief en­ gineer for State Highway Ferries from 1962 to 1965 and for the G&H Towing Co. from 1965 to 1977. Brother McLewis started sailing in 1930. He is a World War II veteran of the U.S. Navy. A native of Bowersville, Ga., he is a resident of Lamarque, Tex. Richard S. Worley, 44, joined the SIU in the port of Mobile in 1958 and .sailed as a fireman-watertender and AB. Brother Worley sailed 27 years. He was on the Sea-Land Shoregang in San Francisco from 1972 to 1973 and the Sea-Land Shoregang in San Diego from 1975 to 1976 as a crane maintenance elec­ trician. Seafarer Worley was born in Florida and is a resident of Ludowici, Ga. fL MEMBERSHIP MEETINGS' SCHEDULE Date Port New York May 8 Philadelphia May 9 Baltimore May 10 Norfolk May 11 Jacksonville ........ May 11 Algonac May 12 Houston May 15 New Orleans May 16 Mobile May 17 San Francisco May 18 Wilmington May 22 Seattle May 26 Piney Point May 13 San Juan May 11 Columbus May 20 Chicago May 13 Port Arthur May 16 Buffalo May 18 St. Louis May 19 Cleveland May 17 Deep Sea Lakes, Inland Waters 2:30 p.m 2:30 p.m 2:30 p.m 9:30 a.m 2:00 p.m 2:30 p.m 2:30 p.m 2:30 p.m 2:30 p.m 2:30 p.m 2:30 p.m 2:30 p.m 10:30a.m 2:30 p.m — — 2:30 p.m — 2:30 p.m — UIW 7:00 p.m. 7:00 p.m. 7:00 p.m. 7:00 p.m. — — 7:00 p.m. 7:00 p.m. •— — — — — 1:00 p.m. — •— — — — April 1978 / LOG / 29 .1 �East Coast 5ltipdo€l€ing Boatmen Hold Contract Conference A three-port delegation of SlU Boatmen gathered for a week-long conference at the Lundeberg School in Piney Point, Md. this month to work out proposals for upcoming contract negotiations with East Coast shipdocking companies. The delegation, elected by their fellow Boatmen, represented SIU members working the shipdocking tugs in the ports of Philadelphia, Bal­ timore and Norfolk. The contract, which will be a three-year agreement, will cover SIU members employed with Curtis Bay Towing and McAllister Bros, in the SIU Boatmen in Norfolk elected nine of their fel­ low members to represent the port at this month's contract conference. The entire Norfolk delega­ tion clockwise from left around table are: Marvin Gilden; Marvin Forbes; Dan O'Neal; Randy Cudworth; Charles Stowe; Adrian Willis; Larry White; Johnny Guess; Norfolk Port Agent Gordon Spen­ cer; Norfolk Patrolman David "Scrapiron" Jones, and Lindsey West. three ports, as well as with Taylor & Anderson and Independent Towing in Philadelphia and Baker-M^hitely Towing in Baltimore. Their present contract expires Sept. 30,1978. The work of the dele­ gation gave the Union a good head Seated with attorney and SIU Legal Department head Carolyn Gentile (second from left) is the Philadelphia delegation of (clockwise I. to r.): Ed­ ward Balajeski; Lou Flaide; Mark Lightcap; Ray McMullen; John Wozunk; Philadelphia Port Agent John Fay; Bill Wallen; Vincent Kelly; Henry Tulewicz, and Vic Lozinak. Vince Kelly, seated on table, is from Philadelphia and usually is camera shy. But somehow he man­ aged to get his picture taken with the Baltimore delegation as well as his own. The Baltimore dele­ gation from the left is: David Gates; Leon Mach; Richard Moore; Baltimore Port Agent George Costango; Manny Alvarez; Preston Bryant; Alex­ ander Borawick; Francis Lukowski; Herman Mooney, and William Bobac. Roan Lightfoot Jr., Paducoh Port Agent, Goes on Retirement 1^000 miles for a Barge-Load of Beer The Daring and her SIU crew were a long way from home when they made one of the tug's first trips for SIU-contracted Caribe Tughoat of San Juan, P.R. The 3,500 hp, 200-ton Daring was recently acquired by Caribe to begin a regular run between San Juan and Venezuela. But last December, she pushed her 5,000-ton, 300-foot long trailer barge more than 1,000 miles up the coast to Baltimore, Md. There she and her young captain. F. "Corky" Anivatate (see photo), got some publicity In the Baltimore Sun newspaper. Only 21-years old, SIU Boatman Anivatate already has a year's ex­ perience as a tugboat captain under his belt. He and his seven-member SIU crew have guided the Daring throughout the Caribbean and to South America, but this was their first trip as far north as Baltimore. They made the long voyage to pick up a cargo of beer. The AFL-CIO Imposes A U.S. Boycott on the WinnThe AFL-CIO has imposed a nation­ wide, don't buy consumer boycott against the non-union Winn-Dixie Stores Inc. and its three-wholly owned subsidiaries, Buddies, Foodway, and Kwik-Chek in 14 states. The retail outlets are located in Louisiana, Texas, Virginia, the Carolinas, Indiana, Florida, Georgia, Ala­ bama, Mississippi, Tennessee, Ken­ tucky, Oklahoma and New Mexico. A resolution on the boycott was passed at the AFL-CIO's Convention held late last year. The convention also recommended that unions withdraw any investments —such as pension funds—from WinnDixie. Calling this company—which em­ ploys 51,000 persons—"the J. P. Stev­ ens of the $165 billion food, beverage and related service industries," the AFL-CIO assailed Winn-Dixie as a "flagrant, vicious, relentless violator of national labor law and employe rights." The convention's boycott resolution added that the company "has caprici­ ously abrogated federally guaranteed rights by illegally firing personnel, withholding wage increases and threat­ ening economic sanctions for union activity." The company's anti-labor his30/LOG/April 1978 a.::- . ' V .TIM tory goes back to the late 1950s. Winn-Dixie has defied 12 NLRB de­ cisions and seven U.S. Court of Ap­ peals rulings directing the company to recognize and bargain with its em­ ployes' unions. The AFL-CIO Maritime Trades De­ partment's National Field Coordinator John Yarmola has alerted all MTD affiliates and port maritime councils to start in preparing for the negotia­ tions. The contract conference was also attended by SIU officials from the three East Coast ports, as well as by representatives of the Union's legal and accounting staffs at Head­ quarters. set up local task forces to take an active part in the Winn-Dixie boycott. The SIU fully endorses the boycott as does the Retail Clerks International Union, the Amalgamated Meat Cutters and Butcher Workmen of North Amer­ ica, the Bakery and Confectionery Workers liitcrnational Union, and the AFL-CIO Food;and Beverage Trades Department. Paducah's Port Agent Roan Lightfoot, Jr., 52, has gone into retirement from the SIU. Brother Lightfoot joined the Union in the port of New York in 1955 and sailed as a bosun. He walked the picket line in the 1961 Greater N.Y. Harbor strike. Seafarer Lightfoot was a Head­ quarters representative in 1963. In 1972, he was elected a joint patrolman for the port of Houston. That year he was sent to Paducah, Ky. on an organizing drive where he re­ mained until his retirement late last year. Seafarer Lightfoot was an instructor at the Andrew Furuseth Training School, Brooklyn, N.Y. from 1959 to 1963. Also, he is a veteran of the U.S. Ma­ rine Corps in World War II serving in the South Pacific. A native of Savannah, Ga., he is a resident of Paducah with his wife, Molly, two sons, Roan Ronald and Steven Jay and a daughter, Gina Gay. SPAD Is the SlU's political fund and our political arm in Washington, D.C. The SIU asks for and accepts voluntary contributions only. The Union uses the money donated to SPAD to support the election campaigns of legislators who have shown a pro-maritime or pro-labor record. SPAD enables the SIU to work effectively on the vital maritime issues in the Congress. These are issues that have a direct impact on the jobs and job security of all SIU mem­ bers, deep-sea, inland, and Lakes. The SIU urges its members to continue their fine record of support for SPAD. A member can contribute to the SPAD fund as he or she sees fit, or make no contribution at all without fear of reprisal. A copy of the SPAD report is filed with the Federal Elec­ tion Commission. It is available for purchase from the EEC in Washington, D.C. I' < Roan Lightfoot �FROM YOUR UNION Drozak Hits Navy Budget Continued from Page 3 It "should be given an opportunity to demonstrate its willingness and ability to serve as a naval auxiliary" in peace­ time. Brand said that such a move would enhance the entire U.S. seapower pic­ ture. "Our naval defense posture would gain in proportion." Brand urged the House committee to hold back all Navy funds slated to build non-combat vessels until it is deter­ mined that the private sector cannot handle, or is not willing to take on the job. Thomas Crowley told the committee hearings that there must be "a careful and efficient use of scarce (Navy) building and operating funds to get the most for the taxpayers' dollars." He said that the Navy could get bet­ ter use out of their funds "if they would only cooperate with the commercial in­ terests that know the service require­ ments." Crowley concluded that the Navy must take better advantage of the serv­ ices available through the private mer­ chant marine "for the maximum of de­ fense at a minimum cost." Norfolk Patrolman Marv Hauf Re/ires Norfolk Patrolman Marvin A. Hauf, 58, retired from the SIU late last year on a disability pension. Brother Hauf joined the Union in 1944 in the port of New York. He had sailed 16 years deep sea as a chief steward. Seafarer Hauf also sailed in in the inland field. While working as a maintenance man for the SIU in the port of Balti­ more, Hauf was sent to the port of Norfolk for a few weeks. Twenty years later, in 1958, he became an SIU patrolman there. Bom in Maryland, he is a resident of Norfolk with his wife, Hilda. Marvin A. Hauf There's Strength in Numbers And Our Numbers are Growing! Seafarers participating in the Union's 'A' seniority upgrading program at­ tended the House hearing on the Navy budget. Shown in the photo with Piney Point Port Agent Pat Pillsworth (2nd I.) are: Bruce Swisher; Douglas Young; Christopher Hagerty; Robert Ivanauskas; Jonathon Dierenfeld; Robert Laube; Kevin Cooper; Gregory Hamilton, and Glen Bumpus. I Editor, LOG 675 Fourth Ave^ Broohlyn, N. Y. 11232 Change of Address Or New Subscriber I would like to receive the LOG—please put my name on your mailing list. (Prim /it/ormBllwrt) NAME ADDRESS CITY .... STATE ZIP. SIU members please give: _ Bk # /. Soc. Sec. # TO AVOID DUPLICATION: If you are an old subscriber ^ have a change of address, please give your former address below or send mailing-label from last issue received. ADDRF.SS CITY STATE. ZIP. Celebrate the growing number of Seafarers who are recoverhig from alcoholism thanks to the Seafarers Aiooholio Rehabilita­ tion Pro|ram. Join the festivities at the Second Annual Living Sober Reunion. Activities include: • Living Sober Banquet at the Harry Lundeberg School • Gookout at the ARC • Boat Rides • Speakers and Educational Programs All friends and former residents of the Alcoholic Rehabilitation Center are invited. Make plans now to attend. Reunion weekend is August 88, 86, and 87. For reservations or more information, contact: Seafarers Alcoholic Rehabilitation Center Star Route Box 183-A VaUey Lee, MaryUnd 80698 April 1978 / LOG / 31 �Ronald P. Flemming, 19, was lost off the Tug Mars (G & H Towing) in the port of Houston on Jan. 16. Brother Flemming joined the I Union in the port of IPiney Point, Md. in 1976 following his graduation from the Harry Lundcberg School of Seamanship there. He also sailed deep sea in the steward department and in the inland field as a tankerman for American Barge Lines last year. Boatman Flem­ ming was born in Philadelphia and was a resident of Collingdale, Pa. Surviving are his parents, Mr. and Mrs. Ronald and Mary Flemming of Collingdale. Pensioner Dewey G. France, 79, passed away on Mar. 14. Brother France joined the Union in the port of Baltimore in 1956 sailing as a fireman - watertender for the Baltimore Towing and Lighterage Co. from 1960 to 1964 and for the Atlantic Transpor­ tation Co. from 1939 to 1960. He was born in Virginia and was a resident of Baltimore. Surviving are his widow, Lorelta, and a daughter, Mary Lee. Clifton Guillory, 51, died on Mar. 8. Brother Guillory joined the Union in Port Arthur, Tex. in 1963 sailing as a deckhand for the Sa­ bine Towing Co. from 1952 to 1967 and as a pilot for the Moran Towing Co. of Texas from 1967 to 1978. He was a veteran of the U.S. Army in World War II. Boatman Guillory was born in Louisiana and was a resident of Port Arthur. Surviving are his widow, Opal, and a sister, Mrs. Una Hollier of Port Arthur. Frank D. Wingate, 46, died on Dec. 27, 1977. Brother Wingate joined the Union in the port of Hous­ ton in 1961 sailing as a deckhand and diesel mechanic for the Ellis Towing Co. from 1959 to 1977, Gantt Towing Co. in 1966, and for the Shciricld Steel Co. from 1951 to 1958. He was born in Lufkin, l ex. and was a resident of Gal­ veston. Surviving arc his widow, Mary Sue; three sons. Franklin, Malcolm, and Edward; two daughters, Mrs. Wanda Nelson and Charlotte, and his father, Clayburn of Highlands, Tex. Pensioner Wilfred E. Adamek, Sr., 71, died of a heart attack in his Detroit home on Oct. 25, 1977. Brother Adamek joined the Union in the port of Detroit in 1962 sailing as AB, motorboat operator, and captain of the J.W. Wcstcott Co. (Allied Marine) mailboat on the Detroit River from 1969 to 1977. He also sailed for the Ashley and Dustin Co. from 1948 to 1975. Laker Adamek sailed 34 years. He was born in Ithaca, Mich. Burial was in Woodmere Cemetery, Detroit. Surviving are his widow, Helen; a son, Francis, and a daughter, Marlene. Pensioner Alex­ ander Dolsen, 88, ,5died of heart failure in Livonia, Mich, on Feb. 1. Brother Dol­ sen joined the Union in the port of Detroit _^'^^in 1961 sailing as a Jlr mBH lineman and firemanwatertender for the Great Lakes Tow­ ing Co. from 1910 to 1967. He was born in Canada and was a resident of Hazel Park, Mich. Interment was in Grand Lawn Cemetery, Detroit. Sur­ viving are two daughters, Mrs. Florence C. Edenstrom of Hazel Park and Mrs. Velma Kraffa, and a grandson, Alex­ ander G. Kraffa, both of Garden City, Mich. Raymond L. Garlow, 60, died on Apr. 1. Brother Garlow joined the Union in the port of Toledo, Ohio in 1960 sailing as an AB and wheelsrhan / Co. He was born in St. Catherines, Ontario, Canada, was a naturalized U.S. citizen, and a resident of River Rouge, Mich. Surviving are his widow, Helen, and a brother, William Farmer of Niagara Falls, N.Y. 'A Pensioner Vernon L. Johnson, 79, died of a hemorrhage in the Schoolcraft Memorial Hospital, Manistique, Mich, on Dec. 15, 1977. Brother Johnson joined the Union in the port of Detroit sailing as a conveyorman for the McKee Sons Co. from 1953 to 1964. He was a veteran of the U.S. Army. Laker Johnson sailed 27 years. Born in Wiscon.sin, he was a resi­ dent of Manistique. Burial was in Fairview Cemetery, Manistique. Surviving are his widow, Ida, and a daughter, Mrs. Donald (Dawn) St. John of Manistique. Pensioner George A. Brown, 75, passed away on Mar. 3. Brother B rown V joined the SIU in the port of Jacksonville in 1955 sailing as an AB for the Robin -' Line. He sailed 26 Willie A. Wilson, 51, died on Mar. years. Seafarer Brown was a veteran of 20. Brother Wilson joined the Union in the U.S. Army Quartermaster Corps in the port of Philadelphia in 1972 sailing the Aleutian Islands, Alaska in World as a cook for the Express Marine Co. War II. Born in Laredo, Tex., he was a from 1970 to 1977. He was a veteran of the U.S. Army. Boatman Wilson was resident of St. George, Ga. Surviving are born in Pitt County, N.C. and was a -his widow. Pearl, and two sisters, Mrs. resident of New Bern, N.C. Surviving Margaret Thomas of Dcwittvillc, N.Y. arc his widow, Jean Lois; a son, Willie, and Mrs. Belle Yo.st of Falls Church, Va. Jr., and a daughter, Angela. 32 / LOG / April 1978 Pensioner Cfiffon Aaron, 57, died of lung failure in the University of South­ ern Alabama Medical Center, Mobile on Feb. 10. Brother Aaron joined the SIU in the port of Mobile in 1960 sailing as a cook. He sailed for 20 years. Seafarer Aaron graduated from the Andrew Furuseth Training School, Mobile in 1959. And he was a World War 11 veteran of the U.S. Army. A native of Mobile, he was a resident there. Burial was in Oaklawn Cemetery, Mobile. Surviving are his widow. Myr­ tle; a son, Clifton; two daughters, Marjorie and Cheryl, and his parents, Mr. and Mrs. Moses Aaron of Mobile. Pensioner Paul R. Albano, 74, died of heart failure in the Galveston USPHS Hospital on Feb. 28. Brother Albano joined the SIU in 1947 in the port of New York and sailed as a fireman-watertender. He sailed 27 years and during World War II and the Korean War. Born in Italy, he was a naturalized U.S. citizen and a resident of Galveston. Interment was in Galves­ ton Memorial Park Cemetery. Surviving arc a stepsister, Mrs. Concette Capobianco of Quincy, Mass.; a stepbrother, Angelo Di Russo of Middlesex, Mass., and a nephew, Ignatius Di Russo of Sommerville, Mass. John E. Bertie Jr., 67, died on Jan. 21. Brother Bertie joined the SIU in the port of New York in 1964 • -^ ^ ^1 and z^Biyisaintenan^ * ^ He sailed 34 years. ! Seafarer Bertie was born in Brooklyn, N.Y. and was a resi­ dent of San Francisco. Surviving are a son, John, and a daughter, Mrs. Carol S. Cassidy of Brooklyn. ' Pensioner Peter Blanco, 73, died of a hemorrhage in Tampa (Fla.) Gen­ eral Hospital on Jan. 23. Brother Blanco .^joined the SIU in ^ in 1940 in the port of San Francisco and sailed as a bosun. He sailed 39 years. Born in Tampa, he was a resident there. Burial was in the Garden of Memories Cemetery, Tampa. Surviving is a cousin, Mrs. Carmen Borros of Brooklyn, N.Y. Pensioner Fred Gentry, 71, passed away on Mar. 25. Brother Gentry joined the SIU in the I port of Tampa in 1951 and sailed as a / ' fireman-watertender. ^ He sailed 45 years and was an engine delegate. In 1947, while on watch, he was the last crewmember off the tanker ST Salem Mari­ time (Cities Service) when she blew up in Lake Charle.s, La. killing 13. On his first trip as a wiper on a Luckenbach ship, he earned .$37.50 a month! But of the sea, Seafarer Gentry said "... best life there is." A native of San Franci.seo, he was a resident of Houston, Tex. Surviving is a sister, Mr.s. Gladys Morris.sey of San Francisco, Calif. Recertified Bosun Richard A. "Chris" Christenberry, 53, died of a heart attack in Doctor's Hospital, Pinole, Calif, on Feb, 22. Brother Christen­ berry joined the SIU in the port of New York in 1960. He sailed 36 years and was a ship's delegate. Seafarer Christen­ berry graduated from the Union's Bo­ suns Recertification Program in 1973. He went through the SIU LNG Program in 1976, attended Piney Point Educa­ tional Conferences in 1971-2-3-5, and the Seniority Upgrading Evaluation Program in 1965. In 1952, he studied management. He was a former NMU Houston patrolman and agent for 12 years. Born in San Francisco, he was a resident of Fairfield, Calif. Cremation took place at the Skyview Memorial Lawn Cemetery, San Francisco. Sur­ viving are a daughter, Ardy Ann; his mother, Mrs. Frances N. Taylor of San Francisco; his father, Artell; a sister, Marily Z. Bannowsky of Vallejo, Calif.; a nephew, Chris, and a niece. Albert B. Brown, 51, died aboard the ST Overseas Aleu­ tian (Maritime Over­ seas) on Feb. 5. Brother Brown. joined the SIU in the port of San Francisco in 1957 and sailed as a chief cook. He sailed 34 years. Sea­ farer Brown was born in Baltimore and was a resident of Houston. Surviving are his widow, Sybil; four sons, Greg­ ory, Eric, Albert and Reynard; three daughters, Sadie, Linda and Doreen, and a sister, Mrs. C. White of Vallejo, Calif. * HI ? NnBianiet F. Hat­ field, 40, died on Feb. 8. Brother Hatfield joined the SIU in the port of New York in 1963 and sailed as a chief steward from 1970 to 1972. He sailed 12 years. Sea­ farer Hatfield graduated from the An­ drew Furuseth Training School, Brook­ lyn, N.Y. He was a veteran of the U.S. Air Force. Born in Statcn Island, N.Y., he was a resident there. Surviving are his widow; a daughter, Cecelia, and his mother, Mrs. Marion F. Moss of Staten Island. Pensioner Walter O. Hall, 63, died of lung failure in the South Baltimore (Md.) General Hospital on Feb. 22. Brother Hall joined the Union in the port of Baltimore in 1956 sailing as a bargeman for the West Maryland Rail­ way Co. fiom 1962 to 1965. He was a World War II veteran of the U.S. Armed Forces. Boatman Hall was born in Boomer, W. Va. and was a resident of Pasadena, Md. Interment was in Glen Haven Memorial Park Cemetery, Glen Burnie, Md. Surviving are his widow, Marjorie; four sons, William, Dennis, Willis and Edward, and four daughters, Doris, Carol, Gail and Jean. Pensioner Frederick A. Sbaney, 54, died of heart failure in North Arundel Hospital, Glen Burnie, Md. on Sept. 10, 1977. Brother Shaney joined the Union in the port of Baltimore in 1954 work­ ing as a shop mechanic. He was born in Baltimore and was a resident of Glen Burnie. Burial was in Cedar Hill Ceme­ tery, Glen Burnie. Surviving arc two sons, Robert and Ronald. �IhDilduiR Repirt fip Grnt Uku /IblKie to MimAers OH Pntedure Wli»i throwing In for woric dur­ ing n job call at any SlU Hiring Hall, members must produce the following: • membership certificate • registration card • clinic card • seaman's papers • valid, up-to-date passport In addition, when assigning a Job the dispatcher will comply with the following Section 5, Sub­ section 7 of the SlU Shipping Rules: Within each class of seniority rating in every Department, prior­ ity for entry rating jobs shall be given to all seamen who possess Lifeboatman endorsement by the United States Coast Guard. The Seafarers Appeals Board may waive the preceding sentence when, in the sole judgment of flie Board, undue hardship vrill result or extenuating circumstances war­ rant such waiver.^^,. ' Also, all entry rated members must show their last six months discharges. Further, the Srofarers Appeals Board has ruled that "C classifica­ tion seamen may only register and sail as entry ratings in only one department" •JF. lij. ••• ;! • MAR. 1-31,1978 TOTAL REGISTERED All Groups Class A Class B Class C TOTAL SHIPPED All Groups Class A Class 8 Class C ^'REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT Alpena Buffalo Cleveland Duluth Frankfort Cfiicago Algonac Totals 0 0 0 0 0 0 . 57 57 Alpena Buffalo Cleveland Duluth Frankfort Chicago Algonac Totals 0 0 0 0 0 0 34 34 Alpena . . Buffalo Cleveland Duluth . . Frankfort Chicago Algonac Totals 0 0 0 0 0 0 10 10 0 0 0 0 0 0 5 5 0 0 0 0 0 0 4 4 0 0 0 0 0 0 15 15 0 0 0 0 0 0 2 2 0 0 0 0 0 0 59 59 0 0 0 0 0 0 6 6 0 0 0 0 0 0 6 6 0 0 0 0 0 0 5 5 ENGINE DEPARTMENT 0 0 0 0 0 0 0 0 0 0 0 0 46 14 46 14 0 0 0 0 0 0 1 1 0 0 0 0 0 0 35 35 0 0 0 0 0 0 8 8 0 0 0 0 0 0 6 6 0 0 0 0 0 0 2 2 STEWARD DEPARTMENT 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 29 5 0 29 5 0 0 0 0 0 0 0 9 9 0 0 0 0 0 0 3 3 0 0 0 0 0 0 2 2 0 0 0 0 0 0 77 77 0 0 0 0 0 0 54 54 0 0 0 0 0 0 42 42 180 71 56 0 0 0 0 0 0 9 9 0 0 0 0 0 0 1 1 0 0 0 0 0 0 38 38 ENTRY DEPARTMENT Alpena Buffalo Cleveland Duluth Frankfort Chicago Algonac Totals Totals All Departments 0 0 0 0 0 0 53 53 0 0 0 0 0 0 48 48 0 0 0 0 0 0 32 32 154 63 43 113 34 3 "Total Registered" means the number of men who actually registered for shipping at the port last month. '"'Registered on the Beach" means the total number of men registered at the port at the end of last month. nirvMrf f mom YOUR RIGHTS I r r» J •»I} KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGA­ TIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its con­ tents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommenda­ tions. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and senior­ ity arc protected e.xclusively by the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board by certified mail, return re­ ceipt requested. The proper address for this is; Frank Drozak, Chairman, Seafarers Appeals Board 275 - 20fh Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are avail­ able in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU KNOW YOUR RIGHTS patrolman or other Union ofiicial, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY —THE LOG. The Log has traditionally refrained from publi.shing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, I960, meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circum­ stances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to Union headquarters. EQUAL RIGHTS. All members are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no member may be discrimi­ nated against because of race, creed, color, sex and na­ tional or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify Union headquarters. SEAFARERS POLITICAL ACTIVITY DONATION —SPAD. SPAD is a separate segregated fund. Its pro­ ceeds are used to further its objects and purposes includ­ ing, but not limited to, furthering the political, social and economic interests of maritime workers, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen arid boatmen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contribution may be solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as a con­ dition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Sup­ port SPAD to protect and further your economic, poli­ tical and social interests, and American trade union concepts. If at any time a member feels that any of the above rights have been violated, or that he has been denied his constitutional right of access to Union records or infor­ mation, he should immediately notify SIU President Paul Hall at headquarters by certified mail, return receipt requested. The address is 675 - 4th Avenue, Brooklyn, N.Y. 11232. April 1978 / LOG / 33 �NMC Ads Promote U.S. Merchant Fleet In the event that any SIU members have legal problems in the various ports, a list of attorneys whom they can consult is being published. The mem­ ber need not choose the recommended attorneys and this list is intended only for informational purposes: The following is a list of recoptmended attorneys throughout the United States: NEW YORK, N.Y.—Schulman. Abarbanci & Schlcsingcr 350 Fifth Avenue New York. N.Y. 10001 Tele. #(212)279-9200 BALTIMORE, MD.—Kaplan, Heyman, Greenberg, Engclman & Belgracl Sun Life Building Charles & Redwood Streets Baltimore, Maryland 21201 Tele. #(301) 539-6967 HOUSTON, TEX.—Combs, Archer & Peterson Americana Building 811 Dallas Street Houston, Texas 77002 Tele. #(713)659-4455 TAMPA, FLA.—Hamilton, Douglas and Bennett, P.A. 2620 W. Kennedy Blvd. Tampa, Fla. 33609 Tel. #(813) 879-9482 SAN FRANCISCO, CALIF.— John Paul Jennings, Henning and Walsh 100 Bush St., Suite 1403 San Francisco, Calif. 94104 Tel. #(415) 981-4400 ST. LOUIS, MO.—Gruenberg & Sounders 721 Olive Street St. Louis, Missouri 63101 Tele. #(314)231-7440 NEW ORLEANS, LA.—Dodd, Barker, Boudreaux, Lamy 6 Gardner 1400 Richards Building 837 Gravier Street New Orleans, Louisiana 70112 Tele. #(504) 586-9395 Below is one of the many ads that the National Maritime Council is running in the national news media. To encour­ age support for a strong U.S. merchant marine, the NMC is running these ads in some of the major news publications, such as, Time and Newsweek. The Council wants to encourage American business to ship on U.8.-flag ships. So the ads are also running in business oriented publications like the Wall St. Journal. The National Maritime Council is composed of government, company and union representatives who are interested in promoting a viable U.S. merchant marine. It isn't (rften that Labor, Management and the Government can agree. They do in the National Mari­ time Council. As a matter of fact, the Council is a unique instance of U.S. flag steam­ ship companies, shipbuilders, labor unions and government working together. It is unique in that, since its formation in 1971, it has fostered among other things a remarkable spirit of cooperation among all elements in maintaining labor stability and reliable service in the U.S. flag cargo fleet. Today the U.S. flag ship­ ping industry is efficient, highly trained and technologi­ cally advanced, with freight rates comparable to most for­ eign shipping. Notice we didn't say strong? While our merchant marine has been building amity within the industry,- , streamlining our operation and upgrading itself as a transportation system, our size and importance in the world market have eroded to a dangerous degree. Today our post-World War II fleet of over 4800 U.S. flag merchant ships has diminished to 577. (Compare that to Russia's 2400 and Japan's 2000, for example.) Today U.S. flag ships carry less than 6% of U.S. foreign trade. (Thanks to the support of their nations, Russian ships carry 50% of USSR foreign trade; Japan, 39% of theirs; Greece, 45% of theirs.) Our share must be increased and our merchant marine strengthened if we are to con­ tinue building our intermodal transportation system, if we are to count on our merchant fleet in times of emergency, if we are to depend on its eco­ nomic contribution in terms of balance of payments, increased employment and dollar-return to the American economy. Tell your Congressmen how you feel about a stronger American merchant marine. If you export or import, specify that your cargo goes on American flag ships. If you'd like to know more, send for our booklet on U.S. Flag Shipping. \M"ite National Mar­ itime Council, Box 7345, Washington, D.C. 20044. National Maritime Council Management, labor and government working together for a strong, stable U.S. flag shipping industry.>;a., nr.p LOS ANGELES, CALIF.—Bodle, Fogel, Julber, Reinhardt & Rothschild 5900 Wilshire Boulevard Los Angeles, Calif. 90036 Tele. #(213) 937-6250 MOBILE, ALA.—Simon & Wood 1010 Van Antwerp Building Mobile, Alabama 36602 Tele. #(205) 433-4904 DETROIT, MICH.—Victor G. Hanson 19268 Grand River Avenue Detroit, Michigan 48822 Tele. #(313) 532-1220 FALL RIVER, MASS.—PatriCK H. Harrington 56 N. Main Street, Bennett Bldg. Fall River, Mass. 02720 Tele. #(617) 676-8206 SEATTLE, WASH.—Vance, Davics, Roberts, Reid & Anderson 100 West Harrison Plaza .Seattle, Washington 98119 Tele. #(206) 285-3610 CHICAGO, ILL.—Katz & Friedman 7 South Dearborn Street Chicago, 111. 60603 Tele. #(312)263-6330 34/LOG/April1978 DCm'TGIVE UPTHE SHIPS Seafarers Will Crew LHC Capricorn SIU members will soon be man­ ning another liquified natural gas carrier. She is the 936-foot LNG Capricorn, an identical sistership to the SIU manned LNG Aquarius and the LNG Aries. The Aquarius and Aries, re­ spectively, were the first and sec­ ond LNG vessels ever built in the United States. Like her two sisterships, the LNG Capricorn was built at the General Dynamics Shipyard in Quincy, Mass. for Energy Corp. She will run from Indonesia to Japan with a capacity of 125,000 cubic meters of LNG. The liquid cargo is carried in the vessel's five refrigerated' circular tanks at a temperature of 265 degrees below zero fahrenheit. Any Seafarer who seeks a job on any LNG under contract to the SIU, must first participate in the Lundeberg School's LNG upgrad­ ing program. By the end of this year, the SIU may have as many as 10 LNG ships under contract, providing an important source of employment for SIU members for years to come. The SIU urges its members to get the needed LNG training as soon as possible as an added aspect to job security. For more information on the LNG pro­ grams held regularly at the Lunde­ berg School, contact your local Union hall or see page 37 of this Log. \ �ife" Dispatchers Report for Inland Waters MAR. 1-31, 1978 *TOTAL REGISTERED TOTAL SHIPPED All Groups Class A Class B Class C All Groups Class A Class B Class C Port Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Port Arthur Algonac St. Louis Piney Point Paducah Totals 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 1 0 0 0 0 e 0 15 6 4 0 1 0 2 0 0 0 0 0 0 1 5 12 50 0 0 0 0 o 6 5 4 6 H 0 1 0 0 0 0 0 4 7 17 10 13 11 0 7 39 6 0 64 107 80 2 0 3 0 0 0 4 17 50 1 166 Port ' 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 3 1 0 8 9 11 3 7 1 18 1 0 0 2 7 0 0 0 0 0 9 4 0 13 3 0 0 0 2 9 15 0 2 0 0 0 2 5 16 74 0 3 39 10 0 27 50 76 3 68 0 1 0 3 15 0 0 0 0 0 5 3 8 20 1 0 0 0 21 14 77 3 0 15 0 5 0 96 20 154 55 255 0 0 0 0 0 1 0 0 0 0 0 0 0 4 1 1 0 0 0 7 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 1 1 1 0 0 0 0 4 0 0 0 1 0 2 0 ^ 0 0 0 0 0 0 2 2 3 0 0 0 0 0 0 0 0 ^ 0 0 0 0 0 0 1 0 2 0 0 0 0 0 0 0 0 i 0 0 0 0 4 0 4 1 7 0 ENGINE DEPARTMENT Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Port Arthur Algonac St. Louis Piney Point Paducah Totals 0 0 0 0 0 1 0 0 1 0 0 0 1 2 0 0 0 0 0 5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 0 1 1 0 0 0 0 0 4 Port •X All Groups Class A Class B Class C OECK DEPARTMENT Boston New York Philadelphia ••A **REGISTERED ON BEACH 0 0 0 0 0 0 0 0 1 0 0 0 1 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1 STEWARD DEPARTMENT Boston New York Philadelphia Baltimore Norfolk . Tampa ...;v^.:-. 'if/1:;.... ^^^ Mobile New Orleans ................4.... ^ Jacksonville . . . .. , San FranciscyJ'.-.^'I'.H'VVS":*;'. fc" Wilmington Seattle Puerto Rico Houston Port Arthur Algonac St. Louis Piney Point Paducah .... Totals 0 0 0 1 0 3 0 I 0 0 0 0 0 0 2 2 1 0 i 11 0 0 0 0 O 0 0 1 0 0 0 0 0 0 0 0 1 0 o 2 0 0 0 0 0 1 0 0 1 0 0 0 3 0 2 1 4 0 lo 22 0 0 0 0 0 '-"2 0 XVQ 0 0 0 0 0 0 0 0 0 i 4 0 0 0 0 0 0 0 ® 0 0 0 0 0 0 0 0 0 0 o 0 0 0 0 0 0 1 0 0 0 0 0 1 0 1 0 0 0 5 8 0 11 2 6 19 36 Totals All Departments 123 82 192 56 76 77 172 *'Total Registered" means the number of men who actually registered for shipping at the port last month. **"Registered on the Beach" means the total number of men registered at the port at the end of last month. 61 295 S. J. Alpedo Your sister, Leanona G. Luongo, asks that you contact her at 1900 35th St. North, St. Petersburg, Fla. 33713. William Brack Your wife, Marie, asks that you get in touch with her at 1860 Sunset Strip, Sunrise, Ft, Lauderdale, Fla. 33313 or call (305) 735-2072. She says it is very urgent. Carlos Canales and Robert Meadow-Croft Archie Bell would like you to call him collect at (714) 264-1025. Fred Hattaway Mrs. Margaret Hattaway asks that you contact her at 3013 Pickell Dr., Mobile, Ala. George Mike Krieg Ms. Judy Vincent asks that you con­ tact her at 14521 54th Drive N.E., Marysville, Wash. 98270 or call (206) 659-5346. Lairo Randazza Your mother asks that you call her at (617) 283-4084. Jim Sivley John F. Williams would like you to write him at 4707 McKinney, Houston, Tex. 77023 or call (713) 923-1758. Cove Holding W-2s SlU-contractcd Cove Shipping Inc. is holding 1977 W-2s for the following Seafarers because the Post Othcc is un­ able to forward them to current mailing addresses. Anyone listed below should get in touch with Guy Siciliano, chief accountant, Cove Shipping, Inc., Wall Street Plaza, New York, N.Y. 10005, telephone (212) 422-3355. Social Security Number Name Basa, R. E. 050-26-7069 298-30-0221 Davis, L, 384-14-9575 Johnson, E. D. 028-34-4560 Kelley, Jr. J. D. Kofou, J. W. 281-42-8459 LcClair, L. W. 335-32-9845 556-28-9884 Meredith, R. 317-20-0797 Moran, F. J. 099-48-6254 Pomair, C. W. 549-84-7160 Shaibi, K. 465-72-3922 E Wicker, Jr. R. 050-44-2478 Williams, R. Jeff Davis Committee Rose City Committee Recertified Bosun George Annis ( left) ship's chairman of the SS Jeff Davis (Waterman) is with part of the Ship's Committee recently at a payoff at the MOTBY Dock in Bayonne, N.J. They are (I. to r.): Chief Steward Ralph Collier, secretary-reporter; Steward Delegate Jerry Z. Miller, and Deck Delegate Leonard Karalunas. Wilmington Port Agent Luige lovino (2nd right) poses with part of the Ship's Committee of the ST Rose City (Westchester Marine). They are, from the left; Steward Delegate R. Devine; Recertified Bosun Billy Scott, ship's chairman, and Chief Steward D. Frounfelter, secretary-reporter. The tanker paid off on Mar. 13. April 1978/ LOG / 35 �r Hard Work Will Get Broussard His 2nd Ass#. Eng, License Despite being named after a guy who spun quite a few miracles while leading his people to the Promised Land, noth­ ing miraculous has ever happened to Moses Broussard. Just the opposite. Anything Moses Broussard has gotten or achieved in life, he has had to work for. And right now, he's working very hard to achieve his license as a 2nd Assistant Engineer. Broussard, a seaman since 1950, has been spending upwards of 50 hours a week in classroom study at the MEBA District 2 School of Marine Engineering and Navigation in Brooklyn in prepara­ tion for his Coast Guard exam. The 51-year old seafarer, an ex-SIU member now sailing with MEBA Dis­ trict 2, spends countless hours more studying on his own. Broussard, who has had his 3rd as­ sistant's license since 1967, is typical of a lot of guys trying to upgrade their sea­ faring skills. He doesn't possess a great deal of formal education. It has been more than 30 years since he closed the book on high school. And as a result, getting back into the routine of attend­ ing class and studying, even if it is only for a few months, is very difficult. Ron Spencer, head of MEBA's School of Engineering, said that Brous­ sard "is a very conscientious student." But, he said Broussard is having some problems with reading comprehension. Moses Broussard The Odds Are in Your Favor! Spencer added, though, that problems with reading comprehension are prev­ alent throughout the maritime industry, and for that matter, throughout the en­ tire country. He explained that the Coast Guard licensing exam is multiple choice, which he describes as the "least desirable" type of exam. He said that a seaman may really know his business and might make a fine engineer. But because he has trouble with reading comprehen­ sion, he may not be able to pass the Coast Guard exam. Spencer suid, however, that reading problems can be overcome. He said that the SIU, through the Lundeberg School, and MEBA, with its educational pro­ grams, are providing the means to suc­ ceed. He said, "the only thing one of our members really needs to move up in this industry is desire. "If a guy wants something bad enough, and is willing to work for it, he's going to achieve it. I've seen it hap­ pen over and over again." Spencer said, "around the School, we like to think that we perform a few miracles every day." Well, that may be so. But if Moses Broussard goes back to his home in Las Vegas toting a 2nd Assistant Engineer's license under his arm, it won't be a miracle. It will be the results of a guy with desire, who was not afraid to take on a new challenge. After all, Moses Broussard needs to save all the miracles he can for Nevada's infamous one armed bandits. I SAB Rules on 'C| I Classified Men | In November the Seafarers Appeals Board ruled that effective Jan. 3, 1978, "C classification seamen may only reg­ ister and sail as entry ratings in only one department." The Board took the action to insure that the Union will be able to maintain sufficent manpower for each shipboard department. The ruling will also enable these seamen to get sufficient seatime in one department for the purpose of upgrading to a higher rating in that department. Alex Stephens Committee Paying off on Mar. 29 at Pier 6. Brooklyn, N.Y. is the Ship's Committee of the SS Alex Stephens (Waterman). From left are: Engine Delegate 8. W. Lewis; Chief Steward R. J. Liegel, secretary-reporter; Recertified Bosun Carl Francum, ship's chairman; Deck Delegate Mike Kuithe, and Steward Delegate C. W. Tarver. . Overseas Aleutian Committee Want to be a high school Graduate? Want to earn your high school Diploma? Then come to the Harry Lundeberg School Sign up for the GED Program. 95% of the GED students at HLS have earned their diplomas. We'll help you earn your diploma, too—just like we've helped more than 1000 other GED graduates so far. At HLS you can bet on success! To enroll in the high school equivalency program at HLS, see your SlU Representative. Or write to: HARRY LUNDEBERG SCHOOL Academic Education Department Piney Point, Maryland 20674 36 / LOG / ApriI1978 N.Y. Patrolman George Ripoll (seated right) listens on Mar 31 at a payoff to Steward Delegate Charles Locke (standing right). The rest of the Ship's Com­ mittee of the ST Overseas Aleutian (Maritime Overseas) are (I to r) • Recertified Bosun Dave La France, ship's chairrran; Engine Deleaate Ben Balerio; Deck Delegate N. De Lo Santos, and crewmember OS Vinnv Ribaudo. The tanker swallowed the anchor at Stapleton Anchorage SI NY �HLS UPGRADING CLASS SCHEDULE 1978 Belotc is complete list of all upgrading courses, and their starting dates, that are available for SIV members in 1978. These include courses for deep sea.Great Lakes and inland waters. SIV members should be aware that certain courses may be added or dropped from the schedule as the need arises. However, the Log will try to keep you abreast of these changes. For further information regarding the courses offered at the Lundeberg School, members ^ should contact their local SlU representative, or write to the Lundeberg School Vocational Edu­ cation Department, Piney Point, Md. 20674. or call the School at (301) 994-0010 Towboat Operator Scholarship Program iviay 29 Towboat Operator Western Rivers August 7 Towboat Operator Inland & Oceans August 28 Mate & Master September 25 Pilot May 15 QMED FOWT May 11 July 10 August 31 October 16 November 23 Pumproom, Maintenance & Operation October 9 Maintenance of Shipboard Refrigeration Systems June 2 Chief Steward (maximum I student per class) May 1 May 29 June 26 July 24 August 21 September 18 October 16 November 13 December 11 Chief Cook and Cook & Baker (maximum 2 students for Chief Cook and 2 students for Cook & May 1 May 13 May 29 he • .':-r r-Vi^ Diesel Engineer July 31 Welding May 1 May 13 May 29 June 12 June 26 July 10 July 24 August 7 August 21 September 4 September 18 October 2 October 16 October 30 November 13 November 27 December 11 December 22 Able Seaman May 1 June 12 July 10 August 17 September 18 November 13 Quartermaster October 16 April 1978 / LOG / 37 �Richard Bundrkk Seafarer Richard Bundrick graduated from the February AB class at the Harry Lundeberg School. He was in the trainee program at HLS in 1975. m y V Brother Brundrick, • who was born in Germany, has his firefighting, lifeboat, and cardio-pulmonary tickets. He re­ sides in Fayetteville, Ark. and .ships out of Gulf ports. Ken Pevny Seafarer Ken Pevny has been .sail­ ing with the SIU since graduating from the Harry Lundeberg School's trainee program in 1975. He returned ^ to the School last ^ February for his A B endorsement, also earning his firefight­ ing, lifeboat, and cardio-pulmonary tickets. Brother Pevny was born in Butte, Mont, and now lives and ships out of the port of Seattle. Ben Adams Terry Cowans Seafarer Terry Cowans, a trainee at the Harry Lundeberg School in 1974, upgraded to AB at the School in January, 1978. He has his fire fighting ticket. Born in Mo. bile, Brother Cowans now lives in Trichard, Ala., and ships out of the port of New Orleans. Seafarer Ben A dams completed the trainee program at the Harry Lun­ deberg School in 19 76. He's been .sailing as an FOWT .since he took the upgrading course at r the School in 1977. Brother Adams also has the firefighting, lifeboat, and cardio-pulmonary tickets. Born in Savannah, Ga., he now resides in Ellabell, Ga. and ships out of the port of Jacksonville. Mike Drummond Seafarer Mike Drummond com­ pleted the trainee course at the Harry Lundeberg School in 1973. He re­ turned to the School in 1977, upgrading to FOWT and earn­ ing his firefighting, lifeboat, and cardio-pulmonary tickets at that time. Brother Drummond was born in Detroit and ships out of Hous­ ton, where he now re.sides. Glenn Bamman Seafarer Glenn Bamman has been .sailing with the SIU since graduating from the entry trainee program at the Harry Lunde­ berg School in 1974. He returned to the School in 1977 to upgrade to assi.stant cook and also earned firefighting, lifeboat, and cardio-pulmonary tickets. Brother Bamman was born in Ft. Meade, Md. and makes his home in Kings Park, L.L, N.Y. He ships out of the port of New York. Deposit in the SIU Blood Bank— It's Your Life From Coolidge to Carter, ttte Meetcins Clan Sails On Around the historic James River and the expansive waters of Norfolk harbor, the name of Meek ins has been a wellknown handle since the days of Calvin Coolidge. The way things look now, the name Meekins will continue to be well-known around Norfolk's tug cir­ 1^^ VO :•» • » :•» cles long after Jimmy Carter hangs up his political spikes. The tradition of this family making its living in and around Norfolk harbor started in 1920 with William F. Meekins. He was hardly 15 years old at the time. For 50 years after, until his rer-- ^ ;.fc. ^ ^ --••IIJ Upgrading pays off when its time to pay off. These courses begin at HLS in June Abls Seaman—June 12 Lifeboat—June 8, June 22, July 6 LNG—June 26 Tankerman—June 8, June 22, July 6 Welding—June 12, June 26 Chief Steward—June 26 tirement on a Union pension in 1970, he made his living working on tugboats. The better part of his career he spent working with SlU-contracted McAllis­ ter Bros, out of Norfolk. Now 72 years of age and in good health, the elder Meekins makes his home in^Columbia, N.C. Next in line in this family of SIU Boatmen' are William's two sons, Lora, 52, and"Jam^s Monroe M'ec4CTns,!>S0. Lora has been working in Norfolk harbor since 1947 after serving for six years in the U.S. Coast Guard Amphibi­ ous Division, including service in World War II. Of his more than 30 years working on tugs, 26 of them have been with McAllister. His years with the company make him the top man on McAllister's seniority list. In addition, Lora, who sails captain, is a charter member of the former SIUaffiliated Inland Boatmen's Union. And he helped the Union organize Norfolk's tugmen for the SIU. James Meekins, better known as Monroe Meekins, is a 34-year veteran of Norfolk harbor. Most of that time has been spent with SlU-contracted INLAND cw Curtis Bay Towing. Like his brother, Monroe sails as a captain. The latest Meekins to make his pres­ ence known in Norfolk harbor is Mon­ roe's 21-year old son, William, who bears his grimddaddy's name. William; tbotigh, has had it easier in learning his trade than his father, uncle, and grandfather. He is a graduate of the Lundeberg School Deckhand/ Tankerman Entry Training Program. Also, he achieved his AB's endorse­ ment through the Lundeberg School. There is nothing stopping him from going back to the School again to get a license in the wheelhouse. Presently, the younger Meekins is sailing AB for McAllister. Among the four of them, the Meekins clan has accumulated nearly 125 years of tugboat experience in Norfolk har­ bor. If all the Meekins and their off­ spring stay in the tugboat business, who knows who'll be in the White House by the time they all retire. Maybe Jimmy Carter, III. (only 1 Student per class) Chief Cook—June 12, June 26 (only 2 students per class) Cook and Baker—June 12, June 26 (only 2 students per olass) Maintenance of Shipboard Refrigeration Systems—June 2 To enroll see your SIU Representative More Money 38 / LOG / April 1978 A Better Job More Job Security J... The Meekins brothers, Lora, left, and James Monroe, have worked in Norfolk Harbor for over 30 years. �Donated $100 or More To SPAD Since Beginnings of 1978 members and other concerned individuals, 224 in all, have demonstrated an active interest in participating in political and legislative activities which are vital to both our job security and our social and economic welfare, by voluntarily donating $100 or more to tie eafarers Political Activities Donation (SPAD) fund since the beginning of 1978. (The law prohibits the use of any union money, such as dues, initiation fees, etc., for political activities. The most effective way the trade unionist can take part in politics is through voluntary political contributions. SPAD is the Union's separate segregated political fund. It solicits and accepts only voluntary contributions. It engages in political activities and makes contributions to candidates. A member may voluntarily contribute as he sees fit or make no contribution without fear of reprisal.) Six who have realized how important it is to let the SIU's voice be heard in the Halls of Congress have contributed $200, one has contributed $300, one has given $500, and one $600. The Log runs the SPAD Honor Rolls because the Union feels that our political role must be maintained if the livelihoods of maritime workers are to be protected. (A copy of our report is filed with the Federal Election Commission and is available for purchase from the Federal Election Commission, Washington, D.C.) NOTE: Each month's SPAD Honor Roll contains the names of those individuals who have given $100 or more as of the last Friday of the previous month. Adams, W. Adamson, R. Air,R. Algina, J. AUen,J. Amat, K. Ammann, W. Anderson, D. Anderson, E. Antici, M. Appleby, D. Aronica, A. Atkinson, D. Aumiller, R. Bauer, C. Beeching, M. Beiglond, B. Bjomsson, A. Blackwell, J. Blultt, J. Bluitt,T. Bonser, L. Boyne, D. Brady, J. Br^d, IL , Brown, G. Brown, I. Brown, I. Bryant, N. Bucci, P. Bufiinton, O. Campbell, A. Carr, J. Cavaicanti, R. Cherup, N. Cinquemano, A. Coffey, J. ColierIII,J. Comstock, P. Conklln, K. Cookmans, R. Corder, J. Costa, F. Costango, J. Costango, G. Craig, J. Curtis, T. Dallas, C. Dalman, G. Davis, J. Debarrios, M. DeChamp, A. Del Moral, A. Di Domenico, J. Diaz, R. DiGiorgio, J. Doak, W. Dobbins, D. Dolan,J. Donovan, P. Drozak, F. Ducote, C. Dudley, K. Dwyer, J. Dyer, A. Eschukor, W. Evans, J. F«Hz,F.,..,,,, Fanning, R. Fay, J. Fergus, S. Filer, W. Firth, R. Fletcher, B. Florous, C. Frank, S. Frazier, J. Frounfelter, D. Gallagher, L. Gard, C. Gavin, J. George, J. Gimbert, R. Glenn, J. Gobrukouich, S. Graham, E. $600 Honor Roll Pomerlane, R. $500 Honor Roll Antich, J. $300 Honor Roll Chartier, W. $200 Honor Roll Ahmed, F. Bernstein, A. Ellis, P. Hagerty, C. McCullough, L. Pow, J. Grepo, P. Guillen, A. Hager, B. Hall, P. HaU, W. Hamblet, A. Harris, W. Hauf,M. Heniken, E. Higgins, J. Home, H. Houlihan, M. Hurley, M. lovino, L. Ipsen, L. Jacobs, R. Johnson, R. Jolley, R. Jones, C. Kastina, T. Kenny, L. Klrby,M. Kitchens, B. Koflowich, W. Krittiansen, J. Lankford, J. Lee, K. I^elonek, L, Lesnansky, A. Lewin, A. Libby, H. Lindsey, H. Loleas, P. Lombardo, J. Long, L. Lunsford, J. Macmberg, D. Malesskey, G. Mann, C. Marchaj, R. McCarthy, L. McNccly, J. McCartney, G. McCorvey, D. McEIroy, E. McKay, M. McKay, R. McKay, R. Meacham, H. Meffert, R. Mollard, C. Mongelli, F. Moore, J. Morris, W. Morrison, J. MuU, C. Murray, R. Myers, H. Nash,W. Nelson, D. Nihom, W. Novak, A. Olivera, W. Olson, F. Paczkowski, S. SPAD Honor Roll •• ,-<•10^-,: r SEAFARERS POLITICAL ACTIVITY DONATION (SPADI 675 FOURTH AVENUE BROOKLYN, N.Y. 11232 Date. S.S. No. , Contributor's Name. .Book No. Address City __ .State. .Zip Code I acknowledge and understand that SPAD is a separate segregated fund established and administered by my Union to engage in political activities and to make contributions and expenditures for candidates seeking political office and solicits and accepts only voluntary contributions, and I have the right to refuse to make any contribution without fear of reprisal. I may contribute such amount as I may volun­ tarily determine and I herewith contribute the sum of . This contribution constitutes my voluntary act and I am to to receive a copy of this receipt showing the amount of my contribution. A copy of SPAD's report is filed with the Federal Election Commission and is available for purchase from the Federal Election Commission, Washington, D.C. Signature of Solicitor Soliciiur's No. Pagano, J. Papuchis, S. Passapera, F. Pclfrey, M. Perez, J. Petak, P. Pretare, G. Prevas, P. Raines, R. Randazza, L. Ratcliffe, C. Reck, L. Regan, F. Reinosa, J. Reza, O. Richoux, J. Roades, O. Roberts, J. Rodriguez, R. Rondo, C. Royal, F. Rung, J. Sacco, M. Sacco, J. Salazar, H. Sanchez, M. Sapp, C. Schabland, J. Scheard, H. Schwartz, A. Seagord, E. Selzer, R. Selzer, S. Shaw, L. Sigler,M. Smith, B. Smith, L. Somerville, G. Soresi, T. Spencer, G. Stalgy, R. Stearns, B. Stravers, L. Suentic, S. 1978 Surrick, R. Swain, C. Tanner, C. Taylor, F. Thaxton, A. Thomas, F. Thomas, J. Thorbjorsen, S. m rV*.. Port $ Tilley,J. Todd, R. Troy, S. Turner, B. Vanvoorhees, C. Velandra, D. Velez, R. Walker, T. Ward,M. Webb, J. Whitmer, A. Williams, L. Wilson, C. Wolf, P. Yarmola, J. Zcloy, J. Transindiana CommiH-ee ••• 'iAs ir^\ N.Y. Patrolman Teddy Babkowski (seated) makes out a dues receipt on Mar. 28 for Chief Steward Walter Fitch (2nd right), secretary-reporter of the ST Transindiana (Seatrain). The rest of the Ship's Committee are (I. to r.): Re­ certified Bosun Julio Delgado, ship's chairman; Engine Delegate John Lincoln, and Deck Delegate E. Vargas. The payoff took place in Weehawken, N.J. April 1978 / LOG / 39 �The Tankerman Endorsement Your Ticket To For Boatmen, a sure way to move ahead fast is having an endorse­ ment as tankerman. This is a very responsible job, and the Coast Guard examination for it can be very hard. With expert help, though, boatmen can learn the skills and in­ formation they need to pass the exam and to get good jobs as tankermen. This kind of help is available at the Harry Lundeberg School. First of all, the instructors help each student to learn the facts and figures he'll need to do well on the Coast Guard test. But most important, they also teach each student the practical skills they'll need to handle the tankerman job safely and efficiently. A big part of the course is on-thejob training. Tankermen who grad­ uate from HLS learn by doing, so they know how to work safely, how to meet environmental regulations and how to handle fuels and oils expertly before they go to work as LOG fWflcMl Pcibllcjiion 'if ilu- So.»fdrcrs luicffMtiotiHl Ufbon • Alldr>iit. Culf, I jkes jfuJ Inljnil Wju-r*, Dislriii • Al L (,"l() tankermen. They handle emergen­ cies, practice needed skills and learn to avoid mistakes by working aboard the HLS tank barge. When these graduates report to their jobs, they are ready and able to take care of both the routine duties and the unexpected events. The tankerman course is helping SIU Boatmen protect the environ­ ment, too. Environmental rules and safe work practices are taught all through the course. Companies which employ tankermen know how important this kind of training is. Allied Towing Corporation is a good Security APRIL 1978 example of this. "The Lundeberg School trains the men better than we can," says Jim Harrell, Allied's vice president in charge of person­ nel. "It would take us six to eight months to give tankermen the kind of safety training they get in a few weeks at the school." Because of their excellent training, boatmen who graduate from the tankerman course at HLS find it very easy to get a job and to earn good wages. In addition, their tankerman ticket means job security because so much of the cargo on the waterways is fuel and oil. Trained, responsible Daniel O'Rourke and Stephen Homka work in the barge's pumproom to line up the cargo transfer system. tankermen are needed in the indus­ try. They earn top dollar for their skills. They are very valuable em­ ployees of the company they work for. Because the towing industry needs so many skilled tankermen, HLS offers the tankerman course every two weeks. So it is possible for boat­ men to attend the course at their convenience. The course takes four­ teen days to complete, and the Coast Guard gives the exam right on the HLS campus. This means that you can come to the school, learn every­ thing you need to know to be a skilled and safe worker in just two weeks, and leave with your endorse­ ment in your hand—in two weeks you're ready for a better job and a bigger paycheck. And most im­ portant, you have the skills and the know-how to advance your career in an industry that's growing fast and that needs you and your skills. Allied's vice president Harrell summed up the advantages of com­ ing to HLS for a tankerman ticket when he said, "It gives the Boatmen a real career and good money, and it brings Allied nothing but good results, too." Arthur Mallory operates the valves during OJT in unloading procedures. V -f HLS trainees maneuver the cargo hose to secure it to the dock manifold. For these students, the tankerman course is a big step ahead in their career— when ihey pass the tankerman test, they qualify for the endorsement as soon as they complete the work time required by the Coast Guard. Upgrader William Babbit logs in engine data aboard the HLS tank barge. Rudel Ramage takes ullage in the forward tank of the HLS tank barge Harry. � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource April 1978 Description An account of the resource HEADLINES MURPHY: CONGRESS MUST ACT FAST TO HELP U.S. FLEET SUP CALLS JOINT CONFERENCE DROZAK HITS NAVY BUDGET BID FOR NON-COMBAT SHIPS VOTING BEGINS ON MERGER OF SIU, AGLIWD AND MC&S 3 DIE, 12 INJURED AT EXXON REFINERY, COMPANY FINED $1200 EMPTY STEERING ENGINE ROOM: A CAUSE OF $8.5 M DAMAGES BRAND CALLS FOR NATIONAL CARGO POLICY BUS SHIPMENTS SHOW NEED FOR U.S. MARITIME POLICY TI: ‘RUNAWAYS’ POLICY HURTS TAXPAYER, TRADE, DEFENSE POSTAL ACT TO REQUIRE U.S. SHIPS TROY: USE MERCHANT MARINE TO AID, BUILDIP NAVY SEAPOWER OIL SPILLS SPUR IMCO TREATY ON ANTI-POLLUTION RULES CONGRESS APPROVES SUBSIDY BOOST FOR US MERCHANT MARINE HOUSE BILL URGES MERCHANT MARINE, NAVY COOPERATION ENERGY DEPARTMENT SETS HEARING ON EL PASO II PROJECT ON THE AGENDA IN CONGRESS OCEAN MINING BILL AWAITS SENATE ACTION FEDERAL AGENCIES HEARINGS… ‘INVOLVEMENT IS THE KEY’ POINTS OUT ONE DELEGATE AT THE SECOND IOT CONFERENCE DELEGATES IMPRESSED WITH HLS COURSES FLAG-OF-CONVENIENCE SHIP HAS WORST SPILL IN HISTORY PROGRESS TOWARD UNITY: 1978 A CLOSE LOOK AT DOT AND MARITIME A ‘DON’T BUY’ MARTIN GUITARS VEGA BANJOS BOYCOTT IS LAUNCHED YOUR TICKET TO JOB SECURITY Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 4/1/1978 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 40, No. 4 1978 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/6002c1ea22d465fdf14a8bdb91b58ab3.PDF 3a064b6bc018549aab8c0fe08e76208f PDF Text Text Official Pubiication of the Seafarers Internationai Union • Atlantic, Guif, Lakes and Inland Waters District • AFL-CIO VOL5 40 NO. 1978 >»—SlU Scholarship Winners for 1978—v. See Page 3 Seafarer Patrick Graham I Seafarer James Mann Seafarer John Merriam SlU Members Crew New Towboat •'> ; 1 Seafarers Man Tanker Brooks Range See Pag^ 10 . -1 • The 165,000 dwt tanker Brooks Range, shown in graving dock at Avondale Shipyard in New Orleans during christening ceremonies last year, will run between Valdez, Alaska and Panama. SlU members took the ship on her maiden voyage May 15,1978. ii'T M A �5IU Fought for Measure Carter Signs Private Dredging Legislation into Low Legislation that is expected to create a boom in the private dredging indus­ try was signed into law by President Carter on Apr. 26. PL 95-269 allows the industry to competitively bid for Federal dredging work. It will enable the private sector to perform work which traditionally SIU, ACLIWD Approves Merger With MC&S By an overwhelming majority the SIU, AGLIWD District membership has approved a merger with the Marine Cooks and Stewards Union. Balloting for MC&S members will continue until June 9. The SIU vote was counted on May 23 by a Union-elected tallying committee. Out of a total 3,520 ballots cast, 3,338 were in favor of the merger and 170 were opposed. Nine ballots were voided and three registered "no vote." The final MC&S tally, and further details on the possible merger will be carried in the June issue of the Log. Events leading up to the merger referendum began in February 1977 when the SIU's Executive Board pro­ posed mergers to the SIUNA's three affiliated Pacific District Unions. Two of the West Coast affiliates —the Sailors' Union of the Pacific and the Marine Firemen's Union— tabled the proposal. The Executive Board of the MC&S approved it for a membership vote. A merger agreement has to be approved in a secret ballot by both the SIU, AGLIWD and the MC&S memberships. Voting for SIU members ran from Apr. 17 through May 16. MC&S members began casting ballots on Apr. 10. "K Paul Hall Upgrading Needed for Crowing Fleet American seamen have always had to deal with the unpredictable ups and downs of the shipping industry. A year will go by when shipping is especially good and everybody works. Tlien there'll be a period when more seamen are on the unemployment lines than out working the ships. That's the way it's been. When times were good, we prospered. When times were tough, we struggled along with the rest of the .seagoing unions. The SIU, however, is now on the verge of changing this. In fact, we are well on our way to establishing a balanced job structure that will provide solid job security for all SIU members at all times no matter what is going on jobwise in the rest of the industry. Since passage of the 1970 Merchant Marine Act, the SIU has succeeded in bringing under contract the vast majority of new companies investing in American-flag shipping. In 1977, SIU members boarded an average of one new vessel each month. Before 1978 is over. Seafarers will be manning as many as 20 vessels more than the year before. Some of our new ships, of course, are replacements for old worn out vessels in the contracted fleet. But most of them are new additions to the fleet, which translates to more jobs for our members. It is important to recognize, however, that as the SIU's contracted fleet is increasing, the total U.S. merchant fleet is barely holding status quo. has been reserved for the Army Corps of Engineers. The SIU has fought for this measure from its inception because it would cre­ ate new jobs for our members and bring widespread economic benefits. It was passed by a wide margin in the U.S. House of Representatives and by unani­ mous consent in the Senate. The Corps of Engineers has the re­ sponsibility for maintaining and im­ proving the nation's waterways. Up until now, it has carried out most dredg­ ing work with its own large fleet of dredges. As a result, private industry did not have enough business to justify investment in expensive dredging equipment. Its growth almost came to a standstill. The Union maintained that the Corps' large fleet was a waste of tax dol­ lars since the work it performed could be carried out by private firms at sav­ ings to the Government. Trial projects which the Corps let out to private com­ panies had shown this to be true. Allowing private industry to com­ pete for Federal dredging jobs makes even more economic sense for the coun­ try. Moreover, new dredge construction would bring additional benefits to ship­ building and related industries. Anticipation of the new dredging act has already reaped some of these bene­ fits. The Manhattan Island, a $13 mil­ lion, split-hull hopper dredge, was recently built by SlU-contracted North American Trailing Co. The company is building a second hopper dredge in an American shipyard for delivery next year. Three more hopper dredges will be built by other American companies this year at a total cost of $100 million. Corps Retires Four On May 9 the Corps announced that it will soon retire four obsolete dredges in its fleet. Gen. J. W. Morris, chief of engineers, said that these dredges are being retired because "private industry is now able to take over more of the dredging previously done by Corps of Engineers equipment." He said that the trial projects, officially known as the in­ dustry capability program, "has proved very successful and these four vessels are no longer needed in our dredge fleet." When these four dredges are retired the Corps will have available 34 dredges. These will accomplish about one-third of the annual navigation dredging workload. The remaining twothirds will be performed by industry. The four dredges are; the Dredge Black, operated by the Kansas City Corps District; Collins, Mobile District; Davwon, Jacksonville, and Kewaunee, Chicago. The SIU has been working hard at organizing new companies coming into the industry. This has been an important factor in our success. But if we are to achieve the goal of total job security, the burden will fall squarely on the shoulders of the membership itself. We must realize that as a labor union, we have a product to sell. And that product is skilled manpower. No new company is going to sign a contract with the SIU because they think we're nice guys. These companies enter into agreements with us because they feel that SIU members can safely and competently man their new ships. When you consider that some of these vessels cost as much as $170 million each to build, you can see that the job of safe manning is the most critical aspect in merchajnt shipping today. The key, then, in our fight to achieve ultimate job security will be our ability to provide a skilled, well-trained manpower force for our present and future contracted operators. We already possess the means to do this through the Lundeberg School in Piney Point, Md. For more than 10 years, SIU members have been using the Lundeberg School as a springboard for higher rated and higher paying jobs. In that same time, the staff at Piney Point has worked to expand the educational opportunities and course offerings for SIU members. As a result of this total effort, we now have the largest, most utilized school for maritime workers in the country. And we have the most highly trained unlicensed membership in the maritime labor movement. As it stands now, the SIU membership is capable of supplying all the manpower needs of our present contracted fleet. But again, our fleet is expanding each month. And with the prospect of offshore drilling and ocean mining jobs for American seamen, we can expect our expansion to escalate. To insure that we get our share of the new opportunities in the industry, we must prepare for the expansion. Each and every SIU member must take it upon himself to participate to the fullest in the Lundeberg School's programs. For every member who upgrades from the entry level to a rated job, we can bring in another entry student to the School. The individual member will be gaining new skills, a better job, and wider job opportunities. At the same time, the Union will be building a solid, well trained manpower pool for our future needs. More than at any time in our history, the opportunity to secure a better future for ourselves is staring us in the face. By more fully utilizing the educational tools we already possess, the SIU can make the most of this opportunity. It will take a total effort. The isooner each SIU member contributes his share to this effort, the better for everyone. Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave. Brooklyn, N.Y. 11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 40, No. 5, May 1978. 2/ LOG / May 1978 �For Is/ Time, 6 Members Applied for d'Year Award 3 Seafarers^ 4 Dependents Win SlU Scholarships For the 26th year the SIU has awarded college scholarships to Sea­ farers and dependents of Seafarers. This year, for the first time since the awards were instituted in 1953, six SIU mem­ bers applied for the four-year award that's reserved especially for active Sea­ farers and Boatmen. This was the larg­ est number of seamen ever to apply for the grant. The Scholarship Awards Committee on May 8 announced the names of the Seafarer and four dependents who won the $10,000, four-year awards, and the two Se^arers who will receive the $5,000, two-year grants. The $10,000 grant can be used for any course of study at any college or university in the U.S. The scholarships are a benefit of the Seafarers Welfare Plan. The awards have heen named for the late Charlie Logan, a long-time friend of the SIU. Logan, who died in 1975, was a consultant for the Union's Plans' Board of Trustees. The winner of the four-year award for a Seafarer or Boatman is llryear- Skinner of Pasadena, Tex. The alternate is Kathryn Wherrity, daughter of Seafarer Francis Wherrity of Philadelphia, Pa. 131 Have Won Seafarer John Cantrell Seafarer RusseU Skinner old deep sea sailor John Merriam from New Orleans. Gary Westerholm, 25, of Seattle, also a deep sea member, was named the four-year alternate. In case the winner is unable to accept the scholarship, it will be awarded to the alternate. For the third year in a row, two, $5,000 two-year scholarships were awarded to active Seafarers or Boat­ men. Patrick Graham, 25, of Texas City, Tex., and James Mann, 24, of Ramsey, NJ., were, the two-year re­ cipients. Both sail deep r sea. Boatman Alfred Seiler Seafarer Ray Christina The two-year awards, which arc re­ served for Seafarers or Boatmen only, can be used by the Seafarers at any accredited junior or community college, post-secondary trade school, or voca­ tional school. The winners of the four-year awards for dependents are: Vincent Cantrell, son of Seafarer John Cantrell of Mobile, Ala.; Michael LaMothe, stepson of Sea­ farer Raymond Christina of Hubbell, Mich.; Sigmund Seiler, son of Boatman Alfred Seiler of Blenheim, N. J., and Paul Skinner, son . ov^i. of yjL Seafarer .jwuiuiwi Russell \ Since the awards were instituted, a total of 35 Seafarers and Boatmen and 96 dependents have won scholarships. Applicants for the scholarships are judged on the basis of scholastic ability and character. High School grades. College Boards or American College Test scores, letters of recommendation, and participation in extra-curricular ac­ tivities arc all evaluated by the SIU Scholarship Selection Committee. The Committee is made up of an im­ partial panel of scholars who arc well qualified to judge the academic merit of the applicants. This year's Selection Committee in­ cluded: Dr. Bernard Ireland, a retired official of the College Boards; Dr. Elwood Kastner, dean of registration at New York University, New York, N.Y.; Professor R. M. Kecfe of Lewis and i^onnnuea on Page rage 12 I J: Continued House Okays Maritime Subsidy Act 326-81 for 1979 WASHINGTON, D.C., May 22, 23 —The House of Representatives turned back a two-day assault on essential sub­ sidy programs for the maritime industry by Rep. Paul McCloskey (R-Calif.). It then went on to pass the Maritime Au­ thorizations Bill for Fiscal Year 1979 by an overwhelming majority of 326-81. During the floor fight for the bill, Mc­ Closkey offered six damaging amend­ ments that would have cut deeply into the government's subsidy programs for maritime. They would also have made it very difficult, if not impossible, for the U.S. to maintain a competitive position in either shipping or shipbuilding with other maritime nations. The SIU's Washington staff worked along with AFL-CIO and other union representatives to provide Congress with facts on how McCloskey's amendments would hurt the stance of the U.S. mari­ time industry. As a result, all six amendments were soundly defeated after considerable floor debate. Instead of what McCloskey hoped would be a watered down bill, the House passed a strong version providing nearly $500 million in government subsidies to maritime for fiscal 1979. Floor man­ ager for the bill was Rep. John Murphy (D-N.Y.), who serves as chairman of the House Merchant Marine and Fisheries Committee. On learning the vote's outcome SIU President Paul Hall said: INDEX Legislative News Inland user charges Page 4 Dredging bill Page 2 Maritime authorization Page 3 Ocean mining Page 17 SIU in Washington Page 9 Postal service ' Page 11 Union News Merger vote Page 2 SIU scholarships . Page 3 President's Report Page 2 Headquarters Notes Page 7 Union clears up claim Page 4 Brotherhood in Action .. . Page 28 At Sea-Ashore Page 18 "It is gratifying that Congress con­ tinues to demonstrate its traditional sup­ port for the U.S. merchant marine. This Maritime Authorizations bill supplies the means whereby the provisions of the Merchant Marine Act of 1970 can be Implemented. While that law needs to be brought into line with today's reali­ ties in world shipping, it does allow our merchant marine to function until an appropriate maritime program is devel­ oped. Our national concern for a mer­ chant marine must be intensified in view of the Soviet's massive effort to domi­ nate ocean trade." Hall also expressed appreciation for the efforts of AFL-CIO staff people and other trade unionists who supported the SIU on this issue. A breakdown of how the approximate $500 million for maritime will be spent is as follows: • $ 157 million in construction differ­ ential subsidies. This program is based on the cost difference between building a ship in an American yard and a foreign yard. It is essential if the U.S. expects to maintain any kind of shipbuilding and ship repair base in this country. • $262.8 million in operational dif­ ferential subsidies. This program en­ ables certain U.S. operators to remain competitive with cut-rate foreign lines on designated trade routes. It is neces­ sary to insure that the U.S. doesn't be­ come totally dependent on foreign ships in our import-export trade. Great Lakes Picture Inland Lines SPAD honor roll Page 8 Page 6 Page 39 General News National unemployment . .Page 10 Pollution control Page 11 Forum at Tulane Page 5 'Time Bomb' reaction ... .Page 11 New MID Port Council .. .Page 6 Lax safety rules Page 10 Navy League Page 5 Iowa boycott ends Page 16 Working for Coors ...Pages 30-32 Shipping Brooks Range Page 10 $17.5 million for research in ad­ stroyed the U.S.-USSR bilateral ship­ vanced ship development, operations, ping agreement. A lot of American sea­ and technology. men would have lost their jobs. • $24.5 million for the cost of oper­ The House rejected a second amend­ ating the U.S. Merchant Marine Acad­ ment that would have barred the use of emy at Kings Point, N.Y. and other state construction subsidies in the building of LNG vessels. This amendment carried a run academies. • $34.8 million for upkeep and death sentence for America's LNG pro­ maintenance of the national defense re­ gram, which is still in its infancy. McCloskey then tried in vain to hold serve fleet. the Mortgage Guarantee Ceiling at $7 In addition to direct subsidies, the au­ billion. He was turned back by a 2 to 1 thorizations bill increased the Mortgage roll call vote. Guarantee Ceiling from $7 billion to The House then rejected an amend­ $10 billion. This program requires no ment preventing the use of subsidized Federal funding. It simply provides loan funds for support of non-governmental guarantees to private companies wishing maritime schools used for the training of to build ships, tugs, barges, and other new merchant seamen. maritime equipment. The operators get Another amendment was defeated the actual loans from commercial banks. that would have barred subsidy pay­ During floor debate, it was pointed out ments to companies supporting industry that an increase in the ceiling was neces­ organizations such as the Transporta­ sary for the continuation of a strong tion Institute and the Joint Maritime shipbuilding program in America. Congress. Finally, an amendment was defeated that would have cut off funds for ships Defeated Amendments being built in yards where, McCloskey Rep. McCloskey's defeated amend­ said, the labor force "is not used effici­ ments would have cut big chunks out of ently due to archaic craft union rules." In the course of debate, McCloskey both the operational and construction withdrew two amendments. The differential subsidy programs. The House first defeated an amend­ first would have cut out long term sub­ ment offered by the California Republi­ sidy contracts, forcing renewal every can that would have barred the use of year. The second would have cut opera­ operational subsidies for vessels in­ tional subsidies to vessels carrying crews volved 1!? carrying grain to Russia. This larger than 50 percent of Coast Guard measure would have effectively de­ manning scales. Tug Joe Bobzien Page 10 Ships' Digests Page 23 Dispatchers' Reports: Great Lakes Page 7 Inland Waters Page 16 Deep Sea Page 24 AB endorsement Page 4 Great Lakes fit out ... Pages 13-15 Training and Upgrading 'A' seniority upgrading ...Page 38 MLS course dates Page 36 Tl towboat scholarship Pages 19-22 College credits Back page GED graduate Page 6 Steward dept. upgrader . .Page 37 Membership News New pensioners Final Departures Page 25 Page 33 Special Features Know Your Company . Pages 34-35 Ocean Mining . . . .Pages 26-27 Articles of particular interest to members in each area—deep sea, inland, Lakes—can be found on the following pages: Deep Sea: 4, 10, 18, 23, 24, 38 Inland Waters: 2, 4, 6, 10, 16, 1922, 34-35, 37 Great Lakes: 5, 7, 8,13-15, May 1978 / LOG / 3 i: .'I 'ill �Carter Threatens Veto Senate Passes Inland User Charges^ L 6L D 26 One of the most controversial pieces of legislation in the history of the in­ land waterways industry came another step closer to reality through Senate passage this month. On May 4, by a vote of 80 to 13, the Senate bucked President Carter's threatened veto and adopted an amended version of H.R. 8309, the Navigation Development Act. It au­ thorizes the reconstruction of Locks and Dam 26 and imposes the first fuel tax on inland waters commercial oper­ ators. Although its final outcome is still a hot issue, the full impact of H.R. 8309 on the industry and the SIU has taken more definite shape with the Senate action. The House of f^epresentatives passed the original bill last year. Their version starts the fuel tax at 4 cents per gallon in 1979 and raises it to a maximum 6 cents in 1981. The Senate amendment to the bill was the heart of the contro­ versy. It delays the start of the 4 cents fuel tax to 1982, or when construction of Locks and Dam 26 begins, which­ ever comes first. It then raises the tax, two cents every two years, to 12 cents per gallon by 1990. The Senate's 12 cent tax is twice as CreenTicketAB Endorsement The nio.st important endor.seinent a man who sails on deck can achieve is the Green Ticket Able Seaman—Unlimited Any Waters. It's the mark of a professional sea­ man. But more importantly, the Green Ticket AB endorsement provides the Seafarer with a much wider job base to choo.se from. And, right now in the SlU-contracted fleet, there are a lot of jobs open for members with Green Ticket AB endorsements. The seatime requirement for the Green Ticket endorsement is three years watchstanding time on deck. This time can be spent all as an ordinary .seaman, or a com­ bination of time as ordinary and Bine Ticket Able Seaman—12 Months Limited. if you already possess a Bine Ticket endorsement when achiev­ ing the three years, all you have to do is apply for the Green Ticket with the Coast Guard and you get it automatically. No Coa.st Guard exam is neces.sary. To get the Blue Ticket AB en­ dorsement, the seatime require­ ment is one year watchstanding time on deck, or eight months sea­ time if you are an HLS entry graduate. The Liindeberg School, then, regularly offers a four week course leading to the endorsement as Able Seaman. The SIU encourages its mem­ bers to get the AB endorsement as .soon as possible after achieving sufficient .seatime. It will help the Union fulfill its manpower com­ mitments to our operators. And it will help you achieve a higher de­ gree of job .security. 4/ LOG / May 1978 high as the House version, but it is much less than the total package of user charges that nearly passed the Sen­ ate in another amendment. Compromise Propo.sal Hi INLAND trsa ifl and Dam 26 to be built grew worried at their inability to get Congress to act on the project without also imposing a user charge. As a result of their desire for Locks and Dam 26, they conceded the battle to stop user charges. In June 1977 when the Senate first passed language tying user charges to the reconstruction of Locks and Dam 26, these operators found thcm.sclves in the unique position of urging the House of Representatives to adopt a low fuel tax in order that the Locks and Dam could be authorized. The opera­ tors claimed that this facility was es.sential to their continued successful opera­ tions. And they further claimed that they could afford to pay a low fuel tax in order to get it rebuilt. As a result the House adopted a 4 cents to 6 cents fuel tax provision. The successful amendment was a compromise proposal by Sens. Russell Long (D-La.) and John Danforth (RMo.). It passed by a close 47 to 43 vote on May 3, which ended months of heated debate. It counteracted efforts by the Carter Administration and Sens. Pete Domenici (R-N.M.) and Adlai Stevenson III (D-III.), who were trying to get greater charges imposed on the inland operators. The rejected Domcnici-Stcvcnson amendment would have established, in addition to the fuel tax, a separate set of charges linked to the Government's tmnual expense for waterway construc­ tion. These "cost-recovery" charges would have reciuired the barge lines to pay 10 percent of the Federai construc­ tion cost for projects like Locks and Dam 26. No Guarantees Following the Senate's vote. Sen. The companies which urged rebuild­ Domenici called on President Carter ing of Locks and Dam 26 at all costs to veto the bill because of the "low" felt victorious because a bill had been user charge provision. And at a labor passed authorizing the reconstruction of press conference. Secretary of Trans­ the facility. But while the bill imposed portation Brock Adams said; "I am go­ a tax and authorized the locks and dam, ing to recommend that [President there were no accompanying guarantees Carter] veto the legislation, and if it that the tax would not go into effect if isn't vetoed I will submit my resigna­ the locks and dam were never rebuilt. tion." V/hen H.R. 8309, the House bill, was Since the .Senate version is different sent to the Senate for a vote, the SIU from the House version, H.R. 8309 still maintained its view that user must now go to a joint House-Senate charges should be strongly opposed. But conference to iron out the differences. the Union realized that the towboat in­ The conference version, containing compromise language, will have to be voted on and accepted by both Houses of Congress. Only when the House and Senate agree to identical language can H.R. 8309 be sent to the President. Four-Years-Old The question of Locks and Dam 26 and user charges has been at the center stage on inland waters legislative ac­ tivity for nearly four years. It began when 21 Western railroads and environ­ mentalists blocked the reconstruction of this important navigation facility by fil­ ing a still-pending court suit. Since then, each time the towboat industry tried to get congressional ap­ proval of the lock and dam project, waterway opponents, on behalf of the railroads, succeeded in tacking on a provision requiring the imposition of user charges. In the meantime, this key facility on the Mississippi River at Al­ ton, 111. has been causing costly barge delays because it is too small for today's large tows. The SIU has strongly and persistently opposed any form of user charges. The SIU has always believed that user charges of any sort arc totally unjusti­ fied. This is especially true when they are intended to help the railroads at the expense of the barge industry. In the case of Locks and Dam 26, the SIU held the position that the reconstruction of the facility should not depend on whether or not user charges were im­ posed on the intlustry. Thus the Union consistently opposed any legislation which tied the two issues together. This was also the feeling of many congressmen who opposed those bills which held Locks and Dam 26 hostage to user charges. But, as a result, many major towboat operators who were anxious for Locks dustry was in trouble. Political realities indicated that our membership's inter­ ests would be best served if the Senate agreed to the low House tax rather than a higher tax as originally pas.sed by the Senate in June 1977. In a letter to members of the Senate, the SIU stated: "The Seafarers International Union has traditionally opposed user charges. However, since both Houses of Con­ gress have chosen to alter long-standing Federal policy by imposing a user charge on the inland waters tfansportation mode, we feel that, though dis­ agreeable, the provisions of H.R. 8309 are more desirable than the Senate passed language fin June 1977.1" Even though most waterway interests were uniting behind H.R. 8309, user charge advocates felt they had the upper hand. They had succeeded in reversing a 200-ycar old Federal policy which provided for the free use of the nation's inland navigation system. In addition, they had made barge operators acknowl­ edge that they could in fact live with a tax despite their previous claims that any tax would destroy the barge indus­ try. Many operators—including SIUcontracted operators—confirmed that any increase in fuel costs as a result of the tax would not be borne by the oper­ ators but would undoubtedly be passed on to their customers. Finally, some shippers and carriers started to worry that a strong stand for H.R. 8309 would endanger the chances of Senate passage of a bill au­ thorizing Locks and Dam 26. They be­ gan to privately indicate that the towContiniied on Page 29 Union Helps Clear Up PHS Payment Snafu After intervention from Union Head­ quarters, the national oflicc of the U.S. Public Health Service has overturned a local PHS ruling which denied payment for the emergency care of two SIU members at other than PHS facilities. The cases involve SIU members Bennie Dize and Jabie Conway, both resi­ dents of the Norfolk area. Dize was hospitalized on an emergency basis for a week near the end of August at the General Hospital of Virginia Beach. Conway spent 10 days in late September at Bayside Hospital, also on an emer­ gency basis. Both men notified the USPHS Hospi­ tal in Norfolk of their condition by tele­ gram within the proper time period. PHS requires that they be notified of emergency care situations within 48 hours after admittance. Arrangements, though, were not made to move the two men from the Bayside and Virginia Beach hospitals to the Norfolk USPHS facility. It is the responsibility of PHS to make the ar­ rangements. However, when the two hospitals billed USPHS for the care of the two .seamen, payment was denied by PHS in Norfolk. This left responsibility for payment of the bills on the seamen themselves. The mixup was brought to the atten­ tion of Frank Drozak, SIU executive vice president. Drozak then got in touch with USPHS Director Dr. Edward Hinman in Washington, D.C. and requested the cases be reviewed. Drozak said, "we were sure that both members had followed procedures prop­ erly. We didn't want to see them get stuck with a bill that USPHS should rightfully pay." As a result of Drozak's actions. Dr. Hinman's staff investigated the cases and sub.sequently ruled in both mem­ bers' favor. USPHS said they would "accept fiscal responsibility" for all charges covering care for the two sea­ men during their stay in the non-PHS 'lospitals. Not Isolated The problems encountered by these two SIU members are by no means iso­ lated cases. There has always been some problems with USPHS involving notifi­ cations and payment of bills for emer­ gency treatment at non-PHS facilities. To avoid these problems with USPHS, a member should take the fol­ lowing precautions in emergency situa­ tions: • Always notify USPHS of the emer­ gency within 48 hours. Do it by tele­ gram rather than telephone. That way you will have a record of the notifica­ tion. • Notify the hospital you are taken to that you are a merchant seaman and eligible for care at USPHS. • If possible, make every effort to be taken to a PHS facility in an emergency. However, in an emergency, you have the right to be taken to the nearest hospital. �Asserfs Policy Cufs Merchant Fleet, Jobs Hall Colls U.S. Free Trade ^Outdated and Unrealistic SIU President Paul Hall labeled America's adherence to the policy of free trade as "outdated and unrealistic" in today's world. And he charged that this policy has hurt the U.S. rnerchant fleet badly while at the same time cut­ ting into the job market for American seamen. Hall made this statement in New Or­ leans last month at Tulane University's Twenty-Ninth Annual Institute on For­ eign Transportation and Port Opera­ tions. The free trade concept has actually come under fire from all segments of the labor movement in recent months. The AFL-CIO Executive Council maintains that free, or unrestricted, trade with foreign nations has resulted in the dumping of cheaply made for­ eign' products into the U.S. market in direct competition with American made products. This cuts into the de­ mand for American products. And U.S. workers, especially those in the manu­ facturing trades, are losing their jobs. The free trade concept hurts Ameri­ can maritime in much the same way. Without Government restrictions, for­ eign vessels have infiltrated and are dominating all aspects of water trans­ portation in the U.S. foreign trades. President Hall said that foreign na­ tions are taking advantage of America's "naive" stand on the policy of free trade and free markets. As an example of this. Hall pointed to the SIU's fight for the 9.5 percent oil cargo preference bill last year. SIU President Paul Hall, right, at Tulane University in New Orleans, La. with SIU Vice President Lindsey Williams. Hall told the Tulane group that the U.S. policy of free trade was strangling competitiveness of the U.S. merchant fleet. He said that some of the principal President Hall said that the free trade opponents of the bill were foreign na­ concept has been a major factor in en­ tions, which claimed the bill was a vio­ abling foreign flag vessels to capture 95 lation of the free trade concept. Yet, percent of all U.S. foreign waterborne said Hall, "several of these countries commerce, leaving only 5 percent for had cargo preference legislation of their the U.S. flag. own." He maintained that other leading maritime nations would never allow this to happen to their national flag fleets. He noted that Japan carries 44 percent of its foreign trade; France car­ ries 34 percent of its trade; Britain 34 percent, and Norway carries 30 per­ cent. And, said Hall, "the Soviet Union, a country that makes a mockcry'of the free market, carries more than half of its own trade." President Hall also attacked the mul­ tinational oil companies for their phony support of the free trade concept. He said that the oil companies op­ posed the 9.5 percent oil preference bill on the basis that the use of foreign ships for U.S. oil transportation would keep consumer prices down on oil and gas. However, said Hall, last year the Federal Energy Administration charged 20 multinational oil corpora­ tions with illegally overcharging Amer­ ican consumers by $336 million. Hall told the Tulane University gathering that the U.S. must re-examine the concept of free trade in relation to the real world. He said, "we need only to look at the persistent problems of unemployment, inflation and the bal­ ance of trade to realize that current economic theories are not as useful as we have been led to believe." President Hall concluded that unless the Government revamps "counterpro­ ductive" economic policies such as the free trade concept, "we will be flirting with our own economic demise and possibly with the demise of the demo­ cratic institutions that we all cherish." Murphy^ Blackwell^ Daschbach Say U.S. Must Bolster Maritime It's often difficult, if not impossible, to get Government people to agree on anything. But last month, three top ranking officials involved in the U.S. maritime industry agreed on one thing —the U.S. Government must take steps to bolster the American merchant fleet. The three officials, all long time sup­ porters of a strong U.S. maritime indus­ try, are Richard Daschbach, chairman of the Federal Maritime Commission; Robert Blackwell, U.S. assistant secre­ tary of commerce for maritime affairs, and Rep. John Murphy (D-N.Y.), chairman of the House Merchant Ma­ rine and Fisheries Committee. Although they agreed that the mari­ time industry needed help from the Government, each emphasized a differ­ ent point on how it should be done. The three expressed their ideas at Tu­ lane University's Institute on Foreign Transportation and Port Operations in New Orleans last month. FMC Chairman Richard Daschbach told the Tulane audience that "the lack of a coordinated maritime policy" has had a devastating impact on U.S. ocean carriers and American shippers. He said, "most of our trading part­ ners have well-defined national ship- Great Lakes COLA Great Lakes Seafarers received a cost of living adjustment effective May 1, 1978. The increase comes to 12 cents. Cost of living adjustments are computed on the basis of a one cent increase for every .3 point clingib In the Consumer Price Jbidex. ping programs and policies in addition to heavily subsidized merchant fleets whose operation is fully integrated with other aspects of their national economy and policy." Daschbach said that the FMC would be participating in discussions in order to come up with a new maritime policy for America. He said the FMC is doing this "because it is clear that the mainte­ nance of a strong U.S.-flag merchant marine and a competitive shipping in­ dustry are not only in our national in­ terest, but in the larger public interest." State-owned fleets may cross trade at discount rates for political reasons, for the accumulation of hard currencies or Rate Cutting MARAD Chief Robert Blackwell blamed much of the industry's woes on "predatory rate-cutting" by foreign ships operating in the U.S. foreign trades. He singled out the Soviet Union, say­ ing that the Russians have cut deeply into the U.S. liner trades "by offering rates ranging from 10 to 40 percent be­ low the shipping conferences levels." Blackwell noted that "whether sub­ sidized or not, our privately owned car­ riers must make profits to survive. Rep. John Murphy (D-N.Y.), chairman of the House Merchant Marine and Fisheries Committee, told the Tulane forum that U.S. ships should be carry­ ing up to 50 percent of all U.S. foreign commerce. with other non-profit factors as primary goals." Blackwell said he supports legisla­ tion that would enable the FMC to crack down on rate cutting by the Rus­ sians and other foreign fleets as well as on other anti-competitive maneuvers by foreigners. More Cargo Rep. John Murphy, probably the staunchest maritime supporter in the House of Representatives, said that the U.S.-flag fleet simply needs more cargo. He said that U.S. ships should be carrying 50 percent or more of the na­ tion's foreign commerce, instead of the 5 percent they presently carry. Murphy said he is supporting several bills in Congress that would help secure added cargo for U.S. ships. Among them is a bill that would force cutrate foreign operators to raise their rales to equal levels with U.S. ship rates or be banned from American ports. Murphy also said he supports "equal access" legislation, or bilateral shipping agreements with America's trading partners. Navy League: Beef Up U.S. Maritime The Navy League of the United States of America has called for "strenghteningof U.S. seapower through formulation of a comprehensive na­ tional maritime policy." It stressed that the U.S. lacks a defi­ nite long-range maritime policy. The league said that "deterioration of our seapower endangers national security from the defense and economic per­ spective." The league's position was set forth in its Maritime Affairs Committee Report which was adopted at the annual con­ vention in Seattle, Wash. May 2-5. The 500 convention delegates also adopted a range of resolutions affecting the nation's .seapower posture and ocean policy. Included were: • a call for creation of a cabinet level officer to coordinate the sea serv­ ices in achieving defense readine.ss. • urge the U.S. Government to adopt a seaborne trade policy similar to that existing for airborne trade. Vincent T. Hir.sch of Asbury Park, N.J., a strong advocate of Navy-mer­ chant marine cooperation, was re­ elected president of the league. The next annual convention of the 10,000member organization will be held in Dallas, Tex. May 1978 / LOG / 5 �A 9th Grade Dropout, He Gets His H.S. Diploma at HLS Great Lakes SIU Boatmen have ratified a new eontract with Great Lakes Towing, the biggest SlU-eontractecl inland operator on the Lakes. The eontract includes the industry-wide SIU Inland Vacation Plan, a first for Lakes Boatmen. Great Lakes Towing employs 150 SIU deckliands, known as linesmen on the Lakes. A dyke construction and harbor dredging project is under way in Milwaukee, Wise. Boatmen with SlU-contracted Luedtke Engineering are doing the job. Norfolk SIU Boatmen with Stone Towing of Wilmington, N.C. (serviced out of Norfolk) ended a three week strike against the company on Apr. 22 and recently ratified a new contract. They hit the bricks when .Stone Towing, a shipdocking firm, refused to come up with an acceptable offer for wage increases. The new eontract, effective Apr. 22, provides substantial increases in wages, pension, and welfare, as well as improved working conditions. It also includes the SIU Inland Vacation Plan. St. Louis SlU-contracted American Commercial Barge Lines, which operates the largest fleet on the inland waterways, recently put in shipyard orders for two 4,200 hp. towboats. ACBL currently has 52 boats and 1,350 barges that work primarily on the Mississippi River system. Houston Another new contract was just ratified in this port by SIU Boatmen with Barge Harbor. It includes the SIU Inland Vacation Plan and standard language for the harbor fleeting operation as well as substantial wage increases. Brother Pete Reed is 22 years old and can no longer be called a high school dropout. In 1973, he graduated from the basic vocational program of the Lundeberg School. During his training at HLS, Brother Reed enrolled in the high school equiv­ alency program but shipped out before completing it. He dropped out of school in the ninth grade. And he realized that "I really had a lot to learn before I would be able to get my diploma." Seafarer Reed's willingness to keep trying paid off. Recently, he success­ fully completed the high school equiv­ alency program and achieved his GED diploma. "It took me three times and a lot of studying but I finally got it," he said. There are now 1,021 Seafarers and Boatmen who have gone through the program. Brother Reed really liked the small classes and the individual attention he received at HLS. He said, "the teachers gave me support and worked with me when I had a problem. They know what they are teaching." After being out of school and out of the habit of studying. Seafarer Reed commented that "I en­ joyed studying again. The GED di­ ploma was something I've wanted for a long time." Reed found out about HLS from his grandfather, who was a seafarer and from a friend. Brother Roland Wil­ liams, of the port of Baltimore. "The Lundeberg School is good. It is really great for young people. It makes them better than what they were before," Brother Reed commented. Personals Personals Diana Bandelcan Mrs. R. Y. Van Pelt would like you to contact her at 1114 Joe Annie No. 5, Houston, Tex. 77019. Henry E, Green Your wife, Maxine, asks that you call her as soon as possible at (314) 3331770, or write Box 722, Caruthersville, Mo. 63830. MTD Charters New Port Council In Jacksonville The AFL-CIO Maritime Trades De­ partment has established a new Port Maritime Council in the northeast Flor­ ida port of Jacksonville. The MTD, the largest industrial de­ partment of the AFL-CIO, now has 28 Port Maritime Councils operating in local port areas throughout the United States, Canada, and Puerto Rico. The Jacksonville Council is the latest in the MTD's growing network of po­ litical action groups working to enhance the strength of the labor movement in all areas of the country. MTD Administrator Jean Ingrao pre­ sented a charter to the new Council at the group's first meeting on Apr. 6, 1978. Forty-five representatives of 17 national and international AFL-CIO unions attended the initial conference. The SIU Hall in Jacksonville will serve as the meeting place and center of activity for the new Port Council. Highlights of the Council's opening session included welcoming addresses by: Jim Deaton, president of the AFLCIO Central Labor Council of Jackson­ ville; SIU Vice President Cal Tanner, and Jake Godbold, a Jacksonville city councilman noted for his support of working people. Election of officers also took place at the opening session with Doyle Kearns 6/ LOG / May 1978 Pete Reed Seafarer Reed recommends the basic vocational program and the high school equivalency program to his fellow sea­ farers and to any young person. He said, "the school is a great opportunity and I recommend that everyone should take advantage of it." If you are interested in attending the Lundeberg School to study for your high school equivalency diploma like Brother Reed did, contact the SIU rep­ resentative in your port or write to the following address; HARRY LUNDEBERG SCHOOL Academic Education Department Piney Point, Maryland 20674 A pre-test and information will be sent to you. Bill Guernsey Your brother, Don, asks that you call him collect in Sydney, Australia at 522-4062. He says that it is urgent. John Medvesky Evelyn asks that you call her at (504) 821-7791. Bobby Messerol Teddy Aldridge asks that you get in touch with him. Natbanlel Auntero Noble Your son, Nathaniel Noble, would like you to contact him at (301) 4334196. Jean Ingrao, right, administrator of the Maritime Trades Department, presents charter for new Jacksonville Port Maritime Council to SIU Jacksonville Port Agent Leo Bonser. The MTD now operates 28 port councils throughout the U.S., Canada, and Puerto Rico. of the United Association (representing plumbers, pipefitters and steamfitters) being elected as president of the Coun­ cil. William Smith of the Boilermakers was elected executive vice president. SIU Jacksonville Port Agent Leo Bon­ ser was elected secretary-treasurer. The MTD will soon be opening a 29th Port Council in Juneau, Alaska. With Headquarters in Washington, D.C., the MTD counts 44 national and international unions, representing eight million workers, in its family. SIU Pres­ ident Paul Hall is president of the MTD. Candelario Ramos Your son, Enrique, would like you to contact him at 1227 North East 1st Ave., Miami, Fla. 33132. Edward "Cbick" Scbindler Your sister. Sue Dolbow, would like you to call her at (609) 845-1709 or write 13 Lauderdale Rd., Woodbury, N.J. 08096. She says that it is urgent. H. G. Treddin Please call the editor of the Log col­ lect at (212) 499-6600, ext. 242. �Headquarters Notes by SIU Exeoiilive Vice President Frank Drozak The SIU is involved in legislative activity for one very good reason. We can't afford not to be. Almost every day, decisions are made in Washington, D. C. that affect the basis of your job security as a Seafarer or Boatman. Generally these decisions impact only one .segment of the industry at a time. But once a year, a bill comes up in Congress that goes to the very heart of the entire maritime industry. This is the Maritime Appropriation Authorization Act. I'm happy to say that this years Bill for fiscal year 1979, has now passed both Houses of Congress. It was approved first without opposition in the Senate. But it had to over­ come a number of propo.sed amendments in the House of Representatives which could have cut the bill down to a meaningless piece of legislation. The news story on page 3 of this issue of the Log gives the details of the legislative action. The victory in the House this month was significant in more ways than one. It clears the way, first of all, for likely approval by President Carter and then for crucial benefits to flow into the maritime industry. But the fight in the Hou.se once again proves .something we can never forget in the SIU—that even with a bill that has always been considered routine, we can't afford to relax our efforts in Washington. Let me explain exactly what the Bill does. Unlike the title, the meaning of the Maritime Appropriation Authorization Act can be said in one word— money. Very simply, it determines how much money Government will spend each year on subsidies and other financial help for the U.S. maritime industry. This does not just go to ocean shipping. The Act also authorizes back up funds for the construction loan guarantee program ( Title XI) which covers inland waters equipment. Delta's Clark Named To N.O. Dock Board It took more than a year of hard work and political action on the state level. But the MTD Port Maritime Council of Greater New Orleans and Vicinity has succeeded in getting a strong voice for American-flag shipping installed on the New Orleans Dock Board. The new member of the Board is Capt. J. W. Clark, president of the SlU-contracted Delta Steamship Co. He was named to the influential post recently by Louisiana Governor Edwin Edwards. The Dock Board is run by a sevenman commission and is responsible for all activities of the Port of New Orleans. Part of the Board's duties also include trade missions to attract more shippers to the port. SIU Vice President Lindsey Williams, who heads up the MTD's New Orleans Port Council, placed Clark's name in nomination nearly a year ago. Up until 1976, neither the MTD, nor any other labor organization, was al­ lowed to participate in nominating pro­ cedures for the Dock Board. The MTD worked to change this. It succeeded when the 1976 regular ses­ sion of the State Legislature okayed the MTD Port Council to become one of 10 organizations able to submit nom­ inations for Dock Board openings. jpeposit in the - ^ Up until this year, there has been very little controversy about the provisions ot the Authorization Act since its important purpose—to strengthen the U.S. Madne AcTof'l"!^'^ ^ matter of national policy going back to the Merchant But as we have learned all too well, policy and practice are two very dif­ ferent matters. ^ The maritime subsidy program, funded by the Authorization Act is Gov­ ernment s biggest incentive for industry to build, ship and man American Yet the defeated amendments to the Act would have virtually destroyed the entire subsidy program. Lost in the bargain would have been new U.S.-flag LNG ships, American shipping s share of Russian grain shipments and even American seamen's hardwon wage levels. All this may be hard to believe. But the SIU couldn't alTord not to take every part of this threat seriously. We stepped up our politicaTcITorts immediately to support what always had been okayed before bv Congress as a routine matter. Those efforts paid off, but we ean't congratulate ourselves too much. While the battle over the Authorization Act is over in Congress, another fight is gearing up over a bill that also will alTeet the future of the U.S. mari­ time industry in a big way. The Deep Seabed Mineral Resources Act (S.2()53) can make sure that the benefits of a major maritime development don't backfire into another "run­ away" industry. Ocean mining promises enormous economic and employment benefits for this country. But without the guarantees of this Bill, they can be lost through the same kind of practices that have weakened U.S. shipping. The educational feature on pages 26-27 of the Log and the editorial on page 17 give full details of this new industry and the importance of the Bill designed to give American workers a fair share in it. The Bill insures jobs for American seamen and shipbuilders through amend­ ments that will require the use of U.S.-llag vessels for ocean mining^ It works something like the money set aside for construction loan guarantees by the Authorization Act. The ocean mining bill would provide Government invest­ ment guarantees to industry for the construction cost of vessels and other deep sea mining equipment—but only if they are built and registered in the U.S. This is policy and practice working together to build up the U.S. merehant marine. It makes good sense for the American economy. But those companies who want to avoid American taxes and American labor don't think so. The ocean mining bill is going to be another tough fight in Washington. But we'll be ready for it— and for the next one. Gefs Inland Vacation Check The MTD Council remains the only voice of organized labor in the nominat­ ing procedure. Selected Among 20 Capt. Clark was selected from among 20 other nominees. He has been presi­ dent of Delta since 1959. Clark is a graduate of the U.S. Merchant Marine Academy and com­ manded troop and supply vessels during World War II. A native of Mobile, Ala., Clark has been honored by a number of nations for his work in promoting trade between the U.S. and South America. Among other honors he has received during his long association with the U.S. merchant marine, Clark was named Man of the Year by the New Orleans Propeller Club in 1965. Thotmas Ernst (r.), a mate with National Marine Services, received his SIU Inland Vacation check this month at the St. Louis Hall from Port Agent Mike Worley. Brother Ernst pointed out that he works at least 200 days a year and for each of those days he also earns vacation benefits that ho can collect every 90 days. DIspilclieps Remifl fir Greit lakes APR. 1-29, 1978 Algonac (Hdqrs.) •TOTAL REGISTERED All Groups Class A Class B Class C TOTAL SHIPPED All Groups Class A Class B Class C 6 DECK DEPARTMENT 95 38 10 82 6 **REGISTERED ON BEACH All Groups Class A Class B Class C 63 8 11 2 33 8 12 1 6 2 2 56 62 64 158 80 89 ENGINE DEPARTMENT Algonac (Hdqrs.) 46 9 10 71 16 f> STEWARD DEPARTMENT SIU Blood Bank- Algonac (Hdqrs.) 2 2 27 6 ENTRY DEPARTMENT Algonac (Hdqrs.) It's Your Life 10 69 56 38 56 Totals All Departments ... 207 73 193 60 13 •"Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. . May 1978 / LOG / 7 •'1 u �The Lakes Picture All the Lakes The fit out on the Lakes is completed and SlU-contracted vessels have begun the shipping season. TTie start of the season was delayed several times because of bad weather and the prolonged coal miner's strike. It was almost put off again when it looked like MEBA-District 2 would strike the Lakes vessels. MEBA members did walk out for about six hours on Apr. 15, but a contract agreement was reached and the men returned to work. Cleveland The ST Crapo (Huron Cement) opened the Port of Cleveland when she arrived with 8,500 tons of cement. The trip from Alpena to Cleveland, which usually takes 30 hours in the summer, took 52 hours because the ship ran into heavy ice ridges. Frankfort The car ferry M/V Viking (Michigan Interstate Railway Co.) will make her first run from Frankfort, Mich, to Manitowc, Wise, on May 29. The Manitowc port was closed in 1974 because there was not enough traffic for a regular run. The Viking had been ferrying between Frankfort and Kewanee, Wise, but will now alternate between the two ports. Untng ftp pap am ke safe aaf simpfe as paskiag a Pattea... Bnlfalo The port of Buffalo is now open after an ice boom was removed from the mouth of the Niagara River on May 1 and 2. The boom was in place to keep ice from the intakes of the Niagara Mohawk Power Corp. The port was filled with ice until the boom was removed and some ships had to be moved with the help of Coast Guard cutters at the end of April. Most of the ice is gone now and coal, ore, sand and a lot of grain are beginning to move through the port. Chicago Traffic at the port of Chicago was bottle-necked for three days recently when an ore carrier lost her anchor in the harbor. Divers located the anchor and a crane had to remove it before the back-up of ships could start moving again. SL Lawrence Seawaj The St. Lawrence Seaway System opened for the season last month with the first toll increase since 1959 in effect. The increase may have less of an immediate impact than it might have because U.S. and Canadian officials agreed to a three-year phase-in of the tolls rather than implementing them all at once. The St. Lawrence Seaway Development Corp. and the St. Lawrence Seaway Authority have proposed rule changes which would affect the closing date of the Seaway. Tlie U.S. and Canadian agencies that administer the Seav/ay have drafted rules setting a firm closing date for the Seaway and penalties for any vessel still in the System after that date. The proposals call for a midnight, Dec. 17 closing time for the international section of the Seaway. Ships would be required to reach call-in points 48 hours earlier. Late transits would bear an "operational surcharge" of $25,000 per day, up to a maximum of $100,000. The called-for closing date of the Welland Canal is Dec. 6. There are also time restrictions on low-powered vessels as they're the most likely to have problems with late-season ice and weather conditions. NMC Affair in Seattle The SlU's George McCartney (right) is with Board Chairman Patrick C. John­ stone (center) of the Spokane Seed Co. who was presented with a certificate naming him to the National Maritime Council's (NMC) Shipper Advisory Board, Western Region, recently in Seattle. At left is Bob Buckingham of the Seaport Shipping Co. there. Johnstone succeeds Ed Dumas in the NMC, head of the Dumas Seed Co., who retired. The NMC is made up of more than 100 top executives of U.S. shipping companies, maritime labor unions, ship­ yards. and the U.S. Maritime Administration. Its purpose is to promote cargo for the American merchant marine. Pat pea've pet te Paew wPat Patten te pash. Crew training and advanced technology are the reasons U.S.-flag LNG ships are so safe. These new vessels are so automated the/re practically push-button controlled. But you've got to understand LNG and automation before you can work aboard one. The LNG course at HLS qualifies you to work aboard these vessels—so you qualify for the top pay LNG crews earn, too. Cme to MS Me tie UtS Coarte Work akoeri e ship of the future—toSep LNG Course Starts June 26 To enroll. See Your SlU Representative or contact: Vocational Education Department Harry Lundeberg School Piney Point, Maryland 20674 Phone: (301) 994-0010 8/ LOG / May 1978 SPAD L. the SIU's political fund and our political arm in Washington, D.C. The SIU asks for and accepts voluntary contributions only. The Union uses the money donated to SPAD to support the election campaigns of legislators who have shown a pro-maritime or pro-labor record. SPAD enables the SIU to work effectively on the vital maritime issues in the Congress. These are issues that have a direct impact on the jobs and Job security of all SIU mem­ bers, deep-sea, inland, and Lakes. The SIU urges its members to continue their fine record of support for SPAD. A member can contribute to the SPAD fund as he or she sees fit, or make no contribution at all without fear of reprisal. A copy of the SPAD report is filed with the Federal Elec­ tion Commission. It is available for purchase from the FEC m Washington, D.C. �Witt Seafarers International Union of North America, AFL-CiO MAY 1978 Legislative, Administrative and Regulatory Happenings Outer Continental Shelf: House Bill Would Promote U.S. Industry, Protect Jobs of U.S. Maritime Workers The House and Senate are getting together to draft a final version of the Outer Continental Shelf Lands Act. The SIU's Washington legislative staff is working closely with a num­ ber of other AFL-CIO national unions to ensure the jobs of many thousands of American workers who would be involved in the manning of offshore drilling equipment. This is what has been happening: The Senate passed its version of the OCS Bill almost a year ago. That bill does not contain any provisions requiring that offshore drilling equip­ ment be crewed by American workers. Then, in February 1978, the House passed its version of the bill (H.R. 1614). A Select Committee of the House added a very important provision (Section 31) which has the following requirements: One year after enactment of the Senate Moves to Protect U.S. Maritime Interests A bill to encourage U.S. compa­ nies to move into the new frontier of deep sea ocean mining is also giving a much-needed boost to the U.S. maritime industry. The SIU's Washington legislative team reported that the Senate Energy and Natural Resources Committee earlier this month made some im­ provements in the proposed Deep Seabed Mineral Resources Act (S. 2053) which would effectively re­ quire that mining and processing -vessels—and ore carriers—be built in U.S. shipyards, be U.S. registered, and be crewed by American workers. The vote to support U.S. maritime was 15-0. Here's what happened. The origi­ nal Senate Energy Bill had these re­ quirements dealing with vessel docu­ mentation: Mining vessels must be registered in the U.S. or in one of the nations which are a part of the mining venture; processing of the minerals mined from the seabed must be done in the U.S. or on a U.S.-flag vessel. There are no requirements for ore carriers—they can be U.S.-flag or foreign. But, the important change in the bill is this: investment guarantees for vessels and other equipment owned by the mining companies will only be given to vessels that are built in the U.S. and documented in the U.S. What this change means is that if U.S. mining companies want their very costly investments protected, they are going to have to use U.S.flag ships and American crews. And this means, not only the mining and processing vessels, but the ore car­ riers as well. It is estimated that some 20 min­ ing ships and 60 ore carriers will be involved in the beginning phase of mining operations by U.S. compa­ nies. The SIU legislative staff has been working closely with the AFL-CIO Maritime Trades Department on this bill in both the Senate and the House. There has been a lot of resistance to the "Build American" and "Hire American" provisions of the Ocean Mining Bills from the State Depart­ ment which, once again, wants to trade off the well-being of American maritime industry and labor in the interest of "better relations" with other nations. The Senate bill now goes to the Committee on Commerce, Science and Transportation. Meanwhile, the House Bill (H.R. 3350) has cleared three committees and is awaiting ac­ tion in the House Rules Committee. Senate Adopts User Charge, Domenici Bill Is Defeated The Senate earlier this month— by a vote of 80-13—adopted its version of legislation imposing a fuel tax on inland waterways oper­ ators. The compromise Senate Bill also authorizes reconstruction of Locks & Dam 26 at Alton, 111. The bill will now go to a Senate-House conference to iron out differences between the House and Senate versions. The key vote during floor de­ bate came on the SIU opposed amendment offered by Senator Pete Domenici (R-N.M.), and STATE-OWNED CARRIERS. The House Subcommittee on Mer­ chant Marine has scheduled a hear­ ing May 24 to make final revisions on a bill which would set regulations on the rates charged by certain stateowned carriers which are now oper­ ating in the U.S. foreign commerce. CLOSED SHIPPERS' COUN­ CILS. Hearings are continuing on a bill which provides for the formation of closed liner conferences and ship­ pers' councils in the U.S. foreign trades. The bill (H.R. 11422) is be­ fore the House Merchant Marine Subcommittee. This bill, as with others which are pending in Con­ gress, is aimed at bringing some supported by Senator Adlai Stevenson (D-Ill.), which would have resulted in an immediate 4 cents a gallon fuel tax. The Dom­ enici proposal would have hiked the tax to 12 cents by 1985—and would have set up a system of user charges to recover 10 percent of all construction costs on the inland waterways. That proposal was supported by Secretary of Transportation Brock Adams. Following the defeat by the Do­ menici amendment, the Senate passed a compromise amendment sponsored by Senator Russell Long (D-La.) which would impose a 4 cents a gallon tax to begin in 1982, or when construction of Locks & Dam 26 begins. That pro­ posal was supported by virtually all of our domestic waterways operators. The tax would rise to 12 cents a gallon by 1990. Supporting the Long amend­ ment were Senators James East­ land (D-Miss.), Thomas Eagleton (D-Mo.), John Danforth (R-Mo.), and Dewey Bartlett (R-Okla.). On the Agenda in Congress... stability to the rate-making confer­ ence system. OIL IMPORT CONTROL. The Trade Subcommittee of the House Ways and Means Committee will be­ gin hearings early next month on proposals to establish an oil import quota system. COAL SLURRY PIPELINE. After some delay, the Senate Energy Committee is beginning public hear­ ings on two bills which would author­ ize construction of coal slurry pipe­ lines. In the House, both the Interior Committee and the Interstate and Foreign Commerce Committee have reported similar legislation, and those bills are now awaiting clear­ ance by the Hou.se Rules Committee. This legislation would give the goahead to slushing pulverized coal from the mine fields through a series of pipelines. We're opposed to it be­ cause it would seriously affect the business of our barge operators, and undercut the job opportunities of in­ land Boatmen. MERCHANT MARINE SAFETY. The Coast Guard Sub­ bill, all drilling rigs and platforms off the U.S. coast must be crewed by U.S. citizens; all new or rebuilt drill­ ing rigs must be registered in the LI.S.; and all rigs and platforms must meet U.S. Coast Guard standards of design and construction to ensure the safety of workers and prevent dam­ age to the environment. The benefits of the Hou.se version of the bill will be that they will lead to the hiring of hundreds of Ameri­ cans on jobs which are now held by foreign workers. And, because it will require strict Coast Guard standards for the construction and design t)f the rigs, it could encourage U.S. con­ struction of the rigs and platforms leading to thousands more jobs for American workers. La.stly, the House bill would lead to better protection of America's marine environment as well as pro­ mote the health and safety of workers on the offshore equipment. As the "House and Senate are get­ ting ready to meet in conference to draft a final bill, the nine national unions—including the SIU—which comprise the General Presidents'Off­ shore Construction Industry Com­ mittee have been meeting to organize a direct lobbying effort to make cer­ tain that the bill will contain provi­ sions to protect the jobs of American workers. SIU President Paul Hall, who is chairman of the General Presidents' Offshore Committee, warned that failure to enact this legislation would lead to further loss of American jobs. In a letter to Sen. Henry M. Jack­ son, chairman of the Senate Com­ mittee on Energy and Natural Re­ sources, Hall noted that while other nations have been shutting American industry out of their offshore opera­ tions, "U.S. offshore areas have re­ mained open to penetration by for­ eign workers and equipment." committee of the House Merchant Marine and Fi.sheries Committee will hold hearings on merchant marine safety. The hearings will begin May 23 by Committee Chairman Mario Biaggi (D-N.Y.). LAW OF THE SEA. The House International Relations Committee will get a special briefing from Elliot Richardson, President Carter's Spe­ cial Representative, on the status of the Law of the Sea Conference. The session will take place May 24. The big issue at the conference has been an effort by Third World nations to .set up an international system to con­ trol the development and production of deep seabed mining. May 1978 / LOG / 9 �Coast Guard Chided for Lax Safety Oversigftt The Coast Guard should maintain stricter safety regulations to help pre­ vent catastrophic explosions caused by marine repair accidents. The National Transportation Safety Board made this recommendation in its recent report on the explosion and fire aboard an inland tank barge that killed four people on Nov. 13, 1975 at Greenville, Miss. The cargo tank of the 290 ft. long. Brent Towing Company barge, B-924, was being repaired when welding sparks ignited fuel oil residues. The violent explosion which followed took the lives of three Brent employees and a marine chemist, an inspector of ma­ rine repair work conditions. Two other employees were seriously injured. Pieces of the wrecked barge were blown up to 500 yards away and the fire raged for more than 90 minutes before firemen could extinguish it. "This accident demonstrates the crit­ ical need for stringent Coast Guard regulations regarding the establishment and maintenance of a safe working en­ vironment for personnel who repair vessels," the Safety Board stated in a letter to the Coast Guard Comman­ dant, Admiral Owen Siler. Federal regulations require vessel re­ pairers to notify the Coast Guard and receive approval before repairs begin. "Ideally, Coast Guard personnel in­ spect before welding or other hot work is done," the Board said, "to insure that such repairs can be made safely. How­ ever, the local Coast Guard Marine Safety Detachment often approved re­ pairs similar to those done on the B-924 via telephone without inspec­ tion." The Board maintained that marine chemists are allowed "too much discre­ tion" in determining the hazards on vessels to be repaired and in setting New Towboaf Joe Bobzien One of the biggest towboats on the Mississippi River system was recently crewed by SIU Boatmen. She is the Joe Bob­ zien, an 8,400 bp. beauty that belongs to the fleet of Southern Ohio Towing Company, Inc. This company is a new SIUcontracted division of Ameri­ can Commercial Barge Lines of Jeffersonville, Ind. The Joe Bobzien has a gross tonnage of 1,155.5 and a 9-foot draft. She is 180 feet long, 52 feet wide and has three engmes. She was built in the Jeffboat Shipyard and will handle mostly coal barges on the Rivers. safe repair conditions. The marine chemist aboard the B-924 had allowed electric arc welding to begin in a cargo tank that contained flammable residues. Marine chemists are now certified by the National Fire Protection Associa­ tion. But the Board found that NFPA standards are "inadequate" to insure safety. The Board, therefore, recommended that the Coast Guard expand its over­ sight role in monitoring vessel repairs by establishing a strict program for li­ censing marine chemists. This would include setting more specific safety procedures and criteria for marine chemists to follow before they can al­ low personnel to enter and repair vessels. In the meantime, it urged the NFPA to revise its own standards for marine chemists by requiring better testing techniques and more specific ways to determine gas hazards on vessels to be repaired. U.S. Jobless Rate for April Drops to 6^o; the Lowest in 3 1/2 Years WASHINGTON, D.C. —The U.S. unemployment rate cased to 6 percent in April from March's 6.2 percent. This is the lowest national jobless rate since October 1974's 5.9 percent. This means 535,000 workers found jobs last month. This represents a 165,000 drop in the ranks of the 6million unemployed bringing the total of employed to a record 93.8 million. During the last 12 months, the number of jobs in the U.S. economy grew by 3.5 million with nearly two-thirds of that growth happening in the last six months. The U.S. Labor Department's Bureau of Statistics reported that adult men accounted for nearly all the improve- menf in the unemployment picture in April. Their rate fell to 4.2 percent from 4.5 percent, its lowest level since Oc­ tober 1971's 4.1 percent. The jobless rate for blacks eased slightly to 11.8 percent from March's 12.4 percent. It is still more than twice the rate (5.2 percent) for white workers. is More than a third of all black teenagers were jobless last month. White teen­ ager unemployment was 16.9 percent in April, a drop from March's 17.3 per­ cent. The jobless rate for Vietnam veterans declined to 4.5 percent, down from 5 percent last month. The rate for non- WANTED New SIU Contracted Tanker^ Brooks Range SIU members took the brand new tanker Brooks Range on her maiden voyage this month. The vessel sailed May 15 from the port of New Orleans with her first portof-call scheduled to be Long Beach, Calif. Because of her 906-ft. length, 173-ft. beam and 55-ft. draft, the Brooks Range is too big to tra­ verse the Panama CanaL Instead, the 165,000-dwt tanker will sail around Cape Horn enroute to the West Coast. Her top speed of 15.6 knots will get her there around June 13. The Brooks Range will then enter the Alaska oil trade running between Valdez and Panama. The vessel was built at Avondale Shipyard in New Orleans. She is owned and operated by SIUcontracted Interocean Manage­ ment Corp. A sister vessel, the Thompson Pass, is scheduled for delivery in August. Seafarers will also man this ship. 10/ LOG / May 1978 Vietnam veterans was down to 6.5 per­ cent. Adult women continued to enter the work force in large numbers—37 mil­ lion. Their unemployment rate was un­ changed over the month at 5.8 percent. AFL-CIO Research Director Rudy Oswald commented that the declining unemployment and rising wages were not responsible for accelerating infla­ tion. The cost of commodities and ser­ vices, such as food, fuel, oil, medical care, and interest rates, is what is driving up prices, he declared. Notke to Members On Shippb^ Prendure CHIEF COOHS Enroll now! Job Opportunities in the Steward Department have never been better. Make these opportunities your own—get your Chief Cook Certificate at HLS. Length of Course: 6 weeks Starting Dates: June 26, July 10, July 24 See your SIU Representative or contact the Vocational Education Department, Harry Lundeberg School, Piney Point, Maryland 20674. When throwing in for work dur­ ing a job call at any SIU Hiring Hall, members must produce the following: • membership certificate • registration card • clinic card • seaman's papers • valid, up-to-date passport In addition, when assigning a job the dispatcher will comply with the following Section 5, Sub­ section 7 of the SIU Shipping Rules: "Within each class of seniority rating in every Department, prior­ ity for entry rating jobs shall be given to all seamen who possess Lifeboatman endorsement by the United States Coast Guard. The Seafarers Appeals Board may waive the preceding sentence when, in the sole judgment of the Board, undue hardship will result or extenuating circumstances war­ rant such waiver." Also, all entry rated members must show their last six months discharges. Further, the Seafarers Appeals Board has ruled that "C classifica­ tion seamen may only register and sail as entry ratings in only one department." �Bomb Naval Architect Gives Reaction to Book About LNC V/Ml • • > You won't recognize .1 the ship drawn on the cover of the new book called Time Bomb. She's meant to be an LNG carrier, but instead of a series of cargo tanks, one enormous sphere that is smoking at the top, rises above her deck. Closer observation reveals that the sphere is a bomb and the ship is nothing more than an editorial cartoon of a floating bomb. And its message is quite clear. Printed across the sphere itself is the subtitle of the book: "LNG: The truth about our newest and most dangerous energy source." The author, Peter van der Linde, a young captain in the U.S. merchant marine, believes that the growing use of liquified natural gas—and especially LNG carriers—potentially can turn into "a catastrophe that will boggle the mind." But his book, like its cover drawing, relies on a long stretch of the imagina­ tion, well beyond the known facts of LNG safety. This is clear from the first chapter, which is a fictional account—actually a hypothetical horror story—of a col­ lision between an oil tanker and an LNG carrier. It takes place in a con­ centrated area of LNG, oil, and chemi­ cal terminals. The result is a holocaust that wipes out all of Staten Island, N.Y. and most of northern New Jersey. Time Bomb's horrifying message has received a lot of publicity. But one re­ action seems to prove the old saying that "you can't judge a book by its cover." It came from William du Barry Thomas, a naval architect who writes that he has 20 years experience "in the design, testing, construction, operation, maintenance and repair of LNG car­ riers and their containment systems and cargo handling equipment." He had this to say in his recent letter to Time Bombs publisher: "I am keenly and sincerely disap­ pointed that Capt. van der Linde's book should fall so short of the proniLse voiced by its subtitle. In spite of your well-intended efforts, I am afraid that your readers unfortunately are still not privy to the truth about LNG." Thomas does not dismiss the book, _ but points out that it is a mixture of fact and fable that must be separated. The El Paso Company has also released a booklet to set the record straight on LNG. El Paso is building six U.S.-flag LNG carriers, with one already under contract by the SIU. These two documents supply techni­ cal facts about LNG that undercut much of the emotional impact of Time Bomb. Thomas points out about the first chapter, for example, that if a col­ lision did occur, which he adds is highly unlikely as described in the book, the LNG vessel and her cargo would be protected by her double hulls. In the book, the oil tanker "rips at full speed ahead into the midsection of the LNGCs (Liquid Natural Gas Car­ rier) hull, splintering the steel of one of her five cargo tanks." Her cargo es­ capes as a vapor cloud, which travels until it finds an ignition source—"a spark will suffice, a cigarette, a pilot light, a back-yard barbecue." The flame returns in a flash-back effect to the ves­ sel and causes explosions in her remain­ ing LNG tanks. The same thing happens to nearby LNG storage tanks when they are hit by shards of steel from the exploding ship. The long reach of their vapor cloud over Staten Island causes the enormity of the disaster. Trip to Repair Yard In reality, Thomas says, "the prob­ able result of the collision would have been nothing more than side shell dam­ age and a trip to the repair yard. The inner hull plating of the LNG ship would probably not have been affected at aU." Even if the I.NO carrier's cargo tanks were ruptured, he explains, "ignition would undoubtedly come almost instan­ taneously. The picture of a vapor cloud stretching for miles before ignition, while theoretically possible, is just not realistic in the collision case." Evidence from El Paso's booklet, entitled For the Record: Questions and Answers A bout the Safety of LNG, De­ cember, 1977, makes an even stronger case against the massive explosion of the vapor cloud: "No one has been able to get uncon- Pollution Control Regulations Published in Federal Register The worsening problems of oil spills and pollution in international waters was the focus of a recent conference held by the International Maritime Con­ sultative Organization (IMCO). Ways to improve inspection and cer­ tification standards of tank vessels were considered at the International Con­ ference on Safety and Pollution Pre­ vention. The 44 participating IMCO nations also studied methods for up­ grading construction and equipment standards for both new and existing tankers. The recommendations coming out of the conference, along with the U.S. Coast Guard's timetable for implemen­ tation, were published in the Federal Register on Apr. 20 as proposed regula­ tions for tankers plying U.S. waters. These suggestions then go to Congress for advice and consent before they are issued as formal regulations by the Coast Guard. The Coast Guard is aiming for im­ plementation dates ranging from June, 1979 to June, 1985. The six-year span allows for time differences in installing or constructing the new pollution pre­ vention devices. Factors like whether a system is being fitted to an existing tanker or included in construction plans for a new vessel are taken into consideration. The results of the IMCO conference are, more or less, an update of proposals that came out of two earlier meetings. These were the 1973 International Con­ vention for the Prevention of Pollution from Ships and the 1974 International Convention for the Safety of Life at Sea. Some of the safety features oil car­ riers will be required to have include: segregated ballast tanks; crude oil wash­ ing systems; improved drainage and discharge systems; inert gas systems for protection of cargo tanks; better steer­ age gear, and radar and collision avoid­ ance aids. fined vapor clouds of LNG on land or water Jo detonate." The Coast Guard tried, "but was unable to get unconfined LNG vapor to detonate even when us­ ing explosives such as TNT as the initiator." In the case of a disaster in Cleveland, Ohio in 1944, LNG escaped through a leak in a storage tank, not because of a collision. It seeped into sewers and "in this confined space exploded," El Paso explains. Thomas adds that "the ap­ preciation of what happened in Cleve­ land had such an impact upon design and construction" that the probability of a similar accident is "nearly zero." Overall, van der Linde claims that not enough is known about LNG. He says that what is known either hasn't been sufficiently tested or can't be be­ lieved. But Thomas and El Paso present facts about LNG technology and its 20year safety record of marine transport which provide many of the answers that van der Linde refuses to accept. It is interesting to note that van der Linde actually cites El Pa.so as an ex­ ample of "certain responsible members of industry." He praises the company's consideration of safety and environ­ mental factors in choosing remote, rather than densely populated loca­ tions, for LNG terminals. But for the most part. Time Bomb raises a lot of questions that do not directly relate to LNG. The book is "a curious mixture," as Thomas calls it, of fact, personal observations, .sea stories, and the state of the maritime industry in general. Van der Linde's long list of marine accidents from the Titanic to the Ed­ mund Fitzgerald — including uncon­ firmed stories of collisions with ghost ship.s—makes good reading, but offers little concrete evidence that can be ap­ plied to LNG. He does raise the im­ portant consideration, however, of the danger of runaway-flag LNG vessels that cannot be held any more account­ able for safety under present laws and practices than runaway oil tankers have been. The problem with the book, as Thomas says, is that "the average reader will have an extremely difficult time in deciding how much not to be­ lieve. If he believes all, he is being misled, but if he believes none, he is being misled to an equal degree." At its best. Time Bomb is an effective alert to the need for necessary controls in a rapidly growing industry. At its worst, it is an alarmist reaction which could trigger exaggerated fears about an important energy source. SIU Efforts Win Demand for U.S. Ships in Overseas Mail Strong lobbying efforts by the SIU cluded in the draft of the postal bill. in Washington resulted in a key amend­ Transportation Institute is a Washingment to the Postal Services Act which toil, D.C.-based educational and re­ would require the use of U.S.-flag ships search organization for the maritime in the transportation of international industry. surface mail. The final House bill states that the The "Ship U.S." amendment was re­ Postal Service will be required "to con­ tained in the House bill despite serious tract with available U.S. steamships for threats by anti-maritime interests to international mail tran.sportation by have it taken out. sea." SIU legislative representatives have been in close touch with the members The bill has now been sent to the of the House Post Office Committee Senate where it is awaiting action by the since the postal reorganization legisla­ Governmental Affairs Committee. The tion was first introduced last fall. The SIU Washington legislative staff will SIU's Washington staff has worked continue to keep a close contact with closely with the legislative and research members of Congress to make certain staff at Transportation Institute from that the "Ship U.S." provision is re­ the very beginning to make certain that tained in the bill when it comes up for a "Ship U.S." provision would be in­ final action. Overseas Valdez Committee N.Y. Patrolman Teddy Babkowski (seated center) looks on as Recertified Bosun Leonard Olbrantz (seated right), ship's chairman of the ST Overseas Valdez (f\/laritime Overseas), signs his report on May 15. Others on the Ship's Committee and a crewmember at the payoff are (1. to r.): Steward Delegate Lonnie Gamble; Chief Electrician Pete Jordan, educational director, and Dave Sacher of the steward department. The tanker paid off at the Chevron Oil Dock in Perth Amboy, N.J. May 1978 / LOG / 11 �3 Seafarers^ 4 Dependents Win SlU Scholarships Continued from Page 3 Clark Community College, Godfarey, 111.; Dr. Charles Lyons, dean of admis­ sions, Fayetteville State University, Fayetteville, N.C.; Professor Donald Maley of the University of Maryland, College Park, Md.; Dr. Gayle A. Olson, professor at the University of New Orleans, New Orleans, La., and Mr. Charles D. O'Connell, vice president and dean of students at the University of Chicago, Chicago, 111. Christina, sails on the Lakes in the en­ gine department as an FOWT. Brother Christina joined the Union in 1956 and ships out of Lakes ports. Sigmund Seiler Seafarer John Merriam When he continues his studies as a pre-law student at the University of Washington in Seattle, John Merriam has a clear idea of his future. Brother Merriam, who's been shipping deep sea since 1969, wants to specialize in ad­ miralty law so he can help his fellow seamen. "The circumstances surrounding the lives of seamen are such that they are exploited as a class," Brother Merriam wrote in his application essay. "We need an advocate," he said. Merriam went through the Entry Pro­ gram at the SIU'.s Harry Lundeherg School in 1970. His first trip was as a messman on a freighter to Saigon. Seafarer Merriam's dedication to his education is obvious. It's taken him seven years to complete an undergrad­ uate degree. He alternated between shipping out and spending a quarter term in residence at the university. One of his professors at the Univer­ sity of Washington called Merriam a "true man of the sea," and said he had a "deep loyalty to merchant shipping in general and his union in particular." Seafarer Patrick Graham One of the winners of the two-year scholarship awarded to Seafarers and Boatmen is Patrick Michael Graham. Brother Graham joined the SIU in 1972, sailing as a wiper in the engine de­ partment. He upgraded to AB at HLS in 1974 and holds firefighting and life­ boat tickets. Graham plans to use his scholarship to learn more about navigation and meteorology, and hopes to prepare for a career as a deck officer. In his own words. Brother Graham said he hopes to use the scholarship, "to gain both knowledge of my profession and a stronger foundation for future advance­ ments in this industry." Members of the Scholarship Selection Committee met in New Orleans on May 5 to choose the winners of the SlU's annual four and two-year awards. They are (standing, l.-r.); Prof. R. M. Keefe of Lewis and Clark Community College in Godfarey, III.; Dr. Charles D. O'Connell, vice president and dean of students, University of Chicago, Chicago, III.; Dr. Elwood Kastner, dean of registration. New York University, New York, N.Y.; Prof. Donald Maley, University of Maryland, College Park, Md. Seated (l.-r.) are: Dr. Charles Lyons, dean of admissions, Fayetteville State University, Fayetteville, N.C.; Dr. Gayle A. Olson, professor at the University of New Orleans, New Orleans, La., and Dr. Bernard Ireland, a retired official of the College Boards. Vincent Canfrell A member of the National Honor So­ ciety, Vincent Craig Cantrell maintained an outstanding average through four years of high school, ranking third in a class of 550. The principal of Murphy High School in Mobile, Ala. said Craig was "involved in more worthwhile extra-curricular ac-. tivities than any student who has at­ tended Murphy High School during the last 10 years." These activities included being president of two clubs and an editor of the school's annual yearbook. Craig has already enrolled at the University of Alabama, where he plans to continue in a pre-law program. A dean of the University said Craig "shows promise of being an excellent student." And the faculty of Murphy High School certainly agreed since they voted Craig the "Most Outstanding Senior" at Murphy. Craig's father, John D. Cantrell, Jr., has been an SIU member since 1944. He ships as a chief electrician out of the port of Mobile. Michael LaMothe Michael LaMothe is planning a ca­ reer in research science because, he said, "it is my feeling that this would be an important and fulfilling vocation." A member of the National Honor Society, LaMothe has earned awards in math and English at Dollar Bay High School in Michigan. He will use his $10,000 scholarship to attend Michigan Technological University. In addition to maintaining high grades, Michael LaMothe was a mem­ ber of the senior band, and was his class treasurer and yearbook photographer. Michael's step-father, Raymond Seafarer James Mann James Mann may have salt water in his veins but there's music in his heart. Mann, who came out of the Third Cook's Trainee Program at Piney Point in 1973, plans to use his scholarship money to attend the Bcrklee College of Music in Boston, Mass. His ultimate goals, Mann said in his application essay, are "jazz performing, composing, arranging and teaching." He added he'd like to do "any or all of it. I love it." Brother Mann maintained good grades through high school, two semes­ ters at Ramapo College in New Jersey and one at Bcrklee. After completing the trainee program at HLS, Mann returned to HLS in 1974 to upgrade to second cook and baker. In 1977 he went through the "A" Seniority Upgrading Program. Having given his career choice a lot of thought, it seems likely that Mann will achieve the goals he's set for him­ self just as he's achieved the scholarship. 12/ LOG / May 1978 On a recent trip to New Orleans to address a Transportation Forum at Tulane University, SIU President" Paul Flail spoke with Charlie Logan's widow, Irma. Logan was a consultant for the Union's Plans' Board of Trustees and the scholarship program was named in his memory after he died in 1975. Winning the SIU's four-year scholar­ ship will enable Sigmund Seiler to begin studying for a degree in medicine. Being a doctor has been Seiler's goal for a long time. "Since the age of 12," he said, "I have aspired to become a doctor and feel called to this purpose." Ranking top in a class of 474, Seiler ran a straight "A" average during his four years at Highland Regional High School in Blackwood, N.J. He was vice president of the Student Council, co-chairperson of the Student Faculty Administration Board, a mem­ ber of several clubs and societies and active on the tennis and swimming teams. Seiler also spent some of his time tutoring students with academic problems. Since he has a twin sister entering college at the same time, the scholar­ ship money will allow Sigmund Seiler to go to his first choice school—Eastern Mennonite College—where he'll be in the pre-med program. Seiler's father, SIU Boatman Alfred Seiler, joined the Union in the port of Philadelphia in 1969, after moving to the U.S. from his native Switzerland. Boatman Seiler ships as a cook and is presently working on Independent Towing's tug Neptune. Paul Skinner When Paul Skinner was in his first year of junior high school he was. the top ranking student in his class. He held that distinction all the way through high school and graduated number one in his senior class of 485 at Milby Senior High School in Houston, Tex. The list of clubs and honor societies Paul Skinner belongs to is a long one. He is a member of the Student Council and National Mathematics and Science Honor Societies, his high school's marching and symphonic bands, and the Milby Key Club which is involved in community service projects. Skinner has his future all mapped out. He plans to use the SIU scholarship money to attend Rice University in Texas where he'll pursue a pre-med coiu-se. He wants to go to medical school after college and become a neurosur­ geon. His reason for choosing neuro­ surgery, Skinner said, is because there's a "terrific need for qualified persons in that field and a tremendous amount of research going on which I feel I would enjoy participating in." Wfficn Paul Skinner received the scholarship, it made his family doubly proud. His sister Sheila is attending col­ lege on the four-year SIU scholarship she won in 1976. Skinner's father. Seafarer Russell Skinner, joined the Union in the port of New York in 1944 after moving to the U.S. from Chile, South America. He sails in the deck department. In the 26 years of its existence, the SIU's scholarship awards have made it possible for Seafarers and their de­ pendents to get an education they might not have been able to afford otherwise. The Union wants to encourage its members and their families to continue applying for these grants, and to extend its congratulations and best wishes for the future to the winners of the 1978 awards. ^ �VH'' •' • - The Nicolet (American Steamship Co.) has been plying the Great Lakes since 1905, but the winter of 1977-78 almost did her in. It took the 22 SlU crewmembers aboard the Nicolet longer than usual to fit her out because of the extensive repairs to the ship. QMED Ralph Swierczynski, an SlU member since 1954, checks the Nicolet's newly installed sewage treatment equipment that's designed to cut down pollution on the Lakes. Lakers Ready for Summer Shipping Duluth Port Agent Jack Allen (seated, center) checks off SlU crewmembers who've just returned to the Nicolet for fit out. Shown (seated, left) is Porter Louie Czachor. Porter George McKinnon is standing right. Two QMED's aboard American Steamship's Roger M. Kyes are changing the air starters in the Kyes' engine room. They are Clarence Elder (I.) and James Schutt. Second Cook Donald James Horn, who hails from Bay City, Mich., gets lunch ready in the Nicolet's galley. Fit out on the Great Lakes is al­ ways a big occasion and it's counted as one of the true signs that winter is finally over. When the SIU crews began re­ turning to their ships for the Spring, 1978 fit out, it was an even bigger event than usual. The start of the shipping season had to be put off several times. Be­ tween the brutal winter and the coal miner's strike, which had many SIU ore carriers laid up for its duration, it looked like the season might never get underway. But by the second week in April, crews had been recalled and the busi­ ness of painting, repairing, cleaning, and checking the equipment had started. For some SIU-contracted Lakers, the fit out was pretty routine. For others, though, the job was tougher. American Steamship Company's Continued on Page 14 The Consumers Power (American Steamship Co.) sails with an SIU crew of 26. The ship, which fit out in Cleveland, Ohio has something different about her. One of the three SIU porters aboard is a woman. Christine Kielbasa, 25, has been shipping on the Consumers Power for three seasons. May 1978/ LOG / 13 * i �American Steamship's Adam E. Cornelius fit out in Toledo, Ohio during the second week in April. The Cornelius, a self-unloader, has an SlU crew of 27. Another Freezing Winter Thaws Out ^ Wheelsman Ed Bailey mixes paint for the big job of re- Oiler Edward Kwiatkowski has been shipping out for 35 painting the Cornelius, it takes four to five days to do the years. Here he's checking out the evaporator which distills Whole ship. water for the boiler in the Come//us'engine room. 14/LOG/May 1978 Continued from Page 13 Nicolet, the oldest vessel in that fleet, spent a few days last winter stuck in the ice. That caused about $1 million worth of damage and the ship prob­ ably would have been scrapped if it wasn't for her new unloading equipment. Making sure all equipment is in working order is part of a fit out. This year there's a new feature on Lakes cSte'®side''Ts" rs^'john Stelte® who's been an SiU member since 1963. �* • ' • •• • »<. • > ii .'• lUrV. ' ' •- • ^ .V'• r • '•• •• f'••>•: v'- • ' •• • w^ - ••/.-«•I-" "''.si!''' American Steamship Co.'s McKee Sons was fitting out in Toledo along with several of the company's other vessels. And the Great Lakes Fleet Fits Out vessels. It's a sewage treatment sys­ tem required by the Federal govern­ ment. These systems are designed to cut down on the pollution going into the Lakes. New ships will be built with them; the older vessels have to have them installed. When the ice melts and the ships are ready to face the changeable weather of the Great Lakes for the shipping .season, you know it's finally spring. AB Earl Fink puts a coat of paint on the Cornelius. The ship was built in 1959 and hauls coal and stone. SlU Gateman Scott Corlstine was working down in the engine room during the fit out. Gatemen on the Lakers unload the ships, clean the after and forward ends, and help conveyormen with repairs. Rick Neveau, a deckwatch, is shown painting the Cornelius. Brother Ne­ veau joined the Union in 1976. At 19, he's the Cornelius' youngest crewmember. Tom Fox, an assistant conveyorman, does some welding repairs on the Cornelius. May 1978 / LOG / 15 �m wmmmm You May Be Eligible for Medicaid By A. A. Bernstein SIU Welfare Director If you're having trouble paying medi­ cal bills, you're not the only one. No­ body has to tell you health care costs are so high that a long illness or hospital stay can wipe a family's savings out, especially if it's the head-of-the-household who is unable to work. There are several Federal and state assistance programs that are designed to help people with precisely that prob­ lem. The eligibility requirements vary from program-to-program and from state-to-state. Medicaid is an assistance program that taps money from Federal, state and local taxes to pay medical bills for elig­ ible people. The key word is "eligible." As with most Government aid pro­ grams, the lines between those who are and are not eligible to receive Medicaid can be pretty fuzzy. Iowa Beef Boycott, 14 Month Strike Ends A 14-month nationwide consumer boycott imposed by the AFL-CIO against Iowa Beef Processors Inc. of Dakota City, Neb. ended May 1 with the signing of a new, four-year contract. The U.S. Mediation and Conciliation Service settlement also ended the 14month strike there, the third in eight years. The company is the world's larg­ est meat packer. More than half of the 2,000 workers at the main Nebraska plant, members of the Amalgamated Meat Cutters and Butchers Union, Local 222, voted to ratify the contract. It gives the workers $1.25 an hour more over the four years, continued cost-of-living semi-annual in­ creases, and a 10 cent an hour hike for working nights. Processing division workers had their base pay rate upped to $5.92 an hour and slaughterhouse employes had theirs increased to $6.22 an hour. These are the rates of pay the company was paying scabs at the plant since Dec. 12. Additional contract improvements were made in major medical coverage, Aaron Backs Stevens Boycott maternity and dental benefits, life insur­ ance, and sick leave contributions by Iowa Beef. Paid holidays are now nine with the addition of Christmas Eve. The new wage rates are not as high as those earned at other big beef pack­ ing plants, but are higher than those of­ fered and rejected at the start of the strike. The union also won full seniority rights for about 300 workers who had worked in a special fabrication section of the plant. Basically, though. Medicaid recipi­ ents are people who are aged, blind, or otherwise disabled, or members of fam­ ilies with dependent children. Families with dependent children are families that have one parent dead, ab­ sent, or incapacitated. Some states also include families with an unemployed or underemployed father. For Seafarers, the eligibility clause covering disability is probably the one that would apply in most cases. Even if you have health insurance or are cov­ ered by a health plan and that plan doesn't pay all your medical expenses, you may still be eligible. Though the insurance you have has to be consid­ ered the primary source for payment of medical bills, it's possible that Medi­ caid could pick up the tab for the balance. Each state designs its own Medicaid program within overall Federal guide­ lines. Every state, except for Arizona, currently has a Medicaid program. The basic services Medicaid covers are; • inpatient hospital care APR. 1-29, 1978 *TOTAL REGISTERED All Groups Class A Class B Class C Port In some states Medicaid also pays for dental care, prescribed drugs, eye­ glasses, clinic services, intermediate care facility services, and other diagnos­ tic, screening, preventive and rehabilita­ tive services. To determine financial eligibility, Medicaid has two classifications: cate­ gorically needy and medically needy. To qualify as categorically needy means your income is under the limit allowed for assistance. Medically needy just means you can't afford to pay your medical bills. To find out where to apply for Medi­ caid, contact your local state or city welfare office. If there's a possibility that you could be receiving Medicaid assist­ ance, you should apply for it. TOTAL SHIPPED All Groups Class A Class B Class C **lREGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Port Arthur Algonac St. Louis Piney Point Paducah Totals 0 0 0 4 0 2 0 6 1 0 0 0 0 5 6 2 13 24 5 68 0 0 0 1 0 4 0 13 4 0 0 0 7 8 28 2 12 0 51 130 0 0 0 1 0 2 2 6 2 0 0 0 0 1 12 54 7 0 9 96 0 0 0 3 0 0 0 2 0 0 0 0 0 •7 4 0 10 24 5 55 0 0 0 0 0 2 0 10 4 0 0 0 1 4 15 0 17 0 39 92 0 0 0 7 0 4 6 9 4 0 0 0 2 4 13 41 14 0 10 114 0 0 0 4 0 3 1 9 1 0 0 0 0 7 5 7 19 0 6 62 0 0 0 I 0 5 1 16 0 0 0 0 15 16 67 3 14 0 78 216 0 0 0 0 0 2 0 0 1 0 0 0 0 3 0 0 0 0 0 6 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 0 1 1 2 0 0 0 0 6 0 0 0 0 0 2 0 1 0 0 0 0 1 0 2 2 3 0 0 11 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 2 0 1 5 Totals All Departments .... 109 70 150 103 57 100 131 *"Total Registered" means the number of men who actually registered for shipping at the port last month. **"Registered on the Beach" means the total number of men registered at the port at the end of last month. 67 0 4 6 4 0 0 0 0 2 7 10 0 8 ENGINE DEPARTMENT Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Port Arthur A?gonac St. Louis Piney Point Paducah Totals 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 2 . . .• 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 0 0 0 0 2 Port 16/ LOG / May 1978 outpatient hospital services laboratory and X-ray services skilled nursing facility services physicians' services screening, diagnosis, and treatment of children under 21 • home health care services • family planning services Dispatchers Report for Inland Waters Port Home run king, Hank Aaron, formerly of the Atlanta Braves, says of the J.P. Stevens boycott: "As a citizen who believes in social justice, I support the courageous J.P. Stevens workers in their struggle to achieve their just rights." Recently, the company had to agree with the NLRB not to inter­ fere with employes wanting to join a union and to reinstate 13 fired work­ ers for union organizing activities. • • • • • Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Port Arthur Algonac St. Louis Piney Point Paducah Totals .... 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 . STEWARD DEPARTMENT 0 0 0 1 0 1 0 0 0 0 0 0 .. . . .. . . 0 0 0 1 0 2 6 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1 2 0 0 0 0 0 1 0 1 1 0 0 0 6 0 1 0 2 0 6 18 0 0 0 2 0 1 0 0 0 0 0 0 0 0 1 0 0 •0 2 6 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0 1 0 0 0 0 0 0 2 0 1 0 2 0 2 8 0 0 0 0 0 0 0 2 0 0 0 0 6 0 4 1 5 0 16 34 256 �Mining Ships Should Be U.S.-Built. Manned A major new industry fs literally bursting at the seams to break out of its cocoon and get into high gear. It has the potential to put a sig­ nificant dent in America's unemploy­ ment problems. And it could go a long way in helping the U.S. economy to start operating in the black instead of taking a beating each month in our balance of payments picture. This new industry is ocean mining. Already, several consortiums of mostly American companies have in­ vested millions to develop ocean min­ ing technology. Japan, Canada and Britain are also involved in these con­ sortiums. The whole point of ocean mining is to begin retrieving some of the mil­ lions of manganese nodules that line the ocean floor. The nodules have a high content of the four basic minerals necessary to keep the wheels of an industrial nation turning. These extractable minerals are nickel, cobalt, copper, and manganese. (See special feature on pages 26-27 of this Log). The four minerals are especially important to the U.S. since we are almost totally dependent on foreign sources for them. This is a very vul­ nerable situation for any nation to be in. Tlie consortiums that have in­ vested their time and money in devel­ oping technology for mining and processing the minerals are ready to embark on a full scale venture. This could include the construc­ tion of 20 mining vessels as well as 60 ore carriers to service them. With this kind of effort, the U.S. could be totally self sufficient in the four cru­ cial hiinerals by the year 2000. However, the mining concerns want guaranteed protection of their investments in ocean mining from the American government. The compa­ nies are basically fearful of investing huge amounts of money into a funda­ mentally untried industry. The SIU has nothing against these concerns receiving government pro­ tection on their investments. The U.S. will benefit greatly from a suc­ cessful mining effort. But the Union is concerned that without further legislative guides, the new ocean mining industry could very well join the growing ranks of so-called "runaway" industries. That is an industry controlled by Amer­ ican concerns, yet manned by foreign workers. The "runaway-flag" ship­ ping industry is a good example of this. Right now there is a bill moving through the U.S. Senate that would serve a dual purpose. It provides pro­ tection on investments. And it con­ tains two amendments aimed at protecting the rights of American workers. The bill is known as the Deep Seabed Mineral Resources Act (S-2053). The two worker oriented amend­ ments maintain: • Processing of the nodules re­ moved from the ocean floor must take place in the U.S. or on a U.S.flag vessel. • The U.S. government will give investment guarantees only to ves­ sels and other equipment that are built and documented in the U.S. Both are important amendments. But from the viewpoint of maritime workers, the amendment concerning investment guarantees is an absolute necessity because it amounts to a build-American, man-American clause in the bill. None of the consortiums want to risk millions of dollars on a venture that could go wrong. So if they want government guarantees—and they most certainly do—the Senate bill insures that mining vessels will be built and manned by American workers. The ocean mining bill has already been favorably reported out by the Senate Energy and Natural Re­ sources Committee. It now must make its way through the Senate Committee on Commerce, Science and Transportation. However, when the bill finally hits the Senate floor for a vote, there will LOG Official Publication of the Seafarers International Union of North America, Atlantic, Gulf, Lakes and Inland Waters District, AFLCIO May, 1978 Vol. -40, No. 5 Executive Board Paul Hail President Cal Tanner Frank Drozak Joe DiGiorgio Executive Vice President Secretary-Treasurer Earl Shepard Lindsey Williams Paul Drozak Vice President Vice President Vice President Vice President no doubt be a great deal of opposi­ tion to the build-American, manAmerican clause. The State Department is opposing it. The mining consortiums will also be lobbying against it. The SIU, and virtually the entire labor movement, though, will be making an all-out effort to secure the thousands of jobs a full scale ocean mining industry will create for U.S. workers. It's too bad we have to conduct such a fight at all to protect the rights of U.S. workers. You'd think that Congress would take it upon itself to do this in the best interests of the na­ tion and its people. But the trend in the last decade has been to export America's jobs and industries. It's time to reverse this trend. The SIU intends to see that the reversal starts with ocean mining. A NECESSARY PASSENGER f ^ ^ ^ 1^110 ^^ ^ ^ ^ ^ LETTERS TO THE EDITOR 00 • 00 11 0 0000 0 ^ 0' 0 0 0 0 0 0^ Efforts" Appreciated As a lifetime member of the SIU, I want to express my deep appreciation for the Union's continuous efforts on behalf of SIU members and their families. The Negron family has always been very proud and thankful of our Union for the benefits it has provided us, and today the benefits if is providing our sons. I think it appropriate to extend my thanks to the Harry Lundeberg School and its staff for their wonderful dedication on behalf of our children^ the future members of this Union. At this time, I would like to give special thanks for my son, Anthony Negron, one of the recipients of the opportunities available at the Lundeberg School. Fraternally, Y'Cruz Negron Bronx, N.Y. :v-); uioii msl V" 389 Marietta Homayonpour Editor-in-Chief James Gannon Managing Editor Ray Bourdius Assistant Editor Marcia Reiss Edra Ziesk Assistant Editor Assistant Editor Frank Cianciotti Dennis Lundy Chief Photographer Associate Photographer Marie Kosciusko George J. Vana Administrative Assistant Production/Art Director Published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage paid at Brooklyn, N.Y. H^rets Death of Paul Drozak^ I recently received a copy of the March 1978 issue of the Log which carried a story concerning the death of SIU Vice President Paul Drozak; I was very soqy to hear about it. I lielieve the Union lost one of its best officers, a man who worked hard fdff: , the benefit of all seafarers for many years. Fraternally, P.Afal^as New voiii,Nnr. vi'. May 1978 / LOG / 17 �M/T Zapata Patriot Freeport, Tex. The Navy's MSC chartered the 35,100 dwt M/T Zapata Patriot (Zapata Bulk) early last month to transfer 260,000 barrels of Strategic Petroleum Reserve (SPR) crude from South Riding, Bahamas to Freeport, Tex. The oil was stored in the natural Bryan Mound Salt Caverns around the middle of April. By the end of March, the MSC had moved almost 35.5 million barrels of SPR oil. Late last month a spokesman for the Texas Deepwater Port Authority said he is confident the state will eventually build a deepwater oil port in the Gulf off this city. After the Seadock Commercial Co. failed in its efforts to build the $750-million superport, U.S. Transport Secretary Brock Adams decided to extend the Apr. 20 licensing deadline "for a reasonable period" providing the breathing space needed to mount an all out drive for a more favorable and amended agreement. The Seadock company and its nine-member oil and chemical firms combina­ tion quit the project on Mar. 31. Three of its charter members and the biggest investors decided that the proposed Department of Transportation license was too restrictive. A spokesman said that the revised licensing agreement would still have to be approved by the users of the superport who would hold the mortgage for the revenue bonds arranged by the state of Texas. Seadock turned down the original license because of the threat of antitrust suits and the possibility that problems might arise over the charges paid by its members and outside users of the facility. Houston This port's commissioners have reported some good news for Houston at their regular monthly meeting here early this month. For the first quarter of 1978, the port chalked up an unprecedented tonnage and earnings record led by a 151.69 percent jump in import steel, a general cargo increase of 57 percent, a 61.5 per­ cent hike in grain exports, and a 21 percent auto import boost over the 1977 first quarter. Although April's tonnage and revenue will be below that of the monthly rate in the first quarter, the outlook for the balance of the year appears promising enough to indicate 1978 will be equal or better than last year's total of more than 100 million tons, a record high for the port. SS Tamara Guilden Governor's Island, N.Y. Twelve British coastal radio stations were added recently to the U.S. Coast Guard's 20-year-old Automated Mutual Assistance Vessel Rescue (AMVER) network based here. AMVER is a free, computerized communications system which plots merchant ships' positions worldwide, channeling this updated in­ formation to coordinated search and rescue agencies at sea. Last year there were 6,900 ships in the system with 2,200 of them "on plot" daily. Ships in the system relay sailing routes before leaving port and report enroute to the 95 cooperating radio stations. They in turn forward the data (680 mes­ sages a day) to the AMVER Center here. It is then fed into a computer which keeps track of all voyaging ships in the system. At the first SOS, the computer prints out a list of ships at the emergency scene so rescue controllers can pick out the best vessel to effect a rescue. AMVER is voluntary except for Norwegian ships which must join according to law. Great Britain now has half her merchant fleet of 800 vessels in the system. And Denmark is expected to join soon. The 23,200 dwt SS Tamara Guilden (Transport Commercial) will haul coal for the MSC for a year. She is scheduled to take on cargo on May 23-4 at either the ports of Philadelphia or Norfolk. Take One Giant Step Toward Building a Better Future Washington, D.C. Elementary school teachers and pupils in grades 5 through 8 who wish their classrooms to take part in the Adopt-A-Ship Plan for the coming school year starting this fall, should send in their applications now to The Propeller Club of the United States, 1730 M St., N.W., Washington, D.C. 20036. Teachers say that the program helps them greatly in sparking the attention and education of their pupils. There is no limit to the number of classrooms or teachers from a single school that may participate. Nearly all the 50 states and other countries' schools are enrolled in the program. The 40-year-old program has 320 U.S.-flag merchant ships doing the "adopt­ ing." The pupils write to the ships' captains, officers, and crewmembers. They ask questions about the ship, crew, weather, cargo, and countries visited. The ship's crew replies with information about trade routes, climate, geography, his­ tory and people of the foreign lands. Captains and pupils often visit one another when their ships are in port. Potomac Committee Upgrade at HLS These Courses Starting Soon LNG—June 26, July 24 FOWT—^July 10 Diesel Engineer—July 31 Welding—June 26, July 10, July 24 AB—July 10 Chief Steward—June 26, July 24 (maximum of 1 student per class) Chief Cook—June 26, July 10 (only 2 students per class) Gook and Baker—June 26, July 10 (only 2 students per class) Lifeboat—June 22, July 6, July 20 Tankerman—June 22, July 6, July 20 To enroll contact HLS or your SIU Representative Sign Up Now! Here's the Ship's Committee of the DSNS Potomac ( Hudson) at a payoff on Apr. 6 at Port Reading, N.J. They are (I. to r.): Deck Delegate J. B. Osmond: Engine Delegate Jose Rivera; Bosun Vincent Guyamon, ship's chairman, and Chief Steward Roosevelt Robbins, secretary-reporter. 18/LOG/May 1978 Upgrading Pays Off When It's Time to Pay Off �For the industry For the SIU Boatman THIS IS THE ANSWER The Transportation Institute Towboat Operator Scholarship Program at the Harry Lundeberg School recently graduated the first class of SIU Boatmen. When these graduates complete the licensing examinations, they will return to SlU-contracted domestic shipping fleets ready to take their place in the wheelhouse—ready to operate their employers' equipment safely and efficiently. As a result of the scholarship program, they can look forward to exceptional job secur­ ity, good pay, and rewarding careers. The Transportation Institute Towboat Operator Scholarship Program is a fine example of the kind of progress that results when labor and management cooperate for the benefit of both the industry and the worker. This program is an important first step towards meeting the towing industry's need for wheelhouse personnel. At the same time, it has opened up career advancement oppor­ tunities for SIU Boatmen. In short, this program is making a big impact on domestic shipping—it's helping SlU-contracted companies man their equipment with safe, skilled workers and it's helping SIU Boatmen move up the career ladder in their profession. The Transportation Institute Towboat Operator Scholarship Program is one of the most unique curriculums ever offered at HLS. It combines individualized classroom instruction with extensive on-the-job training. Graduates of the program are equipped with all the skills they need to serve in the wheelhouse aboard SlU-contracted boats. This program is an impor­ tant—and very successful—effort to meet the need for trained manpower in the towing industry today. May 1978 / LOG / 19 �r i, 1 '.f 'A A PROGRAM THAT ANSWERS EVERY NEED How to provide well-trained wheelhouse personnel for SlU-contracted boats? How to be certain that these Boatmen would be skilled, safe, competent, and experienced? How to help motivated, talented Boatmen get ahead quickly? How to provide career-minded SIU Boatmen with the wheelhouse time they needed to upgrade, but couldn't get because low manning scales gave them so little free time at work to practice steering? These are questions that the SIU and its contracted companies have been try­ ing to answer for a long time. Now we have the answer—the Transportation Institute Towboat Operator Scholarship Program. The Transportation Institute is a non-profit maritime research organization composed of about 150 member companies. The organization established the scholarship fund in response to a clear industry-wide need for trained wheelhouse personnel. The scholarships were designed to provide talented Boatmen with the opportunity to advance in their careers. The awards were granted on a very competitive basis and they provided for room, board, books and other necessities. To ensure that the Boatmen would be financially able to take advantage of the program, a weekly stipend of 125 dollars was included in the award to each scholarship winner. The graduates of the first Transportation Institute Scholarship program range in age from 20 to 55. They represent 15 SlU-contracted companies. Ten of these students are graduates of the basic vocational course for deckhands at HLS. The scholarship program was conducted at the Harry Lundeberg School, where all the necessary books, train­ ing aids, OJT equipment and other facilities were readily available. The educators at HLS prepared a special cur­ riculum just for this program so that every student would receive plenty of individual instruction both in the classroom and aboard the HLS boats. The curriculum ensured that the students would know the theory and the practice of chart reading, navigation, rules of the road, use of navigational instruments, rules, regulations, safety and pollution prevention. Paul Pont (right) practices steering under the direction oj Captain Irvin Gros. In developing the course, the instructors at HLS made sure that every student got the chance to actually apply the things he learned in class by spending many hours aboard the HLS tug boat, pushboat and barges. This on-the-job training was as individualized as the classroom instruction. Every student experienced real boathandling situations like those he will encounter when in command of his own boat. During these OJT ses­ sions, crews of HLS trainees worked under the direction and suf>ervision of the scholarship winners. Thus each Boatman got practical experience in leadership and crew management. When the curriculum was prepared, HLS submitted it to the U.S. Coast Guard, which not only gave its of­ ficial approval but also agreed to count the OJT time of each student as valid wheelhouse time in computing his qualifications for a license. Such a unique policy clearly shows how in-depth the OJT for the scholarship winners was and how many boathandling and crew-management skills the graduates learned. In addition to their new job skills, the scholarship winners also acquired a new understanding of the industry in which they work. During their time at HLS, the Boatmen visited the Transportation Institute in Washington, D.C. Here they learned of the economic factors which affect their industry, the impact of government policies on their job responsibilities, and projected growth patterns for the towing industry. Visits to the Maritime Trades Department of the AFL-CIO and to Congress gave the Boatmen a new understanding of the SIU and the industry's concern about such issues as user taxes, OCS mining. Navy tugs and other political questions. They learned the importance of SPAD and the SIU's legislative efforts in protecting their job security in the Instructor Chuck Dwyer ) explains a point oj chart navigation to • "s-,' Luis Garcia. ...j • , • Bob Hudgins uses dividers to measure mileage on a latitude scale. As a graduate oj the basic vocational program at HLS, Bob has been able to move up to the wheelhouse in about 18 months. • J ri 1 J scholarship winner recorded With this kind of knowledge, in addition to their excellent job skills, the scholarship winners acquired all his daily OJT sessions in the log of the tools they need to be good workers, good citizens and good union members. the Susan Collins. Frank Jewell uses the ra­ dio to call instructions to HLS trainee deckhands aboard the Susan Collins. Thus, he learns not only the technical aspects of boat operations, but also necessary supervisory skills. I'm- Students spent their classroom time learning such important skills as chart drawing, reading, and navigation (above). These skuls were put to good use during OJT sessions aboard the Susan Collins (below). During an OJT session, George Mowbray practices using the fathometer. George completed the basic vocational program at HLS in April 1977. The Coast Guard counts the time graduates of this program spend at HLS as the equivalent of time on the job, so George is advancing to the top of his profession in less than one year. 20 / LOG / May 1978 May 1978 / LOG / 21 �Captain Irvin Gros (right), of the HLS pushboat Susan Collins, joins James James and some oj his classmates in displaying a certificate of appreciation u hich was presented to him by the scholarship recipients. Boat Captain Jack Miller and IlLS instructors Paul Allman and Chuck Dwyer were also honored by the graduates. HLS President Hazel Brown accepts a plaque expressing the gratitude oJ the scholarship winners to the Lundeberg School and the SIU. Herb Brand accepted a similar plaque from the class on behalf of the Trans­ portation Institute. The presentations were made before the assembled HLS student body at evening colors. QUALITY COUNTS! If you're going to develop a program that's supposed to help an industry and its workers, you've got to care about that in­ dustry and those workers. Right now, there are lots of so-called schools offering quick, in-expen­ sive courses to "prep" their stu­ dents for licensing exams. Lots of people take these courses and some pass the exams. So why bother to develop a scholarship fund and prepare a brand new curriculum for SIU Boatmen who want to earn a Towboat Operator license? Because the SIU, the Trans­ portation Institute, and the Harry Lundeberg School care about the future of the towing industry and the Boatmen who work in it. Because of this car­ ing attitude, a program which emphasizes quality and skill as well as the licensing exam itself was developed. Quality is the outstanding characteristic of the Scholarship Program and its graduates—the courses were taught by quali­ fied, knowledgeable instructors. The on-the-job training sessions were conducted by experienced boat captains. The students didn't just memorize answers; they learned important facts and theory and they applied this knowledge in real-life training situations. So what does all this mean for the industry and for the SIU Boatmen who will crew the equipment that's operated by these graduates? It means that SlU-contracted companies will have Towboat Operators who have more than a license—they also have skill and experience. Following the presentation of the plaques, Transportation Insti­ tute President Herb Brand, stops to congratulate some of the scholarship winners on their successful completion of the special program. •all It means that SIU deckhands and tankermen will work under the supervision of Brother Boat­ men who know how to protect them by operating the boats safely and expertly—Brothers who are trained to handle emer­ gencies and prevent accidents. The Towboat Operator Schol­ arship Program means cost re­ ductions and trained manpower for industry. It means safety and security for SIU Boatmen. It means quality. Shown left to right are Miss Broun, President of the Lundeberg School, graduates Rich Kulakowski, Glenn McDonough, Emmett Proudjoot, Dave Marotta, James James, Don Braddy, Darrell Looney, Don Hyde, George Johnson, Luis Garcia, Mike Hladky, Instructor Captain Irvin Gros, Frank Jeu ell, John Norris, Fred Shijcrdek, Jim Price, Bob Hudgins, John Brown, Monte Cross, George Mowbray, Paul Pont. Not shown are graduates Alex Sweeney and Robert Lukowski. 22/ LOG / May 1978 �SEA-LAND TRADE (Sea-Land Service), March 12—Chairman, Recer­ tified Bosun E. D. Christiansen; Secre­ tary R. P. Taylor; Educational Director R. Tjong. $50 in ship's fund. Some dis­ puted OT in deck, engine, and steward departments. Chairman discussed the repairs that were taken care of and the importance of donating to SPAD. Also that there will be a safety meeting about the lines going ashore on stern of the ship. A vote of thanks to the steward department for a job well done. TAMARA GUILDEN (Transport Commercial), March 19—Chairman, Recertified Bosun Peter Loik; Secretary N. Hatgimisios; Educational Director R. Henley; Deck Delegate Walter Wright; Engine Delegate Emmett Burke; Steward Delegate Patrick Devine. No disputed OT. All communications re­ ceived were read and posted. Captain to see about getting the vent in the rooms fixed before it gets hot. The Captain is pleased with the whole crew and thanks the steward department for a wonderful job. GALVESTON (Sea-Land Service), March 26—Chairman, Recertified Bo­ sun W. M. Smith; Secretary R. V. Ceiling; Educational Director H. Mar­ tin. No disputed OT. Chairman re­ ported that an answer from Head­ quarters had been received in reply to letter of inquiry about time off relief. Letter was read and posted. The mem­ bership was asked to cite any safety fac­ tors that should be attended to so they could be brought up at the next safety meeting. Next port, Anchorage. GOLDEN MONARCH (Apex Ship­ ping), March 26—Chairman, Recerti­ fied Bosun J. L. Bourgeois; Secretary Pedro Laboy. Some disputed OT in deck department. A ship's fund is to be started for use in sending telegrams to the Union in case of members being put ashore sick overseas. Posted letters from Executive Vice President Frank Drozak about quitting ship without a replacement. Also letters iabout letting Union know by telegram if any mem­ bers get put off sick overseas. We are receiving our Logs regularly and they are being enjoyed by everyone. Dis­ cussed the importance of donating to SPAD. A vote of thanks to the steward department for fine food. MONTICELLO VICTORY (Vic­ tory Carriers), March 5—Chairman, Recertified Bosun G. Troche; Secretary F. Paylor, Jr.; Educational Director P. Andrefont. Some disputed OT in deck department. Treasurer reported that $100 was collected to donate to the Cancer Society in memory of our de­ parted Brother Mickey Wilburn. Brother Wilburn had his body donated to the Baylor Medical School. We shall all miss him. It was requested that the deck and engine departments take turns keeping the crew laundry clean and the steward department to keep the recrea­ tion room clean. AIco tiolis m is a diseaise. f i % It can be treat<ed. DELTA SUD (Delta Steamship), March 19—Chairman, Recertified Bo­ sun R. Lambert; Secretary E. Vieira; Educational Director J. C. Dial. $56 in ship's fund. No disputed OT. The crew was commended during the last safety meeting for their good record having lost no time due to accidents. This makes them available for a two year safety award. It was also noted that those who have no passports be sure to get one as soon as possible. Crewmembers who intend to return for the next voyage should be sure to register at the Union hall within the 72 hour payoff period. Next port, New Orleans. SEA-LAND RESOURCE (Sea-Land Service), March 5—Chairman, Recerti­ fied Bosun P. Drewes; Secretary T. Goodman; Educational Director N. Rcitti; Deck Delegate John Walken; Engine Delegate Rod Borlasc; Steward Delegate Richard Williams. No disputed OT. Chairman reported that there was $130 in the movie fund. He expressed the thanks of the crew to Brother Charlie Wilson for taking care of the films while in New York. Observed one minute of silence in memory of our de­ parted brothers. Next port. New York. OVERSEAS CHICAGO (Maritime Overseas), March 5—Chairman, Recer­ tified Bosun R. Palmer; Secretary P. Fluker; Educational Director J. Boone; Deck Delegate R. Carraway. No dis­ puted OT. Chairrnan would like to know if there is any way the Union could speak to the Company about put­ ting video TV movies on the Alaska run. A vote of thanks from Brother J. Conner for the flowers sent in regard to his departed brother. Observed one min­ ute of silence in memory of our departed brothers. BALTIMORE (Sea-Land Service), March 16—Chairman, Recertified Bo­ sun Joseph Puglisi; Secretary Geroge W. Gibbons; Educational Director W. L. Dunnigan; Engine Delegate Frederick W. Neil. $15.25 in ship's fund. No dis­ puted OT. Chairman requested that all repairs necessary be reported right away so they can be fixed. Also discussed the importance of SPAD. Educational Di­ rector advised all crewmembers that if he could help with anything to let him know. Everyone is very cooperative and getting along fine. A vote of thanks to the steward department for a job well done. Next port, Elizabeth. ZAPATA ROVER (Zapata Bulk Transport), March 13—Chairman, Re­ certified Bosun Kenneth Gahagan; Sec­ retary J. Young; Educational Director C. Sullivan. $15 in ship's fund. Some disputed OT in deck and steward de­ partments. Chairman held a talk on the education series that was received. Re­ quested all crewmembers to read them and pass them around when you are finished so everyone can read them. Next port, Freeport, Tex. SEA-LAND MARKET (Sea-Land Service), March 29—Chairman, Recer­ tified Bosun Donald Rood; Secretary R. Hutchins; Deck Delegate F. Fromm; Engine Delegate E. Liwag; Steward Delegate E. Verveniotis. No disputed OT. Chairman reported that the dele­ gates, department heads, and members of watch were shown a very interesting movie by the Chief Mate about safety. Noted that every crewmember should be safety conscious especially in the clothing and gear that is worn while working. The importance of safety was further emphasized due to the cargo that is carried today in containers; that all signs that are posted should be obeyed since often there is dangerous cargo. A vote of thanks was extended to the de­ partment delegates for their cooperation in helping to make this a smooth voyage. Also a vote of thanks to the steward de­ partment for a job well done. Observed one minute of silence in memory of our departed brothers. PENN (Alpine Steamship), March 12 —Chairman, Recertified Bosun Carl Thompson; Secretary S. Gutierez; Edu­ cational Director Q. Zambrano; Engine Delegate Tim S. Teague. No disputed OT. A vote of thanks was extended to the officials of the Harry Lundeberg School for sending out such good hard working young men. A vote of thanks to the steward department for a job well done. Next port in Indonesia. OVERSEAS JOYCE (Maritime Overseas), March 19—Chairman, Re­ certified Bosun E. Wallace; Secretary D. Collins; Educational Director C. S. Galbrath; Deck Delegate J. Canard; Engine Delegate D. Van Natta; Steward Dele­ gate A. Rodriguez. No disputed OT. Secretary reported that the new Log was brought aboard in Marcus Hook and it was suggested to crew to read it as some of the finest reading material is in the Log. Also advised the membership to take advantage of the Harry Lundeberg School of Seamanship. A vote of thanks to the steward department for a job well done. Next port, Beaumont. ERNA ELIZABETH (Hudson Wa­ terways), March 26—Chairman, Recer­ tified Bosun N. Matthey; Secretary B. Fletcher; Educational Director J. Beatty. $6.39 in ship's fund. $131.65 in movie fund. No disputed OT. The Chairman held a very good discussion on various Union topics including safety procedure on board tankers. The stew­ ard department will try to have a barbe­ cue cookout on the stern if weather permits. OGDEN WILLAMETTE (Ogden Marine), March 5—Chairman, Recer­ tified Bosun Ray Broadus; Secretary E. Kelly; Educational Director J. Neel. No disputed OT. All communications re­ ceived were read and posted. Chairman held a discussion on the Seafarers Alco­ holic Center at Piney Point and how much good it does for our drinking brothers. Also noted President's report in Log. A vole of thanks to the steward department for a job well done. LNG AQUARIUS (Energy Trans­ portation), March 19—Chairman, Re­ certified Bosun B. Nuckols; Secretary F. Costango; Educational Director D. Orsini; Deck Delegate Charles Loveland; Engine Delegate Charles Dahlhaus; Steward Delegate Larry Dockwiller. No disputed OT. A telex was sent to the port agent in Yokohama to call on the ship this trip in Nagoya. A vote of thanks to D. Orsini, QMED, for his ef­ forts to adjust and regulate air condi­ tioning flow to balance temperatures in crew quarters. A vote of thanks to the steward department for a job well done. Next port, Nagoya. MOUNT WASHINGTON (Victory Carriers), March 12—Chairman, Re­ certified Bosun R. D. Schwarz; Secre­ tary C. Vesin; Educational Director D. White; Steward Delegate E. Mathews. No disputed OT. Chairman held a dis­ cussion on firefighting and how pass­ ports are necessary for all SIU seamen; also on President Paul Hall's report in the Log. Requested all members to give twenty-four hour notice before getting off ship. A vote of thanks to the steward department for a job well done. OGDEN WABASH (Ogden Marine), March 19—Chairman, Recertified Bo­ sun Floyd Pence; Secretary R. Maldonado; Educational Director A. Ratchovick; Deck Delegate F. Gumm; Engine Delegate F. Ramos. $19.90 in ship's fund. No disputed OT. Chairman held a discussion on Union activities and the importance of donating to SPAD. It was requested that the messroom and pantry be kept clean. A vote of thanks to the steward department for good food and good service. Observed one minute of silence in memory of our departed brothers. WESTWARD VENTURE (Interocean Mgt.), March 26—Chairman, Recertified Bosun T. Marineau; Secre­ tary L. Crane; Educational Director J. Ross; Deck Delegate G. Dukmir; En­ gine Delegate M. McKnight; Steward Delegate H. McAleer. $8 in ship's fund. No disputed OT. Chairman held a dis­ cussion on the importance of donating to SPAD. A vote of thanks to the stew­ ard department for a job well done. Next port, Tacoma. OMcial ship's minutes were also re­ ceived from the following vessels: WALTER RICE SEA-LAND EXCHANGE MARY OVERSEAS ARCTIC DELTA BRASIL MAYAGUEZ STUYVESANT SEA-LAND CONSUMER SEA-LAND FINANCE BUSTUN ARIES POTOMAC CAPRICORN BORINQUEN DELTA MAR OVERSEAS ULLA SEA-LAND ECONOMY MOUNT EXPLORER TEX SEA-LAND GALLOWAY BAYAMON GEORGEWALTON AMERICAN HERITAGE ALLEGIANCE OVERSEAS ALICE TAMPA ^ VIRGO BANNER ROSE CITY SAN JUAN PITTSBURGH May 1978 / LOG / 23 �SIU Atlantic, Golf, Lakes & Inland Waters United Industrial Woriters of North America PRESIDENT Paul Hall SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Frank Drozak VICE PRESIDENTS Earl Shepard Lindsay Williams Cal Tanner Paul Drozak APR. 1-29, 1978 *TOTAL REGISTERED All Groups Class A Class B Class C TOTAL SHIPPED All Groups Class A Class B Class C **REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 2 6 0 2 0 0 0 1 3 3 0 0 3 10 0 0 30 13 129 9 43 25 12 27 115 68 52 21 58 15 137 0 4 728 1 18 7 6 6 1 9 17 6 6 6 9 1 20 0 0 113 2 3 0 0 2 0 0 2 5 3 3 8 1 10 0 0 39 1 3 0 1 0 0 0 0 0 4 2 0 2 1 0 0 14 6 123 19 32 21 10 40 98 47 47 27 39 17 124 0 1 651 3 41 3 8 2 3 12 19 8 6 10 8 2 22 0 1 148 0 6 1 1 0 1 1 6 0 3 4 1 0 7 0 0 31 3 55 9 14 16 4 22 61 35 27 12 21 1 56 0 0 336 2 15 0 6 1 0 4 6 5 3 1 1 2 8 1 0 55 0 1 0 1 0 0 0 1 1 0 1 0 0 0 0 0 5 4 41 6 22 6 3 16 43 13 26 4 18 17 33 0 2 254 4 119 30 24 15 6 15 48 21 19 28 21 17 55 7 0 429 12 138 4 11 6 3 0 18 5 12 19 29 1 61 0 1 320 194 987 428 66 1,969 *"Total Registered" means the number of men who actually registered for shipping at the port last month. **"Registered on the Beach" means the total number of men registered at the port at the end of last month. 745 395 10 5 30 4 12 62 13 8 72 0 1 17 3 3 3 0 5 9 2 6 3 4 2 16 7 1 82 1 6 0 2 1 0 0 1 4 0 0 3 1 14 0 0 33 71 11 22 7 5 11 54 32 38 12 25 10 75 0 1 377 1 21 2 5 2 2 3 10 4 6 1 5 1 17 3 1 84 0 7 0 1 0 0 1 3 0 4 3 1 1 4 0 0 25 2 56 9 16 9 2 10 52 28 43 5 27 7 36 0 0 302 0 18 1 12 3 0 3 23 18 13 1 4 6 21 7 2 132 STEWARD DEPARTMENT Port ; . 7 2 7 24 12 22 5 21 2 0 0 2 7 0 3 0 0 0 7 2 2 0 0 2 2 0 0 27 0 1 0 0 0 0 0 1 0 0 0 0 0 0 0 0 2 Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals Totals All Departments . . . . 1 39 2 15 10 2 5 40 22 29 2 20 11 25 0 0 223 0 29 2 5 2 1 1 13 8 11 1 3 5 10 31 1 123 1 0 0 1 2 0 0 1 1 4 0 1 2 9 0 0 22 ENTRY DEPARTMENT Port 24 / LOG / May 1978 3 34 3 9 3 2 1 28 15 11 4 5 10 28 16 1 173 ENGINE DEPARTMENT Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 3 80 4. 25 17 5 9 73 61 52 11 41 13 67 0 1 462 1 0 15 8 0 2 1,145 4 78 19 20 8 3 5 34 18 19 14 14 14 50 44 1 345 538 4 51 0 2 4 1 0 6 4 3 12 11 3 33 0 0 134 HEADQUARTERS 675 4 Ave., Bklyn. 11232 (212) HY 9-6600 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-9375 ALPENA, Mich 800 N. 2 Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Mass 215 Essex St. 02111 (617) 482-4716 BUFFALO, N.Y 290 Franklin St. 14202 (716) TL 3-9259 CHICAGO, ILL. .9383 S. Evi-ing Ave. 60617 (312) SA 1-0733 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) MA 1-5450 DULUTH, Minn 2014 W. 3 St. 58806 (218) RA 2-4110 FRANKFORT, Mich P.O. Box D 415 Main St. 49635 (616) 352-4441 HOUSTON, Tex 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, NJ. 99 Montgomery St, 07302 (201) HE 5-9424 MOBILE, Ala IS. Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va 115 3 St. 23510 (804) 622-1892 PADUCAH, Ky 225 S. 7 St. 42001 (502) 443-2493 PHILADELPHIA, Pa. . .2604 S. 4 St. 19148 (215) DE 6-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 PORT ARTHUR, Tex 534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif 1311 Mission St. 94103 (415) 626-6793 SANTURCE, P. R. . 1313 Fernandez, Juncos, Stop 20 00909 (809) 724-2848 SEATTLE, Wash 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo. . .4581 Gravois Ave. 63116 (314) 752-6500 TAMPA, Fla. 2610 W. Kennedy Blvd 33609 (813) 870-1601 TOLEDO, Ohio 935 Summit St. 43604 (419) 248-3691 WILMINGTON, Calif. 510 N. Broad St. 90744 (213) 549-4000 YOKOHAMA, Japan .......P.O. Box 429 Yokohama Port P.O. 5-6 Nihon Ohdori Naka-Kn 231-91 Shipping remained good to excel­ lent at all deep sea A&G ports last month as a total 1,481 Seafarers found jobs aboard SlU-contracted deep sea vessels. Of these jobs, 987 were taken by "A** seniority book men, while 428 were filled by ''B** seniority members and 66 by "C* seniority people. With the expected acquisition of as many as 2C new vessels between now and the end of the year, shipping is expected to remain good to excellent for some time to come. �Marvin Z. Moore, 66, joined the Union in the port of Philadelphia in 1962 and sailed in the engine depart­ ment for Wilson Lines in 1961, Mariner Towing, Curtis Bay Towing, lOT, McAllister Brothers and the NBC Line from 1966 to 1971. Brother Moore was born in Critten­ den, Va. and is a resident of Virginia Beach, Va. PENSIONERS Edward E. Douglas, 59, joined the SIU in 1946 in the port of Galveston sailing as a fireman-watertender. Brother Douglas sailed 27 years and during the Vietnam War. He walked the picket line in the 1946 maritime strike. Seafarer Douglas is a World War II veteran of the U.S. Army. A native of Texas, he is a resident of Galveston. Valentin Acabeo, 62, joined the SIU in 1940 in the port of New York and sailed as a bosun. Brother Aca­ beo sailed 41 years. He hit the bricks in the 1961 Greater N.Y. Harbor beef. Born in Ponce, P.R., he is a resident of Sierra Bayamon, P.R. Harold Aspseter, 65, joined the Union in the port of Chicago in 1959 sailing as an AB for the Gartland Co. in 1960. Brother Aspseter sailed 40 years. He was born in Terryville, S.D. and is a resident of Exeland, Wise. Evarusto Aldahondo, 65, joined the SIU in 1941 in the port of Boston and sailed as a bosun. Brother Alda­ hondo sailed 36 years and during the Korean War. He walked the picket line in the 1961 N.Y. Harbor beef. A native of Puerto Rico, he is a resi­ dent of Brooklyn, N.Y. t William F. "BUI" Doran, 69, joined the SIU in 1943 in the port of New Orleans and sailed in the engine department. Brother Doran was also a ship delegate. He sailed 32 years and during the Korean and Vietnam Wars. Seafarer Doran was a Union organizer in 1943. He was on the picket line in the 1948 Southern Bell Telephone Co. strike, 1961 N.Y. Harbor strike, 1963 J&H beef, 1965 Chicago Rotobroil strike. Farm Workers beef, and the San Rafael printers strike. In 1970, he attended a HLSS Crew Conference in Piney Point, Md. Born in Rockland County, N.Y., he is a resident of San Fran­ cisco. 'Krfi New York Philadelphia Baltimore Norfolk Jacksonville Algonac Houston New Orleans Mobile San Francisco Wilmington Seattle Piney Point San Juan Columbus Chicago Port Arthur Buffalo St. Louis Cleveland Date June 5 June 6 June 7 June 8 June 8 June 9 June 12 June 13 June 14 June 15 June 19 June 23 June 10 June 8 June 17 June 13 June 13 June 14 June 16 June 15 Deep Sea Lakes, Inland Waters 2:30 p.m 2:30 p.m 2:30 p.m 9:30 a.m 2:00 p.m 2:30 p.m 2:30 p.m 2:30 p.m, 2:30 p.m 2:30 p.m 2:30 p.m 2:30 p.m 10:30 a.m 2:30 p.m — — 2:30 p.m — 2:30 p.m — Berger Wilhclmsen, 65, joined the SIU in 1943 in the port of New York and sailed as a deck engineer. Brother Wilhelmsen sailed 46 years. He is also a tool and diemaker. A native of Skjberg, Norway, he is a naturalized U.S. citizen. Seafarer Wilhelmsen is a resident of Molalla, Ore. Oscar Figueroa, 66, joined the SIU in 1944 in the port of New York sail­ ing as a wiper. Brother Figueroa sailed 36 years. He was born in Puerto Rico and is a resident of New Orleans. Albert A. Williams, 64, joined the SIU in 1942 in the port of New York and sailed as a chief cook. Brother Williams sailed 36 years. He walked the picket line in the 1961 N.Y. Har­ bor strike and the 1962 Robin Line beef. Seafarer Williams was born in South Carolina and is a resident of the Bronx, N.Y. Candelario Ramos, 65, joined the SIU in 1944 in the port of New York and sailed as an electrician. Brother Ramos sailed 33 years. He hit the bricks in the 1943 Rotobroil beef and the 1962 Robin Line strike. Born in Puerto Rico, he is a resident of San Francisco. Alphoiise J. Trenier, Jr., joined the SIU in 1942 in the port of Mobile and sailed as a junior and deck engi­ neer and as a pumpman. He sailed for 33 years. Brother Tremer was born in Mobile and is a resident there. John H. C. Ratliff, 65, joined the SIU in the port of Galveston in 1951 and sailed as a chief steward. Brother Ratliff sailed 29 years, A native of Houston, he is a resident of Rayne, La. Leroy C. Swiger, 61, joined the SIU in the port of New York in 1958 and sailed as a pumpman. Brother Swiger also served as a ship delegate. He is a veteran of the U.S. Navy in World War II. Born in West Virginia, he is a resident of Clarksburg, W. Va. Paul E. Tatman, 68, joined the SIU in the port of New Orleans in 1962 and sailed as a bosun. Brother Tatman sailed 44 years. He walked the picket line in the 1934 maritime strike. Seafarer Tatman was born in Spokane, Wash, and is a resident of Kent, Wash. MEMBERSHIP MEETINGS' SCHEDULE Port Constantine Venardis, 69, joined the SIU in the port of New York in 1963 sailing as an OS. Brother Ven­ ardis sailed 23 years and rode the" Bull and Isthmian Lines. He was on the picket line in the 1965 District Council 37 beef. Born in Kymi, Greece, he is a resident of Kearny, N.J. " ^* Esteban Cruz, 66, joined the SIU in 1939 in the port of Baltimore and sailed as a chief steward. Brother Cruz sailed 46 years. He was on the I picket line in the 1962 Robin Line • 7 beef. Seafarer Cruz was born in Puerto Rico and is a resident of Bayamon, P.R. Fort Hoskins Committee UIW 7:00 p.m. 7:00 p.m. 7:00 p.m. 7:00 p.m. — 7:00 p.m. 7:00 p.m. — — — — — — 1:00 p.m. — — — — — Recertified Bosun James "Tennessee" Northcutt (far left) ship's chairman of the ST Fort Hoskins (iOT) is with the Ship's Committee of (I. to r.); Steward Delegate Harold Walker; Deck Delegate Bob Munroe; Engine Delegate Wayne Gravey, and Chief Steward Paul Stubblefield, secretary-reporter. The tanker paid off at the GATX Docks, Carteret, N.J. on Apr. 26. Deposit in the SIU Blood Bank— It's Your Life May 1978/LOG/25', �The Deep Sea Miner II, a converted drill ship, now mining the ocean floor, is about one-fifth the projected size of mining vessels that will be used when this new industry gets into full swing, (courtesy Deepsea Ventures) Ocean Mining—A New Industry: But This is the 21st in a series of articles which the Log is publishing to explain how certain organizations, programs, laws and issues affect the jobs and job security of SlU members. Nestled snugly in some of the deepest recesses of the ocean lies a treasure of immense proportions. It is a treasure tiiat has been nurtured throughout the eons by the chemical and organic phenomenons of nature. Tliis treasure of the deep is millions upon mil­ lions of manganese nodules that pave the ocean floor like an eternal black cobblestone highway. The nodules are highly valued because of the extractable minerals locked in their round, dark potatoe sized bodies. The nodules have a high content of the four minerals—nickel, copper, cobalt, and manganese -considered basic and essential to the economy and productivity of industrialized nations. For instance, nickel is used in petroleum refin­ ing and in the production of gas turbines, aircraft frames, marine and automotive bodies, and ceramics. Copper is used in the manufacture of electric motors, power generators, transformers, plumbing, and automotive brakes, radiators, heaters, and carburetors. Cobalt is used for the production of industrial­ ized magnets, telephones, gas turbines and radia­ tion research and treatment. Manganese, probably the most important of the four minerals, is basic to all iron and steel products. Recent research projects have estimated that the near infinite supply of nodules contain 15 bil­ lion tons of nickel, 8 billion tons of copper, and 5 billion tons of cobalt. These statistics far exceed the known land-based resources of these minerals. Research has also shown that the heaviest con­ centration of the nodules lie two to three miles deep in the Pacific Ocean, mostly near undersea volcanoes. Despite all the research, though, it is still only speculation as to how the nodules grow. One theory is that a nodule starts to grow around some particle, such as animal remains or pumice. Then, somewhat like a pearl, it grows slowly through some sort of chemical and organic activity. Unlike a pearl, though, which grows in years, it is estimated that the nodules grow only a few milli­ meters per million years. But one thing is sure. The nodules do grow. And according to one estimate, they are forming at the rate of 10 million tons a year. This is an extremely small figure when compared to estimates which claim the Pacific Ocean alone contains 1.5 trillion tons of the nodules. Besides being the biggest consumer of these minerals, the U.S. is also the biggest importer of the essential substances. In fact, the U.S. is almost totally dependent on foreign imports for these minerals. Right now, the U.S. imports 98 percent of its manganese, 98 percent of its cobalt, 90 percent of its primary nickel, and 15 percent of its copper. Considering that the nation's economy depends on the uninterrupted flow of these minerals, thie fact that we are so dependent on the outside world for them is a very disturbing fact. Consortiums of mainly American companies have pumped millions into the research of develop­ ing an ocean mining and processing capacity. Sev­ eral ocean mining vessels and processing plants are already operating successfully on an experimental basis. Their research has shown that the full develop­ ment of an American ocean mining industry would enable the U.S. to become completely self sufficient in the four essential minerals by the year 2000. Many Political Obstacles Development of such an industry also carries a potential for creating many thousands of jobs for American workers—especially maritime workers. It sounds good. But unfortunately a number of Discovered in 1872 A researcher inspects a scoop of nodules rich in nickel, copper and cobalt, (courtesy International Nickel) 26 / LOG / May 1978 Up until 1872, no one even knew that the nod­ ules existed. At that time, one of Her Majesty's ships dredged a few off the ocean floor and brought them back to England as conversation pieces. It wasn't until 15 years ago that anyone gave much serious thought to bringing the nodules to the surface in large amounts and extracting the minerals housed inside. However, the increasing demand for these min­ erals in an ever growing industrialized world has given birth to a potentially massive new industry— ocean mining. The United States, the most highly industrial­ ized nation of the world and the biggest consumer of the four minerals, has taken the lead in develop­ ing an ocean mining capacity. Camera and lighting equipment attached to tripod are lowered into the ocean in the search for nodule concentrations, (courtesy Kennecott Copper) �Researchers lower one of several types of nodule collectors off stern of mining vessel. This particular collector is designed to gather the most nodules raising the least amount of sediment and using the least amount of power, (courtesy Kennecott Copper) while Will U.S. Workers Benefif From It? T.V, cameras are part of the technical equipment used to search for heavy concentrations of sunken nodules, (courtesy Deepsea Ventures) difficult international political and economic ob­ stacles stand in the way. The focal point of the controversy surrounding the ocean mining issue is centered in the United Nations Law of the Sea Conference. This Conference has been going on periodically since 1973. It has contributed to resolving such international problems as territorial fishing and offshore oil rights, ocean pollution, and the prin­ ciple of unimpeded passage for world commerce. But the haggling over ocean mining has been intense, and very little progress has been made toward a resolution of this issue. The real stumbling block in the negotiations is a strong coalition of some 100 small and under­ developed nations. This solid political block wants a monopolistic international authority to exert total control over marketing and production of the nodules. They feel that without such an authority, the smaller nations will realize little or no economic benefits from the undersea ventures of larger countries. The group also fears that the fragile economies of the coalition's developing countries might be destroyed. These countries depend heavily on the land-based production of the four minerals as one of their main economic resources. Need Domestic Legislation The Law of the Sea Conference is now in session in Geneva. And ocean mining is the main subject. Representing the U.S. at the conference is former Attorney General and Secretary of Commerce Eliott Richardson. American labor feels very strongly that any treaty involving ocean mining that comes out of the Law of the Sea Conference will spell disaster for creation of an American deep sea mining capacity, and the jobs it would create. SIU President Paul Hall recently gave his view­ point on the ocean mining controversy. Speaking very bluntly. Hall said: "We have no expectations that any agreement entered into by Eliott Richard­ son would bring any benefits to the American maritime industry, the American worker or our national economy." Hall continued; "We can and should begin developing our own ocean mining procedures through legislation, and where necessary, bilateral agreements with other nations." He concluded: "Following the trends emerging from recent Law of the Sea Conferences could only result in the domination of this vast new in­ dustrial frontier by the multinational corporate giants at the expense of the American economy and the workers who depend on its growth." It appears unlikely that the Law of the Sea Con­ ference will come up with anything concrete or binding in this session. In the meantime, the labor movement and major industrial concerns feel that Congress must pass strong ocean mining legislation to get full scale development of our ocean mining capacity under way. Prompt passage of such legislation would insure that an American deep sea mining capability would be well on its way to fruition by as early as 1983. Presently, there are bills in both Houses of Congress concerning ocean mining. In fact, the Senate Energy Committee is scheduled to mark up the ocean mining bill this month. carriers to service these vessels by the turn of the century. The SIU feels that a "hire American" amend­ ment is an absolute necessity in the bill. It is needed to insure that ocean mining does not be­ come another "runaway" industry, managed by American companies but operated by foreign workers. To make any definite predictions concerning ocean mining and how it will benefit American workers would be premature at this time. There are too many sensitive political issues still to be resolved in this area. However, one thing is sure. The labor move­ ment is prepared for the fight to reserve Americanoperated ocean mining jobs for Aniei lean workers., Hire American Amendment The SIU, along with the entire labor movement, is working for the inclusion of an amendment in this bill requiring that mining ships and ore car­ riers be documented under the U.S. flag and manned by American workers. A full scale ocean mining operation could in­ clude the use of 20 mining vessels and 60 ore Research vessels use a simple dredge bucket and line to bring up samples of the nodules, (courtesy Kennecott Copper) May 1978 / LOG / 27 �My Three Sons All the time in the world isn't worth a dime unless you make it work for you. Make your time in the engineroom pay Take the Diesel Engineer's Course atHLS Course begins July 31 Maurilio Zepeda (standing right) AB on the SlU-contracted tanker Ogden Willamette (Ogden Marine Inc.) believes In keeping his family together, even while they're at sea. He and his three sons make up a good part of the Willamette's deck department. The younger Zepeda's are (i.-r.): Lawrence and Ernest, both of whom sail OS, and eldest son John who is an AB. All of the boys are MLS grads. To enroll, see your SIU Representative or contact: Vocational Education Department Harry Lundeberg School Piney Point, Maryland 20674 Phone: (301) 994-0010 With a Diesel Engineer's License, Time Is Money iBro'ttmhood in Action forSIU members with an alcohol problem Seafarer Lionel "Biff" Shaw will celebrate one year of sobriety in the month of May due to the help he re­ ceived from the Seafarers Alcoholic Rehabilitation Center. Brother Shaw is 43 years old. He first realized that he was an alcoholic when he was hospitalized for alcoholic hep­ atitis. Brother Shaw said, "I left a ship becau.se 1 was sick and had to go before the Coast Guard. Louis Guarino (SIU rep., N.O. ) went with me and told them that the Center could help me with my alcohol problem." Shaw went to the Center and found the help he needed to get and stay sober. Seafarer Shaw said his life before he was sober was a nightmare. "I used to think that I was going crazy. I had ter­ rible nightmares and I was always sick. I probably would not be alive today without the help I got from the Center." Before he came to the Center, Broth­ er Shaw said that he didn't want to ad­ mit that he was an alcoholic. "I hardly knew who or what an alcoholic was," he said. Shaw attends AA meetings regularly. 28 / LOG / May 1978 When he is at work on a vessel, he writes letters to his friends who are also recovering alcoholics. He commented, "by staying conscious of my alcoholism, I am able to stay sober. The Center is a good way to get sober. I am glad that I did. I now have a family, my self-respect, a little money in my pock­ et, and my health is much better." Brother Shaw feels that the program at the Center is "just great." When he signs off a ship, he calls the Center just to let them know that he has been working and is still sober. "I owe it to the staff at the Center for all the help that they gave me," he said. Shaw would like to tell his fellow Seafarers, "any guys who even think that they have a problem with alcohol should contact the Center or an exresident. We will do anything that we can to help him." If you feel that you have a drinking problem, remember that there is al­ ways someone to listen. Just call (301) 994-0010 any time and ask for the "Center" or contact your SIU repre­ sentative. Alcoholic Rehabilitation Center I am interested in attending a six-week program at the Aleoholie Rehabilitation C enter. I understand that all my medical iind counseling records w ill be kept stridly confidential, and that they will not be kept anywhere except at The Center. Name Book No Address (Street or RFD) (City) Telephone No Mail to: THE CENTER Star Route Box 153-A Valley Lee, Md. 20692 or call, 24 hoitrs-a-day, (30J) 994-0010 Lionel ^^BilP Shaw (State) (Zip) �Senate Passes Inland User Charges^ L 6L D 26 Continued from Page 4 boat industry might be willing to accept a higher tax. By playing the various waterway managements off against each other, user charges supporters undermined the operators' credibility in Congress, and sought to increase the level of the charge. Shippers and operators, on the other hand, having given up so much in the initial stages of the battle, now found themselves in a defensive position trying to contain the tide for increased charges. Recognizing its weakened position and its inability to single-handedly cope with its opponents, the towboat industry sought the help of SIU. The SIU worked strongly on behalf of the barge indus­ try. But the Union noted that while the industry acknowledged it could pay a tax, it also stressed the many harmful effects that high user charges would have on regional economies and on the nation as a whole. Champion the Cause Together with its friends in the Sen­ ate, the SIU began to study the future of H.R. 8309. It was felt that without the forceful leadership of a person to champion the cause of the towboat in­ dustry, the battle to put a lid on user charges would be lost. Shortly thereafter the position of the waterway supporters was strengthened with the emergence of Sen. Russell Long as the leader of the pro-waterway forces in the Senate. Sen. Long, a long-time opponent of user charges, worked to undercut the anti-waterway forces by developing a compromise position. The SIU strongly supported Sen. Long recognizing that if it did not, the Senate would surely pass a stronger tax bill which would affect the stability of the towboat industry and that of its workers, especially SIU Boatmen. It urged the Senate to adopt his compro­ mise proposal, saying: "The SIUNA has never believed in the need for user charges, however, the towing industry supports the provisions in Sen. Long's amendment as a reason­ able approach to this complex and con­ troversial issue." The passage of H.R. 8309 means that the towboat companies including SIUcontracted companies, will probably within the next five years be paying a fuel tax which they worked for and which they agree is at a level they can afford. Notite to Members On Job Call Protedure When throwing in for work dur­ ing a job call at any SIU Hiring Hail, members must produce the following: • membership certificate • registration card clinic card seaman's papers INLAND Areclbo Committee A With a coffee mug in hand, Recertified Bosun Herminio Pacheco (second right), ship's chairman of the SS Areclbo (Puerto Rico Marine), is with part of the Ship's Committee and a crewmember at a payoff on May 9 at Port Eliza­ beth, N.J. They are (I. to r.): Deck Delegate Radames Vargas; AB David Bonefont, and Steward Delegate Joe Righetti. There's Strength in Numbers And Our Numbers are Growing! Celebrate tbe growing number of Seafarers who are reoovering from alcoholism thanks to the Seafarers AleohoUo Behabilitation Pro|ram. Join the festivities at the Second Anaoal Uvln| Sober Bennion. Activities Include: • Living Sober Banquet at the Harry Lundeberg School • Cookout at the ABO • Boat Rides • Speakers and Educational Programs AU ftrlends and former residents of the Aloohollo Behabilitation Center are Invited. Make plans now to attend. Reunion weekend Is August 88, 86, and 87. For reservations or more Information, contact: Seafarers Aloobolio Behabilitation Center Star Route Box 183-A Valley Lee, Maryland 80698 A MESSAGE FROM YOUR UNION NARCOTICS ARE FOR KNOTHEADS WREN you ARB CAUQNT YOU LO$E YOUR PAPERS FOR LIFE I May 1978 / LOG / 29 �Working for Coors With a Lie Detector Strapped to That affirmed something I really knew already: that every Coors em­ ployee was put through the ringer. The (At the 1977 International Labor workers listed questions they'd been Press Association Convention, AFLasked like: How many bank accounts CIO Field Representative David SicIc­ do you have? What kind, what banks, ier gave a very moving talk about the and how much money in each? Do you Coors boycott. A member of Brew­ have any other securities such as stocks ery Workers Local 366 for 15 years, and bonds and how much are they Sickler discusses what it is like to worth? How much do you owe on your home, what are your monthly pay­ work for Coors.) ments, and when does your mortgage My name is A. David Sickler and I was employed by the Adolph Coors expire? Of course, Coors seldom omitted the Brewery of Golden, Colorado on purely prurient questions, such stand­ March 26, 1963. ards designed to make you sweat and I was then 19 years old and had squirm, like: Have you ever done any­ worked as a laborer on a construction thing with your wife that could be con­ crew outside Denver. sidered immoral? Have you ever been When I first learned of the possibility involved with homosexuals? Is there of working for Coors I was very happy. anything that you know of for which The company had a reputation for pay­ you could be blackmailed? ing high wages. You had to wonder what would hap­ Compared to the heavy and dirty pen if the machine said you were lying type of construction work I was doing to some unbelievably vague question. as a laborer, which included carrying Would you not get the job? Suppose 80 lb. cement forms and shoveling sand one of your friends, relatives or ac­ all day, Coors seemed like a gift from quaintances was a homosexual. Does heaven. that mean that if you answered "no" to Little did I know what a price this ever having been "involved" with "slice of heaven" would cost. homosexuals that the polygraph would When I reported to the Coors per­ say you had lied? sonnel office I was instructed to fill out My first job assignment with Coors a psychological questionnaire called was in the basement area of the pack­ the "runner test" consisting of over 200 aging department. This was an area questions designed to trip you up by where returnable bottles were uncased, asking the same questions in several washed and sent upstairs to be filled different ways. with beer, and then labeled, packaged Then came the biggest shock. I was and transported to distributors. The scheduled for a lie detector test. When area was dirty, dusty and gloomy. We I reported, the polygraph operator was worked 12 hours a day, seven days a a heavy set man dressed in white. He looked like a guard in a mental institu­ week. tion. The operator instructed me to sit Shortly after I was employed, a co­ in a chair next to the lie detector worker asked me if I had paid my ini­ machine. tiation fee to the union. I asked, "What union?" He informed me that we had a Once in the chair, the operator at­ tached straps around my chest, stom­ union. Brewery Workers Local 366, but that it was weak. He went on to say ach and arms. I felt helpless and won­ that the local had gone out on strike dered why all this was necessary to make beer. against Coors in 1957 and had gotten "busted" pretty bad. When the polygraph operator began At the time I didn't pay much atten­ the test he dealt with the questions I tion to the relationship between Coors had answered on the employment ap­ and the local. I was new and didn't plication. However, it didn't take long know much about either Coors or the before the operator began asking ex­ local union. tremely personal questions like: "Are One fact I was quickly becoming you having sexual relations with your aware of was the fear that the men had girl friend?" "Have you had sex with more than one person?" "What kind of sex?" "Are you a Communist?" "Have you ever committed an undetected crime?" "Have you ever done anything in your past that if known could bring em­ barrassment upon this company?" "Have you ever participated in a march, riot or demonstration?" "Have you ever stolen anything from anyone in your life?" "What?" "What was its worth?" "What is the total worth of what you have stolen in your life?" At this point, I was angry and felt dirty. It is hard to put into words the anger I felt at being forced to go through an interrogation in which every particle of one's life is slid under a microscope. There is no doubt in my mind that the company asked extreme­ ly personal questions for their own prurient and twisted pleasure. Many of those questions had absolutely nothing to do with employment or protection of the Adolph Coors Co. In September, 1977, long after the current strike against Coors started, a number of workers swore out affidavits listing the questions they were asked when applying for employment at the brewery. By David SIckler 30/LOG/May 1978 going to the supervisor and explain to of Coors and its supervision. Coors him the innocence of my co-worker. management reigned and ruled with an This worker said that I should "leave it iron hand. alone" or I would be sorry, that super­ Another thing I became aware of vision didn't like being questioned or was that there were virtually no minori­ told that they made a mistake. It was ties or women working in production. I remember only three Mexican-Ameri­ difficult to believe that once the truth was known there would be reper­ cans and one black employee between cussions. 1963 and 1964. However, after I went to my super­ During the probationary period, we visor and explained the unfair treat­ would be called into the oflBce by a ment of my co-worker, I was promptly supervisor and our work discussed. told by the supervisor to "keep my Supervision always used these op­ mouth shut" and "stay out of it" or I portunities to emphasize that the "com­ pany" should be the most important would be "sorry". At this period of time I just kept my thing in our lives. That without the company our families would be noth­ mouth shut, as did the rest of my co­ ing. Therefore, we were expected to al­ workers. ways be at work and on time. My After six months had passed I be­ supervisor was happy to explain that he came a "permanent employee" and a was a good example of what the com­ member of Brewery Workers Local 366. pany wanted in loyalty. He told me that when his wife was in labor with their Many Felt Hostility last child that he simply dropped her About this time I attended my first off in front of the hospital and sped on union meeting. I remember being sur­ to work. He stated further that he lost no time from work nor was he ever late prised at the number of men I worked with who were at the meeting. It turned because of family problems or respon­ out that many of the members felt the sibilities. He also loved to remind us same hostility towards management that there was always someone else on that I did. Although it wasn't said, it the street to take our place. was obvious that the membership at the I remember feeling repulsion for him union meetings felt helpless about ever and pity for his family. being able to act on those feelings. Al­ I was beginning to feel resentment though there were members who were towards Coors because of its attitude willing to fight Coors again—as they towards people and its blackmail to­ had in the past—it was also obvious wards workers, always mentioning un­ that most of the membership thought it employment and low wages in the Den­ was useless and that Coors was just too ver area. powerful. Approximately two months after I I began to learn more about the 1957 was hired I was working with a man strike and its effect on the workers. An that had been at Coors for about a year. old-timer explained to me that Bill An incident occurred that clearly Coors (son of founder Adolph) made showed me what Coors management many of the strikers apologize for going was all about. out on strike. He said that Bill Coors This man and I were working side by told them, "I have the club now and in­ side when the manager of the depart­ tend to use it." ment approached us and began yelling While on the job no one discussed at and cursing my co-worker, threaten­ the union much. It was as though it was ing to fire him and accusing him of an embarrassing and dangerous sub­ something of which I knew him to be ject. innocent. Not too long after probation I was I was outraged by this unfair assault sent upstairs to work in the "bullpen," on an innocent man. Even if he had an area where bottles were sent to the been guilty, no human being deserved filler machines to be filled with beer, to be berated in that fashion iiffront of capped and sighted for proper fill levels his peers. and quality. Above the bullpen area I told another worker that I was were cat v/alks and mezzanines where supervisors would sometimes spend an entire shift watching you. These supervisors would time breaks with a stop watch and just wait for a worker to make a mistake so that they could call a worker in and, as they would put it, "chew ass." I remember an incident where one worker was working on "the old labelers." He was a nervous, quiet and con­ scientious man. One night a supervisor stood over him and glared at him with hands on hips. The longer the super­ visor stood there glaring, the more nervous this poor guy got. Finally this worker made a mistake and had to shut off one of the machines. The supervisor was in seventh heaven, he now had someone to rip into. He called the worker into the office and berated him for over 45 minutes. This supervisor threatened his job and made the work­ er feel terrible. I later overheard this same super­ visor discussing the episode with another supervisor and they were laughing at how frightened this worker was. It was not an isolated case. It went on in many departments for years. Management had a total lack of re- mm- �m .WWW* [Your Body gard for workers time away from the brewery. Most of us worked six to seven days a week, 10 to 13 hours a [day. A day off or reduction in hours [was important to us. We would make [plans to be with our families, but man[agement would think nothing of makling last-minute changes that cancelled [our plans. Even if they had prior knowledge of the changes, they would I still wait until the last minute. When we complained, management would smile, show us the contract clause called "rights of management" and tell us they had the right to do as they pleased. They loved to sprinkle salt into our wounds. It was a well-known fact that Coors busted every union that dared strike them. The Brewery Workers were throttled after a long strike in 1957, then in 1962 the Electrical Workers struck and never obtained a contract. In 1968 and 1969 the Building Trades struck Coors, but the 14 craft unions never obtained a contract. In every case Coors hired and utilized scabs to break the union. Coors later went on to bust the Teamsters locals that had contracts with their distributors in California. In 1964 our local became aware of the farm workers' struggle and many of us supported their boycott of grapes. Several of us would encourage co­ workers to not purchase grapes. That same year Coors held a meet­ ing which we were paid to attend. Bill Coors mentioned our activity on behalf of the farm workers' boycott of grapes and said that he personally bought all the grapes that a local Safeway store had and gave them to his friends. I remember feeling totally frustrated. No matter what we did it would always be offset by Coors' money! Also in 1964 Coors called a meeting which we were also paid to attend— and told us that the pending Civil Rights bill was bad and that we should write our congressmen to vote against it. Bill Coors went on to say that if the bill became law, he would be forced to fire 60 of the whites and replace us with 60 blacks. Four years after I was hired, many more young men were brought on and they wanted the right to wear their hair long, as was then the style. Coors management refused to relax their "military code" for hair and the fight was on. Many employees were dis­ ciplined, suspended and fired for re­ fusal to get haircuts. Even the older members supported the right of the young workers to wear their hair long. Many of these young members had just returned from Vietnam and were in no mood to be hassled because of their hair. After a long and bitter fight with Coors, through many grievances and complaints, the battle was won. It was a milestone for the local be­ cause it was the first real battle that had been fought by the membership since the 1957 strike. You could sense the pride that the entire membership felt when we finally won something. As the membership grew over the years and the members began to file more grievances and fight back, man­ agement changed a little but still in­ sisted on complete loyalty, on its terms. More and more at that time, Coors management used the lie detector. When a disagreement came up between a supervisor and a worker regarding a disciplinary case, management would call upon the lie detector. A supervisor suspecting one or more workers to be .v.v.v.*.v. : guilty of "horse play" would threaten or call upon the lie detector. The lie de­ tector was and is a "God" to Coors. Its use and results—although not accepted in courts—were and are law at Coors. The lie detector was well ingrained within the contract. Coors insisted upon its inclusion as part of the arbitra­ tion procedure. Under the arbitration provision Coors could require any wit­ ness to take a lie detector test; re­ fusal to do so made the testimony of that witness inadmissable. The lie detector is also contained within the contract under the title of "general provision," which states that Coors "may require any employee to submit to a lie detector test for: (1) suspected sabotage; (2) willful destruction of the employer's property, willful destruction or misappropriation of the property of the employer or other employees; (3) gross negligence. Being a shop steward, member or officer of the Brewery Workers under this contract was very frustrating. Ironically, although Coors demanded complete loyalty from every worker, it had no loyalty to the workers. Management had no hesitation in playing favorites in job assignments, shifts, disciplinary action, and so forth. In 10 years of working in the brew­ ery and three years as the business rep­ resentative-sec.-treas. for the Brewery Workers, Coors maintained the same attitude, that of the paternalistic father who knew better than anyone what was best for his employees. Once he had determined what he felt was fair, there could be no questioning of his decision. The Adolph Coors Co. believes that the only proper role of a union is to assist the company in making a profit. During negotiations in the 1960s, when — the local was extremely , weak and helpless, Coors spokesmen would taunt the union: "If you don't like our proposal, why don't you strike?" Then they would laugh, knowing full well there would be no strike. It was during the 1968 negotiations that Coors management made a statement that best defines its attitude towards workers. They said; "We buy our help, like we buy our barley.** During the 1960s Coors mailed a publication to its employees called "News in a Nutshell," a paper filled with hatred for minorities, unions and any politician that has anything td do with them. The publication gave a good example of Coors attitude and think­ ing. In 1967 the American G.I. Forum, a Mexican-American organization made up of veterans, began a boycott of Coors beer. Their reason was Coors refusal to hire minorities. Many other MexicanAmerican organizations joined the boy­ cott. Ironically, Coors was to become the number one beer among MexicanAmericans in California. Because of the company's success ir breaking unions and the failure of pre­ vious boycotts, Coors management be­ came very arrogant. When the subject of a strike or boycott came up in nego­ tiations, the Coors people would al­ ways laugh at us, dare us to strike and stated many times to "go ahead and boycott," adding that it was free adver­ tising and would increase their sales. Coors has always boasted about spend­ ing less money for advertising than any other brewery. When the union would protest in negotiations constitutional rights being taken away by regressive contract language, Coors would always reply that "you have the constitutional right not to work for Coors." The most obvious of constitutional and privacy violations is the company's use of the lie detector, and contract language that denies freedom of speech off as well as on the job, like the clause forbidding "making disparaging re­ marks about the employer or the em­ ployers products, or any words or deeds which would discourage any per­ son from drinking Coors beer." To do so is cause for "immediate discharge." We fared better in our negotiations of 1974 than at any lime in the past. We were able to obtain straight shifts for those departments voting 60 per­ cent or more in favor of them. Straight shifts had been a major goal of the local for over 10 years. We also obtained a shift differential of 4 percent and 6 percent of a member's hourly wage for working the swing and graveyard shifts respectively. We obtained a dental plan for the first time. Also, we were able to lock into writing a guarantee of one double-time paid Sunday per month" and picked up time-and-one-half for those required to work weekdays of a long weekend. At the same time, though, we were forced to accept even harsher language under the discipline and discharge sec­ tion. Coors' policies, practices and our contracts have always been geared to full production. Coors has never to my knowledge had to cut back its produc­ tion. But in 1975, when Coors decided to bust Local 888 of the Teamsters in Oakland, Ca., they were faced with another boycott of their now famous brew. This time the boycott had an effect. Coors was forced to lay off employees. And lay off they did! Over 150 workers were laid off during the year. Workers were reduced in classification, trans- • ferred from department to department and total ehaos ensued. Coors violated the contract several times each lay off, reduction and trans­ fer. Women were upset by always being laid off, transferred or redueed first because of low seniority. The reason they had low seniority was because Continued on Page 32 May 1978 / LOG / 31 �Coors: With a Lie Detector Strapped to Your Body Continued from Page 31 Coors refused to hire women until 1971. They also refused to build restroom facilities for women for two years after that. Many minorities were angered by the lay offs as well, because of their low seniority. Regardless of Coors' claims to be a fair employer, they had only begun to hire minorities to any degree in the early '70s, and only after many charges had been filed against them. Consequently, blacks, Chicanos and women had low seniority. Because of the lay olTs, some sections of the contract were used for the first time. Some of this language was to the local's benefit, and for the first time Coors felt they didn't have total con­ trol over us. Discrimination by Coors Much attention has been given to Coors discriminatory attitude towards minorities. I witnessed more discrimination against women by Coors than any other group. They were the very last to be hired, the first fired and discriminated against daily on the job. Small, frail women in many cases were required to do some of the heaviest and dirtiest work as a way for the company to fire them for being unable to do the work. Many were required to swing big heavy industrial mops for an entire shift. At first the women wouldn't com­ plain. They were on probation for six months and the union couldn't file a grievance for them until they became election that requires 75 percent of the eligible members of a bargaining unit permanent employees. Once the situa­ to vote in favor of "union shop" before tion became unbearable for these a local can legally negotiate the issue at women they were faced with either cor­ the bargaining table. recting it or quitting. They then began coming to the union for help. When this issue was initially dis­ cussed between the company and the When we protested the treatment of union, Coors said they would not call the women to the Coors personnel de­ for an election. Later that fall, during partment, we were told that, "if women contract negotiations, Coors demanded were going to be paid a man's wage, by that the local union go through the elec­ God they were going to do a man's tion. We were prepared for the double work." Many were required to move 55 cross. The preceding July the AFLgallon drums filled with broken glass. CIO assigned me to assist Local 366 Some of these barrels weighed over 200 with the "peace act" election. The key pounds. There are many men who to winning was getting the membership couldn't do that type of work, either, to the polls. but that didn't matter to Coors. There Coors worked very hard to persuade were many jobs that women could do, the membership to vote against the but never got the chance if they union shop. Bill Coors held meetings couldn't do what Coors called "a man's which he paid the employees to attend. work." In these meetings Coors would explain By 1975 and 1976 the local had de­ that a union wasn't necessary at Coors. veloped an education committee, a He sent letters to the members' homes blood-bank program, and an entertain­ encouraging them to vote against the ment committee, and the local became union. very active in politics. The election was held during Christ­ In 1976 the Colorado Supreme mas week of 1976 and the union won, Court ruled that the old Colorado La­ with 92.4 percent of those in the unit bor Peace Act of 1943 was valid. The favoring a union shop and with 96.8 Communications Workers had sued percent of the total unit voting. Mountain Bell Telephone Co., after the Management was surprised and dis­ union had negotiated an agency shop appointed with the election results. clause which Mountain Bell refused to When the local returned to the bar­ honor. gaining table it was obvious that Coors For unions in the state, the court de­ sought even more control over the cision threatened every "union shop" membership than they had in previous eontract—including ours, since, under years. Coors wanted to expand the use the long-dormant law, a union is re­ of the lie detector, strip seniority rights, quired to go through a state-conducted impose forced physical examinations, eliminate the shift differential and weaken the discrimination clause. In essence what Coors wanted was for the Brewery Workers to sign a con­ tract giving away all rights on the job and giving total and complete control to Coors. A vote was held in January, 1977 to reject the final proposal and strike, with the time to strike to be called by the negotiating committee. The results of the strike vote were 1,152 to strike and 8 abstentions. Not one member voted for the con­ tract. The negotiating committee returned to the bargaining table only to be met with a "take-it or leave-it" attitude by Coors. Then on February 7, 1977 Coors offered what they called their "last and final proposal." However, the language promised and the language proposed at the table were different. HEY! The Federal Mediation & Concilia­ tion Service was called in to no avail. On April 4, 1977, one last futile at­ tempt by the Brewery Workers was made to reach an agreement with Coors. Coors refused to budge. Strike CaUed On April 5, 1977 at 10:00 a.m. a strike was called and picket lines were placed around the giant brewery. Coors went to work immediately to break the strike. Both Bill Coors and his brother, Joe, who finances many right-wing, anti-union groups, went on television, radio and to the press to an­ nounce that the membership had bet­ ter return to work or face "permanent replacement." Because Coors is selfinsured, all medical and hospitalization coverage was cut off. Coors sent a battery of letters to the homes of strikers attacking the AFLCIO and the local union and telling workers they were being replaced. In some of these letters Coors de­ nounced the officers of Local 366 be­ cause they used "labor principles" at the bargaining table instead of helping management with the "operational problems of the brewery." Twelve days after the strike began the AFL-CIO endorsed a nation-wide boycott of Coors beer. Boycott head­ quarters were set up in Oakland and Los Angeles. Boycott teams were sent into both these areas. At the beginning of the boycott, Coors publicly scoffed at President Meany's announcement of the AFL-CIO sanctioned action. However, a few months later when Coors beer sales began to plunge, Coors stopped laughing and went to work ex­ panding his sales territory, taking full page ads to attack the brewery work­ ers, hiring a public relations firm to publish his TV and radio advertising. Many groups have had a tremendous impact in cutting Coors sales, but none are more important than the striking members of Brewery Workers Local 366 who have gone into the field to fight this most important struggle. The story of Brewery Workers Local 366 has been one of tragedy and hope. With support and assistance now, Coors workers can win a victory that will affirm their human rights and dig­ nity. As President Meany has said, "This is a boycott for human rights." It is a boycott to show Coors that the Bill of Rights doesn't stop at the plant gate. Add 2 More to the Family Are you going to stay down there on your hands and knees all your life? Get up out of the grease spills. Come to HLS. Take the FOWT course. Earn your rating. Make more money. FOWT Course starts July 10 To enroll, see your SlU Representative or contact: Vocational Education Department Harry Lundeberg School Piney Point, Maryland 20674 Phone: (301) 994-0010 32/ LOG / May 1978 Brother Frank Seibel says it was no surprise to him (although he says it ap­ parently was to a lot of other people) when twin daughters were born to him and his wife on Jan. 2. Weighing 5 lbs. 7 oz. and 5 lbs. 10y2 oz. respectively, are Holly on the left and Heidi on the right. The twins join their two older sisters,' Leanna (far left) who will be seven on June 20 and Heather who is four years old. Seafarer Seibel lives with his wife, Denise, and their daughters in Reynoldsville, W. Va. He joined the SlU in 1966 and sails as an AB. �Pensioner Joseph R. Hubert, 70, died of a brain tumor in the Resthaven Nurs­ ing Home, Bremer­ ton, Wash, on Mar. 6. Brother Hubert joined the SIU in the port of Seattle in 1957 and sailed as a chief electrician. He sailed 39 years. Seafarer Hubert was a veteran of the U.S. Navy. A native of Savannah, Ga., he was a resident of Port Orchard, Wash. Cremation took place in the Bleitz Crematory, Seattle. Surviving is his widow, Elizabeth. Pensioner Florian R. Kaziukewkz, 56, died of arteriosclero­ sis in the San Fran­ cisco USPHS Hos­ pital on Jan. 25. Brother Kaziukewicz joined the SIU in 1946 in the port of New York and sailed as a chief steward. He sailed 35 years. And he hit the bricks in the 1965 District Council 37 beef. Seafarer Kaziukewicz was a World War II veteran of the U.S. Army. He also upgraded at the HLS. A native of Ash­ land, Wise., he was a resident of Chi­ cago, 111. Cremation took place in the Evergreen Cemetery Crematory, Oak­ land, Calif. Surviving are his mother, Felecia of Ashland and a sister, Mrs. Aime Riley of Chicago. Pensioner Charles M. Kellogg, 77, passed away on Jan. 19. Brother Kellogg joined the SIU in 1938 in the port of New York and sailed as a bosun. He sailed 48 years. Seafarer Kellogg broke his elbow when a World War II torpedo blasted his ship, the SS Catahoula (Cuba Distillery). Born in New York, he was a resident of Aber­ deen, Wash. Surviving are a sister, Mary of Washington, D.C., and a nephew, Morgan of Stratford, Conn. Samuel J. Langham, 69, died last year. Brother Langham joined the SIU in 1940 in the port of Baltimore and sailed as an AB. He sailed 31 years, was a mem­ ber of the ISU, and helped to organize the Grand Island (La.) oil rigs. Seafarer Langham was born in Alabama and was a resident of Robertsdale, Ala. Surviving is a brother, Ernest of Pt. Clear, Ala. Pensioner Chris A. Markris, 54, died of a heart attack in the Mobile Infirmary on Jan. 18. Brother Mar­ kris joined the SIU in ^ the port of Mobile in / 1951 sailing as a ' cook. He was a vet­ eran of the U.S. Army in World War II. Seafarer Markris was born in Mobile and was a resident there. Burial was in Magnolia Cemetery, Mobile. Surviving are his parents, Mr. and Mrs. Aleck Markris; a brother, Zackarias (Jack); a sister, Mrs. Daphne Zavros, and a niece, Adrianne Markris, all of Mobile. Raymond B. Bryne died on Mar. 13. Brother Bryne last sailed on the SS Tamara Guilden (Transport Commer­ cial) in 1965. He was a resident of New Orleans. Lester E. Miles, 42, died on Dec. 1, 1977. Brother Miles joined the SIU in the port of Norfolk in 1962 and sailed as a fireman - watertender. He sailed 17 years. Seafarer Miles was a veteran of the U.S. Army in which he was a PFC auto-truck mechanic. Born in Akron, Ohio, he was a resident of Bayamon, P.R. Surviving are his wid­ ow, Julia, and his parents, Mr. and Mrs. E. L. Miles of West Richfield, Ohio. Frank Naklicki, 62, died of a heart atm, \ tack on the ST Overf 1^ seas Ulla (Maritime Overseas) while at sea on Mar. 12. Brother Naklicki joined the SIU in 1944 in the port of New York and sailed as a chief steward. He sailed 35 years and walked the picket line in the 1965 District Council 37 strike, A native of Eastford, Conn., he was a resident of New York City. Surviving are his widow, Patricia and his mother, Lena of Eastford. Eugene A. Reed, 59, died on Dec. 13, 1977. Brother Reed joined the SIU in • 1942 in the port of New Orleans and sailed as an AB. He sailed during World War II. Seafarer Reed was also a World War II veteran of the U.S. Navy. Born in Whittier, Calif., he was a resident of La Pine, Ore. Surviving is his widow, Frances. James R^an, 80, passed away on July 3, 1977. Brother Re­ gan joined the SIU in the port of Hous­ ton in 1960 and sailed as a firemanwatertender. He sailed 25 years. And he was a World War I veteran of the U.S. Navy. A native of New York City, he was a resident of New Orleans. Sur­ viving is a daughter, Johnnie Ruth of Port Arthur, Tex. WUlie Slater, Jr., 42, died on Mar. 23. Brother Slater joined the SIU in the port of Mobile in 1957 and sailed as a chief stew­ ard. He sailed 28 years. Last year he was on the Sea-Land Shoregang in San Francisco. Seafarer Slater was a veteran of the U.S. Air Force. A native of Prichard, Ala., he was a resident of Livermore, Calif. Surviving are his widow, Lydia; five sons. Van, John, Larry, Willie and Alphonse, and three daughters, Rosie, Julie and Gail. Paul J. Rehberger, 51, died on Feb. 26, 1976. Brother Rehberger joined the SIU in 1945 in the port of Buffalo, N.Y. and sailed as an AB and bosun on the East and West Coasts for 17 years. He sailed as a first mate from 1970 to 1976. Laker Rehberger was also a lyricist songwriter. Bom in Lebanon, III., he was a resident of Cypress, 111. Surviving are his widow, Rita; a daughter, Lisa, and his mother, Mrs. Ralph Rehberger of Lebanon. Charles E. Smith, 55, died of lung fail­ ure in the New Or­ leans USPHS Hos­ pital on Feb. 19. Brother Smith joined the SIU in the port of _ New York in 1961 and sailed as a QMED which he earned at Piney Point in 1976. He sailed 32 years. Seafarer Smith was a World War II veteran of the U.S. Navy. Born in Orange CityBonifay, Fla., he was a resident of Orange City. Burial was in Oakdale Cemetery, Deland, Fla. Surviving is his father, Simon of Orange City. Douglas L. Smith, Sr., 48, died of heart failure in the Balti­ more City (Md.) Hospital on Jan. 8. Brother Smith joined the SIU in the port of Baltimore in 1967 and sailed as a chief electrician and QMED. He graduated from the SIU-District 2 MEBA School, Brooklyn, N.Y. as a third assistant en­ gineer in 1969. Last year he studied welding at the HLS. He had been a rail­ road conductor and brakeman. And he was a veteran of the U.S. Army. A na­ tive of Dickerson, Md., he was a resi­ dent of Baltimore. Interment was in Westview Cemetery, Elicott City, Md. Surviving are two sons, Douglas and Daniel of New Carrollton, Md. Theodores Spanos, 52, died in February. Brother Spanos joined the SIU in the port of New York in 1970 sailing as afireman-watertender and pumpman. He sailed 24 years. Seafarer Spanos attended the School of Marine Engineering, Brooklyn, N.Y. from 1969 to 1970. From 1944 to 1949, he was in the Greek Navy. Born in Piraeus, Greece, he was a resident of New York City. Surviving are his widow, Ursula; a son, George, and a daughter, Chrisoula. Alonzo D. Sistrunk, 70, passed away last year. Brother Sistrunk joined the SIU in 1947 in the port of Baltimore and sailed as a chief steward. He sailed 46 years. Seafarer Sistrunk was a veteran of the U.S. Marine Corps in the early 1920s. Born in Mississippi, he was a resident of San Francisco. Surviving are his widow, Margrete of Covington, La.; two stepsons, William R. and Richard R. Craven; three stepdaughters, Libba S., Jennifer R. and Elizabeth Craven; a brother, O.K. Sistrunk of Jackson, Miss.; a nephew, Kenneth Sistmnk of Cleveland, Tenn., and a niece, Donna Sistrunk. Pensioner Geoige T. Sturgis, 77, died of lung failure in the Norfolk USPHS Hospital on Dec. 18, 1977. Brother Sturgis joined the Union in the port of Norfolk in 1960 and sailed as a chief engineer for McAllister Brothers from 1951 to 1965 and for the Chesapeake and Ohio Railroad from 1950 to 1951. A native of Virginia, he was a resident of Norfolk. He was a veteran of the U.S. Navy in World War I. Interment was in Forest Lawn Cemetery, Norfolk. Sur­ viving are his widow, Mary, and a son, Edward. Raymond Ruppert, 53, died on Feb. 27. Brother Ruppert joined the SIU in 1943 in the port of New York sailing as an OS and cook. He walked the picket line in the 1961 Greater N.Y. Harbor strike and in many other Union beefs. Seafarer Ruppert was a World War II veteran of the U.S. Army. Born in New York, he was a resident of Brooklyn, N.Y. Surviving arc three sisters, Mrs. Eleanor Eisner of Brooklyn, Mrs. Adelaide Mihalchik of Astoria, Queens, N.Y., and Mrs. Belle A. Elukowicz of Massapequa Park, L.I., N.Y. Pensioner Casimir Szymanski, 62, died of lung failure in Pennsylvania Hospi­ tal, Philadelphia on Feb. 23. Brother Szymanski joined the SIU in 1947 in the port of Philadelphia sailing as a chief cook. He sailed 37 years. Seafarer Szymanski was a veteran of the U.S. Army. Born in Philadelphia, he was a resident there. Surviving are his mother, Eleanor; a brother, Mat­ thew of Parkerstown, N.Y., and two sisters, Mrs. Theodora Dobozinski of South Plainfield, N.J. and Mrs. Eleanor Mills of Morrisville, Pa. Pensioner James R. ^ Williams, 61, died on •^ Mar. 17. Brother ^ ' Williams joined the SIU in the port of New Orleans in 1955 and sailed as a fireman-watertender. He sailed 29 years. Sea­ farer Williams was a World War II vet­ eran of the U.S. Air Forces. A native of Laurel, Miss., he was a resident there. Surviving are his mother, Mary; a sis­ ter, Mrs. Alatha M.W. Simmons, and a nephew, Leroy Simmons, all of Laurel. F Pensioner Leonard L. Gorden, 73, died of lung cancer on Feb. 11. Brother Gorden joined the SIU in 1944 in the port of Philadelphia and sailed as a bosun. He sailed 31 years. Seafarer Gorden was a veteran of the U.S. Army in World War II. Born in Norway, he was a resident of Slidell, La. Interment was in Forest Lawn Cemetery, Slidell. Surviving are his widow, Railda; a son, Leonard, both of Santos, Brazil, and a godchild, Gina R. Collins of Gretna, La. Pensioner Malcolm J. MacDonald, 76, passed away on Mar. 6 in Bacanal, Isle of Lewis, Scotland. Brother MacDonald retired from the SIU in 1967. He sailed 42 years. Seafarer MacDonald was a native of Scotland. Burial was in Scotland. Surviving are a brother, An­ gus of Glasgow, Scotland; two nieces, Marion MacLeod and Christiana Mac­ Donald, both of Stornoway, Scotland and a cousin, John MacDonald of North Bragar, Stornoway. May 1978 / LOG / 33 �The Mississippi River allows the biggest tows and some of the most complicated barge maneuvers on the inland waterways. Making it all look easy here is Na­ tional Marine Services' 4,300 hp. National Gafeway with ammonia barges in tow. Barging on the MississippiThis story is the fourth in a regular fea­ ture on SW-contracted towing companies. The feature is designed to provide SiV Boatmen with more knowledge of their in­ dustry^ and to give all SlU members a closer look at the job opportunities on the inland waterways. Last month an SIU crew took the National Glory and her tow of two 300-ft., 31.000-ton barges over the Chain of Rocks, a treacherous channel in the Mississippi River that hadn't been navigated in 20 years. The National Glory's crew is one of the top to bottom SIU crews that work for National Marine Service, Inc. of St. Louis, Mo. And they are among the reasons why the company president, David Wright, says, "Our greatest source of pride is in the people of National Marine. They are a thoroughly competent, resourceful and technically skilled group of people." But the National Glory's crew and their SIU brothers at National Marine are content to be known by one word—rivermen—a proud breed of boatmen who closely identify with the vast net­ work of Western Rivers that provides their live­ lihood. Like the rivermen they rely on, river companies are a unique part of the towing indu.stry. And their unique qualities are .shaped by the River it­ self. The Mississippi River system allows the big­ gest tows and demands the most complicated barge maneuvers in the industry. It is also one of the country's greatest natural resources for com­ mercial growth. Began on Lakes William Creelman, executive vice president of SIUcontracted National Marine Services and president of its transport division, is a strong supporter of the Lundeberg School. National Marine grew along with the barge in­ dustry's advances on the River, but it didn't start out there. This river company began on the Great Lakes in 1927 as Lake Tankers Corp. with a single tanker and offices in New York City. Then as now, the company's main business was transporting bulk liquids. Its tanker service ex­ panded to the Lakes, the New York State Barge Canal and the East Coast. But when the oil and chemical business started to move from the con­ centration of customers on the East Coast to the Gulf, Lake Tankers moved—and changed—along with it. Barges were added to the fleet in 1935 on the Mississippi and in 1943 on the Gulf Coast waterways. This was the period when the barge industry reclaimed and surpassed the prominence that the Mississippi River steamboats had lost to the rail­ roads in the 19th century. The introduction of the diesel-powered towboat in the 1930's enabled the transport of bulk commodities in quantities that had never been possible before on the inland waterways. And by 1939, major work was com­ pleted on the extensive system of locks and dams that tamed the Mississippi for far-reaching naviga­ tion. Lake Tankers expanded with the rebirth of river commerce and changed its name to fit its more widespread role in water transportation. Like the beaver which is the company trademark. National Marine Service went to work on the fivers and left its mark there. 17 Towboats It set up corporate headquarters in St. Louis in 1966 and today provides transport throughout 14,000 miles on the Mississippi system and the Gulf Intracoastal Waterway. The tankers have been sold, but National Marine now does the job of carrying bulk liquids with a fleet of 17 towboats and 121 barges. When the SIU organized National Marine in 1960, the company's fleet was less than half that size. The Union and the company have grown to­ gether and now serve more than 130 customers in the chemical, fertilizer and petroleum industries. The way they do it illustrates what river towing is all about. National Marine's boats range from 700 hp. to 4,300 hp. and its barges from 1,200 tons to 3,200 tons. The smaller barges measure 100 feet long by 50 feet wide and the larger are 298 feet by 54 feet. The wide size range gives the fleet the flexibility that the rivers demand. National Marine's main run from Corpus Christi, Tex. to Chicago is a good example. Since the Gulf Intracoastal Canal has a maximum width of 125 feet, the first leg of the run is limited to tows one barge wide. One of the smaller horse­ power towboats takes up to five barges on the Canal to Baton Rouge, La. Between Baton Rouge and St. Louis, the Mis­ sissippi opens up to over 1,000 feet wide at some points. A larger boat takes over at the beginning of this stretch with a typical tow of eight 20,000 ton barges, four barges wide. 34 / LOG / May 1978 J �National Marine spearheaded development of methods for transporting anhydrous ammonia, a fertilizer. Two of its ammonia barges are shown here loadinq at a fertilizer plant in Louisiana. National Marine Does the Job i i But the tow has to be broken up to pass through locks above and below St. Louis before it con­ tinues with a smaller boat up the Illinois Waterway to Chicago. Must Swap Tows What all this means is a looping series of runs in which the boats constantly swap tows and turn around to meet the next section of the run. It means complex scheduling coordinated with Na­ tional Marine di.spatchers in Houston and New Orleans. And it means rivermen capable of carry­ ing out these changing maneuvers, from the cap­ tains to the tankermen who walk the rows of barges and are directly re.sponsible for their secure connections. The Corpus Christi to Chicago run takes about 15 days. But delays at the locks above St. Louis are a major problem. Almost all of these locks on the Mississippi are too small for the large tows on the River today. Double locking, that is, breaking up the tow and going through the locks in two sections, takes about one-and-one-half hours. Moreover maintenance and repairs on the locks create even bigger back-ups. When the National Glory went over the Chain" of Rocks, she avoided a ihree-day wait on the Chain of Rocks Bypass Canal that leads into Lock 27, one of the key locks on the River near St. Louis. Trying out special ways of doing things on the rivers is nothing new for National Marine. In 1970 a National Marine boat set a record for mov­ ing the largest single shipment of anhydrous am­ monia on the inland waterways—eight 20,000 ton barges of this fertilizer. The company also introduced the first double skin, all aluminum tank barge for nitrogen fer­ tilizers, acids and other chemical cargoes. In the 1940's it designed the first retractable pilot house used on the New York State Barge Canal. More recently it designed the first controllable pitch propellers on a towboat. Keeping pace with technological advances in the industry is as much of a challenge for rivermen as the River itself. And William Creelman, execu­ tive vice-president of National Marine, and presi­ dent of its transport division, believes that the Harry Lundeberg School is the way to meet this challenge. Company policy is to hire only tankermen who have trained at the School, he explained. Six steersmen recently went to work for the company after getting their towboat operator licenses at the School. They can expect to move up to pilot with­ in six months, Creelman said. Moreover, National Marine encourages its long term pilots and cap­ tains to go to the School for refresher courses. Capt. Irvin Gros, a former National Marine cap­ tain, is now the boat handling instructor for the HLS Inland Training Program. National Marine has good reason to plan for the future. Although it is over half a century old, it hasn't stopped growing. Fourteen new barges are on order and long range plans will create even greater expansion. Creelman explained that the company hopes to enter ocean and coastwise barging which is ex­ panding rapidly in National Marine's old home, the East Coast. "We see our absence from the Lakes and the East Coast as strictly temporary," he said. "We'll be back." ' m v>i-- ; fV ...... I 0 • *I idfi •• • The National Voyager \s one of 17 towboats in National Marine's fleet. All are manned top to bottom by the SlU. The company has 121 barges that carry a wide range of bulk liquids, including oil, chemicals, and fertilizer. May 1978 / LOG / 35 �i HLS UPGRADING CLASS SCHEDULE 1978 Belotc is complete list of all upgrading courses, and their starting dates, that are available for Sill members in 1978. These include courses for deep sea,.Great Lakes and inland waters. Sill members should be aware that certain courses may be added or dropped from the schedule as the need arises. However, the Log tvill try to keep you abreast of these changes. For further information regarding the courses offered at the Lundeberg School, members should contact their local SW representative, or write to the Lundeberg School Vocational Edu­ cation Department, Piney Point, Md. 20674. or call the School at (301) 994-0010 I LNG QMED June 26 July 24 August 21 September 18 October 16 November 13 December 11 Towboat Operator Western Rivers August 7 Towboat Operator Inland & Oceans August 28 Mate & Master September 25 Chief Steward (maximum 1 student per class) June 26 July 24 August 21 September 18 October 16 November 13 December 11 Chief Cook and Cook & Baker (maximum 2 students for Chief Cook and 2 students for Cook & Baker for each class scheduled) June 12 June 26 July 10 July 24 August 7 August 21 September 4 September 18 October 2 October 16 October 30 November 13 November 27 December 11 December 22 October 2 FOWT July 10 August 31 October 16 November 23 Pumproom, Maintenance & Operation October 9 Maintenance of Shipboard Refrigeration Systems June 2 Diesel Engineer July 31 Welding June 12 June 26 July 10 July 24 August 7 August 21 September 4 September 18 October 2 October 16 October 30 November 13 November 27 December 11 December 22 he f. Assistant Cook Special Programs to be Set Up Upon Request /•V n Lifeboat and Tankerman Able Seaman June 12 July 10 August 17 September 18 November 13 Quartermaster October 16 36 / LOG / May 1978 June 8 June 22 July 6 July 20 August 3 August 17 August 31 September 14 September 28 October 12 October 26 November 9 November 24 December 7 December 21 �A Few Hundred More Meals^ He'll Be a Chief Steward Training at the Lundeberg School means the diflFerence between a promis­ ing career and just another job. Sea­ farer Chris Hagerty has a career that began at HLS two years ago and is still progressing. He is 24-years-old and works as a chief cook out of the port of Houston. In 1976, Brother Hagerty attended the basic vocational program at the Lundeberg School. While in this pro­ gram he enrolled in the Third Cook Program. He said, "I learned the basics of cooking while in the program. It has improved so much since that time. The actual work experience helps the stu­ dents to learn by doing. And I'm sure that the program will keep on improv­ ing." After graduating from Class No. 199 at HLS, Seafarer Hagerty's first job was on the USNS Potomac. "I stayed on this vessel for seven months," he said. Brother Hagerty then returned to HLS for his cook and baker endorse­ ment. He said, "the baker program was really great. I enjoyed myself and learned a lot. The baker course is one of the best at HLS in the steward de­ partment." With the knowledge he gained from this program. Brother Hagerty got his first baker's job. "I had no problem," said Chris. After working for a while, he re­ turned to HLS for the LNG Course and was a member of the first crew aboard the LNG Aquarius. He said, "I liked the LNG vessel and I learned a lot while aboard her. I worked under two very good stewards and the equipment in the galley was quite modern." SlU VP Gets Randolph Award Chris Hagerty SIU Gulf Area Vice President Lindsey J. Williams (2nd right) receives the New Orleans A. Philip Randolph Institute Award recently at a testimonial banquet in his honor. The award was for his contributions to maritime labor, to educa­ tion, and to politics. At the presentation were (I. to r.): Lena Craig Stewart, banquet chairwoman; Louisiana Rep. Johnny Jackson, Jr., and Willie H. Mont­ gomery, staff representative of the AFL-CIO. Also at the dinner was Congresswoman Lindy Boggs (D-La). Among the Institute's goals are voter registration arid political participation in the black community. KNOW YOUR RIGHTS Notke to Members On Job Call ProteJure When throwing in for work dur­ ing a job call at any SIU Hiring Hall, members must produce the following: • membership certificate • registration card KNOW YOUR RIGHTS FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommenda­ tions^ Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All-trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various tnrst funds. SHIPPING RIGHTS. Your shipping rights and senior­ ity are protected exclusively by the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board by certified mail, return re­ ceipt requested. The proper address for this is: Frank Drozak, Chairman, Seafarers Appeals Board 275 - 20th Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board, CONTRACTS. Copies of all SIU contracts are avail­ able in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU Brother Hagerty felt comfortable work­ ing on the LNG Aquarius. "Actually I got more sleep on the LNG vessel than I did on a tanker because I felt it was safe. The LNG vessels are not the big hazard that everyone is saying that they are," he commented. Recently, Seafarer Hagerty com­ pleted the Chief Cook Program at the Lundeberg School. "In this program I learned how to prepare main dishes. I had actual experience in the HLS gal­ leys and commissary," he said. Improving his education and being a member of the SIU are two very im­ portant things in Seafarer Hagerty's life. After completing the Chief Cook Course, he attended the "A" Seniority Upgrading Class. He has plans of at­ tending the Welding Course in May to have as he said, "a basic knowledge of welding so that I can do minor repairs." As soon as he gets the required seatime. Brother Hagerty wants to return to HLS for chief steward. Hagerty regards HLS as a key factor in his career growth. In the two years since he completed the basic vocational program, he has advanced steadily as a professional Seafarer. "The Lundeberg School is a great place. It provides a way to get started in the industry and is a great way to get ahead." • clinic card • seaman's papers INLAND KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGA­ TIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its con­ tents. Any time you feci any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. iHiiniifliiiniiiiiiiniiiiiiifliiiiiiiiiiii[iiiiiijiiiiiiiiiijiiiiiiiiiiiiiiiiiiiiiiiiiiijiH^ patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY —THE LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circum­ stances should any member pay any money for any reason unless he is given-such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to Union headquarters. EQUAL RIGHTS. All members are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no member may be discrimi­ nated against because of race, creed, color, sex and na­ tional or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify Union headquarters. SEAFARERS POLITICAL ACTIVITY DONATION -SPAD. SPAD is a separate segregated fund. Its pro­ ceeds are used to further its objects and purposes includ­ ing, but not limited to, furthering the political, social and economic interests of maritime workers, the preservatitm and furthering of the American Merchant Marine with improved employment opportunities for seamen and boatmen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contribution may be solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as a con­ dition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Sup­ port SPAD to protect and further your economic, poli­ tical and social interests, and American trade union concepts. If at any time a member feels that any of the above rights have been violated, or that he has been denied his constitutional right of access to Union records or infor­ mation, he should immediately notify SIU President Paul Hall at headquarters by certified mail, return receipt requested. The address is 675 - 4th Avenue, Brooklyn, N.Y.11232. May 1978/ LOG / 37 �fri Greg Hamilton I. f Seafarer Greg Hamilton, 22, is a 1972 trainee grad­ uate of the Harry Lundeberg School (HLS) Finey Point, Md. He upgraded to AB there this year. U pgrader Hamilton has his firefighting, lifeboat, and cardio-pulmo­ nary resuscitation tickets. Born in Cali­ fornia, he is a resident there and ships out of the port of San Francisco. DON'T UPGRADE AT HLS, IT WON'T MAKE ANY DIFFERENCE. Robert Ivanauskas Bruce Swisher Seafarer Bruce Swisher, 22, grad­ uated from HLS in 1975. In 1976, he upgraded to fire­ man - watertender there and to QMED this year. He has all his tickets for firefighting, lifeboat, and cardio-pulmonary resuscitation. Born in Seattle, he is a re.sident there, and ships out of that port. Seafarer Robert Ivanauskas, 24, graduated from the HLS in 1973.He up­ graded to firemanwatertender there in 1976 and to QMED in 1978. Upgrader Ivanaus­ kas has the firefight­ ing, lifeboat, and cardio-pulmonary re­ suscitation tickets. He was born in Havre de Grace, Md., lives in Bel Air, Md., and .ships out of the port of New York. Chris Hagerty Glenn Bumpus Seafarer Chris Hagerty, 24, is a 1976 grad of the HLS. He upgraded to cook and baker in 1977 and to chief cook in 1978. Upgrader Hagerty has firefighting, life­ boat, and cardio­ pulmonary resuscitation tickets. A na­ tive of Denver, Colo., he resides and ships out of the port of Houston. Seafarer Glenn Bumpus, 23, is a 1973 HLS grad. This year he up­ graded to QMED there. He has earned his firefighting and lifeboat tickets. Up­ grader Bumpus was born in Seagraves, Tex., resides in Galveston, and .ships out of the port of Houston. Dougal Young Seafarer Dougal Young, 22, grad­ uated from the Lundeberg School in 1974. Last year he upgraded to AB at the School. He holds firefighting and lifeboat tickets. Upgrader Young is a native of Sacramento, Calif. He re­ sides and ships out of the port of San Francisco. John Dierenfeld Seafarer lohn Dierenfeld, 22, up­ graded to AB at the HLS this year. He graduated from the School in 1975. Upgrader Dieren­ feld has his fire­ fighting, lifeboat, and cardio-pidmonary resuscitation tickets. Born in Iowa, he lives in the port of New Orleans and ships out from there. 38/ LOG / May 1978 Kevin Cooper Seafarer Kevin Cooper, 26, com­ pleted the HLS Trainee Program in 1969. He's been sailing as a firemanwatertender since he finished the up­ grading course at Piney Point in 1972. Upgrader Cooper has got his lifeboat, cardio-pulmonary resuscitation, and firefighting tickets. He was born in New York City, re.sides in San Diego, Calif, and ships out of the port of Wilming­ ton. UNTIL YOU OPEN YOUR WALLET. It's this simple—an AB earns more than an Ordinary. Getting your AB ticket is almost as simple. Come to HLS and take the AB course, it starts on July 10. To enroll, see your SlU Representative or contact: Vocational Education Department Harry Lundeberg School Piney Point, Maryland 20674 Phone: (301) 994-0010 Ogden Willamette Committee Bob Laube Seafarer Bob Laube, 27, has been riding with the SlU since he graduated from the HLS in 1974. He returned to the School in 1977 to upgrade to fireman - watertender. He has the cardio-pulmonary resuscitation, fire­ fighting, and lifeboat tickets. Upgrader Laube is a native of Long Beach, Calif., lives in Newport Beach, Calif., and ships out of the ports of San Francisco and Wilmington. Listening to Chief Steward E. C. Cooper (far left) secretary-reporter of the ST Ogden Willamette (Ogden Marine) tell a sea story is the Ship's Committee of (I. to r.): Engine Delegate G. "Fuzzy" Brannan; Deck Delegate S. Parr; Steward Delegate Juan Gonzales, and Bosun J. R. Broadus, ship's chairman. The tanker paid off on Apr. 14 at Stapleton Anchorage, S.I.. N.Y. �t- » Donated $100 or More To SDAD Since Beginning' of 1978 The following SW members and other concerned individuals, 292 in all, have demonstrated an active interest in participating in political and legislative activities which are vital to both our job security and our social and economic welfare, by voluntarily donating $100 or more to the Seafarers Political Activities Donation (SPAD) fund since the beginning of 1978. (The law prohibits the use of any union money, such as dues, initiation fees, etc., for political activities. The most effective way the trade unionist can take part in politics is through voluntary political contributions. SPAD is the Union's separate segregated political fund. It solicits and accepts only voluntary contributions. It engages in political activities and makes contributions to candidates. A member may voluntarily contribute as he sees fit or make no contribution without fear of reprisal.) Eight who have realized how important it is to let the SIU's voice be heard in the Halls of Congress have contributed $200, one has contributed $300, one has given $500, and one $600. The Log runs the SPAD Honor Rolls because the Union feels that our political role must be maintained if the livelihoods of maritime workers are to be protected. (A copy of our report is filed with the Federal Election Commission and is available for purchase from the Federal Election Commission, Washington, D.C.) NOTE: Each month's SPAD Honor Roll contains the names of those individuals who have given $100 or more as of the last Friday of the previous month. Adams, W. Demetrios, J. Spencer, G. Raines, R. Adamson, R. Dengate, H. Stalgy, R. Randazza, L. Air, R. Di Domenico, J. Stearns, B. Ratcliffe, C. Diaz, R. Alcarin, G. Stravers, L. Reck, L. Hurley, M. Diercks, J. Algina, J. Newberry, H. Olson, F. Perez, J. Sucntic, S. Regan, F. Allen, E. Huss, P. Nihom,W. DiGiorgio, J. Paczkowski, S. Petak, P. Surrick, R. Reinosa, J. Novak, A. Doak, W. lovino, L. Allen, J. Pagano, J. Phillips, R. Swain, C. Reza, O. Oldakowski, E. Dobbins, D. Ipsen, L. Amat, K. Papuchis, S. Poer, G. Tanner, C. Richoux, J. Olds, T. Jacobs, R. Dolan, J. Ammann, W. Passapera, F. Pretare, G. Taylor, F. Roades, O. Olivera,W. Donnelly, M. Johnson, R. Anderson, D. Paulovich, J. Prevas, P. Terpe, K. Roberts, J. Jolley, R. Donovan, P. Anderson, E. Pelfrey, M. Thaxton, A. Rodriguez, R. Jones, C. Antlci, M. Domes, R. Thomas, F. Rondo, C. Jones, R. Drozak, F. Antone, F. Thomas, J. Royal, F. Kastina, T. Dryden, J. Appleby, D. Thorbjorsen, S. Rung, J. $600 Honor Roll Kenny, L. Ducote, C. Aronica, A. Tilley,J. Ryan, T. Dudley, K. Kirby,M. Atkinson, D. Sacco, M. Todd, R. Pomerlane, R. Dwyer, J. Kitchens, B. Aumiller, R. Sacco,J. Troy, S. Kizzire, C. Dyer, A. Babkowski, T. Salazar, H. Turner, B. Eschukor, W. Knoff, J. $500 Honor Roll Barnes, D. M. Sanchez, Uusciato, J. Evans, J. Bauer, C. Koflowich, W. SanFillippo, J. Vanvoorhees, C. Antich, J. Fagan, W. Beeching, M. Kowalski, A. San Fillippo, J. Velandra, D. Faitz, F. Bellinger, W. Kramer, M. Sapp, C. Vclez, R. $300 Honor Roll Fanning, R. Krittiansen, J. Berglond, B. Schabland, J. Vukmir, G. Fay, J. Lance, W. Bjornsson, A. Walker, T. Schatz, G. Chartier, W. Fergus, S. Lankford, J. Blackwell, J. Scheard, H. Ward, M. Fgi'sliee, R. Larkin, J. Schwartz, A. Bluitt, J. Webb, J. Filer, W. $200 Honor Roll Lee,K. Bluitt, T. Schwarz, R. Whifmer, A. Firtb, R. Bobalek, W. Leionek, L. Seagord, E. Wilhclmsen, B. Ahmed, F, Fletcher, B, Bonser, L. Lesnansky, A. Selzer, R. Williams, L. Bernstein, A. Florous, C. Bourgois, M. Lewin, A. Selzer, S. Wilson, C. Ellis, P. Foley, P. Boyne, D. Lewis, J. Shaw, L. Wolf, P. Hagerty, C. Frank, S. Brady, J. Libby, H. Siglcr, M. Wood, C. Kcragood, M. Frazier, J. Brand, H. Lindsey, H. Smith, B. Wright, A. Lombardo, J. Frounfelter, D. Brown, G. Lively, H. Smith, L. Wright, F. McCullough, L. Fuller, E. Brown, I. Loleas, P. Somerville, G. Wydra, R. Pow, J. Brown, I. Fuller, G. Long, L. Soresi, T. Yarmola, J. Furukawa, H. Bryant, N. Lunsford, J. Spady, J. Zai, C. Gallagher, L. Buccl, P. Macmberg, D. Speller, J. Zeloy, J. Gard, C. Buffinton, O. Malesskey, G. Gavin, J. Butcb, R. Mandene, S. George, J. Campbell, A. Mann, C. Gimbert, R. Csirr, J. Mann, J. Glenn, J. Carroil, J. Marchaj, R. SEAFARERS POLITICAL ACTIVIH DONATION Cavalcanti, R. Glenn, J., Jr. Martin, T. (SPAD) Cberup, N. Glidewell, T. MatbU, M. 675 FOURTH AVENUE BROOKLYN, N.Y. 11233 Cinquemano, A. Gobrukouieb, S. McCarthy, L. S.S. No.. Coffey, J. McNeely, J. Graham, E. ColierIII,J. McCartney, G. Grepo, P. Contributor's Name, .Book No.. Comstock, P. McCorvey, D. Grima, U. Address. Conklln, K. McElroy, E. Guillen, A. Cookmans, R. McKay, M. Hager, B. City .Zip Code .State. McKay, R. Corder, J. HaU, P. I acknowledge and understand that SPAD Is a separate segregated fund established and administered McKay, R. Costa, F. HalI,W. by my Union to engage In political activities and to make contributions and expenditures for candidates Costango, J. Meacbam, H. Hamblet, A. seeking political office and solicits and accepts only voluntary contributions, and I have the right to refuse to make any contribution without fear of reprisal. I may contribute such amount as I may volun­ Meffert, R. Hamilton, G. Costango, G. tarily determine and I herewith contribute the sum of $ . This contribution constitutes my Mollard, C. Craig, J. Hant, K. voluntary act and I am to to receive a copy of this receipt showing the amount of my contribution. A copy of SPAD's report is filed with the Federal Election Commission and is available for purchase from Crocco,G. Harris, W. Mongelli, F. the Federal Election Commission. Washington, D.C. Curtis, T, Hauf, M. Moore, J. Dallas, C. Morris, W. Haykes, F. Signature of Solicitor Port Dalman, G. Morrison, J. Heacox, E. Solicitor's No. $ Davis, J. Mull, C. Heniken, E. Debarrios, M. Murray, R. Higgins, J. DeChamp, A. Myers, H. Home, H. Delea, G. Houlihan, M. Nash,W. Del Moral, A. Hunter, W, Nelson, D. SPAD Honor Roll 1978 May 1978 / LOG / 39 �The educational opportunities at HLS for Seafarers are now better than ever. Our school has estab­ lished a new cooperative program with near-by Charles County Com­ munity College, Through this pro­ gram, every graduate of a course at HLS earns college credit for that course. This means that we can now earn college credits for the courses we take at HLS in two different ways. First of all, we can use the credits recommended by the American Council on Education at the school of our choice (see the December, 1977 Log for more information on this). And secondly, when we satis­ factorily complete a course at HLS, we receive credits toward an Associate Degree at Charles County Community College. Sea­ farers who want to could complete a certain number of courses at HLS and then attend college for sub­ jects like higher-level English and Math. We could receive an Associ­ ate Degree from the college, and the credits we got at HLS would count toward that degree just like the credits we earned right on the college campus. So, the SlU's belief in education is really paying off for all of us. American Seafarers have long been among the best trained maritime workers in the world. Now, through the efforts of the educators at HLS who believe in us so much, we are going to get the recognition we de- Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-CIO X8S^"MAY 1978 learning operated for the benefit of to grow to meet our needs, we can serve as professional seafarers. seafarers—a place where we can Our educational programs at HLS look forward to the day when HLS earn an Associate Degree in the have grown and developed to meet itself will become a degree-granting art and the science of Seafaring. our needs. What we needed was institution—an institution of higher very technical courses that trained us—from the beginning jobs right to the very top—in the skills we needed to handle automated en­ gine rooms and cargo systems, LNG, radar, celestial navigation, portion-control galleys, and many, many other advances in the Ameri­ can maritime industries. The days when we simply tied knots or read gauges are long gone —now we're trained, skilled pro­ fessionals. This new opportunity for college credits recognizes our growth from "Jack Tar" of the old days to the professional seafarers we are today. And, as our union has always be­ lieved, tomorrow is also a day. The progress we have made at our school creates new goals for us as well as new opportunities. As we The new college credit program at HLS Is offered in cooperation with continue to grow as professional Charles County Community College. Seafarers can use the credits they seafarers, and our school continues earn at HLS to fulfill part of the requirements for an Associate Degree. HLS Has College Credits for Seafarers Graduates of the basic vocational courses at HLS earn college credits for these courses in much the same way as college freshmen earn credits for their first-year, introductory courses. Important Facts for You The advanced, technical nature of seafaring skills today certainly requires educational programs that equal college-level professional courses. For this reason, graduates of every upgrading course at HLS earn credits when thev satisfactorily complete the course. mm- • ALL the vocational courses at HLS—basic, advanced and up­ grading—carry college credit. SOME of the academic courses also carry credit. • if you took a course at HLS a few years ago, you may be eligible for college credits—your eligibility depends on the date you took the course. • Students who are attending HLS now, or who take courses at HLS in the future, pay no fees or charges—HLS pays all the costs for registration and credits. • To get credits for courses taken at HLS in the past, Charles County Community College charges a small fee which the student must pay. Find Out About The New College Credits Available at HLS When a seafarer enrolls In a course at HLS, he registers for the Charles County Community College credits at the same time. The Registrar, Mrs. Susie Stedman, assists every student in completing the registration. X. The Lundeberg School has a complete list of all the courses that carry credit and the beginning date of credit for each course. The school also has the forms needed to register and a complete ex­ planation of all fees. To get this information—and any other help you may need—^just contact: Mrs. Susie Stedman, Registrar CCCO Harry Lundeberg School Piney Point, Maryland 20674 � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource May 1978 Description An account of the resource HEADLINES CARTER SIGNS PRIVATE DREDGING LEGISLATION INTO LAW SIU, AGLIWD APPROVES MERGER WITH MC&S HOUSE OKAYS MARITIME SUBSIDY ACT 326-81 FOR 1979 SENTATE PASSES INLAND USER CHARGES, L & D 26 GREEN TICKET AB ENDORSEMENT UNION HELPS CLEAR UP PHS PAYMENT SNAFU HALL CALLS U.S. FREE TRADE ‘OUTDATED AND UNREALISTIC’ MURPHY, BLACKWELL, DASCHBACH SAYS U.S. MUST BOLSTER MARITIME GREAT LAKES COLA NAVY LEAGUE: BEEF UP U.S. MARITIME MTD CHARTERS NEW PORT COUNCIL IN JACKSONVILLE DELTA’S CLARK NAMED THE N.O. DOCK BOARD HOUSE BILL WOULD PROMOTE U.S. INDUSTRY, PROTECTS JOBS OF U.S. MARITIME WORKERS SENATE MOVES TO PROTECT U.S. MARITIME INTERESTS SENATE ADOPTS USER CHARGE, DOMENICI BILL IS DEFEATED COAST GUARD CHIDED FOR LAX SAFETY OVERSIGHT NEW TOWBOAT JOE BOBZIEN NEW SIU CONTRACTED TANKER, BROOKS RANGE NAVAL ARCHITECT GIVES REACTION TO BOOK ABOUT LNG SIU EFFORTS WIN DEMAND FOR U.S. SHIPS IN OVERSEAS MAIL POLLUTION CONTROL REGULATIONS PUBLISHED IN FEDERAL REGISTER LAKERS READY FOR SUMMER SHIPPING ANOTHER FREEZING WINTER THAWS OUT- AND THE GREAT LAKES FLEET FITS OUT IOWA BEEF BOYCOTT, 14 MONTH STRIKE ENDS MINING SHIPS SHOULD BE U.S.-BUILT, MANNED OCEAN MINING- A NEW INDUSTRY: BUT WILL U.S. WORKERS BENEFIT FROM IT? SENATE PASSES INLAND USER CHARGES, L & D 26 WORKING FOR COORS WITH A LIE DETECTOR STRAPPED TO YOUR BODY BARGING ON THE MISSISSIPPI NATIONAL MARINE DOES THE JOB Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 5/1/1978 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 40, No. 5 1978 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/d169919dc532eba31798c0b0a567a013.PDF b06ebb346dd3bcdd981ba8b66560d7f5 PDF Text Text Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-CIO VOL. 40 NO. 6 JUNE 1978 ••i , ft < "vf t 4s •A" VI •t '•K •'l .7V See Pages 11-14 The Battle Over Maritime -'i I If 1 ^ • s •• Special Supplement Pages 7 9-30 Delta Finalizes Prudential Purchase i See Page 4 The newly acquired, SlU-contracted bulk carrier/WVOverseas Harriette (Maritime Overseas Corp.) will be making a regular rdn'' between North Europe and the East Coast. The 25,541 dwt ship will carry coal under a Military Sealift Command charter. The j Harriette. which is 567 feet long and has a beam of 78.4 feet, will create another 19 jobs for SIU njpmbers. •A,-- •. • "vT- 1 7. V ' �SlU Boatmen Should Be Familiar With the SAB Both the Unlicensed Shipping Rules the SAB to administer the shipping and the Licensed Shipping Rules for rules and to ". . . determine any matter, Harbors, Inland Waterways and Off­ controversy, or appeal arising under or shore Towing are the management and relating to," the application of the.se Union regulations for inland Boatmen. rules. The SAB .serving inland Boatmen re­ They govern job calls, accrual of senior­ ity, shipping procedures, and other cently moved to New York from the basic areas of shipping for SIU Boat­ Gulf. It is made up of four memberstwo appointed by the Union and two ap­ men. Though the shipping rules were in­ pointed by the group representing the tended as universal guidelines, there are majority of contracted employers. If any tugboatman, bargeman, or times when the rules may not apply to an dredgeman feels the shipping rules have individual Boatman, or they may not been applied unfairly in his case, he can cover a special circumstance. That's where the Seafarers Appeals Board (SAB) comes in. It's the role of apply to the Appeals Board for a deter­ mination. For example, the shipping rules say Boatmen must work a period of 90 days in any year to have earned seniority credit for that year. But if it is impossible for a Boatman to work the 90 days be­ cause of circumstances beyond his con­ trol, he may appeal to the Board. The SAB may then grant the Boatman total or partial seniority credit for time lost. To apply for a hearing by the Appeals Board, write the hoard a letter including all the facts about the matter and send it by certified mail to the Seafarers Ap­ peals Board, 275 20th St., Brooklyn, N. Y. 11215. The Appeals Board exists to protect the rights of all Boatmen. You should know about the SAB and^be familiar with how it works so that you can use it if you need to. The SAB and its pro­ cedures are spelled out in the shipping rules of your contract. INLAND Boatmen Crew SIU Towboat, the Dick Conerly At Presstime New Great Lakes Agreement Signed As this issue of Log goes to press, a new three-year agreement ha^ been reached with SIU- contracted com­ panies on the Great Lakes. The last Great Lakes contract ex­ pired in June, 1977. It was extended for a full year so that, among other factors, the new agreement's expira­ tion date would coincide with the term of the deep sea contract. Under the new contract. Great Lakes members will receive retro­ active pay for the year of the extension. Full details on the terms of the new agreement will be carried in the July issue of the Log. SIU Patrolman. Dave Wierschem (second from right) recently visited the crew on board the Dick Conerly. They are (I. to r.); Anthony Hagan. deckhand: Michael Conklin, lead deckhand, and David Purcell and Jack Mattison. both deckhands. iiiiiiiiiiiiiiiiuiiiuiiiiiiimiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii [= =1 Paul HaJIL American Seamen Are Ready and Willing to Accept Change The programs and policies of this Union, bolstered by the historic support of our members, has given the SIU the most .secure job structure and the most promising outlook for the future of any maritime union in the country. More importantly, though, the SIU has been able to achieve this degree of security at a time when the maritime industry as a whole is in trouble in many respects. Operators are facing the most severe foreign competition in history. Jobs on deep sea vessels are shrinking due to automation. And maritime programs in general are under siege in Congress by both new and traditional political opponents of our industry. Despite these things, the SIU remains in good shape in the most critical area—^jobs for our members. The reason for this i^ simple. We have always done what we had to do to protect our interests across the board. To meet our challenges in Washington, D.C., we have developed the most widespread political action program in maritime labor. J o meet the problems of new technology, we have developed the most comprehensive training and upgrading programs for seamen anywhere in the nation. In both of these areas, the Union has had the complete support and parti­ cipation of the SIU membership. With all our successes, though, we still must face two very important facts. We are only one Union. And, the overall problems of the maritime industry are too many and too extensive for any one union to handle on its own. For this reason, the SIU has been working hard to bring about the consol­ idation of efforts and resources among America's maritime unions. Our first big breakthrough in this area came in 1973 when we succeeded in setting up the Ad Hoc Committee on Maritime Industry Problems. It marked the first time in years that officials from every major maritime union The newest and largest Unioncontracted towboat on the West­ ern Rivers was recently crewed by SIU Boatmen. She is the Dick Conerly, a 10,500 hp. boat which is now pushing 30 barges between New Orleans and Cairo, 111. on the Lower Mississippi. The Dick Conerly is operated by SlU-contracted Ozark Ma­ rine Service, Inc., a new St. Louis-based company that just started out last year. Her full measurements are: gross tons, 919; length, 200 ft.; breadth, 54 ft., and draft, 12 ft. She has three diesel engines and was built in the St. Louis Shipyard. iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii got together in one room to discuss mutual problems. Since then, this committee has worked successfully on legislation, on issues of safety with the Coast Guard, and in other areas of Federal Government concerning maritime. Another important step, for the SIU in particular, was the merger in 1976 of the deep sea and inland districts within our own Union. This merger has since enabled us to embark on more aggressive campaigns in organizing the inland area—the one growing segment of our industry—and to work on more widespread political issues. However, 1 feel that the mo.st important step forward we have made in the area of cooperation and consolidation happened this month with the merger of the SIU-AGLIWD and the Marine Cooks and Stewards Union on the West Coast. This merger marks the first time in the history of maritime labor that jurisdiction between the West and East Coasts is joined together. Even back as far as the 19th century, when the maritime labor movement was born, the West Coast always remained a separate entity from the East and Gulf areas. The vote on the merger was an overwhelmingly favorable one. Both the membership of the SlU-AGLlWD and the Marine Cooks voted a 95 percent approval of the move. This sends us into the merger with the knowledge that our dual memberships are in virtually complete support bf the agreement. This kind of support will make it a whole lot easier for the officials of both unions to translate this merger into positive action programs for the future. However, I believe that the most important aspect of this merger is that it serves as a model for the rest of the maritime labor movement. This merger makes it plain that all maritime labor should make an effort to bury the hatchets of the past. The problems maritime unions have had with each other years ago are no longer important. It further demonstrates that maritime labor cannot afford to live in the past, simply because the maritime industry of 30 years ago no longer exists. The only thing that is really important now is the future. Despite the problems and challenges we face today, I sincerely believe that maritime labor has a great opportunity to restore the U.S. to its former greatness as a maritime nation. But again, no one union or no one segment of the maritime labor move­ ment could hope to achieve this goal on its own. Maritime labor must continue to work closely together in all areas for the good of everyone. And maritime unions must continue to actively pursue the consolidation of efforts and resources through merger or otherwise whenever and wherever possible. American seamen as a class of people want more than anything a secure job and a secure future. And American seamen are both willing and ready to accept chaJige to achieve this security. I believe that the overwhelming vote for the SIU-MGS merger demonstrates this in very vivid fashion. Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf Lakes and Inland Waters District, AfT.-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Published monthly. Second Class po^ge paid at Brooklyn, N.Y. Vol. 40, No. 6, June 1978. 2 / LOG / June 1978 I �SlU, Marine Cooks & Stewards Merge Both Memberships Vote a 95% Approval of Consolidation LI For the first time in the history of the maritime labor movement, shipboard jurisdiction between East and West Coast is joined together. This is the result of the finalization this month of the merger of the Marine Cooks & Stewards Union and the SIU-AGLIWD. By a 95 percent majority, the MCS membership voted to approve the merger. The official tally, which was counted on June 9, was 2,223 in favor and 109 opposed. The SIU secret ballot membership vote concluded on May 16 and was also overwhelmingly in favor of the merger. The final SIU count was 3,338 for and 170 against the consol­ idation proposal. Under the terms of the merger proposal, the consolidation was ef­ fective as soon as the memberships of both unions voted to approve it. The vote is the end result of a process begun in Feb., 1977 when the SIU's Executive Board offered merger proposals to the SIUNA's three affiliated West Coast Unions. All three Unions considered the proposal. The Sailor's Union of the Pacific and the Marine Firemen's Union voted to table the offer, while the MCS Executive Board approved it and offered it to the membership for a vote. Commenting on the merger, SIU President Paul Hall said, "the over­ whelmingly favorable vote is an in­ dication that both our membership and the MCS membership realize that the maritime industry is con­ fronted with many difficult prob­ lems. And they realize that if mari­ time labor is going to overcome these problems, there has to be a consolidation of efforts." By merging, both the SIU and MCS will reap the advantages of a larger, stronger Union. Though shipping in the A&G District is good, shipping on the West Coast has been steadily declining over the years. In 1959 the Pacific Maritime As­ sociation had 134 ships which were crewed by Pacific District maritime unions. In 1969 they were down to 104 ships. And in 1977, at the time of the merger proposal, there were only 54 ships under contract on the West Coast. As Ed Turner, president of the MCS said: "By this merger we be­ lieve we will preserve for our mem­ bership our remaining PMA jobs and benefits. Simultaneously, we be- lieve our membership will have the opportunity to participate in the only growth area left in maritime— the area in which the AGLIWD has been successful." With completion of the merger, the SIU is evaluating the po.s.sibility of putting together more compre­ hensive training and upgrading pro­ grams specifically for the steward department. Such a program would allow SIU members to make the most of career opportunities in the steward department. Ed Turner, who's been the Chief Executive Officer of the MCS since it was chartered in 1951, will become the senior SIU A&G officer on the Pacific Coast. A life-long seaman. Turner first shipped out as an ordinary seaman in 1945. He was active in organizing drives for the Sailor's Union of the Pacific. In 1945 he was named by Harry l.undeberg to coordinate the pro-AFL steward movement on the West Coast. Though the MCS has always had a tradition of being an autonomous union, a .statement issued by the Union's agents at their la.st annual Conference made it clear that tradi­ tions are not always worth hanging on to. "Tradition is a fine thing," the agents said. "It may serve the spirit well. But it cannot be put on a plate and be eaten. It cannot be deposited in the bank in order to meet pay­ ments on a car or a home. But it can act as an anchor around the neck of those who live by it." :i If 30 Cents a Day Can |i T Buy You lob Security Above photo shows six rank-and-file SIU members that made up Tallying Committee to count the SlU-AGLIWD's merger ballots. They are from the left. SIU members John Givens. Charles Callahan, Juan Vega. James McPhaul. William Koflowitch, and John Adam. .S «' v SEE BACK PAGE INDEX Legislative News Bilateral Trade Liberiaii Ships SIU in Washington Page 5 Page 18 Page 9 Union News Merger Page 3 Deep Sea Contract .. Pages 11-14 President's Report Page 2 Headquarters Notes Page 7 New Delta Ships Pages 4-5 Brotherhood in Action Page 1 0 At Sea-Ashore Page 15 SPAD Checkoff Back Page Yellowstone Tragedy. Pages 16-17 Boatmen and SAB Page 2 Great Lakes Picture Page 8 Inland Lines Page 6 SPAD honor roll Page 47 General News National unemployment ... Page 8 National Maritime Day ... Page 17 River Tugs,.,,,.....Pages 34-35 , Scholarship^ Winner"... ,... Page 45^ • Tug Dick Chnerl'y . W Page-2 Ships Cabled on New Contract Ships' Digests Page 31 Dispatchers' Reports: Great Lakes Page 45 Inland Waters Page 43 Deep Sea Page 42 AB endorsement Page 4 Great Lakes Tugs ... Pages 40-41 The following cablegram was sent to all SlU-contracted deep-sea vessels June 14, 1978 immediately after the Union signed a new three-year contract for deepsea members. Brother Chairman: Your Union negotiating committee has finalized negotiations with standard tanker and freightship operators. The new three year pact, provides 714% compounded increases each year on wages, premium, overtime and penalty rates. The revised vacation plan provides 4 months pay at the rating employed for 12 months work or pro rata thereof. January I, 1979 pensions will be increased to $400.00. On June 16, 1980 to $450.00. Major medical coverage will be provided up to 80%. Optical benefits will be raised to $40.00. Based on seatime the death benefit can reach $20,000.00. Contractual changes and complete details of all gains and improvements will be discussed by the boarding patrolman at your vessels arrival in port. Training and Upgrading 'A' seniority upgrading ... Page 46 HLS course dates Page 39 LNG Page 33 Towboat Scholarship Page 44 Pilot Training Page 37 Membership News New pensioners Final Departures Fish Story Page 36 Page 38 Page 32 Special Features The Battle Over Maritime Authorizations Pages 19-30 Articles of particular interest to members in each area—deep sea, inland. Lakes—can be found on the following pages: Deep Sea: 3, 4,,.5. .IK 12, .13 U Inlend Waters: 2, 6." 34. 3"5V42:'4r' Great'Ldkes:'8. 32;40V41 • . • -A; ' Fraternally, PAUL HALL t . n-"VT- rt-f ''' V'V ••J 'V' .. - June 1978 / LOG / 3 :T 5.' y h, ; • •'S" *Yr �BP 526 Jobs For SlU Members Delta Lines Buys 13 Prudential Ships Slli members began erewing the first the Pacific and the Marine Firemen's lines and refused to go aboard the <)l 13 newly aequired vessels this month Union initially set up picket lines in former Prudential Lines ships. as a result of linali/ation of the pur­ San Francisco and Tacoma in an effort Delta, however, took the case to the chase of I'rudential Lines by SlU-conto maintain their job jurisdiction on Labor Board seeking an injunction tracted Delta Steamship Co. I he take­ the six West Coast vessels. against the picketing. The Labor Board over represents 526 jobs for SlU SIU members honored the picket subsequently ruled in favor of Delta and members. Seven of the ships, all cargo vessels in­ cluding one LASH, will operate on trade routes Irom the U.S. Last Coast to the Caribbean and West Coast of South America. [he remaining six ships, which in­ clude four combination passenger/ cargo vessels and two Seajet class cargo ships, will run from the U.S. West Coast to the Caribbean and both the Last and West Coasts of South America. I he 13 vessels will take on their SIU crews over a two-month period as they return to the U..S. from foreign voyages. The first two ships, the i.ASH Delta Carihe and the cargo vessel Delta (. Ohtnihia, crewed up .lime 16, 197S in the port of New York. A third vessel, the Delta llolivia, crewed in New York on .lune 23. 1978. All the vessels operating off the East Coast will take on their crews in the port of New York. SIU members are replacing NMU crews on the East Coast lleet. And Seafarers will be manning the West Holding life ring bearing name of Delta Caribe, five of the ship's SIU deck gang Coast fleet in place of SIU Pacific gather for pix. They are, from the left: Don Hicks, recertified bosun; Don District personnel. Morritl, ordinary: Jim Manning, AB; Arne Bookman, ordinary, and Ted Members of the Sailors Union of Veliotis, AB. the SUP and MFOW took their lines down. SIU members then crewed the pas­ senger ship, Santa Maria, in San Francisco and the cargo vessel, Seajet, in Tacoma. The remaining vessels from both the East and West Coast fleets will crew as they return from foreign voyages. Delta Negotiating Two Years Delta has been negotiating to buy Prudential Lines for two years. Details were finally worked out earlier this month. The sale was approved by the U.S. Maritime Administration. The company has renamed the nine cargo vessels. But the passenger ships will keep their original names. Since passage of the Merchant Ma­ rine Act of 1970, Delta has been one of the more aggressive U.S. operators in trying to modernize and expand its fleet. The purchase of Prudential Lines doubles Delta's present fleet size. V T=' » > 'L . TKV : -J ..J-h st',' ' 1 ' jT„\l •' i (( ''lai ' IV'' ' • • V ? « /i Some of the crew of the Delta Bolivia gather for photo along with port gfpwprri \/ir J nnnrhamn ffgfp lo6 nthorc^ ip fpQm ^ho left are: James Barclay, chief cook: Mike Anzelone, crew messman; Michael Rolle, safoon messman, and Thomas Escudero, reefer engineer. I» i Seafarer Larry Gayle is member of the Delta Bolivia's black gang. 4/LOG/June 1978 The Santa, Clara, renamed the Delta Columbia, took on her SIU crew it^ the port of New York on June 16,1978. The Delta Bolivia took on her SIU crew June 23. 1978 in the port of New York. �At State Dept. Request, SlU Settles Beef on Greek Tanker At the request of the U.S. State Department, the SIU helped square away a potentially explosive situ­ ation involving five Indonesian crewmembers on a Greek-owned, Libyanflag tanker earlier this month. The State Department made the request since the SIU is an active member ,.f the International Transportation Federa­ tion, a world wide maritime regulatory agency of the United Nations. After the initial dispatch from the State Department, SIU Headquarters received a cable from one of the five disgruntled crewmen aboard the 531 ft. tanker, Ain Taurga. The cable read; "Five Indonesian crewmembers will disembark due to several reasons to be proved by inquiry. We are complaining against the following: cutting of over­ time; food; not having sufficient crew; not keeping of promises of Hamburg office; delay of monthly wages. The master told us we must pay our own ticket (for repatriation). We kindly ask you to come on board the M/V Ain Taurga to take care of our interests in salary, etc. on arrival New York 6/2 1400 hours. Chief cook refused to cook our Muslim food and they know that we will not eat pork." SIU New York Representative John Dwyer handled the assignment the fol­ lowing day. Dwyer told the LOG: "I went out to Floyd Bennett Airfield (Brooklyn, N.Y.) and went by helicopter 90 miles out over the Atlantic to land on the destroyer USS Vigilant, "From there by powerboat to the MjV Ain Taurga . . . where we met Capt. V. R. Hoffmann, a German. "I went down to the crews mess to meet the five Indonesians. We talked for about two hours and I listened to their complaints. Then we went up to see the captain. He denied everything." Dwyer added that the captain hadn't left the bridge for four days because he was afraid to go below. The captain said that he and the chief engineer had been struck and the chief cook was cut on the cheek by a knife. The Indonesians denied responsibility. Dwyer continued: "there was no bosun on ship. No chief steward. No 2nd engineer and no wiper. "The captain took an AB and a wiper and put them into the galley as cooks. "The Indonesians agreed to get off the ship if they were sent home to Indonesia. The captain wanted them sent to Libya, where they presumably would be put in jail. "At about this time the armed Coast Guard came aboard with machineguns and small arms. They took the five sea­ men to the crews mess and stood guard over them until they left the ship. "I went down to see how much stores they had. There were no eggs, no milk and not one vegetable in sight. The storeroom was empty. "In Newport News, Va. on Feb. 15, 1978 the whole crew of the Ain Taurga went on strike for two weeks because they had not received their wages from the previous captain, who then quit." Dwyer added that the old captain and a company official had promised in a verbal agreement to pay them extra money which they never got. He said that the Indonesians were also upset because they had to clean up after the captain's two Gejman Shepherds. The dispute was ended when the cap­ tain agreed to send the five crewmen back to Indonesia instead of Libya. The captain also agreed to send their back pay to the Libyan counsel in Indonesia. According to the Indonesian crew's contract they earn $400 a month for an 8-hour day, Monday through Saturday. They get a tanker bonus and $2 an hour overtime pay also on Sundays and seven holidays except on Sundays and holi­ days at sea. And while on safety watches in port or in emergencies. For nine months seatime, they get three days off a month. For disobedience, leaving their post without permission, contraband, drink­ ing, etc., there is no repatriation pay. Unless the company gives seven-days notice at a convenient repatriation port after nine months, the contract is ex­ tended another 12 months until a con­ venient repatriation port is reached. • n U.S., Argentina Sign Bilateral Trade Agreement The U.S. Government took a step in the right direction for U.S.-flagshipping lines in a recent trade agreement with Argentina. The bi-lateral agreement states that Government cargoes shipped between the two countries will be divided equally between U.S.-flag and Argentine-flag fleets. It will promote trade which will benefit the merchant marine of both countries. Within the U.S., it will have a positive impact on U.S.-flag companies engaged in liner trade with the east coast of South America. The agreement was signed in Buenos Aires on March 31 by representatives of both countries. The American delega­ tion was led by Assistant Secretary of Commerce Robert J. Blackwell, head of the Maritime Administration (MARAD). The introduction to the agreement recognizes both countries' need to pro­ mote trade by "strengthening and pro­ viding adequate protection for their merchant marine." This is significant in itself because although the U.S. is the leading trading nation, it carries only a small percentage of its own trade in U.S.-flag ships. The SIU strongly supports trading agreements like this and urges more like it that will help to build up the American merchant marine. Basically, the agreement means that I the U.S. and Argentina recognize each other's intention to carry a substantial portion of the liner trade between the two countries in vessels of her own flag. This will be done in accordance with the laws of each country. The Cargo Prefer­ ence Act of 1954 already mandates that 50 percent of all U.S. Government cargo be carried in U.S.-flag ships. The cargo covered by the agreement with Argentina will be divided up by additional pooling agreements between the shipping lines of both countries. These will cover revenue shares and other terms of the carriage of this cargo. In the U.S., MARAD has the authority to approve and implement these com­ mercial agreements. Crewing Dates for 13 Delta Ships Vessel—Old Name New Name Type Crewing Date Port Santa Clara Turkiye Santa Isabel Seajet Santa Cruz Santa Mariana Santa Elena Santa Lucia Santa Maria Santa Barbara Oceanjet Santa Magdalena Santa Mercedes Delta Columbia Delta Caribe Delta Peru Delta Canada Delta Ecuador -unchangedDelta Panama Delta Venezuela -unchangedDelta Bolivia Delta Chile -unchanged-unchanged- cargo LASH cargo seajet class cargo passenger cargo cargo passenger cargo seajet class passenger passenger crewed 6/16/78 crewed 6/16/78 mid-July crewed 6/23/78 late July 8/2/78 7/5/78 6/28/78 crewed 6/23/78 crewed 6/23/78 late August 7/6/78 7/20/78 New York New York New York Tacoma New York San Francisco New York New York San Francisco New York Tacoma San Francisco San Francisco U 'S % I A A <! •I !v i. •1, These dates are tentative and are subject to change. Keep in touch with the local Hall for further information. ! f \ •'I The LASH. Delta Caribe, was the first of the 13 newly acquired vessels to take on an SIU crew. Seafarer Norman Verran, sailing messman, boards the Delta Columbia earlier this month. June 1978 / LOG I 5 �(VAili yott See isWhet yeu Get Great Lakes The sizeable contract recently awarded toGreat LakesDredge and Dock Com­ pany of Cleveland is good news to SlU Boatmen and Dredgemen in this area. This SlU-contracted company had the winning bid, accepted by the Army Corps of Engineers, for a $3,385,446 job to build a diked disposal facility in Erie Harbor. 7 he polluted material dredged from the harbor navigation channels will be contained in the facility when it is completed in the fall of 1979. Mobile Higher wages and improved benefits went into effect for 340 SlU Boatmen, Dredgemen and barge repair personnel when they ratified a new three year con­ tract with Radcliff Materials this month. Houston SlU-contracted G & H Towing, the major shipdocking operator in this port, has shipyard orders for nine new harbor tugs. When completed over the next year and a half, they will bring the company's fleet up to 40 boats. fi & H also plans to expand its two acre operation base in Galveston to a 14 acre site on Pelican Island. This is where construction of the first offshore deepwater terminals in the Gulf has been proposed. This port is setting deep sea tonnage records every year and inland waterways expansion is moving right along with those figures. Traffic has been increasing steadily along the 1,200 mile Gulf Intracoastal Waterways. A study commis­ sioned by the Texas General Land Office reports that it may be economically sound to build new inland canals to connect with the Waterway and the Gulf. These would allow new Texas industries to locate further in from the Gulf Coast without losing access to low cost water transportation. St. Louis This port will become a hub city for River boats when the DW/a 0//ce/7 and the Mississippi Queen begin to alternate weekly visits here for the start of seven-day cruises up the Mississippi and the Ohio Rivers. These two boats, operated by SlU-contracted Delta Queen Steamboat Co., are the only two overnight pas­ senger boats on tj(^e Rivers. The tourism generated by their weekly schedules is e.xpect^i'^L'.0. ^/.irhp an additional $3 to $4 million annually into the St. Louis economy. SlU-contracted American Commercial Barge Lines is building a new coal transier terminal along the north St. Louis riverfront. It will be a transfer point from rail to barge for western coal. And it is expected to boost the area's annual cargo volume by 4 million tons once complete. ^<7 • /A/r/ A/r/'x/f/y Arr/^ /A/Ay YYyfYAr/:}/y/f//AY.J John Q. Boatman f////Ay/'rx///AAy AA/f Diesel Engineer. Come to HLS. Take the Diesel Engineering Course. It starts July 31 and is 6 weeks long. To enroll, see your SIU Repre­ sentative or contact: Hany Lundeberg School Vocational Education Department Piney Point, Maryland 20674 Phone: (301) 994-0010 You don't have to want a license to take the Diesel course. If you would like to learn more about diesel engines, sign up for the four-week-long diesel engine class. Same starting date, but the course is two weeks shorter in length. John B. Waterman Committee Jacksonville A new "monster" triple-deck barge, the world's largest, has started a regular run from this port to San ,Iuan, P. R. It is operated by SlU-contracted Caribe Tugboat, Inc. The 580 ft. long, 105 ft. wide barge can carry 374 trailers. Collecting dues on May 26 from Deck Delegate E. Puras (standing right) at a payoff aboard the SS John B. Waterman (Waterman) is N.Y. Patrolman Teddy Babkowski (seated right). Looking on is the restoftheShip'scommitteeof(seated left) Bosun C.C. Smith, ship's chairman and (standing I. to r.) Educational Director Theodore Humal, Steward Delegate E. C. Ponson and Chief Steward Sam W. McDonald, secretaryreporter. The ship paid off at Pier 7, Brooklyn. N.Y. Notice to Members On Job Call Procedure New Orleans Patrolman Don Tillman assembled the crew of the Dixie Van­ guard for a group shot during a recent service visit on the towboat at the Getty Oil Terminal in Venice, La. They are (I to r): Capt. Paul Latiolais, Pilot Larry Boudreaux, Chief Engineer Ernest Fabre. Cook Thomas Sims, and Dec. inds Mike Connors, John Smith and Bobby Reeves. The deckharjUs are all giaduates of the Lundeberg School. 6/ LOG / June 1978 When throwing in for work dur­ ing a job call at any SlU Hiring Hall, members must produce the following: • membership certificate • registration card • clinic card • seaman's papers INLAND V,# .• A] �Headquar Votes by SIU Executive Vice President Frank Drozak When it comes to the strength of a union, the bottom line is the bargaining table. The SIU is active on many fronts to improve and protect the jobs of the membership. Politics, training and upgrading all play a major role in achieving job goals. But the most concrete measure of how far we've come through all of our efforts is the contract. The history of the SIU has been a steady upward climb in wages and benefits for the membership. And I'm happy to say that our recent collective bargaining and trust fund agreements have not only continued this trend—they have set milestone achievements within it. You'll know what I'm talking about immediately when you read the special four-page outline on the new deep sea contract on pages 11 through 14 in this issue of the Log. The Union has secured substantial across-the-board increases under this contract for wages, regular overtime, premium and penalty rates. And we have worked out tremendous advances in the Seafarers Pension, Welfare and Vaca­ tion Plans. I hese are the result of negotiated increases in employer contributions to the various trust funds which supf)ort the Plans. Here are the highlights of what the new benefits add up to: • A $100 jump in the monthly pension benefit in the first two years of the new contract —up to $450 by June 16, 1980. • A 70 percent to 100 percent increase in vacation benefits, depending on the rating sailed. • An increase from $5,000 to $20,000 in maximum death benefit coverage. • The first Major Medical program available to Seafarers' dependents. I urge all SIU members to read the full details of the new contract provided in the Log. Even if you're not a deep sea member, I think you will find it an eyeopening example of what we can achieve through collective strength. The Union has also wrapped up the new contract for Great Lakes sailors. Here, too, we have made significant gains for Seafarers, which will be spelled out in the next issue of the Log. I also want to report on our recent collective bargaining efforts for the new family of SIU deep sea members on the West Coast. These are the result of the recent merger between the SIU and the Marine Cooks & Stewards union (MC & S). The MC&Sand two other West Coast unions, the Sailors Union of the Pacific and the Marine Firemen, negotiate jointly with the employers group for that area, the Pacific Maritime Association. Now that the MC & S and the SIU have merged, we are working together in these negotiations. So far we have succeeded in getting an extension of the expiration date forthe old PMA contract from June 16to July 15. This willgive us extra time, needed because of the recent merger, to prepare a full set of contract proposals. I feel confident that the combined strength of the merger will pay off in a successful contract for the West Coast Steward Department. The SIU has also been making important strides for the inland membership. The new contract for Great Lakes Towing was recently ratified, bringing bigger and better benefits for 150 SIU Boatmen with the company. It includes the Union's industry-wide Inland Vacation Plan, a first for Lakes Boatmen. Over 300 Union dredgemen with Radcliff Materials, the biggest SIUcontracted dredging operation in the Guff, also just ratified their best package of increased wages and improved benefits. The Union now is focusing its collective bargaining efforts for Boatmenonthe East Coast. Negotiations are under way for several tug and barge divisions of Interstate and Ocean Transport Company (lOT). And delegates from the five SlU-contracted shipdocking companies on the East Coast are beginning to get together for their new contracts coming up this fall. Actually, preparations for these contracts, which cover much of the Union's inland activity on the East Coast, have been going on o\erthegrealer part of this year. Boatmen from all of the companies involve:' took part in a series ol educational conferences at the Harry Liindebcrg Schbol where they learned about the many new Union benefits available for the inland membership. There was active give and take between the Boatmen and the Union leadership at these conferences and I'm certain this w ill pay off when we work together at the bargaining table. All in all, the Union has been pulling together for successful contracts in the true sense of collective bargaining. But the work isn't over when the contracts arc signed and ratified. We can't forget that a contract is a two-way agreement. It is the employer's commitment to workers' rights and benefits. But it is also the workers commit­ ment to do the job. Ihe Union's bargaining strength is its ability to supply qualified seamen required lor the job. And the training and upgrading programs available at the Lundcbcrg School are the means to that end. The steady supply of Seafarers and Boatmen coming out of the School is the SI U's proof that we can deliver the manpower promised in the contracts, ait it's up to you to make sure that the supply keeps coming. In short, upgrading works hand in hand with the Union's negotiations for better contracts. And e(]ually important, it tneans that you can get mote out of the contract. Just look at the wage and benefit scales listed in the supplement on the new deep sea contract. Ihe difference between the levels under the old and new contracts are significant. But it really changes as the ratings go up. This is true of all contracts. Take advantage of the maximum benefits available to you under your contract by signing up for an upgrading program today. DON'T UPGRADE AT HLS. IT WON'T IVIAKE ANY DIFFERENCE. - pi 1 1 Y i • • A I.' •Y No Thanks to J. P. Stevens Co. •V '! % V, UNTIL YOU OPEN YOUR WALLET. It's this simple—an AB earns more than an Ordinary. Getting your AB ticket is almost as simple. Come to HLS and take the AB course. It starts on July 10. Ex-employee of the anti-union J. P. Stevens Co., a textile giant, is Willie W. Brice (left) of Teachey, N. C., who got a $58.24 monthly pension from the company after 24 years of service. At (right) is his son, Wayne in front of their Wallace, N. C. grocery store. The AFL-CIO has endorsed a nationwide boycott of J. P. Stevens products. To enroll, see your SIU Representative or contact: Vocational Education Department Harry Lundeberg School Piney Point, Maryland 20674 Phone: (301) 994-0010 June 1978 / LOG / 7 mSSS i .( f-i ••-tv �The Lakes Picture Alpena contract. The ferry companies have a separate agreement because they run their entire fleets only during the summer season. Also because they are the only passen­ ger vessels under SIU contract on the Lakes. The SIU agreement with Lakes companies operating bulk carriers expired June 15. Union reps are in the midst of negotiations on that contract. American Steamship Co. has renamed the SlU-contracted Buffalo the Saginaw Bay. The company will name the new 630-foot self-unloader, now under construction, the Buffalo. She should be ready for crewing this summer. American Steamship has two other vessels on order. One is set for delivery in 1979, the other in 1980. All the new ships will be SIU crewed. Frankfort The Michigan Interstate Railway Co. which runs the carferry Mj V Viking, can­ celled plans to open the port of Manitowc, Wise. The Viking had been scheduled to make her first run to Manitowc since 1974 on May 29. The vessel will continue to ferry between Frankfort and Kewanee, Wise, and is now running on a fixed schedule. The Viking leaves Frankfort every day at 7:30 a.m. and 6:30 p.m. and is no longer laying up on Mondays. The five cement carriers in the Huron Cement Co. fleet are all in operation and making their regular runs between Alpena, Mich., and Great Lakes ports. Because of a big jump in cement sales, Huron Cement is fitting out-the L.G.Harriman. Built in 1923, the Harriman has been inactive since 1976. She'd been Cleveland used H' ^ cement storage silo during that time. The engine department boarded the Cleveland Port Agent George Telegades has retired from the Union. Telegades ship in iluth on June 13. The deck department followed on June 19. The Harri­ recently returned to the Union Hall after a nine-month sick leave but felt he wasn't man will carry an SlU crew of 20. Last summer the vessel's boiler room was automated but she still has an old reciprocating engine rather than the steam turbine well enough to continue working.The Cleveland Hall has been closed and Seafarers are being asked to use the Hall at Algonac, Mich. or diesel engines found on most Lakers. Aljgonae All The Lakes Great Lakes area reps recently wrapped up contract negotiations for the SlUcontracted Arnold Transit Co. and Straits Transit Co. The companies operate a President Carter's budget proposals for Fiscal Year 1979 targeted $97.8 million total of 11 ferry boats that run between St. Ignace or Mackinaw City on the main­ for the Corps of Engineers water resources program on the Great Lakes. land and Mackinac Island. The provisions of the new contract include a 20 percent The budget allocation will cover: 1) navigation, flood control and beach erosion wage hike over two years and increased benefits. projects, 2) construction of dikes to contain polluted dredged material and, 3) Most SlU-contracted Great Lakes companies are covered by a general Lakes general operation and maintenance of channel and harbor dredging. Take One Giant Step Toward Building a Better Future Upgrade at HLS The following courses will begin soon: LNG FOWT Diesel Engineer Welding Able Seaman Towboat Operator, Western Rivers Towboat Operator, Inland and Oceans Chief Steward Chief Cook Cook and Baker Lifeboat Tankerman August 21 August 31 July 31 August 7, August 21 August 17 August 7 August 28 August 21 August-7, August 21 August 7, August 21 August 17, August 31 August 17, August 31 To enroll contact HLS or your SIU Representative Sign Up Now! Upgrading Pays Off When It's Time to Pay Off 8/ LOG/June 1978 U.S. Unemployment Rate Edges Up to 6.1% in May;Black's12.3% WASHINGTON, D.C. -The na­ tion's unemployment rate increa.sed slightly to 6.1 percent in May. It is up one-tenth of one percent from April's 6 percent. However, the black jobless rate went up to 12.3 percent from 11.8 per­ cent. Employment remained at a standstill for the fourth straight month failing to keep up with a big jump in the country's labor force, according to the U.S. Labor Department's Bureau of Labor Statis­ tics (BLS). The U.S. jobless rate was 6.2 percent in February and 6 percent in March after dropping gradually through most of 1977 and early 1978. America's labor force built up to 100.3 million persons last month—a gain of a half million—beating the 100 million record for the first time. Total employment in May rose only 310,000 to 94.1 million people from 93.8 million in April. The number of unemployed people rose 166,000 to 6.1 million job­ less from April's 5.9 million. But the AFL-CIO says the "true" un­ employment figure should be 8.7 per­ cent with 8.8 million persons needing jobs. This is because the Government doesn't count in their figures the 900,000 "discouraged" jobless workers who don't look for employment and the 3.2 million workers who have to work parttime because they can't find fulltime jobs. BLS chief Robert L. Stein reports that the latest rise in joblessness oc­ curred among adult women. Their rate rose from 5.8 percent to 6.3 percent. The male adult rate.stayed at 4.2 percent. There was a sharp drop in unemploy­ ment among 20 to 24-year-olds count­ ered by an increase among men between 25 and 54 years of age. The black teenage jobless rate rose last month to 38.4 percent from April's 35.3 percent, where it had stagnated for the past year. White teenagers had their rate fall fourtenths of one percent to 16.5 per­ cent. SPAD is the SIU's political fund and our political arm in Washington, D.C. The SIU asks for and accepts voluntary contributions only. The Union uses the money donated to SPAD to support the election campaigns of legislators who have shown a pro-maritime or pro-labor record. SPAD enables the SIU to work effectively on the vital maritime issues in the Congress. These are issues that have a direct impact on the jobs and job security of all SIU mem­ bers, deep-sea, inland, and Lakes. The SIU urges its members to continue their fine record of support for SPAD. A member can contribute to the SPAD fund as he or she sees fit, or make no contribution at all without fear of reprisal. A copy of the SPAD report is filed with the Federal Elec­ tion Commission. It is available for purchase from the EEC in Washington, D.C. �Jltnaton Htl in Seafarers International Union of North America. AFL-CIO JUNE 1978 • Legislative. Administrative and Kegidatorv Happenings US Tobs at Stake—SIU Gears for Battle On Ocean Mining Bill The SIU's political and legisla­ tive team in Washington—work­ ing with the AFL-CIO Maritime Trades Department—is geared for an all-out fight to protect jobs for U.S. workers in the develop­ ing ocean mining industry. Hou.se Bill Sets Navy-Maritime Advisory Board The House Merchant Marine & Fisheries Committee is in the final stages of submitting an SlU-supported bill to Congress which would establish a five-member Navy-Maritime Advisory Board. The purpose of the bill, according to Merchant Marine Committee Chairman John Murphy(D-N.Y.), is to bring closer cooperation to the national security efforts be­ tween the Navy and the U.S. Mer­ chant Marine. The legislation would establish a five-member panel—appointed by the President—which would include the Secretary of the Navy, the Assistant Secretary of Com­ merce for Maritime Affairs, and a representative from the U.S. liner fleet, tanker operators, and bulk carriers. Testifying in support of the leg­ islation was Herb Brand, presi­ dent of the Transportation Insti­ tute. He said, "The changing realities that this nation faces demand a new level of coordina­ tion between the Navy and the Merchant Marine if U.S. seapower is ever to be restored to the level required to guarantee the security of this nation." Brand noted that the rapid growth of the Soviet Navy and merchant fleet in the past few years was cause for grave concern to those who are in tune with the national security implications of seapower. He said: ' The Soviet Union has demon­ strated its awareness that a nation's seapower depends on a combination of both naval and merchant fleet strength. Equally important, the Soviets have learned that those two forces must be coordinated in a carefully con­ sidered manner if their strengths are to be used at all effectively. This is a lesson that the U.S. has not yet learned." Brand added that one of the contributions of this legislation is that it recognizes the role that both the Navy and the Merchant Marine play in the nation's sea­ power—and that a strong mer­ chant fleet is indispensable to the national interest. Declaring that "American workers cannot afford another runaway industry," SIU Legisla­ tive and Political Action Director Dave Dolgen said that unless this bill contains guarantees that pro­ tect the jobs of American workers, "we are going to oppose it with everything we have." Here's where we stand. The four House committees which all had separate versions of this bill (Merchant Marine & Fisheries, Interior, International Relations, and Ways & Means) got together this month to agree on a final version of the bill which they will report to the full House. This "final version"would just about destroy any guarantees that mining vessels, processing plants and ore carriers would be built in the U.S., located in the U.S. or registered under U.S. flag. What this "final version" says is that mining and ore carrying vessels will be registered in the U.S..o/ //; a recipmcatiufi nation. It doesn't offer any guarantees that the equipment will be built in the U.S., or that processing plants will be located here. Meanwhile, the Senate Energy Committee has reported its ver­ sion of an Ocean Mining bill which does contain strong guar­ antees that would reserve the min­ ing, seagoing and shoreside jobs for U.S. workers. The bill has now been sent to the Senate Com- On the Agenda in Congress... ALASKA LANDS. The Senate Energy and Natural Resources Committee is continuing hearings on the D-2 Alaska Lands bills (S. 299, S. 1787, and others). Senator Henry Jackson (D-Wash.) is chairing the hearings. OIL POLLUTION LIABIL­ ITY. The Senate Environment and Public Works Committee is continuing hearings on a bill which would set oil pollution lia­ bility standards. Senator Edmund Muskie (D-Maine) will be chair­ ing the hearings. GREAT LAKES PILOTAGE. The House Merchant Marine & Fisheries Committee will hold hearings to consider amendments to the Great Lakes Pilotage Act. Rep. Mario Biaggi (D-NY), chair­ man of the Coast Guard Subcommittee, will be chairing the hearings. FISHERY CONSERVATION. The Fisheries and Wildlife Sub­ committee of the House Mer­ chant Marine & Fisheries Com­ mittee will continue oversight hearings on the Fishery Conser­ vation and Management Act. Congressman Robert Leggett (DCalif.) is chairman of the Com­ mittee. OCEAN POLICY. The Ocean­ ography Subcommittee of the House Merchant Marine Fish­ eries Committee is holding hear­ ings on a bill (H.R. 9708) which would establish a national ocean policy, and set forth the objectives of the National Oceanographic and Atmospheric Administra­ tion. Congressman John Breaux (D-La.) will chair the hearings. OCEAN ENERGY. Oversight hearings on legislation which would promote various projects to exploit the ocean as an energy resource are being held by the Oceanography Subcommittee of the House Merchant Marine & Fisheries Committee this month. EQUAL ACCESS & POOL­ ING AGREEMENTS. The Mer­ chant Marine Subcommittee of In the Federal Agencies... LAW OF THE SEA. The Ad­ visory Committee of the Law of the Sea will meet in closed session, and later in open session, this month to discuss all principal agenda issues to be considered when the Third United Nations Conference on the Law of the Sea meets in New York in August. Items of critical interest to the U.S. maritime industry—and U.S. Maritime and shoreside workers —will be the effect of domestic legislation on the jurisdiction of deep sea mining. This will include documentation of vessels engaged in mining operations, ore carrying ships, and the location of onshore processing plants. (See story on this page.) NAllONAL ADVISORY COMMITTEE ON OCEANS AND ATMOSPHERE (NACOA). This group will meet in Washington later this month to hear an annual report on the law of the Sea, and for discussion on coastal zone management. NATIONAL WATERWAYS SYSTEM. The U.S. Corps of En­ gineers will hold an open meeting this month for a discussion of a current study on the national waterways system. The Corps is presently conducting a study on the waterways, and the future of this system through the year 2000. The report is expected to be com­ pleted in 1980. merce Committee. The Senate Energy Committee tied its U.S. jobs provisions to "investment guarantee.s", which means that U.S. investment, or insurance guarantees would only be given to mining companies that use ships that are built and registered in the U.S. Our Washington staff has been meeting with the legislative staffs of the House Merchant Marine «& Fisheries Committee and the Sen­ ate Commerce Committee to make our position perfectly clear. At the same titne, we ha\e en­ listed the full support ofthe Mari­ time Trades Department, and a number of AFL-CIO national unions. the Hou.se Merchant Marine & Fisheries Committee will be hold­ ing hearings this month on H.R. 11862 which provides for the prompt implementation of equal access to liner conferences, cargo pooling, and reciprocal ocean freight agreements. Congress­ man John Murphy (D-NY), chairman of the committee, will conduct the hearings. COAST GUARD. The Coast Guard Subcommittee of the House Merchant Marine & Fish­ eries Committee is holding hear­ ings on a bill (H.R. 10390) which would commit the U.S. to implement the resolutions of the International Convention for the Prevention of Pollution from Ships. COAL SLURRY PIPELINE. The Public Lands Subcommittee of the Senate Energy and Natural Resources Committee will con­ tinue hearings this month on two bills relating to construction of coal slurry pipelines. THIRD FLACJ RATES. The Senate Commerce, Science and Transportation Committee is scheduled to hold hearings on a bill whieh would regulate the rates and charges of state-owned car­ riers primarily those of Sovietbloc nations - which are engaged in the foreign commerce of the U.S. The purpose of the hearings is to take a hard look at the rate cutting and other trade practices ^ of Soviet-controlled shipping which has made serious inroads into U.S. waterbornc foreign trade. CLOSEDSHIPPERS'COUNClLS. The Merchant Marine Sub­ committee of the House Mer­ chant Marine & Fisheries Com­ mittee will begin hearings next month on a bill which would authorize the formation of "closed shippers' councils" in the foreign ocean trades of the U.S. June 1978 / LOG / 9 • -vl y i 1 I .1 1 •i ^ ; �Leukemia Is a By-Product of Benzene Fumes Two recent cases have linked chronic exposure to benzene with the deadly blood disease, leukemia. This emphasizes the necessity of wearing protective clothing, face masks, or fresh air breathers when working near this or any other noxious chemical. The first incident involved a marine inspection officer with more then 20 years on the job who died of leukemia. His job forced him to come into contact with benzene on many occasions. The second involved a 26-year-old petty officer who contracted leukemia after daily exposure to benzene. The Coast Guard officer was an instructor at a machinery technician school. He used benzene daily in his classes as a solvent. The young man survived his ordeal. But it took three months of chemother­ apy to put the disease in remission. In other words, the disease could begin progressing again in days or years. These two cases, of course, are iso­ On top of the long term hazards of lated ones. For every worker who con­ benzene in causing cancer, heavy ex­ tracts leukemia due to benzene exposure, posures to the light yellow liquid in a there are thousands who are not affected confined area, such as a cargo tank, will by the same exposure levels. kill you quickly. The fact remains, though, that There have been numerous cases of breathing benzene fumes, even in low shipboard fatalities as the result of a sea­ concentrations, is a known carcinogen, man inhaling heavy concentrations of or cancer causer. Since SIU members benzene fumes. are often involved in the loading, trans­ A typical incident happens like this. A portation,-and discharge of this deadly seaman enters an empty tank which had chemical, extreme caution must be carried benzene. The tank has sup­ taken when working near it. posedly been purged of all fumes. But a Presently, the Occupational Safety characteristic of benzene fumes is to and Health Administration is working accumulate in the lower recesses of a steadily to draw up new safety regula­ tank. tions regarding benzene. Their work is The seaman encounters one of these aimed at installing new and stricter ex­ pockets of fumes. He starts to feel posure levels to this chemical. lightheaded and dizzy. He knows he's in Although OSHA has no jurisdiction trouble, but before he can climb out of over seagoing people, the Coast Guard the tank to safety he is overcome by the will follow any new regulations for ben­ fumes and dies of asphyxiation. zene that are enacted by the 7-year-old There was one case about five years Government agency. ago when the three top deck officers on the same U.S.-flag tanker died of ben­ zene asphyxiation in one of the ships . "empty" cargo tanks. For your own protection, the Coast Guard suggests the following safety precautions while working near ben­ zene. • Wear fresh air self-contained breathing apparatus unless monitoring devices show that exposure levels will not be exceeded, or unless closed gauging and vapor return lines are used. • Wear protective clothing where skin or eye contact with benzene is likely. • Wear pressure-demand, self-con­ tained breathing apparatus when enter­ ing any tank carrying or previously con­ taining benzene. It's a good idea to follow these steps when working near any noxious chemi­ cal. It would be foolish not to. You never know when an accident will happen. New Tanker Brooks Range and SIU Crew on Alaska Oil Run The SllJ-manned tanker Brooks Range pulled inf : Long Beach, Calif, this month on her maiden voyage from the port of New Orleans. The 165,000 ton tanker, too big to use the Panama Canal, traversed Cape Horn to reach her West Coast destination. The brand new ship will carry oil from • -y^i ,'j. W, • and is operated by Inter Ocean Manage­ ment Corp. of Philadelphia. A sistership, the Thompson Pass, should be ready for crewing by SIU members in August. •. I*"'; d'd Valdez, Alaska to an offloading site near Panama. The ship is 906 ft. in length, with a 173 ft. beam and a 55 ft. draft. She was built at Avondale Shipyard in New Orleans 'PS .f-Vv . . :• r..y n •..? '.i' \ } In the sparkling new galley, N. Orellana, general steward utility,works meat slicer .i The SIU crew of the Brooks Range gather In crew's mess for group shot before faking the 165,000 ton tanker on her maiden voyage. ''I 7/ 5 Brotherhood m Action for SIU members with an alcohol problem The purpose of the Seafarers Alco­ holic Rehabilitation Center is to help Seafarers who have problems with alcohol. (3ur brothers can go to the Center and recover from the disease of alco­ holism. Through counseling services, we have a chance to learn about alcohol and ourselves. Education is, however, not only Alcoholic Rehabilitation Center I am intcrestctl in allcntling a si\-\vcck program at the Alcoholic Rchahiiitaiion Center. I uiKlerstaiKl.tiiat all m_\ medical and eoimseline reeortls will be kept strictly coiilidcntial. and that the) will mn be kept an\ where except at The Center. Name Book No I Address ( Street or RED) (Citv) (State) (Zip) j I Telephone No Mail [o: THF. CENTKR Star Route Box J 53-A Valley Lee, Md. 20692 or call, 24 hows-a-day, (301} 994-0010 10/LOG/June 1978 I j The Brooks Range, owned and operated by Intef'Ocean Management Corp., will run between Valdez, Alaska and Panama. limited to the members who go to the Center.Through the Log, all of us can learn about alcoholism. Seafarer Jack Bowman has been with the SIU for 31 years. For the past seven years he has been sober. During 1975 and 1976, Brother Bowman served as a seafarer-counselor at the Center. He commented that while he was at the Center, "1 saw a lot of Seafarers being 'born again.' 1 knew most of the guys who said they came to the A RC 'because if Jack could get and stay sober,' they could too." Seafarer Bowman now works on ocean-going vessels out of the port of Seattle. He feels that during his years of sobriety he has "been doing the same things 1 did before but enjoying them more because when 1 wake up in the morning, 1 know what I did the night before." Brother Bowman .says he is pleased with the widespread effect of the alcohol education effort at the Center and in the Log. But he adds, "1 have seen some Seafarers who have gotten sober even though they were reluctant to go to the Center. They didn't seem to realize that the program at the Center is really good —it teaches an alcoholic about himself." he said. Brother Bowman has been through this kind of learning process himself and it has led him to work at helping his fellow Seafarers who share the problem of alcoholism. He would like to offer a suggestion to his fellow brothers who are recov­ ering alcoholics, especially those who have been through the Center. "When a brother completes the program at the ARC and returns home he needs your help to get back into the community and stay sober. You know what he is going through and it is up to you to help him make it." If you have a problem with alcohol, call the Center at any time: Seafarers Alcoholic Rehabilitation Center Star Route Box 152-A Valley Lee, Maryland 20692 Phone: (301) 994-0010 �NEW 3-YEAR DEEP SEA PACT SIGNED Wages, Pensions, Welfare, VtKotions Increased The SIU has wrapped up a solid ment for us in the political arena as new three-year contract for the well as a deeper commitment to im­ Union's deep sea membership. proving ourselves through the educa­ The pact includes substantial tional opportunities available at across-the-board increases in wages, Piney Point. With this kind of total regular overtime, premium and pen­ commitment, we can determine our alty rates. own future, and we can insure a con­ There have also been vast in­ tinually higher degree of job security creases worked out for vacation for oursiclves and financial security benefits for deep sea members and for ourselves and our families." significant improvements in the Sea­ Wage, Vacation Increases farers Pension and Welfare Plans. Under terms of the new contract, The new contract goes into effect the base monthly wage rates for all June 16, 1978 and will run through ratings will be increased by IV2 per­ June 15, 1981. cent in each year of the agreement. In regards to the contract, SIU These same increases will be ap­ President Paul Hall said: "This is one plied across-the-board to the regular of the best packages that we've been overtime rates, the premium rates able to achieve in some time. The and the penalty rates. membership should be proud of the In addition, a completely new job that the Union's Contract Depart­ formula for the payment of Vacation ment did on their behalf." benefits has been established. Hall continued: "We should all Under the new Vacation formula, look upon this agreement as a spring­ a Seafarer working a full year (365 board for even further improvements days seatime) will receive vacation in our lives as American seamen. But benefits to equal four months base to insure that these improvements wages for the rating he sailed in. This will come, we must collectively work change takes place immediately in hard to protect our interests on all the first year of the agreement. fronts. This means a deeper involve­ For the second and third years of the LOG Additional Contract Highlights Additional highlights of the netv three year contract include the foh lowing provisions: • Crew members will have the option of requesting payment by check in excess of $300.00 of the net amount due by providing proper notice to the Captain. •. Captains will be required to pay transportation to crew members leaving the vessel for specified medical reasons if the Company office or Agent's office is closed. • Provisions have been defined for providing a two hour minimum in port when called out on the watch below. Exceptions will be as sped'' fied in the Agreement. • Overtime sheets are to be collected and returned no less than weekly. • Valid overtime and approved subsistence and lodging claims shall be included in computing draws. • Meals and lodging have been raised to $26.00 per day. • At regular pay ofs or lay ups the crew will receive $10.00 for in­ cidental expenses in addition to air transportation. fr The Companies have agreed to forward first class mail to the crewmembers if properly addressed. • Oh Tankers, the penalty rates shall apply at all times the crew is engaged in refueling at sea. • On Tankers, the Oiler Maintenance Utility base pay and overtime rates have been admitted to conform to the higher rates applicable to tankers. • On aTB vessels with four men or less in the Steward Department the StewardfCoah or Steward/Baker shall be offered two hours overtime at «ea, Monday through Friday. • For any calendar day the Pilot does not perform any navigational service, the penalty applied to carrying passengers, shall apply to the Pilot. The passenger penally shall also apply to more than one appren­ tice pilot. m Jurisdiction on the moving of shipboard cranes has been established for Electricians and Crane Maintenance Electricians (C.M.E.'s). • Jurisdiction on rigging and un-rigging ramps on Ro Ro vessels has been secured for the Deck Department. • Clarifications agreed to over the past three years have been incor­ porated into the Agreement. • The Port Time provisions shall be amended so that in the case of tticaiting pilot, quarantine and pratique any such exception shall not apply where the delay is because the vessel is awaiting berth and shall only apply where the delay is caused by the arrival of the vessel during' hours that the port officials granting qilardntine or pratique are not on duty. ii More info On Pension, Welfare Page 14 contract, the vacation benefits are in­ creased an additional IV2 percent per year. With this kind of formula, the va­ cation benefits for Seafarers during the three-year period will increase approximately 70 percent to ICQ per­ cent over the previous contract de­ pending on the rating sailed. As an example of the new vaca­ tion, take the QMED rating under the Standard Tanker Agreement. Under the old Vacation schedule, a QMED sailing 365 days would re­ ceive a vacation benefit of $2,684.65. But under the new formula, in the first year of the contract, the QMED sailing 365 days would receive a benefit of $5,354.68. That's an in­ crease of $2,670.03 over the old rate. With the IV2 percent increase in the second year, the QMED's vaca­ tion benefit for 365 days worked would rise to $5,756.28, or a $401.60 increase. In the third year, the vacation benefit would go to $6,188.00 for 365 days, or a $431.72 increase. The total increase, then, for the QMED (Standard Tanker Agree­ ment) in vacation benefits is $3,503.35 over the three year life of the new contract. Overall, these are the most signif­ icant inci cases in Vacation benefits to [he Seafarer since establishment of the program. Pension, Welfare Benefits As a result of the negotiated in­ crease in Trust Fund contributions, there are important improvements in both the Seafarers Pension Plan and the Seafarers Welfare Plan. Pension benefits will be increased from $350 per month to $400 per per month. This goes into effect Jan. 1, 1979. Then as of June 16, 1980, the pension benefit will be increased from $400 to $450 per month. In addition, the pension incre­ ments for Seafarers accumulating seatime after achieving both 20 years seatime and 55 years of age has been increased. This benefit goes from a $15 a month to a $25 a month pen­ sion increment for every additional 365 days worked. A Seafarer can achieve seven of the.se increments under the Pension Plan. So a Seafarer could po.ssibly reach a total pension of $625 a month. Concerning the Welfare Plan, there were a number of significant improvements. These include; • A new Death Benefit for active Seafarers that could go as high as $20,000. The present Death Benefit is a maximum of $5,000. • Establishment of a Major Med­ ical program in the Seafarers Welfare Plan. • Coverage for dependent children will be extended from age 19 to age 25 if the dependent is a full time student. • Extended coverage for hospital extras from 60 days to 90 days of hospital confinement. • Increa.sc in the optical benefit from $30 to $40. Your Negotiating Committee rec­ ommends membership approval of the contractual changes. Eligibility Rules Changed to 125 Days Seafarers should take special note that as a result of the improved bene­ fits the eligibility rules for Welfare and Vacation benefits have been changed. Now, to he eligible for benefits under the Seafarers Welfare Plan, a Seafarer must have accumulated 125 days employment on contracted ves­ sels in the previous calendar year as well as one day employment in the six month period immediately preceding date of claim. Under the Vacation Plan, a Sea­ farer will now apply for his vacation benefits after having accumulated 125 days seatime. June 1978/ LOG / 11 k'ii �Wage Rates Under 3-Year Contract This chart represents the base monthly wage gains negotiated for Seafarers under the new three^ear contract. The gains amount to a 7 /4 percent increase in wages in each of the three years of the agreement. Standard Freightship Agreement Deck Department Boatswain (SL 7's, SL 18's Lash, Mariner & Passenger) Boatswain Carpenter Carpenter Maintenance A.B. Maintenance Quartermaster Able Seaman Fire Patrolman O.S. Maintenance Ordinary Seaman Engine Department Chief Electrician (SL 7's, SL 18's Lash, Mariner & Passenger) Chief Electrician (Delta) Chief Electrician Crane Mtce./Electrician Electrician Reefer Mtce. Second Electrician Engine Utility Reefer Mtce. Refrigerating Engineer (when one is carried) Refrigerating Engineer (when three are carried) Chief First Assistant Second Assistant Q.M.E.D. Plumber/Machinist Unlicensed Junior Engineer (Day) Unlicensed Junior Engineer (Watch) Deck Engineer Engine Utility/FOWT (Delta) Engine Utility Evaporator/Maintenance Oiler Oiler (Diesel) Watertender Fireman/Watertender Fireman Wiper Ship's Welder Mtce. Oiler/Maintenance Utility General Utility/Deck Engine 1978 Wage 7W% Increase From Old Contract 1,196.81 1,058.53 973.89 973.89 899.99 848.85 805.90 805.90 673.43 629.94 1,286.57 1,137.92 1,046.93 1,046.93 967.49 912.51 866.34 866.34 723.94 677.19 1,280.42 1,278.27 1,245.27 1,245.27 1,245.27 1,164.09 1,164.09 1,164.09 1,164.09 1,194.05 1,061.04 989.81 1,196.81 1,067.40 1,018.49 917.07 987.67 997.08 930.24 853.23 805.90 867.26 805.90 805.90 805.90 748.60 999.76 930.24 748.60 1,196.81 1,196.81 1,196.81 1,058.53 940.85 917.06 805.90 795.01 795.01 625.04 625.04 Current ase Monthly Wage 1980 Wage 7W% Increase From 1979 Wage Increase <^er 3 Years 96.49 85.34 78.52 78.52 72.56 68.44 64.98 64.98 54.30 50.79 1,486.79 1,315.00 1,209.86 1,209.86 1,118.05 1,054.52 1,001.17 1,001.17 836.61 782.58 103.73 91.74 84.41 84.41 78.00 73.57 69.85 69.85 58.37 54.60 289.98 256.47 235.97 235.97 218.06 205.67 195.27 195.27 163.18 152.64 1,479.68 1,477.20 1,439.07 1,439.07 1,439.07 1,345.26 1,345.26 1,345.26 1,345.26 1,379.87 1,226.17 1,143.85 1,383.06 1,233.52 1,177.00 1,059.79 1,141.38 1,152.25 1,075.01 986.01 931.32 1,002.22 931.32 931.32 931.32 865.11 1,155.35 1,075.01 865.11 103.23 103.06 100.40 100.40 100.40 93.86 93.86 93.86 93.86 96.27 85.55 79.80 96.49 86.06 82.12 73.94 79.63 80.39 75.00 68.79 64.98 69.92 64.98 64.98 64.98 60.36 80.61 75.00 60.36 1,590.66 1,587.99 1,547.00 1,547.00 1,547.00 1,446.15 1,446.15 1,446.15 1,446.15 1,483.36 1,318.13 1,229.64 1,486.79 .1,326.03 1,265.28 1,139.27 1,226.98 1,238.67 1,155.64 1,059.96 1,001.17 1,077.39 1,001.17 1,001.17 1,001.17 929.99 1,242.00 1,155.64 929.99 110.98 110.79 107.93 107.93 107.93 100.89 100.89 100.89 100.89 103.49 91.96 85.79 103.73 92.51 88.28 79.48 85.60 86.42 80.63 73.95 69.85 75.17 69.85 69.85 69.85 64.88 86.65 80.63 64.88 310.24 309.72 301.73 301.73 301.73 282.06 282.06 282.06 282.06 289.31 257.09 239.83 289.98 258.63 246.79 222.20 239.31 241.59 225.40 206.73 195.27 210.13 195.27 195.27 195.27 181.39 ' 242.24 225.40 181.39 1,383.06 1,383.06 1,383.06 1,223.26 1,087.27 1,059.78 931.32 918.74 918.74 722.31 722.31 96.49 96.49 96.49 85.34 75.86 73,94 64.98 64.10 64.10 50.39 50.39 1,486.79 1,486.79 1,486.79 1,315.00 1,168.82 1,139.26 1,001.17 987.65 987.65 776.48 776.48 103.73 103.73 103.73 91.74 81.55 79.48 69.85 68.91 68.91 54.17 54.17 lVi% 1979 Wage Increase From 1978 89.76 79.39 73.04 73.04 67.50 63.66 60.44 60.44 50.51 47.25 1,383.06 1,223.26 1,125.45 1,125.45 1,040.05 980.95 931.32 931.32 778.24 727.98 1,376.45 1,374.14 1,338.67 1,338.67 1,338.67 1,251.40 1,251.40 1,251.40 1,251.40 1,283.60 1,140.62 1,064.05 1,286.57 1,147.46 1,094.88 . 985.85 1,061.75 1,071.86 1,000.01 917.22 866.34 932.30 866.34 866.34 866.34 804.75 1,074.74 1,000.01 804.75 96.03 95.87 93.40 93.40 93.40 87.31 87.31 87.31 87.31 89.55 79.58 74.24 89.76 80.06 76.39 68.78 74.08 74.78 69.77 63.99 60.44 65.04 60.44 60.44 60.44 56.15 74.98 69.77 56.15 1,286.57 1,286.57 1,286.57 1,137.92 1,011.41 985.84 866.34 854.64 854.64 671.92 671.92 89.76 89.76 89.76 79.39 70.56 68.78 60.44 59.63 59.63 46.88 46.88 Steward Department Chief Steward (SL 7's, SL 18's Lash and Mariner) Steward/Cook Steward/Baker Chief Steward Chief Cook Cook & Baker Second Cook Third Cook Assistant Cook Messman Utilityman 289.98 289.98 289.98 256.47 227.97 222.20. 195.27 192.64 192.64 151.44 151.44 Standard Tanker Agreement Deck Department Boatswain'(on vessels constructed since 1970) Boatswain (25,500 D.W.T. or over) Boatswain (under 25,500 D.W.T.) A.B. Deck Maintenance Able Seaman O.S. Deck Maintenance Ordinary Seaman Engine Department O.M.E.D. Chief Pumpman Second Pumpman/Engine Mtce. Ship's Welder Maintenance Engine Utility Oiler Maintenance Utility (adjusted) Oiler Fireman/Watertender General Utility/Deck Engine Wiper Steward Department Chief Steward (on vessels constructed since 1970) Steward/Cook Steward/Baker Chief Steward (25,500 D.W.T. or over) Chief Steward (under 25,500 D.W.T.) Chief Cook Cook and Baker Third Cook Assistant Cook Messman Utilityman 1979 Wage 7«/i% Increase From 1978 93.40 84.66 81.49 69.49 61.15 56.15 48.49 1,439.07 1,304.49 1,255.58 1,070.69 942.26 865.15 747.18 1,338.67 1,224.59 1,224.59 1,084.11 985.99 1,010.19 876.52 876.52 804.79 804.79 93.40 85.44 85.44 75.64 68.79 81.72 61.15 61.15 56.15 56.15 1,338.67 1,338.67 1,338.67 1,218.32 1,172.83 1,052.75 1,027.93 911.77 911.77 •671.91 671.91 93.40 93.40 93.40 85.00 81.83 . 73.45 71.72 63.61 63.61 46.88 46.88 1978 Wage 7>/i% Increase From Old Contract 1,245.27 1,128.82 1,086.49 926.50 815.37 748.64 646.56 1,338.67 1,213.48 1,167.98 995.99 876.52 804.79 695.05 1,245.27 1,139.15 1,139.15 1,008.47 917.20 928.47 815.37 815.37 748.64 748.64 1,245.27 1,245.27 1,245.27 1,133.32 1,091.00 979.30 956.21 848.16 848.16 625.03 625.03 Current Base Monthly Wage 1980 Wage 7V4% Increase From 1979 Wage Increase Over 3 Years 100.40 91.01 87.60 74.70 65.74 60.36 52.13 1,547.00 1,402.33 1,349.75 1,150.99 1,012.93 930.04 803.22 107.93 97.84 94.17 80.30 70.67 64.89 56.04 301.73 273.51 263.26 224.49 197.56 181.40 156.66 1,439.07 1,316.43 1,316.43 1,165.42 1,059.94 1,085.96 942.26 942.26 865.15 865.15 100.40 91.84 91.84 JI1.3I 73.95 75.77 65.74 65.74 60.36 60.36 1,547.00 1,415.16 1,415.16 1,252.83 1,139.44 1,167.41 1,012.93 1,012.93 930.04 930.04 107.93 98.73 98.73 87.41 79.50 81.45 70.67 70.67 64.89 64.89 301.73 276.01 276.01 244.36 222.24 238.94 197.56 197.56 181.40 181.40 1,439.07 1,439.07 1,439.07 1,309.69 1,260.79 1,131.71 1,105.02 980.15 980.15 722.30 722.30 100.40 100.40 100.40 91.37 87.96 78.96 77.09 68.38 68.38 50.39 50.39 1,547.00 1,547.00 1,547.00 1,407.92 1,355.35 1,216.59 1,187.90 1,053.66 1,053.66 776.47 776.47 107.93 107.93 107.93 98.23 94.56 84.88 82.88 73.51 73.51 54.17 54.17 301.73 301.73 301.73 274.60 264.35 237.29 231.69 205.50 205.50 151.44 151.44 the Union also negotiated a /'/z percent per year increase in regular ind penalty rates. A complete outline on these rates will be carried in the full Agreement. 12 / LOG / June 1978 • �New Vacation Rates for Deep Sea Members This chart reflects the netc Vacation rates for deep sea members. It is based on 365 days worked. The initial increase in vacation reflects the newly established formula which provides 4 months base tvages for 365 days worked. The second and third year merges in vacation benefits amount to a 7 Vi percent raise over the previous year. A Seafarer can file for vacation benefits after having accumulated 125 days of seatime. Vacation Rates for Tankers Deck Department Boatswain (on vessels constructed since 1970) Boatswain (25,500 D.W.T. or over) Boatswain (under 25,500 D.W.T.) A.B. Deck Maintenance Able Seaman O.S. Deck Maintenance Ordinary Seaman Current Vacation 1978 Vacation Increase From Old Contract 1979 Vacation Increa.se From 1978 1980 Vacation lncrea.se From 1979 Vacation Incrfa.se Over 3 Years 2,684.65 2,684.65 2,684.65 2,250.16 2,250.16 1,835.66 1,835.66 5,354.68 4,853.92 4,671.92 3,983.96 3,506.08 3,319.16 2,780.20 2,670.03 2,169.27 1,987.27 1,733.80 1,255.92 1,383.50 944.54 5,756.28 5,217.96 5,022.32 4,282.76 3,769.04 3,460.60 2,988.72 401.60 364.04 350.40 298.80 262.96 241.44 208.52 6,188.00 5,609.32 5,399.00 4,603.96 4,051.72 3,720.16 3,212.88 431.72 391.36 376.68 321.20 282.68 259.56 224.16 3,503.35 2,924.67 2,714.35 2,353.80 1,801.56 1,884.50 1,377.22 2,684.65 2,684.65 2,684.65 2,684.65 2,684.65 2,250.16 2,250.16 2,250.16 2,250.16 1,835.66 5,354.68 4,898.26 4,898.26 4,336.44 3,943.96 4,040.76 3,506.08 3,506.08 3,219.16 3,219.16 2,670.03 2,213.71 2,213.71 1,651.79 1,259.31 1,790.60 1,255.92 1,255.92 969.00 1,383..50 5,756.28 5,265.72 5,265.72 4,661.68 4,239.76 4,343.84 3,769.04 3,769.04 3,460.60 3,460.60 401.60 "367.36 367.36 325.24 295.80 303.08 262.96 262.96 241.44 241.44 6,188.00 5,660.64 5,660.64 5,011.32 4,557.76 4,669.64 4,051.72 4,051.72 3,720.16 3,720.16 431.72 394.92 394,92 349.64 318.00 325.80 282.68 282.68 259.56 259.56 3,503.35 2,975.99 2,975.99 2,326.67 1,873.11 2,419.48 1,801.56 1,801.56 1,470.00 1,884.50 2,684.65 2,684.65 2,684.65 2,684.65 2,684.65 2,684.65 2,684.65 2,250.16 2,250.16 1,835.66 1,835.66 5,354.68 5,354.68 5,354.68 4,873.28 4,691,32 4,21 1.00 4,1 1 1.72 3,647.08 3,647.08 2,687.64 2,687.64 2,670.03 2,670.03 2,670.03 2,188.63 2,006.67 1,526.35 1,427.07 1,396.92 1,396.92 851.98 851.98 5,756.28 5,756.28 5,756.28 5,238.76 5,043.16 4,526.84 4,420.08 3,920.60 3,920.60 2,889.20 2,889.20 401.60 401.60 401.60 365.48 351.84 315.84 308.36 273.52 273.52 201.56 201.56 6,188.00 6,188.00 6,188.00 5,631.68 5,421.40 4,866.36 4,751.60 4,214.64 4,214.64 3,105.88 3,105.88 431.72 431.72 431.72 392.92 378.24 339.52 331.52 294.04 294.04 216.68 216.68 3,503.35 3,503.35 3,503.35 2,947.03 2,736.75 2,181.71 2,066.95 1,964.48 1,964.48. 1,270.22 1,270.22 Increase From 1979 Vacation Increase Over 3 Years • s• 1 Engine Department Q.M.E.D. Chief Pumpman Second Pumpman/Engine Mtce. Ship's Welder Maintenance Engine Utility Oiler Maintenance Utility Oiler Fireman/Watertender General Utility/Deck Engine Wiper Steward Department Chief Steward (on vessels constructed since 1970) Steward/Cook Steward/Baker Chief Steward (25,500 D.W.T. or over) Chief Steward (under 25,500 D.W.T.) Chief Cook Cook and Baker Third Cook Assistant Cook Messman Utilityman Vacation Rates for Freightships Deck Department Boatswain (SL 7's, SL 18's Lash, Mariner & Passenger) Boatswain Carpenter Carpenter Maintenance A.B. Maintenance Quartermaster Able Seaman Fire Patrolman O.S. Maintenance Ordinary Seaman Current Vacation 1978 Vacation 2,684.65 2,684.65 5,146.28 4,551.68 2,684.65 4,187.72 2,684.65 2,250.16 2,250.16 2,250.16 2,250.16 1.835.66 1,835.66 4,187.72 3,869.96 3,650.04 3,465.36 3,465.36 2,895.76 2,708.76 Increase From Old Contract 1979 Vacation 'increase From 1978 2,461.63 1,867.03 1,503.07 1,503.07 1,619.80 1,399.88 1,215.20 1,215.20 1,060,10 873.10 5,532.24 4,893.04 4,501.80 4,501.80 4,160.20 3,923.80 3,725.28 3,725.28 3,112.96 2,911.92 385.96 341.36 314.08 314.08 290.24 273.76 259.92 259.92 217.20 203.16 1980 Vacation 5,947.16 5,260.00 4,839.44 4,839.44 414.92 3,262.51 366.96 • 2,575.35 337.64 337.64 2,154.79 2,154.79 2,222.04 1,967.92 1,754.52 1,754.52 1.510.78 1,294.66 4,4/2,20 312.00 4,2/8.08 4,004.68 4,004.68 1,346.44 3,130.32 294.28 279.40 279.40 233.48 218.40 Engine Department Chief Electrician (SL 7's, SL 18's Lash, Mariner & Passenger) Chief Electrician (Delta) Chief Electrician Crane Mtce./Electrician Electrician Reefer Mtce. Second Electrician Engine Utility Reefer Mtce. Refrigerating Engineer (when one is carried) Refrigerating Engineer (when three are carried) Chief First Assistant Second Assistant Q.M.E.D. Plumber/Machinist Unlicensed Junior Engineer (Day) Unlicensed junior Engineer (Watch) Deck Engineer Engine Utility/FOWT (Delta) Engine Utility Evaporator/Maintenance Oiler Oiler (Diesel) Watertender Fireman/Watertender Fireman Wiper Ship's Welder Mtce. Oiler/Mainleiiance Utility General Utility/Deck Engine 2,684.65 2,684.65 2,684.65 2,684.65 2,684.65 2,684.65 2,684.65 2,684.65 2,684.65 2,684.65 2,684.65 2,684.65 2,684.65 2,684.65 2,684.65 2,684.65 2,684.65 2,684.65 2,684.65 2,250.16 2,250.16 2,250.16 2,250.16 2.250.16 2,250.16 1,835.66 2,684.65 2,250.16 1,835.66 5,505.80 5,496.56 5,354.68 5,354.68 5,354.68 5,005.60 5,005.60 5,005.60 5,005.60 5,134.40 4,562.48 4,256.20 5.146.28 4,589.84 4,379.52 3,943.40 4.247.00 4,287.44 4,()00.()4 3,668.88 3,465.36 3,729.20 3.465,36 3,465.36 3,465.36 3,209.00 4,298.96 4,000.04 3,219.00 2,821.15 2,81 1.91 2,670.03 2,670.03 2,670.03 2,320.95 2,320.95 2,320.95 2,320.95 2,449.75 1,877.83 1,571.55 2,461.63 1.905.19 1,694.87 1,258.75 1,562.35 1.602.79 1,315.39 1,418.72 1,215.20 1,479.04 1,215.20 , 1,215.20 1,215.20 1,373.34 1,614.31 1,749.88 1,383.34 5,918.72 5,908.80 5,756.28 5,756.28 5,756.28 5,381.04 5,381.04 5,381.04 5,381.04 5,519.48 4,904.68 4,575.40 5,532.24 4,934.08 4,708.00 4,239.16 4,565.52 4,609.00 4,300.04 3,944.04 3,725.28 4,008.88 3,725.28 3.725.28 3,725.28 3,460.44 4,621.40 4,300.04 3,460.44 412.92 412.24 401.60 401.60 401.60 375.44 375.44 375.44 375.44 385.08 342.20 319.20 385.96 .M4.24 328.48 295.76 318.52 321.56 30().0() 275.16 259.92 279.68 259.92 259.92 259.92 251.44 322.44 300.00 241.44 6,362.64 6,351.96 6,188.00 6,188.00 6,188.00 5,784.60 5,784.60 5,784.60 5,784.60 5,933.44 5,272.52 4,918.56 5,947.16 5,304.12 5,061.12 4,557,08 4,907.92 4,954.68 4,622.56 4,239.84 4,004.68 4,309.56 4,004.68 4,004.68 4,004.68 3,719.96 4,968.00 4,622.56 3,719.96 443.92 443.16 431.72 431.72 431.72 403.56 403.56 403.56 403.56 413.96 367.84 343.16 414.92 370.04 353.12 31 7.92 342.40 345.68 322.52 295.80 279.40 300.68 279.40 279,40 279.40 259.52 346.60 322.52 259.52 3,677.99 3,667.31 3,503.35 3,503.35 •3,503.35 3,099.95 3,099.95 3,099.95 3,099.95 3,248.79 2,587.87 2,233.91 3,262.51 2,619.47 2,376.47 1,872.43 2,223.27 2,270.03 1,937.91 1,989.68 1,754.52 2,059,40 1,754.52 1,754.52 1,754.52 1,884.30 2,283.35 2,372.40 1,884.30 2,684.65 2,684.65 2,684.65 2,684.65 2,684.65 2.684.65 2,2.50.16 2,250.16 2,250.16 1,835.66 1,835.66 5,146.28 5,146.28 5,146.28 4,551.68 4,045.64 3,943.36 3,465.36 3,418.56 3,418.56 2,687.68 2,687.68 2,461.63 2,461.63 2,461.63 1,867.03 1,360.99 1,258.71 1,215.20 1,168.40 1,168.40 852.02 852.02 5,532.24 5,532.24 5,532.24 4,893.04 4,349.08 4,239.12 3,725.28 3,674.96 3,674.96 2,889.24 2,889.24 385.96 385.96 385.96 341.36 303.44 295.76 259.92 256.40 256.40 201.56 201.56 5,947.16 5,947.16 5,947.16 5,260.00 4,675.28 4,557.04 4,004.68 3,950.60 3,950.60 3,105.92 3,105.92 414.92 414.92 414.92 366.96 326.20 317.92 279.40 275.64 275.64 216.68 216.68 3,262.51 3,262.51 3,262.51 2,575.35 1,990.63 1,872.39 1,754.52 1,700.44 1,700.44 1,270.26 1,270.26 Steward Department Chief Steward (SL 7's, SL 18's Lash and Mariner) Steward/Cook Steward/Baker Chief Steward Chief Cook Cook & Baker Second Cook Third Cook Assistant Cook Messman Utilitvman The Vacation rates indicated above reflect all COLA increments and supplementary itayments. June 1978/LOG/13 i.l' �New Pension, Welfare Benefits Explained The highest pension benefits and the most extensive welfare coverage ever offered to Seafarers are a result of the new deep sea contract. The new and improved benefits arc provided to eligible employees under the Seafarers Pension and Wel­ fare Plans. However, with the in­ creased benefits a significant change in the eligibility requirements for the Welfare Plan has been made. Now, the amount of seatime re­ quired to receive welfare benefits is 125 days employment in the calendar year preceding the date of the claim. The additional requirement of one day employment in the six month period immediately preceding the claim remains the same. Pension Benefits The highlight of the new pension benefits is a $100 jump in the monthly payment. It goes up in two steps: • Beginning Jan. 1, 1979, the present $350. a month pension benefit will be raised to $400. a month. • Effective June 16, 1980, it will be further increased from $400. to $450. a month. This increase applies to all three types of pension benefits available under the Plan—Regular Normal Pension, Early Normal Pension and Disability Pension. The eligibility requirements for each are as follows: • Regular Normal Seatime: 15 years (5475 days) Retirement Age: 65 • Early Normal Seatime: 20 years (7300 days) Retirement Age: 55 • Disability Pension Seatime: 12 years (4380 days) at any age, plus, a permanent 14 / LOG / June 1978 disability award from the Social Security Administration. Note that the above specified re­ quirements for pension are the same as in the past. An additional benefit has also been made available under the Early Normal Pension Increments pro­ gram. Once you have fulfilled the sea­ time and age requirements of the Early Normal Pension (20 years seatime at 55 years of age), you get an additional amount or incre­ ment on top of your monthly pension benefit for every additional full year that you work (365 days). The max­ imum is seven increments. The new benefit raises this monthly pension increment from $15. to $25. And it is effective im­ mediately with the start of the new contract on June 16, 1978. With the $100. monthly pension increase, this means that you can receive up to $625 a month in pension benefits if you earn all seven increments. Another benefit of the Early Nor­ mal Pension is the Special Pension Supplement established in 1977. At present a Seafarer with 20 years seatime at age 55 can get one addi­ tional full year of pension benefits in a lump sum payment if he works two more full years (730 days) before he retires. The Board of Trustees are presently evaluating a reduction of this requirement to one full year (365 days) of additional employ­ ment before retirement. Welfare Benefits The welfare benefits offer both brand new and greatly expanded cov­ erage for Seafarers and their depend­ ents. The biggest increase is in the amount of the death benefit. Active seamen can have up to $20,000 in death benefit coverage. The maxi­ mum under the old contract was $5,000. The chart on this page gives full eligibility details for the new death benefit. But it is important to remem- New Death Benefit Death benefit coverage, provided by the Seafarers Welfare Plan for active Seafarers, has been greatly increased. As the chart below shows, the maximum $5,000 payment pro­ vided under the old schedule has now become the minimum benefit. Active seamen can receive up to $20,000 coverage for their families' security. Amount of Required Seatime for Eligibility Benefit $ 5,000 125 days in the previous calendar year, 1 in the last 6 months. 10,000 125 days in each of previous 3 calendar years, 1 in the last 6 months. 12,000 125 days in each of previous 4 calendar years, 1 in the last 6 months. 15,000- 125 days in each of previous 5 calendar years, 1 in the last 6 months. 17,000- 125 days in each of previous 6 calendar years, 1 in the last 6 months. 20,000- 125 days in each of previous 7 calendar years, 1 in the last 6 months. ber that all welfare benefits now re­ quire at least 125 days employment in the previous calendar year, plus one day in the six months immedi­ ately preceding date of the claim. The biggest new welfare benefit is a program of Major Medical cover­ age for dependents of Seafarers. Under the old benefit schedule, major medical expenses like surgery and 'doctor's hospital visits could not ex­ ceed $600 in benefits paid from the Welfare Plan. The Seafarer had to pay any charges over that amount out of his own pocket. But the new pro­ gram takes over where the old Plan leaves off and pays up to 80 percent of any remaining charges. For example, if a Seafarer's wife is"^ charged $1000. for surgery, the Plan will pay up to $600 of the bill. And the new Major Medical program will pay up to 80 percent of the remain­ ing $400. Expanded benefits to dependents include the following: • Hospital Extras: The Plan will pay all reasonable charges made by the hospital in addition to room and board for a maximum of 90 days per confinement. This is an increase from 60 days confinement under the old schedule. • Emergency Treatment: The Plan will now cover emergency treat­ ment received in a doctor's office in addition to such treatment received in a hospital. • Student Coverage: The Plan will extend dependent benefits to children of Seafarers who are full-time stu­ dents up to the age of 25. This is an extension from age 19. In addition the optical benefit is increased $30 to $40 for eye exam­ inations and eyeglasses for both Sea­ farers and their dependents. �SS Delta Mar Chief Steward Michael J. Dunn, Capt. L. V. Cooley and Seafarers of the SS Delta Mar (Delta Line) recently were commended by the company "...for the highest sanitation rating (100 percent) given Delta's fleet of vessels" by a U.S. Department of Health, Education and Welfare inspector. Steward Dunn added, "This is a 100 percent steward department, everyone is over 55-years-old and doing a hangup job. Between us we have a whole lot of years of experience in the steward department. Without their cooperation this job couldn't have been accomplished. This isn't our only trip with a 100 percent. We have com­ pleted two and are trying to capture a few more." Washington, D.C. Adm. John B. Hayes, 54, became the 16th commandant of the U.S. Coast Guard in ceremonies at the Navy Yard here late last month. He succeeds retiring Adm. Owen W. Siler who ended a 35-year career. Adm. Hayes, a 1946 graduate of the New London (Conn.) Coast Guard Acad­ emy, was sworn in by Secretary of Transportation Brock Adams. Hayes was born in Jamestown, N. Y. and educated in Bradford, Pa. and at George Washington University here. His service experience includes duty in Alaska, Japan, Florida and the Gulf of Thailand in 1966, where he earned the Legion of Merit while commanding Squad­ ron 1 there. Adm. Hayes also holds Coast Guard Meritorious Service and Commendation Medals and the Secretary of the Treasury's Commendation Award Medal. who will ride a Delta Line ship to South America and b;' • Marciana Jane Rinaldi of Ponce, P R. PropelL Club will voyage on a Waterman ship round-trip to Europe. • Kevin .lohnson Danahy of Buffalo's Propeller Club will sail on an American Steamship Co. vessel on the Great Lakes. •Ed Perlmutter of Olivette, Mo. and the Si. Louis Propeller Club will ride an American Commercial Barge Line Boat from St. Louis to Minneapolis, Minn, and return. Also in the Propeller Club maritime essay contest, four college students.won $1,400. They are: Thomas G. Wclshko of the Baltimore Club who won $500; Susan Blake of the Galveston Club who won $400; Frederick R. Doll Jr. of the New York Club who won $300; and Mark P. Scott of the Norfolk Club who won $200. Lome J. Collins of the St. Petersburg, Fla. Club won an honorable mention. iP' STTex From a Gulf port to Beirut, Lebanon, the ST Tex (Altair Steamship) will haul 23,000 metric tons of bulk wheat early next month. ST Point Julie Next month from a Gulf port to both coasts of India, the YZ' Point Julie (Birch Steamship) will carry 22,679 metric tons of bulk soybean oil. SS Mary From a Gulf port in the beginning of July, the SS A/r// r (Marlin Steamship) will sail to Beira or Nacala, Mozambique or Dar es Salaam, Tanzania carrying 14,250 tons of bagged fertilizers. FLAG SS Jeff Davis, Robert Toombs, Stonewall Jackson On July 1-10, the SS Jeff Davis; on July 16-25, the 55 Robert Toombs and on Aug. 1-10, the SS Stonewall Jaekson (all Waterman), will each carry 5,000 metric tons of bagged wheat flour to Sri Lanka, (Ceylon). Washington, D.C Among the 20 U.S. high school students who won cash prizes and voyages on American ships in the 1978 Propeller Club "Merchant Marine's Vital Role in the World of Commerce" essay contest, are four students who will ride SlU-contracted vessels this summer. The SlU companies are on the deep sea. Lakes and inland waters. These four winners, and the companies and Propeller Clubs sponsoring them are: • Jack James Carrell Jr. of Bogalusa, La. and the New Orleans Propeller Club Seventy-one cents of every dollar spent in shipping on American-flag vessels remains in this country, making a very substantial contribution to the national balance of payments and to the nation's economy. Use U.S.-flag ships. It's good for the American maritime industry, the Ameri­ can shipper, and America. iSIUIlBillHIIIIIK Jimmy Carter Says Hi Y'Aii to Seafarers on Nigerian Trek \ I! •K President Carter (center) comes down the gangway of the SS Delta Paraguay in Lagos, Nigeria after he and Mrs. Carter personally greeted each Seafarer aboard. Leading a tour of the ship is Capt. Frank Verner (left). In front is a Secret Service operative. Delta Line's containership SS Delta Paraguay eases out of New Orleans Harbor down the Mississippi enroute to Lagos, Nigeria where President and Mrs. Jimmy Carter visited the vessel on Apr, 2. Accompanying the ship is the TugJames E. Smith (Cresent Towing). On the levee are barges of Orgulf Transport and the Coal Barges Co. Deposit in the SlU Blood Bank— It's Your Life June 1978 / LOG / 15 �B5 Algerian Ship Rams Yellowstone; 1 Dead, 4 Missing Peter Shaughnessy William S. Karaba missing missing An aerial photo snapped by the British Naval Air Force shows the ST Yellowstone (Ogden Marine) a short time after she was rammed by the Algerian freighter SS Ibn Batoutn on June 12 leaving the Straits of Gibraltar. The crash killed five and injured three crewrnembers of the Yellowstone. She sank the next day in the Med, A Seafarer was killed, four crewmembers arc missing and presumed dead and three were injured when the Sll'-manned ST Yellowstone (Ogden Marine) was rammed portside in the engine room by the 7,435 dwt Algerian freighter SS Ihn Batouta. It happened midday in thick fog and calm seas on June 12 just 14 miles southeast of the British crown colony of Gibraltar in the Straits. The Yellowstone, carrying grain, sank while being towed the next afternoon in 3,800 feet of Mediterranean waters 77 miles southeast of Gibraltar. Dead is Messman Donald C.^Whitev" Tucker, 45, of River Rouge, Mich. Mis­ sing and presumed dead are C hief Elec­ trician Peter K. "Red" Shaughnessy, 55, of Brooklyn, N.Y.; Wiper Garter Lane, 36, of Hot .Springs, Ark.; OS William S. Karaha, 26, of Ashland, Wise, and 3rd Engineer George Wright, 66, of Seattle. Injured and flown by a British Navy hel­ icopter to the Gibraltar Naval Hospital were AB Jerry M. Ea Duke, 37, of De­ troit; 3rd Cook Robert E. Cotton, 50, of Mobile and one of the ship's 3rd mates. The Algerian vessel suffered damage to her bow but reported no casualties. Injured AB Jerry M. La Duke (front stretcher) and 3rd Cook Robert L Cotton (rear stretcher) of the Yellowstone get medical attention from doctors and attendants before being taken to the Royal Naval Hospital at Gibraltar. 16 / LOG / June 1978 She sailed under her own power to the Algerian port of Oran. All 36 survivors of the Yellowstone were taken off by ships of the British Navy. Seafarer Spolios J. Kosturos was on the deck of the Yellowstone in cool weather with the ship's foghorn blowing when he said he saw the Algerian freighter come out of the fog about 100 yards away bear down on his ship. He said he couldn't tell how fast the Ihn Batoiita was moving. When the Algerian ship's bulbous bow sliced 25 feet into the port side of the Yellowstone, she trapped the dead Donald G. Tucker Carter Lane missing dead and missing in the engine room, in the messroom and in the foesle area. In Gibraltar the next night. Seafarer Robert Lang telephoned his wife, Joan, in Chester, Pa. He told her he had to climb out over the engine room boilers and steam pipes to escape the engulfing waters which put the engine room under­ water in 4 to 5 minutes. First on the crash .scene within min­ utes were the British submarine HMS Finwhale and the frigate HMS Aurora which put damage control teams on the Yellowstone. Later the frigate took off the first 19 survivors from the Yellow­ stone. AB Benjamin E. Fowler of Hous­ ton said the A urora crew also gave them survival kits with British Navy hats, sweaters and tennis shoes. The crash impact was so great that the two vessels were locked together. Dur­ ing the night strong westerly winds and current drifted the ships eastward. They were pulled apart by the Royal Mari­ time Auxiliary tug Cyehne. The Yellowstofie was lowed toward Gibraltar but in 30 minutes she started to take on water. Her SlU skeleton crew, led by Recertified Bosun Arthur Harrington and 2nd Electrician Thomas Berry, were taken off the sinking ship onto another tug. The towline was cut and the Yellow­ stone plunged by her stern and sank. The Yellowstone had taken on her cargo of wheat in the Lakes port of Duluth, Minn, and some of her crew at SlU Lakes Headquarters in Algonac, Mich. British Navy helicopter flight personnel take hurt Seafarer Jerry M. La Duke (in stretcher) of the Yellowstone off the chopper to a waiting naval ambulance. The plane flew the injured off the frigate HMS Aurora. �National Maritime Day Honors America's Merchant Seamen • 1 « V •. • a _ National Maritime Day has been an annual, American tradition since its observance was declared by law in 1933. The day was chosen to mark the 1819 transatlantic crossing of the SS Savan­ nah—the first transatlantic crossing by a steamship. But it is also a day honoring achievements of merchant seamen. SIU members joined representatives of the maritime industry and govern­ ment spokesmen on May 22 for the Port of New York-New Jersey National Maritime Day ceremonies. Similar cere­ monies were held in ports throughout the country. Thousands of people filled the sunny _ _ _ plaza of the World Trade Center to hear speeches and presentations honor­ ing the American merchant marine. Tributes to maritime included a musi­ cal salute to the seagoing past and a wreath ceremony in memory of those who gave their lives serving the mer­ chant marine. SIU Executive Vice Presi­ dent Frank Drozak represented the Union, which was among the sponsors of the wreath. Maritime Day is both a colorful and a solemn occasion. It honors the import­ ance of the American merchant marine in the nation's history and it's also a gesture of support to today's maritime industry. SIU Executive VP. Frank Drozak (second from right) joins representatives of other maritime organizations and three clergymen in dedicating a wreath to the men who died while serving the merchant marine. The U.S. Merchant Marine Academy Regimental Band entertained spectators at the World Trade Center plaza as part of Maritime Day ceremonies. Seafarers Recount Yellowsfone Tragedy on Arrival in States JFK AIRPORT, N.V.—"If I hadn't been working overtime aft," A B Marcelires Mejaries told the Log here on June 16, "my life would not have been saved when the ship hit." He explained that his roommate, OS William S. Karaba, one of the missing, was sleeping in his focsle at the time. "3rd Cook Cotton." despite leg injuries, "tried to get my shipmate out," the Seafarer added. Later Mejaries said, he crossed over Saved by a heroic shipmate is Wiper Henry Kozlowski. to the Algerian ship to ask for radio help of the captain. The AB congratulated the officers and crew of the Royal Navy for their rescue efforts. 2nd Electrician Thomas Berry of Goodsprings, Ala. said he was working on deck at the time of the impact. He later dove down into the flooded engine room searching for survivors but found none. He reported that the Yellowsione crew sent a cablegram of thanks to the HMS Aurora for their aid. Another survivor. Chief Steward Francis E. Smith of Baltimore said, "the cook (Cotton, who was injured) and the messman (Tucker, who died) were in the messroom setting up the tables for dinner when the ship hit." He declared that "in another 15 minutes most ofthe crew would have been in the mcsshall eating." Oiler Wilbur M. Gee of Nederland, Tex., who was on deck watch taking readings at the crash, cited FOWT Rob­ ert Lank for his heroic leading of Wiper Henry Kozlowski out of the underwater engine room to safety. Kozlowski said, "I was on duty and I blacked out. I had trouble getting up the ladder. The pa.ssageway was blocked. I then met Lank Hero Seafarer Robert Lank (right) gets a warm welcome home from his wife, Joan at the airport. who helped me climb up over the steampipes." Seafarer Gee also said he was on the main deck pa.ssageway after the collision when he saw AB.Icrry La Duke, with his head bloodied, fall to his knees. "I gave him a lifejackct before he was taken to the hospital. At the same time I .saw the 3rd mate was Put on the deck, too. I put my own lifejacket under his head." AB Marcelires Mejaries tells of his es­ cape from death. June 1978 / LOG / 17 �U.S.C.G. Finds 50% Deficiencies on Liberian Ships More than half of all Liberian and Panamanian-flag tankers entering American waters possess some sort of mechanical or structural deficien­ cies. These inadequacies endanger the safety of the ships' crews, the safe operation of the vessel, and the environment of our c^oastal waters. This disturbing fact about flag-ofconvenience tankers comes from a statistical breakdown of the Coast Guard's 1 '/4-year old Foreign Tanker Boarding Program. The Guard began this program of boarding and inspecting foreign tankers as the direct result of a rash of flag-of-convenience tanker acci­ dents in U.S. waters in late 1976. The Coast Guard publication. Proceedings of jhe Marine Safety Council, points specifically to the tragedies of the Liberian-flag tankers Sansenina and the Argo Merchant in December 1976 as the immediate reasons for beginning the program. The Sansenina blew up in Los Angeles harbor killing six, injuring 58, and dumping 20,000 gallons of bunker oil into the harbor. . The Argo Merchant went aground off Nantucket Island spilling 7.3 mil­ lion gallons of fuel oil into the Atlan­ tic. It was the worst spill ever in American waters. In the first year of the boarding program (January 1977-January 1978), the Coast Guard examined 2,710 foreign tankers in U.S. coastal waters as well as at ports in Puerto Rico, Hawaii, and Alaska. Of these, 991 were Liberian flag tankers which were found to have a total of 3,033 deficiencies of some kind. rLETTERS L TO THE EDITOR j The Coast Guard inspected 189 Panamanian vessels which carried 447 deficiencies. The Greeks didn't do too well either. The Coast Guard boarded 374 Greek tankers finding 1,660deficien­ cies. Overall, the Coast Guard found an incredible 7,188 deficiencies in the foreign vessels inspected in 1977. A breakdown of the types of problems found on these vessels is as follows: • 2,764 deficiencies in cargo vent­ ing systems. These included defective or missing pressure/vacuum valves as well as wasted and holed vent pip­ ing and vent masts. • 1,294 defects in cargo pipingsystems, including wasted, holed, and leaking pipes in both the bunker fuel and cargo lines. • 858 inadequacies in the cargo handling equipment. These defects included inoperative or excessively leaking cargo pumps; leaking steam piping to the cargo pumps; inopera­ tive and leaking cargo valves, and faulty stripping pumps. • 593 defects in fire protection sys­ tems including such dangers as in­ operative fire pumps, missing fire hoses and extinguishers, and inoper­ ative sprinkler systems. • 737 violations in the pumproom. These included inoperative bilge pumps; defective watertight doors, and missing or holed ventila­ tion supplies and ducts. • 183 structural deficiencies, including cracks in the bulkheads between pumproom and cargo tanks and pumproom and engine room; defective watertight doors leading to the deckhouse, and cracks in the main deck and superstructure bulk­ heads. There were also many other deficiencies found in the Coast Guard sweep. These included 727 defects in the ships' navigation equipment. They also included defective ship ventilation systems, and missing lifesaving and other crew safety equipment. Looking at these statistics, it's easy to see that these are by no means minor violations. They are LOG ftehab Program at Galveston I was happy to see in the March 1978 issue of the Log a story noting that the USPHS hospital in Norfolk now has an alcohol detoxification program with another set up at Staten Island. The story also mentioned that programs are currently available in San Francisco and Baltimore. But the story failed to mention the program at the USPHS hospital in Galveston. The program at the USPHS Hospital in Galveston started in July 1977. It is a 30 to 60 day program (depending on the needs of the patient) consisting of detoxification followed by a period of intensive treatment and reha­ bilitation. Originally .set up to accommodate 10 patients, there is almost always from eight to 12 active in the program. To date, we have seen close to 100 people, some of them members of the SIU Brotherhood. So far we have not had to turn anyone away that was seeking help for their alcohol problem. We need as many programs as possible to treat seamen suffering from alcoholism, and we need to let the seamen know about these programs. Between your program and ours, plus the others currently operating and planned, we can reach more of the seamen wherever they may be found. Sincerely, Larry J. Marwedel Director, Alcoholic Treatment and Rehabilitation Program, Department of Health, Education and Welfare. 18 / LOG / June 1978 iwn», 197S serious and basic defects in vessels that can, and have, caused major collisions, spills, and explosions in U.S. waters and harbors. Up until they began their board­ ing program, the Coast Guard said that "a foreign flag tanker having the necessary certificates and being from a nation signatory to the international convention for vessel safety has been largely exempt from domestic regulation." Even now, though, with their boarding program, the Coast Guard can do little more than issue deficiency letters to the master. However, with U.S.-flag ships, the Coast Guard exerts strict safety control and oversight on the vessel from its blueprint stage, through construction, and throughout the ship's sailing life. The Coast Guard does this "to insure that the ship is in compliance with applicable federal regulations and international agree­ ments." Very simply, U.S.-flag tankers are among the safest sailing in U.S. waters in respect to crew, environ­ mental, and operational safety. Unfortunately, U.S. ships carry only 3.5 percent of America's huge imports of foreign oil. Flag-ofconvehience ships carry more than 50 percent. It should be obvious to everyone, especially Congress, that this ineq­ uity in U.S. vs. foreign ships has placed America's coastlines and harbors in a great deal of environ­ mental danger. The SIU feels that the only logical answer is to cut down on the use of foreign-flag vessels plying our waters. That means oil cargo prefer­ ence legislation for U.S. ships. The SIU has been fighting for such legislation for nearly two decades. The next time this bill is brought up we sincerely hope that Congress takes note of the serious safety problems that exist in Ameri­ can waters today. In the meantime, we hope that America's coastal environment is not irreparably scarred by another incident involving a flag-of-conven­ ience vessel. Official Publication of ti>s Seafarers International Union of Nortti America, Atlantic, Gulf, Lakes and Inland Waters District; AFL-CIO Vol, 40. No. i Executive Board Paul Hall President Frank Drozak Executive Vice President Earl Shepard Vice President Joe DiGiorgio Cal Tanner Secretary-Treasurer Vice President ey Williams Lindsey Vke President irrnTTry;-. lunimssl Marietta Homayonpour 339 Editor-in-Chief James Gannon Managing Editor Ray Bourdius Marcia Reiss Edra Ziesk Assistant Editor Assistant Editor Assistant Editor Frank Clanciotti Dennis Lundy Chief Photographer Associate Photographer Marie Kosciusko George J. Vana Administrative Assistant Production/Art Director Published monthly by Seafarers International Union, Atlantic, Guif, Lakes and Inland Waters District, AFL CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage paid at Brooklyn, N.Y. �Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-CIO Xgv JUNE 1978 Debate On the Maritime Authorization Bill Congress Affirms 1970 Merchant Marine Act; Authorizes Subsidies For '79 Maritime Program In the April issue of The Log^ we reported on the passage of the Maritime Authoriza­ tions Bill for fiscal Year 1979. In this special supplement, we are reprint­ ing the actual floor debate on this bill as it was reported by the Congressional Record. We think you will find this both interesting and informative. Also in this special report, is a breakdown on the amendments offered by Congressman PaulMcCloskey (R-Calif), shoiving how they would have seriously damaged the intent of the Merchant Marine Act of 1970. * * * On May 23, fhe House, by a vote of 326-82, overwhelminglv passed the "Maritime Appropria­ tion Authorization Act for 1979." This legislation which authorizes the monies necessary to carry out certain maritime programs of the Department of Commerce provides the following: $157 million for construction differential subsidy: $262.8 million for operating differential subsidy: $17.2 million for research and development: $24.6 million for maritime education and training ex[)enses; and $34.8 million for the reserve fleet and for other op­ erating expenses. The legislation also raises the Title XI Mortgage Guarantee Program from $7 billion to $10 billion. Public Law 469, passed by the 91st Congress and •r • " V r-j ^ United States of America Vol. 124 Merchant Marine Act of 1970 • signed into law on October 21, 1970, amended the Merchant Marine Act of 1936. This law is com­ monly known as the Merchant Marine Act of 1970. The purpose of the 1970 Act was to rebuild the American shipping and shipbuilding industries and to increase the carriage by American shi{)s of U.S. commerce. At the same time, the 1970 Act was to bring about various refinements in the administration of our national maritime policy . The annual Marad authorizations approved by Congress reflect tbeir understanding tbal these CDS and ODS funds are necessary for the const riiction and operation of .a modern, privatelv-owned, U.S.-flag fleet. The construction differential subsidy (CDS) is based on the difference between United Slates and foreign shipbuilding prices. The subsidy is paid to the yard so that the eOst of the vj^ssel to the [I..S. purchaser is the same as if he bought the vessel from a foreign yard. Before 1970, CDS was gen­ erally limited to liner vessels. . Since 1970, CDS can he a[)plied to all types of qualified U.S.-flag vessels engaged in onr foreign trade. In 1979, the $157 million reipiest, cou[)led with an unexpended balance from prior fiscal years, will support the const ruction of six modern, sophis­ ticated vessels in U.S. shi{)yards—two containerships, two roll-on/roll-off ships and two UNO carriers. The operating differential subsidy of $262.8 million will be paid to American ship operators in order lo promote the maintenance of a U.S. merehatit fleet capable of providing essential shipping service. ODS is an important means of Federal sup­ port for continuing compelilive operations of the U.S.-flag merchant fleet in the foreign trade of the United States. Continued on Page 20 (Eongrcssional Hccord PROCEEDINGS AND DEBATES OF THE ^5 CONGRESS, SECOND SESSION No. 77 WASHINGTON, TUESDAY, MAY 23, 1978 THE MARITIME APPROPRIATION AUTHORIZATION ACT FOR FISCAL YEAR 1979 Mr, MURPHY of New York. Mr. Speaker, I move that the House resolve itself into the Committee of the Whole Hou.se on the State of the Union for the further considera­ tion of the bill (H.R. 10729) to authorize appropriations for the fiscal year 1979 for certain maritime programs of the Department of Commerce, and for other purposes. The SPEAKER pro tempore. The que.stion Ls on the motion offered by the gentleman from New York (Mr. Murphy). The motion was agreed to. IN rilF COMMIT! FF OFTHF WHO! F Accordingly the House resolved itselfinto the Committee of the Whole House on the State of the Union for further consideration of the bill H.R. 10729, with Mr. MOAKI FV in the chair. The Clerk read the title of the bill. The CH.AIRMAN. When the Committee rose on Mon­ day, May 22, 1978, all time for general debate had expired and the bill had been considered as having been read and open to amendment at any point. Are there anv further amendments? Lobbying • • • Mr. McCLOSKEY, Mr. Chairman, I offer an amend­ ment. 1 he clerk read as follows; Amendment offered by Mr. M( CT.O.SKFY: On page-2, at the end of line 19, insert after "Defense;" "Provided further. That no funds authorized by this paragraph may be paid for any item of wage costs that is paid to the Transportation Institute, the Joint Maritime Congress, or the American Maritime Officers Service, or to any other organization which engages in lobbying activities." Mr. McCLOSKEY. Mr. Chairman, this is a simple amendment. As the committee knows, the nearly $.100 million that we pay in operating siibsidides goes to remedy the differences in wages between U..S. seamen and their foreign counterparts, so that if a U.S. .seaman earns $20,000 a year and a foreign seaman earns $8,000 a year, the $12,000 difference is paid to the company out of funds of the Treasury of the United States to make up that balance. This amendment is simple. All it does is prohibit any of these taxpayers' funds being paid to organizations which engage in lobbying activity. Mr. Chairman, I have with me the report to the Federal Election Commission la.st year, indicating that on the maritime bill, the cargo preference bill, a contribution was made of $50,000 from the Transportation Institute and Continued on Page 20 June 1978 / LOG / 19 �IConarraonaCRccord United Siuci yAacricn Voi. 124 ^ PROCEEDINGS AND DERATES OF THE 95 CONGRESS. SECOND SESSION WASIflNCTON, TUESDAY, MAY 2\, 1978 No. 77 Continued from Page 19 $100,000 from the Joint Maritime Congress. When we ascertained that these two agencies funded by the maritime unions had made $150,000 in political contribu­ tions on the cargo preference bill, we asked the Maritime Administration how much those agencies had received from the wage subsidy program. The response from the Maritime Administration was that on the basis of an estimate, the Transportation Institute would have received an estimated $30Z000 in calendar year 1977 for operators receiving an operating differential subsidy. What that means is that the unions and management of the subsidized maritime companies negotiate as part of the wage cost, the unions will receive these contributions from management to the Transportation Institute and the U.S. Maritime Congress, and that those agencies can then turn around and use those public funds to lobby on bills before this Congress. Mr. Chariman, if we want to squarely face tlie issue of public financing of campaigns, I suppose we might justify taxpayers' dollars going to agencies that then engage in lobbying. But I do not think we can justify singling out this industry to allow unions to negotiate that management will contribute funds from the taxpayer that will then be used for lobbying expenses. The amendment is simple. It merely provides that no funds authorized by theoperatingsubsidiescan beusedtobe paid to the Transportation Institute, the Joint Maritime Congress, or to the American Maritime Officers Service, or to any other organization which engages in lobbying activities. If those agencies wanted to engage in lobbying activities, they would be cut off from subsidy funds. If they wanted to end their lobbying activities, then there would be no problem with respect to their receiving these funds. Mr. MURPHY of New York, Mr. Chariman, I rise in opposition to the amendment. The amendment offered by our colleague, the gentleman from California (Mr. M( CI"SKI Y), very cleverly impinges upon the collective-bargaining proce.ss. Legislative Support for U.S. Maritime Though Congrr-^snian Pant N. Mettiostn'v, Jr. oj ( 'aiifonua is a mi'intwi of the House Merehant Marine and Fisheries Committee, he is an opjnment of organ­ izations that promote the C.S. maritime industry. In an attacli on organizations such as the American Mfiritime Officers Serrice, the J oint Maritime Congress and the Transfxn tation Institute, McCloskey submitted an amendment that would have stopped federal .sup­ port payments to companies that take part in groups that supjrort the maritime industry. Congressman John M. Murphy of New York, chair­ man of the House Merchant Marine and Fisheries Committee, told House members that no such restric­ tions exist in other subsidized industries—in the air­ line, agricultural or any of the other long list of industries. "The steamship companies aregetting the (support) funds to operate .vo that the United States can compete with ichat ice might virtually call foreign slavejabor, as ice have seen in the case of controlled carriers," Murphy declared. He noted that less than 3 per cent of the contribu­ tions to the Tt ansportation Institute, for example, come from firms receiving federal support. Very clearly, what we are dealing with is the fact that the operational differential subsidy funds are paid to a steamship company. The steamship company then pays its employees. I he employees then contribute to a fund, and that fund, in turn, then goes to the Transportation Institute, to the Joint Maritime Congre.ss, and to the American Maritime Officers Service. Mr. Chairman, we tried to build a hearing record to substantiate, in some degree, whether or not there was a direct subsidy paid to maritime labor. In effect, we could not establish that link. Therefore, we went to the Maritime Administrator, and I would like to quote the following, which I think places in perspective precisely what this amendment is. The Maritime Administrator said as follows; "Clearly, these organizations have sufficient funds from non-subsidized sources to have made the transfers to the U.S. Maritime Committee, in the case of the Transportation institute, about 40 times that amount, and in the case of the Joint Maritime Congress, mure than 6.times the amount. 20 / LOG / June 1978 "Based on these estimates, we are not aware of any law which prohibits these contributions to the U.S. Mai^ime Committee. "However, it is important to bear in mind tbat the receipt of Federal subsidies, whether by tbe maritime industry, airlines, agriculture, or any of the other long list of industries does not bring with it a prohibition from the freedom to engage in legitimate political activity." Mr. Chairman, I think the significant thing is that there is a bona fide collective-bargaining process between mari­ time labor and maritime management. Here we are trying to write into law restrictions and impingements on that collective-bargaining process. Mr. Chairman, I would think the committee, in its wisdom, would rqject this amendment. Mr. McCLOSKEY. Mr. Chairman, is the gentleman suggesting that the collective-bargaining process should permit a union to negotiate for the receipt of public funds to be used for the lobbying process? That is what happens here. Mr. MURPHY of New York. I just pointed out to the gentleman that there are sufficient funds, 40 times enough funds to one of these organizations, one for example, 6 times enough funds to another of these organizations, coming from the nonsubsidized wages. Mr. McCLOSKEY. Then why do they need funds from the Government? Mr. MURPHY of New York. They are not getting funds from the Government. The steamship companies are getting the funds to operate so that the United States can compete with what we might virtually call foreign slave labor, as we have seen in the case of controlled carriers, with respect to that portion of the fund. I do not see how we can favor programs to support these institutions when there are sufTicient and substantial other funds to draw from for the operation of these organizations. The CHAIRMAN. The question is on the amendment offered by the gentleman from California (Mr. MCCLOSKEV). The question was taken; and the Chairman announced that the noes appeared to have it. Mr. McCLOSKEY. Mr. Chairman, I demand a recorded vote. A recorded vote was ordered. The vote was taken by electronic device, and there were—ayes 168, noes 227, not voting 39. So the amendment was rejected. The CHAIRMAN (Mr. MOAKIEV). Are there any additional amendments? Continued on Page 21 MARAD Authorizations FY 1979 Continued from Page 19 riuHarge.sl pari of operaliiig coslsgo to offset the difference between United States crew wages and those of low paid foreign crews. ODS also covers such major items as maintenance and repair costs, IUJI! and ma(diincr\ insurance and protection and ind(;mnit\ insurance. 'flic objecti\('s of the research and development programs of Marad are to develop methods, svstems and eipiipment to improve productivity and opmating elliciency -in the U.S. shipbuilding and operating industries, it consists of four programs; a) advanced ship development; b) advanced ship operations; c) maritime ri!search; and d),advanced maritime technologv. in addition to providing funds for maritime edu­ cation and training and funds for the reserve fleet, the legislation raised the Title XI guarantee from S7 billion to $10 billion. This program, established in the Merchant Marine Act of 1936, provides the full government faith and credit guarantee needed by vessel owners to obtain commercial financing for ves.sel construction. The primary purpose of Title .XI is to promote the growth and modernization of all segments of the U.S. mercl^ant marine. The Title XI program has been a successful pro­ gram for many years—it operates at no cost to the gover nment. This amendment does not involve the appro[)riation of funds. The amounts stated in the amendment are just ceilings which mav be used to guarantee mortgage insurance for the construction of vessels. The Senate, which passed a similar bill on April 24, concurred in the Hou.se amendments—which means that no conference will be. necessary. The legislation is now awaiting the President's signature. f': ^ "• •> •Vf ZC v.:,' -...y - �rswsi-*^~ MARITIME TRAINING • • • Mr. McCLOSKEY. Mr. Chairman. I offer an amend­ ment. The Clerk reads as follows: Amendment offered by Mr. MCCIOSKF.Y: On page 2, at the end of line 19, insert after "Defense;" "Provided further. That no funds authorized hy this paragraph may he paid for any item of wages costs that is paid for the training expense of new entrants into the maritime industry." i.Mr. MCCLOSKEY. Mr. Chairman, this amendment addresses a situation which 1 think is unique in the United States. Under this authorization bill we have funds to fund the Federal Maritime Academy at Kings Point with over 1,000 students, at Federal expense, that we graduate to serve the U.S. maritime establishment. We also furnish, under this bill, assistance to six State schools which graduate students for the maritime service. But in addition to the Federal funding of State and Federal academies, a single union, the Marine Engineers Beneficial Association, has been powerful enough in its negotiations with the subsidized liner companies to require that as part of the wages paid to marine engineers there be a payment in excess of S2 million a year toward the operation of a private school for marine engineers operated bv the union. Now. so far as 1 know, the Congress does not ordinarilv intrude in the collective bargaining process, but where a Maritime subsidy, as in this cas-e. is paid solely for the differential in wages between American seamen and foreign seamen. I know of no similar situation in the country where the collective bargaining process is allowed to impose a direct expense on the American taxpayer. Note that there is no ceiling if this procedure is permitted. If we will fund whatever union and management should negotiate as an increased cost to the American taxpayer, then under our law the Government will pick up that excess cost. This amendment really provides that no part of the Federal subsidy should be paid for the operation of a private school. The school involved is the Marine Operating Engineers' School operated by Jesse Calhoon. Jesse Calhoon is the same individual referred to in that confidential memoran­ dum to the President last year on the cargo preference bill, stating that the sole reason for the administration's support of the. cargo preference bill was because of the President's obligation to Jesse Calhoon. Now. Mr. Calhoon is an estimable gentleman and he may run a fine school and a strong union; but this is a school which is not accountable to the Congre.ss of the United States for its operation, for its efficiency .or the quality of its graduates. If it is to be a federally funded school, it should be considered by the Congress and we should fund it by direct funding. Here we are indirectly funding the school by not challenging the process where these funds are paid over for its operation. Mr. MURPHY of New York. Mr. Chairman. I rise in opposition to the amendment. This amendment, of course, is directed at really hurting the nonsubsidized American carriers. Here we have one school where new entrants come into the maritime industry, where new personnel are trained, and that is the Marine Engineers Beneficial Association Academy. But who pays for it? All companies with a collective bargaining agreement with the MEBA. subsidized companies and nonsubsidized companies. This amendment, in effect, would prohibit the subsidized companies from paying their fair share of the only input of trained personnel to this industry. Now, the gentleman claims the Congress of the United States has nothing to say about the standards of this school. We do. Every graduate before he goes into this industry must be certified by the U.S. Coast Guard, whose regulations come from the law that we establish here in this Congress. This is a vital and a necessary element of maritime labor. To saddle only the nonsubsidized companies withpayingfor this. I think, is an infringement on this industry. I think all elements of the industry should certainly bear their fair share of the costs for this school. I hope the House will reject the amendment. Mr. McCLOSKEY. Mr. Chairman. I think the gentleman is in error on one point. This amendment will not prohibit the subsidized companies from paying what the unions require them to pay toward the support of the school. What it will do is provide that these moneys will not be paid out of Federal funds. It will Just deny to the subsidized companies Federal reimbursement for funds contributed toward that school. The CHAIRMAN. The question is on the amendment offered by the gentleman from California (Mr. McCi SOKFV). Mr. McCLOSKEY. Mr. Chairman. I demand a recorded vote. A recorded vote was ordered. The vote was taken by electronic device, and there were— ayes HI. noes 289. answered "present" I. not voting 33. So the amendment was rejected. AMENDMENT WITHDRAWN Mr. McCLOSKEY. Mr. Chairman. 1 offer an amend­ ment. The clerk read as fellows: Amendment offered by Mr. Mr. Mt Ci OSKEY: On page 2, at the end of line 19, insert after "Defense;" "Provided % John Vliirphy (I).-N.Y.) further. That no funds authorized by this paragraph may be paid to compensate for the wages of those members of the crew of any, vessel that arc greater than 50 percent in excess of the minimum manning scale established for the vessel by the I'nited States Coast Guard;", Mr. McCLOSKEY. Mr. Chairman. 1 ask unanimous consent to withdraw the amendment. Tbe CHAIRMAN. Is there objection to the request of the gentleman I'rom California? There was no objection. OPERATING SUBSIDIES Mr. McCLOSKEY. Mr. Chairman. I offer an amend­ ment. The clerk read as follows; Amendment offered by Mr. M(CIOSKI^: On page 2. at the end of line 19, insert after "Defense;" "Provided further. That no funds authorized by tbis paragraph may be paid under tbe terms of any future operating differential contract wbicb bas a duration greater than one year;". Mr. McCLOSKEY. Mr. Chairman, for the benefit ofthe members of the committee who are not familiar with the details of the operating subsidy program, it is a program Coiifiro.ssinaii John Murphy (D-N.Y.) . . this siihsidy prop^rani hos uvrouutvd for the most viable, innovative and healthy seffment of the U.S.-flag merchant fleet ami tve must continue it . . "The Title Xi guarantee program has for many years been a very surressful prttgram, operates at mt cost to the government, and currently has a profit of about $150 million in the Federal ship financing fund." under which we pay the differential in wage costs of American seamen as between our wages and those of competing foreign seamen. The meaning and the purpose of this program is that American ships should be able to operate in competition with foreign ships which pay their seamen much lower wages. For example, if a Greek seaman earns $8,000 a year, and an American seaman earns 520.000 a year, the Federal Government will pay to the subsidized companies the difference of $12,000 as it is paid out over the year. Thus we pay that portion of American seamen's wages nece.ssary to permit American ships to compete with foreign ships. What this amendment seeks to do is limit this year's operating differential subsidy contracts to 1 year in duration ratber than the 20-year contract which has become customary in t his industry. This year we have approximately 173 U.S.-flag ships owned by companies which will be receiving operating subsidies. Eighty of t hose ships come up . for renewal in this next fiscal year. Thus, if Congress does not act to adopt this amendment, the Maritime Administra­ tion will be authorized next year to negotiate 20-year contracts which will bind tbe Federal Government to pay over a period of 20 years some $3.1 billion'a? a charge against U.S. Treasury. Why should we limit those contracts to solely I year? Because this year, as 1 am sure the chairman will confirm, we are considering a comprehensive change in U.S. maritime policy to shift away from the subsidy program tbat we have followed since 1936. to a means of protection for our shipping companies which may involve cargo protection or cargo allocation. As we sit here, the Merchant Marine Committee has befo:e it a bill to authorize closed con­ ferences. monopolies of U.S. shipping owners to require 40 percent or more of U.S. cargoes to be carried on U.S. ships. Should we adopt within the next year this monumental change in U.S. shipping policy, the operating subsidy program will be out of date, and vet we will be committed to 20 years of payment, under contract, of operating subsidies. This was one of the problems we had last year with the cargo preference bill. Had that bill been enacted, we would have given a cargo preference to some U.S. companies but others would have been receiving operating su bsidies. When we asked the U.S. Maritime Administrator how he could reconcile cargo preference with payment of maritime subsidies, he confessed they had no legal opinion which would Justify cutting off subsidies even though cargo preference were adopted. In the last year ofthe Ford administration, the budget proposal which the Ford administration was goingtosubmit to the Congress proposed to end the subsidy program in consideration of adopting some other programs and they wanted a limitation on these subsidies for I year. It seems to me in the light ofthe legislation we are now considering we should not permit this Congress to bind almost half the U.S. merchant marine to 2()-yeai contiacts. If wc proceed in this year or in the next to adopt the closed conference concept to protect our merchant marine so it would be guaranteed to carry 40 percent or more of our foreign commerce. I think the chairman will concede there is no need for subsidies. Could I ask the chairman tbat question? Mr. MURPHY of New York. Mr. Chairman, will the gentleman from California restate his question? Mr, McCLOSKEY, Mr. Chairman, the question Ls this: If we adopt the gentleman's bill now before the Congres.s, the basic ch .-ad conference bill which the chairman and I have joined in sponsoring, for discussion purposes, if we adopt the clo.sed conference bill, which will guarantee our U.S. carriers will carry 40 percent ofthe foreign commerce, will we need the subsidy program? Mr. MURPHY of iSew York. The clo.sed conference bill now before the committee would probably guarantee that the existing American-flag liners operating in their different trades would be able to stay in bu.sine,s.s. That would probably be the net effect of that legislation. What we do need, however, that we do not have currently before the committee, is a long-term cargo policy tbat this country must enter into for the long-range benefit of the American merchant marine, and at that time the need for subsidy should diminish. Mr. McCLO.SKEY. May I direct this question to the chairman: If this authorization permits 43 percent of the American liner ships to be subsidized under contracts which extend for 20 years and we do adopt the long-term cargo preference Legislative Support for Maritime Training Bv a vote of more than two-lo-one. Congress knocked onl an amendment aimed at weakening training programs that give the U.S. Merchant marine the highest-skilled seamen in the world. All comfianies, subsidized and nonsnbsidi/ed alike, make contrihnlions to a nnmher of nnions[>onsored training schools so that crewmembers will have the skills demanded to safely and effi­ ciently o[)erale their vessels. The schools have also acce[)ted the responsibility for [ireparing new seafarers so that they will (pialifv for their cer­ tification from the Coast Cnard. The amendment wonid have [irohibited the sub­ sidized lines from paving their fair share (jf the operating costs of the training schools. June 1978 / LOG / 21 m �UailcU State* f^Amtrin V»/. Conarcssional'Record if, PROCEEDINGS AND DEBATES OF THE 95 CONGRESS. SECOND SESSION WASHINGTON. TUESDAY. MAY 2J, 1978 No. 77 policy that the chairman is advising, is it not correct that we will then have to take steps to try to terminate the very subsidies which we are authorising for 20 years today? Mr. MURPHY of New York. Yes, certainly. We are really dealing with two "subsidies in terms of current policy. We are dealing with an operational subsidy that is of 20 years duration. This Is tied to a ship con.struction subsidy which, of course, is the 20-year life of a ship. These two go hand in hand with guarantees to the investment market in support of these programs. If at some time the Congress in its wisdom should pass a Cargo policy which states that in less than 20 years, perhaps 10, perhaps even 5, that we do not need the subsidy program, then at that time the Congress could terminate those 20-year contracts. Mr. McCLOSKEY. But is it not true that once you enter a contract the Government is obligated, so that if we wanted to terminate the contract in 3 years hence we would not be able to do so unless the Maritime Admini­ strator writes into the contract some sort of provision that upon adoption of a new law the contract can be terminated? Mr. MURPHY of New York. 1 think that the question of a change in maritime policy was dealt with when we enacted the 1970 act into law and, of course, the Congress has the power to make changes and recapture, as the gentleman knows. I think we probably could alter those contracts on an equitable basis. Mr.McCLOSKEY, Is the gentleman saying that we could instruct the Maritime Administrator starting September 30, if we are close to adopting this policy, that contracts he might enter into should be subject to the accommodation of a limitation in the event we adopt a new law? Mr. MURPHY of New York. I thinkthat language would have to be justly-and fairly tied to a proper understanding HowSubsidyCutsWould Have Affected SIU Vessels, Jobs Had Ht'p. McCloskey's floor amctidmciils lo the Maritime .Aiiproiirialion Aiilliori/alioii .Ail of 1079. Iierii ap[»ro\(;d, .SH -manned vessels and jobs would have lieen affected in the following manner: (The figures shown reflect an approximate statistical analvsis.) • AMIvNDMKNT—h'/imiiuitr SI02 million for tiro li\(i t rrirr.s lliol liarr no roliir to the Drfrnsc I'istohlislimrnl. This .imendment would ha\e jeopardi/ed the future of the If) i,i\(] \ essel> currentl\ under construction in .American shipvards. plus the two projiosed I.\(I ships requested in the I'A 1979 Authori/ations. \|1 hut two of these vessels are. or will he. manned h\ .SIT crewmen, rin' total nund)ei- ol johs which could ha\(' heeii eliminated h\ this amendment is .3.32. • AMTM)Mlv\'r^—hiniit oprratina .w/h.wW) rrnrinils to I vriii /cim.s. prnilinp ronpirssional reririr ol niaritime polirv. iroid irrrrorahh- romniitrncnl to o $1.2 hillion ontlov orrr t/ir nr.\t 20 w,-//.* irltrn irr rcrv irrll irnnt to rrplacr the v///>.wV/\ proi>;rani iii h o nnr (•orp;o polirv. Delta Steamship Tines. Inc. operates 1 1 vessels under the current OD.S program, wlule \\ atermati .Steamship (Corporation o|)erates If). Both ol these companies, operating in the liner trades, would have almost certaiuK heen affected hv Mcflloskev s proposed unendment. The total .SIT uidicciised crewmen aboard these 27 \cssels w hose johs would have heen in peril is .53f). There are six SIT companies ciiirently operating ut)der OI)S in the worldwide hidk trade. Because these ODS contracts are renewed at shorter than 20-vear intervals, it is uncertain whether any. or all of the total of 12 vessels with ap[)roximatel\ 204 utilicensed .SIT crewmen would have heen lost. • AMK.NDMI'TVr—I'.liminotr o SI hillion incrensr in ship morti^om' ptnarantrc anthoritv nhirh is ojiposcd bv the odniinistration. Tailure to im|ilet)ient the Title \1 ceiling from $7 hillion to .SIO hillion woidd [irevent the Title XI progratTi from effectively continuing. Since the Mer­ chant .Marine Act (d 1970. ap|iroximatel\ SO hillion in new Title \I commitments have heen issued covering 71 cargo vessels. .1.") tankei-. T") hulk carriers. IB TXfTs. I ..">2.0 river t ugs and barges. 220 oceangoing I ngs and barges, and 151 drill vessels and drill service V e'-sels. Much ol the construction for which Title \I commitmetits and guarantees have heen issued is energv re­ lated. Demand for this tv pe (if coiisti uction, as well as lor other new ^hips sudi a- meeting the contract\ial rcfilaccmcnt ohligalion- for the liner vcs.-eT. i.'^ ex­ pected to continue into the I9B0 s. As indicated ahov c. current projections indicate that, il authori/ed. our total commitments would iiMch .S9.fi hillion l)v the end of fiscal year 1980. If the recom­ mended increase had not heen approved, the program would not have heen able to provide for these antici­ pated re(piiremenl>. • AMKiNDMTX T—Prohibit subsidies for the shipment of ptruin to Russia. _ If OD.S for the Bnssian grain trade had heen elin)inated. a|)[)roximatelv I.OOO.SIT crewmen aboard at least ,50 vessels could have lost their jobs. WHAT COULD HAVE BEEN* 22 / LOG / June 1978 of the long-term effect of a particular contract including precisely what it would do to the subsidized operators, and whether they could survive under any proposed new condition that we intend to impose. Mr. McCLOSKEY. Mr. Chairman, then, on that state­ ment, I would ask unanimous consent that 1 may be permitted to withdraw the amendment. The CHAIRMAN. Is there objection to the request of the gentleman from California? There was no objection. U.S. SHIPBUILDING • » • Mr. McCLOSKEY. Mr. Chairman, 1 offer an amend­ ment. The Clerk read as follows: Amendment offered by Mr. MCCCI.OSKEV: On page 2, at the end of line 13, insert after "series;" "Providedfurther. That no funds authorized by this paragraph may be paid for construction in any shipyard unless the Secretary of Commerce certifies that craft union rules or lines do not unduly prevent flexible and efficient use of the labor force;". Mr. McCLOSKEY. Mr. Chairman, the purpose of this amendment lies in a set of facts which have been recognized in testimony before theCommittccon Merchant Marine and Fisheries by every element in the U.S. Merchant Marine industry. It has been recognized by the Shipbuilders Council, the General Accounting Office, the American Institute of Maritime Shipping, and the Maritime Administration. 1 would like to call to the attention of the committee the 1970 act which this Congress enacted to try to resolve the American shipbuilding industry's dilemma. You will recall at that time we were paying a construction subsidy to U.S. shipyards of 50 percent, because it cost 50 percent more in U.S. yards to build the same ship that was being built in Japanese shipyards. But in 1970, when we enacted that act to stimulate U.S. shipyard construction, we provided, and this House voted overwhelmingly, to require that, year by year, the construc­ tion differential would be reduced to 43 percent, to 41 percent, to 39 percent, and ultimately to 35 percent. We voted in 1970 that it was the feeling of the Congress that U.S. shipyards should have an incentive to increase productivity, and that the construction subsidy rate should be steadily reduced. Legislative Support for Operating Subsidy hronomir lop:ir brought the uithdraual of an amendment that irould hare limited future operating: differential subsidies to a vear or less. (Congressman .john M. .Murph v of \eir York e.xplained the operating subsidies are tied to ronstrurtion subsidies, and that both are ba.sed on the e.vpected 20-vear life of a ship. "The.se tiro fro hand in hand irith guarantees to the in eestment market in support of these programs," Murphv said. Maritime indiistrv proponents pointed out that the pro­ posed amendment rould have destroved the most modern segment of the I .S. Merehant Marine, the liner fleet. Tliev argued that neither the operating eompanies nor the finanrial institutions rould be e.vpeeted to undertake the nere.s.sarv massive investments in neiv vessels u ithout being asifiired of continued government support through long-term contracts. In testimony before the committee, all of the maritime interests agreed that one reason that we have had to go back to a 50-percent construction subsidy is that labor practices in our shipyards are nonproductive and non­ competitive. We have a situation where, because of past management abuses, inclividuai craft unions years ago negotiated w ork rules, which, for example, may require that five unions participate one task, that four union members had to stand by. four men standing by in a shipyard, while a fift h man was called over to tighten a bolt. These work rules are admittedly archaic, and yet as long as those rules continue, we cannot compete with German yards, with Swedish yards, let alone with Japanese yards. All this amendment would do would be to require that if we are going to pay construction subsidy, the Secretary of Commerce must certify that work rules do not unduly prevent flexible and efficient use of the labor force. You may ask what example there is of this. Recently in the Seatrain Yard in New York—and the gentleman from New York is aware of this—a yard which all of us were anxious to see go back into production, the private company Seatrain said, yes. we will put the yard into production, but we would like a commitment from organized laborthat we not have to deal with six craft unions in this yard, but that we deal with only one union. It was stated to us, by Paul Hall of union labor and Joe Kahn representing Seatrain, that it was that agreement between Seatrain and one union that said, "We will �r:Tt»3L~—-• Legislative Support for U.S. Shipyards In a blatant attack on the collective bargaining processes. Congressman Paul N. McCloskey, Jr. (R-Calif.) offered an amendment that would have prohibited the payment of federal construction funds unless the Secretary of Commerce certified that traditional craft union lines "do not unduly prevent flexible and efficient use of the labor force." Several Congressmen defended the productivity of work­ ers in American shipyards, and attacked the amendment as another- bureaucratic, intrusion by the federal govern­ ment in the free collective bargaining system. Congressman Leo C. Zeferetti of New York challenged McCloskey to give an e.xample of "how the present system is inadequate." The California Republican responded by' changing the subject. Congressman John M. Murphy of New York, chairman of the House Merchant Marine and Fisheries Committee, noted that efficiency comes not icith intruding on collective bargaining agreements, but in the construction of a series of ships. "Because we are disappearing as a cargo-carrying coun­ try, we are prevented by economics from building more ships of similiar type," Murphy said. "If this Congress does not enact a cargo-preference policy so America can once again build its merchant fleet, then ive will never have the efficiencies of scale and production in those yards." represent all of the crafts," that permitted that yard to go back into operation. If the Federal Government is going to recognize the.need to maintain sliipyards, then, clearly, I think there is a responsiblity of the Government to insist that outmoded craft union rules be dispensed with. TTiat is all this amendment does. This is not an antiunion I amendment. It merely requires that work rules not unduly prevent flexible and efficent use of the labor force. Mr. JOHN L. BURTON. This sounds like amove back to the IWW to have one big union. Mr. McCLOSKEY. I would like to say to the gentleman from California, because he and 1 represent the San Francisco Bay area, that we have seen the shipyards in the San Francisco Bay area literally disappear, because craft union rules there were so bad that they could build ships in Pascagoula or Norfolk or Baltimore, or on the east coast, more cheaply because our craft union rules did not permit shipyards to compete. Mr. JOHN L. BURTON. I do not think that was the reason at all. Mr. ZEFERETTI. The gentleman gave us a fine example "in New York City of ho.w the unions work together and recreated, if you would, the efficiency that was so desprately needed. Could the gentleman give us an example on the other side of the fence how the present system is inadequate? Mr. McCLOSKEY. The difficulty with the present system is that unless someone takes a hand, the unions have been able to negotiate the requirement that there be as many as five or six craft unions working on the same task, Mr. ZEFERETTI. If the gentleman will yield further, my point is, though, that if, we are talking about collective bargaining agreements within that collective area of interunions, then we should be talking about the rights of each group working efficiently. Manning Amendment Is Withdrawn Common sense forced the withdrawal of an amendment that would have limited operating subsidies on any ship having a crew in excess of 50 percent of the U.S. Coast Guard's minimum manning scale. The Coast Guard's crew figure is based solely on the number of crewmernbers required for "safe navigation."Not included are seamen used for ves.sel maintenance, sanitation, specialized operational activities, caring for passengers, or even feeding the crew. No ship could function without this part of the crew. Mr. McCLOSKEY. That is correct. Mr. ZEFERETTI. Working toward that end. We havenot really shown any cause to change anything, because in effect what we are saying now is that we are going to build another bureaucratic level of people who will go in and become mediators to every collective bargaining contract that comes up. Mr. McCLOSKEY. That is not the purpose at all. All that is required is that the Secretary of Commerce, who pays this construction subsidy, set forth before he grants the subsidy that there are no archaic work rules that unduly prevent efficient use of the work force. Mr. ZEFERETTI. It is kind of difficult to single out what is efficient and what is not efficient when you have an intertrade type of operation. Mr. EILBERG. Mr. Chairman, I move to strike the requisite number of words. I rise in opposition to the amendment. Mr. Chairman, I have two objections to this amendment. First, the amendment's standard use of "flexible and efficient use of the labor force" is vague and could lead to arbitrary limitation of the payment of construction funds where they are most needed. Second, such a limitation on the payment of funds could have a potentially devastating effect on the cost of American ship construction, since shipbuilding by union personnel in American shipyards would be seriously impaired. Mr. MURPHY of New York. Mr. Chairman, 1 move to strike the requisite number of words. Mr. Chairman, the committee in its wisdom adopted an amendment by the gentleman from California t hat related to series construction in American shipyards. Thus, the efficiency of a shipyard is in series construction, that is, building a string of similar vessels. Now, why can we not have complete efficiency? Seventy percent of our construction in American shipyards is U.S. Navy construction. Only 30 percent is available for merchant ship construction, because we just do not have such a need under present programs. And because we are disappearing as a cargo carrying country we are prevented by economics from building more ships of similar type. In the year 1980, we will have zero ships on order in American yards. So the efficiencies on construction are really achieved when there is series construction, the construction of three, four, or five vessels of the same type in the same yard. American shipyards today are competing tremendously with each other on the very few ships that are available; so the yards basically are efficient. Where do we come in with the craft union problem? Some of our yards are very old yards. Some are new and have been tooled up recently. The gentleman from California refers to the Seatrain yard where one collective bargaining entity bargained for all craft unions, that is, for all crafts In a yard. On a national basis, we find in shipyards in the State of Virginia or in the State of Massachusetts we have many craft unions that have very successfully and very efficiently been able to bargain with management. On the west coast, we have a different problem. In the gulf we have old and established yards and once again we have the craft problems. It is not a question of crafts for efficient shipbuilding construction. Efficient shipbuilding will come on large scale and series construction. If this Congress does not enact a cargo policy so America can once again build its merchant fleet, then we will never have the efficiencies of scale and production in those yards. Cong. Leo Zeferelli Cong. Jame.^^ Ober-^lar (D-N.Y.) (D-Minn.) Mr. Chairman, this amendment should be rejected on the face of it. Mr. OBERSTAR. Mr. Chairman, IJoin in the opposition to the amendment. The gentleman from New York stated it very well. The effects of t he amendment would be harshly felt throughout the country, but basically in the Great Lakes where our shipbuilding industry is only beginning to grow in recent years. It would be very adversely affected by this amendment. Mr. Chairman, I rise in support of H.R. 10729as reported by the Committee on Merchant Marine and Fisheries, and in opposition to amendments that would further limit or restrict the construction and operating differential subsidy programs beyond those already in law or in H.R. 10729. This bill authorizes the Maritime Administration's fiscal year 1979 construction and operating differential subsidy programs enacted by Congress in the Merchant Marine Acts of 1936 and 1970. These programs implement the nationalshippingpolicy to establish and maintain a strong merchant fleet built by the United States, owned by American citizens, operated by American crews, and fully capable of serving our economic, military, and national policy requirements. MarAd's title XI mortgage guarantee program provides a major stimulus to American shipbuilding. At present, nearly $6 billion in shipbuilding is guaranteed under this program. The extension of title XI guarantees to the Great Lakes under the Merchant Marine Act of I970wasa major boon to Great Lakes shipbuilding. Nearly a quarter of a billion dollars in construction costs for 24 vessels have been financed with title XI guarantees. Cong. Loo Zofcrelli (D-N.Y.) "The support and maintenanre of a viable U.S.flag nierrhani marine i.s. for rea.sints of national defense and eronomir .security, a policy of na­ tional importance." It is a successful program and one which is now actually returning more to the Government than it costs. Through the fees and premiums MarAd charges for loan guarantees, the program has acquired a surplus fund of nearly $150 million. The legislation before us will continue funding of critically needed operating and construction subsidies. A strong American fleet is a policy goal established by Congress. Until 1975 the Great Lakes did not have the advantage of extensive U.S.-flag service. Happily, in that year, U.S.-flag service returned to the Great Lakes after an absence of 6 years, Two American lines are now planning a total of 16 sailings to the lakes this season; and for the first time, a U.S.-Hag ves.sel called on the Port of Duluth at the outset of this current shipping season. Those 16 voyages do not represent a major portion of ocean-going traffic on the lakes. They do indicate the potential for growth of U.S.-flag service to the lakes. 1 would like to .see American cargo from our region carried on American vessels manned by American crews. I would like to see our Great Lakes cities and States enjoy the employment and economic benefits which will result from increased U.S.-flag service to the lakes. Whatever modest investment we make in CDS and ODS funds for this service will be returned to the U.S. Treasury many times over through taxes paid by productive, gainfully employed U.S. maritime workers and companies. U.S.-flag service to the lakes will become a continuing economic reality only if the American-fiag lines can overcome the many financial obstacles of doing business in the lakes. That will require, at least for a period of a few years, a commitment of incentive a.ssistance which the ODS and CDS programs offer. The 20-year contracts for subsidy assistance from MarAd now provide this kind of assurance. Limiting the length of these subsidy renewals would severely restrict the ability of American-flag lines to make long-term commitments for the kind of service we are hoping to attract to the Great Lakes. Cong. Janic.'^ Ober.sjar (D-Minti.) "I would like to see .imericau cargo from the Great Lakes region carried on .imericau ve.s.sels manned hy American creu\s. I would like to see our Great Lakes cities and states enjoy the em­ ployment and other economic benefits which will result from increasetl ILS.-flag .service to the Lake.s." I strongly urge my House colleagues to continue to provide the support for these programs as we have in the pa.st to achieve the goal of a strong, independent U..S. merchant marine serving America's four seacoasts. Mr. RUPPE. Mr. Chairman, I movetostriketherequisite number of words, and 1 rise in support of the amendment. Mr. Chairman, I think that the gentleman from California has offered a very logical and a very sensible amendment. Several years ago prior to the chair being held by the gentleman from New York, the committee issued a report on the shipping industry. In response to a request on the part of the committee, a witness from the Shipbuilder's Council of America pointed out that this situation, thesituation that has caused us to operate our yards at as much higher cost than foreign yards resulted trom: Job demarcation, so-called work rules, for the utilization of manpower in Swedish shipyards, for example, are considered to be far less rigid than in the United States. (In this regard, the witness for the American Institute of Merchant Shipping also testified that work rules of craft unions in our shipyards severely inhibit the efficiency of shipyard workers. The witness from the Maritime Adninistration generally agreed. These job protection practices resulting from rigid craft union lines have built up over the past 100 years in response to past management abuses.) So it is not a question ofunions beingthe bad guysandthe companies being the good guys. The report developed by the Committee on Merchant Marine and fisheries a couple of years ago recognized the problem of the tremendous abuses in the shipyards of the country resulting in improper craft practices. I think there is a lot of merit in the argument that if we are going to pay up to half of the cost of construction of a ves.sel, the Federal Government ought to take a look at the yards and see if the yards are operated with some measure of efficiency. We ought to take a look at the yards and June 1978 / LOG / �determine if the craft union lines followed impede the yard from doing an efficient job. We are not suggesting that weshould crack down on all t he work rules. We are simply asking the question: Are the regulations and the work practices such that they make it very, very difficult for these yards to compete in the world market? Mr. Chairman, it seems to me that when we are paying up to 50 percent, up to half the*cost of construction of a vessel, the Federal Government ought to take a look at the yards since we are putting up the money, and make some determination as to whether the work rules are proper or whether the management is doing a bad Job of managing these yards. Mr. MURPHY of New York. Mr. Chairman, 1 would like to point out to the gentleman and to the committee that in 1970 we enacted a Merchant Marine Act that would require the construction of .100 ships over a 10-year period. In other words, we were to build 30 ships a year for 10 years, so we were providing for the construction of 300 vessels. When that act passed, the American ship building industry Coiit;. Phil Kiippo (R-\li< li.) . . the funds llml ivonld he ttnllntrizetl Ut he (ippntprinli'tl by this Icffislation nro iwvvssnry for the cinislrurlion ami <t[n'rali<ni of a mtnlorn. privoli'ly-nn ncd, I'.S.-flop invn-honl fh'ot . . . rapohlo ttf rarryinp snhstonlial omounts of / '..S. inifntrts and fxpitrls in pearctinu' and of serrinp as a naral anxiliary in irarlirne," invested a billion and a half dollars in upgrading its plants and equipment and in tooling up and meeting its requirements to fulfill the commitment that was really mandated by the Congress. In no given year did we ever start more than I4ships. and, as 1 stated, after 1980 we are down to zero ships. The problem of the yards is not with the craft unions; the problem of the yards is with the nonutilization and the lack of series construction of ships. Mr. RUPP^:. Mr. Chairman, the fact of the matter is that they cannot compete. We are simply going abroad for our construction of ships in the United States. It is a sad commentary, when we can compete in the United States in the auto industry, when we can compete in the steel industry, and when we can compete in the chemical industry, that we in this country have to require that the Federal Government pay up to half the cost of the construction of an American vessel. Therefore, Mr. Chairman, 1 think at this point in time the Federal Government ought to take a look at t he management and at the work rules developed by the management and the craft unions. Mr. JACOBS. Let me ask the gentleman from California (Mr MrCI osKPv) this question, after listeningtothis debate: Would it be fair to characterize the gentleman's amendment as a featherbedding amendment? Is that what the gentleman had in mind, that we are dealing with what is traditionally known as featherbedding in relation totheunion work rules? Mr. McCLOSKF^Y. Mr. Chairman, the result is featherbedding when six unions are involved and when the carpenters, the piperitters,and the plumbers, for example, all require that they participate in attaching a particular pieceof plumbing, so that until that plumbing fixture can be installed three people haveto comeoverandparticipatein theturning of the wrench. Tcs, that does result in featherbedding, there has been no question of that. There has been no question that even t he u nions have not suggested.that these rules are still appropriate. Mr. JACOBS. Mr. Chairman, may 1 make this further inquiry: 1 heard in the debate a suggestion that the gentleman's amendment would also affect inefficient management as well as inefficient work rules, so that this would apply to management as well as to any act approving inefficient work ru les? Mr. McCLO.SKFY. Mr. Chairman, I think it would apply to management as well. It would apply in this sense, because the amendment says this; Provided, That no funds authorized by this paragraph may be paid for construction in any shipyard unless the Secretary of Commerce certifies that craft union rules or lines do not unduly prevent flexible and efficient use of the labor force. 1 think that many managements have agreed to these kinds of rules because they have no inhibition from the Government. The problem with our whole subsidy program is that whatever the union and management may negotiate, the Government pays for it, so we do not have the usual inhibition on labor and management to negotiate against bad practices; the Government picks it up. Mr. JACOBS. Mr. Chairman, on that basis 1 do support the gentleman's amendment. 1 would always oppose any kind of Federal law that created regulations which say that labor and management had to negotiate a certain kind of contract and a certain kind of work rule. That is a regulation that private parties ought to negotiate. But to enact a law, as the gentleman from California (Mr. MCCI.OSKEV) has suggested by his amendment, or to enact a policy of not subsidizing inef­ ficiency is a far cry from a policy of regulating against • inefficiency. Mr. Chairman, I believe the gentleman has offered a good amendment. Mr. CUNNINGHAM. Mr. Chairman, 1 know that the 24 / LOG / June 1978 LNG SHIPBUILDING 'T f Mr. McCLOSKEY. Mr. Chairman, I offer an amend­ ment. The Clerk read as follows: Amendment offered by Mr. MCCI.OSKEV: On page 2, at the end of line 13, insert after "series;" Providedfurther. That no fundsjiuthorized by this paragraph may be paid fay subsidize the construction of liquefied natural gas carriers;". Mr. McCLOSKEY. Mr. Chairman, I will not take too much time of the committee on this amendment, but let me just call to the committee's attention that last year this committee in this House voted to fund two LNG carriers. Clong;. Jack Ciiniiing;ham Cong;. Robert Leg:g:en (R-Wash.) (D-Calif.) Members VIembers arc anxious to vote on this amendment, but 1I resent strongly the insinuation that this amendment is offered because of featherbedding by the crafts or ineffi­ cient management. 1 am not a member of this committee. 1 happen to live in an area and a district that is very active in shipbuilding, as well as the building of aircraft. These vessels are built to meet very high standards. These are not little sailing dinghies that arc going to be used out here on the Potomac; these are major vessels, these are oceangoing vessels, and these arc made by people who have to pass examinations. Often, many of the things that make shipbuilding yards inefficient are simply compliance with rules and regulations that their own Government imposes on them. 1 do not think it is fair to say if you support this amendment you are going to strike out featherbedding, nor do 1 think it is fair to say if you oppose this amendment that you are mandating inefficiency. Welders should not do carpentry, electricians should not do pipefitting. We want «afe well built ships. Mr. MURPHY of New York. 1 thank the gentleman for yielding. Mr. Chairman, the gentleman is starting to show an awareness of what shipbuilding and ship construction is today. Mr. CUNNINGHAM. Mr. Chairman, if I can reclaim my time, 1 will say to the gentleman that 1 have had the awareness longer than the gentleman might think. Mr. MURPHY of New York. If the gentleman will yield further, I have been in many yards, at least eight of our competitors on a worldwide basis. We find a depression in the worldwide shipbuilding industry, not Just in the United States. There was a tremendous overtonnage and over­ building, with no market, about 7 or 8 years ago. When you go to yards today, you see most welding done electronically. You see the automation that has been built into the yards today. You see the heavy lifts, the module development and cunsliuction, the tearhs that are formed to do certain tasks on a programmed basis. 1 almost feel we are debating something out of the past, perhaps 50 years ago, from listening to this type of amendment. We are in an efficient, electronic, viably competitive area in American yards today. That is why $1.5 billion was invested in updating and upgradingthoseyards, so that they could compete on a world basis. But we are in an industry depression today on a world basis, particularly in America. Mr. Chairman, 1 urge the defeat of the amendment. The CHAIRMAN. The question Ls on the amendment offered by the gentleman from California (Mr. MCCI OSKEV). The question was taken; and on a division (demanded by Mr. MCCIOSKEY) there were—ayes 20, nays 54. So the amendment was rejected. Cong:. John Biirlon Cong. Barbara Mikiilski (D-Calif.) (D Md.) carriers of liquefied natural gas. The administration at that time was not certain whether it wanted to proceed with the subsidization of liquefied natural gas carriers, but they decided later in the year not~to build the carriers that we authorized. This year the House is asked to authorize two more LNG carriers, although the administration admits it has not yet decided to build the twoauthorized last year, let alone these two. It seems to me almost absurd, if the administration has not decided whether it wants to build LNG carriers, when it has not used the funds that the House authorized last year that we authorize a third and fourth LNG carrier. The administration is presently reviewing the liquid natural gas carrier program. They may come to us and say, "We would like to build these two liquid natural gas carriers and the two that were authorized last year but which we chose not to build." Mr. Chairman, it seems the height of folly for the Congress to authorize $102 million, that is, $51 million each for ships that may never be built when the ships which we ^thorized last year have not been built, and the administration has not decided to build them. I would think that the Committee on the Budget might be interested in this particular kind of issue where the Congress goes ahead and funds programs and then the administration says, "We do not know whether we will build or not. The money you gave us last year we are not going to spend." It seems to me that under that circumstance, the least a supposedly fiscally minded Congress might do would be to vote against authorizing $102 million when similar money was not spent last year. Mr. LEGGETT. Mr. Chairman, the Committee on the Budget is interested in the national debt, in the deficit, and in money really spent. Here we are talking about a liquid natural gas program that has been going on. We have 16 ships now that are currently authorized for subsidy or loan guarantee and that we are building. .» -yiii! , - Legislative Support For LNG Carriers .1 major emerping .1 merican industry—the s/iipment and use of crilieallv needed liquified natural gas—u ould hare been sererelv crippled hv an amendment that uould hare stopped the payment of constructioit differential subsidy funds for LNG carriers. The amendment u ould hare caused massire job losses in shipyards, particularly in Massachusetts, Louisiana and Calif ornia. Hear y job losses u ould hare occurred in factor­ ies in other f>arts of the nation that jnoride the steel, the. huge spheres that carry the pressurized gas, the poicer plants and other parts of the ressels. . fmerica 's dependence on foreign ressels for the carriage of this rital energy f uel would hare increased, as it already has in the transportation of imported }>etroleum. Congressman John M. Murphy of New York, chairman of the House Merchant Marine and Fisheries Committee, noted that the construction of I.NC ressels "is one area of ship­ building in which, on a world basis, the I nitedStates leads the irorld and on which it has expertise." The superior safety of . imerican-built L.NC ressels teas a strong point with Congresswoman Barbara .4. .Vlikulski of Maryland, a member of the committee. "My constituents want licptid natural gas coming up our Che.sapeake Bay, on which they depend for their lirelihood, on .1 merican shifts," .she asserted. "If e do not icant some tanker with a bamboo bottom coming lift the harbor, the kind of tanker that is going to blow Baltimore sky high." she said. �The administration has taken a second look at the program. Certainly if they determine they want to do a 18(Kdegree turn and not fund these programs, as we have in the past, then certainly it is not going to cost the Federal Government a dime; and we wjll not incur any further expenditure. The national debt will not be exacerbated. Mr. McCLOSKEY. If these ships are so good, why.did not the administration build them this year? Mr. LEGGETT. As the gentleman knows, they are conducting a review, and based on their findings, they will approve the program. Mr. McCLOSKEY. However, we do not know that, do we? Mr. LEGGETT. Not today. Mr. McCLOSKEY. Nevertheless, we are authorizing money for ships they did not build when we do not know whether they will build them or not; is that not true? Mr. LEGGETT. Unless we authorize this money right now. we are closing the door for a full year. Mr. McCLOSKEY. We authorized for a full year, and 8 months have passed and they have not decided to spend the money. Mr. LEGGETT. They are still studying the matter, but they can still build them. Ms. MIKUI.SKI. Mr. Chairman. I rise in opposition to the amendment. Mr. Chairman. I am speaking in opposition to the amendment simply because of concerns for the environ­ ment and for public safety. U.S. SOVIET GRAIN TRADE Cong. Barbara Mikiilski (D-Md.) ""My ctmsliliients want /iV/i/iV/ natural ffas coming ... on American ships. We do not want sttme tanker with a bamboo bottom coming up the harbor, the kind of tanker that is going to blow Baltimore sky high.'''' . . the maintenance of an American fleet gen­ erates joint in the private sector.^" Some of the major terminals receiving liquid natural gas in this country are my own Cove Point in Maryland, and also there is another major terminal in Boston Harbor. These terminals are not too far from major urban areas. Mr. Chairman, it is absolutely critical if this country receives these kinds of energy supplies that weshould receive them on ships that meet international safety standards or standards even stricter than those governing international safety. Quite frankly, Mr. Chairman, my constituents want liquid natural gas coming up our Chesapeake Bay, on which they depend for their livelihood, on American ships. We do not want some tanker with a bamboo bottom coming up the harbor, the kind of tanker that is going to blow Baltimore sky high. Mr. Chairman, for that reason 1 oppose the amendment. Mr. MURPHY of New York. Mr. Chairman, 1 move to strike the last word. In opposing the amendment, I might categorize it as not only a cargo preference, but a construction preference for foreign flag building and carriage. The Federal Energy Regulatory Commission at the present time is resolving two facets of a liquid natural gas policy which remain to be resolved. One of t hose is incremental pricing, and a second is the question as to how much of the total gas supply in this country will be allocated to liquid natural gas. We realize that 15 percent ' is the downside of that estimate, and how far on the upside it will go we are not sure. However, we do know that to carry liquid natural gas, we would prefer that it come in an American flag ship<« This is one area of shipbuilding in which, on a world basis, . the United States leads the world and on which it has the expertise. To cut back this authorization on ship construction certainly would hamper us and lay us over for a year. We might see what 1 saw just a few weeks ago at Cove Point, Md., which was a French liquid natural gas ship arriving at an American terminal with Algerian liquid natural gas. Mr. Chairman, the gentleman from California (Mr. LFCion r) knows that his State is wrestling with the location of a liquid natural gas terminal in order to bring liquid natural gas in from Indonesia. That contract is under its final review. The only thing holding up that entire project is the question of what incremental increase in price there wil| be and what yardstick will be used, whether it will be an OPEC increase or a cost-of-living increase in the United States. Tho.se are technical problems. The program for liquid natural gas is ongoing. We will need ships. We have, as Congressman LFGC.FTT said, 15 or 16 under construction at the present time. To adopt this amendment would merely delay a year, and perhaps take off the ways two of those vital ships. Mr. McCLOSKEY. Would the gentleman not concede, though, that of the LNG ships that have thus far been constructed, half of them have not needed a Federal subsidy for construction? They have been built in U.S. yards, but without the need for subsidies. , * Mr. MURPHY of New York. I might say that the subsidiary percentage of LNG ships is much lower than the average subsidy of dry freighters. Mr. McCLOSKEY. I appreciate that, but they have not required subsidies. Mr. MURPHY of New York. Eleven of those 16 did get a construction differential subsidy. Mr. McCLOSKEY. So five of the ships did not require a subsidy. Mr. MURPHY of New York. Yes, but those five ships are programmed for carriage between Indonesia and Japan, not in the American trade. Mr. McCLOSKEY. Is that not the question the admini­ stration is concerned with, that they may not need additional subsidy? Mr. MURPHY of New York. 1 think the Maritime Administration clearly presented evidence to the committee that a construction differential subsidy would be necessary for the construction of these vessels. The CHAIRMAN. The question is on the amendment offered by the gentleman from California (Mr. Mc CIOSKI Y). The amendment was rejected. * * * Mr. McCLOSKEY. Mr. Chairman, I offer an amend­ ment. The Clerk read as follows: Amendment ofTered by Mr. MCCI.OSKEV: On page 2, at the end of line 19, insert after "Defense;" "Provided further. That no funds authorized by this paragraph may be paid to subsidize the carriage of grun to Russia;". Mr. MCCLOSKEY. Mr. Chairman, it has always perplexed me why the taxpayer of the United'States should pay the cost of shipping grain to Ru.ssia. When the Russians agreed to buy U.S. grain, we provided that we might have the privilege of transporting a third of that grain in U.S. ships. However, we also agreed with the Russians that the price would be S16 per ton. The difficulty is that the cost to ship that grain on American ships is S30 per ton. So, in essence, with the Russians buying grain from the United States, we arc now paying almost half the cost of transporting that grain to the Russians. This might be understandable if there were some benefit to the United States in paying the cost of shipping the grain to the Soviets, but there is no benefit to the United .States. They buy the grain anyway. The purchase of the grain was not conditioned upon use of U.S. shipping. That is a condition we imposed. If the Soviets do not use U.S. ships, at a cost to us of S4 million, they will either use their own ships or third llagships. Another argument might be made that, under the maritime subsidy program, it is important to the United States to keep ships in operation that may be helpful at a time of national emergency. Here, however, the U.S. ships used to carry grain average 19 years of age. They are rust buckets; they are obsolete. If they were not being used to carry grain, they would be mothballed. So, there is absolutely no benefit to the U.S. taxpayer in paying $4 million to transport this grain to Ru.ssia. Last year, there was some concern on the part of the Argiculture Committee that, if we cut back the subsidy, it might intrude on the grain sales. It is clear from the testimony that the Russians will buy the grain anyway. They are protected. The question is. Why should the United States finance the shipment of grain to Russia? There are other things on which we could spend the $4 million for other parts of the shipping program.This benefit goes directly to the Russian Government, not to us. Mr. MURPHY of New York. Mr. Chairman, 1 rise in opposition to the amendment. ifhe Russian grain trade of course was negotiated in two stages, one programed in 1972 and the other in 1975. We agreed internationally with the Russians that one-third of the carriage would be in American bottoms, one-lhird in Russian bottoms, andonc-thirdthroughthccro.ss trades. We li.i I, Legislative Support for Russian Grain An amendment that would have played directly into the hands of the Russians by denying break­ even subsidies to American-flag ships transporting grain to the Soviet Union was rejected by the Con­ gress. Had it passed, the amendment would have allowed the cut throat Soviet fleet to fill its own ships, and use the remaining cargo as patronage to other fleets of the world. Congressman J ohn M. Murphy of New York argued that .American-flag shipment of a third of the cargo was part of the agreement negotiated in 1972 and 1975, when the Russians contracted for the purcha.se of U.S. grain. The grain shipments, he said,^ saved many jobs in the American-flag fleet at a time when its fortunes had hit rock-bottom. June 1978 / LOG / 25 �aSSffeSi' knew that the rate that was negotiated by the Russians was a noncompensatory rate for most foreign ship operators as well as for American operators, and therefore, a break-even subsidy was authorized for the carriage by American ships in the Russian grain trade. TTiis trade happened to come along during a very low point in American shipping. In fact.small oil tankers were used to carry this grain. It was at a time when the Alyeska pipeline was seriously delayed, and this provided 3.7 million metric tons of carriage and saved many jobs in the American maritime industry at. as I said, break-even rates to the American operators. I do not think many of these vessels would have been put in mothballs. They would have been either scrapped or sold on the foreign market and we would have had an even further reliance on foreign tonnage to meet America's shipping needs. yet only 4 percent of our commerce is carried on U.S.-flag vessels, and over 93 percent is carried on foreign-flag vessels. So to protect our Nation in time of a national emergency, we must have a ready, financially sound, merchant marine fleet. Also contained in this authorization are funds to establish a firefighting training school on the west coast. The purpose of the school is to provide training to crews "of merchant ships to cope with shipboard fires and damage.. I have already written to Assistant Secretary of Commerce for Maritime Affairs. Mr. Robert Blackwell. about our desire to locate this .school in the Los Angeles/Long Beach Harbor area. I rise to reiterate this request for the record. The committee has also adopted an amendment which increases the authorization to pay for the increased cost of bunker fuel that is used on training vessel cruises. This has been a particular problem to the Maritime Academy in California, and 1 endorse this provision of the bill. Therefore. Mr. Chairman. I urge my colleagues to enact this vital legislation. The CHAIRMAN. Are there further amendments? If not, under the rule, the Committee rises. Accordingly the Committee rose; and the Speaker pro tempore (Mr. WRIGHT) having assumed the chair, Mr. MOAKIEY. Chairman of the Committee of the Whole House on the State of the Union, reported that the Committee having had under consideration the bill (H.R. 10729) to authorize appropriations for" the fiscal year 1979 for certain maritime programs oft he Department of Commerce, and for other purposes, pursuant to House Resolution 1190, he reported the bill back to the House with sundry amend­ ments adopted by the Committee of the Whole. The SPEAKER pro tempore. The question is on the passage of the bill. The que.stion was taken; and the Speaker pro tempore announced that the ayes appeared to have it. Mr. McCLOSKEY. Mr. Speaker, on that I demand yeas and nays. The yeas and nays were ordered. The vote was taken by electronic device, and there were—yeas 326. nays 82, not voting 26, as follows: THE VOTE: doii};. (rioiin .Aiidorsoii (D-Calif.) (loiif;. Joshua Kilherp (D-Pa.) The fact is that this does provide employment to American ships and to American merchant seamen. 1 think to deny a break-even subsidy- note that it is not a subsidy but merely a break-even subsidy—would not have been in the best interest of the American merchant marine or American interest in this grain trade. I urge defeat of the amendment. The CHAIRMAN. The question is on the amendment offered by the gentleman from California (Mr. McCi OSKFY). Mr. McCLOSKEY. Mr. Chairman. I demand a recorded vote, and pending that I make the point of order that a quorum is not present. The CHAIRMAN. The Chair will count. One hundred and fifteen Members aren't, a quorum. The pending business is the demand of the gentleman from California (Mr. M( CI OSKFY) for a recorded vote. A recorded vote was ordered. The vote was taken by electronic device, and there were— ayes 180, noes 218. not voting 36. Mr. WOLFF. Mr. Chairman, duringthc consideration of H.R. 10729. I believe it is particularly relevant to draw the attention of the House of Representatives to the excellent work of the U.S. Merchant Marine Academy, whose author­ ization is contained therein. The U.S. Merchant Marine Academy is located on a 68-acre campus at Kings Point. N.Y., located in my congressional district. The Academy was established under the Merchant Marine Act of 1936 which provided that the United States shall have a merchant marine capable of serving as a naval and military auxiliary in time of war or national emergency. The deep sea segment of the merchant marine is an es.sential and critical component of national defense because it provides the basic sealift support to meet overseasmilitary commitments. It is imperative that our defense posture, in this "uneasy world," must always be ready to deal quickly, and effectively, with any threat to our vital security. Among the prerequisites necessary to accomplish this is a well-trained, intelligent, and dedicated leadership. Fortu­ nately, our great Merchant Marine Academy at Kings Point has been providing this type of leadership since its inception. The U.S. Merchant Marine Academy has been furnishing intelligent, qualified, highly trained officers to the Navy and Merchant Marine services for decades. The loyal dedication and sacrifices of its graduates and students are inscribed on its battle monuments honor roil. However, the work of the Merchant Marine Academy, by providing graduates with the necessary education for careers in technical and management positions in the maritime industry, offers a great peacetime service to this great Nation. The recent rash of tanker mishaps, off our shores, has revealed the alarming fact that many of these ships are old, unsound, and poorly served. The Merchant Marine Academy provides the necessary trained personnel to help us prevent further costly and dangerous incidents of this kind. In conclusion. I congratulate, and the House should congratulate, the U.S. Merchant Marine Academy for its excellent training of well-educated professional maritime officers for our future commerce. Mr. ANDERSON of California. Mr. Chairman, as a cosponsor of H.R. 10729. I rise in full support of this bill. This authorization is necessary for the United States to operate and construct a modern flag merchant fleet, and will demonstrate continued congressional commitment to the maintenance of a strong American maritime industry. Any significant weakening of H.R. 10729 will threaten the existence of the U.S. maritime fleet, as well as the future of construction and support facilities which service these ships, such as Bethlehem Steel and Todd Shipyards in my district of l.ong Beach. Calif. The United States is the world's largest trading nation. 26 / LOG / June 1978 YEAS Carney Carr Cavanaugh Chappell Chisholm Clausen, Don H, Clay Cohen Coleman Collins, III. Cong. Le.sior Wolff (D-N.Y.) Abdnor Addabbo Akka Alexander Allen Ambro Anderson, Calif. Andrews, N Dak. Annunzio Applegate Archer Ashley Aspin Baldus Conte Corcoran Corman Cornell Cornwell Cotter Coughlin Cunningham D'Amours Daniel, Dan Daniel, R.W. Danielson Davis de la Garza Delaney Dellums Dent Derrick Derwinski Dickinson Dicks Diggs Cong. Paul Trible. Jr. (R-Va.) Barnard Baucus Bauman Bearrj. R 1 Benjamin Bennett Bevill Bingham Blanchard Blouin Boggs Boland Boiling Bonior Bonker Bow en Brademas Breaux Brinkley Brodhead Brooks Brown, Calif. Brown, IVlich. Buchanan Burgener Burke, Fla. Burke, IVIass. Burlison, Mo. Burton. John Burton. Phillip Byron Caputo it Cong. Rob Gaminagc (D-Tcx.) Cong. Bill Ford (D-Mich.) �. . . the passage of this bill will once again renew the commitment of the Congress to a strong U.S. Merchant Marine.'' Conjjjressmaii James Florio (D-I\.J.) C.oii^. Barbara .Ionian Cloti^. BohrrI Baiiinaii (R-\bl.) (D-Tex.) Dingell Dodd Dornan • Downey Duncan, Tenn. Early Eckhardt Edgar Edwards. Ala. Edwards. Calif. Eilberg Emery Ertel Evans. Colo Evans. Del Evans Ind; Fary Fascell Fish Fit hi an Flippo Flood Florio Flowers Flynt Foley Ford. Mich. Ford. Tenn. Forsylhe Fountain Fowler Fraser Fuqua Gammage Garcia Gaydos Giaimo Gibbons Gilman Ginn Goldwater Gonzalez Gore Grassley Green Gudger Hall Hanley Hannaford Harkin Harrington Harsha Hawkins Heckler Hefner Heftel Hightower Hillis Holland Hollenbeck Holt Horton Howard Hubbard Huckaby Hughes Hyde Ichord Ireland Jenrette Johnson. Calif. Jones. N C Jones. Okia. Jones. Tenn Jordan Kazen Kemp Keys Kildee Kindness Kostmayer Krebs Kruoger LaFalce Lagomarsino Le Fante Lederer Leggett Lehman Lent Levitas Livingston Lloyd. Calif. Lloyd. Tonn. Long. La Long. Md. Loft L 1.1 ken Lundine McCormack McDade McEwen McFall McHugh McKay Madigan Mahon , Mann Markey Marks Marlenee Mathis Matfox Meeds Metcalfe Meyner Mikulski Milford Miller. Calif. Miller. Ohio Mineta Minish Mitchell. Md. Phillip Biirloii (IMialir.) (loiifi;. 'I'rriil Loll (B-\Iiss.) Milcholl. N Y. Moakley Moffolt Mollohan Montgomery Moore Moorhead. Calif Moorhead. Pa. Murphy. Ill Murphy. N Y. Murphy. Pa Murtha Myers. John Myers. Michael Natcher Neal NedzL Nichols Nolan Nowak O'Brien Oberstar Obey Oltingcr Panetta Patten Patterson Pattison Pease Pepper Perkins Pettis Pickle Pike Pressler Preyer Price Pritchard Pursell Ouie Guillen Rahall Railsliack Rangcl Reuss Rhodes Richmond Rinaldo Risenhoovor Roe Rogers Roncalio Rooney Rose Rosenthal Rostonkowski RoybalRuppe Russo Ryan Santini Saiasin Satterfield Sawyer Scheuor SchulzfT Sebelius Seiberling Sharp Shipley Sikos Sisk Skelton Skubitz Slack Smith. Iowa Smith Neb Snyder Solarz Spellman Spenc SI Germain Staggers Stanton Stark Steed Sirrers Stokes Stratton Studds Taylor Thompson Thone Traxlor T reen Trible Udall Ullman Van Deerlin Vander Jagt Vonto Volkmer Waggonner Walgren Walsh W ampler Waxman Weaver Weiss White Whitehurst Whitley Whitton Wiggins Wilson, Bob Wilson. C.H. Winn Wirth Wolff Wright Wydler Yatron Young, Mo. Zablocki Zeferetti VOTE CONT. NEXT PG. June 1978 / LOG / 27 J �"s.;. THE VOTE continued NAYS-82 Anderson. Ill Andrews. N.C Armstrong Ashbrook Badham Bafalis Board. Tenn. Bedell Beilenson Broomfield Brown. Ohio .Broyhill Burleson. Tex Butler Clawson. Del. Cleveland Collins. Tox Con able Conyors Crane Dovino Diinan English Eriontaorn Evans. Ga Fen wick Findley Fisher Frenzel Gephardt Glickman Goodling Gradison Guyer Hagedorn Hamilton Hammerschmidt • Hansen Harris Holtzrnan Jacobs Jeffords Jenkins Johnson. Colo. Kastenrneier Kelly K el chum Lalla Leach Luian McClory McCloskny McDonald McKinney • Maguire Marriott Martin Michel Mikva Moss MottI Myers. Gary Poage Ouayle Regula Roberts Robinson Rousselot Rudd Schroeder Shuster Stangeland Sleiger Stockman Stump Symres Vanik Walker Walkins Wylie Yates Young. Fla. '•«,,, •.V /yY:,\mKr^' - -' T'->?.? NOT VOTING-26 Ammerman AuCoin Biaggi Breckinridge Burke, Calif. Carler Cederberg Cocfiran Duncan. Oreg Edwards. Okla. Frey Kasten Mazzoli Nix Oakar Rodino Runnels .' Simon league Thornton Tsongas Tucker Whalen Wilson. Tex Young. Alaska Young. Tex. • • •• i,>-</. •: ' i. C.-Y'-.. T - ••, . ., 5 ,; , ff AND SO THE BILL WAS PASSED The Clerk announced the following pairs: On this vote: Mr. Ammerman for, with Mr. Teague against. Mr. AuCoin for, with Mr. Runnels against. Until further notice: Mr. Biaggi with Mr. Carter. Mr. Breckinridge with Mr. Duncan of Oregon. Mr. Mazzoli with Mr. Frey. Mrs Burke of California with Mr. Tucker. Ms. Oakar with Mr. Whalen. Mr. Tsongas with Mr. Cederberg. Mr. Charles Wilson of Texas with Mr. Young of Alaska. Mr. Nix with Mr. Cochran of Mississippi. Mr. Simon with Mr. Kasten. Mr. Thornton with Mr. Edwards of Oklahoma. Mr. GU YER and Mr. MARTIN changed their vote from "yea" to "nay." Mr. KOSTMAYER changed his vote from "nay" to "yea." So the bill was passed. The result of the vote was announced as above recorded. Mr. MURPHY of New York. Mr. Speaker, I ask unani­ mous coasent that the Committee on Merchant Marine and Fisheries be discharged from further consideration of the Senate bill(S. 2553) to authorize appropriations forthefiscal year 1979 for certain maritime programs of the Department of Commerce, and for other purposes, a similar Senate bill and ask for its immediate consideration in the House. The Clerk read the title of the Senate bill. The SPEAKER pro tempore. Is there objection to the request of the gentleman from New York? There was no objection. . . to protect our Nation in time of a national emergency, we must have a ready, financially sound merchant marine fleet/' Congressman Glenn Anderson (D-Ca.) 28/ LOG/June 1978 �^Connressional Uecord VmkUSmu VI. 124 ^-/A P«OCEEDINGS AND DEBATES OE THE 95'''CONGRESS, SECOND SESSION WASHINGTON, TUESDAY, MAY 2), I97» No. 77 The Clerk read the Senate bill, as follows; S. 2553 Be it enacted by the Senate and Houseof Representatives of the United States of America in Congress assembled. That this Act may be cited as the "Maritime Appropriation Authorization Act for Fiscal year 1979". SEC. 2. Funds are authorized to be appropriated without fiscal year limitation as the appropriation Act may provide for the use of the Department of Commerce, for the fiscal year 1979' as follows; (1) For acquisition, constructipn, or reconstruction of vessels and construction-differential subsidy and cost of national defense features incident to the construction, reconstruction, or reconditioning of ships, not to exceed $157,000,000; (2) For payment of obligations incurred for operating-dif­ ferential subsidy, not to exceed $262,800,000; (3) For expenses necessary for research and development activities, not to exceed $17,500,000; (4) For maritime education and training expenses, not to exceed $22,483,000, including not to exceed $15,359,000 for maritime training at the Merchant Marine Academy at Kings Point, New York, $5,370,000 for financial assistance to State marine schools, and $1,904,000 for supplementary training courses authorized under section 216(c) of the Merchant Marine Act, 1936; and (5) For operating expenses, not to exceed $34,845,000, including not toexceed $5,516,000 for reserve fleet expenses, and $29,329,000 for other operating expenses. SEC. 3. There are authorized to be appropriated for the fiscal year 1979, in addition to the amounts authorized by Section 2 of this Act, such additional supplemental amounts for the activities for which appropriations are authorized under section 2 of this Act. as may be necessary for increases in salary, pay, retirement, or other employee benefits authorized by law, and for increased costs for public utilities, food service, and other expenses of the Merchant Marine Academy at Kings Point, New York. SEC. 4. Section 1103(0 of the Merchant Marine Act, 1936, $7,220,000 for financial assistance to State marine schools, and $1,904,000 for supplementary training courses author­ ized under section 216(c) of the Merchant Marine Act, 1936; and (5) For operating expenses, not to exceed $34,845,000, including not to exceed $5,516,000 for reserve fleet expenses, and $29,329,000 for other operating expenses. SEC. 3. There are authorized to be appropriated for the fiscal year 1979, in addition to the amounts authorized by section 2 of this Act, such additional supplemental amounts for the activities for which appropriations are authorized under section 2 of this Act, as may be necessary for increases in salary, pay, retirement, or other employee benefits authorized by law, and for increased costs for public utilities, food service, and other expenses of the Merchant Marine Academy at Kings Point, New York, SEC. 4. Section 3 of the Maritime Academy Act of 1958 (46 U.S.C. 1382) is amended by the addition of asubsection to read as follows; "(d) The Secretary may pay additional amounts to assist in paying for the cost of fuel oil consumed during the training cruises of the vessels referred to in subsection (a).". SEC. 5. Section 1103(0 of the Merchant Marine Act. 1936, as amended (46 U.S.C. 127.3(0) is amended by striking "$7,000,000,000.", and inserting in lieu thereof "$10,000,000,000." The motion was agreed to. The Senate bill was ordered to be read a third time, was read the third time, and passed. Cong. Jo.shiia Eilberg (D-Pa.) "By raising the statutory (Title XI) ceiling we can increase the amount of construction by the mari­ time industry and thereby create more jobs." "The funds authorised represent continued Con­ gressional commitment to a strong .American maritime industry and, concomitantly, to the American economy." IS amended (46 U.S.C. 1273(0), is amended by striking out "$7,000,000,000", and inserting in lieu thereof "$ 10,000,000)00". Mr. MURPHY of New York. Mr. Speaker, I offer a Amotion. The Clerk read as follows; Mr. MURPHY of New York moves to strike out all after hhe enacting clause of the Senate bill, S. 2553 and to insert in jlieu thereof the provisions of the bill H.R. 10729, as passed, [as follows; That this Act may be cited as the "Maritime Appropriation I Authorization Act for Fiscal Year 1979." SEC. 2. Funds are authorized to be appropriated without i fiscal year limitation as the appropriation Act may provide for the use of the Department of Commerce, for the fiscal I year 1979, as follows: (1) For acquisition, construction, or reconstruction of vessels and construction-differential subsidy and cost of national defense features incident to the construction, reconstruction, or reconditioning of ships, not to exceed $157,000,000; Provided, that no funds authorized by this paragraph may be paid to subsidize the construction of any vessel which will not be offered for enrollment in a Sealift Readiness program approved by the Secretary of Defense; Providedfurther. That in paying for funds authorized by this paragraph, the construction subsidy rate otherwise appli­ cable may be reduced by 5 percent unless the Secretary of Commerce, in his discretion, determines that the vessel to be constructed is part of an existing or future vessel series; (2) For payment of obligations incurred for operating-dif­ ferential subsidy, not to exceed $262,800,000; Provided, That no funds authorized by this paragraph may be paid lor the operation of any vessel which is not offered for participation in a Sealift Readiness program approved by the Secretary of Defense; (3) For expenses necessary for research and development activities, not to exceed $17,500,000; (4) For maritime education and training expenses, not to exceed $24,647,000, including not toexceed $15,523,000 for maritime training at the Merchant Marine Academy at Kings Point, New York, of which $450,000 shall be for the replacement of barracks windows at the Academy, . . . every time a nation is powerful in this world it is because they controlled all of the sealanes both military and merchant, and that as they lose that sea power then they lose their other power. Coiijwressman Trent Lotl (R-Mis.s.) June 1978 / LOG / 29 �iiraiiiiiiiiiiiiiiiiiinmmiiiiniiiimiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiii nniniiiiiiuiinniiiiiniiainiiiiiiinmiiinmimiiiiiiuininnuuiiiHininniniiimuninuiiiiuiiiiiuuiiuuimuuiiiuuiuiiiti How Political Action Got the Job Done Port agents and members of the Sea­ farers International Union in ports on all coasts, the rivers and the Great Lakes were the backbone of a wide-ranging na­ tional campaign that brought passage of the 1979 Maritime Authorizations Bill. Because of their solid efforts, the jobs and futures of all seafarers and the many thousands of other workers who depend on the maritime industry for their pay­ checks have been secured for another year. A coordinated drive to deliver the message of the seafarer to Congress opened well before the bill was brought to the floor of the House of Representa­ tives when SlU port agents gathered in Washington for a complete briefing on the legislation, and the action needed to win. The port agents were provided de­ tailed information on the seven killer amendments that opponents had clev­ erly prepared to weaken the bill, bit by bit, until the U.S. Merchant Marine it­ self would be forced to go belly-up. The SIU's Washington legislative team armed each port 9gent with in­ formation about the Congressmen from the states in which the port agent oper­ ated. The information included the individual Congressman's addresses, telephone numbers and voting record on three key maritime-related votes in the past two years. The port agents relayed the informa­ tion to rank-and-file Seafarers, setting up a coordinated team effort to let Congressmen know that SIU members and their families were depending on their support. The messages being sent were loud and clear and numbered in the thou­ sands. They were delivered in the form of letters, telegrams, phone calls and personal visits in the Congressmen's home districts. One Maryland Con­ gressman acknowledged that he re­ ceived more than a thousand messages in support of the Maritime Authoriza­ tions Act of 1979. Congressmen were made personally aware that Seafarers and their families live in their districts, vote in their dis­ tricts, and are politically active. The port agents, at the same time, provided Congressmen with the facts in support of the bill, and in opposition to the amendments. They called on the Congressmen to enlist the support of other members of the House in recog­ nizing just how vital the bill was to the survival of the U.S. Merchant Marine. SIU representatives kept a steady stream of information flowing back to the campaign's coordination center at the AFL-CIO Maritime Trades Depart­ ment offices in Washington. At the campaign center, MTD Ad­ ministrator Jean Ingrao, Legislative and Political Activities Director David Dolgen and National Field Coordinator John Yarmola were monitoring a vast range of activities on a number of fronts. The SI U's Washington team provided a steady stream of current information to the 123-member House of Represent­ atives Port Caucus, a Congressional group that maintains a close liaison with the House Merchant Marine and Fisheries Committee and its chairman. Congressman John M. Murphy of New York. Lobbyists of many other AFL-CIO unions affiliated with the Maritime Trades Department were enlisted in the cause. They accepted assignments to provide the members of the Congres­ sional Port Caucus with the data re- iiutiiuiiiiiiiiiiiiuiiiiiiiiiiiiiiuiiiuiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiii quired to beat back the McCloskey amendments with facts and logic. The leaders of many of the MTD affiliates sent directives to their thou­ sands of locals across the United States, urging them to take part in the move­ ment to win passage of the Maritime Authorizations Act. SIU port agents helped to design pro­ grams for the 29 MTD Port Councils to rally community support, and to get the message of that support to their Con­ gressmen. The port agents, the Port Councils, the MTD and the AFL-CIO and its de­ partments contacted AFL-CIO state central bodies, which responded by providing staff personnel to spread the word that the jobs of thousands of American trade unionists depended on adoption of this Maritime Authoriza­ tions Bill. Local AFL-CIO central bodies called on their Congressional delegations, informing them that the folks back home expected a "YES" vote. All AFL-CIO departments rallied to the Seafarers' cause. In Washington, Andrew J. Biemiller, director of the Department of Legisla­ tion, and his staff joined the lobbyists from MTD-affiliated unions in letting members of the House Merchant Ma­ rine and Fisheries Committee and the Port Caucus know that the bill carried a top priority throughout the labor movement. Many other AFL-CIO organizations — the Building and Construction Trades, Food and Beverage, Metal Trades, Public Employees, Union Label, and the Industrial Union Depart­ ments among them—urged their affil­ iates to lend a hand, and a voice, in favor of the measure. In the field, Alan Kistler, director of the AFL-CIO Department of Organiz­ ing and Field Services, made his staff available to participate in promoting the passage of the act. And from the earliest stages of the campaign until the end, Alexander Barkan, director of the AFL-CIO Commit­ tee on Political Education, made it known that labor was fully committed to winning acceptance of the Maritime Authorizations Act of 1979. SIU port agents had taken part in all of the COPE area conferences that were conducted nationwide early in the year, where the issue was given prominent attention. linuiniiiiuiiiiiiiiiiii As the debate on the bill and the amendments echoed throughout the House chambers, the SIU Washington legislative team provided a steady re­ liable stream of technical and economic information flowing to the bill's floor leader. Congressman Murphy, and those who were standing by him. As each of the crippling amendments came to the floor, the SIU team made certain that its friends in the House had the answers needed to convince the ma­ jority that the opponents were using de­ vious means to reach a single goal—the destruction of the U.S. Merchant Marine. The climax came when the House voted 326*to 82 to provide the Merchant Marine with the government support re­ quired to stay alive against the cut­ throat competition of the state-con­ trolled fleets and those bearing "flags of convenience." Seafarers and SIU port agents pro­ vided the strength for victory. This SIU Washington team provided the political know-how and coordina­ tion. The Seafarer's reward comes in knowing that their jobs and their futures are secure for now. iiiiiiMiiitiiiiiiiiiiiiiiiiiiniiiHiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiuniiiNiNiiiiiiiiiKniiiiiiiiiiiMiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiHiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiuiiHiiiH 30/LOG/June 1978 �MARYLAND (Interocean Mgt.), April 2—Chairman K. C. McGregor; Secretary L. H. Walbrop. $25 in ship's fund. Some disputed OT in deck, engine and steward departments. Report to Log: "The Ship's Committee and crew wish to express their deep sorrow over the passing away of Brother Paul Dro­ zak. We wish to extend our sympathy to his wife and family and his brother, Frank Drozak. Brother Paul will be sorely missed. He was an excellent offi­ cial and Union Brother. May God rest his soul." Observed one minute of sil­ ence in memory of our departed broth­ ers. One extra minute in memory of Paul Drozak. Next port Valdez, Alaska. SEA-LAND MARKET (Sea-Land), April 16—Chairman, Recertified Bosun D. Rood; Secretary R. Hutchins; Deck Delegate F. Fromm; Engine Delegate E. Liwag; Steward Delegate E. Verveniotis. No disputed OT. Secretary reported that on this trip the department heads and delegates were shown another safety film. Before the safety meeting some very interesting points were made on preventing accidents and that every­ one should always be safety conscious. Chairman remarked upon smoking on deck as we carry some very inflammable cargo in tanks which sometimes leak. The electrician pointed out that anyone caught in the elevator when it went out of order be sure to pull the emergency switch before attempting to use the es­ cape hatch. Observed one minute of sil­ ence in memory of our departed broth­ ers. Next port, Portsmouth, Va. GUAYAMA (Puerto Rico Marine Mgt.), April 23—Chairman, Recertified Bosun William Velazquez; Secretary J. Prats; Deck Delegate W. Matthews; En­ gine Delegate H. F. Welch. No disputed OT. Chairman discussed the import­ ance of donating to SPAD. A vote of thanks to the steward department for a job well done. BALTIMORE (Sea-Land), April 16 -Chairman, Recertified Bosun Joseph Puglisi; Secretary George W. Gibbons; Educational Director W. J. Dunnigan. $15.25 in .ship's fund. Some disputed OT in deck department. Chairman noted that the repair list had been posted and everything had been fixed and taken care of. Discussed the importance of donating to SPAD. A vote of thanks to the 4-8 watch in the deck department for keeping the pantry and messroom clean. A vote of thanks to the steward depart­ ment for a job well done. Next port. Port Elizabeth, N.J. BANNER (Interocean Mgt.), April 30—Chairman R. E. Clifford; Secretary F. Nigro; Steward Delegate R. B. Woodard. $22.69 in ship's fund. No dis­ puted OT. The March issue of the Log was received and distributed and the educational director suggested that it be read from cover to cover and then passed around. Chairman advised all members that smoking is a dangerous habit in the wrong area so be safety minded and think before smoking on a tanker. A vote of thanks to the steward department for a job well done. Next port. Lake Charles. SAN FRANCISCO (Sea-Land), April 9—Chairman, Recertified Bosun John Japper; Secretary V. Douglas; Edu(iational Director D. Able. No dis­ puted OT. Secretary gave a vote of thanks to the crew for their fine coop­ eration. Educational director reported that so far movies were seen every other night when at sea. Some books came on in some ports and the Log had been re­ ceived. A vote of thanks to the steward department for a job well done. SEA-LAND VENTURE (SeaLand), April 9—Chairman, Recertified Bosun Edward Morris, Jr.; Secretary Roy R. Thomas; Educational Director Henry Duhadway. $10 in ship's fund. No disputed O T. Chairman held a safety meeting and advised that there should be no smoking on deck at anytime and to consider the ship like a tanker due to the fact that we have containers contain­ ing combustible cargo. A collection was made to send flowers for Brother Tom Kline's mother who passed away while the vessel was at sea. The importance of SPAD was discussed. A vote of thanks to the steward department for a job well done. Next port. New Orleans. COVE COMMUNICATOR (Mount Shipping), April 24—Chairman, Re­ certified Bosun B. Browning; Secretary C. M. Modellas; Educational Director G. Berger; Deck Delegate Milton R. Henton. No disputed OT. Chairman gave a talk about upgrading for LNG. Encouraged all members to attend Piney Point. Also on the importance of SPAD. Requested all members who use the washing machine to turn off the switch after using. Everything running smoothly. Next port, Delaware City. SEA-LAND ECONOMY (SeaLand), April 9—Chaiman, Recertified Bosun A. McGinnis; Secretary L. Nich­ olas; Educational Director L. Acosta; Engine Delegate R. Celicus; Steward Delegate S. Morris. $149 in movie fund. No disputed OT. Chairman held a dis­ cussion on upgrading and the highlights in the Log were pointed out. A vote of thanks to the movie director for a job well done. Report to the Log: "A tele­ gram was sent to Executive Vice Presi­ dent, Frank Drozak in regard to the death of our friend and Union brother Paul Drozak." Next port, Rotterdam. SEA-LAND FINANCE (Sea-Land), April 9—Chairman, Recertified Bosun J. Pulliam; Secretary G. Reasko; Deck Delegate J. Long; Steward Delegate E. Cullerton. No disputed OT. Educa­ tional director advised all crewmembers to go back to be upgraded as soon as possible. Chairman noted that the passing away of Paul Drozak and Mickey Wilburn will be mourned by all. All stood a moment of silence in their memory. Jitney service is still needed in Yokohama, Kobe, Hong Kong, and Seattle. Also platforms on dock for gangway. A vote of thanks to the stew­ ard department. Next port. Hong Kong. BORINQUEN (Puerto Rico Mgt.), April 2—Chairman, Recertified Bosun C. L. Gonzalez; Secretary H. A. Galicki; Deck Delegate O. V. Ortiz; Engine Del­ egate J. I. Newhouse; Steward Delegate R. F. Cordero. $7 in ship's fund. Some disputed OT in deck and engine depart­ ments. Chairman requested all men who are off watch to attend the Union meet­ ings. It was also suggested that all should read the Washington Activities and Headquarters Reports in the Log. Everyone should read the Log to be in­ formed as to what the Union is doing for the membership. Next port. Port Eliza­ beth N.J. ? • STONEWALL JACKSON (Water­ man Steamship), April 23—Chairman, Recertified Bosun C. T. Lineberry; Sec­ retary C. L. Shirah; Educational Direc­ tor B. Coole; Deck Delegate Werner Becher; Engine Delegate Cyril Grab; Steward Delegate Rafael Padilla. $25 in ship's fund. $910 in movie fund. Some disputed OT in deck, engine, and stew­ ard departments. Chairman noted with regret the passing away of Vice Presi­ dent Paul Drozak and advised crewmembers that there was an article in the Log that gave information on where you could send a donation to the Cancer Fund in his memory. A vote of thanks to the deck department by the chairman for the job of handling the cargo this trip. A vote of thanks to the steward department for a job well done. Next port. New York. LNG AQUARIUS (Energy Trans­ portation), April 2—Chairman, Recert­ ified Bosun Billy Nuckols; Secretary Frank Costango; Educational Director Dom Orsini; Deck Delegate Charles Loveland; Engine Delegate Charles Dahlhaus; Steward Delegate Larry Dockwiller. No disputed OT. Chair­ man reported that Port Agent Frank Boyne visited the vessel on March 23 in Nagoya. He will try to make the vessel at least once a month. Also discussed the importance of donating to SPAD. Steward delegate noted that Pat Geary, HLS graduate is doing a fine job. His Piney Point training shows. Report to Log: "The crew oiLNG A quarius would like to express their deepest sympathy to the families of our departed friends and brothers, Paul Drozak and Mickey Wil­ burn." Observed one minute of silence for our departed brothers with a special prayer for Mickey Wilburn and Paul Drozak. Next port, Osaka. MOUNT NAVIGATOR (Cove Tank­ ers), April 23—Chairman, Recertified Bosun R. Johnson; Secretary C. Guerra; Educational Director W. Weekly; En­ gine Delegate James Flynn; Steward Delegate M. Deloatch. No disputed OT. Chairman held discussions on the articles in the Log, the importance of donating to SPAD, and called for safety suggestions and the repair list. A vote of thanks was given to all department delegates and chairman for making this a smooth voyage. It was noted that the crew would like some updated literature on retirement and welfare benefits. A vote of thanks to the American Library for the books and magazines in New York. Observed one minute of silence in memory of our departed brothers. SEA-LAND CONSUMER (SeaLand), April 16—Chairman, Recerti­ fied Bosun F. Pehler; Secretary C. Rice; Educational Director K. Hart; Deck Delegate E. Scroggins; Engine Delegate R. Elliott; Steward Delegate M. Cox. No disputed OT. Chairman reminded all crewmembers to get passports and to go to Piney Point to upgrade. Next port. Port Everglades. ALLEGIANCE (Interocean Mgt.), April 30—Chairman, Recertified Bosun A. T. Ruiz; Secretary G. Rosholt; Educational Director Mark Serlis; Deck Delegate A. Lesnansky; Engine Delegate J. J. Kulas; Steward Delegate H. W. Roberts. $24 in ship's fund. Some disputed OT in steward department. Chairman noted that more members should attend the meetings so if they have a beef it could be considered. Observed one minute of silence in memory of our departed brothers. Next port Braintree, Mass. POTOMAC (Ogden Marine), April 9 -Chairman S. L. Coker; Secretary A. Salem; Educational Director H. N. Fos­ ter; Deck Delegate C. F. Mann; Engine Delegate F. W. McFaul; Steward Dele­ gate V. Young. Some disputed OT in deck and steward departments. Chair­ man to consult patrolman on arrival as a lot of shipyard work has to be done. A vote of thanks to the steward depart­ ment for a job well done. Observed one minute of silence in memory of our de­ parted brothers. PISCES (Apex Marine), April 9— Chairman, Recertified Bosun W. G. Butterton; Secretary F. R. Hicks; Edu­ cational Director G. D. Crowder; Deck Delegate G. James; Engine Delegate Otto Motley; Steward Delegate Jerry Wood. Chairman reported that the crew has been exceptional and he thanked the men and delegates for good coopera­ tion. Discussed the importance of do­ nating to SPAD. Also noted that the Piney Point men aboard ship show signs of good seamanship. Letters that were received from Headquarters concerning men being left in hospitals in foreign countries and getting required replace­ ment when leaving ship were read and discussed, pro and con, and posted. Re­ port to Log: "Chief Cook Frank Pastrano is retiring from the Union after this voyage. Everyone wished him many happy years on retirement and gave him a hearty farewell and wished him God speed in retirement." Next port. New York. Official ship's minutes were also re ceived from the following vessels: ROBERT TOOMBS SEA-LAND GALLOWAY LNG CAPRICORN MAYAGUEZ MOUNT VERNON VICTORY BEAVER STATE CHARLESTON POINT SUSAN MOUNT WASHINGTON SEA-LAND COMMERCE JACKSONVILLE OGDEN WABASH STUYVESANT TAMPA OGDEN CHAMPION HUMACAO ARECIBO DEL SOL THOMAS LYNCH DELTA MEXICO HUDSON GOLDEN ENDEAVOR BRADFORD ISLAND WESTWARD VENTURE DELTA BRASIL BOSTON TRANSCOLUMBIA ARTHUR MIDDLETON SAN JUAN DELTA URUGUAY SEA-LAND PRODUCER MOHAWK TAMARA GUILDEN iNGER ZAPATA PATRIOT DELTA MAR OVERSEAS CHICAGO June 1978 / LOG / 31 % �The Big One's Still Waiting For Brother Buzzwah to share the secret of his success, he answered in one word—"patience." Unfortunately, he can answer the question, "What do you catch," in one word, too. "Nothin'." Seafarer Buzzwah doesn't like to clean fish, so he doesn't catch too many. In fact, he can number his lifetime catch on the fingers of one hand—two of them. When the sun starts warming the sweet water of the Great Lakes and the only ice around is clinking in glasses, people start thinking about vacations. Summer is the busiest part of the ship­ ping season on the Lakes, with vacation time for Seafarers a good six months off. But the weather is mild, the fish are bit­ ing and that gives some SIU members a lot to do in their spare time. Perhaps the greatest fisherman of them all Ls one of our own. Ray Buzz­ wah, a wiper aboard American Steam­ ship Co.'s Consumers Power, is out cast­ ing a line every chance he gets. Brother Buzzwah has fished all over the world. In the Persian Gulf, the Suez Canal, the China Sea. He's hunted the beasts of the water in California, north­ ern Michigan, and Lorain, Ohio. Brother Buzzwah has the best fishing gear money can buy. And, when asked Four Inch Perch He bagged his first trophy back in 1974. It was a catfish. And last year he caught his first perch. But it was only four inches long, so he threw it back. Buzzwah hails from Mountain View, Arkansas which is known for its clear lakes and good fishing. He's never caught anything there, either. It was Jim Budnick, the MEBA, Dis­ trict 2 steward, and an SIU member from 1959, who sat Brother Buzzwah down in the galley of the Consumers Power one day during the fit out and insisted he tell his inspirational story. "Many's the time," Budnick said, "Ray's asked me to leave the deep freeze open overnight for his catch. The next morning, though, there's never anything there." Budnick's always willing to oblige in the galley when Brother Buzzwah gets in from a fishing trip. "I enjoy cooking Ray's fish," he said. "They don't leave much to clean up." So, Brother Buzzwah will keep on fishing the ports his ship comes into. He'll continue dispensing good advice on lures, bait, and casting. And he'll probably go on not catching much. There is an advantage, though, in be­ ing the kind of fisherman he is. The big one's still out there waiting for him! Researchinig Vietnam Seafarer Mike Gillen is currently doing research for a book about the merchant marine during the Vietnam War. He is looking for stories, photos, etc. and would like to cor­ respond with anyone who was on the Vietnam run. Gillen was OS on the SS Fairport to Da Nang in 1969. Write to him, c/o Lee, 21-05 33rd St., Astoria, N.Y. 11105. cTTPtrPS: Seafarers m ftxoerienced Job training equipment M or HOB"" See your nSiSSi °°°urm ^B^ter Fay ^ Lakes Seafarer Ray Buzzwah, a wiper and resident fishing expert on the Consum­ ers Power (American Steamship Co.), is shown working aboard the ship during fit out last April. A MESSAGE FROM YOUR UNION //= you ARE DRUGS CAUGHT WITH youR BB <EAMAN'5 PAPERS \A//LL THERE % NO PLACE FOR DRUGS IN A PROFESSIONAL SEAMAN^S LIFE I 32 / LOG / June 1978 i • �The newest U.S.-flag ships are helping to end America's dependence on runaway-flag tankers David Pappas receives instruction in the use of safety equipment found al>oard LNG tankers. Seafarers David Pappas (center) and Richard Robinson (right) discuss firefighting equipment aboard LNG tankers with their instructor. I *... jLiaifew. - ' ;• , , V r' •'-nil Seafarers today have the chance to sign a new Decla­ ration of Independence for America. When a seafarer signs on one of the new U.S.flag LNG tankers, he helps make America independent of poorly-maintained, unsafe, foreign-flag tankers that pol­ lute our shores and steal American jobs. The new LNG vessels are the finest, safest ships ever built. Seafarers can earn ex­ cellent pay aboard these ves­ sels and they enjoy fine work­ ing and living conditions. But, to take advantage of this op-^ Paso Southern. He comment­ ed, "There are many untrue stories floating around and education is the only way to stop false rumors about LNG." Seafarer Bill Bellinger, who is also aboard the Southern, added, "A small tank of pro­ pane at a person's home is more dangerous than a whole vessel of LNG." He also noted, "A regular tanker is a much more dangerous vessel to work aboard than an LNG ship." Seafarers Mike Stravers (center) and Hanable Smith, Jr. (right) use the automated console simulator at HLS to gain experience in the auto­ mated systems aboard LNG vessels. Instructor John Mason (left) pro­ grams problems into the simulator so that the seafarers can practice troLibfeshootlng. portunity, seafarers must be QUALIFIED. Qualifications are the key. All the seafarers aboard LNG vessels are specially-trained. They are skilled in LNG oper­ ations and theory and they are very safety conscious. The Harry Lundeberg School is the place to get these qualifications. HLS of­ fers a special course to teach seafarers everything they need to know to work aboard an LNG ship. The course also helps seafarers to understand LNG as a cargo. Seafarer Pete Reid is a crew member aboard the El So, seafarers who train at HLS to man the new LNG ves­ sels receive many benefits— good pay, great working con­ ditions, new skills, more knowledge, better job secu­ rity. And these seafarers will work aboard U.S.-flag ships that are providing energy for America's needs. Attending the LNG course at HLS is the best move any seafarer can make—he'll help himself, help his industry and help his country. * U.S.-flag LNG vessels are the safest ships ever built. American tech­ nology provides the know-how and the SlU provides the skilled man­ power for the operation of these vessels. Seafarers in the LNG course iisten as John Lindak of the U.S. Coast Guard explains the safety factors involved in the construction and opera­ tion of LNG vessels. June 1978 / LOG / 33 �SlU deckhands secure lines between the J. W. Hershey (Inland Tugs) and one of 15 grain barges in her tow. The boat was tied up on the Mississippi, just above St. Louis, waiting to go through Lock 27. Robert Gallion, SlU deckhand on the towboat Ed Renshaw (Ozark Marine) uses a flashlight to check for barge leaks. This full view of the J.W. Hershey and her tow is typical of the large, modern towboats which operate on the Rivers. She was one of the 30 boats waiting above and below Lock 27 last month when the busy facility was parWaHy closed for maintenance. SlU Patrolman Dave Wierschem talks with Nancy Hite, cook on the Ed Renshaw. during his servicing visit to the boat. The crew of the Ed Renshaw had time for a relaxed lunch wiih Patrolman Dave Wierschem (left) whilethe boat was waiting her turn at Lock 27, expected around midnight. Crewmembers shown are (I to r): Lead Deckhand Jack Carlile and Deckhands John Kalges and Albert Brenizer, Pulsating With the Rivers, SlU Boats Pump Call it what you like —the Mis.sis.sippi, the Western Rivers or just the Rivers. I his vast network of waterways, which was the lifeline for America's westward development, is still the nation's main inland artery for commercial growth. The steamboats are gone but diesel powered towboats and barges of all types and sizes now carry the pulse of the Rivers. And it's stronger now than it ever was when paddleboats dominated the scene. SlU Boatmen are playing an increas­ ing role in the growth of river trans­ portation and The Log had a chance to 34 / LOG / June 1978 see them in action on a recent trip to sev­ eral key points along the Mississippi. The heart-of the action is around St. Louis where the SIU hall is located. Strategically sited just below where the Missouri and the Illinois Rivers enter the Mississippi, St. I.ouis is the nation's leading inland waterways port. Latest available figures show close to 24 mil­ lion tons of cargo moved through there in 1976. Coal, grain, fertilizers and chemicals are the major cargoes that pass through this port. Hiey are generally carried in huge tows which can be as large as 50 barges pushed by a single towboat. Lashed rigidly together by deckhands or linesmen, these barges move through the calm waters of the Mississippi like a single vessel. The river is relatively calm because of the system of 30 locks and dams that regulate its different water levels like a gradual flight of steps. As they approach St. Louis, the big tows have to be broken up to pass through some of the busiest locks in the entire system. The longest delays usually occur at Alton, III., right across the fiver from St. Louis. Here, the outmoded Locks and Dam 26 still awaits replacement. But during The Log's visit, the biggest bottleneck was at another facility just above St. Louis. Locks and Dam 27 at Granite City, III. was partially closed for maintenance work and we saw 30 boats backed up above and below this point. One of them was the Ed Renshaw. operated by SlU-contracted Ozark Marine. She was on her first trip out of the shipyard after repairs for ice damage last winter: The 5,600 hp. boat was tied up along the river bank with her tow of ' 15 grain barges. She was scheduled t<v ' pick up another 10 barges on her way to �1^ |T* .ly. •W ( 4 'W-t^-. isiiVs % :>^rnr mi^' fiSSj? '^3fc=' .;'(^K -ri ^ . • A I L . fo. . • . -i - .. . . . • . ,. . ' The Gateway Arch, syrtibol of St. Louis modern resurgence, throws a shadow around reminders of her riverboat past. Visitors can ride up the steel arch to Its 600 foot top, where this photo was taken, overlooking excursion boats docked on the Mississippi. St. Louis was "the gateway to the West" in the 19th century and it is still the nation's leading inland port. Holiice Davidson is an SlU deckhand gn the Dan Hogan a harbor boat In Louisiana Docks f leetinq service at Cairo III ..y I ' I >7: ?, " • • ?[Mr-—"" ^ v i •*." : \ J,:v Dottie Sullivan, part of the 90 member work force at Denna Products, turns out ceramic lamp bases at this UlW-contracted shop on the Ohio River, near Paducah, Ky. Barge repair and other shoreside workers at Louisiana Docks are also UIW members. Shop Steward Leon Spraggs here supervises Welder Terry White­ side as he works on a new office addition to this expanding operation. Economic Energy into Heart of U.S New Orleans. But when we boarded the boat around noon, her crew told us that she would have to wait "at least until midnight to get through Lock 26 and then a couple of days before going through Lock 27." The Ed Remhaw wasn't the only SIUcontracted boat caught in the lock back­ up. The y. W. Hershey (Inland Tugs) was also waiting with 15 grain barges. Crossing the Mississippi, we had a birdseye view from the bridge leading into St. Louis of three more grouped togetheron the riverbank. The Jeffboat (Inland Tug), Delmar Jaeger (Northern Tow­ ing) and the Hugh C. Blaske (Southern Ohio Towing) were all waiting their turn at the locks with hopper barges filled with coal. Locking for one boat takes about one and a half hours when the tow is too large to go through all at once. But breaking up tows is only one part of the story on the Rivers. Farther down the Mississippi at Cairo, 111. we saw one of the busiest spots where these big tows are made up by SIU Boatmen. The Ohio River meets the Mississippi at Cairo and this is where the Louisiana Dock Company, Inc. puts together I barges going in all directions. In 1976, the SlU-contracted fleeting boats in this company handled a total of 18,000] barges and the figures are steadily climb­ ing. Louisiana Dock is also a growing barge repair service, under contract to the United Industrial Workers, an affili­ ated union of the SIU. The repair yard started out five years ago with 18 UIW workers and today the number has doubled. These include general laborers in the "Bull Gang," machinists and crane operators. But the pulsebeat of the Rivers isn't INLAND confined to the waterways. River com­ merce has pumped economic energy into the industries of the surrounding areas. We visited another active UIW shop, sandwiched between two river towns. Cairo and Paducah, Ky. Close to 100 UIW workers at Denna Products turn out 5,000 ceramic lamp bases a day. Set on the banks of the Ohio, the plant is part of the growing economy of an area which is fed and sustained bvthe Rivers. June 1978 / LOG / 35 �Virgil E. Clement, 62, joined the Union in the port of Houston in 1960. He sailed as an engineer and tankerman for National Marine Service from 1954 to 1978. Brother Clement was born in Loranger, La. and is a resident of Independence, La. Thomas O. Rainey, 64, joined the SIIJ in the port of New Orleans in 1955 and sailed as a chief steward. Brother Rainey sailed 31 years. He is a World War II veteran of the U.S. Air Forces. Seafarer Rainey was born in Beehe. Ark. and is a resident of Forrest City, Ark. _.-Tk^VV: A V Roy W. Anderson, 69, joined the SlU in the port, of .lacksonville in 1961 and sailed as a cook and fireman-watcrtendcr. Brother Anderson sailed IS years. He also worked as a shipyard rigger. Born in Oklahoma, he is a resident of Jacksonville. Jess Willard "Tex" Ringo, 61, join­ ed the SIU in 1944 in the port of Balt­ imore and sailed as a bosun. Brother R ingo sailed 46 years. He was born in Texas and is a resident of Houston. Troy M. Carver, 65, joined the SlU in the port of Baltimore in 1951 and sailed as a bosun, quartermaster and in the steward department since 1958. Brother Carver sailed 43 years. He is also a rigger. Seafarer Carver was born in Elkins. W. Va. and is a resident of Houston. John B. Johnson, joined the SI U in the port of Seattle in 1963 and sailed as an AB. Brother Johnson sailed 30 years. He is a veteran of the U.S. Navy. Seafarer Johnson was born in Pearidge, 111. and is a resident of Newburgh, Ore. James W. Davis, 53. joined the SlU in 1946 in the port of Jacksonville and sailed as an AB. Brother Davis was born in Greensboro, N. C. and is a resident of Jacksonville. Henry R, "Hy" Gordon, 57, joined the SIU in 1942 in the port of Mobile and sailed as a bosun. Brother Gor­ don sailed 38 years. He is a World War 11 veteran of the U.S. Army. Born in Bergen County, N. J., he is a resident of Miami, Fla. Luis Gil, 66, joined the SIU in 1942 in the port of New York and sailed as a bosun. Brother Gil walked the picketline in the 1962 Robin Line beef and the 1965 Rotobroil strike. He was born in Puerto Rico and is a resident of Bayamon. P. R. Anthony J. Skillman, 58, joined the SrU in 1944 in the port of Balti­ more and sailed as a bosun. Brother Skillman sailed 37 years. He also sailed on the Bull Line. Seafarer Skillman hit the bricks in the 1961 N. Y. Harbor strike. He is a World War II veteran of the U.S. Army. A native of Brooklyn, N. Y., he is a resident of Astoria, Queens. N.Y. Recertified Bosun Joseph O. Sny­ der, 66, joined the SIU in 1946 in the port of Baltimore sailing for 43 years. Brother Snyder graduated from the Union's Bosun -Recertification Pro­ gram in March 1976. He walked the picketline in the 1965 Rotobroil beef in Chicago, 111. Seafarer Snydgr is a veteran of the U.S. Navy. Born in Pennsylvania, he is a resident of Balt­ imore and Genoa, Italy. 36/ LOG / June 1978 F William C. West, 66, joined" the Union in the port pf Philadelphia in 1967. He sailed as a captain and deck­ hand for the Interstate Oil Transport Co. from 1965 to 1977 in Norfolk and the Graham Transportation Co. in 1965. Brother West was a commercial fisherman from 1948 to 1965. He was a former member of the Masters, Mates and Pilots Union and the Na­ tional Maritime Union. A native of Mathews, Va.; he is a resident there. Paul Buddy McDaniel, 61, joined the SIU in 1947 in the port of New York and sailed as a bosun. Brother McDaniel sailed 36 years. He is a Worid War II veteran of the U.S. Navy. Seafarer McDaniel was on the picketline in the 1961 N.Y. Harbor beef. He upgraded to AB at Piney Point in 1974. Born in Georgia, he is a resident of Stroudsburg, Pa. Leroy J. Doty,59, joined the SlU in 1947 in the port of New York and sailed as a bosun and quartermaster. Brother Doty sailed 41 years. He hit the bricks in the 1961 Greater N. Y. Harbor beef and the 1962 Robin Line strike. Seafarer Doty attended a 1972 Educational Conference in Piney Point, Md. He upgraded at the HLS in 1976. A native of Akron, Ohio, he is a resident of Lakewood, N. J. Joseph R. Gallant, 59, joined the SIU in 1942 in the port of Mobile and sailed as a fireman-watertender. Brother Gallant sailed 38 years. He was born in New Bedford, Mass. and is a resident of Houston. Walter L. Jarrett, 62, joined the Union in the port of St. Louis in 1965. He sailed as a cook on the A//F Hu^h C. 5/<7.vAe (Inland Tugs) from 1963 to 1964, on the Towhoai Harry M. Mach (ACBL) from 1963 to 1977, and on the A//F Bill Elmer from 1975 to 1976. Inland Boatman Jarrett was a member of the United Steelworkers Union in 195-7. He is a World War 11 veteran of the U.S. Army. Brother Jarrett was born in Louis­ ville, Ky. and is a resident there. George L. Tolliver, 63, joined the SIU in 1938 in the port of Boston and sailed as a chief steward. Brother Tol­ liver sailed 46 years. He was aboard the SS Steel TrtfvWfr (Isthmian Line) in 1973 when Cambodian frogmen attached sticker bombs to the ship's side blowing a 4 by 4 hole in her hull. A native of Nova Scotia. Canada, he is a U.S. naturalized citizen and a res­ ident of New Orleans. Carlos Torres, 65, joined the SIU in 1938 in the port of New York and sailed as a junior engineer and fire­ man-watertender. Brother Torres sailed 41 years and in 1965 for the Isthmian Steamship Co. He was on the picketline in the 1961 N.Y. Har­ bor beef and the RMR strike. Sea­ farer Torres was born in Yauco, P.-R. and is a resident of Brooklyn, N. Y. George Washington Trippe Jr., 55, joined the SIU in the port of Mobile in 1960 and sailed as a cook. Brother Trippe sailed 26 years. He was born in Alabama and is a resident of Lip­ scomb, Ala. Ronald R. Wells, 65, joined the SIU in the port of Jacksonville iu 1962 and sailed as an oiler. Brother Wells sailed 35 years. He is a World War 11 veteran of the U.S. Navy. A native of the British West Indies, he is a resident of Mililiani Town, Hawaii. Charles G. Starling joined the Union in the port of Norfolk in 1961. He sailed as a cook for Mariner Tow­ ing from 1956 to 1978, IBC Towing in 1972, Gulf Atlantic Towing, and Mc­ Allister Brothers. Brother Starling sailed 46 years. He is a veteran of the U.S. Coast Guard. Boatman Starling was born in Rocky Mount, N.C. and is a resident of Norfolk. Leon R. Drylewicz, 63, joined the Union in the port of Detroit in 1960 and sailed as a conveyorman. Brother Drylewicz sailed 29 years. He is a World War 11 veteran of the U.S. Army. Laker Drylewicz is also a turret lathe operator. Born in Wilkes Barre, Pa., he is a resident of Plains, Pa. MEMBERSHIP MEETINGS' SCHEDULE Port New York ... Philadelphia . Baltimore ... Norfolk Jacksonville . Algonac .... Houston .... New Orleans . Mobile San Francisco Wilmington . Seattle Piney Point . San Juan .... Columbus ..., Chicago ...., Port Arthur . Buffalo St. Louis Cleveland ..., Date July 3 July 5 July 5 July 6 July 6 July 7 July 10 July II July 12 July 13 July 17 July 21 July 8 July 6 July 15 July II July II July 12 July 14 July 13 Deep Sea Lakes, Inland Waters 2:30p.m. 2:30p.m. 2:30p.m. 9:30a.m. 2:00p.m. 2:30p.m. 2:30p.m. 2:30p.m. 2:.30p.m. 2:30p.m. 2:30p.m. 2:30p.m. 10:30a.m. 2:30p.m. — — 2:30p.m. 2:30p.m. — UIW 7:0Qp.m. 7:00p.m. 7:00p.m. 7:00p.m. 7:00p.m. 7;00p.m. 1:00p.m. �Today's SlU Pilot The Best of Old and New •• A pilot on the waterways Mark Twain called this "the greatest position of all." But the boats and the waterways have changed a lot since Mark Twain's day. Today's pilot must he very skilled. He must be able to han­ dle new technology, cope with rules and regulations, constantly practice safety measures, and pass detailed examinations test­ :.-.v • Gene Mavi, * Robert Heilnieier and Roger Ronsoiiet, SIU Boatmen who are currently enrolled in the Pilot's Course at HLS, listen as inslriiclor Paul Alliiian explains the use of the sexlaul. ing his knowledge. Even so, there's still glory in being a pilot—there's pride in being in charge of your own boat and being responsible for the safety and well being of crew and cargo. For Boatmen who want to be pilots, the best way to earn their license is the pilot course at the Harry Lundeberg School. At HLS, experienced instructors Boatman Robert Heitmeier is shown here as he makes a chart of the waters he will work on as a pilot. Dennis Cumiskey spends some classroom time practicing chart reading skills. Susquehanna Committee N.Y. Patrolman George Ripoll (center) is with the Ship's Committee and a crewmember of the ST Susquehanna (Hudson Waterways) at a payoff on June6 in the Hoboken (NJ.) Shipyard. They are (seated I. to r.) Deck Delegate Walter Clifton and Engine Delegate Ken Killion. Standing (I. to r.) are Chief Steward James Osbey, sec­ retary-reporter, and AB Mike Atkinson. The Navy tanker was laid up for repairs after payoff. help each Boatman learn exact­ ly what he needs to know to pass the Coast Guard exams and handle his boat with skill. Everything in the course is individualized for the student— he learns rules of the road, weather, winds and tides, chart sketching and navigation exact­ ly as they apply to the route he will work on as a pilot. At HLS. the SIU Boatman can learn all the modern skills he needs to enjoy the old-fash­ ioned glory of being a pilot on the waterways. Boston Committee On a May 26 payoff at Port Elizabeth, N.J. here's part of theShip's Committee of theSS Boston (Sea-Land). They are (I. to r.) Chief Cook S. Bell, steward delegate: Engine Delegate Vincent Mello, Chief Steward Jim Keno, secretary-reporter, and Recertified Bosun Leyal Joseph, ship's chairman. June 1978 / LOG / 37 �Michael A. McNulty, 22, died on Dec. 6, 1977. Broth­ er McNulty joined the SIU in the port of New York in 1971 sailing in the steward department. In 1973, he attended the HLS, He was born in Philadelphia and was a resident there. Surviving is his father, Andrew of Philadelphia. Paul T. Marusia, 72. passed away on Apr. 22. Brother Marusia joined the SIU in the port of i, Houston in 1963 and sailed as a firemanwatertender. He sailV / ed 33 years and was also a pipefitter. Seafarer Marusia was born in Cleveland, Ohio and was a resi­ dent of Houston. Surviving is a sister, Mrs. Emma Alvris of Parma, Ohio. Edgar L. Jester, 63, was found dead in his camper around May 7, Brother Jester joined the SIU in the port of Bal­ timore in 1959 and sailed as an AB rfeii^and quartermas­ ter. He sailed 41 years. Born in Choptank, Md., he was a resident of Baltimore. Surviving are, two sons, Edgar and Timothy of Preston, Md. and a daughter, Rcgina. Dennis P. Pierce, 71, passed away on Apr. 30. Brother Pierce joined the SIU in 1938 in the port of Baltimore and sailed as a firemanwatertender. He sail­ ed 42 years. A na­ tive of Oklahoma, he was a resident of Fairview, N.M. Surviving is a bro­ ther, Ralph of Fairview. Michael Darawich, 63, died of a brain ailment in the U.S.A. Medical Center, Mo­ bile, Ala. on Apr. 1. Brother Darawich joined the SIU in 1946 in the port of Mobile'and sailed as a chief electrician. He sailed 34 years and received a Union Personal Safety Award in I960 for sailing aboard an accident-free ship, the SS Steel Voyager. Seafarer Darawich was born in Ala­ bama and was a resident of Mobile. Burial was in the Catholic Cemetery, Mobile. Surviving is a brother, Samuel of Creola, Ala. Larry Ballom, 21, was dead on arrival at the St. Claude General Hospital, New Orleans on Apr. 22. Brother Ballom joined the Union in the port of New Or­ leans in 1977. He sailed for Radcliff Materials in Mobile from 1977 to 1978. Born in New Orleans, he was a resident there. Interment was in Rest Haven Memorial Park Cemetery, New Or­ leans. Surviving is his mother, Iram of New Orleans. 38 / LOG / June 1978 Laker Francis H. Burke, 59, died of brain contusions in the Staten Island, N.Y. USPHS Hos­ pital on Apr. 25. Brother Burke joined the Union in the port of Detroit in 1966 and sailed as a cook for the American Steamship Co. that year and also for the Gartland and Reiss Steamship Cos. He was a verteran of the U.S. Air Forces during and after World War II. A native of St. James, Mich., he was a resident of Mount Clemens, Mich. Burial was in St. Peter's Cemetery, Mount Clemens. Sur­ viving is a son, George of Mount Clemens. Pensioner Barney Buxton, 67, died of diabetes in the'West Calcasieu Carneron Hospital, Sulphur, La. on Apr. 18. Brother Buxton join­ ed the Union in Port Arthur, Tex. in 1964 and sailed as a pilot and captain for the Ziegler Towing Co. from 1953 to 1958 and for the Slade TowingCo. from 1958 to 1973. He was a World War II veteran of the U.S. Army. Boatman Buxton was born in Starks, La. where he was a resi­ dent. Burial was in Doyle Cemetery, Starks. Surviving are his widow, Louzell; a son, Darrell, and a daughter, Mrs. Elizabeth B. Bergeron of Orange, Tex. Laker Charles L. Cochran, 39, died on Apr. 30. Brother Cochran joined the Union in the port of Detroit in 1961 and W ^IBlm vB ^ bosun on 'hlH the SS Roger M. li B(American Steamship) and for the Pringle and Kinsman Marine Steamship Cos. He sailed 22 years on both the Lakes and deep sea. Seafarer Cochran was a Viet­ nam War veteran of the U.S. Army. Born in Detour, Mich., he was a resi­ dent of River Rouge, Mich. Surviving are his widow, Shirley, and three step­ daughters, Denise Miller, Maureen Mil­ ler and Rachelle Miller. Inland Boatman Mark W. Wallace, 60, died on Dec. 12, 1977. Brother Wal­ lace joined the Union in the port of Chi-" cago in 1972 and sail­ ed as a tugman and tankerman on the Tug Hatinah (Hannah Inland). From 1946 to 1971, he was a self-employed painter. He was a veteran of the U.S. Army in World War II. Boatman Wal­ lace was born in Bayport, Mich, and was a resident of Pigeon. Mich. .Survingare his widow. Helen, and a son, Mark. Pensioner James P. Kelly, 70, passed away on May 12. Brother Kelly joined the Union in 1949 in the port of Detroit and sailed as an AB, deck maintenance, and fireman-watertender for the American Steam­ ship Co. and for Kinsman Marine. Brother Kelly was born in Glasgow, Scotland and was a resident of Detroit. Surviving is his widow, Mary. Pensioner Herbert , J. Granville, 82, died of cerebral hemor­ rhage in the Georgian Court Nursing Home, Buffalo, N.Y. on Apr. 20. Brother Granville ^Joined the Union in ' the port of Buffalo in 1961. He sailed as a deckhand for Gravel Products Corp. from 1942 to 1960, and Merritt, Chapman and Scott, and the Great Lakes Dredge and Dock Co. from 1960 to 1966. He was born in Newfound­ land, Canada, was a naturalized U.S. citi­ zen and a resident of Buffalo. Burial was in Elmwood Cemetery, Tonawanda, N.Y. Surviving is his widow, Martha. ^ -f Laker Robert M. White, 58, died of heart and lung failure in the Cleveland (Ohio) Clinic Hospi­ tal on Nov. 15, 1977. Brother White joined the Union in the port of Ashtabula, Ohio in 1961. He sailed as a deckhand and fireman-watertender for the Great Lakes Towing Co. from 1960 to 1977. Also he was a boilermaker for the Geary Boiler Works from 1950 to 1960. He was a World War 11 veteran of the U.S. Navy. Born in Ashtabula, he was a resi­ dent there. Interment was in St. Joseph's Cemetery, Ashtabula. Surviving are his widow, Isabel, and two daughters, Jane Ann and Isabel. Pensioner Theodore J. "Phil" Marullo, 67, died of heart failure in the Tampa (Fla.) General Hospital on May 1. Brother Marullojoined theSIU inthe port of Mobile in 1952 and sailed as a fireman-watertender and chief steward for the Alcoa Steamship Co. He walked the picketline in the Savannah, Ga. coal beef, attended a Crew Conference at H LS in Piney Point and was a ship's del­ egate. A native of New Orleans, he was a resident of Tampa. Burial was in Myrtle Hill Memorial Park Cemetery, Tampa. Surviving is his widow, Evelyn. I Pensioner Adolph G. Miller, 87, died of a heart attack in the Norfolk USPHS Hospital on Mar. 2. Brother Miller joined the Union in the port of Norfolk in 19^2. He had sailed as deep sea AB, 2nd mate, captain, and inland master for the Sheridan Transportation Co. from 1949 to 1967 and for Dickman, Wright and Poe from 1944 to 1949. Seafarer Miller, who rounded Cape Horn five times in square riggers was featured in a 1972 fullpage news story in the Norfolk "Virginia Pilot." It told of how Capt. Miller was a prisoner twice during World War I of the notorious German Sea Devil, Count Felix von Luckner. Luckner's raider, the 55 Prince Eitel Frieclrich sunk Miller's ship, the William P. Frye in 1914 off Buenos Aires, Argentina. Later he was freed with 100 others. In 1917, he was a prisoner of Count Luckner again when the raider chased his vessel onto a South Sea isle reef where he wqs shipwrecked and rescued by the French. In all, he sailed 60 years. During the Great Depression, he sailed with his late wife, Alice on boats and barges. Boatman Miller was a resident of Norfolk. Burial was at sea in the Atlantic Ocean. Surviving is a brother-in-law, Robert H. Snyder of Wilson, N.C. Pensioner William R. Baker, 66, died of arteriosclerosis on Apr. 4 in Balti­ more City, Md. Brother Baker joined the Union in the port of Baltimore in 1956 sailing as a deckhand and AB on the Tug Wagners Point (Curtis Bay) from 1946 to 1974. He was born in Baltimore and was a resident there. Burial was in Holy Rosary Cemetery, Baltimore. Surviving is his widow, Katherine. VassOios D. Venefoulis, 46, died in the Staten Island (N.Y.) USPHS Hospital on Aug. 24, 1977. Brother Venetoulis I joined the SIU in the ] port of New York in 1963 and sailed as a fireman-watertender. He sailed 30 years. Seafarer Venetoulis was a veteran of the Greek Army infantry from 1970 to 1971. A native of Piraeus, Greece, he was a resident of New Orleans. Sur­ viving are his widow, Peggy and his parents, Mr. and Mrs. Drossos Vene­ toulis of Piraeus. Pensioner Cleve­ land J. Vincent, 65, died of heart failure at home in Baton Rouge, La. on Jan. 18. Brother Vincent joined the SIU in the port of New York in •' .W' 1953 sailing as a cook. He sailed 25 years. And he was a World War II veteran of the U.S. Army. Seafarer Vincent was born in Crowley, La. Burial was in Simmons Cemetery, Silver Creek, Miss. Surviving are his widow, Carrie; two sons, Joseph of La­ fayette, La. and Paul; a daughter, Vir­ ginia, and his mother, Mrs. C. Vincent of Baton Rouge. James E. Welch, 52, died of a heart at­ tack in the San Fran­ cisco General Hospital on Feb. 26. Brother Welch joined the SIU in the port of Houston in 1953 and sailed as an AB. He sailed 32 years. Seafarer Welch at­ tended Piney Point Crew Conference No. 6 in 1970. He was also a World War II veteran of the U.S. Navy. Born in Springfield, Mass., he was a resident of Bernardston, Mass. Surviving are his mother, Olga of Dunedin Isles, Fla., and his sister, Mrs. Betty W. Netties of Bernardston. Harold B. Thomas, 69, passed away on Mar. 26. Brother Thomas joined the SIU in 1946 in the port of New York and sailed as an elec­ trician and bosu"n. He served as deck delegate. He sailed 40 years. Seafarer Thomas sailed Great Lakes sand suck­ ers and tankers in 1944. He helped to organize the Eastern Steamship Co. and the Central Vermont Railroad Co. He was a veteran of the U.S. Coast Guard. Born in Southold, L.I., N.Y., he was a resident of Baltimore. Surviving are his widow, Catherine, and his mother, Mrs. John Beyer of New London, Conn. Gary N. Forster, 38, was killed when Barge Interstate 19 (JOT) exploded Mar. 20 on the Delaware River at the Getty Oil Refinery, Delaware City, Del. Brother Forster joined the Union in the port of Norfolk in 1976. He sailed for Allied Towing, IBC Co. last year, and as a relief captain and mate for the In­ terstate Transport Ocean Co. in the port of Philadelphia. He was a Vietnam War veteran of the U.S. Army. Born in Kala­ mazoo, Mich., he was a resident of Coin jock, N.C. Surviving are his widow,, Barbara; a daughter, Tracy, and his^ father, Shelton. �HLS UPGRADING CLASS SCHEDULE 1978 Below is completelut of all upgrading courses, and their starting dates, that are available for SlU members in 1978. These include courses for deep seOjGreat Lakes and inland waters. SW members should be aware that certain courses may be added or dropped from the schedule as the need arises. However, the Log will try to keep you abreast of these changes. For further information regarding the courses offered at the Lundeberg School, members should contact their local SlU representative, or write to the Lundeberg School Vocational Edu­ cation Department, Piney Point, Md. 20674. or call the School at (301) 99441010 1 LNG July 24 August 21 September 18 October 16 November 13 December 11 QMED October 2 FOWT July 10 August 31 October 16 November 23 Pumproom, Maintenance & Operation October 9 Diesel Engineer July 31 Welding July 10 July 24 August 7 August 21 September 4 September 18 October 2 October 16 October 30 November 13 November 27 December 11 December 22 Chief Steward (maximum 1 student per class) July 24 August 21 September 18 October 16 November 13 December 11 Chief Cook and Cook & Baker (maximum 2 students for Chief Cook and 2 students for Cook & Baker for each class scheduled) July 10 July 24 August 7 August 21 September 4 September 18 October 2 October 16 October 30 November 13 November 27 December 11 December 22 he Assistant Cook L Lifeboat and Tankerman Able Seaman July 10 August 17 September 18 November 13 Quartermaster October 16 Special Programs to be Set Up Upon Request July 6 July 20 August 3 August 17 August 31 September 14 September 28 October 12 October 26 November 9 November 24 December 7 December 21 June 1978 / LOG / 39 �The SlU tug Miss Lana (Peter Kewit & Sons) moves a rig used in construction of a dike wall at the port of Cleveland. -'.,. '.s5', I " SiU Lakes Tugs Working on Dike, V' Fit out on the Lakes is usually associated with a top-to-hottom workover of Lakes bulk carriers. But tugs have to be Checked, repaired and repainted after winter lay-up, just like the larger vessels Tugs in the Great Lakes area usually lay-up from mid-December through April, But when they're working, they're working hard. The 75 foot tug Miss Lana (Peter Ken it Co.) had only been back on the water for three weeks when she was well into work on construction of a dike wall. New environmental rulings say that dredged materials from harbors can't be J" dumped in the Lakes because they add to pollution. So the two SIU deckhands and scowman aboard the Miss Lana were moving a rig used to build the wall Erie. The wall the A/wsLn/io is working on is the third to be built in the Cleveland area and is scheduled for completion next year. Another SlU-contracted tug, Dunbar & Sullivan's Sachem, was on her way to Fairport, Ohio for a job connected with a nuclear power plant there, The power plant will have a tunnel under Lake Erie and the Sachem's crew will be laying cribs for water intake on the site of the tunnel. That job is expected to take all summer. Construction projects are nothing new a. if 1*^4! X "V Mike O'Donnell, an SIU rangeman. works witfi engineers setting up tripods on thie fill and lake sides of Lake Erie. Bulk carriers site themselves on the 50 foot high markers when unloading. 40 / LOG / June 1978 f ;i SIU deckhand Jim Burns working on the Dunbar & Sullivan Co. tug Sachem during fit out in Cleveland. ,ev; �The Miss /.ana's SlU crew is, (l-r): Edward Goetz and Bill Taylor, deckhands; and Corky Parish, scowman. i Po^er Plant^^ GREAT LAKES iosome SIU members. Ed Goetz,a deck­ hand on the Miss Lana for the last 18 years, was on that tug when Burns Har­ bor in Indiana was built. Brother Goetz said that in order to put up the harbor's breakwall, they had to build right into sand dunes. Tugs make shipping on the Lake pos­ sible but they don't get too much of the fame and glory. There's a story about the Sachem, which, if it hasn't brought the boat fame, has at least made her infa­ mous. In 1950, the tug sank near Buffalo and the 12 people aboard were drowned. It cost about $ I million to salvage the boat but the my.stery of why she went down was never solved. William "Corky" Parish, scowman on the Miss Lana. secures the tug's line to a construction rig platform during work on a dike wall project. Construction of the wall, the third built irrCleveland, will be finished next year. Peter Czech, an SIU deckhand since 1959, brings a launch to the Miss Lana to pick up crewmembers. Fitting out the Sachem took the crew six days. Here deckhands Jim Burns (IJ and Joe Turner make sure the boat's life raft is in working order. June 1978 / LOG / 41 �ilr SIU Atlantic, Gulf, Lakes & Inland Waters '^• W •f of North America PRESIDENT Paul Hall SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Frank Drozak VICE PRESIDENTS Earl Shepard Lindsey Williams Cal Tanner : Dispatchers Report for Deep • I I. United Industrial Workers MAY 1-31 1978 ^ TOTAL REGISTERED All Groups Class A Class B Class C Port Boston New York Philadelphia Baltimore Norfolk Jampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point . . Yokohama Totals Boston New York. Philadelphia Baltimore Norfolk Tsfopa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 7 88 22 22 11 5 22 107 43 30 28 33 11 102 0 3 534 1 19 1 9 3 3 4 15 8 3 4 2 2 10 12 2 98 0 5 0 2 4 1 1 2 3 1 2 1 0 8 0 0 30 9 68 9 27 15 5 19 84 38 19 7 31 12 99 0 5 447 0 38 9 15 9 3 8 43 15 4 8 10 4 33 25 1 225 2 6 0 2 6 1 2 1 3 3 1 6 2 14 0 1 50 10 134 20 36 21 9 30 130 61 56 32 54 14 149 0 3 759 2 15 4 6 2 2 7 15 5 7 7 7 1 13 0 1 94 2 2 0 0 1 0 0 4 2 3 0 2 0 12 0 0 28 3 9 0 2 Q 0 4 119 5 40 4 8 0 5 1 n 4 0 7 17 H 5 4 14 2 31 g 1 155 2 1 1 1 3 4 0 2 0 10 0 0 26 11 6 38 95 57 60 29 38 8 102 0 2 619 f 4 13 2I 10 9 7 6 1 21 0 1 153 0 1 0 7 0 1 2 1 0 6 0 0 24 0 2 2 62 1 16 0 1 15 11 3 1 1 0 ENGINE DEPARTMENT 1 54 5 31 2 4 0 0 7 17 11 0 27 59 34 36 20 29 9 68 1 1 386 2 1 7 14 8 7 7 12 0 20 2 1 123 2 1 0 2 1 2 0 1 0 2 0 0 14 11 4 22 53 ig 15 7 19 15 80 1 1 319 11 25 0 3 Port 142 2 37 0 36 0 11 0 0 1 37 2 18 8 0 Baltimore Norfolk 10 7 3 3 1 0 17 13 9 5 2 3 Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 2 0 0 Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals Totals All Departments 6 0 0 0 0 0 3 1 0 2 0 0 1 7 7 2 1 2 1 2 ,0 1 1 0 0 0 0 0 14 ,38 21 19 5 19 7 41 10 30 12 5 3 11 7 18 1 2 2 2 0 0 1 20 18 57 29 33 11 15 5 75 1 5 3 4 0 1 1 4 0 2 0 0 0 0 0 0 0 3 0 0 26 0 0 0 0 1 216 0 43 0 3 Q 241 0 165 0 35 1 341 0 40 0 4 3 79 0 7 5 35 7 21 7 113 29 17 10 170 0 9 ENTRY DEPARTMENT 2 21 6 16 5 61 17 13 3 7 4 4 10 5 1 7 29 9 19 2 14 14 25 2 16 39 22 25 18 21 11 49 1 3 9 5 9 15 8 5 40 2 10 44 14 29 4 20 19 34 3 19 35 21 32 26 22 17 49 1 1 18 5 11 21 24 3 52 0 2 42 3 0 1 0 3 0 3 0 1 170 351 189 251 403 331 1,306 615 236 1,970 690 isT 1,007 545 Ul *'Total Registered" means the number of men who actually registered for shipping at the port last month. ***'Registered on the Beach" means the total number of men registered at the port at the end of last month. 42 / LOG / June 1978 5 12 39 16 21 8 10 8 46 Port Boston . New York Philadelphia Baltimore 17 33 STEWARD DEPARTMENT Boston New York Philadelphia **REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT Port •ij TOTAL SHIPPED All Groups Class A Class B Class C HEADQUARTERS 675 4 Ave., Bklyn. 11232 (212) HY 9-6600 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-9375 ALPENA, Mich 800 N. 2 Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Mass 215 Essex St. 02111 (617) 482-4716 BUFFALO, N.Y 290 Franklin St. 14202 (716) XL 3-9259 CHICAGO, ILL. .9383 S. Ewing Ave. 60617 (312) SA 1-0733 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) MA 1-5450 DULUTH, Minn 2014 W. 3 St. 58806 (218) RA 2-4110 FRANKFORT, Mich P.O. Box D 415 Main St. 49635 (616) 352-4441 HOUSTON, Tex. .....1221 Pieree St 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N J, 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala IS. Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va 115 3 St. 23510 (804) 622-1892 PADUCAH, Ky 225 S. 7 St. 42001 (502) 443-2493 PHILADELPHIA, Pa. . .2604 S. 4 St. 19148 (215) DE 6-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 PORT ARTHUR, Tex. . . .534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif 1311 Mission St. 94103 (415) 626-6793 SANTURCE, P. R. . 1313 Fernandez, Juncos, Stop 20 00909 (809) 724-2848 SEATTLE, Wash 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo. . 4581 Gravois Ave. 63116 (314) 752-6500 TAMPA, Fla. 2610 W. Kennedy Blvd. 33609 (813) 870-1601 TOLEDO, Ohio 935 Summit St. 43604 (419) 248-3691 WILMINGTON, Calif. 510 N. Broad St. 90744 (213) 549-4000 YOKOHAMA, Japan P.O. Box 429 Yokohama Port P.O. 5-6 Nihon Ohdori Naka-Ku 231-91 201-7935 Shipping at SIU deep sea ports remained good to excellent in all departments. In all, 1,663 Seafarers took jobs on SlU-contractcd deep sea vessels. Shipping is expected to remain good to excellent in all ports as the SIU will be crewing as many as 20 new ships or new acquisitions before the end of the year. �stonewall Jackson Committee Baltimore Committee J As, Jisr:' 4~ Headquarters Patrolmen Teddy BabkowskI (standing left) and George Ripoll(sitting right) read the LOG with theShip'sCommitteeandpartofthecrewoftheSSS/onewa// Jackson (Waterman) at a payoff on May 18 at Pier 7, Brooklyn, N.Y. They are (sitting I. to r.) Nelson Dorado, deck delegate: Educational Director B. Cooley and Recertified Bosun Carl Lineberry, ship's chairman. Standing (I. to r.) are 0. V. Grab, engine delegate; ABs Gene Walker and Gene Sexton and Cook andBaker Raphael Padilla, steward delegate. •1^ Notice to Members On Shilling Procedure Wheni throwing in for work dur­ ing a job call at any SlU Hiring Hall, members must produce the following: • membership certificate • registration card • clinic card • seaman's papers • valid, up-to-date passport In addition, when assigning a Job the dispatcher will comply with the following Section 5, Sub­ section 7 of the SIU Shipping Rules: ^'Within each class of seniority rating in every Department, prior­ ity for entry rating Jobs shall be given to all seamen who possess Lifeboatman endorsement by the United States Coast Guard. The Seafarers Appeals Board may waive the preceding sentence when, in the sole Judgment of the Board, undue hardship will result or extenuating circumstances war­ rant such waiver." Also, all entry rated members must show their last six months discharges. Further, the Seafarers Appeals Board has ruled that ^'C classifica­ tion seamen may only register and sail as entry ratings in only one department." Deposit in the SIU Blood BankIt's Your Life Part of the Ship's Committee of theSS 8a/f/more (Sea-Land) of (I. to r.) Deck Delegate Don Averill, Steward Delegate Tom Brown, Chief Steward George Gibbons, secre­ tary-reporter, and Recertified Bosun Jose Gonzales, ship's chairman standby at a payoff at Port Elizabeth, N.J. on May 17. SlU Patrolman Teddy BabkowskI (seated right) fills out his report. Dispatchers Report for Inland Waters MAY 1-31, 1978 *TOTAL REGISTERED All Groups Class A Class B Class C Port 0 0 0 0 0 Tampa 2 0 1 3 8 . .. . ... . 5 0 :... 5 44 0 0 0 1 0 0 1 0 0 0 4 0 0 10 4 3 14 28 4 69 0 0 0 1 0 0 0 16 5 0 0 0 2 7 41 2 26 0 36 136 Port 0 0 0 1 0 2 0 2 0 0 2 0 0 4 13 9 5 0 5 43 0 0 0 3 0 0 0 0 0 0 3 0 0 6 2 0 15 28 5 62 0 0 0 1 0 0 0 11 4 0 0 0 2 11 22 0 17 0 31 99 0 0 0 6 0 5 10 8 5 0 0 0 1 3 8 37 8 0 7 98 0 0 0 3 0 1 1 7 1 0 1 0 0 8 4 9 12 0 4 51 0 0 0 0 0 2 0 0 1 0 0 0 0 2 0 0 0 0 0 5 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 0 0 0 2 0 3 0 21 2 0 0 0 9 16 77 5 19 0 57 211 ENGINE DEPARTMENT Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Port Arthur Algonac St. Louis Piney Point Paducah Totals 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 2 - 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Port Arthur Algonac St. Louis Piney Point Paducah Totals **REGISTERED ON BEACH All Groups iClass A Class B Class C DECK DEPARTMENT Boston New York Philadelphia Baltimore Norfolk Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Port Arthur Algonac St. Louis Piney Point Paducah Totals TOTAL SHIPPED All Groups Class A Class B Class C 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 0 0 0 1 0 0 0 0 1 0 0 0 0 1 1 0 0 0 0 4 STEWARD DEPARTMENT 0 0 . 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 2 0 3 0 0 0 0 0 0 0 0 2 0 0 0 5 1 0 0 1 0 5 14 0 0 0 0 0 0 0 0 ( L 1 0 0 0 0. 0 0 0 2 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 2 0 0 0 0 0 0 0 0 1 0 0 0 3 1 0 0 0 0 5 10 0 0 0 0 0 2 0 1 0 0 0 0 1 0 2 1 1 0 0 8 151 65 47 74 47 110 Totals All Departments . .. . 111 *"Total Registered" means the number of men who actually registered for shipping at the port last month. **"Registered on the Beach" means the total number of men registered at the port at the end of last month • 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 1 1 0 2 6 58 D 0 0 0 0 0 0 1 1 0 0 0 8 0 2 1 5 0 13 31 246 June 1978/ LOG / 43 �Sometimes an where. The curriculum will in­ idea is so good clude very individualized class­ that it meets room instruction, lots of boatmany needs and solves a lot of handling experience aboard the problems. The Towboat Oper­ HLS pushboat and tugboat, ator Scholarship Program is an practical lessons in crew man­ idea like this—it is helping in­ agement, and safety training. Here's what the program dustry and it's helping SIU Boatmen. It has improved the will provide: quality of SIU wheelhouse per­ • Special three-month cur­ sonnel, put trained skilled man­ riculum offered only at the power aboard SlU-contracted Harry Lundebeig School boats, and helped SIU Boatmen • Room, Board and Books take advantage of the great job Free opportunities in their industry. • Tuition free Because the scholarship pro­ • Weekly stipend of $125 gram has been so successful, • Time spent in on-the-job the Transportation Institute, in training is Coast Guard cooperation with the Harry approved as the equivalent Lundeberg School, is offering a of Wheelhouse time third scholarship program for • Day-for-day work time qualified Boatmen who want to credit for HLS Entry Grad­ earn a license as towboat oper­ uates ator. Boatmen who are selected for the scholarship program will The course is approved by receive the most complete and the U.S. Coast Guard. Boatmen in-depth training available any­ who complete the course can As part of their curriculum, the scholarship recipients learn how to operate LORAN. So, the Towboat Operator earn more than a license—they will have real experience so they Scholarship Program is a good are able to apply the knowledge idea—a successful idea. By of­ fering the scholarships for a that's tested on the exams. These Boatmen will be skilled third time, the Transportation workers—valuable personnel in Institute is continuing to help the companies who employ the towing industry and the tal­ them. Their abilities will qualify ented Boatmen who work in them to earn top pay. that industry. .•> Instructor Chuck Dwyer explains a principle of chart navigation to scholarship winners Ronald Meinke (left) and Raymond Mc­ Donald (right). Boatman Pat O'Neal (left) is enrolled in the second towboat operator scholarship program. He is shown here directing a crew of HLS trainees from the wheelhouse of the Susan Collins. Practicing crew management skills (right) is an important part of the scholarship curriculum. 44 / LOG / June 1978 �SlU Scholarship Winner Says Mt's One of Union's Best Benefits' When hewon an SlUcolleeeschnlarhe won SIU college scholar­ ship in 1962, Gerald Dwyer had shipped [out as an AB for almost 10 years. He had been ashore for a year working part time when the Union's award came I through. Dwyer got his BA degree from Syra­ cuse University in New York, majoring in music and education. He went to work as a high school music teacher in a small town near Utica,'N.V., giving instruction in all band instruments. Though he loved teaching, when the economic crunch came, Dwyer found himself out of a Job. The familiar story of insufficient funds forced cutbacks at Dwyer's school and the music depart­ ment was eliminated completely. Music is still an important part of Dwyer's life, though. He keeps up on sax, clarinet and trumpet, playing with marching bands in local parades. And he's proud of the collection of trophies he has which were won by his former students in band competitions. Even thobgh he's no longer teaching, Dwyer feels very strongly about educa­ tion and about opportunities created by the SlU's scholarship awards. "Guys are smart having their kids apply for those scholarships," he said, adding, "it's not that hard to pass the test." After leaving his teaching job, Dwyer went into the construction business. He found his training as an AB helped him in the construction trade. "Knowing how to do things like rigging is an asset in building," Dwyer said. "I've made good use of the training 1 got at sea." If he had it to do all over again, Dwyer thinks he'd apply for an SIU scholarship, which he called "one of the Union's best benefits," to go to law school, in any case, when the time comes, he'll try to talk his four-yearold son Dustin, who's his pride and joy, into a legal career. Unless, of course, he hears the call of the sea. v -p J* Gerald Dwyer with son. Dustin. DMcliiirs Rnopt lir Mlakes Personals Viggo Christensen Your sister, Helen Nass, asks that you contact her at 10120 Burnet Ave., Mis­ sion Hills, Calif. 91345 or call her collect at (213) 892-7024. Wayne Evans Paul B. Adams, Jr. asks that you con­ tact him at Route 1, Box 509, Ellabell, Ga. 31308. Tel. (912) 858-2555. Nick Marcogliesc Please contact Red Campbell at Union Headquarters. Tel. (212) 4996600, ext. 213. Francis Wherrity Please call the editor of the Log at (212) 499-6600, ext. 242. ' • -i' MAY 1-31, 1978 *TOTAL REGISTERED All Groups Class A Class B Class C TOTAL SHIPPED All Groups Class A Class 8 Class C **REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT 29 Algonac (Hdqrs.) 11 0 21 33 2 55 13 2 43 8 14 ENGINE DEPARTMENT 31 Algonac (Hdqrs.) 15 9 STEWARD DEPARTMENT Algonac (Hdqrs.) 113 0 ENTRY DEPARTMENT Algonac (Hdqrs.) 25 66 35 0 0 0 38 81 83 Totals All Departments 90 85 41 47 45 4 143 107 110 *"Total Registered" means the number of men who actually registered for shipping at the port last month. Registered on the Beach" means the total number of men registered at the port at the end of last month. KNOW YOUR RIGHTS KNOW YOUR RIGHTS FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommenda­ tions! Members of this ^committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. AIL trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Ypur shipping rights and senior­ ity are protected exclusively by the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board by certified mail, return re­ ceipt requested. The proper address for this is: Frank Drozak, Chairman, Seafarers Appeals Board 275 - 20th Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are avail­ able in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGA­ TIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize them.selves with its con­ tents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY —THE LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the Executive Board of the Union. The E.xecutive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circum­ stances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to Union headquarters. EQUAL RIGHTS. All members are guaranteed equal rights in employment and as members of the SIU. The,se rights arc clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no member may be discrimi­ nated against because of race, creed, color, sex and na­ tional or geographic origin. If any member feels that he is denied the equal rights to which he is efifitled, he should notify Union headquarters. SEAFARERS POLHICAL ACTIVITY DONATION —SPAD. SPAD is a separate segregated fund. Its pro­ ceeds are used to further its objects and purposes includ­ ing, but not limited to, furthering the political, social and economic interests of maritime workers, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and boatmen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contribution may be solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as a con­ dition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Sup­ port SPAD to protect and further your economic, poli­ tical and social interests, and American trade union concepts. If at any lime a member feels that any of the above rights have been violated, or that he has heeii denied his constitutional right of access to Union records or infor­ mation, he should immediately notify SIU President Paul Hall at headquarters by certified mail, return receipt requested. The address is 675 - 4th Avenue, Brooklyn, N.Y. 11232. June 1978 / LOG / 45 �m Heriberto Cortes Tom Burke Robert Vranish Seafarer Heri­ berto Cortes, 24, graduated from the HLS entry program in 1971 and up­ graded to FO WT there in 1978. He holds tickets for lifeboat, firefight^ ing, and cardio­ pulmonary resuscitation. He was born in Ponce, Puerto Rico and lives and ships out in New York. Seafarer Tom Burke started sail­ ing with the SIU in 1973. He upgraded to QMED at the HLS that year. He also has his fire­ fighting, lifeboat, and cardio-pulmonary resuscitation tickets. He was born in Boston and lives and ships out in Seattle. Seafarer Robert Vranish, 27. grad­ uatedfrom the HLS entry program in 1968 and upgraded to A B there in 1978. . He has his firefighting, lifeboat, and cardio - pulmonary resuscitation tickets. He was born in Baltimore, Md., and resides and ships out in that port. Gary Rosen Steve Kues Seafarer Steve Kues,25, graduated from the HLS entry program in 1975. He upgraded to FO WT there in 1976 and to QMED in 1977. He also re­ cently completed the Marine Electric­ al Maintenance course and LNG train­ ing at the School. He has all tickets for firefighting, lifeboat, and cardio-pulrnonary resuscitation. He makes his home in Martinshurg, IV. Va. and ships out of the port of New York. Henry McDaniel Seafarer Henry McDaniel, 26, grad­ uated the HLS entry ^program in 1974 and upgraded to FO WT there in 1976. He has tickets for firefighting, life­ boat, and cardio­ pulmonary resusci­ tation. He lives in Magnolia, Miss, and. .ships out of the port of New Orleans. Michael Kraljevic Seafarer Michael Kraljevic, 19, grad­ uated from the HLS entry program in 1975. He received his FO WT endorse­ ment there in 1976 and he also holds tickets for lifeboat, firefighting, and cardio-pulmonary resuscitation train­ ing. He was born in Mobile, Ala. and lives and ships out in that port. Seafarer Gary Rosen, 23, gradu­ ated from the HLS entry program in 1972 and shipped out then as a Third Cook. He received his Cook and Baker endorse­ ment at the School this year. He also holds all tickets for lifeboat, firefighting, and cardio-pulmonary resuscitation. He makes his home in Bryn Mawr, Pa. and ships out of the port of New York. Why is this FOWT smiling? Donald Hixon, Jr. Seafarer Don Hixon, 25, graduat­ ed from the HLS entry program in 1973. He returned to the School to get his AB endorse­ ment in 1977. He also has tickets for firefighting, lifeboat, and cardio-pulmonary resuscitation. Born in Massachusetts, he makes his home in Lexington Park, Md. and ships out of the port of New York. Mark Paterson Seafarer Mark Paterson, 22, grad­ uated from the HLS entry program in 1975 and upgraded to FOWT there in 1978. He has also completed firefight­ ing, lifeboat, and cardio - pulmonary resuscitation courses at the School. He was born in San Antonio, Tex., lives in Jacksonville, Fla., and ships out of that port. Because he^s working. The best bet for wipers who want to improve thejr job security is getting an FOWT ticket at HLS. Job opportuni­ ties for FOWT's have never been better. So, enroll now in the FOWT course at HLS. Course starts August 31. To sign, up,, see your SIU Representative or Contact the Harry Lundeberg School, Vocational Education Department, Piney Point, Maryland 20674, (301) 994-0010. Golden Monarch Committee Chris Devonish Steve Bigelow Seafarer Steve Bigelow, 23, grad­ uated from the HLS entry program in 1973 and received his FO WT endorse­ ment there in 1977. He also completed all training for life­ boat. fircjighting, and cardio-pulmonary resuscitation. His home is Henderson. New and he ships out of the port of Wilmington, Calif. Seafarer Chris Devonish, 25, grad­ uated from the HLS entry program in 1970. He received his FO WT endorse­ ment there in 1971 and after completing the "A" Senior^ V ity program, enter­ ed the QMED course at the School. He has his firefighting, lifeboat, and cardio­ pulmonary resuscitation tickets. He was born in Mobile, Ala., lives in Brooklyn, N. Y., and ships out of that port. . T -.--.i-Vi-../ ' Recertified Bosun Tom Brooks (left) Chip's chairman bfHhe SS Golden Monarch ~ (Westchester^ tViarine) goes ovbr shrp's business on MSy 26 with Headquarf^s' Patrolman Teddy Babkowski (right)! Also atlho.payoff at'Pert Reading, N.J. are parfof' the Ship's Committee of (I." fo r.) Chief Steward Walter Lescovich, secrefary-repoffefr Steward Delegate C. C. Williams and Deck Delegate Jim Coscarelli. 46/ LOG / June 1978 �34G Have Donated $100 or More To SPAD Since Beginning of 1978 The following SIU members and other concerned individuals, 346 in all, have demonstrated an active interest in participating in political and legislative activities which are vital to both our job security and our social and economic welfare, by voluntarily donating $100 or more to the Seafarers Political Activities Donation (SPAD) fund since the beginning of 1978. (The law prohibits the use of any union money, such as dues, initiation fees, etc., for political activities. The most effective way the trade unionist can take part in politics is through voluntary political contributions. SPAD is the Union's separate segregated political fund. It'solicits and accepts only voluntary contributions. It engages in political activities and makes contributions to candidates. A member may voluntarily contribute as he sees fit or make no contribution without fear of reprisal.) Nine who have realized how important it is to let the SIU's voice be heard in the Halls of Congress have contributed $200, two have contributed $300, one has given $500, and one $600. The Log runs the SPAD Honor Rolls because the Union feels that our political role must be maintained if the livelihoods of maritime workers are to be protected. (A copy of our report is filed with the Federal Election Commission and is available for purchase from the Federal Election Commission, Washington, D.C.) NOTE: Each month's SPAD Honor Roll contains the names of those individuals who have given $100 or more as of the last Friday of the previous month. ^ _ _ Roades, O. Swain, C. Murray, R. Adams, E. Costa, F. Roberts, J. Tanner, C. Myers, H. Adams, W. Costango, F. Rodriguez, R. Taylor, F. Loleas, P. Nash,W. McCorvey, D. Glenn, J., Jr. Adamson, R. Costango, G. Rondo, C. Terpe, K. Long, L. Nelson, D. McElroy, E. Glidewell, T. Agugussa, A. Costango, J. Royal, F. Thaxton, A. Lovcland, C. Newberry, H. McKay, M. Gobrakouich, S. Agtiiar, J. Craig, J. Rung, J. Theiss, R. Lunsford, J. Nihom,W. Graham, E. McKay, R. Air,R. Crocco, G. Ryan, T. Thomas, F. Novak, A. Macmberg, D. McKay, R. Grepo, P. Alcarin, G. Czerwinski, J. Thomas, J. Sacco, M. Malesskey, G. O'Hara, M. Meacham, H. Grima, U. Algina, J. Dallas, C. Thomas, T. Mandene, S. Oldakowski, E. Sacco, J. Meffert, R. Guillen, A. Allen, E. Dalman, G. Thorbjorsen, S. Salazar, H. Mann, C. Olds, T. MiUer, D. Hager, B. Davis, J. Allen, J. Sanchez, M. Tilley,J. Mann, J. Olivera, W. Mobley, R. HaU, P. Amat, K. Davis, J. Tillman, W. SanFillippo, J. Marchaj, R. Olson, F. Mollard, C. HaU,W. Ammann, W. Davis, J. San Fillippo, J. Todd, R. Martin, T. Ora, L. Mongelli, F. Hamblet, A. Anderson, D. Debarrios, M. Troy, S. Sapp, C. Mathil, M. Orsini, D. Hamilton, G. Moore, J. DeChamp, A. Anderson, E. Tumer, B. McCarthy, L. Paczkowski, S. Schabland, JHampton, D. Morris, W. Delea, G. Anderson, R. Uusciato, J. Schatz, G. McNeely, J. Pagano, J. Haney, L, Morrison, J. Anfici, M. DeU, R. H. Scheard, Vanvoorhees, C. McCartney, G. Papuchis, S. Mull, C. Hant, K. Del Moral, A. Antone, F. Schwartz, A. Velaudra, D. Passapera, F. Harris, N. Demetrios, J. Appleby, D. Velez,R. Schwarz, R. Paulovich, J. Harris, W. Deugate, H. Apuzzo, W. Vukmir, G. Seagord, E. Pelfrey, M. Di Domenico, J. Hauf,M. Aquino, G. Walker, T. Selzer, R. Perez, J. Haykes, F. Aronica, A. Diaz, R. Pomerlane, R. Selzer, S. Ward,M. Petak, P. Heacox, E. Diercks, J. Atkinson, D. Weaver, A. Shaw, L. PhUlips, R. Heniken, E. DiGiorgio, J. Aumiller, R. Webb, J. Shelley, S. Higgins, J. Pillsworth, P. Dillings, L. Avery, R. Whhmer, A. Shopatt, H. Poer, G. Home, H. Babkowski, T. Doak, W. Antlch, J. Wicrschcm, D. Siglcr, M. Prentice, R. Hotton, G. Dobbins, D. Barnes, D. Wilhelmsen, B. Smith, B. Pretare, G. Houlihan, M. Dolan, J. Bartlett, J. Williams, L. Smith, L. Prevas, P. Houston, H. Dolgen, D. Bauer, C. Wilson, B. Somerville, G. Raines, R. Hunter, W. Donnelly, M. Beeching, M. Chartier, W. Wilson, C. Soresi, T. Ramage, R. Donovan, P. Hurley, M. Bellinger, W. Curtis, T. Wolf, P. Spady, J. Randazza, L. Huss, P. Domes, R. Berglond, B. Wood, C. Speller, J. Ratcliffe, C. lovino, L. Bjomsson, A. Drozak, F. Worley, M. Spencer, G. Reading, J. Ipsen, L. Blackwell, J. Dryden, J. Ahmed, F. Keragood, M. Wright, A. Stalgy, R. Reck, L. Jacobs, R. Ducote, C. Bluitt, J. Lombardo, J. Bernstein, A. Wright, F. Stankiewicz, A. Regan, F. Dudley, K. Japper , J. Bluitt, T. McCullough, L. Cookmans, R. Wydra, R. Steams, B. Reinosa, J. Johnson, R. Dwyer, J. Bobaiek, W. Pow, J. Yarmola, J. Ellis, P. Stravers, L. Reza, O. Dyer, A. Jolley, R. Bonser, L. Hagerty, C. Zai, C. Suentic, S. Richoux, J. Elzahri, A. Jones, C. Bourgois, M. Zeloy, J. Surrick, R. Rivera, L. Eschukor, W. Jones, R. Boyne, D. Evans, J. Karlak,W. Brady, J. Kastina, T. Fagan, W. Brand, H. V** V Kenny, L. Faitz,F. Brov'ss, G. Kingsley, J. Fanning, R. Brown, I. SEAFARERS POLITICAL ACTIVITY DONATION Kirby,M. Fay, J. Brown, I. (SPAD) Kitchens, B. Fergus, S. Bryant, N. 675 FOURTH AVENUE BROOKLYN, N.Y. 11232 Fgrshee, R. Kizzire, C. Bucci, P. Date. S.S. No.. Filer, W. Knoff, J. Bullock, R. Koflowich, W. Firth, R. Bufllnton, O. .Book No." Contributor's Name, Kool, L. Fletcher, B. Butch, R. Address. .-.v / Florous, C. Kowalski, A. Caffey, J. V Kramer, M. Foley, P. Calogeros, D. .Zip Code City .State. Krittiansen, J. Francum, C. Campbell, A. I acknowledge and understand that SPAD is a separate segregated fund established and administered Lance, W. Frank, S. Carey, W. by my Union to engage in political activities and to make contributions and expenditures for candidates Lankford, J. seeking political office and solicits and accepts only voluntary contributions, and I have the right to Frazier, J. Castel, B. refuse to make any contribution without fear of reprisal. I may contribute such amount as I may volun­ Larkin, J. Frounfelter, D. Carr, J. tarily determine and I herewith contribute the sum of $ . This contribution constitutes my voluntary act and I am to to receive a copy of this receipt showing the amount of my contribution. A Lee,K. FuUer, E. Carroll, J. copy of SPAD's report is filed with the Federal Election Commission and is available for purchase from Leggy 3. Fuller, G. Cavalcanti, R. the Federal Election Commission, Washington, D.C. Lelonek, L. Furukawa, H. Clienip,N. Leonard, W. Gallagher, L. Chflln^T. Signature of Solicitor Port Lesnansky, A. Gard, C. Cinquemano, A. Solicitor's No. Lewin, A. Gavin, J. CoUerin,!. Lewis, J. Gentile, C. Comstock, P. Libby,H. George, I. Conklui,K. Lindsey, H. Cooper, J. GImbert, R. Lively, HL Glenn, J. Cordn*, SPAD Honor Roll $600 Honor Roll $500 Honor Roll $300 Honor Roll $200 Honor Roll 1978 June 1978 / LOG / 47 �30 Cents a Day Can Buy Job Security K ! This program will continue be­ cause there is no doubt that your response to it has given the SIU the means to play an effective political role for maritime labor. But we need to expand that role. So we have come up with an additional program to significantly increase voluntary political contributions. This is how it works: Yoli can now sign a form author­ izing the Seafarers Vacation Plan to deduct 30 cents per day from your What can you buy for 30 cents today? Much more than you think. For the price of a cup of coffee every working day, you can buy yourself a lifetime of job security. Sound impossible? It's not. It's only a new way to solve an old problem. The SIU learned in the early days of our history that our jobs and the gains made at the bargaining table can be taken away by the actions, of Congress. We learned to protect our jpbs and our collective bargaining rights by pooling our collective political strength. For years we have exercised our right to participate in the political process of this country. We have backed candidates who support maritime labor and fought those who oppose us. it has taken hard work, organiza­ tion, manpower, but most of all money. That's where the 30 cents comes in. 30 cents may not get you much on your own. But if we all put it to work together, it can give us a stronger foothold in politics than we ever had before. Up until now, the Union's only way to collect funds for SPAD (Sea­ farers Political Activities Dona­ tion) has been through appeals to the membership for voluntary con­ tributions. We have been ask­ ing you to give $20 or more when­ ever you felt ready and able to make a donation. CMInijI HublicJIiori .if Itn- Srjfjinl^ liiU'tnjIiii.ul Uni.in » AlUiilu. (.iilM Loa vacation benefit payments and transfer that amount to SPAD. An example of the form is printed below. Like all political contributions collected by the Union, this deduc­ tion is entirely voluntary on your part. And like all money that goes into SPAD, it becomes part of a separate fund used by the Union for political activity to benefit the membership. This program is a convenient way for you to support SPAD. It is a better way for the Union to reach a mobile membership. And it can cut down the administrative costs of our collection efforts. But above all, if we all support the new program, it will guarantee that a regular, substantial flow of money will be there for political activity when we need it. And we need it now. This is a big election year in'Congress and in State governments. We want to back up the campaigns of those candidates throughout the country who back us up on maritime and labor issues. We want to make sure that these candidates get elected. But our polit­ ical efforts can't stop there. When legislation that affects your job security comes up, we will have to step up our efforts to make elected officials fully aware of your economic and social welfare. We need more friends and more political action than ever before in Congress. For example, we had to wage a tough battle for the Maritime Appropriation Authorization Act. (See pages 19-30). Normally unop­ posed, this important bill had to overcome a serious attempt to de­ stroy its crucial financial provisions for the U.S. maritime industry. We won this battle, but we face even tougher legislative fights to in­ sure the survival of the U.S. mer­ chant marine. Critical issues, like whether or not American labor will have a fair share of the expected ocean mining boom, are coming up in Congress. They mean that the SIU must start now to gather its full political force. We have an opportunity to in­ crease our political programs with the new 30 cent daily deduction pro­ gram to boost SPAD. This could be the start of the most effective way ever to wield the political clout that we must carry this year and in the future. And for the price of a cup of cof­ fee, you can make it begin. • •••••••••<••••••••• •••••• ••••••• > (ft • .4 veQ^* -VO-. p\an ,\jaca'.won •nn seek^nQ Wtn® ^too LW<1 eVAS leW®® \V\e to Njacs .'.•.•.•.'.•.v.* to \\a' ^otuntan ^ vepns® tpa 3CWV to ' or ;,aV 0®®' \ to towe ^\zaWon \\eu oi ®^r:rcosXs c OSVDV atnon tne. pede' ,nd lov P con^tr\but INWP ^ Q C •»•#«• • • • »• • • »?.«.« • • « � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource June 1978 Description An account of the resource HEADLINES SIU BOATMEN SHOULD BE FAMILIAR WITH THE SAB NEW GREAT LAKES AGREEMENT SIGNED BOATMEN CREW SIU TOWBOAT, THE DICK CONERLY SIU, MARINE COOKS AND STEWARDS MERGE BOTH MEMBERSHIPS VOTE A 95% APPROVAL OF CONSOLIDATION DELTA LINES BUYS 13 PRUDENTIAL SHIPS AT STATE DEPT. REQUEST, SIU SETTLES BEEF ON GREEK TANKER U.S., ARGENTINA SIGN BILATERAL TRADE AGREEMENT US JOBS AT STAKE- SIU GEARS FOR BATTLE ON OCEAN MINING BILL HOUSE BILL SETS NAVY-MARITIME ADVISORY BOARD ON THE AGENDA IN CONGRESS… LEUKEMIA IS A BY-PRODUCT OF BENZENE FUMERS NEW TANKER BROOKS RANGE AND SIU CREW ON ALASKA OIL RUN NEW 3-YEAR DEEP SEA PACT SIGNED WAGES, PENSIONS, WELFARE, VACATIONS INCREASED ELIGIBILITY RULES CHANGED TO 125 DAYS NEW PENSION, WELFARE BENEFITS EXPLAINED ALGERIAN SHIP RAMS YELLOWSTONE; 1 DEAD, 4 MISSING NATIONAL MARITIME DAY HONORS AMERICA’S MERCHANT SEAMEN SEAFARERS RECOUNT YELLOWSTONE TRAGEDY ON ARRIVAL IN STATES U.S.C.G. FINDS 50% DEFICIENCIES ON LIBERIAN SHIPS DEBATE ON THE MARITIME AUTHORIZATION BILL CONGRESS AFFIRMS 1970 MERCHANT MARINE ACT; AUTHORIZES SUBSIDIES FOR ’79 MARITIME PROGRAM MARAD AUTHORIZATIONS FY 1979 LEGISLATIVE SUPPORT FOR U.S. MARITIME HOW SUBSIDY CUTS WOULD HAVE AFFECTED SIU VESSELS, JOBS LEGISLATIVE SUPPORT FOR U.S. SHIPYARDS MANNING AMENDMENT IS WITHDRAWN LEGISLATIVE SUPPORT FOR LNG CARRIERS LEGISLATIVE SUPPORT FOR RUSSIAN GRAIN THE VOTE: YEAS-326 “… THE PASSAGE OF THIS BILL WILL ONCE AGAIN RENEW THE COMMITMENT OF THE CONGRESS TO A STRONG U.S. MERCHANT MARINE.” HOW POLITICAL ACTION GOT THE JOB DONE THE BIG ONE’S STILL WAITING FOR BROTHER BUZZWAH LNG THE NEWEST U.S.-FLAG SHIPS ARE HELPING TO END AMERICA’S DEPENDENCE ON RUNAWAY-FLAG TANKERS PULSATING WITH THE RIVERS, SIU BOATS PUMP ECONOMIC ENERGY INTO HEART OF U.S. SIU LAKES AND TUGS WORKING ON DIKE, 30 CENTS A DAY CAN BUY JOB SECURITY Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 6/1/1978 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 40, No. 6 1978 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/22fa86306bb8155c5a53f7d036f02833.PDF 1e1e9292850d0ccace2b6d380b990722 PDF Text Text Maritime Labor Wins Big On OCS Bill See Special Supplement Pages 19-22 Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-CIO Seoforers Crew LNG 'J •I e. VOL. 40 NO. 7 JULY Paso Southern See Pages 12-13 X, r ' r - • v' * fit"-' r •V / . X-A-T-.- ' rv-'' ' X A-;,..-'- . '*•/•• """-'I -.-•'v V:.. ;• J '•: "'V--. '•' .'^^t,-.. V;;- . . The liquid natural gas carrier,F/ Paso Southern, is the 4th U.S.-flag LNG ship to be manned by Seafarers. Milestone Pact Signed With Great Lakes Operators Page 2 SlU Blasts Navy's Non-Use of Private Tugs Page 3 Hall Says 50,000 Maritime Jobs Endangered Page 5 SlU Boatmen crewed the new tug, Seahawk, this month in Norfolk, Va. The tug is owned and operated by Allied Towing. �r Milestone Pact Signed With Great Lakes Operators Great Lakes area SIU members are now in the process of ratifying a new contract between the Union and the Great Lakes Association of Marine Operators (GLAMO). Contract nego­ tiations were wrapped up last month and the ship-by-ship ratification vote is expected to be concluded by the end of July. The highlight of the new three-year agreement is the new vacation plan for Great Lakes seamen. Effective Jan. 1, 1979, the vacation plan will give crewmembers 30-days-off with pay every 90days-worked. The 90-days-on/30-days-off vacation package is a breakthrough both in the industry and for the SIU. Algonac Port Agent Jack Bluitt noted this was "the first time ever any unlicensed union rep­ resenting merchant seamen negotiated paid time-off for their members." Under the agreement, crewmembers will not be required to work more than As the Log goes to press, SIU Great Lakes Headquarters in Algonac, Mich, reports that the new three year pact has been accepted by the membership. SIU representatives visited the Union's contracted Great Lakes vessels one by one to tally the votes. The acceptance vote was 553 in favor and 51 against. [= Paul Hall 90 days at a time during the shipping season without time off the vessel. The crew also has the option to waive all or part of the vacation time which is com­ ing to them. The only circumstance that allows the company to delay a scheduled vacation is "an unforeseen emergency beyond the control of the company." Though the vacation plan is the major innovation in the Great Lakes contract, the agreement also provides substantial increases in benefits. The contract calls for a $100 jump in pension benefits. On Jan. 1, 1979, pension checks will go up $50 per month with a second $50 hike to take effect on June 16, 1980. Several improved welfare benefits are covered under the new agreement. The biggest increase is in death benefit cov­ erage. Active employees' death benefit coverage will now range from $5,000 to $20,000, depending on seatime. Under the old contract, the maximum death benefit was $5,000. Another important welfare benefit is improved Major Medical coverage for dependents of Seafarers. Under the old benefit schedule, the Welfare Plan would not pay more than $600 for any major medical expense. All charges above that amount came out of the Sea­ farer's pocket. The new major medical plan will pay up to $600 of doctor or hospital bills and then pay up to 80 percent of any charges above that amount. Great Lakes Seafarers also won pay rUx OXO, Un'OLb More Political Action Needed Next to health and home, the most important thing to a working man in this country is security. By security, I mean the ability to get and hold a job at decent wages without the constant fear that the job could be gone in the morning. Some American industries have a high degree of security built into the system for their workers. Unfortunately, our industry—maritime—is not one of them. In fact, American maritime has traditionally been an industry with one of the highest degrees of insecurity built into it. Merchant seamen have always been the first to feel an economic crunch brought on by recession. And among the last to benefit from economic recovery. It would be easy for us to sit back and accept anything that comes along and hope that things don't get too bad for maritime. But this has never been the way in the SIU. And if it had, there would be no SIU today worth talking about. The SIU has always worked hard to try and build a degree of security within our Union that will stand up to the toughest possible test. It has not been the easy way, but it has paid off for us. Right now, the SIU possesses the highest degree of job security in our history. We also possess the highest degree of job security of any other sea­ going union in the nation. We have been able to achieve this not only because we have worked hard. But because wc have worked hard in the right areas. We have worked in the area of education through the Lundeberg School in Piney Point. The educational tools provided us by the School are enabling us to cope with the technological changes that have already taken place in our industry, as well as preparing us for the changes sure to take place in the future. The School, as well, is supplying us with many new young members who will form the backbone of the Union's manpower picture for years to come. The SIU has also devoted a great deal of time and effort to political acti­ increases, retroactive to August I, 1977* and a hike in extended season compen­ sation. The agreement also provides a jump in transportation and daily subsistance money. Some work rule changes are included in the new contract. These are mostly clarification of onboard duties and pro­ visions for compensating crewmembers doing work other than the job descrip­ tion layed-out in the contract. The Great Lakes Association of Ma­ rine Operators covers most of the SIUcontracted companies on the Lakes. In­ cluded in GLAMO are: American Steamship Co., Cement Transit Co., Erie Sand Steamship Co. and Erie Nav­ igation Co., Huron Cement Co., Litton Great Lakes Corp., and Pringle Transit Co. The agreement covers about 58 ships and the 1200 SIU members who crew them. EUgibiUty Rules For Benefits Changed to 125 Days All Seafarers and Boatmen should be aware that as part of the changes in the Seafarers Va­ cation, Welfare and Pension Plans made to improve benefits resulting from our recent con­ tract negotiations, the Trustees have changed the eligibility rules. Now, to be eligible for benefits under the Seafarers Welfare Plan, a Seafarer or Boatman must accumulate at least 125 days seatime or boat-time in the previ­ ous calendar year and one day seatime or boat-time in the six month period immediately pre­ ceding the date of claim. Under the Vacation Plan, a Seafarer or Boatman must now accumulate 125 days seatime or boat-time before filing for vaca­ tion benefits. In addition, to be eligible for the Early Normal Pension (20 years seatime at 55 years of age. Seafarers only), or the Disability Pension (12 years service at any age), an eligible employee must accumulate 125 days seatime or boat-time in the calendar year immediately preceding his pen­ sion application. vities. Over the years, we have worked successfully on legislation affecting all areas of the U.S. maritime industry. We have won some very important fights in Congress. And we have taken our licks as well. But the important thing is we are in there punching in the political battleground—an area that is growing in importance to us every day. Another thing about politics. It is an area that is becoming more and more difficult to work in,effectively with any degree of consistency or continuity. The reason is that with every election, more and more new faces are popping up in the House and Senate. These are people that have little or no background or knowledge concerning maritime. These people are replacing a lot of old line Senators and Congressmen whom the SIU considered among our friends. In the face of these new happenings, the SIU is in the process of estab­ lishing a new and more comprehensive approach to politics to insure that the changing faces of the nation's legislators are friendly faces concerning maritime. All along, our political arm has been SPAD. For years, SIU officials have been asking for voluntary contributions to SPAD. And SIU members have always come through for the Union in this respect. The problem, plain and simple, is that the Union needs a larger political fund to continue to work effectively in this area. However, it is not fair to ask SIU members to dig deeper for out-of-pocket donations. This is where our new program comes in. Basically, it is a checkoff program for political contributions. A lot of unions already have such a system. But this is a new concept for us. The program is only a month old. But already, nearly 1,000 SIU members have signed the SPAD checkoff authorization, (see back page for more information). Essentially, what you are doing when you sign one of these forms is authorizing the Seafarers Vacation Plan to deduct 30 cents per day from the vacation benefit for each day worked, with the money being transferred to the SPAD fund. Thirty cents a day is a very small amount, and it may not seem like much. It may also seem a very small amount for a member to invest in his future security. However, with every SIU member supporting this program, the Union will be able to build a bigger and more effective political program than ever before—a program that is absolutely essential for the SIU to continue to be effective in politics. The job of protecting our interest in all areas has always been a very difficult one. No one has ever given us anything without a fight. No matter what we have achieved over the years we did so bv scratching and clawing And we achieved things because we stuck together and worked together as a unit. Our challenge on the political front may be the most important one we will ever face. But I am confident that the SIU membership will come through as we have always done in the past. Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf Lakes and Inland Waters District, AFL-CIO 675 Fourtl^v!^o«!!!r^"T^ 11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 40. No. 7, July 1978. Bi^ooklyn, N.Y. 2 / LOG / July 1978 �rSIU Blasts Use of Navy Tugs at Kings Bay Base The U.S. Navy policy of building, servicing and crewing non-combat sup­ port vessels, like tugboats, costs the gov­ ernment money that could be channeled towards construction of warships. Using commercial support services would not only be cheaper for the Navy but would provide them with trained, experienced boatmen to man the vessels. Hundreds of millions of dollars have already been spent on ships that will never be used in combat. These are large, and unnecessary, expenditures when the U.S. merchant marine can provide a well-trained, well-run aux­ iliary fleet for the Navy. A case in point occurred recently, when the Navy needed four tugs to serv­ ice their base at King's Bay, Georgia. Under federal contracting procedures, the Navy is required to solicit bids, called Request For Proposals (RFP), from commercial companies for sup­ port work. No RFP for private tugs on the King's Bay job was ever issued. Though the Navy asked for estimates on the job from some tug companies, along with the bid requests was a statement which said: "The Government does not intend to award a contract on the basis of this request for quotation." Bids were not requested from tug companies closest to King's Bay. In a letter to Rep. Charles Bennett, chairman of the House Subcommittee on Seapower and Strategic and Critical Materials, SIU Executive Vice Presi­ dent Frank Drozak said, "We believe this type of solicitation is designed only to provide the Navy with an excuse to say 'we solicited private industry and they did not respond.' " In fact, four SlU-contracted compa­ nies in the area were interested in the King's Bay job. Caribe Towing, Willis Towing, Marine Contracting & Towing and Gatco all told the Union they were willing to station tugs in King's Bay to serve the Navy. But none of the four was contacted for a bid. The Navy decided to use militaryowned, military-manned tugs at King's Bay. These tugs, part of the fleet of 125 harbor boats owned and operated by the Navy, will be transferred from bases at Mayport, Pensacola and Guantanemo. The Navy conducted a cost study on the tug operation and came to the con­ clusion that using their own tugs would cost them less than contracting the job out to a private company. But the study omitted a 20.4 percent add-on which is supposed to be included in all budgets for government performed work. The extra 20.4 percent covers the cost of pen­ sions and other benefits for government workers and would have put the cost of using Navy tugs above the highest pos­ sible private bid. The cost study on the King's Bay job wasn't the first time the Navy neglected to include the 20.4 percent add-on in their calculations. Earlier this year a tug servicing job at Pearl Harbor, Hawaii, was awarded to Navy tugs under the same circumstances. Traditionally, it's been a U.S. policy to encourage private industry to per­ form work for the government when­ ever possible. Only as a last resort, if pri­ vate industry is unable to do a particular job, has the government stepped in. Both the SIU and representatives of private companies have tried repeatedly to remind the Navy of this commitment to American industry. Spokesmen for the Union and industry have said many times that the merchant marine is capa­ ble of, and willing to build and man any support vessels the Navy might need. But as long as the Navy continues to maintain their own fleet of harbor tugs, it is unlikely that private companies will be given a fair opportunity to bid for support work. An alternative, which the Navy itself considered and rejected three years ago, is to phase out the Navy's tug program. This would benefit the government by eliminating the tremendous cost of maintaining the Navy harbor fleet. And it would end the duplication of service that could be more efficiently and eco­ nomically provided by commercial tugs, crewed by trained, professional boat­ men. SIU Takes Election At Champion Auto Ferries The number of SlU-contracted com­ panies on the Great Lakes recently in­ creased by one when the Union won a representation election at Champion Auto Ferries Inc. in Michigan. The 13-2 vote, which took place June 7, gives the deckhands and pilots at Champion union representation for the INDEX Legislative News Rate Slashing Ocean Mining SIU in Washington Page 18 Page 3 Pages 9-10 Union News Navy Tugs Page 3 Great Lakes Contract Page 2 President's Report Page 2 Headquarters Notes Page 6 El Paso Southern Pages 12-13 Brotherhood in Action .. .Page 15 At Sea-Ashore Page 17 SPAD Checkoff Back Page Erna Elizabeth Page 24 Tug Sea Hawk Page 24 Great Lakes Picture .! Page 8 Inland Lines Page 6 SPAD honor roll ..; Page 39 Sea-Land Ships Page 27 General News National unemployment . .Page 25 Labor Law Reform Page 11 Alaska Oil Page 15 Contract Clarifications .. .Page 11 Ships'Digests Page 37 Dispatchers' Reports: Great Lakes Page 25 Inland Waters Page 36 Deep Sea Page 26 T. I. Scholarship Page 4 Great Lakes Tugs Page 16 Training and Upgrading 'A' seniority upgrading .. .Page 38 HLS course dates Page 31 Pumpman, Marine Electrical Page 14 Charlie Nalen Page 6 Piney Point Grads Page 36 Membership News New pensioners Page 28 Final Departures Page 30 Incorrect Addresses . Pages 32-33 Special Features Outer Continental Shelf Bill Pages 19-22 first time. SIU rep Byron Kelly is cur­ rently holding contract negotiations with the company and he expects to have an agreement by the end of July. The talks are focusing on wages and seniority but the Union is also negotiat­ ing for holiday and overtime pay and improved health and welfare benefits. Though the Union won out. Cham­ pion put up a fight to keep the SIU from representing their employees. While the Union was waiting for. the National Labor Relations Board to set a repre­ sentation election date, the company filed a protest with the NLRB. Champion said that since all their business took place in the state ol Michi­ gan, they should be subject to control by a state agency, not the NLRB. The Board regulates companies involved in interstate commerce. At the end of May, the Board held a hearing to determine whether or not the company was right. Key testimony for the SIU was presented by Mobil Oil, Champion's fuel supplier. All the fuel Champion uses comes into Michigan by pipeline from an Indiana refinery. The NLRB ruled that because the company's fuel supply comes from out of state, the company was subject to NLRB jurisdic­ tion and a date for the election was set. Champion runs car ferries across the St. Clair River from Algonac on the mainland to Hansens Island. The ferries are the only transportation for Island residents and they run 365 days a year. During the winter, the population of the Island numbers a few hundred. But the number jumps to nearly 10,000 dur­ ing thesummer months. Champion runs anywhere from one ferry during the win­ ter to four during the peak summer period. The boats are crewed by one pilot and one deckhand and the company has be­ tween ten and 18 men working, depend­ ing on the number of boats running. All four boats in Chdmpion's fleet are 350 hp and were built between 1965 and 1973. rhe North Channel andihe South Channel are 73 feet long, the Champion measures 75 feet and the St. Clair Flats is 79 feet long. The boats can handle 12 cars apiece. In the slow months of the winter, one ferry keeps to a lazy schedule, shuttling Island kids back and forth to school and their parents to work or shop on the mainland. It's slow going when the St. Clair River freezes but all four ferries can break ice and the boats require only occasional help from Coast Guard ice­ breakers. During the summer, one boat runs on a schedule but the rest of the fieet "runs wild," making the two-mile round trip as fast as possible. Deep Sea Members Accept New 3-Year Pact Ratification vote on the SIU's new deep sea contract is underway and the results are overwhelmingly in favor of accepting the three-year agreement, which was negotiated last month. At the time the Log went to press, 2,390 deep sea A&G members had cast their votes, either aboard their ships or during regular monthly membership meetings. So far, the tally is 2,368 in favor of accepting the contract and 22 opposed. The new pact, which went into effect on June 16, includes a 7'/^ percent wage hike for all ratings for each of the three .. years of the contract. Regular overtime, premium and penalty rates also in­ crease by the same rate. A new formula for computing vaca­ tion pay is another gain negotiated by the Union for the deep sea membership. Under the new Vacation Schedule, Sea­ farers who accumulate 365 days seatime will receive a vacation benefit equal to 120 days (4 months) base pay at the rating sailed. Improvements in pension and welfare benefits are also included in the new contract. The pension benefit will rise from $350 to $400 a month, effective Jan. 1, 1979. In June, 1980, pensions will jump an additional $50 monthly. Welfare benefit gains include: in­ creased death benefit coverage; crea­ tion of a Major Medical plan under the Seafarers Welfare Plan; extended cov­ erage for dependent children who are full-time students from age 19 to 25; extended hospital coverage and in­ creased optical benefits. The contract is explained fully in the June issue of the Log. Special Notice: IPIam® Building rin Fire The SIU regrets to inform the rhierhbership that a fire Ihe night of •Iiil.v 26 has caused niajo^ =<iamage (o the I .nion\ Welfare, Pension and Vacation Plans' huilding at Meadquarters in Brooklyn, N.V. This unfortunate tragedy means an interruption in services to the membership. .Although, as the Log goes to press, there is no way of telling how long it will take to hring the operation back to° normal. In the mean time, the I nion asks its members to be patienf I whilc^<a^^^,situation is beingj corrected. July 1978 / LOG / 3 as �His Dad Was a Seafarer With a Big Heart The literature of the 18th and I9th century and the movies and television of the modern era always picture the American seaman as an aimless drifter with little purpose in life other than to spend his earnings like a "drunken sailor." No douht there are seamen like this. Just as there are people like this in any profession. But the vast majority of .seamen are hard working family men who look for the same things in life— peace, security and happiness—as everyone else. This is the story of one of those .seamen. He was an SI LI member named Walter H. "Shorty" Cook. The story is told by his son. Walter Cook. Jr. of Hattiesburg. Miss. was foreign and place of discharge was Mobile. I did not find any more papers on him until Oct. 29, 1952, when he boarded the SS Alcoa Pointer as a messman in the port of New Orleans. I remember crying along with mother as he was leaving aboard the SS Topa Topa in New Orleans in 1961. I was ten years old. Bombs they were going to carry or had car/ied lined the dock. We met him in February at New Orleans when he returned. It was about Mardi Gras time. There were people and ticker tape everywhere. 1 remember one year he told me the company he worked for went broke. It was seven or eight years later before he got all his payoff. I think he was in Saudi By Walter Cook, Jr. Arabia. He had to stay there awhile un­ 1 always wondered what ship Dad was til President Kennedy could fly the crew on Dee. 3, 19.51, which was the day I was back to the "good ole U.S.A." as he used born. He had told me several times, but I to say. had forgotten until the other day. He flew on what he called a cattle I was going through some oldnapers 43lane with twin props. It rattled his eye and came across most of my Dad^s^is-"^ teeth and like to have scared the life out charge papers. I'm sure some of them of him That just about wound up his are lost, but 1 still have a good many of flying days. I believe he said the name of them left. the companv was Bull Fine Steamship On Nov. 29, 1951, Walter H. Cook, Co. Sr. (Shorty Cook) boarded the SS Al­ coa Cavalier in the port of New Orleans Scars From the Strikes and was discharged in Mobile Dec. 17, I remember him showing me scars on 1951 as a messman. He signed on the his head from the days of the strikes same ship the next day where he sailed where he had walked the picket lines. until Feb. 18, 1952. Nature of the voyage Some of his SIU books are stamped 1947 Isthmian Strike Clearance, 1946 General Strike and Wall Street Strike. Some say $10 Strike Fund Assessment, General Fund and Building Fund. I don't understand it all, but I'm sure most of the oldtimers will. I think Dad sailed about 45 years until his retirement in 1965. One SIU book is signed by Paul Hall and says "Paid Dues from April 1939." Some of his dis­ charges say Ufilitym.an, Galleyman, Cook, Steward Assistant and even Bell Boy. One says Messman or Crews Mess Dec. 6, 1941, Port of New Orleans aboard the SS Del Mundo. Another says Utility aboard the SS Del Argen­ tina. Mi.ssissippi Shipping Co. in New Orleans dated Oct. 2, 1937. Walter Cook, Jr. Most of these discharges are old. faded, cracked and taped. They meant a lot to him and to me. I intend to cher­ ish them as long as I live. He only had S'A years of schooling, but was more educated than most col­ lege graduates. He was kind, wise, friendly and well liked by everyone. He was the kind of man who would give you the shirt off his back or his last dime if you needed it. He told me of giving shirts to the children in India. The next day their parents would sell the shirts for food. Upon seeing the children without the shirts he would feel so sorry he would give them more clothes and soap. He suffered whenever he saw these children suffering and was happy in making them happy. Begged Him Not to Leave Other times he would tell me stories of his friends and ships that he knew well disappearing at sea during the War. He told me of how everything was painted black and no lights were to be on at night. One time he was leaving on the train for New Orleans to catch a ship he signed on. Mom said she had a feeling she would never see him again if he left. She cried and begged him not to leave. He got off the train. The ship left with­ out Dad and sailed under sealed orders. Two weeks later the ship disappeared at sea without a trace of it or any of the men. None of them have ever been heard of since. He knew most everyone aboard. Some of you may remember him differ­ ently. But I remember him as my father the seaman. I think about him every time I pick up a Seafarers Log. I never fail to check every month to see if any of my ole buddies are pictured in the Log. You see, I also sailed with the SIU dur­ ing 1968, 69 and 70. Dad always used to say, "Son, don't even go to sea unless you want it to get in your blood. It's a hard, rough, rugged life. She is unpredictable. Today she could be mean, dark and ugly. Tomor­ row she could be the most beautiful place on earth." But when I became 16 years old in be­ tween times of finishing high school I did go to sea. With some hard talking. Walter H. "Shorty" Cook he signed papers for me and I left Hous­ ton via New Orleans in June 1968 aboard the Halcyon Panther. I sailed as BR and later became an OS. I will al­ ways be thankful for this as long as I live. Going to sea did get in my blood. Dad was so right. How I remember those days. I came back home every year in order to finish high school. After graduat­ ing and sailing to Vietnam and making a complete shuttle run around the world, I came home to join the U.S. Marine Corps. Upon leaving the Marines and having gotten married and raising a family (I now have two children, a boy and a girl), I never made it back to sea. I'm now a full-time fireman and a part time em­ ployee with a well known company in the city. I am now living in. I was just thinking of Dad and the other seamen I know. Vou meet some fine people aboard those ships. I just wanted to let you know how much I miss it and how much Dad missed it after his retirement. I hope to make it back to sea some day. Dad will never make it again as he is now in heaven. But I still love the water, and Dad still lives in me. Delta Queen Shows Speed Supremacy in Riverboaf Race The SlU-contracted Delta Queen, the grande dame of riverboats, showed her stuff once again by winning the annual steamboat race at Louisville, Kv. on May 3. The elegant, 52-year-old vessel cap­ tured the honors from the home port favorite, the Belie of Louisville. Her winning time in the 14-mile race on the Ohio River was one hour and 45 minutes. Both competitors are authentic, oldtime rix erboats. The race, part of Ken­ tucky Derby festivities for the past 15 years, gives their passengers and crews a firsthand chance to experience the colorful Mark Twain era when riverboat races were commonplace. The Delta Queen has now chalked up eight wins, and her rival, six. The race was not held one year out of the 15 because of bad weather. The Delta Queen normally carries 192 overnight passengers and 75 crew members. Deckhands, galley and house­ keeping personnel are SIU. But close to 300 passengers were on board for this year's race. The crowd seemed to bear out Mark Twain's contention that riverboat racing is more exciting than horse racing—for the time being, at least, until they poured into Churchill Downs three days later for the Derby. At first glance, it would appear that 4 / LOG / July 1978 the Delta Queen has it all over the smaller Belle of Louisville. She is 1,650 gross tons. 285 feet long and has 2,000 hp. from her two steam engines. The Belle is 390 gross tons, 190 feet long and has only 600 hp. But larger size is not always an edge in the race. The course requires a turn­ around six miles out for the finish back at Louisville. The smaller Belle can pull away more quickly and can also maneu­ ver turns more easily. When llie riverboats blow their whis­ tles and start their huge paddlewheels Paddlewheel churning up the Ohio River, the SlU-contracted Delta Queen sails to victory in the annual steamboat race in Louisville, Ky. May 3. turning, it's anyone's guess which one will come in first. This year the Delta Queen was able to display the winner's prize once again on her pilothouse, a pair of gilted antlers, the symbol of speed supremacy on the rivers for 100 years. The Union-contracted Delta Queen Steamboat Company of Cincinnati, Ohio also operates the only overnight passenger steamboat on the rivers, the Mississippi Queen. She was built two years ago for $27 million. The Belle of Louisville, operated by Jefferson County, Ky., is an excursion boat that makes sightseeing trips around her home port. The Delta Queen, was originally built in Scotland for $865,000, said to be the most ever invested in a riverboat at the time. She has been declared a National Landmark and is now a priceless sur­ vivor of another era. She has a steel hull and a wooden superstructure, including ornate oak and mahogany carvings. All her fittings are brass and her interior also includes cut glass and stained glass set with copper. She operates by an Act of Congress which exempts her wooden super­ structure from the safety-at-sea regula­ tion. All other leatures are approved by current Coast Guard regulations. �/ Hall: 50,000 Maritime Jobs Imperiled In a stinging attack on America's lackluster attitude toward her merchant marine, SIU President Paul Hall pre­ dicted that "50,000 Americans will lose their jobs in the next five years because the U.S. is not building enough ships and we are not carrying enough of our own cargo." President Hall said that the imperilled Jobs involve "people who work in our shipyards and on American flag ships." He added that "most of these 50,000 Americans are black and members of other minority groups—people to whom this nation has made a commit­ ment and to whom the maritime indus­ try, more than most, has kept that com­ mitment." Hall levelled his charges late last month during a press briefing con­ ducted by the National Maritime Coun­ cil. The NMC is an organization com­ prised of labor, management and gov­ ernment people. It was established in 1971 for the purpose of fostering the growth of the U.S. maritime industry. SIU President Hall is a member of the Board of Governors of the Council. He was joined at this press briefing by James R. Barker, NMC board chairman and head of Moore-McCormack Lines, and Robert J. Blackwell, assistant secre­ tary of Commerce for Maritime Affairs. 'Outmoded Thinking' President Hall blamed the bleak outloolc for American maritime on the "outmoded thinking in this country that contends the rest of the world is so kind and fair and generous that we can de­ pend upon others for our international transportation needs." Hall also charged that unless the U.S. abandons its adherence to the false pol­ icy of "free trade" in the international in­ dustry, "the U.S. will have no fleet of its own." President Hall predicted that if the U.S. fleet is allowed to disintegrate "it will be too late for consumers to com­ plain about the doubling of the prices of imported goods because we no longer can influence transportation co.sts; it will be too late for Americans to wonder why this nation is helpless to support and supply its allies against the Rus­ sians or anyone else because we no longer have ships by which we can supply them." Hall concluded bluntly, "it's time we understood that a merchant fleet is as basic to American security and its econ­ omy as steel, automobiles and energy." Barker, Blackwell Charge Soviets James R. Barker blamed part of the American fleet's problems on rate cut­ ting practices of the Soviet merchant fleet. He charged that "predatory trade practices by the Russians are designed to push America from the high seas." He added that "widespread rate slashing by the Russians clearly is in­ tended for political primacy and is void of commercial consideration." Supporting Barker's statements. Maritime Administrator Robert Blackwell said that the Russians "have been quoting rates of up to 40 percent lower than those of U.S. flag or foreign flag vessels." Blackwell said, "there is no way for the U.S. or the Europeans to compete. This is a classic case of dumping." Blackwell also charged that the Rus­ sian fleet operating in the U.S. trades "does not provide U.S. jobs or one sin­ gle advantage to the U.S. maritime in­ dustry." He said that the Soviet fleet's earnings "never return to the U.S." Both Blackwell and Barker called on Congress to pass the Controlled Carrier Bill, now moving through the Hou.se. The bill, in brief, would force the Rus­ sians to raise their rates to compensa­ tory levels with the U.S. operators or be banned from the trade. In closing, Blackwell noted that there are more Soviet ships now operating in the U.S. trades than American ships. He called this "a terrible, inconsistent policy.' Poor Procedures Caused Liberian-Flag Sansinena Blast On the evening of December 12, 1976 the cloudless sky over Los Angeles Har­ bor suddenly erupted in a flash of fire and smoke. It was the Liberian-registered, "flagof-convenience" Sansinena, under charter to the Union Oil Company of California, exploding and burning at her berth while taking on ballast and bunkers. In a Coast Guard "Marine Casualty Report", recently received by the Log, we were not surprised to learn the cause of this disaster, which snuffed out the life of nine persons (eight crewmembers and one Terminal Security Guard) and injured 58 others. The explosion, the report concluded, was probably caused by the ignition of a hydrocarbon vapor cloud over the afterdeck of the Sansinena. The formation of the cloud itself, and its subsequent igni­ tion, was largely attributed to "poor op­ erating procedures"—not an uncom­ mon phenomenon on "flag-of-convenience" ships, like the Sansinena, Other factors which figured in the dis­ aster were improperly maintained equipment and poor design features. There was not much of a breeze in the harbor the night of the explosion. On the afterdeck of the Sansinena, in the lee of the midship house, there was even less of one. According to the report: "This slight airflow was not sufficient to disipate the hydrocarbon vapor cloud which had formed between the midship and after deck houses." On "flag-of-convenience" ships, im­ properly trained crews are a major cause of various kinds of accidents, many of which have caused loss of life and ship. But crewmembers are all too often made the scapegoats for the "big guys" who are actually responsible for man­ ning, operating, and inspecting the ships. The blame of such tragedies as the Sansinena must be shared. The Coast Guard report points the finger in all directions: "The inspection procedures of the cargo vent system by the shipboard per­ sonnel, classification society inspec­ tors, inspectors of the Government of Liberia, and company inspectors were inadequate to detect the relatively ex­ tensive deterioration that existed on the underside sections of the cargo vent pip­ ing. Furthermore, this lack of integrity allowed the vent piping to serve as a path of transmission for a flame to enter the cargo tanks." According to figures released by the Transportation Institute in January, 1977, "flag-of-convenience" tankers, comprising 26 percent of the world's tanker tonnage, were responsible for 40.7 percent of aU tanker tonnage lost. American oil companies manage to avoid taxes, labor costs, and certain safety standards and requirements by using "flag-of-convenience" ships. What is the cost, though, to the American peo­ ple and environment? The answer, in terms of lost jobs, pollution, and a weak- MTD Sets Up Council in Juneau The port of Juneau, Alaska is the site of the newest Port Maritime Council of the AFL-CIO's Maritime Trades De­ partment. This important addition to the family of port councils, now numbering 29, fol­ lows closely on the heels of the establish­ ment of a new council in Jacksonville, Fla. Elected president of the new Alaska Council was Greg S. O'Claray, regional vice president of the Inlandbbatmen's Union of the Pacific, Alaska Region, an affiliate of the SIUNA. SecretaryTreasurer of the Council is Thomas E. Cashen, business agent for the Alaska Statewide Local 1547 of the Electrical Workers. Paul Hall, president of the MTD, wel­ comed the new council to the Depart­ ment when he wrote to O'Claray; , "We would like to congratulate you on setting up the council, and wc are sure it will be most successful under your leadership and that of Thomas Cashen." Other charter members of the Port Maritime Council of Alaska are the La­ borers International Union of North America; the United Brotherhood of Carpenters and Joiners of America; the United Association of Plumbers and Pipefitters, and the International Union of Operating Engineers. The port councils serve as "the local arms of the MTD in its mission to foster the cause of the labor movement and the U.S. merchant marine. Jean Ingrao, MTD Administrator, called the coun­ cils the "backbone of the MTD." The-MTD, which is headquartered in Washington, numbers 44 national and international unions with a total mem­ bership of eight million workers. ened U.S. Merchant Marine, is clear. SIU President Paul Hall has called the use of these unsafe, improperly manned and maintained ships, "a sham against the American people." As a result of the Sansinena disaster, the Coast Guard has initiated a tanker boarding program. According to the Coast Guard, "the results of the boarding program to date have revealed that a large number of the tank vessels calling at United States ports have deficiencies in the aforemen­ tioned systems (cargo venting and han­ dling; safety-related equipment and in­ stallations)." An effective inspection system can help. But only effective legislation can rectify a situation whereby 96 percent of all American oil imports are carried in non-American ships. In an emergency situation, only American owned and manned ships can be relied upon. This was clearly proven during the Vietnam War when foreign countries and crews balked at carrying U.S. cargoes to the war zone. And American crews arc better trained and work on safer ships. Thus, the possibil­ ity of disasters like the Sansinena and the Argo Merchant is far slimmer on American crewed ships. Good legislation has been written to bolster the U.S. merchant marine. But powerful lobbying groups, such as the oil interests, have kept good legislation like the Energy Transportation Security Act of 1974, and the Carter Administra­ tion's cargo preference proposal, in 1977, from becoming law. So we've got to keep fighting. It's just too bad that so many Sansinena'x have to go up in flames before the battle is won. LNG imports Plan, Thought Dead, is Resurrected A massive LNG importation pro­ gram, thought dead because of a lack of government support, may yet be resurrected. The prematurely buried program calls for the importation from Algeria of nearly 700 million cubic feet of natural gas a year for 20 years. Two American companies are in­ volved in the contracts to do the import­ ing—El Paso Co. and Teneco Inc. El Paso signed a 20-year contract with the Algerian government in 1975. Ten­ eco signed a similar agreement in 1976. However, the two pacts have been in limbo since then while awaiting ap­ proval from the American government. (El Paso, under a completely different program, will soon be importing LNG from Algeria on six brand new U.S.-flag LNG tankers. SIU members will man these vessels. Infact. Seafarers are already aboard thefirst of the six vessels, the El Paso Southern. The remaining five vessels will be crewed at intervals over the next year pending construction delays.) The defunct Federal Power Commis­ sion had actually given preliminary approval of the programs in 1976. How­ ever, when the Carter Administration took over, the function of the FPC was replaced by the Federal Energy Regula­ tory Commission. The FERC promptly announced it was not going to "rubber stamp" the actions of its predecessor. The Algerian government initially gave the U.S. a cancellation date of Sept. 31, 1977. That date was extended to Dec. 31, 1977. When the U.S. government allowed the Dec. 31 date to pass without approv­ ing the contracts, Algeria signed con­ tracts to sell huge amounts of gas to West Germany. They also began nego­ tiating to sell to France, Sweden, Aus­ tria, Tunisia and Yugoslavia. 1 he deal with the U.S. looked to be a dead issue. But earlier this month, Al­ geria announced that she would still honor the contracts with El Paso and TenecO if the U.S. would render ap­ proval. Such an importation program would mean creation of thousands of jobs for U.S. workers. These jobs would be in shipyards for the construction of an un­ determined number of LNG tankers, as well as jobs for American seamen in manning them. The SlU's Washington staff has been working all along to encourage govern­ ment approval of these contracts. The SIU feels such a program will allow the U.S. to cut down on its dependence on imported Arab oil, while at the same time encouraging American industry to develop our own domestic natural gas resources. July 1978 / LOG / 5 �rCharlie Naien Named HLSS Vocational Director Washington, D.C. What ever happened to Locks and Dam 26 and the user charge bill? Nothing yet. When and if the outmoded Mississippi River lock will be replaced and u.ser charges imposed for the first time on the inland waterways are still unanswered questions. There a is that legislative action on the controversial measure has become even more complicated than it was to begin with. In May the Senate passed the bill, H. R. 8.309, authorizing these waterway developments. But its decision was different than the version of the bill passed by the House of Representatives in October, 1977. The Senate version instituted a higher fuel ta.x (12 cents per gallon) than the one approved by the House (6 cents per gallon). Moreover, the Senate tacked on amendments to the bill authorizing a number of public works water projects in addition to Locks and Dam 26. For these reasons, H. R. 8-309 must go before a joint House-Senate Conference to iron out the differ­ ences in the two versions of the bill before it reaches President Carter's desk. The President threatened to veto the bill soon after it was passed by the Senate. The Administration wants higher charges than those provided by both the House and the Senate. But in the meantime, thejoint conference has not been formed yet. This is because a new bill, H.R. 13059, was introduced recently in the House, as a way for the House to act separately on the public works projects included in the Senate version. These projects had not been previously considered in the House. Hearings were held in .June on this water resources development bill, but it has not yet reached the floor of the House. Once the House acts on H. R. 13059, it will appoint conference members to participate in the full decision on H.R. 8309. After that, it's up to the President. Charlie Nalen, newly-named Director of Vocational Education at HIS. The Harry Lundeberg School has an­ nounced that one of our fellow Sea­ farers, Charlie Nalen, has been made Director of Vocational Education at the School. SIU members have come to know Charlie personally while up­ grading at the School. Charlie joined the SIU after he com­ pleted the basic vocational program at HLS. He is one of the many young men that the Union has helped to begin careers in maritime. As a Seafarer, Charlie earned engine department rat­ ings as fireman, oiler, pumpman and electrician. He then attended the Calhoon MEBA School in Baltimore and earned his 3rd mate license. Charlie shipped as an engineer and then later returned to H LS as an Engine Department Instructor. Because Charlie is one of us—a Sea­ farer—he understood the unlicensed seaman's educational needs and heset up many programs that have helped so many Seafarers advance their careers. Since Charlie had upgraded to higher ratings as a Seafarer, he knew very well how technical and advanced a seaman's job has become. So he worked hard to develop the Automation Course and College Credit Programs we now have at HLS. Because Charlie is Director of Voca­ tional Education, all of us can be sure that our needs will be met through the courses and programs at HLS. All of us can be proud of our fellow Seafarer's success. Our School gave Charlie his start, and now he's making sure that the School will continue to work for us. Great Lakes Lakes Boatmen and Dredgcmen have gained new jobs through two more large dredging projects recently awarded to the SllJ-contracted companies by the Army Corps of Fnginccrs. Circat Lakes Dredge and Dock is doing a $3 million hydraulic dredging job, deepening channels in Bay City, Mich. I.ucdkte Engineering started a $2 million dredging project in Cleveland, Ohio this month, repairing sea walls in Lake Erie's outer harbor. Mississippi River System SlU Boatmen just crewed a brand new towboat, the Thruston B. Morton. The 4,200 hp. boat is the newest addition to the SlU-contracted fleet of Southern Ohio Towing Company of .leffersonville, Ind. Jacksonville, Fla. SlU-contracted Caribe Tugboat, Inc. will be operating two more triple deck, roll on, roll off barges out of this port ne.xt year. Shipyard orders for the 580-ft. giants have been placed for additional trailer barge service in the Caribbean. The first is expected for delivery next summer and the second by the end of 1979. The new barges will be identical to the two triple deckers beginning service this year. The first. La Reina, completed its maiden voyage in the Caribbean in May and the second, E! ConquLstacior, is expected to be delivered in Jacksonville in the fall. The barges can carry up to 374 40-ft. trailers and are the largest of their kind in the world. The 600 ft. long Lock 26 at Alton, III., shown here, is too old and too small to handle heavy barge traffic at this key point on the Mississippi River. But Congressional delays of legislation which would allow a new, larger lock—along with inland user charges—have been almost as long as the back-ups caused by the old lock. 6 / LOG / July 1978 If you know how fo keep things cold, you'll always be needed aboard ships that carry refrigerated containers. So take the Maintenance of Shipboard Refrigerated Systems course at HLS. it starts September 5. When you finish you get a certificate of completion from HLS—your ticket into the booming job market aboard U.S.-flag ships for seafar­ ers with reefer maintenance skills. To enroll, see your SIU Represen­ tative or contact HLS. �Headquar by SIU Exeoiilive Vice Presidcnl Frank Drozak It was one year ago that the SIU made maritime history by crewing the Aquarius, the first American-built, American-flag LNG tanker. This month, with the crewing of the FJ Paso Southern, the Union is manning a total of four LNG ships and there are more on the way. The El Paso Southern, which will transport liquid natural gas from Algeria to the U.S. East Coast, is one of six LNG carriers planned by that company. And several sister ships to the Aquarius will be coming out of General Dynamics Shipyard over the next few years. Another SIU crew on another LNG ship just goes to show that the future of shipping lies in new, highly automated vessels. Seafarers were able to crew LNG ships for just one reason. We had the training and the special skills required to operate them. LNG tankers are only one type of high technology vessel now operating. Since 1970, new types of ships including the SL-7, LASH, ULCCs,VLCCs and RO/RO's have become more and more common. Along with the new ships come new job opportunities for Seafarers. But without the necessary skills, it's not possible for a Seafarer to take advantage of these opportunities. The place to pick up the skills the new ships demand is the SIU's Harry Lundeberg School. HLS offers specialized courses that have been planned especially to qualify Seafarers to work high technology equipment. Two examples of this are courses offered to QMEDs. In six weeks qualified Seafarers can earn certification in Marine Electrical Maintenance or Pumproom Maintenance and Operation, which are of special importance on new ships. (See P. 11 of this month's Log.) The electrical course covers both in-class and practical training in the control, operation, maintenance, trouble-shooting and repair of rotating elec­ trical machinery. Overseas Arctic Committee In the pumproom maintenance and operation class. Seafarers receive instruction in cargo properties, tanker development and construction, tank cleaning, inert gas systems and firefighting, among other things. We ve been able to bring a lot of the newest ships under SIU contract because SIU members have taken the time to upgrade. By continuing to upgrade we 11 be able to keep on contracting these new vessels. LJpgrading is one very important way to secure new jobs and improve those we already have. Contract negotiations are another way. The SIU recently negotiated landmark agreements for both deep .sea and Great Lakes members. And right now. talks are underway on the West Coast on behalf of the Marine Cooks & Stewards. When the MCS merged with the SIU-AGLIWD last month, the A&G District became the negotiating agent for the West Coast stewards. As of now. the Pacific Maritime Association has signed a Memorandum of Understanding with the A&G District. We've reached agreement on major contract issues involving representation and administration of pension, welfare and other benefit programs. The issue of wages and cost items have not yet been worked out. This is because wage items are negotiated jointly with the Sailors Union of the Pacific and the Marine Fireman's Union. But we are hopeful that these negotiations will be wrapped up soon. During contract negotiations, unions and management are on oppositesides of the table. But there are some issues where the two sides join forces to work for a common goal. An issue where union and management are of one mind is on opposing the Navy's request for government funds to build their own non-combat support vessels. (See P. 5 of this month's Log. ) The Navy wants S192 million to construct a cable repair ship even though the merchant fleet has a modern cable-layer which has been used on Navy jobs before. And the Navy has asked for hundreds of millions of dollars to maintain their fleet of 125 harbor boats. Industry spokesmen have joined the SIU in t)pposing the u.se of federal funds to build ships that are already available in the U.S. merchant fleet. It's a waste of money for the Navy to maintain a non-combat fleet. And it's a waste of the skills of the merchant sailors who could and should crew any commercial support vessel. In these days of high costs and tight budgets, it just makes more sense ft)r the Navy to spend its money for warships and leave the support work tocornmercial vessels and trained seamen. Smetimes you're faced siutforswim situation Recently at the Stapieton Anchorage (S.I., N.Y.) the Ship's Committee and a crewmember of the ST Overseas Arctic (Maritime Overseas) gather for pix. They are, (I. to r.) AB Francisco Zapata, deck delegate; Recertified Bosun Malcolm Cross, ship's chairman; Engine Delegate J. D. "Whitey" Harmon; 3rd Cook Steve Fakiroglou, steward delegate and Chief Cook Mollis Huff. Training Standards Set By IMCG An international agreement on train­ ing and crewing standards for merchant ships was reached this month by the Inter-Governmental Maritime Consul­ tative Organization (IMCG). The pact, titled "Convention of Standards on Training, Certification and Watchkeeping for Seafarers," was initialed by delegates from 73 countries who attended the Conference, held in London from June 14 to July 7. The conference was the end result of five years of work by the Standards of Training and Watchkeeping Committee (STW) of IMCG. The STW Committee prepared documents, with input from the SIU and other maritime organiza­ tions, designed to improve maritime safety. The SIU was represented by Vice President Earl "Bull" Shepard and Bob Kalmus of the Lundeberg School. In all, 23 resolutions were adopted. But the most important are the Articles which set general crew requirements and watchstanding training qualifications for ocean-going ships over 200 tons. These standards do not apply to small vessels that travel only on in­ land waterways. In most cases, crew training require­ ments and qualifications parallel, or are less rigorous, than present U.S. require­ ments. For example, the resolution for "Ratings Assisting the Engineer of the Watch" is very similar to U.S. require­ ments for the QMED rating. The IMCG agreement does not become a binding treaty until after it is ratified by at least 25, countries that represent half the world's gross tonnage. IMCG's STW Committee will meet again early next year to begin devel­ oping standards for manning and to continue work on training and certifica­ tion requirements. 1' '^1- Weii Help You Step A fleet At HLS, we'll help you get the job security and the higher pay you need to keep your head above water. How? We'll help you get the skills you need for your FOWT endorsement. Better skills mean a better job and more security. Enroll in the FOWT Course now! Classes begin August 31, October 16. To enroll, see your SIU Uepreseuiative, or conlaei HLS. July 1978I LOG / 7 �The Lakes Picture ALiaiXAr In addition to the contract SIU reps negotiated with the Great Lakes Associa­ tion of Marine Operators (see p. 2 of this month's Log), the Union is in negotia­ tions with S&E Shipping Corp. and Bay Shipping Corp. These two corporations operate the Kinsman fleet of ore carriers which are not covered by the GLAMO contract. Talks on the new Kinsman agreement are close to completion and a ratification vote should take place by the end of July. SIU Port Agent Jack Bluitt was elected to the Executive Board of the Michi­ gan AFL-CIOat the Board's annual Upper Peninsula meeting in June. Bluitt will take the place of retired Board member, SIU Headquarters Rep Fred Farnen. During the two-day meeting, Farnen was presented with a plaque commemorat­ ing his service to the Michigan Federation by Executive Board President William Marshall. DULUTll All six ships in the Huron Cement fleet are running for the first time in two years. The L.G. Harriman, used as a cement storage silo since 1976, crewed on June 12. She started a regular run between Alpena and Escanaba, Mich, on July 6. CHirACai The crew of the Adam E. Cornelius (American Steamship Co.), laid up for repairs, was recalled July 6 and the ship started for Cleveland. CLEVELAIVD American Steamship Co.'s Consumers Power laid up in Cleveland for repairs on her self unloading equipment. Repair work is expected to take about three days. ST. LAWRENCE SEAWAY The St. Lawrence Seaway Development Corp. recently concluded another in a series of projects, studies and experiments geared towards extending the shipping season on the Seaway. The Seaway Development Corp., which administers the waterway for the U.S., demonstrated how two ice booms on the St. Lawrence River could be mod­ ified to allow ship passage year-round in that section of the river. Ice booms are used to keep ice Jams from forming around hydroelectric powerlines. They're made of 30-foot wood timbers chained to steel cables and anchored to the river bottom. The Seaway Development Corp. began the studies on ways to extend the shipping season in 1971 under a grant from Congress. The project is scheduled to run until 1979. ALL THE LAKES The fight over where a proposed $60 million Great Lakes icebreaker will be built continues. Pressures on Congress from different sources, including the former U.S. ambassador to Finland, want thegovernment to purchase a Finnish icebreaker. U.S. shipbuilders, suffering from a decline in new orders, want the vessel to be American built. Spokesmen for American shipbuilding companies are asking Congress to guarantee that the icebreaker and all other Coast Guard vessels be built at U.S. shipyards. Ships built for the Navy with government funds are all con­ structed at American yards. Figures from the Lake Carrier's Association indicate that sliipping overall on the Lakes has been good for the start of the 1978season. Iron ore shipments were up more than 50 percent from the same time last year and grain shipments also rose. The only decline was in the movement of coal, with only 2,172,206 net tons shipped during April. Notke to Members On Mt Call Procedure When throwing in for work dar­ ing a job call at any SIU Hiring Hall, members must produce the following: • membership certificate • registration card 8 / LOG / July 1978 • clinic card • seaman's papers INLAND Seafarer Raymond Kane, who works as a porter on the Consumers Power, puts his years of experience as a cook to use every chance he gets. Galley Gourmet Ray Kane Can Whip Up a Mean Stroganoff Land-locked Kentucky isn't the most likely state in the Union to spawn a sea­ man. But that's where Seafarer Ray­ mond Kane was born. Brother Kane, a night porter on the Laker Consumers Power (American Steamship Co.), has spent half his life shipping out. That's a considerable chunk of time because Kane is now 71 years old and still going strong. Brother Kane began his sailing career working on "sallies" as a cook. Great Lakes shipping is new to him. He joined the SIU in 1970, at the age of 63 because, he said, "I had no other pension but So­ cial Security and you can't live on that." Ray had a lot of practice as a cook be­ fore he ever set foot in a galley. During the Great Depression, when jobs were scarce, he answered an ad in a news­ paper for work at the Russian Bear Inn. Though he'd never eaten, much less cooked, Russian food before, Ray trained under the restaurant's chefs and eventually became top cook himself. His specialties included stroganoff, a beef dish named after a 19th century Russian count, and Russian pastries. One of the drawing points of the Rus­ sian Bear Inn was its orchestra. In his years at the restaurant, Ray became friends with the orchestra leader who gave his three sons music lessons. The boys learned to play balalaikas, three-stringed Russian instruments a little like guitars. All three of Ray's sons now play in a Russian balalaika or­ chestra. There wasn't too much call for Rus­ sian food when Brother Kane went to work aboard ship, but on holidays he might come up with something special. One Thanksgiving he served the crew a Russian rum cake. In between his deep sea sailing years and joining the SHJ to work on Lakers, Ray spent seven years feeding hungry tourists at Yosemite National Park. Ray ships out from Detroit where he raised his family and where his 14 grand­ children and one great-grandchild now live. Those kids are a big reason why Brother Kane decided to return to sea­ faring. "When I'm home," he said, "I like to be able to take them out and treat them to lunch or a movie. I can do that now but I couldn't on my Social Secur­ ity checks." It also seems that Ray's not much of a stay-at-home type. He's just happier when he's working, whether on land or on the water. SPAD is the SIU's political fund and our political arm in Washington, D.C. The SIU asks for and accepts voluntary contributions only. The Union uses the money donated to SPAD to support the election campaigns of legislators who have shown a pro-maritime or pro-labor record. SPAD enables the SIU to work effectively on the vital maritime issues in the Congress. These are issues that have a direct impact on the Jobs and Job security of all SIU mem­ bers, deep-sea, inland, and Lakes. The SIU urges its members to continue their fine record of support for SPAD. A member can contribute to the SPAD fund as he or she sees fit, or make no contribution at all without fear of reprisal. A copy of the SPAD report is filed with the Federal Elec­ tion Commission. It is available for purchase from the FEC in Washington, D.C. �Seafarers International Union of North America, AFL-CIO JULY 1978 Legislative, Administrative and Regulatory Happenings SIU Testifies in Support Of Sea-Level Canal Study SIU Legislative and Political Activities Direc­ tor Dave Dolgen (at right) voiced the strong sup­ port of an amendment proposed by Senator Mike Gravel (D-Alaska)-which would establish an International Sea-Level Canal Study Com­ mission. Senator Gravel (at left) is urging the study to update both the commercial and mili­ tary effectiveness of a deep-draft canal across Central America. In his testimony, Dolgen pointed out the in­ ability of the present canal to handle the more than 1,300 ships that are too large for transit. He stressed that there is "ample justificatioir for up­ grading the Canal Study Commission's 1970 re­ port in view of the economic difficulties in trans­ mitting Alaskan North Slope oil to Gulf and East Coast refineries. On the Agenda in Congress . . . A number of hearings are scheduled in both the House and Senate in the coming weeks which are of particular interest to Sea­ farers. These are hearings on bills which af­ fect the maritime industry and—either di­ rectly or indirectly affect the jobs and job security of all of us. Our Washington legislative and political staff will be attending many of these hearings, and will be in close touch with Congressional members of the House and Senate to let them know our position on these bills. IN THE HOUSE. CLOSED SHIPPING CONFER­ ENCES. The House Merchant Marine Committee will hold hearings later this month and in August on a bill which would authorize the formation and implementa­ tion of "closed conferences" and "shippers' councils" in the foreign ocean trades of the U.S. RECIPROCAL OCEAN AGREE­ MENTS. The Merchant Marine Subcom­ mittee will hold a hearing this month to finalize a draft of a bill which provides for prompt implementation of "reciprocal ocean agreements"—including "equal ac­ cess" and "cargo pooling" arrangements be­ tween U.S. liner operators and foreign ship­ pers in the U.S. trades. Further hearings will be held in October. AGRICULTURAL EXPORTS. The Subcommittee on International Economic Policy and Trade is in the process of drafting a final version of a bill to extend the Com­ modity Credit Corporation. The CCC is a federal financing agency which extends loan guarantees to foreign nations to buy U.S. agricultural products. Under present provi­ sions of the law, U.S. ships are not given preference—as they are under the P.L. 480 Act—for carrying the agricultural cargoes. We have testified at hearings on this bill, arguing that the loan guarantees are in effect "government-sponsored" and that cargo preference provisions should be written into the Act. NAVY-MARITIME ADVISORY BOARD. The Merchant Marine Subcom­ mittee is in the process of completing a draft of legislation which would establish a NavyMaritime Advisory Board. The purpose of the legislation is to establish closer coopera­ tion between governmental agencies and industry in order to coordinate efforts to strengthen our naval defense system by a more practical use of the U.S. Merchant Marine as a viable support system. GREAT LAKES VESSEL FINANC­ ING. The House Merchant Marine Sub­ committee is holding hearings this month on financing and mortgage guarantees for Great Lakes vessels. This legislation could be a spur to the construction of new bulkers on the Lakes. ALASKA NORTH SLOPE CRUDE OIL. The Special Investigations Subcom­ mittee of the House Interior Committee will be holding field hearings next month in San Francisco on the possibility of exchanging Alaska North Slope crude oil with foreign nations. One of the schemes is to send the Alaska oil to Japan, and import Indonesian oil on an exchange system. This would cut drastically into the U.S.-flag tankers trade out of Valdez, and our Washington legisla­ tive staff is watching this Congressional hearing very closely. TANKER SAFETY. The House Interna­ tional Relations Committee is planning hearings later this month on a Senate bill (S. 682) which would implement certain safety standards for tankers in the world trade. These standards were drafted by the recent International Maritime Consultive Organization (IMCO) meeting in London. GRASS ROOTS LOBBYING. The Com­ merce Subcommittee of the House Govern­ ment Operations Committee is holding hearings on "grass roots" lobbying by major industry groups this month. James Barker, chairman of the National Maritime Council, and Robert Blackwell, assistant Secretary of Commerce for Maritime Affairs will testify. IN THE SENATE. OCEAN MINING. The Senate Com­ merce Committee will mark up S. 2053, the Deep Seabed Mining bill, later this month. This bill has already cleared the Senate Energy Committee with "build American" and "hire American" provisions intact. Commercial mining operations in the deep seabeds by American industry has been delayed by the uncertainties surrounding the International Law of the Sea Conference. OIL POLLUTION LIABILITY. The Senate Environment and Public Works Committee will be holding hearings later this month on a wide-sweeping oil pollution liability bill. FEDERAL MARITIME COMMIS­ SION. The Senate Subcommittee on Merchant Marine & Tourism will hold hear­ ings next month on a House-sponsored bill which would cut back the power of the Fed­ eral Maritime Commission to suspend general rate increases or decreases in the domestic ocean trades, and to expedite the FMC's decision-making processes in its regulation of these trades. /// the Federal Ag.enctes SHIPPING COORDINATING COMMITTEE. The Working Group on Safety of Navigation, a part of the Shipping Coordi­ nating Committee's Subcommittee on Safety of Life at Sea, will hold a seriesvof open meetings this month in Washington. The purpose of the meetings will be to con­ sider matters relating to the upcoming session of the Subcommittee on Navigation, of the Intergovernmental Maritime Consul­ tive Organization (IMCO). The IMCO meetings will take place in New York from July 31 to Aug. 4. In particular, the group will discuss mat­ ters relating to ship routings, navigational aids, and navigational equipment. SAFETY OF LIFE AT SEA. The Safety of Life at Sea Committee is meeting in Washington at the Department of Transpor­ tation to prepare the U.S. position which will be presented to the Subcommittee on Ship Stability and Load Lines at the IMCO meeting in New York next month. RADIO COMMUNICATIONS. The Working Group on Radio Communications of the Subcommittee on Safety of Life at Sea will be meeting in Washington this month to prepare U.S. position documents for the IMCO meeting on Radio Communications which will be held in London in September. Included on the agenda will be a discussion of the Code of Safety Requirements for mobile offshore drilling units, and opera­ tional standards for shipboard radio equipment. July 1978 /LOG / 9 �^1: SlU in faosbinQto^^^^ fit WWi^? Industfy News SIU Opposition to More Tax Breaks For Foreign-Flag Shippers Gains Major Congressional Support The SIU is gaining major Congressional support in our opposition to a section of a tax treaty with the Republic of Korea which would offer further incentives to U.S. multi­ national companies to build and operate foreign-flag vessels. Support to amend the proposed tax treaty with Korea has come from Senator Daniel K. Inouye, chairman of the Senate Subcom­ mittee on Merchant Marine and Tourism; Senator Lloyd Bentsen (D-Texas); and Senator Maryon Allen (D-Alabama). This is what has been happening: U.S. tax treaty policy has traditionally provided that income from ships operated in international trade by American citizens would benefit from the treaties only if the ships were registered under the U.S. flag. The proposed Korean Tax Treaty—as well as similar treaties with other nations— would provide that foreign-flag ships owned by Americans would also qualify for the tax breaks. SIU President Paul Hall sent a stronglyworded letter of protest to all members of the U.S. Senate voicing opposition to the shift in treaty policy. In his letter. Hall asked the Senate to re-examine the tax proposals, and take whatever steps are necessary to amend it "so as not to create another tax incentive for the use of foreign vessels by U.S. citizens." In response to Hall's letter. Senator Inouye sent a letter to Senator John Sparkman, chairman of the Senate Foreign Relations Committee, asking that the treaty be reviewed and amended to strike out the section giving tax breaks for foreign-flag vessels. Senator Inouye said: "As chairman of the Merchant Marine Subcommittee, 1 believe Article 10 raises substantial issues as to whether it is consis­ tent with our national shipping policy to establish and maintain a strong merchant fleet, built in America, owned by Americans, manned by American crews, and fully capable of serving our international eco­ nomic, military and political commitments under all foreseeable circumstances." Senator Allen, the newest member of the Senate, said: "I agree entirely with the SIU that there is no justification for a policy change embodied in these new tax incentives for U.S. Plans Increase MARAD Data Shows U.S.-Flag Fleet Is Increasing In Oil Reserve Plan The U.S. Department of Energy has been given approval for a plan to increase the Strategic Petroleum Reserve to 1 billion bar­ rels by 1985. The present SPR program limits the reserves to 500 million barrels. In preparation the DOE has begun a study for new storage sites for the 500 mil­ lion barrels which will be added to the re­ serves of oil for use in national emergencies. The Energy Department has indicated that longer hauls may be involved for U.S. ships which will be transporting the crude oil re­ serves. The DOE also announced that it is includ­ ing "an additional 50 cents per barrel as an estimate of the additional cost of transport­ ing 50 percent of the oil in U.S.-flag tankers." An analysis of this stepped up program by the Washington-bas»^d Transportation Insti­ tute indicates that the availability of a Louisiana superport in the early 1980's would add a new source of employment for U.S.-flag ULCCs. 10/LOG/July 1978 owners of foreign-flag vessels, and I would support an effort in the Senate to amend the language of the U.S.-Korea Tax Treaty so that the treaty-making process not be misused to create further tax incentives for the use of foreign-flag vessels by United States citizens." SIU Opposed Bill: House Defeats Coal Slurry Pipeline Bill A bill which was being pushed by power companies, and oil and gas pipeline opera­ tors, to slush coal through pipelines from Western coal mines was killed this month by an emphatic vote of 246 to 161. Although a companion bill is pending in the Senate, the whole issue is dead for this session of Congress. The bill would have given pipeline opera­ tors the right to acquire property for rights of way to build pipelines from the coal beds in Wyoming to power plants in the TexasArkansas area. The idea was to pulverize the coal, mix it with an equal amount of water, and slush it through the pipelines. The bill was strongly opposed by the SIU because the technique would seriously cut into the coal transportation business of barge line operators. It was also opposed by environmentalists because the project would use enormous amounts of "pure water" which could not be reclaimed. Senator Maryon Allen (D-Alabama). The privately-owned, deep-draft fleet of the U.k Merchant Marine totalled 749 ships, comprising a record 21.2 million deadweight tons on June 1, 1978, according to the U.S. Mariume Administration. Compared to one year ago, the number of vessels in the U.S. fleet increased by seven, and its capacity increased by 2.2 million deadweight tons. The sharp increase in ton­ nage reflects the larger size of the newer ships in the U.S. fleet, and the comparatively smaller sizes of the older vessels which have been sold foreign or scrapped during the past year. The Maritime Administration also re­ vealed that as of June 1, 55 merchant ships, totalling nearly 4.3 million deadweight tons, were under construction or on order in American shipyards. The new vessels in­ clude: 14 tankers, 15 liquefied natural gas carriers, 10 intermodal vessels, 10 dry-bulk carriers, 3 break-bulk ships, and 3 specialtype vessels. U.S.-Russian Grain Pact Nears Accord Negotiations for a new minimum bulk rate for U.S.-flag ships in the Russian grain trade is moving ahead "with considerable progress", according to Robert J. Blackwell, Assistant Secretary of Commerce for Mari­ time Affairs. Blackwell, who just recently returned to Washington from Moscow from a meeting with Soviet shipping officials said that pros­ pects for a new rate to replace the present $16 per ton shipping rate on Russian grain purchases in the U.S. were better than might be expected in view of recent tensions aris­ ing from the trials of U.S. newsmen and bus­ inessmen in the Soviet Union. The MARAD chief did not reveal what the U.S. is seeking in a new rate, but he did indicate that it would be higher than the present rate to take into account increased costs this year, plus those anticipated for 1979. Under the present trade agreement— negotiated in 1972—one third of the Rus­ sian grain purchases must be carried in U.S.flag ships. Blackwell said that he hoped the new rate would attract more U.S. carriers into this trade. At the present time, neither U.S. nor Russian-flag ships are hauling their full, one-third shares of the trade. �Labor Law Reform Set Back By Filibuster t;i 1-- . OldI 1laws, like ships, needJ to be over­ hauled every now and then. The barna­ cles that accumulate to slow a ship down, are like the hidden flaws and loopholes that eventually surface to slow down a good law. The Labor Law Reform Bill (S. 2467), recently dealt a setback by anti-union forces in the Senate, would have scraped the barnacles off the Labor Relations Act of 1935 (Wagner Act). But a month long filibuster, which prolonged debate on the bill, finally caused it to be sent back to the Human Resources Committee in June for re­ vision. Delay, a favorite tactic of anti-union elements, has stopped the bill for now. But it is by no means dead. The bill is of vital importance to the entire labor movement, which will be looking for it to come out of committee —hopefully for final passage—later on this year. The National Labor Relations Act of . . . ....... 1935, the provisions of which the Labor Law Reform Bill seeks to strengthen, is probably the single most important piece of pro-union legislation in U.S. history. It was incorporated into the Taft-Hartley Act of 1947. The essence of the Act of 1935 is con­ tained in Section 7 of that Act: "Employees shall have the right to self-organization, to form, join, or assist labor organizations, to bargain collec­ tively through representatives of their choosing, and to engage in concerted activities for the purpose of collective bargaining or other mutual aid or pro­ tection." As good as the provisions of the 1935 Act are, unscrupulous employers have found ways to either circumnavigate it or to flagrantly ignore it. So the rights of employees continue to be infringed upon, and workers continue to be ex­ ploited. The Reform Bill, among other things, would create stronger penalties so that it . . . . . - ^ would no longer be cheaper for em­ ployers to break the law than to comply with it. As George Meany, president of the AFL-CIO recently put it, "it is directed against the law breakers, and only law breakers." Do we really need this law? No ques­ tion about it. In 1977 alone, according to the National Labor Relations Board, the government found that 7,552 work­ ers had been illegally discriminated against by employers. There is no telling how many workers had their rights infringed upon by em­ ployers but kept quiet for fear of reprisal or the humiliation of a lengthy battle in court. The Labor Law Reform Bill would not only create stiffer penalties for em­ ployers who break the law, but would also speed up the process of resolving employee grievances. The Carter Administration has called the Labor Law Reform Bill a fair law and has backed it since its conception. Secretary of Labor Ray Marshall, com­ menting on the bill's return to commit­ tee, which will require that certain changes be made in it, said, "I believe these changes can be made without weakening the bill's central thrust, which is to strengthen the rights of workers or to choose whether or not they want to engage in collective bar­ gaining." The Carter Administration has pledged to support the bill in the future. The key sponsors of the bill are Sena­ tor Harrison A. Williams, Jr. (D-N.J.), chairman of the Human Resources Committee, and SenatorJacobK. Javits (R-N.Y.). It is a sad state of affairs when work­ ers continue to be threatened—and sometimes fired—for simply exercising their rights as defined by the law. This is what is happening, and why it is important that the Labor Law Re­ form Bill resurfaces for passage this year. Notice: Clarification of Vocation, Death Benefits in New Deep Sea Pact The Lx)g would like to point out two clarifications concerning increased benefits under the new 3-year deep sea contract. Under the new Vacation Benefit Schedule, the Log reported last month that a Seafarer will receive 4 months ba.se pay in the rating sailed for 365 days worked. Seafarers should be advised that a "month" shall be interpreted as 30 days. So, under the new Vacation Schedule, for 365 days worked, a Sea­ farer will receive an equivalent of 120 days (4 months) base pay in the rating sailed. The other clarification involves the new increased Death Benefit for active Seafarers. The new Death Benefit can go as high as $20,000 depending on a deep sea member's seatime with SlU— contracted employers. The new Death Benefit and the seatime requirements for receiving it are as follows: • $5,000—125 days seatime in the previous calendar year, and 1 year employment in the 6 month period immediately preceding date of death. • $10,000 - 125 days seatime in each of the 3 consecutive previous calendar years, and 1 day in the six month period immediately preceding date of death. • $12,000— 125 days in each of the 4 consecutive previous calendar years, and one day in the previous six months. • $15,000—125 days in each of the 5 consecutive previous calendar years. Taiwan Unionists Visit Hdqrts. Representatives from the labor movement in Taiwan recently visiteo ine U.S. as guests of the Labor Department and the AFL-CIO. One of the stops on their tour of America's labor institutions was the SlU hall in New York. They were hosted by New York Agent Jack Caffey (third frorti right). and 1 day in the previous six months. • $17 000—125 days in each of the 6 consecutive previous calendar years, and 1 day in the previous six months. • $20,000- 125 days seatime in each of the 7 consecutive previous calendar years, and 1 day in the six month period immediately preceding date of death. The new Death Benefit Schedule is applicable to active Seafarers only. The Death Benefit for retired deep sea mem­ bers remains at $5,000. Seafarer Turned Teacher Draws on Shipping Experiences Louis N. Cirignano has been a loyal SIU member since he first shipped out from the old Stone Street Hall in Lower Manhattan in 1-944. He's been on the beach for 15 years now, ever since he began teaching fulltime in 1963. But he's still paying dues because, as he puts it, "the SIU is .some­ thing I believe in." Brother Cirignano makes no bones about it—it was his early experiences with the SIU which "provided the foun­ dation for my teaching and political career." Cirignano's initial experiences with the SIU came at atime when many ships were still coming up on the wrongend of Nazi torpedoes. His first vessel, the Liberty ship Thomas Wolfe, on which he served as messman for 13 months, was lucky enough to steer clear of them. This was luck, indeed, especially con­ sidering that the Woife had the dubious honor of holding down the deadly "cof­ fins corner" in several convoys she par­ ticipated in. Cirignano recalled that the Woife made some 30 runs between the British Isles and the Normandy beachheads, while he was aboard. In the English Channel at that time, there seemed to be a lot more worry about Cierman mines and the infamous German "88's" (long range artillery) than there was about subs or enemy planes. After the war, Cirignano continued to ship out with the SIU in both the Stew­ ard and Engine departments. He partic­ ipated in many union organizing drives and beefs in the late 1940's. It was this experience, as he puts it. "that helped me to understand the political animal." Cirignano served in the U.S. Army during the Korean War and entered college in 1952 when his tour was up. After receiving his degree in 1956, he continued to ship out full-time but began to do substitute teaching while on on the beach. The last vessel he served on was the dredge Zanzibar, which participated on Louis Cirignano the Chesapeake Bay Bridge and Port of Newark projects in the early I960's. Since 1963 Brother Cirignano has been a teacher with the Passiac, New Jersey school system. He recently won an unprecedented fourth term to the Passaic Board of Education. Cirignano's experience with the SIU, more than anything else, has taught him that, "he who perservercs will eventually succeed." Pcrservcrence is often the name of the game in the labor move­ ment. and this has obviously helped Lou Cirignano in his career ashore. Researching Vietnam Sealift Seafarer Mike Gillen is currently doing research for a book about the merchant marine during the Vietnam War. He is looking for stories, photos, etc. and would like to cor­ respond with anyone who was on the Vietnam run. Gillen was OS on the SS Fairport to Da Nang in 1969. Write to him, c/o Lee, 21-05 33rd St., Astoria, N.Y. II105. July 1978 / LOG / 11 �t % The El Paso Southern is an impressive sight in the Norfolk Shipbuilding and Drydock Co. yard. The ship measures over 948 feet in length, with a beam of 135 feet. The view from the Southern's bridge shows the top portion of her five cargo tanks. The structure amid­ ships is the Cargo Control Room. Wiper P. Sharp does some sprucing up atop one of the boilers inside the engine room's vapor hood. The El Paso Southern, like all U.S.-flag LNG ships, is equipped with a swimming pool. Storekeeper/Utility Ed Savickas looks ready to take the plunge—clothes and all. El Paso Southern,. 4th SlU-Contracted LNG SIU members took another big step forward this month in insuring their future job security. This 'step' was the manning of the first of six U.S.flag TNG carriers to he built for El Paso Co., the El Paso Southern. The Southern, joins Energy Transport Go's. LNG Aquarius, LNG Aries and LNG Capricorn as the fourth SIU •manned LNG vessel. These four liquid natural gas car­ riers, and others which are currentIv under construction. re[)resent a new era in ship[)ing for .SIU members. L.NG shif )s also present a new chal12 / LOG / July 1978 lenge to Seafarers because thev re' quire specialized training for their hatidling and in the handling of their uni(pie cargo. Seafarers can acapiire the needed skills by taking the LNG course of­ fered at the Harrv Lundeherg School in Finer Point, Md. The course ac.ijuaints students with the ve.ssels and the advanced technological (Mpiipmcnt utilized aboard them. Included in the course is \ital in­ formation about licpiid natural gas and its pro|)ert ies.' A prop(>r under­ standing of LN(j hel|)s to alleviate some of the fears that people have about it, while insuring that thev will maintain a fair amount of respect as to the [)ossihle dangers of LNG if it is not handled properlv. The HLS has been working in close cooperation with the El Paso Com[lany to train the men who will work on these ships. After completing trainirig at HLS, crewmemhers tra­ velled to Texas k & M Universitv to learn how to combat actual fires from LNG vapor before taking jobs on the hi Paso Southern. The El Paso Southern has been nick­ named "Arzew 1" because she will he transporting LNG between the liquification facility located in the port of Arzew, Algeria and the regasification facilities located in either Cove Point, Md. near Baltimore, or at Elba Island near Savannah, Georgia. James Stillwell who is currently re­ ceiving training aboard the Southern, and who will he the Master of the "Arzew 2" when it is completed, called the Southern ". . . the best ship I ve ever seen." He pointed out that the ship is equipped with "two of evervthing" in virtually all phases of opera- �Qua.ermaster R. E. Ramage opens one of the forward ballast tanKs R— whfcMs loS^inLde tTe°Ca^^^^^ located inside the Cargo Control Room. ^rads). The ship is also equipped with water sprinkler systems and the engine room has a carbon dioxide fire protection system. It's lunchtime and (1. to r.) David Pappas, baker, and Eric Stevens crew messman, are ready to serve up some turkey with all the fixin's to the Southern's crew. Chief Steward Harry Huston, left, and Chief Cook Bob Frazier seem to be enjoying their work as they prepare the midday meal. QMED Don Busby checks the readouts of Cargo Tank No. 3 from the displays on the Cargo Control Console. From here he is able to check the level of inert gases in the tank, as well as the temperature and pressure/ of the tank. Carrier, Is Crewed in Norfolk, Va. tion including dual radar and naviga­ tion equipment on the bridge. He said, "this is something I've never seen before." Stillwell pointed to the training the crew received at HLS, calling it "a valuable asset to have a well trained crew" and noting that "the Harry Lundeberg School has come a long way since its inception ten years ago." SIU Quartermaster R. E. Ramage was happy to conduct a tour of the Southern's Cargo Control Room for the Log, explaining in detail the various functions each console con­ trolled throughout the ship. Ramage noted that "everything on this ship has a hack up," and that is a fact. There are two heat detection con­ soles. And firefighting systems can he activated from either the CCR or the bridge. Ramage pointed to the ship's hydraulic and electronic ballast con­ trol systems and said, "she can run on fuel oil or on t^he boil-off of LNG vapors." This last fact is a safety fea­ ture and an economic plus onlv pos­ sible on LNG ships. The El Paso Southern is currently docked at the Norfolk Shipbuilding and Drydock Co. yard in Norfolk, Va. She is there undergoing final prepa­ ration and check out of her equip­ ment. The time spent here is also giv­ ing her first crew a chance to become familiar with her operations. The Southern will start sea trials sometime in August and after will travel to Cove Point to have her LNG tanks "cooled down." At t he end of t he month, t he South­ ern will make way for Ar/.ew, Algeria to take on her first cargo of liquid natural gas. QMED Sonto Mondone watches care­ fully as stores are lowered into the en­ gine room. July 1978 / LOG / 13 �PUMPROOM, MARINE ELECTRICAL COURSES Preparing for the Future of U.S. Maritime Thru Education For years, the word "automa­ tion" called up visions of ghost­ like factories where machines did all the work and of workers stand­ ing on long unemployment lines. But automation for Seafarers presents a challenge to learn new skills and be ready to work high technology equipment that is the future of the maritime industry. LNG tankers, LASH ships, and supertankers have been coming out of shipyards regularly and the SIU has a lot of them under con­ tract. In order to keep crowing these new vessels. Seafarers have to have the skills required to run them. Some Welding Classes Cancelled SIU members, should be aware that scheduling of the Specialized courses for Pumproom Operation and Maintenance and Marine Elec­ trical Maintenance has caused sched­ uling changes at the Lundeberg School. To accomodate these programs, Welding courses will be cancelled from July 24 to Sept. 29. Also the Pumproom course originally sche­ duled to begin Oct. 9 will begin Oct. 30, 1978. The Harry Lundeberg School offers several courses which teach Seafarers how to use and maintain the high technology equipment on new ships. For QMED's and Pumpmen there's a course in Pumproom Maintenance and Operation. Even if a seaman has been a Pumpman on an old tanker, it's a different job on the new ships. Automated load­ ing and discharging procedures are different and so are safety measures. The six-week Pumproom Main­ tenance and Operation course, being offered at HLS from August 7 to Sept. 15 and again from Oct. 30 to Dec. 8, provides in-class and practical training needed to work on automated ships. The School has its own full scale simulator of an automated engine room console. Completion of the course means certification to ship aboard the newest vessels afloat. Another important course geared to new equipment trends is Marine Electrical Maintenance, open to all QMED's and Electri­ cians. It teaches the operation and maintenance of the latest electri­ cal equipment used aboard ships. This course is especially impor­ tant for the QMED and Electri­ cian's jobs on LASH vessels. The next session of the class will run from Sept. 18 to Oct. 27. Knowing how to run the new equipment means Qualified Sea­ farers are ready for the future in shipping. It means new career opportuni­ ties and the extra monev that goes along with having skills in demand on automated ships. And every time a Seafarer goes through one of the advanced, specialized courses at HLS, he's pulling for the Union by helping protect the work jurisdiction of unlicensed seamen. Having the qualified personnel to meet the demands of the industry also means the SIU will be able to keep on contracting and manning new, automated vessels. Automation on today's high technology vessels presents Seafarers with the challenge of learning the new skills required to operate these ships. Huge supertankers, like the 265,000 ton Massachusettes require that pumpmen know how to work with automated" equipment for loading and discharge of cargo. The course in Marine Electrical Maintenance is especially important to rated engine department people working on LASH vessels 14 / LOG / July 1978 �Move Mounted to Export Alaskan Oil to Japan One year after Congress took the position that no domestically produced oil would be exported from the U.S., another move is on to ship Alaskan crude to Japan. Proponents of the move, including Department of Energy officials and the oil companies, claim exportation is nec­ essary to alleviate a "glut" of oil on the U.S. West Coast. According to Sen. John Durkin (D-N.H.), some Alaskan oil has already been shipped to Japan. He said that last month the Energy Department okayed the shipment of 200,000 barrels of Ala.skan crude to Japan, reaping in a $1.2 million profit for Tesoro Petroleum, an American oil company. Enraged by the move. Sen. Durkin said he was "shocked" by the deal and he vowed to introduce legislation "to out­ law this clear evasion of Congressional intent by specifically banning exports of refined oil products." Durkin said it "is outrageous that the country is exporting oil at the same time New Hampshire and New England are forced to pay such high prices for im­ ported oil." » The New Hampshire Senator said that "it's time we faced up to the need to preserve Alaskan resources for Ameriica. It makes no sense to export Alaskan oil to our foreign competitors in Asia, thereby increasing their economic might and enabling their exports to put more people out of work in New England." Sen. Durkin concluded that export­ ing Alaskan oil "may help the oil com­ panies' profits, but it will not help solve the country's energy problems." The SIU, as we have been all along, is opposed to any move that involves ex­ porting domestically produced oil. In just one year of operation, the in­ flux of Alaskan pipeline oil has enabled the U.S. to cut down on imported oil from 45.8 percent of total consumption to 41.3 percent. The whole purpose behind construc­ tion of the Alaskan Pipeline was to re­ duce America's dependence on im­ ported oil. Any move to export this oil is in direct opposition to both national policy and the original intent of Congress in ap­ proving construction of the pipeline in the first place. The SIU realizes that there is an ex­ cess of Alaskan oil on the West Coast. However, the problem is not as acute as the oil companies would like everyone to believe. The SIU also feels that the U.S. must not take the easy way out by simply ex­ porting the excess oil, especially when the nation as a whole is in the middle of an energy crisis. The SIU also feels that the Adminis­ tration must seriously consider alternate moves to keep Alaskan oil solely for U.S. u.se, including, 1.) construction of an .oil pipeline from Port Angeles, Wash, to the oil hungry Northern Tier States of Montana, the Dakotas, Wis­ consin and Minne.sota, and 2.) modificatioti of an existing, but idle, gas pipe­ line to carry oil from Southern Cali­ fornia to Texas. This line could handle 500,000 barrels a day. The SIU feels that it is in the nation's best interests to keep Alaska's huge re­ serves solely for domestic u.se. Export­ ing this oil can only deepen our de­ pendence on imported oil from the Arab states. J,500th Check Marks New Plateau for Inland Vacation Plan The SIU has reached another mile­ stone in bringing bigger and better vaca­ tion benefits to SIU Boatmen. This month Capt. Byron Davidson received the 1500th benefit check issued under the industry-wide SIU Inland Vacation Plan. The Plan started Just two years ago when it was first negotiated with Steuart Petroleum of Piney Point, Md. in Aug­ ust, 1976.The 1500 checks issued in that short period of time is a significant indi­ cation of how far the Union has come toward its goal of bringing the Vacation Plan to Boatmen within all SlU-contracted inland companies. But the real significance of the in­ creasing number of vacation checks lies in what these growing benefits mean to Boatmen. In many cases, it means the first sub­ stantial vacation benefit for Boatmen, like those from some companies on the Rivers and in the Gulf which provided 5 Brotherhood m Action an alcohol problem "I only drank beer. I didn't think that would hurt me. While at the Center I learned that beer is alcohol," said Sea­ farer Willie Palmer of San Francisco, who recently celebrated one year of sobriety. From the help he received at the Center and through his own determina­ tion, Brother Palmer was able to stop his drinking. He said, "I didn't have a severe prob­ lem but I always seemed to be involved in beefs on a ship. I also found it difficult to spend any length of time on a ship." Now that he is sober. Seafarer Palmer has noticed improvements in his life. He was able to sail on his last ship for six months. "I have also been able to save some money," he commented. Brother PalmerJoinedtheSIUin 1967, working in the Steward Department. He said that "since I have been through the program at the Center, I have gotten foresight about my career." He is cur­ rently enrolled in the Cook and Baker program at the Lundeberg School and plans to attend the Chief Cook and Chief Steward programs also. Seafarer Palmer would like to rec­ ommend the program to all of his bro­ thers. "There is a great staff at the ARC. If you think you have a problem with alcohol, the only thing for you to do is go to the Center," he said. "Some of my fel­ low Seafarers do have problems with alcohol and I would like to recommend the ARC to them. 1 hope you realize who you are and get the help you need." If you have a problem With alcohol, contact your SIU representative or the Seafarers Alcoholic Rehabilitation Center. only a small benefit or none at all. But even for Boatmen like Capt. Davidson, who received a good company benefit before the Plan started in his company, it means a better deal all around. Davidson has worked for Caribe Tugboat. Inc. in the Gulf and the Caribbean for five years, the last two as captain. The check he brought home to Wichita Falls, Tex. this month was for $1,599. Based on 214 days work, it is the largest vacation benefit he ever received for that period of time working with Caribe. This is because Boatmen who are eligible for a company benefit don't lose it when the industry-wide Plan goes into effect. They get both benefits. This is how it works: The Plan is based on a trust fund supplied by company contributions. The companies pay a certain amount into the fund for each day that each Boatman works. The amount is deter­ mined by the Boatman's rating and increases each year that the Plan is in effect under the contract. In other words, the more you work, the more vacation benefits you get. But the Plan goes one step farther for Boat­ men like Davidson to protect the company benefits they already had. Caribe also pays its own vacation benefit into the trust fund for Davidson and other Boatmen in the company who were eligible to receive it before the SIU Plan began. Davidson's check, there­ fore, represents what he used to get from Caribe, plus the new Union benefit. Capt. Byron Davidson Davidson keeps the company benefit only as long as he stays with Caribe. But if he goes to work for a new SlU-contracted company that has the Plan, he is still a.ssured of its benefits.That's why it's called an industry-wide plan. The growing number of SlU-contracted inland companies that have it means that Boatmen have greater bene­ fit protection throughout the industry. In short, the industry-wide Inland Vacation Plan means more opportuni­ ties to get more money, more often. The Boatmen who have received the 1500 checks so far know what that means. In time, all inland members will, too, since the Union is getting much closer to its goal of negotiating the Plan under all new contracts. Quarterly Finance Committee Alcoholic Rehabilitction Center 1 am inlcrcslcti in allcntlin^ a six-wcck proijiam al the Alcoholic Rchabililalion Center. 1 iindeislaiul that all m.\ medieal and eounseliny records will be kept slrlclly coiilidt'iiliiil. and that the> will not be kept anywhere except at The ( enter. Name ... Book No. Address (Street or RFD) (City) (State) Telephone No Mail to: THF. CFNTFR Slur Roiile Box 153-A Vallov Lee, IMd. 20692 or call, 24 lioitrs-a-el<iy, (30!) 994-(l()I() (Zip) Along with SIU Secretary-Treasurer Joe DIGiorgio, seated center, the seven-man Quarterly Finance Committee goes over the Union's records for the last quarter. This committee of rank-and-file members was elected by their fellow members at the regular monthly meeting for July in the port of New York. Seated clockwise around table are: Carroll P. Dwyer; Edward Polise; Louis Machirote; Secretary-Treasurer DiGiorgio; William Koflowitch (committee chairman); William Seltzer; William Lovett, and A. R. Hassan. July 1978 / LOG / 15 �sill Tugs Shine in Detroit's Juiy 4th Harbor Festival The annual International Tugboat Race on the Detroit River is becoming quite a popular event. Despite foul weather all day long, an estimated crowd of 200,000—twice the size of last year's spectator crowd—turned out on July 4 to watch 18 American and Cana­ dian tugs do battle. The number of tugs participating was an increase of 4 over last year's entries. The SI I-contracted tug Daryl C. Hannah (Hannah Inland Waterways Corp.), skippered by Captain Kim Gill, came in second. Another SHI tug, the Maryland (Great Lakes Towing Co.), was last year's winner. After getting off to an early lead this year, the A/ary'/azf</devel­ oped engine trouble and had to bow out of the race. After trophies had been handed out, and the water of the Detroit River had regained some of its former composure, crewmembers and guests relaxed with food and drink on the Canadian shore. The race, held last year for the first time in 17 years, is part of the Interna­ tional Freedom Festival which cele­ brates not only the signing of the Ameri­ can Declaration of Independence, but also America's long-standing friendship with her Canadian neighbors. The SlU-contracted Maryland (foreground), last year's winner, holds the Shannon (left) and the SlU-contracted Daryl C. Hannah at bay during early goings in the International Tugboat Race on the Detroit River. Retired tugmen Felix Knetchel (left) and Captain M. B. Kelley were guests of SlUcontracted Great Lakes Towing Co. Kelley skippered the winning tug 17 years ago. Knetchel and Kelley represent 80 years of tug experience. "We are putting a new dress on the Queen" said Larry Bernard, deckhand, (standing, rear) as he and deckhand Mike Slaght finish a fresh paint job on the Maryland in preparation for the race. Left to right: Engineer Jack Treadway; deckhand Rod Jeziorski and Captain Kim Gill, of the Daryl C. Hannah, show off their second place trophy. Deckhand John Marx finishes up the topside trim on the Maryland prior to the race. A MESSAGE FROM YOUR UNION /VARCOT/CS HAVE AfO P/.ACE JN P/^Of^£^pONAL S£AMAN'S CARBEJZ ... AND VOU LoS£ yo£/R EOR L/^ / 16 / LOG / July 1978 �Ji Ii New Orleans Besides its regular runs from the Gulf to the east coast of South America, west coast of Africa, the Caribbean and Central America, Delta Line now serves both coasts of South America from the U.S. East and West Coasts. This has been made possible through Delta Line's recent acquisition of 13 Prudential Line vessels. From the East Coast, Delta serves ports in Venezuela, Colombia,- Panama, Ecuador, Peru, Chile, the Caribbean and Central America. From the West Coast and western Canada, Delta's express passenger-cargo serv­ ice calls at ports in Mexico, Panama, the Caribbean, Central America, the east and west coasts of Colombia, Venezuela, Brazil, Uruguay, Argentina, Chile, Peru and Ecuador. Also from the U.S. West Coast, Delta's express cargo liners call at ports in Mexico, Guatemala, El Salvador, Nicaragua, Costa Rica, Panama, Colombia, Ecuador, Chile, and Peru. ST Flor From a Gulf port from Aug. 1-21, the ST (Altair Steamship) will sail to the port of Arica, Chile with a cargo of 23,500 metric tons of bulk wheat. ST Port Also from a Gulf port from Aug. 1-20, the ST Port (Asbury Steamship) will journey to Casablanca, Morocco carrying 13,400 metric tons of bulk wheat. ST Penn had to import 35 percent of her crude oil supply. Now it's 48 percent! By the end of May the tankers had delivered 21.8 million barrels of crude for stor­ age. Among the SlU-contracted ships involved are the VIX Cs Massachusetts -dnd New York, both 264,073 dwt, the 225,000 dwt Williamshuri^h. plus the S'rCr;//;g/M' (lOT) the ST 'Zapata Ranf^er and ST Zapata Patriot. Under the Merchant Marine Act of 1936, at least 50 percent of the crude cargo must be moved on U.S. flag, privately-owned tankers "if available at fair and reasonable rates." Total cost of the 1 billion barrels of crude oil stored would be roughly around $16 billion. In an emergency, 4 million barrels of crude could betaken out daily for nine months. Washington, D.C. President Jimmy Carter has commanded U.S. ships to pick up Indochinese "boat people" refugees, most of whom fled South Vietnam. The Presidential order would allow the refugees to settle in the United States. Carter's order was caused by a sudden jump in May and June of tlie number of refugees who landed from boats in Asian ports, mostly in fhailand, Malaysia and Australia, where refugee camps have been set up. At the start of the year refugees arriving at these ports numbered around 2,000 a month. But in May and June the number rose to 5,800 a month. Refugee organiza­ tions estimate that at least half the people who escape by boat from Vietnam perish at sea. Under the President's order, U.S. ship captains can assure port authorities that the refugees will soon be out of their countries to where they wish to settle in the United States. Also going to Casablanca from the Gulf on Aug. 1-20, the ST Penn (Alpine Steamship) will haul 13,400 metric tons of bulk wheat. Gulf Coast Salt Domes SlU oil tankers, chartered by the MSC, are delivering millions of barrels of crude for storage in Gulf Coast salt domes under the year-old U.S. Strategic Petroleum Reserve Program. The program's goal of stockpiling 1 billion barrels of crude by 1984 is to avert a nationwide oil and gasoline shortage during the Arab boycott in 1973-74. That cold winter cost the country $35 to $45 billion in lost gross national product and caused 500,000 job losses to U.S. workers. We all remember when we had to wait in line at gas stations for fuel. Today,' the U.S. is even more vulnerable to an oil embargo. In 1973, the nation I he Carter Administration will launch a comprehensive study of maritime prob­ lems through a U..S. Interagency Task Force. The Administration says the purpose of the study is to seek "a clear articulation of the issues which must be resolved and the options which are realistically available to the Administration in this area." The study calls for meetings of the various agency officials involved and the presentation of proposals in mid-summer. The task force includes representatives of the Office of Management and Budget, the Domestic Policy Staff and of the Departments of Commerce, Labor, Trans­ portation, State, Defense, Navy and J rcasury. It also includes the assistant attorney general, chairmen of both the Federal Maritime Commission and the Council of Economic Advisers and the assistant to the President for National .Securitv Affairs. Not a Telephone, but Better Than the Better Mousetrap His name may not go down in his­ tory alongside such people as Eli Whit­ ney or Alexander Graham Bell. But just the same, Felix Dayrit, a deep sea SIU member, is an inventor of some note. Felix's invention may never become as popular as the telephone. But those who may need it and use it will probably find it very practical, especially in an emergency. The 64-year old Seafarer's invention is a technical sounding contraption known as the Cyclone Generator. It's basically a hydro-electric gen­ erating system that can be used as an emergency power standby, or can be used as a primary power source for MEMBERSHIP MEETINRS' SCHEDULE Port Date Deep Sea Lakes, Inland Waters New York Philadelphia Baltimore Norfolk Jacksonville Algonac Houston New Orleans Mobile San Francisco Wilmington Seattle Piney Point San Juan Columbus Chicago Aug. 7 Aug. 8 Aug. 9 Aug. 10 Aug. 10 Aug. II Aug. 14 Aug. 15 Aug. 16 Aug. 17 Aug. 21 Aug. 25 Aug. 12 Aug. 10 Aug. 19 Aug. 15 2:30p.m 2:30p.m 2:30p.m 9:30a.m 2:00p.m 2:30p.m 2:30p.m 2:30p.m 2:30p.m 2:30p.m 2:30p.m 2:30p.m 10:30a.m 2:30p.m — — Port Arthur Aug. 15 2:30p.m Buffalo St. Louis Cleveland Aug. 16 Aug. 18 Aug. 17 — 2:30p.m — UIW 7:00p.m. 7:00p.m. 7:00p.m. 7:00p.m. — 7:00p.m. 7:00p.m. — — — houses or small buildings without electricity. The system uses dicsel fuel or gaso­ line to run a ground level pump which feeds water from a well to a raised storage tank. For power, a simple con­ trol valve sends water down to a lower level turbine-flywheel setup activating the generator. Right now, Dayrit is trying to get his invention patented. He has an applica­ tion already on file in the U.S. Patent Office. After getting his patent, Dayrit will have to seek out a manufacturer to build and help market his product. As he is finding out, inventing something is only half the battle. A lot more work is involved to actually market an inven­ tion into a consumer product. Dayrit, a native of the Philippines, has drawn on many years of experience sailing electrician to build his invention from an idea to a finished product. Felix Dayrit He has always sailed in the engine room since joining the SIU in 1946. Prior to that, Dayrit served in the U.S. Army during World War 11. He's a former resident of Brooklyn, N.Y. and now makes his home and ships from the port of San Francisco. Brother Dayrit knows he won't be­ come famous, or rich, from his inven­ tion. But then again, how many people know the name of the guy who invented the better mouse trap. 1:00p.m. — — — Deposit in the SIU Blood BankIt's Your Life July 1978 / LOG / 17 �Time to Leash Russian Rate Slashing program to capture as much of the sians have made tremendous inU.S. foreign liner trade as possible. , roads into the American shipping Their method of attracting business market. As a result, Russian ships are now has been to offer rates as much as 60 percent below accepted liner confer­ regular visitors to U.S. ports on all ence rates. Without any Congres­ three coasts and the Great Lakes sional restrictions against such anti­ leaving with cargoes on most of our competitive rate slashing, the Rus- major liner trade routes. The Soviets carry U.S. cargoes be­ tween American ports and the Far East, Northern Europe, the Medi­ terranean, India, Pakistan and the Persian Gulf. The end result of the Soviets' ac­ tivities in this area is painfully simple —less and less cargo for Americanflag liners. And that necessarily means a strain on the job market for American seamen. The SIU feels that the problems created by the expanding Soviet merchant fleet have reached a crisis level. Not only in respect to jobs for U.S. seamen. But also in regard to America's national defense picture. We raise the issue of national de­ fense for the following reasons. The U.S. merchant fleet is presently comprised of 577 deep sea vessels capable of carrying only 5 to 6 per­ cent of the nation's waterborne for­ eign commerce. The Russian mer­ chant fleet has grown in the last few years to 2,420 vessels capable of carrying more than 50 percent of their commerce. That means the Russians out­ number us 4 to 1 on the high seas in regard to merchant vessels. It used to be the other way around. If that's not bad enough, accord­ ing to Maritime Administrator Rob­ ert J. Blackwell, more Russian ships are now operating in America's for­ eign trades than are American-flag ships. In other words, the United States is now more dependent on the Soviet fleet for movement of our commerce than on our own flag fleet. The SIU believes that this is an in­ This letter is to express my thanks to the SIU for the $10,000 college tolerable situation—and a situation scholarship awarded to me last month. 1 will be attending Eastern Mennonite College in Harrisonburg, Va. for my pre-medical studies. that Congress must remedy soon be­ Before receiving the scholarship, my parents had been concerned about fore our dependence on the Russians college funds for myself and my twin sister, who will be attending the becomes irreversible. same college. Our prayers, though, were answered concerning this need. In all fairness to Congress, a bill is 1 understand that receiving a scholarship such as this entails many re­ moving through the House of Rep­ sponsibilities. With this in mind, I will strive to achieve the goals I have set for myself concerning the medical profession. Again, I wish to thank the Union for awarding me such an honor. Sincerely, SIgmund Seller Blenheim, N.J. Like a hungry shark that hasn't eaten in a week, the Soviet merchant fleet is devouring ever increasing chunks of America's foreign liner cargoes. When U.S. ports were first re­ opened to Russian ships in 1971, the Soviets embarked on an aggressive Scholarship Winner Thanks SlU Editor, LOG 675 Fourth Ave., Brooklyn, N. Y. 11232 Change of Address Or New Subscriber July, 1978 LOG Official Publication of the Seafarers international Union of North America, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO Vol. 40, No. 7 Executive Board Paul Hall I would like to receive the LOG—please put my name on your mailing list. resentatives aimed specifically at halting the growing Russian threat. It is known as the ControllecLCar-?. rier Bill. It was marked up late last month by the House Merchant Ma­ rine and Fisheries Committee. No date has been set, though, for action by the full House. The bill, itself, is aimed at rates. The Russians, and other state owned fleets, have been able to corner so much of the U.S. trade market by of­ fering rates way below conference levels. American operators and other national flag fleets simply can­ not compete against these rates. The Controlled Carrier Bill, would force the Russians to raise their rates to a comparable level with accepted conference liner rates. The bill also empowers the Fed­ eral Maritime Commission to sus­ pend for a maximum of 180 days any rates that are not found to be "fair and reasonable." In other words, the FMC could ban Russian ships from a certain trade for non-cooperation on the rates issue. The SIU feels that the Controlled Carrier Bill is a good one. We have nothing against fair competition, be­ cause we feel that American liner companies can compete with foreign lines which must make a profit to exist. But the Communist bloc stateowned fleets care nothing about profit. The motive behind their mer­ chant marine buildup is the accumu­ lation of hard foreign currencies and, more importantly to them, po­ litical leverage over the U.S. The Controlled Carrier Bill is by no means the answer to all the U.S. maritime industry's problems. In fact, we are convinced that Amer­ ica must adopt a totally new na­ tional maritime policy which will in­ sure U.S. flag ships a significant share of all cargoes. But for the time being, the Con­ trolled Carrier Bill is a step in the right direction to return a fair com­ petitive spirit to the nation's foreign liner trades. The SIU urges swift adoption of this measure. President Frank Drozak {Print Informallon) Joe DiGiorgio Executive Vide President Earl Shepard Vice President NAME Cal Tanner Secretary-Treasurer Vice President Lindsey Williams Vice President ADDRESS UlOa NESl CITY STATE ZIP. Ray Bourdius Soc. Sec. # Bk # ./ TO AVOID DUPLICATION: If you are an old subscriber and have a change of address, please give your former address below or send mailing-label from last issue received. ADDRESS 18 / LOG / July 1978 389 James Gannon Editor SIU members please give: CITY V" STATE ZIP. Assistant Editor Marcia Reiss Assistant Editor Edra Ziesk Assistant Editor Mike Gillen Assistant Editor Frank Cianciotti Photography Dennis Lundy Marie Kosciusko Administrative Assistant George J. Vana Production/Art Director Photography Published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage paid at Brooklyn, N.Y. �OUTER CONTINENTAL SHELF BILL OfficijI Puhlicjtion o( (he Scafjrcts Innrnalioiul Union • Alljniic, C.ull, I LOG jnil Inland Walin OrMricI • A( L CIO I Spedal Supplement JULY 1978 Hire American Provision Wins Support of House-Senate Confab: Victory for Maritime Labor A House and Senate Conference on July 20 voted overwhelmingly to re­ quire that vessels and equipment work­ ing the U.S. Outer Continental Shelf be' manned and crowed by American work­ ers. The House conferees adopted the 'Hire American' provisions by a unani­ mous voice vote. The Senate conferees voted 6-2 to support the bill. As adopted, the bill will require that American equipment must be manned and crewed by U.S. citizens. In addi­ tion, equipment that is owned 50 per­ cent or more by foreign nationals must be manned American to the extent that the foreign nation favors its own work­ ers on its outer continental shelf. The 'Hire American' provisions of the OCS Bill set some important prece­ dents for American workers—including Seafarers. What the bill does is to guarantee— for the first time—the right of Ameri­ can workers to participate in the job of developing the resources of American technology. Congress has, in effect, put the multi­ national oil companies on notice that they can no longer expect a free ride by exploiting American resources and at the same time exporting American jobs overseas. It was a little more than a year ago that the Senate first adopted its version of an Outer Continental Shelf bill. That version of the bill made no provisions for protecting the rights of American workers to participate in the develop­ ment of America's offshore resources. Then, in February 1978, the House passed its version of the bill (H.R. 1614). During hearings and committee consideration of the House bill, a Select House Committee on OCS added an amendment which was sponsored by Rep. Leo Zeferetti (D-N.Y.). It con­ tained the very important provisions re­ quiring U.S. documentation of offshore equipment; U.S. safety standards for offshore equipment; and jobs for Amer­ ican workers on U.S. offshore equip­ ment. Labor Fought Hard During this lime, the SlU—together with affiliates of the Maritime Trades Department of the AFL-CIO, and other AFL-CIO unions—formed the General Presidents' Offshore Construction In­ dustry Committee. This was to work toward ensuring that the final bill would contain provisions to protect and pro­ mote jobs for American workers. SlU President Paul Hall has been chairman of the Committee, and has worked actively within the AFL-CIO on behalf of maritime and construction workers whose jobs are directly in­ volved. As passed by the House-Senate Con­ ference, the Outer Continental Shelf Bill has to be considered as a sweeping victory for maritime labor. The 'Hire American' provision carries the imme­ diate potential of creating some 3,000 to 5,000 new jobs for Aitierican seamen and other workers aboard support and supply vessels and on the drill rigs themselves. Most importantly, the 'Hire Ameri­ can' provision sets an important prece­ dent in gaining Congressional recogni­ tion of the rights of American workers to participate in the development of our nation's energy resources. It is a prece­ dent that has strong application to the water transportation of America's energy needs. It represents a clear vic­ Rep. Leo Zeferetti Sponsored ^Hire American' Provision "fVe are, of course, primarily con­ cerned with extracting fossil fuels from the ocean floor. But, the interests of the American martime industry and Amer­ ican labor must also be of paramount concern. It makes sense to me to tie these national needs together in this bill." Rep. Leo C. Zeferetti (D-N.Y.) Congressman Leo C. Zeferetti has been a firm supporter of the U.S. Mer­ chant Marine and American maritime labor in his two terms as a member of Congress, and member of the House Merchant Marine and Fisheries Com­ mittee. It was Congressman Zeferetti who introduced the amendment to the Outer Continental Shelf Bill which guarantees the right of American workers to par­ ticipate in developing the resources of the American Outer Continental Shelf. Congressman Zeferetti was elected to the House in 1974 to represent the 15th Congressional District in Brook­ lyn, N.Y. He was elected to a second tory for American labor, and a signal defeat for the giant international oil in­ terests and their efforts to export the job opportunities of American workers. As this issue of the Log goes to press, the House-Senate Conference is wrap­ ping up the final sections of the OCS Rep. Leo C. Zeferetti term in 1976. In addition to being a member of the House Merchant Marine and Fisheries Committee, Congressman Zeferetti is also a member of the House Committee on Education and Labor; the Select Committee on Maritime Edu­ cation and Training; the Select Com­ mittee on the Outer Continental Shelf, and the Pension Task Force. bill. When the total bill is reported out of Conference, it will be sent to both the House and Senate for final approval of the compromises. Following that ac­ tion, the final draft of the bill will be sent to President Carter for his signa­ ture. ICongrcssional Htcorfl United States oyAmerica Vol. 124 PROCEEDINGS AND DEBATES OF THE 95 CONGRESS, SECOND SESSION WASHINGTON, THURSDAY, FEBRUARY 2, 1978 No. I I Following is the actual debate that took place on the floor of the House of Representatives last February concerning the ''Hire American'' provi­ sion in the House version of the OCS bill. As shotvn in this debate, a serious challenge to remove the *Hire American' provision was soundly defeated. OUTER CONTINENTAL SHELF will be Americans or legally admitted LANDS ACT AMENDMENTS OF 1977 aliens with proper work visas. Likewise, a Mr. MURPHY of New York. Mr. prohibition against foreign-flag vessels and Speaker, I move that the House resolve drilling units on the OCS is unnecessary. itself into the Committee of the Whole America currently produces approxi­ House on the State of the Union for the mately 80 to 90 percent of the world's oil further consideration of the bill (H.R. and gas production equipment, and, thus, 1614) to establish a policy for the man­ the predominance of equipment and ves­ agement of oil and natural gas in the sels used on OCS lands will undoubtedly Outer Continental Shelf; to protect the be American. According to Offshore Rig marine and coastal environment; to amend Data Services of Houston, Tex., of the 141 the Outer Continental Shelf Lands Act; drilling units currently on the American and for other purposes. OCS, 124 were built in the United States, The SPEAKER pro tempore. The ques­ 4 were built in U.S.-owned yards overseas, tion is on the motion offered by the gen­ and only 13 were constructed in foreign tleman from New York (Mr. MURPHY). facilities. The motion was agreed to. Second, Mr. Chairman, section 31 IN THE COMMITTEE OF THE WHOLE would serve to protect a market that needs Accordingly the House resolved itself no protection at the cost of inviting re­ into the Committee of the Whole House taliation by other countries. The embassies on the State of the Union for the further of Great Britain, Norway, and the Euro­ consideration of the bill H.R. 1614, with pean Communities have protested the pro­ Mr. NATCHER in the chair. visions of section 31 and have noted that The Clerk read the title of the bill. their governments are under considerable The CHAIRMAN. When the Commit­ pressure from labor and industry to in­ tee rose on Wednesday, February 1, 1978, stitute similar "buy and hire national" .etitle II was under consideration and pend­ strictions in the North Sea oilfields. The ing was an amendment offered by the gen­ Department of Commerce reports that tleman from New York (Mr. MURPHY) 1977 U.S. exports of oil field machinery and a substitute amendment offered by the amounted to $2.7 billion, while imports of gentleman from Ohio (Mr. WHALEN). such products were insignificant. These The gentleman from Ohio (Mr. WHAL­ factors lead me to believe that protective EN) is now recognized for 5 minutes in restrictions such as those contained in the support of his substitute amendment. provisions of section 31 cannot be justified (Mr. WHALEN asked and was given on the basis of the needs of American in­ permission to revise and extend his re­ dustry or American workers, and in fact marks.) could lead to retaliatory measures by other Mr. WHALEN. Mr. Chairman, this nations to the detriment of an important amendment would delete section 31, U.S. export market. which would require U.S. documentation, Third, section 31 is contrary to current registry, and employment of U.S. na­ U.S. multilateral efforts to liberalize trade tionals for OCS facilities and vessels. Al­ through a variety of international organi­ though section 31 purports to maximize zations, including the multilateral trade U.S. employment and use of American negotiations (GATT), the Organization for equipment in OCS operations, it would Economic Cooperation and Development, accomplish neither of these legitimate and the International Energy Agency. In goals but could invite retaliation by other addition, the United States is actively en­ countries against U.S. nationals working gaged in bilateral talks with individual overseas and against a major export mar­ countries to open foreign markets to our ket for American products. Mr. Chair­ exporters to a much greater degree than man, I advocate deletion of section 31 for present. Adopting the restrictive measures three reasons; of section 31 while these negotiations are First, section 31 would not increase the taking place would seriously hamper our number of Americans working on the OCS efforts and would be viewed by other or the amount of U.S.-produced equip­ countries as a shift by America toward in­ ment used in OCS development. There is creased protectionism. As Charles L. no evidence that large numbers of aliens Schultze, Chairman of the President's are or will be employed in coastal drilling Council on Economic Advisers, warned operations. Rather, economics and logis­ recently in the Council's annual report to tics dictate that while operating off U.S. the President, the world and U.S. econocoasts, the vast majority of crew members Continued on next page �Sen. Henry Jackson (D-Wash.) United States America Vo/. 124 Sen. Frank Church (D-Idaho) Sen. J. Bennett John.ston (D-La.) Sen. James A. McClure (D-Idaho) Congressional "Recorcl PROCEEDINGS AND DEBATES OF THE 95'^CONGRESS. SECOND SESSION WASHINGTON, THURSDAY, FEBRUARY 2, 1978 Continued from preceding page mies could be seriously harmed by pro­ tectionism and the resultant slump in in­ ternational trade. Section 31 is unnecessary and counter­ productive. It is opposed by the adminis­ tration, including the Department of State and the Department of the Interior. A similar proposal was rejected by the House during consideration of the OCS bill in 1976, and no "preference America" lan­ guage is contained in the OCS legislation that was passed by the Senate last year. 1 strongly believe that section 31 is not in the best interests of the United States and I urge you to support my amendment to delete it from H.R. 1614. Mr. CONABLE. Mr. Chairman, will the gentleman yield? Mr. WHALEN. I yield to the gentle­ man from New York. Mr. CONABLE. I thank the gentleman for yielding. I strongly support the position the gen­ tleman is taking. It seems to me this is absolutely the worst time to try to enact a measure of this sort. The measure would be anticonsumer, and in my view it would be cutting off our nose to spite our face. We have a tremendous stake in the export trade, particularly of the type of high technology items we are here considering. (Mr. CONABLE asked and was given permission to revise and extend his re­ marks.) The CHAIRMAN. The time of the gen­ tleman has expired. At the request of Mr. ZEFERETTI, and by unanimous consent, Mr. WHALEN was allowed to proceed for 2 additional min­ utes. ) Mr. ZEFERETTI. Mr. Chairman, will the gentleman yield? Mr. WHALEN. I yield to the gentle­ man from New York. Mr. ZEFERETTI. I thank the gentle­ man for yielding. I have before me some offshore mobile drilling construction orders for the years 1978 through 1979, and in them there are some 12 rigs under construction that are being built by Finland, by Spain, by the Netherlands, by Nova Scotia, by Scotland, No. 11 by Singapore, and by Japan. I also have before me an assessment of the impact on the maritime industry, an assessment of offshore industry and a paragraph which I would like to bring to the gentleman's attention. In it it says that— One of the most apparent changes has occurred in the offshore oil and gas indus­ try where once the United States was vir­ tually alone in technological development, rig and platform fabrication and offshore production ... of 171 rigs constructed prior to 1970, 71 percent were built by yards in the United States, 16 percent were built in other parts of the world. Since 1970, 272 rigs have been delivered or are on order, and of this number the U.S. will have produced only 34 percent, Europe 28 percent, and the rest of the world 38 percent. With the growth in North Sea activity, Europe has assumed a place of leadership in semisubmersible construc­ tion and concrete structures. For that reason I have to oppose the gentleman's striking that section. Mr. WHALEN. I think that the funda­ mental issue was discussed last night when the gentleman from New York's (Mr. MURPHY) amendment was introduced. That is the effect that protection legisla­ tion of this kind will have in the long run. If we adopt protective legislation, certainly we are gong to see retaliation by our trad­ ing partners abroad. What is going to hap­ pen is that even while we enjoy this lead, we are not going to be able to take advan­ tage of it economically because we will be frozen out of these other areas. So for this reason I again would stress that section 31 be deleted from the bill. The CHAIRMAN. The time of the gentleman has expired. (At the request of Mr. MURPHY of New York, and by unanimous consent, Mr. WHALEN was allowed to proceed for 1 additional minute.) Mr. MURPHY of New York. Mr. Chairman, will the gentleman yield? Mr. WHALEN. I yield to the gentle­ man from New York. Mr. MURPHY of New York. I thank the gcitiicnsan for yielding. The longrange trend of dumping in the United States by different foreign countries is Sen. Dale Bumpers (D-Ark.) *5en. James Abourezk (D-So. Dak.) probably highlighted by Japan and the auto industry. I think as of now there are over 1,200,000 cars coming into the U.S. market, and I think we have put about 1,100 cars into the Japanese market. That is the type of reciprocity that we are deal­ ing with on an international basis. I think the gentleman from New York (Mr. ZEFERETTI), just pointed out that same trend is now established in the con­ struction on our own Continental Shelf. Mr. WHALEN. If I may just respond to the gentleman's comments, he has of course broadened the scope of my discus­ sion. It seems to me that the negotiations that are taking place right now in the fora to which 1 previously have referred hope­ fully will resolve some of these protection­ ist attitudes on the part of Japan and other countries. But if we become involved our­ selves in those very same practices it is very evident we are not going to amelio­ rate the problem to which I have referred. The CHAIRMAN. The time of the gen­ tleman from Ohio has expired. (On request of Mr. DUNCAN of Oregon, and by unanimous consent, Mr. WHALEN was allowed to proceed for 1 additional minute.) Mr. DUNCAN of Oregon. Mr. Chair­ man, will the gentleman yield? Mr. WHALEN. I yield to the gentle­ man from Oregon. Mr. DUNCAN of Oregon. Mr. Chair­ man, I commend the gentleman from Ohio for his remarks and I must say philosophically I am in complete agree­ ment with what the gentleman from Ohio has said. Also I am in accordance with the American building of these rigs but I am not in a position to support the gentleman 100 percent. I must emphasize to the House that this Nation is a trading nation and the opportunity we have at the pres­ ent time to recover from the very unfavor­ able balance of trade depends on our con­ tinuing to be a trading nation. The gentleman from New York, the chairman of the committee, raised the question of unfair trade practices, dump­ ing, and the gentleman in the well I think correctly distinguishes between that situa­ tion and the one we are faced with here today in the OCS bill. 1 agree that foreign trade must be a two-way street and 1 have supported the administration's move to stop the unfair trade and the dumping of Japanese products in this country. I think this House has likewise generally been supportive of the efforts to have fair free trade in the textile industry, but that is not what we arc talking about here. American rigs are all over the world and what we can expect from the passage What the Bill Means To American Workers When the House and Senate Confer­ ence voted July 20 to suport the amend­ ment which requires U.S. documenta­ tion of offshore rigs and vessels, U.S. safety standards, and hiring of Ameri­ can workers—Congress made it clear to the multinational oil companies that Americans were going to participate in the development of American technol­ ogy and American resources. Here is what the bill provides: DOCUMENTATION. Any vessel, rig, platform or other structure built or rebuilt more than one year after the ef­ fective date of such regulations (result­ 20 / LOG / July 1978 ing from this bill), which are used on the U.S. Outer Continental Shelf must be documented under the. laws of the United States. CONSTRUCTION STANDARDS. Any vessel, rig, platform or other struc­ ture engaged in Outer Continental Shelf activities must comply with design, con­ struction, alteration and repair stand­ ards established by the U.S, MANNING. Any vessels, rig, plat­ form or other structure used in Outer Continental Shelf activities more than one year after the effective date of these regulations must be manned or crewed by citizens of the United States or by aliens lawfully admitted to the U.S. for permanent residence. In addition, where any of the off­ shore equipment is owned 50 percent or more by a foreign nation, the Ameri­ can manning and crewing requirements will only apply when that foreign nation has implemented by its own laws or regulations a policy for a national man­ ning requirement for its citizens on equipment operating on that foreign nation's continental shelf. of the legislative change the chairman is endorsing from his own bill is reciprocity that will drive our rigs from the drilling sites all around the world, to the great deprivation and ultimate deprivation of labor in this country. I thank the gentleman for yielding. Mr. WHALEN. I thank the gentleman for his comments. Mr. STEIGER. Mr. Chairman, will the gentleman yield? Mr. WHALEN. I yield to the gentle­ man from Wisconsin (Mr. STEIGER). Mr. STEIGER. Mr. Chairman, I ap­ preciate very much my colleague, the gen­ tleman from Ohio, yielding. **What we are doing here is saying: Let American men and women have the jobs that are vital to this nation on our Outer Continental Shelf.'' Rep. John Murphy (D-IS.Y.) I would have to say I hope that the House does not make a decision on an is­ sue of this kind by trying to follow the logic of our friend, the gentleman from New York (Mr. MURPHY.) So far as I know there has never been an accusation made that these are dumped rigs that are competing with American rigs in the Outer Continental Shelf, nor is this an issue with the automobile industry. And, yes, the Japanese have a track record which indicates that they are less than willing to allow American products to come into Japan as we allow the Jap­ anese products to come in, but that is no reason to adopt section 31 with the Mur­ phy of New York amendment. It is one thing just to send Bob Strauss to see Min­ ister Uishiba or to see people in Britain and Malaysia or Hong Kong or Taiwan or anywhere else and it is another thing when the House of Representatives acts up and decides to accept this kind of clearly pro­ tective measure. We cannot have it both ways and we cannot argue that we ought to be trying to tear down the unfair bar­ riers that exist abroad when we are en­ acting barriers in the United States. The CHAIRMAN. The time of the gen­ tleman from Ohio has again expired. (On request of Mr. FRENZEL, and by unanimous consent, Mr. WHALEN was al­ lowed to proceed for 2 additional min­ utes.) Mr. STEIGER. Mr. Chairman, will the gentleman yield? Mr. WHALEN. I yield to the gentle­ man from Wisconsin. Mr. STEIGER. Mr. Chairman, I will say that is the reason the Whalen amend­ ment ought to be adopted. Then we have a fair shot at attempting to try to deal on a negotiated basis in a multinational set­ ting; but it clouds the issue and is exceed­ ingly shortsighted to adopt what is recom­ mended by the committee. Mr. FRENZEL. Mr. Chairman, will the gentleman yield? Mr. WHALEN. I yield to the gentle­ man from Minnesota. (Mr. FRENZEL asked and was given permission to revise and extend his re­ marks.) Mr. FRENZEL. Mr. Chairman, I want to congratulate the gentleman for making the amendment that I wanted to make my­ self. The gentleman has articulated cor­ rectly, and forcefully, that America is a trading nation. The combination of our ex­ ports and imports amount to now some­ thing over 12 percent of our gross national product. Our ability to provide for the general welfare of our people in the future will de­ pend on our ability to compete interna­ tionally. We are no longer an isolated country. If we lock up our markets to for­ eigners, that will simply lock up their mar­ kets to us. Certainly in this field, drilling, we have more to lose than in most areas because we get the lion's share of the drilling con­ tracts abroad. It will be a dreadful mistake to do anything other than pass the amend­ ment of the gentleman from Ohio. Mr. WHALEN. Mr. Chairman, I think the gentleman from Minnesota has effec­ tively defined the issue. �Mr. MILLER of California. Mr. Chair­ man, I rise in opposition to the amend­ ment. Mr. Chairman, it is with some difficulty that I speak in opposition to the amend­ ment, because I think many of the things people have said about this country being a trading nation and about this country depending on its trading partners is true; but one of the things I think is very trou­ bling is that we have seen while the United States has resisted protective actions, we have seen a steady encroachment on jobs of American citizens. 1 represent an area, the San Francisco Bay area, which is directly involved in the production of offshore oil rigs and let me tell you that the west coast steel industry is deeply concerned about our accelerated leasing program and the demand for rigs continues. The fact is that the Japanese are building these with Government sup­ ported steel and we cannot compete. We know they have a superior product, be­ cause they just built one of the largest rigs in the world now drilling off of Santa Bar­ bara in excess of 800 to 1,000 feet of water. I share the concern of the gentleman from Louisiana that some of the residents of the gentleman's State and the residents of the State of Texas may be called back from duty overseas; but the steelworkers in the west coast would like to share in this bountiful bill. The boilermakers would like to go to work. The carpenters would like to go to work. They have a possibility of doing that, not in my district, but at Mare Island and over in Oakland to work on these rigs, to assemble and build them. We see policies by Norway and Britain that the goods and services be purchased in their respective countries. I do not see anything inconsistent in having Mr. Strauss go and negotiate with these things in mind. I just think this is a rational statement that when we develop America's resources that American citizens, American job­ holders, have a right to participate. It still sticks in the craw of-the American people that Alaska oil was brought through our pipelines built with Japanese steel. I think we have a right when we de­ velop our resources to say that all the cross segments of our society will partici­ pate in the development, participate in the construction, participate in the manning, knowing they are working under proper safety regulations. I think that is what this amendment really does. There are excep­ tions to the amendment offered by the gen­ tleman from New York (Mr. MURPHV) to see that if the goods are not available, if a specific good is not manufactured here, you can go elsewhere; if it-will cause a delay, you can go elsewhere. If they are in short supply, you can go elsewhere; but where we have the capability to make steel in California and we have the capability to asemble it in California and we have the technology to man these rigs, let me say that our first priority ought to be to carry out that policy. I think it is very clear that in the tours of this committee overseas we have heard time and again that the only game in town is American technology and management; so I (Jo not think the adoption of the Mur­ phy amendment will cause the adverse effects that have been mentioned. If they do we can come back and examine this policy. If the trade negotiators or Mr. Strauss tell us we are ineffective, we can come back and reexamine it. But, why should we not make a state­ ment of this Congress as to the ability of the American people to participate in what is supposed to be the bounty of this coun­ try, in the development of these resources foi; the good of this country, so that they can go to work and have jobs? Mr. DUNCAN of Oregon. Mr. Chair- "Whaf we are doing is simply re­ quiring that the johs generated by the development of America's offshore oil and gas resources go to American workers to the fullest extent possible." Senator James McClure (R-ldaho) man, will the gentleman yield? Mr. MILLER of California. I yield. Mr. DUNCAN of Oregon. I cannot totally disagree, and the gentleman enun­ ciates, I think, a very popular viewpoint that will have a great deal of appeal to the people of the country, including the working people. But, I would ask the gen­ tleman to take a look at what happened to American intercoastal shipping under the Jones Act, intended to protect Ameri­ can shipping and American seamen's jobs. The experience of this country and virtu­ ally every other country in the world that has experimented with cabotage laws of this sort, which are intended to protect and furnish jobs, has inevitably been one of failure. I have personally tried to find inter­ coastal shipping on which to ship large cargoes from one coast to the other. It is just impossible. Intercoastal shipping, which has been protected by the Jones Act for years, just does not exist. The CHAIRMAN. The time of the gentleman from California has expired. (By unanimous consent Mr. MILLER of California was allowed to proceed for 2 additional minutes.) Mr. MILLER of California. I am not an authority on the Jones Act, but I sus­ pect that my chairman may very well be. If you had trouble with the Jones Act, let me tell the gentleman what happened in my district. Five hundred yards down the road from the existing Antioch Bridge, there is the American Bridge Co. They bid on a new highway bridge and lost the bid to Japanese steel. It was constructed and assembled in Japan; it was taken apart and shipped to Antioch, and is being assembled, and jobs were lost at American Bridge. We have sat around, we have seen these things. We have asked them to please not do it, but we have not taken firm and tough actions to protect these jobs. Mr. DUNCAN of Oregon. I agree with the gentleman on that problem he had with his bridge, and I think that situation prevails as a result of unfair trade dump­ ing of Japanese steel. Our Government has moved to correct that. We may have to take even stronger action, but I suggest that that is a really different proposition than the one we are facing here today. Mr. MILLER of California. I would respectfully disagree with..the gentleman. Mr. MURPHY of New York. Mr. Chairman, will the gentleman yield? Mr. MILLER of California. I yield to the chairman. Mr. MURPHV of New York. On the question of the Jones Act, 1 frankly do not see its relevance in this debate. The Jones Act was one of the first laws passed by the original Congress for one specific purpose, which was to insure that there was a shipbuilding industrial base, as well as an American-flag merchant marine. Since the passage of that act we have seen development of the inland waterways of America; the railways of America; the land-bridge concept. We have seen a vast change in the Interstate Highway System and various competitive modes of trans­ portation. What the Jones Act does today—and it is just as viable as it ever was—is to insure that our intercoastal trade is done in American-flag ships, and done by ships built in America. The CHAIRMAN. The time of the gen­ tleman from California has again expired. (On request of Mr. MURPHY of New York and by unanimous consent Mr. MILLER of California was allowed to pro­ ceed for 2 additional minutes.) Mr. MURPHY of New York. The fact that we have a dynamic transportation industry, and the fact that cargoes do not move from New York to Miami by ship, but perhaps move by rail or by truck or some combination of modes, is not an indictment of the integrity and the intent of the Jones Act. The Jones Act is imper­ ative to America's security as well as its shipbuilding and industrial bases. What I think we are faced with here is a misunderstanding in the Congress as to the various—let us call it special interest areas. We have basically the opponents of Build and buy American being agri­ cultural interests. For some years, we have come, in this country, to the point where a vast amount of our overseas trade in­ volves our agricultural products, and we are trying to offset with this amendment because of an inbalance due to manu­ factured imports. I frankly do not see the relevance of Smoot-Hawley in this argument today. The history of that act was that it was passed in 1930. There were amendments made in subsequent Congresses in which the President was given power to engage in reciprocal trade agreements to reduce tariffs on certain products and by 1939 America's trade balance was right back to the balance that it was at pre SmootHawley. That act, I do not think, is rel­ evant to this debate. It was a tariff act. What we are doing here is plainly and simply stating that there is foreign com­ petition; that we have seen other coun­ tries enact very specific and strict special preferences on constructing or manning and using, not only in their oil and gas industry, but also in their other industries. What we are doing here is saying, "Let the U.S. industry build the equipment to be used on the U.S. Outer Continental Shelf. Let the Americans have the jobs in the construction on those platforms." The CHAIRMAN. The time of the gen­ tleman from New York. (Mr. MURPHV) has expired. (By unanimous consent, Mr. MURPHV was allowed to proceed for 1 additional minute.) Mr. MURPHY of New York. Let the American men and women have the jobs that are vital on the Outer Continental Shelf. In the amendment that we are trying to strike here, we have the safety valve that if items are scarce, we will go foreign for them. If there is a lack of competition, we can still go foreign. If there is a tech­ nology we do not have, we can still buy foreign. If some contingency in those areas develop, the safety valve is there. But let us not prejudice America's indus­ try and America's working men and women. Mrs. FENWICK. Mr. Chairman, I move to strike the requisite number of words. Mr. Chairman, we are not moving in just think that this is a rational statement that when we develop America's resources, that American citizens, American jobholders, have a right to participate." Rep. George Miller (D-Calif.) a good direction if we fail to support the Whalen amendment. That is the right step for this House to take. We know where the protectionist road leads—we tried this before, as was said yesterday—right down the path to the Smoot-Hawley tariffs and all of the problems and dislocations of international trade that we experienced before. Mr. Chairman, I will not take the time of this House because I think everybody has given their views, but I hope that we will seriously consider that we live in an interdependent world and we must com­ pete successfully in world trade. America can do it if we determine to do it, and this Whalen amendment leads us in that direction. Mr. BROWN of Michigan. Mr. Chair­ man, I move to strike the requisite num­ ber of words. Mr. Chairman, I have listened to this debate. It has been very interesting. It seems to me that the debate poses about three questions. To the opponents of the Whalen amendment, I would ask, cannot this administration deal with dumping under existing law; and, cannot this ad­ ministration successfully negotiate in the negotiations that are being carried on and accomplish fair and free trade worldwide with all nations? If you answer those questions "yes," which I assume you would have to do, then it seems to me that the final question is, do you insist that our industry have a preference that we do not agree other nations should have? Mr. MURPHY of New York. Mr. Chairman, will the gentleman yield? Mr. BROWN of Michigan. I yield to the gentleman from New York. Mr. MURPHY of New York. I frankly do not see the relevancy of whether we are talking about this administration or other administrations. We had this same debate in the last Congress under a dif­ ferent administration. We heard the same arguments. I think they are relatively Continued on next page House Conferees Rep. John Murphy (D-N.V.) Chairman Rep. John F. Seiberlinf; (D-Ohio) Rep. F.dwin B. Forsythe (D-N.J.) Rep. John Breaux (D-r.a.) Rep. Morris K. Udall (D-Ariz.) Rep. George Miller (D-Cal.) Rep. Gerry Studds ID-Mass.) Rep. Joshua Eilberg ID-Pa.) Rep. Don Young ID-Alaska) Rep. William J. Hughes ID-N.J.) Rep. Christopher Dodd ID-Conn.) Rep. Hamilton Fish, Jr. IR/C-N.Y.) July 1978 / LOG / 21 •i �ernments are providing massive subsidies Then they are going to retaliate and say to their national companies enabling them they will have to have all Norwegian to "dump" their rigs and platforms on equipment used in the North Sea. drilling companies at below cost prices. We are already way ahead in this area, What we are dealing with here is the and I say that by adopting this kind of future of a potential billion-dollar indus­ legislation we are going to end up hurt­ United Stitc* ML try employing over 8,000 workers—oneing ourselves. Right now we are way fl^Amerkt PROCEEDINGS AND DEBATES OF THE 95 CONGRESS. SECOND SESSION fifth of these workers are minority group ahead, and we should not be taking this members. In addition, thousands of other sort of step. 1 strongly support the amend­ No. I I WASHINGTON, THURSDAY, FEBRUARY 2, 1978 Vol. 124 jobs in supportive industries, many lo­ ment offered by the gentleman from Ohio cated in the inner city, are also at stake. (Mr. WHALEN). Continued from preceding page the Nation. I think a second factor has to One of the major arguments used by 1 think it is a step in the right direction. philosophical. The gentleman comes from be considered here, and that is this: Is the opponents of Mr. MURPHY'S amendment I would be supportive of it if 1 thought a State which has been severely impacted administration under the leadership of is that such a "build American" provision it would help, but this is one area in which by foreign imports, and the jobs of the Bob Strauss doing an effective job? would lead to "retaliatory" tactics by for­ we do not need any help. men and women in his State are at stake. My response is that from what I can eign governments. In fact, this provision, Mr. LAGOMARSINO. Mr. Chairman, What we are oiscussing here is the philo­ see, he is doing a very effective job, and I which would be phased in over a period will the gentleman yield? sophical question: Does the U.S. Congress do not think this strengthens his hand; of time so as not to affect the operations Mr. FORSYTHE. 1 yield to the gentle­ move to protect America's industrial this weakens his hand. 1 would prefer to of equipment already in operation off our man from California. base, America's products, and America's leave this kind of thing in the hands of coasts, is quite similar to laws already in Mr. LAGOMARSINO. Mr. Chairman, jobs? our negotiators. effect around the globe. In the North Sea, 1 thank the gentleman for yielding. This administration is moving properly Mr. CONABLE. Mr. Chairman, will I would like to endorse the statements for example, both Norway and Great Brit­ in the tariff areas. What we are doing here the gentleman yield? ain have such "build national" provisions made by the gentleman from Louisiana is to try to write rational regulations to Mr. SIMON. 1 yield to the gentleman (Mr. BREAUX). for their offshore equipment. protect America's manufacturers. from New York. Mr. Chairman, 1 have a substantial off­ While foreign nontariff barriers are car­ Mr. BROWN of Michigan. Mr. Chair­ Mr. CONABLE. Mr. Chairman, I ap­ shore rig building industry in my district; ried out by Government edict or policy, man, 1 would suggest that the gentleman preciate what the gentleman is saying. I and 1 know that at this time most of what the United States can only respond by is rather myopic in his view of interna­ think one of the things that should be set they produce is going overseas. I think that passing a law. The U.S. trade .system does tional trade. He is saying that if we take straight is the fact as to America's ability industry in my particular district would be not allow for unwritten policies or Gov­ measures of this nature for the specific to compete. very adversely affected should the Whalen ernment pressures to accomplish goals industry he wishes to protect that there For one thing, in 1976 only $23 billion amendment not pass. such as building offshore equipment in the will not be retaliation or if there is, the of our exports were in agricultural prod­ MI. Chairman, 1 think that if we are United States. retaliation will be against someone else's ucts; we exported $105 billion worth of concerned about what might happen in As an example of the problem, at the constituent industries and, therefore, since goods. We have a trade deficit, to be sure, the future we should take another look multilateral trade talks, the United States the retaliation is against someone else, that at this point, but if we were not import­ at this matter later. But let's not put has listed some 600 nontariff barriers in is all right, just do not affect my industry. ing oil, we would have a $15 billion trade .something in this bill that might have an Europe. These devices effectively protect I think that is about as myopic as one surplus. adverse effect. Europe's markets, particularly for agri­ can be, and I think the gentleman's amend­ So in terms of our ability to compete Therefore, Mr. Chairman, 1 urge the culture goods. ment is myopic. abroad, our ability to compete specifi­ adoption of the Whalen amendment. Beyond these barriers, the governments I support the Whalen amendment. cally in this field is well known, and our Mr. ZEFERETTL Mr. Chairman, will of Europe also effectively pressure their Mr. SIMON. Mr. Chairman, I move to ability to compete abroad generally with the gentleman yield? industries to help each other. For example, strike the requisite number of words. re.spect to industrialized goods is also Mr. Forsythe; I yield to the gentle­ British Government pressure is expected Mr. MURPHY of New York. Mr. demonstrable by the statistics themselves. man from New York. to be applied to the oil companies in the Chairman, will the gentleman yield? Mr. SIMON. Mr. Chairman, if I may Mr. ZEFERETTL Mr. Chairman, I North Sea to build a large firefighting ship Mr. SIMON. I yield to the gentleman ask my colleague, the gentleman from thank the gentleman from New Jersey in Briti.sh yards. from New York. New York (Mr, CONABLE) to remain at (Mr. FORSYTHE) for yielding. The United States does not have the Mr. MURPHY of New York. Mr. the microphone, 1 believe I am correct in In answer to the gentleman from Louis­ same type of system and thus to accom­ Chairman, I may be myopic, but that this—the gentleman is on the Committee iana (Mr. BREAUX), we are not talking plish the same result we must pass this myopia is probably heightened by the fact on Ways and Means and can verify this— about televisions and appliances; but per­ "domestic preference" legislation. that I happened to look at the deficit in the last decade the number of American haps we should be talking about the loss Those who argue that the provision passed on to this administration by the jobs dependent on exports has doubled; is of another industry which will be the steel violates free trade ignore the European last administration, and those billions of that correct? industry if we do not take some cogni­ system of government pressure and pol­ dollars in deficit happen to be because of Mr. CONABLE. That is correct. Ex­ zance of the fact that we need that kind icy that cannot be duplicated by our form the imbalance in our trade and the advan­ ports now account for about 8 percent of of industry in this country. of government. To say no such system tage of our so-called trading partners and our gross national product. Ten years Mr. Chairman, the people laid off exists abroad is to ignore foreign nontariff the advantage they have taken of the ago they accounted for a little less than throughout the country, who work in the barriers which are more effective than any United States, and this is an effort to de­ 4 percent. steel industry, should be alerted to the tariff or quota system. liver a message in one particular industry Mr. FORSYTHE. Mr. Chairman, I move fact that if we do stop building rigs here, We must also keep in mind the environ­ as to how we can correct it and protect to strike the requisite number of words. the same thing could apply to that indus­ mental impact of the "build American" the United States. Mr. BREAUX. Mr. Chairman, will the try as happened to the shoe industry, the amendment. At the present time, the rigs Mr. BROWN of Michigan. Mr. Chair­ gentleman yield? TV industry, and the like. 1 do draw an and platforms operating off our coasts man, will the gentleman yield? Mr. FORSYTHE. I yield to the gentle­ analogy, in considering this type of amend­ represent a dangerous threat to our waters Mr. SIMON. I yield briefly. man from Louisiana. ment, to the loss of those types of and marine life. The Murphy amendment Mr. BROWN of Michigan. Mr. Chair­ Mr. BREAUX. Mr. Chairman, I thank industries. would ease this environmental threat by man, I trust the gentleman understands the gentleman for yielding. Mr. Chairman, 1 rise at this time to add compelling U.S.-built rigs and platforms that approximately six reassessments have I would just like to try and put this my enthusiastic support to the amend­ to meet rigorous U.S. Coast Guard safety been made by this administration with re­ issue in perspective. I think it is very im­ ment offered by my colleague from New standards, greatly reducing the risk of spect to dumping, and I know of two dur­ portant for the Members to understand York. leakage and blowouts. ing the previous administration and within we are not talking about television sets At the present time, there are no re­ For these reasons, I implore my col­ the last few years. and we are not talking about Hondas and strictions on the national origin of the leagues to consider all of the factors in­ Toyotas being imported into this country. Mr. MURPHY of New York. Mr. equipment used on the Outer Continental volved in this complex issue. Opponents We are talking about putting up a screen Chairman, if the gentleman will yield, this Shelf and foreign-made rigs are free to claim that the amendment smacks of pro­ around ourselves, and it can only hurt. is a tool we can give Mr. Strauss to use operate—costing valuable jobs for Amer­ tectionism. I say that the overall purpose About 90 percent of all the oil and in his visits to Japan in trying to correct ican workers. of the Outer Continental Shelf legislation gas equipment being used around the en­ the dumping problem. This would give After spending the past few weeks in before us is to more fully exploit our own tire world is already American-made. Mr. Strauss a strong bargaining hand in our home districts, most of us know that natural resources in the OCS. We should Most of the men and women who are those negotiations. two of the biggest problems on the minds be certain that we maximize these benefits working in the offshore oil and gas indus­ Mr. SIMON. Mr. Chairman, I rise in of the American people are jobs and the to our own economy rather than the econ­ try are already Americans, not only off support of the Whalen amendment. economy. This amendment is directed at omies of foreign governments. Therefore, 1 do so, recognizing that my colleagues our own coast but all over the world. helping to alleviate both of those con­ I will vote in favor of the amendment and from the States of California and New cerns: It would not only generate jobs for Who do we think is the most populous I ask my colleagues to do the same. York are dealing with a fundamental prob­ shoreside workers and a.ssist U.S. maritime Nation working in the North Sea? It is The CHAIRMAN. The question is on lem, but 1 do not think this is the way workers in gaining employment, but the us. We have hundreds of thousands of the amendment offered by the gentleman to deal with that fundamental problem. work and payrolls generated by this activ­ men and women who are working, not from Ohio (Mr. WHALEN) as a substitute Smoot-Hawley is relevant, in that in ity would, no doubt, result in a "ripple only in our coastal areas already, but in for the amendment offered by the gentle­ 1930 we also had a very serious problem effect" that would spur the entire Amer­ the North Sea, off the coast of Indonesia, man from New York City (Mr. MURPHY). of unemployment, and so Smoot-Hawley ican economy. and off the coast of South America. We The question was taken; and on a divi­ came along. The thinking was, of course, are already at every possible advantage in Many of us take it for granted that the sion (demanded by Mr. FRENZEL) there that we would protect American jobs in working world-wide in the oil and gas United States almost totally dominates the were—ayes 22, noes 21. the process, but what we did was to hurt industry. offshore rig construction market. How­ the employment opportunities in this The only thing we are going to accom­ ever, figures indicate that we are rapidly Nation. plish by passing this amendment is this: losing a large share of that market to for­ Mr. MURPHY of New York. Mr. Let us just take a look at my own State, We would say to the members of Parlia­ eign competitors. We need only look at the for example. Caterpillar, one of the major Chairman, I demand a recorded vote. ment in Great Britain and the members massive layoffs that have taken place in exporters in the United States, u.ses about A recorded vote was ordered. of other legislative bodies that "By golly, recent years in the rig construction indus­ 90 percent American steel. As these trade The vote was taken by electronic de­ we are the only ones who can have the try, as well as the worsening condition of vice, and there were—ayes 118, noes 280, barriers ri.se. Caterpillar will be able to jobs," and then they will say that if Amer­ the steel industry and other related areas, not voting 34, as follows; buy less and less American steel. icans can say only Americans can work to understand the inaccuracy of that In the following roll-call vote, the International Harvester and John on those installations, then they are going notion. NAY represent a rejection of the "Whalen Deere, manufacturers of major propor­ to pass the same type of legislation. Then Just 5 years ago the United States en­ compromise" and a victory for the Zefcrtions in my State, face the same kind of it would only be British citizens who joyed nearly a 6()-percent share of the etti "Hire American" amendment. Thus, situation. would be working in the North Sea, and it offshore rig construction market. That fig­ the margin of victory for the "Hire Amer­ I am concerned about the rising tide of would be only Norwegians who would be ure has plummeted to merely a 29-percent ican" amendment was a resounding 280 protectionism that 1 .sense here on the floor working in the Norwegian area of the share of world rig orders. The reason for to 118. of Congre.ss and out among the people of this dramatic drop is clear: Foreign gov­ North Sea. CDngrEBsionalTRtcord RECORDED VOTE �OCEAN MINING JOBS AT STAKE IN SEA LAW CONFAB Labor Wants Bil/ to Scrfe9uarcf Jobs Against Unfavorable Treaty This is the 21st in a series of articles which the Log is publishing to explain how certain organizations, programs and laws affect the jobs and job security of SIU members. If you tell three different people a story in ex­ actly the same way, and then you ask those three people what the story was about, you'll probably get three different answers. The United Nations Conference on the Law of the Sea (UNCLOS) has the same problem. Ex­ cept, by the seventh session of the Conference, held in May, 1978, there were 145 countries trying to make their points heard. The Law of the Sea Conference first convened in 1958. The purpose of the talks has been to create a formal, international agreement govern­ ing the use of the oceans and their natural re­ sources. _ Over the years, the Conference has debated hundreds of issues, including: a 200-mile eco­ nomic zone; rights of passage through straits by military vessels and aircraft; problems of pollu­ tion of the seas; freedom of scientific research; fishing rights; national security considerations and defense requirements. Most of the arguments dealing with the move­ ment of ships on the oceans' surface have been resolved. Right now, exploitation of what lies below the surface is the not issue. Ocean Mining Thirty years ago, mineral rich nodules found on the ocean floor were an untapped resource. Today, these potato-shaped masses, which con­ tain manganese, nickel, copper and cobalt, are mineable. And they are worth as much as $3 trillion. Who will miije the minerals of the oceans and how the profits will be divided are the questions UNCLOS has been trying to resolve. U.S. mining companies have the technological know-how to retrieve the nodules. But UNCLOS is dominated by more than 100 newly independent third world countries that want a piece of the action. The third world countries don't have the technology or the money to undertake deep sea mining operations. But they constitute a majority of the voting nations of UNCLOS and want a Law of the Sea treaty that is to their advantage. The third world countries want the Conference to formalize a U.N. resolution on deep sea min­ ing. That resolution calls the mineral resources of the oceans "the common heritage of mankind" and goes on to say that exploitation of those minerals should benefit all nations, particularly developing nations. To achieve this, the Conference has agreed on the creation of a U.N.-governed International Seabed Authority which sets up an international mining company. The Authority's mining com­ pany would compete with private companies for deep sea mining rights. The Deep Sea Miner II, a converted drill ship, now mining the ocean floor, is about one-fifth the projected size of mining vessels that will be used when this new industry gets into full swing. • require the American government to indi­ rectly support through subsidies, mining opera­ tions which will compete with our own. And it would mean a tremendous loss of jobs to American workers—as many as 20,000 new jobs by the year 2000, according to the AFL-CIO. .Seafarers have a big stake in deep seabed min­ ing also. American seamen could crew the ore carriers which will be needed to carry the minerals back to shore. And the mining vessels themselves will carry two rotating crews of between 80 and 100 men per ship. So the labor movement, along with the mining Man American Clause Loss of U.S. Jobs Developing countries want the Authority to have absolute control over deep seabed mining. They want to use the technology of countries like the U.S. to mine deep sea minerals while channeling the profits back to the Authority for their own use. Obviously, there's something unfair about that arrangement. The U.S. mining companies don't like it. And American labor doesn't like it, either. The kind of international treaty the developing countries are looking for will: • force American companies to surrender their technology; • give political control over ocean resources to the third world; companies, is pushing for bills in both the House and the Senate which will create national legisla­ tion governing deep seabed mining. The bill currently on the floor of the House is co-sponsored by Rep. John Murphy (D-N.Y.) and Rep. John Breaux (D-La.). It will allow U.S. companies to begin mining operations and pro­ tect them if an international treaty is ratified which would threaten their claims. It contains a "grandfather" clause, which means that if an international Law of the Sea treaty is ratified after U.S. companies have begun to mine, their claims are still valid under the na­ tional legislation. The bill also includes provisions for a revenue sharing fund. While U.S. mining companies are operating under national legislation, a certain percentage of their profits would go into the fund. This fund would then be turned over to the Inter­ national Seabed Authority if an international treaty is passed. Research vessels use a simple dredge bucket and line to bring up samples of the nodules. The SIU wants the legislation to insure that both the mining vessels and ore carriers used in seabed operations are U.S.-registered, and manned by American seamen. The bill is expected to come up for a vote later this month in the House and by the end of the summer in the Senate. If it passes, the first U.S. ocean mining vessel will begin operations in the fall. The U.S. supports the concept of an interna­ tional Law of the Sea treaty. Elliot Richardson, the U.S. envoy to the Law of the Sea Conference, called the Conference a vital effort "to construct a framework of international cooperation in the oceans." But the U.S. can't agree to a one-sided treaty that favors third world countries while robbing American workers of Jobs and American compa­ nies of needed mineral resources. When its last session ended, the Law of the Sea Conference was deadlocked on the ocean mining issue. The Conference is scheduled to resume in New York in August, but it's anybody's guess whether any progress will be made. July 1978 / LOG / 23 �Erna Elizabeth Brings Alaskan Oil To Houston, Via Panama Canal The fanfare that greeted the opening of the Alaskan oil pipeline last year is over. But since that historic event, ships like ihe Etna Elizabeth have been quietly carrying on the real work of bringing America's newest energy supply into U.S. factories and bomes. The SlU-contracted, 35,000 ton tanker was the first ship to bring Alaskan crude to the East Coast. She is now on a regular run picking up the oil at the Panama Canal and delivering it to terminals in Houston. The Log met the Erna Elizabeth early last month docked at a terminal on the Houston Ship Canal. Loading stores for the return half of the 15 day round trip run, her crew had good reports to make on the voyage from Panama. It included time for shark fishing and Bar-B-Q's on the stern, they said. ' '5s*» The Erna Elizabeth (Hudson Waterways) sailed out of the Houston Ship Channel last month on her way to pick up another load of Alaskan crude at the Panama Canal. Loading stores in preparation for the return trip from Houston to Panama are {!. to r.) AB s Lorenza Alvarado and Charles Davis. It's Your Move ... Getting lunch ready while the ship prepared to sail are (I. to r.) Steward/Cook A. Hollings and Chief Cook Richard Sessions. Tug Seahawk Crewed By SIU MAKE IT IN THE RIGHT DIRECTION Make your move toward good pay, excellent working conditions, a secure future. Enroll now in the LNG Course at HLS. Next class starts September 18. See your SIU Repre­ sentative or contact the Harry Lundeberg School, Vocational Education Department, Piney Point, Maryland 20674. 24 / LOG / July 1978 Some of the SIU crew on the brand new tug Sea Hawk, operated by Allied Towing of Norfolk, Va., gather for pix in galley. They are, from the left: George Reynolds, able seaman; Robert O'Neill, captain; Gerald Houts, mate, and Buck Dunning, cook. The Sea Hawk, the most powerful tugboat in Allied Towing's 21 boat fleet, was recently delivered to this SlU-contracted company in Nor­ folk, Va. The newly built tug has 4,200 hp. She will push a 100,000 barrel tank barge on ocean voyages, including intercoastal runs. Coming up in August is a trip from Norfolk to Seattle, through the Panama Canal, to deliver chemicals and asphalt. Allied's fleet is presently split be­ tween inland, coastwise and ocean going runs. But bigger boats and bigger barges for oceangoing use are the company's main plan for the future. �TowerJng Festival for July 4 Notice to Members On Skipping Procedure When throwing in for w ork dur­ ing a Job call at any Sli; Hiring Hall, members must produce the following: • membership certificate • registration card • clinic card • seaman's papers • valid, up-to-date passport In addition, when assigning a job the dispatcher will comply with the following Section 5, Sub­ section 7 of the SI Li .Shipping Rules: "Within each class of seniority rating in every Department, prior­ ity for entry rating jobs shall be given to all seamen who po.ssess Lifeboatnian endorsement by the United States Coast (iiiard. The Seafarers Appeals Hoard may waive the preceding sentence when, in the sole judgment of the Board, undue hardship will result or extenuating circumstances war­ rant such waiver." Also, all entry rated members must show their last six months discharges. Further, the Seafarers Appeals Board has ruled that "C classifica­ tion seamen may only register and sail as entry ratings in only one department." ... To know marino electrical maintenance. Why? Because these skills mean job security for you. The more you know, the more you're needed in the maritime industry. So, contact HLS or your SlU Representative. Sign up for the marine electrical maintenance course. In just six- weeks, you'll learn new skills and advance your career as a professional seafarer. Enroll new. Learn more • Earn more It's a good idea The Twin Towers of New York's World Trade Center provided a backdrop for Harbor Festival '78, which took place over the July 4 weekend. New York Harbor was alive with a vast array of vessels ranging from sailboats, such as those pictured above, to pennant decorated schooners, pilot boats, dredges, ocean liners and water-spewing fireboats, plus the usual assortment of ferries, excursion boats, lighters, and deep-sea cargo ships proving, beyond a doubt, that New York Harbor is far from deadi Unemployment Rate Dips to 5.7% for June, Lowest in 4 Years WASHINGTON, D.C. The country's jobless rate dropped sharply to 5.7 per­ cent in June, it's lowest unemployment rate in faur years and the fifth monthly decline of this sort in 15 years. The June rate was a healthy four 'tenths of a percentage point below the May rate of 6.1 percent. Most of the im­ provement occurred among teenagers. AFL-CIO President George Meany termed the substantial decline in the na­ tion's unemployment rate last month "heartening news." He added "it demon­ strates the effectiveness of targeted pro­ grams to provide jobs, particularly among teenagers," Meany noted that of the 2-million new jobs reported in June on an unad­ justed basis, 1.4-million went to teen­ agers. He called this a "tribute to the Carter Administration's new youth em­ ployment program.-" Meany said the trend must be sus­ tained "if the nation is at long last going to achieve full employment." Teenagers'jobless rate tumbled to an adjusted 14.2 percent last month from 16.5 percent in May. However, the rate among black youth remained very high, 37.1 percent. The rate for white teen­ agers was 11.6 percent in June down from May's 13.8 percent. Chairman of the U.S. Council of Economic Advisers Charles L. Schult/.c declared that the unemployment rate among black workers, particularly among black youth, had not improved as much as it had among whites and was "obviously too high." More and more, Schult/e said, the data indicates that unemployment must be attacked by aiming policies at specific "structural" problems that are native to the economy and society. Administration officials said that at least part of the decline in unemploy­ ment could be attributed to Govern­ ment efforts, including the public serv­ ice and public works jobs programs. T Personals Personals Tommie Louis Beckham Please call the editor of the i.og collect at (212) 499-6600, ext.242. Felix Santiago Please call the editor of (he Log collect at (212) 499-6600, ext. 242. Thomas J. Bush Your sister, Gert ude E. Bush, asks that you contact her at 5133 Charles St., Philadelphia, Pa. 19124. John Norman Siitton Your daughter, Mrs. Patricia Sut­ ton Siler asks that you contact her at 4593 Union Road, C heektowaga, N.Y. 14225 or call (716) 6.33-5072. George McAlpine Nick Olen would like you to get in touch with him at 404 Cahot St., In­ verness, Fla. 32650. Ronald Gilman Swanson ^ Please call editor of the Log collect at (212) 499-6600, ext.242. William Kare Please call the editor of the Log collect at (212) 499-6600, ext.242. Nick Vrdoljak Please call editor of the Log collect at (212) 499-6600, ext. 242. DISDittIm Bepgrt Isr Greit lakes TfTXri? 1 lOTR JUiNLr 1-OU, \.yiO *TOTAL REGISTERED All Groups Class A Class B Class C TOTAL SHIPPED All Groups Class A Class B Class C **REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT Algonac (Hdqrs.) 37 9 2 41 37 1 45 14 7 2 32 9 10 1 6 1 3 0 30 58 87 lli 82 1^ ENGINE DEPARTMENT Algonac (Hdqrs.) ... : 24 11 2 29 28 STEWARD DEPARTMENT Alcotiolism disease Algonac (Hdqrs.) It can be treated. 0 0 11 13 ENTRY DEPARTMENT Algonac (Hdqrs.) i 2 24 48 30 0 0 Totals All Departments 87 68 i4 E 78 4 *"Total Registered" means the number of men who actually registered for shipping at the port last month. **"Registered on the Beach" means the total number of men registered at the port at the end of last month. July 1978 / LOG / 25 m �c - SlU Atlantic, Gulf, Lakes & Inland Waters United Industrial Woikers of North America PRESIDENT Paul Hall SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Frank Drozak VICE PRESIDENTS Earl Shepard Lindsey Williams Cal Tanner IfTXri? 1 an iOTQ lOU, ly/o *T0TAL REGISTERED All Groups Class A Class B Class C Port TOTAL SHIPPED All Groups Class A Class B Class C "REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT Boston 7 1 1 6 1 4 11 2 0 New York 123 16 3 119 48 37 132 11 2 Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston 11 32 9 12 25 Ill 39 46 15 42 8 90 4 4 1 0 3 19 4 4 2 8 2 12 1 2 7 3 1 4 1 0 1 3 0 9 9 23 12 13 14 84 39 49 14 49 17 84 9 11 4 5 8 45 10 10 7 15 5 25 1 4 7 1 1 12 2 1 3 4 2 12 20 44 18 8 33 146 53 51 3 4 2 0 4 13 4 7 0 0 2 1 0 4 2 0 9 126 1 10 0 12 0 3 2 i 0 o 0 2 24 3 0 0 0 4 0 1 0 0 573 83 36 534 230 91 742 73 24 0 30 0 4 2 1 0 3 1 1 0 3 2 5 3 124 20 35 9 10 33 99 55 60 23 33 11 87 6 47 2 12 1 2 7 21 16 8 6 8 2 15 0 6 0 1 0 0 0 5 0 1 1 1 0 5 0 Piney Point Yokohama Totals Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston ENGINE DEPARTMENT 1 105 10 10 8 9 21 69 29 42 12 29 9 56 4 37 2 10 3 4 5 14 13 6 1 7 3 13 0 4 0 1 2 0 0 1 0 1 0 0 0 4 2 87 6 16 9 5 11 66 27 32 10 29 9 62 2 55 4 5 6 7 5 25 7 9 4 11 8 23 Piney Point 0 6 0 0 23 0 0 0 Yokohama 0 1 0 1 1 0 2 1 0 419 129 13 372 195 52 604 154 20 Totals Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals STEWARD DEPARTMENT 2 55 4 5 11 0 1 9 6 0 0 4 0 10 Piney Point Yokohama Totals Totals All Departments 1 1 13 3 0 0 6 1 10 7 1 0 6 0 1 5 0 0 2 6 3 2 1 0 1 5 5 0 0 0 0 60 0 6 0 1 0 0 14 61 12 18 3 18 5 34 0 0 7 21 9 5 1 8 11 12 34 1 0 2 4 57 5 9 2 11 0 0 14 63 19 38 13 17 4 60 0 1 3 7 4 4 1 1 0 5 0 0 0 2 0 40 0 3 0 0 0 0 247 40 74 251 142 177 336 46 50 ENTRY DEPARTMENT 0 44 2 18 1 4 5 43 13 18 4 18 10 16 4 105 15 20 8 8 9 56 15 12 9 23 11 40 7 191 2 10 2 1 0 16 5 89 13 23 5 25 3 42 ,7 26 2 2 9 52 19 29 6 13 17 30 10 139 27 22 10 4 13 44 17 24 26 23 13 47 9 179 1 15 4 1 1 21 6 56 28 29 5 48 0 1 44 0 0 0 0 4 4 0 0 0 197 379 389 261 423 403 1,436 631 512 1,943 696 497 1,157 567 iio *"Total Registered" means the number of men who actually registered for shipping at the port last month. **"Registered on the Beach" means the total number of men registered at the port at the end of last month. 26/LOG/July 1978 3 71 2 12 14 14 54 12 23 7 15 3 35 0 0 Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston 1 0 0 59 23 83 6 2 1 9 3 2 550 HEADQUARTERS^ 675 4 Ave., Bklyn. 11232 (212) HY 9-6600 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-9375 ALPENA, Mich 800 N. 2 Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Mass 215 Essex St. 02111 (617) 482-4716 BUFFALO, N.Y 290 Franklin St. 14202 (716) TL 3-9259 CHICAGO, ILL. .9383 S. Ewing Ave. 60617 (312) SA 1-0733 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) MA 1-5450 DULUTH, Minn 2014 W. 3 St. 58806 (218) RA 2-4110 FRANKFORT, Mich P.O. Box D 415 Main St. 49635 (616) 352-4441 HOUSTON, Tex 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fia. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, NJ. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala IS. Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va 115 3 St. 23510 (804) 622-1892 PADUCAH, Ky 225 S. 7 St. 42001 (502) 443-2493 PHILADELPHIA, Pa. . .2604 S. 4 St. 19148 (215) D£ 6-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 PORT ARTHUR, Tex 534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif 1311 Mission St. 94103 (415) 626-6793 SANTURCE, P. R. . 1313 Fernandez, Juncos, Stop 20 00909 (809) 724-2848 SEATTLE, Wash 2505 1 Ave. 98121 (206) MA 3-4334 ST, LOUIS, Mo. . .4581 Gravois Ave. 63116 (314) 752-6500 TAMPA, Fia. 2610 W. Kennedy Blvd. 33609 (813) 870-1601 TOLEDO, Ohio 935 Summit St. 43604 (419) 248-3691 WILMINGTON, Calif. 510 N. Broad St. 90744 (213) 549-4000 YOKOHAMA, Japan . Yokohama Port P.O. .. . P.O. Box 429 5-6 Nihon Ohdori Naka-Ku 231-91 201-7935 West Coast Stewards Halls HONOLULU, Hawaii ... 707 Alakea St. 96813 (808) 537-5714 PORTLAND, Or 421 S.W. 5th Ave. 97204 (503) 227-7993 WILMINGTON, Ca. . .408 Avalon Blvd. 90744 (213) 834-8538 SAN FRANCISCO, Ca. 350 Fremont St. 94105 (415) 543-5855 �Converted Seo-Landers on Foreign Runs With SlU Crews Three of four newly converted Sea-Land containerships took on their SIU crews recently and are now participating in foreign runs. The SEA-LAND ADVEN­ TURER, presently nearing comple­ tion in a shipyard in Japan is the only vessel not completed. She will soon join her D-6 Class sisterships, SEA -LAND PIONEER, SEA LAND LEADER, AND SEALAND PACER, which went into service earlier this year. All of these ships were converted to diesel-power, the first dieselpowered ships in Sea-Land's fleet of 58 containerships. While the PA CER and the PIONEER will operate in runs be­ tween Europe and the Middle East, the LEADER and the ADVEN— TURER will operate between Asia and the Middle East. All four of these 662-foot long ships were built using refurbished T-3 mid sections joined to new bow and stern sections. Prior to their conversion, the ships were a part of the Sea-Land fleet. Each ship can carry 595 contain­ ers and is fitted with two shipboard gantry cranes. The Sea-Land Leader arrives in port of New York on maiden voyage from Japan after conversion. Before the Sea-LandPacer sailed from Japan, SIU Yokohama Agent Frank Boyne boarded the vessel to take a vote on the new deep-sea contract which went into effect June 16,1978. The vote was unanimous in favor as shown in photo above. On the Sea-Land Pacer, SIU Yokohania Agent Frank Boyne, right, talks with the ship's Recertified Bosun Leonard Suchocki of San Francisco. The Sea-Land Pacer is shown in Japan shortly after her conversion to diesel power was completed. The Sea-Land Pioneer will run between North Europe, the Mediterranean and the Middle East. July 1978/ LOG / 27 �George W. Berthold, 68, joined the SIU in the port of New Orleans in 1955 sailing as afireman-watertender and 2nd assistant engineer. Brother Berthold sailed 37 years. He gradu­ ated from the MEBA District 2 Engi­ neering School, Brooklyn, N.Y. in 1966. Seafarer Berthold is a veteran of the U.S. Army in World War 11. He was born in New Orleans and is a resident of Smithville, Tex. Francisco Solis, 65, joined the SIU in 1945 in the port of New York sail­ ing as a chief cook. Brother Solis walked the picketline in the 1961 N.Y. Harbor strike. He also received a Union Personal Safety Award in 1960 for sailing aboard an accidentfree ship, the SS Robin Locksley. A native of Puerto Rico, he is a resident of Catano, P.R. Edward J. Esteve, 52, joined the SIU in 1944 in the port of New Or­ leans sailing as an AB. Brother Es­ teve was born in New Orleans and is a resident there. PINSIONIRS Arthur G. E. Sigler, 56, joined the SIU in the port of Houston in 1962 sailing as a chief cook. Brother Sigler sailed 22 years and rode the Robin Line. He is a paratroop veteran of the U.S. Army's 82nd Airborne Infantry Division, 55th Medical Battalion. Seafarer Sigler was also into aviation engineering and oil rigging. Born in Oklahoma, he is a resident of Okla­ homa City, Okla. William L. Jones, 65, joined the SIU in the port of Lake Charles, La. in 1957 sailing as an AB for 37 years. Brother Jones was born in Georgia and is a resident of Tallahassee, Tenn. Luis Hernandez, 58, joined the SIU in 1942 in the port of New York sailing as a wiper and OS. Brother Hernandez sailed 37 years. He hit the bricks in the 1961 Greater N.Y. Har­ bor beef. Seafarer Hernandez also rode the Bull Line. He worked as an AB on the San Juan (P.R.) Shoregang from 1977 to 197^ A native of San Juan, he is a resident of Bayamon, P.R. Dyer Jones, 68, joined the SIU in the port of Norfolk in 1957 sailing in the steward department. Brother Jones sailed 31 years. He was a dele­ gate to a conference in Piney Point. Seafarer Jones is a veteran of the U.S. Army in World War II. He was born in Ivanhoe, Va. and is a resident of Chesapeake, Va. Harry D. Hammond, 54, joined the SIU in the port of New Orleans in 1955 sailing as a cook for 31 years. Brother Hammond is a veteran of the U.S. Army in World War II. He was born in New Orleans and is a resident there. James J. Doyle, 63, joined the SIU in 1949 in the port of Philadelphia sailing as a wiper from 1949 to 1968 and as a cook from 1972 to 1977. Brother Doyle also rode the Bull Line. He upgraded at the HLS in 1977. Seafarer Doyle is a veteran of the U.S. Navy in World War 11. He was born in Philadelphia and is a res­ ident there. Ho Gien Ming, 56, joined the SIU in the port of San Francisco in 1951 sailing as a fireman-watertender and in the steward department. Brother Ming is a veteran of the U.S. Army in World War II. He was born in China and is a naturalized U.S. citizen. Sea­ farer Ming lives in San Francisco. Joseph W. Smith, 66, joined the SIU in the port of New York in 1956 sailing as an AB. Brother Smith sailed 30 years and during the Viet­ nam War in 1969. He was born in Peabody, Mass. and is a resident of Seattle. John IM. Yates, 50, joined the SIU in the port of Philadelphia in 1954 sailing as an AB. Brother Yates is a veteran of the U.S. Army in World War II. He was born in Columbus, Ohio and is a resident of Jackson­ ville. Klaus E. Wass, 65, joined the SIU in the port of New York in 1967 sail­ ing as a chief cook. Brother Wass sailed 31 years. He upgraded at the HLS, Piney Point, Md. in h975 and 1976. He was born in Finland and is a naturalized U.S. citizen. Seafarer Wass is a resident of New York City. KNOW YOUR RIGHTS KNOW YOUR RIGHTS TRUST FUNDS. All trust funds of the SIU Atlantic, Ciulf. Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and dishursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and senior­ ity are protected exclusively by the contracts between the Union and the employers. Get to know your shipping rights. Gopies of the.se contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board by certified mail, return re­ ceipt requested. The proper address for this is: Frank Dro/.ak, C'hairiiian, Seafarers Appeals Board 275 - 2(>fli Street, Brooklyn, N.Y. 11215 F'ull copies of contracts as referred to arc available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. UONTRACrS. Copies of all SIU contracts are avail­ able in all SIU halls. I hese contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know your contract rights, as well as your obligatiiMis, such as filing for O'l on the proper sheets and in the proper manner. If, at any time, any SIU 28 / LOG / July 1978 KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGA­ TIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its con­ tents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. FINANCIAL REPORTS. The constitution of the SIU Atlantic, Ciiill, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which arc to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommenda­ tions. Members of this committee may make dissenting reports, specific recommendations and separate findings. «' Recertified Bosun P. G. Win^pld Jr., 56, joined the SIU in the phrt of Houston in 1963. He served as a de­ partment delegate and ship's chair­ man. Brother Wingfield graduated from the Bosun Recertification Pro­ gram in September 1974. Seafarer Wingfield was born in Roanoke, Va. and is a resident of Jacksonville, Fla. patrolman or other Union ollicial, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY —THE LOG. The Log has traditionally refrained from publishing any article .serving the political purposes of any individual in the Union, ollicer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reafiirmed by membership action at the Septemher, 1960, meetings in .all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any ollicial capacity in the SIU unless an ollicial Union receipt is given for same. Under no circum­ stances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt, or if a member is required to make a payment and is given an ollicial. receipt, but feels that he should not have been required to make such payment, this should immediately be reported to Union headquarters. EQUAL RIGHTS. All members are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no member may be discrimi­ nated against because of race, erecd, color, sex and na­ tional or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify Union headquarters. SEAFARERS POLITICAL ACTIVITY DONATION —SFAD. SPAD is a separate segregated fund. Its pro­ ceeds are used to further its objects and purposes includ­ ing, but not limited to, furthering the political, social and economic interests of maritime workers, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and boatmen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contribution may be solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as a con­ dition of membership in the Union or of employment, if a*contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Sup­ port SPAD to protect and further your economic, poli­ tical and social interests, and American trade union concepts. If at any time a member feels that any of the above rights have been violated, or that he has been denied his constitutional right of access to Union records or infor­ mation, he should immediately notify SIU President Paul Hall at headquarters by certified mail, return recejpt requested. The address is 675 - 4th Avenue, Brooklyn, N.Y.11232. �[An Account of Union Busting and Head Busting On the San Francisco Waterfront in 1894 This article continues the story yf the American maritime unions told in newspapers of the day ind in other material gathered the Seafarers Historical Re­ search Depariment. Here Ls a colorful account of tearly union organization efforts Ion the San Francisco waterfront lew told by the waterfront reporter \of the San Francisco Call of May \28, 1894. UNION SAILORS ROUTED The Police Attacked by a Mob on Fremont-Street Wharf Clubs Used and Blood Flowed. How a Non-Union Crew Was Placed on Board the Bark Matilda —Des­ perate Fighting—One of the Mob Arrested. Skulls and clubs came in contact on Fremont-street wharf about 1 o'clock yes­ terday afternoon, and the clubs wielded by the strong arms of a number of stalwart policemen proved victorious. About 200 members of the Coast Seamen's Union at­ tacked the police offi<;ers and were quicklv routed, and many of the unioti .sailors will have sore beads for some time to come as a reminder of the fight. The battle was not a long one, such as are sometimes witnessed between profes­ sional fighters, but was short, sharp and very decisive. The trouble arose from the fact that Captain Swenson of the bark Matilda had shipped a non-union crew. There was nothing extraordinary in this, as it is being done every day in the week and sometimes twice a dav. In fact, the union men are beginning to think that too many vessels are going to sea with crews on board who don't belong to the union, and they made up their minds that it must be stopped. The men expected that Captain Swenson would try to ship a non­ union crew, and they kept a close watch on the bark in order to prevent a scab crew being placed on board. The vessel is bound for Honolulu via Nanaimo, and as she was booked to sail yesterday, the Captain went to the Sail­ ors' Home on Thursdav and ship[»ed nine sailors for the voyage. Two of the meji went on board the bark Thursdav night, and the remainder were to go on board yesterday morning. CAPTURED A SAILOR. By some means or other the union men discovered that the two men were on board the vessel, and about 11 o'clock vesterdav mortn'ng a do/en or more of them boarded her at Fremont-street wharf, and in the language of the citv front "went for the scabs." One of the men was soon captured and hustled over the side in no very gentle manner, assisted by half a dozen largesized shoes. The other man took refuge in the cabin, and the crowd started in to as­ sist him ashore. Before they could seize the man, however, the mate put in an ap­ pearance with a big Colt's revolver in his hand, and the union men beat a hasty retreat. In order to make sure of bis man the mate locked him up in the cabin and then mounted guard with the big pistol in his hand. While all this was going on Captain Swenson was not idle. He determined to get his crew on board at all hazards, and he applied to Captain Dunleavy of the Harbor Police for some officers to escort the men from the Sailors' Home to the vessel. He also went to the tugboat office and ordered the tug Wizard to be ready to tow the Matilda to sea. When he returned to the bark and learned what bad occurred he was mad, but be also realized tha*l three policemen were hardly adecpiate to handle the 200 or more angry men that stood ready to prevent his crew going on board. He jumped ashore again and soon lele[)honed the stale of affairs to Ca[)lain Dunleaw, who at on(!e dispatched five more officers to the seal of war under command of Sergeant Maboney. THE POLICE ATTACKED. The sijuad went down to the bark on a double-tpiiek, but to their sur[)rise not a sitigle union man was in sight. If thev were out of sight they were not idle, how­ ever. By some means it became known that the scab crew was comitigdown from the .Sailors' Home and they set out on a run to bead them off. It was while thev were awav on this er­ rand that the six officers reached the wharf and went on board the bark. The driver of the wagOn which carried ten men took a rather circuitous route and managed to r<'acb the wharf before the wagon was discovered by the enernv. The poor horse had a big load to pull, as not oidy were? the seven sailors and their bags in the wagon, but Officers Cook, Fllis and McGrath were also seated on top of the load. The driver saw the rnobas they charged the wagon and urged the steed to greater speed, but the nimble-footed sailors bad the outfit surrounded before thegangway could be reached, and began to drag both officers and sailors from the vehicle. One of them seized Officer Cook by ihelegand he was quickly landed on his back on the wharf, followed by Ellis and McGratb, who jumped to his assistance. In an instant the three officers were surrounded bv the mob, manv of them armed with pieces of wood picked up on the wharf, and it seemed as if they would be annihilated. CLUBS ARE TRUMPS. At this critical moment Sergeant Tom Mahoney and his squad rushed down the gangway of the vessel and took a hand in the fun. Their heavy locust clubs rose and fell like clockwork on the heads of the enemy and the crowd of sailors fell back before tbe onslaugbl. At this moment Officer Cook es[)ied the man who had [)ulled him from the wagoii-and be made a rii^h for him. The fellow, a big, burlv colored man, did not flincb wben tbe officfu 's club de­ scended on his head with force enough to break tbe locust in two. He was dazed for an instant and then s<uzed tbe officer in a grip like that of a bear, and before the other offi(;ers could lend a band tbe pair were rolling around in a first-class wrest­ ling match. The rest of tbe mob was (piicklv driven off tbe dock and the non-union men got on board the vessel, while the negro was ca[)tured and placed in irons. riie lines were (piickly cast off and the bark hauled out into t be stream bv the tug amid a vollev of stones from a crowd who ran down on the Beale-slreet wharf. Just as she cleared the wharf a boatful of union sailors shot out from tbe wharf toward the vessel, but the Captain stood on the poop with a Winchester rifle, and, after firing one shot in tbe air as a warn­ ing, he pointed the rifle at the boat and the men did not attempt to get on board. Tbe captured sailor was taken to the station at Fourth and Folsom streets and locked up. He gave his name as Charles Wilson and was full of fight, even when [ilaccd in a cell. He was charged with batterv and disturbing tbe peace. Warrants will be sworn out to-day for tbiiarrest of the ring­ leaders, and, as they are well known to the poli(;e, they will IM; ca[)tured in aday or two. A ' r'- •-'••I" �John A. Asmont, 55, died on Apr. 28. Brother Asmont join­ ed the SIU in 1943 in the port of New York and sailed asaQMED and 2nd assistant en­ gineer. He sailed dur­ ing the Korean War and upgraded at HLS in 1975. Born in Pennsylvania, he was a resident of Endwell, N. V. Surviving is a sister, Alfreda Johnston of Johnson City, N. Y, Pensioner Frank J. Meggie, 79, died of lung failure in Martland Hospital, New­ ark, N. J. on Apr. 22. Brother Meggie Join­ ed the SIU in 1942 in the port of New York and sailed as a chief steward. He sailed 46 years. A native of Panama, he was a resident of Newark. Surviving are two sons, Raymond and Frank, and a daughter, Fucrecia of Rahway, N. J. Pensioner Fideleon C. Damian, 75, died of heart and lung fail­ ure in the San Fran­ cisco USPHS Hospi­ tal on May 23. Broth­ er Damian joined the SIU in the port of New York in 1953 and .sailed as a chief cook. He sailed 40 years. Seafarer Damian was born in Belete, Copi/, P. 1. and was a resident of San Francisco. He was a naturalized U.S. citizen. Interment was in Loyola Memorial Park Cemetery, Manila, P. 1. Surviving are his widow, Avelina; two sons, Felipe and Leonardo, and a daughter, Mrs. Medina D. Recidoro of Manila. Pensioner Wilson H. Deal, 65, died of hepatitis in Tampa, Fla. on Apr. 25. Brother Deal joined the SIU in the port of Tampa in 1957 and sailed as an AB and chief steward. He sailed 46 years and attended an HLS Educational Conference at Piney Point, Md. Seafarer Deal was born in Camden, N.J. and was a resident of Tampa. Inter­ ment was in the Summcrville Cemetery, Dixie City, Fla. Surviving is a brother, Charles of Collingswood, N.J. *7 I Pensioner William p'E. Swilley, 61, died of heart and lung fail­ ure in the Slidell ^ (La.) Memorial Hos­ pital on May 7. Bro­ ther Swilley joined the SIU in 1941 in ithe port of New Or­ leans and sailed as a deck engineer. He sailed 29 years and walked the picket line in the 1961 Greater N.Y. Harbor strike. Seafarer Swilley was a veteran of the U.S. Army. A native of Picayune, Miss., he was a resident of Pearl River, La. Burial was in Pearl River Cemetery. Surviving is his widow, Dorothy. Allen R. Kurtz, 26, died on the ST Po­ tomac (Ogden Ma­ rine) at the Outer Anchorage, Chittagong, Bangladesh on Apr. 17. Brother Kurtz was a 1972 graduate of the Harry Lundeberg School, Piney Point, Md. when he joined the SIU. He sailed as a fireman-watertender when he up­ graded in 1975 and received his "A" Seniority book in 1977. Seafarer Kurtz was born in Chicago, 111. and was a resident of Hawthorne, Calif. Surviving is his father, Elmer of El Segundo, Calif. Pensioner Frank R. Rankin, 73, died of natural causes in Wyckoff Heights Hospital, Brooklyn, N.Y. on Apr. 23. |g||||B^[|HFV[ Brother Rankin . Hjoined the SIU in Ai® 1938 in the port of Baltimore and sailed as a chief steward and steward delegate. He sailed 47 years. Born in Morefield, Ky., he was a resident of Brooklyn. Burial was in Cypress Hills Cemetery, Jamaica, Queens, N.Y. Surviving is his widow, Lee. Pensioner William D. Rinehart, 79, died of lung disease in Franklin Square Hospital, Rossville, Md. Brother Rine­ hart joined the SIU in 1944 in the port of New York and sailed as a deck engineer and firemanwatertender. He sailed 22 years and during World War II. Seafarer Rinehart was born in Williamstown, Pa. and was a resident of Baltimore. Burial was in Morelands Cemetery, Baltimore. Sur­ viving is a niece. Mrs. Marie N. Shook of Baltimore. Hector J. Toro, Jr., 22, died at home in Brooklyn, N.Y. on May 13. Brother Toro joined the SIU in 1974 when he graduated from the HLS, Piney Point, 1 Md. He sailed as a fireman-watertender. Seafarer Toro was born in Brooklyn. Interment was in Cypress Hills Cemetery, Brooklyn. Surviving are his widow, Raquel, and his parents, Mr. and Mrs. Hector and Luz Toro of Brooklyn. Pensioner Enoch Buster Collins, 64, died of heart disease in the U.S.A. Medi­ cal Center, Mobile, Ala. on Apr. 12. Brother Collins join­ ed the SIU in 1939 in the port of New York sailing as a cook. He sailed 46 years and hit the bricks in the 1962 Bull Line beef. Seafarer Collins was born in Jacksonville, Fla. and was a resi­ dent of Mobile. Burial was in Oakland Cemetery, Mobile. Ahmed A. H. TaCfi, 30, died in Tampa General Hospital on May 26, 1977 of injuries sustained aboard the ST Mount Explorer (Mount Shipping ). Brother Taffi joined the SIU in the port of New York in 1971 sailing as an OS, wiper, and in the steward de­ partment. He took the Lifeboat Course at the HLS, Piney Point, Md. in 1975. A native of South Yemen, he was a resident of Houston. Surviving are his widow, Camelia, and a son, Jose, Pensioner Floyd H. Smith, 66, died in New Orleans on Apr. 16. Brother Smith joined the SIU in 1938 in the port of Mobile sailing as a fireman-watertender for the Alcoa Steam­ ship Co. in 1953 and for the Delta and Bull Lines. He sailed 36 years and dur­ ing the Korean and Vietnam Wars. A native of Oklahoma, he was a resident of New Orleans. Seafarer Smith's re­ mains were given to medical research. Surviving is a daughter, Mrs. Terry S. Breaux of Kenner, La. Pensioner .FMit Giller, 74, passed away in Baltimore on Apr. 12. Brother Gil­ ler joined the SIU in 1944 in the port of New York and sailed as a bosun. He was a survivor of the sunk­ en SS Issak Shelby torpedoed in World War II. Seafarer Giller hit the bricks in the 1958 Bull Line beef. A native of Russia, he was a naturalized U.S. citi­ zen. He was a resident of Steelton, Pa. Surviving is a stepson, Leroy M. Tepsich. Sr. of Middletown, Pa. Recertified Bosun Alfred R. Sawyer, 57, died of cancer in the Norfolk USPHS Hos­ pital on Mar. 30. Brother Sawyer joined the SIU in . -• 1943 in the port of ^ Norfolk. He had sailed for 40 years. He sailed for the American Coal Shipping Co. in 1957 and for McAllister Brothers in Norfolk in 1969. Seafarer Sawyer graduated from the Union's Bosuns Recertification Program in September 1975. Born in Norfolk, he was a resident of Chesa­ peake, Va. Surviving is his widow, Lena. Edward C. TiesI, Sr., 52, died of nat­ ural causes in Philadelphia on Feb. 21. Brother Tiesi joined the Union in the port of Philadelphia in 1973 sailing as a relief cook on the Tug Trojan (Inde­ pendent Towing) from 1975 to 1977, the Interstate Oil Co. in 1975, and for Curtis Bay Towing from 1973 to 1975. He was born in Philadelphia and was a resident there. Interment was in Holy Cross Cemetery, Yeadon, Delaware County, Pa. Surviving are two brothers, Joseph and Albert, both of Philadel­ phia. A Seafarer Is Buried at Sea Pensioner Moses A. Lucas, 83, passed away on May 9. Brother Lucas joined the SIU in 1939 in the port of New York and sailed as a chief steward. He sailed 52 years. Seafarer Lucas was born in South Carolina and he was a resident of Hyannis, Mass. Surviving is a daughter, Mrs. David (Elisbeth) C. Greene of Hyannis. Oscar R, Saar, 64, died of a hemor­ rhage, at home in Brooklyn, N.Y. on Mar. 26. Brother Saar joined the SIU in the port of New York in 1968 and sail­ ed as an AB. He was born in Estonia, USSR and was a naturalized U.S. citizen. Cremation took pla ce at the Greenwood Crematory, Brooklyn, Surviving is a brother, Ludvig of Baltimore, Draping the American flag over the ashes of the late Seafarer Herman D. Burger recently are (I. to r.): AB Willis Gregory; OS George Bowden; Chief Steward John Moggie, and Pantryman Robert Mateo. After a burial service at" sea on board the ST Overseas Traveler (Maritime Overseas) attended by all crewmembers, Capt. D. Richards put the departed's remains over the side. Brother Burger's last request was "that his ashes be blowing to the wind at sea and that his ashes be put on the sea." Recertified Bosun Arne Hodve then asked for one minute of silence for all the brothers that have passed away as well. 30 / LOG / July 1978 :ar »T- .ir- ;iivjriaPiui#«»AiSVkJt'iari'iig6aF»;iel-2ieiT^RacSfle*f*B3iP2C �HLS UPGRADING CLASS SCHEDULE 1978 Below is complete list of all upgrading courses^ and their starting dates, that are available for StTJ members in 1978. These include courses for deep seOtGreat Lakes and inland waters. SW members should be aware that certain courses may be added or dropped from the schedule as the need arises. However, the Log will try to keep you abreast of these changes. For further information regarding the courses offered at the Lundeberg School, members should contact their local SlU representative, or write to the Lundeberg School Vocational Edu­ cation Department, Piney Point, Md. 20674. or call the School at (301) 994-0010 July 1978 / LOG / 31 �Your Name Shouldn't Be on This List The SH}*8 Data Center at Headquarters in New York reports that a total of 837 SIIJ members have no address listing on file with the Union, Printed below is a complete list of these names accompanied by the member''s Social Security number. If your name appears on this list, please contact the SW Data Center informing them of your correct address as soon as possible. You may do so by writing, SIV Data Center, 275 20th St., Brooklyn, N.Y. 11215. It is extremely important to have a correct address on file since the Union makes regular mailings to SIU members concerning your jobs and benefits under the Seafarers Welfare, Pension and Vacation Plans. Abadi, H. Abbott, V. Abdo. A. Abdulla, A. Abdulla.F Abrams, A. Jr. Abshire, J. Acord, F Adams. A. Adams. J Adorno. A. Aldridge F Alexander. A. Algabri. A Algarin. G. All, H Alicea. M. Anderson, A Anderson. F Anderson, T Andicncehea, J, Antoine. L. Armer. G Arnlleaux. T Arriola, T. Jr. Asbridge. R Ashwortti. W. Asurnarl. 11. Atwell. A, Aumiller, R. Babbitt. W Baez, V Baler, E Bailey. W. Bailey. P. Baker. W. Baker. R, Balagtar, Iy1. Balbin, T. Ballard, D. Ballay. R. Banang, N, Banta, H. Jr. Barnard, E. Barrial, P. Barth, W. Bartholmey, S. Baugh, S. Bausch, J. Beale, R. Beamon, J. Jr. Becraft, R. Behrens, C Belcher. V. Belcher. J. Bell.S. Benedict, J. Benedict, F. Bennett, J. Bennett, S. Berger, S. Berlando, J. Bermudez, C. Berry, C Bethel, E. Beyette, S. Bigley, M. Billiler, M Biondo, J. Bishop, P. Blackwell, A Blanchard, W. Bobenia, G. Bodge, J. Bodie, A Boland, J. Booker, W. Boone, D. Born, B, Botana, J. Boykin, J. Brady, G, Bray, B Bray. J. Brazzell, J Brengle. J. Brennecke. 0. Breuning. D. Brewer. E, Broadus. E. Broadway, J Brooks. S Brooks. W Brown. R. Brown. A Brunet. A Buccioni. V Buckley, W Burch. W Burdick. R. Burnette, B. Burnsed, H 126-46-2467 Burrells, R. 465-68-8493 Burroughs, R. 283-36-4318 Butts, W. 050-44-0815 Butts, S. 545-94-3892 Byrd, J. 422-14-7648 Calebaugh, P. 138-36-0406 Callicotte, J. 459-02-9106 Calogeros, D. 230-94-5573 Camacho, A. 435-60-0117 Campbell, T. 581-92-7929 Candelaro, R. 428-12-1278 Cantrell. R. 223-58-6066 Capraro, E. 371-64-6726 Carawan, D 580-94-4396 Carbone, S, Jr Carlson, C. 050-46-3919 112-42-0789 Carroll, C. Cartwright, G. 080-26-6054 514-18-4345 Casey, C. Cashman, R 223-72-0950 Cassidy, R. 518-56-7157 438-01-2500 Cavanaugh, J. Chadwick, A. 456-62-1135 Chavez, V. 438-96-6059 Cherry, C. 453-06-0216 Chestang, D. 403-78-4526 Chestnut, J. 411-48-5713 Chevalier, N. 571-76-4579 Christenberry, R. 266-38-6243 Cintron, M. 312-18-9412 314-24-0163 Clark, J. Clark, L. 584-42-3053 Clark, T. 383-09-5103 Clary, J. 299-50-1721 496-20-9943 Clasen, C. Clemmons, 1. 412-82-1399 302-20-0150 Clifton, W, 570-62-5712 Cognevich, R Cnlburn, G. 586-60-4125 Cole, R. 235-78-2885 437-56-2343 Collet, R. 554-98-1429 Collier, H. 458-26-2451 Colon, R. 222-32-5923 Compton, R. Conde, R 219-22-0659 Connor, E, 186-09-9632 Cook, J. 458-06-8413 Cook, D. 025-40-2504 Cnnley, J 336-50-1.584 Cooper, G. 231-16-0399 Cosme, R 538-54-2024 Cossetti, D. 315-20-1668 113-18-9728 Costango, F, Costello, A. 218-42-4834 Cottongin, F. 228-38-8004 Couch, R. 056-18-4491 Cox, J. 438-34-5506 Coyle, R. 436-50-9300 .263 64-8938 Coyle, D. Crabtree, B. 241-74-2556 Craig, G. 057-01-4681 229-82-6845 Grain, K. Crawford, S. 584-80-5745 Crespo, C. 423-30-8027 173-28-0145 Crews, F. Crews, J. Jr. 381-60-6820 Grumpier, F. 214-48-6791 Cruz, A. 233-24-1799 Cumbest, W. 019-28-6341 Cunningham, J. 006-20-6590 Cuirie, J. 423-50-3505 Cutrer, 1. 238-82-6218 Dalhaus, C. 226-72-3781 Dangelo, R. 037-24-9926 Darson, L. 422-48-9716 Davidson, E. 493-24-8794 Davis, G. 488-32-1066 Day, L. 203-26-2638 Decker, C, 456-06-0487 Dees, H. 067-24-9121 Dellanavy, J. 555-96-7061 Delosreyes, J. 712-05-9538 Denhert, H. 539-56-8854 Derossett, A. 221-28-5018 Desmond, P. 255-36-8781 Destacamento, J. 262-84-2364 Devereaux, E. 439-98-3257 Diaz. D. 579-58-4246 Diaz. C 535-12-5926 Dickerson. D 449-66-1171 Dimarco. A 437-04-8093 Diosco. J. 257-42-9018 Ditomo. L. 717-10-6426 Dixon. R. 410-01-9036 Dokulil. D. 452-13-7808 Donlevy R 436-56-9876 Donnelly. J. Jr. 000-00-0002 Doyle. T III 378-16-3699 Dragazis. A. 247-54-1165 Drewes P. 416-22-6163 Dronet. A. 432-48-0701 Duggan. C. 259-40-9874 32 / LOG / July 1978 422-70-8032 517-66-6839 266-58-4080 456-27-5176 237-38-9846 214-26-8672 462-36-4628 077-24-9341 580-58-9643 437-56-6294 584-50-6670 587-07-2312 036-22-2204 256-13-9024 581-60-6511 422-05-6529 465-72-0104 366-62-8142 402-46-1868 024-26-3595 413-78-9507 565-40-8242 460-94-5164 097-18 2541 456-28-5674 419-76-8858 419-26-6541 583-80-9562 555-28-2830 212-28-5345 418-66-1671 434-10-0251 435-60-0608 552-92-2643 435-88-4092 418-46-1797 267-20-8097 436-72-5109 438-82-1690 232-72-8316 092-12-4690 405-38-8005 582-05-8446 224-26-5038 070-26-8892 555-60-5255 030-14-7852 547-56-0044 423-42-0812 452-28-4129 581-56-7792 066-22-6678 222-14-5609 547-03-1539 417-42-3828 450-74-0320 452-21-7988 204-36-0736 083-18-4036 240-52-9562 548-36-5226 266-19-9600 433-48-7618 014-20-2875 244-26-5905 421-20-9158 229-16-1359 055-22-0147 266-90-2664 142-56-1181 265-94-6843 436-18-4709 450-04-2574 131-20-0968 471-70-1277 448-01-8091 456-02-2873 461-96-4293 155-20-4557 421-20-4556 552-32-0088 124-14-0266 104-20-7410 264-16-7186 547-76-0882 097-18-8325 022-12-0379 056-18-8575 582-68-3240 425-96-6656 424-60-9385 433-28-9615 200-10-6709 704-01-5739 175-48-9797 390-44-8378 461-54-0736 436-66-3897 099-44-3145 079-20-4426 587-50-8821 700-18-9277 Duhon. R. Dunn. R. Duracher, H Durham. H, Dykes. A, Eimar, l\/l. Ellard.J. Ellette, D. Elliot, D. Elliott, B. Elmatrahi, N. Embrey, D. Escobar, C. Evans, C. Evans, R. Fairall, G. Fakiroglou, S. Faroun, A. Farrow. R. . Fcgan, D. Felts. C. Ferguson, J. Feris, B. Fernandez, B. Field, fy/l. Fielding, 0. Fiesel, J. Flader, D Flemming, R. Flores, R. Flynn, F. Forbes, J. Fountain, R. Franceschi, J. Fracne, F. Frazier, H. Freeze, A. Friend, C. Fuller, L, Jr. Galicki, H, Gallowitz, C. Garcia. C. Garcia, E. Garrett, D. Gatcwood, D. Gay, l\/). Gentry, H. Gharama, A Gibbs, G. Gibbs, D. Gibson, J. Gibson, F. Gilbert, D. Gilbert, D. Gilchrist, C. II Gillikin.W. Gilliland.E.Jr. Glisson, W. Glover, J. Godeke, K. Coins, S. Gonzalez, C. Gonzalez, H. Goodhue, W. Goodman, IVI. Gorman, J. Gould, M. Goza, J. Jr. Grace, R. Grant, C. Gray, C. Gray, R. Gray, P. Gray, E. Sr. Grayson, W. Greeff, L. Geene, H. Gremillion, J Grice, R. Griffin, R. Griffin, J. Grima, V. Groben, R. Groom, B. Grosso, R. Guerin, R. Guerrero, 0. Guidry, R. Guillory, C. Gutierrez, C. Haas, 8. Hackenberg, D. Hagan, T Hageman, J. Hagner, J. Haley, C. Hall, J. Hall, C. Hall.R. Haller, J. Halsey, J. Hammers, H. 436-08-7749 096-30-8372 439-50-4250 462-28-2476 411-62-4333 547-38-4114 462-26-2761 446-46-5212 530-25-5332 466-92-2666 129-32-6989 350-30-0228 584-42-0723 261-11-2725 550-74-7640 568-46-3823 337-48-2009 070-24-2963 228-20-5503 416-12-9402 404-30-6473 264-04-6832 465-28-3199 586-01-7554 416-58-7213 463-16-0650 547-38-2241 224-88-6054 195-50-6056 581-94-9095 529-68-1145 421-26-2579 587-42-9944 558-62-3986 141-20-0552 252-12-2818 484-28-4783 494-38-8731 452-74-2720 157-20-5585 082-44-5611 055-24-3918 584-62-9989 267-06-5608 240-26-2970 266-08-0062 263-70-1379 563-19-1809 158-60-8459 237-74-1667 237-44-6079 438-16-0172 081-38-3116 408-76-7583 463-68-7249 237-52-8734 491-05-9635 452-05-1355 456-48-3112 452-30-1179 410-20-7868 099-20-7158 581-48-0008 020-12-0769 437-07-7258 099-20-2928 438-76-2752 587-94-0065 562-86-9452 258-07.6635 456-84-6108 433-64-5501 149-32-9537 438-42-7445 456-26-0167 086-22-7751 047-22-9231 438-06-4563 375-30-0816 310-40-3638 454-02-7667 140-24-6474 199-36-0451 264-26-4224 563-98-1331 093-14-7902 547-32-8459 434-94-6907 437-30-3220 463-92-7286 587-90-3514 541-28-4278 486-64-1179 150-52-9527 198-44-5545 467-06-7579 416-80-9942 423-34-3024 263-48-0359 155-48-4282 228-74-8670 405-14-5022 Hampson, W. Hannon, R. Harbison, G. Hardy, R Harper. A. Harper. V. Harris. E. Harris, J Harris. W Hart. 8 Hatzigianis. E Hawkins. H Hawthorne. E Heald.C Jr Hearn. N. Jr Herbert, C. Herbert. J. Heilman. D. Henderson. H. Hendrix. E. Henkle. T. Hernandez. S. Hernandez. V. Hester. C. Hickman. J. Hicks. J. Hireen. B. Hodges. C. Hoitt. E. Jr. Holmes, R. Holt, W. Hood, E. Jr. Hopkins, L. Horger, T. Horvath, R. Howard, E. Howell, D. Hubabi, A. Hudson, R. Hughes, J. Jr. Hulsart, T. Jr. Hunt, K. Hyatt, V. Iglesias, E. Jackson, Ivl. Jackson, J. Jaegle, D. James, G. Janulu, E. Jenkins, D. Johnsen, C. Johnson, C. Johnson, G. Johnson, C. Johnston, C. Jones, B. Jones, J. Jones, 0. Jones, R. Jones, IVI. Jones, C. Jordan, J. Judd.W.Jr. Kaid, S. Kamedra, A. Kammet, H. Kampfmueller, F. Katsos, J. Keenan, T. Jr, Kendrick, D. Kennedy, C. Keramidas, K. Ketchbaw, D. Keys, L. Kilbride, T. Kimbrough. W. King, P. King, G. King, R. Kirk, B. Kittrell, E. Knight, A. Knight, W. Knox, J. Kohut.W. Kornmeier, ivl. Kowalski, A. Kukowski, T. Kusmierski, J. Kyle. R. Labit, J. Ladner. T. Lagrone. A. Jr. Lambis. P. Lampert. B. Landis. R. Lane, T. Lary, C Latimer, J. Lauricella, L. Lawrence, L. Lebda, F. 123-22-0198 422-54-9490 139-46-2327 455-58-4074 416-96-3868 393-16-6118 302-16-2982 461-18-7742 293-48-6777 216-68-8024 087-30-6741 303-42-0441 263-70-0612 110-44-5869 179-24-2123 439-89-9103 439-16-2845 157-26-5782 439-60-4721 231-86-4910 543-24-8401 118-20-5815 438-70-9565 249-44-7150 202-28-9998 420-78-0026 073-34-6937 459-46-7496 001-26-4198 238-86-1154 451-67-1081 457-11-4200 215-03-7504 457-27-3574 271-26-6626 265-44-8971 264-08-3212 075-34-0284 194-18-0406 433-11-6585 456-94-5342 268-30-9780 337-14-1685 583-42-8945 439-30-5581 465-58-1861 296-14-0270 437-90-0033 565-66-2651 449-92-6095 498-18-4117 495-64-9637 296-32-0286 412-20-1021 222-05-9737 459-68-8778 436-60-9763 452-62-0549 213-36-3636 413-80-6710 053-36-1923 235-82-6639 433-92-8693 109-34-3304 163-18-4834 062-22-8393 227-66-7092 013-12-1270 . 147-48-3308 279-34-9510 423-72-7888 016-36-1917 372-46-5794 495-58-0900 148-36-2113 402-56-0784 426-46-9200 451-05-8070 587-60-6779 444-56-8870 417-22-1710 223-64-5841 568-44-5173 421-32-4854 206-20-2849 289-40-7204 368-46-8257 170-40-8994 214-24-1795 325-38-9696 451-15-3737 425-06-5433 427-16-9974 236-42-8759 082-36-8617 550-66-1152 426-50-0937 450-29-5589 453-26-9347 433-92-5772 231-44-6087 087-22-2258 Leboeuf, A. Leclair, J. Leclerc, A. Ledermann, S. Ledet, D. Ledet, L. Ledet, C. Lee, L. Lee, C. Lee, J. Leech, J. Jr. Leicher, D. Lillie, W Lindsey, A. Lineberry, C. Lofton, R, Long, D. Lope,A, Lopez, J. Louviere, S. Lugo. F. Lynch, S. f\/lace. B. Madden, P. Madera, G. Mainer, B. Malave, F. Malave, J. Maldonado, W. Maldondo, A. Maneely, M. Mangini, R. Manint, E. Marchisio, J. Mareno, H. Marshall, G. Martin, J. Martin, W, Martin, L. Mathews, G. Mates, G. Mattingly, R. Mazouz, M. McClelland, J. McCormick, H. McCormick, J. McCormick, K. McCoy, L. McCullough, E. McDonald, L. McDuffie, T. McDuffie, F. McFadden, M. McGee, T. McHorney, W. McHugh, S. Mclntyre, J. McKinley, C. McLendon, E. McNeely, D. McRae, V. Medina, L. Meinke, R. Mejias, C. Mekosh, J. Menz, K. Meredith, R. Meuser, W. Miller. M. Miller, J. Miller, R. Miller, F. Miller, C. Miller, J. Minnier, D. Missing, M. Missing, M. Missing, M. Molina, G. Montague, E. Montenegro, A. Moore, J. Moore, W. Moore, M. Moore, W. Moore, H. Morera, C. Morgan, M. Morgan, D.Sr. Morris, E. Morris, C. Morton, S. Mushin, M. Muirhead, W. Mullally,J, Mullins, S. Mulvihill, J. Murphy, M. Murphy, J. Murshed, H. Musiad, A. Naklicki, F. 433-16-5175 033-40-2682 242-62-0515 225-74-8250 438-96-4101 438-02-5478 439-88-6287 425-17-8646 : 216-34-9970 099-26-0213 458-96-9200 439-17-6299 721-10-5322 026-22-5434 422-44-1442 427-82-9281 423-68-4827 586-60-7465 129-34-2286 459-08-9227 072-20-7967 222-42-2713 094-09-1857 347-40-2977 583-24-6502 460-92-8612 580-20-6524 580-20-6521 580-20-1619 079-22-0803 452-04-2928 584-20-4700 433-86-3858 460-02-9073 587-62-4454 467-96-0784 175-42-4551 435-88-9346 254-40-1849 262-17-5530 580-52-5171 405-62-2598 578-66-4500 265-34-9940 264-32-4922 233-32-5233 222-42-8452 423-58-1937 183-20-6873 458-62-4399 422-54-6251 421-74-3629 267-08-9213 457-29-6078 264-56-0552 438-09-3103 438-64-8622 456-78-2289 267-42-6084 434-80-4372 587-14-6953 105-22-8325 274-36-6576 580-80-9686 191-28-2236 493-62-4855 556-28-9884 512-52-9984 230-94-5902 263-22-9452 239-22-9386 434-24-3588 142-12-5358 587-50-8574 261-84-8308 000-03-0704 000-03-0209 000-03-0134 460-46-9183 048-12-6265 096-48-8397 449-23-2433 421-20-1894 119-40-9734 287-38-8670 420-28-7850 439-72-4075 264-68-0452 299-36-9138 466-38-2973 288-94-6831 436-66-4558 098-30-1667 587-44-0440 023-22-5165 441-24-3044 048-58-5796 224-86-4026 223-26-8615 072-34-2990 561-13-8010 048-12-4055 �Bradford Island Committee Erna Elizabeth Committee -m.. •J i, SI i Here's part of the Ships Committee of theSrSracytorP/s/anP(IOT)ata payoff on June 15 at the Exxon Dock in Bayway, N.J. They are (standing I. to r.) Steward Delegate Derreil Reynolds, Engine Delegate Paul Hanley and (sitting I. to r.) Deck Delegate Allen Campbell and Bosun E. Wilson, ship's chairman. Continued from preceding page f Nelms, L. Nelms, R. Nelson, S. Neu, 0. Newton, C. Nipper, D. Jr. Nixon, L. Nobles, J. Norris, A. Northrope, 1^. Nunez, V. Nunez, F. Nuttig, H. Nysia, C. Oakley, 0. Obaid, M. Obryan, K. Oconnell, D. Odom, 0. Odom, J. Odonohue, fyl. Ohara, J. Olderich, C. Olsen, H. Oneal, A. Ortega, A. Osburn, K. Oshaughnessy, C. Oshea, D. Osinski, Z. Osmond, 0. Overton, G. Owen, 0. Owens, C. Owens, B. Pacewicz, S. Pacheco, J. Pacheco, H. Packer!, A. Padgett, M. Padilla, S. Paloumdis, G. Parker, R. Parrish, J. Patty, E. Pearce, W. Peitrowsky, A. Perez, G. Perry, M. Jr. Petitpierre, fvl. Phillips, L. Jr. Piccionetti, M. Pickeries, J. Piechockf, S. Pierce, G. Pierce, R. Pindar, J. Piteris, M. Pitre. R. Plaisance, S. Plash, S. Ill Pollock, A. Postel, J. 265-08-6725 264-34-6318 458-04-8586 125-18-6158 422-26-5985 231-30-1437 452-74-4191 438-76-2496 420-10-8623 423-14-3453 539-42-8669 119-40-9609 559-50-9685 557-28-5277 120-50-7538 127-34-2664 267-19-6935 555-16-8125 416-40-6881 419-84-7066 499-68-6490 202-16-7207 025-42-7590 457-58-7497 217-26-0079 060-26-5384 232-20-8613 159-28-7094 423-62-1973 556-26-1570 568-74-7671 456-70-0073 435-40-4190 435-22-8335 246-12-4437 163-20-1067 095-22-1592 454-42-8206 130-03-9097 554-26-6917 133-22-4049 092-46-6488 436-46-1245 255-46-0682 436-44-9999 084-14-9873 172-24-1434 050-28-1234 039-09-5260 560-82-6561 436-58-0673 181-50-7061 430-34-5643 219-28-8840 225-28-8127 086-22-3625 145-46-7979 129-42-0442 439-72-8614 436-40-8127 467-19-8195 429 28-5847 463-94-0641 Potter, J. Potter, L. Powell, E. Prats, N. Prehn, W. Prehn, J. Pressley, E. Prevail, C. Price, B. Pridgen, W. Pruitt, J. Pugh, G. Purser, J. Guiles, H. Quinones, G. Quinones, N. Quion, B. Rader, J. Rainey, H. Ramirez, L. Ramirez, R. Ramos, J. Ramos, R. Ramos, R. Rankins, A. Rebollo, J. Reed, M. Sr. Rhoads, R. Rice, L. Richardson, G. Ridgeway, H. Rigby, H. Rinaldi, L. Rios, J. Rivas, N. Rivera, J. Roberts, C. Roberts. iH. Robinson, J. Robinson, J. Robinson, A, Jr Rogers, C. Sr. Rodriguez, 0. Rogers, G. Rojas, 0. Roman, L. Roman, A. Romano, fvl. Rood, D. Rosario, R. Rose, R. Rosen, G. Ross. T. Ross, R. Jr. Rosser, J. Russell, R. Russo, A. Ryan, G. Saar, 0. Saddy. G. Saeed, S. Salametes, J. Salazar. J. Saleh, 8. Salthrez, W. Sanchez, P. 246-68-0166 312-50-5160 453-50-7592 123-26-8394 229-86-4452 217-58-1338 401-20-7346 265-10-4997 226-34-4059 092-16-3394 229-54-6852 262-60-8397 231 -66-6489 099-32-5298 085-44-3096 127-22-8811 586-60-3364 575-62-5501 428-74-9225 438-06-7278 571-60-3323 583-09-5221 581-07-0271 129-42-0837 422-03-0316 582-76-7338 451-30-8326 446-46-4766 377-24-0023 419-20-3085 424-03-5203 419-44-3024 045-09-3462 074-40-9617 466-24-2847 581-36-3099 461-18-4025 460-22-1865 413-78-2934 251-22-2420 054-46-5397 453-24-7586 583-62-4150 156-44-4584 120-24-5851 580-42-1030 581-66-1288 110-32-5937 508-03-6078 112-44-6037 587-50-4018 184-46-4995 072-10-9630 421-94-7092 433-13-7535 561-24-9793 164-16-1888 456-35-3800 063-22-5699 437-52-5814 551-04-1302 041-52 5397 582-86-0919 050-46-8397 104-20-3973 085-44-0393 Sanchez, L. Sanders. B. Sanquiche, V. Santana, B Sarmento, F. Saucier. L Sayers, K, Schardein, E. Schemm, G. Schemm, R. Schilders, W. Schleier, R, Schmitt, A. Schneider, K. Schoenstein, J. Schuffles, B. Schuster, S. Scott, R. Scully, J. Sears, L. Sekella, E. Sepulveda, R. Shackelford, W. Shands, W. Shariff, M. Sharp, G. Shepard, E. Shiflett, G. Shircel, C. Short, J. Shurley, T. Shurley, J. Jr. Sidney, D. Simmons, J. Simons, R. Simpson, M. Sinush, E. Siverd, K. Slagle, J. Slater, W. Jr. Smallwood, R. Smith, W. Smith, B. Smith, R. Smith, J. Smith, T. Smith, H. Smith, C. Smith, R. Smith, R. Smith, J. Jr. Smith, W. Jr. Snowden, T. Solis, J. Somers, J. Sorenson, O. Soutullo W. Jr. Spalding, N. Spears, M. Spell. J Spencer, H Spe.-ry, F Jr. Splane, B. Spodar, J. Staab, Ivt. Stack, F. At a payoff early last month at the Hess Oil Dock in Houston are some of the Ship's Committee of the ST Erna Elizabeth (Hudson Waterways) of (I. to r.) Chief Pump­ man William Bealty, educational director; AB Spencer Lyie, deck delegate; Chief Steward Bob Fletcher, secretary-reporter and Wiper Daniel Bolerio, engine delegate. 583-48-2166 Slallings, T Jr Stanley, W Starrett, R. Steadham, G. 080-20-7196 Stephens, J. 436-94-2427 Stephenson. R. 371-58-1304 Stewart, L. 130-24-7867 Stewart,!. 465-30-9510 Stone, E. 190-14-8515 Storey, W. 452-98-2655 Straley, J. 113-30-4576 Strawn, J. 438-60-8816 Strickland, F. 438-98-0637 Stroh.M. 125-40-6611 Stubblefield, P. 019-50-4722 Sulentic, S. 397-22-5355 Sullivan, J. 434-68-9935 Swanson, A. 012-22-6052 Sylvester, R. 262-56-9878 Szeibert, S. Talbot, J. 193-32-7609 Talcott, G 581-38-9334 559-72-2929 Tanner, R. Taunton, B. 491-72-0619 385-52-9309 Taylor, G. 478-22-6649 Taylor, T. Jr. Teller, N, 106-44-7735 TennanI, W. 215-35-8651 369-03-9457 Thomas, M 223-34-2374 Thomas, P. Thomas, L. 453-11-0402 Thomas, R. 460-19-6351 003-22-9446 Thomas, R. 229-64-0632 Thomas, R. Thomas, F. 135-48-5628 Thomas, J. 104-44-4773 Thomas, G. 215-28-8469 Thompson, H. 433-86-4520 Thompson, A. 407-46-4283 422-42-4517 Thompson, M. 158-32-4757 Thompson. D 223-05-5507 Thompson, D. 384-58-2932 Thompson, P. 322-14-6994 Thorsteinsson, J. 301-30-9590 Tiesi, E 369-22-7522 Tillman, D. 242-32-4493 Tilt on, M. 564-34-8497 Timmons, F. 424-90-6686 Tingle, D. 096-44-2735 Toelle, A. Tofano, R. 423-52-6186 Torres, J. 264-58-2961 Torsch, J. 055-30-0126 Tousignant, A. 300-26-7540 Trail, E. 056-20-3012 Treamer, A. 701-10-3768 Treddin, H. 417-74-6539 Tremel, H. 303-48-9525 Triche, R. 359-50-7942 433-34-7141 Trinidad. G. Trotter. A. 466-92-3469 Truenski, 0 439-14-7354 Tuberville, A 439-02-6646 Turay. G, 188-14-9162 Tyler. G. 404-84-8912 Tyler, D. 560-68-9191 587-84-6795 582-22-7970 058-50-4505 225-.56-464.5 405-58-7557 578-03-1745 439-80-1287 469-92-8159 005-14-5285 438-80-0475 494-60-3387 266-90-1068 439-84-8221 281-12-2750 432-80-7119 567-07-0725 374-66-6641 400-42-9843 479-03-9927 505-34-4054 125-32-5869 093-26-6856 152-40-0101 166-16-3783 291-12-2604 013-14-6520 263-88-2087 230-01-9901 231-44-7176 453-88-1349 541-12-8531 456-44-0543 462-44-1126 361-21-7185 085-44-9568 262-46-1785 262-01-9644 215-14-6521 217-30-9121 581-84-2444 444-32-4158 439-05-3124 434-48-1472 213-28-3254 240-44-5747 050-20-0781 099-30-5746 198-12-8883 217-62-9143 456-16-1898 229-38-6031 227-82-2141 255-82-8717 123-54-9362 220-22-1578 403-50-5454 048-14-4410 311-16-2962 003-09-5224 422-46-1676 313-52-2862 435-02-0359 580-20-2920 57.'?-30-4218 150-12-7869 421-76-7658 537-60-2055 218-30-5492 563-62-9138 Tyler, R III Updyke, M. Urriola, J. Valdes, E. Valentine, P. Vanhorn, D. Vannatter, D. Vasquez, R. Vasquez, A. Vassilikos, A. Vaughn, F. Vaughn, D. Venzon, R. Vergara, R. Victory, E. Vilanueva, I. Villalba, R. Vinson, W. Vogel, J. Vola.O. Wagner, J. Wakefield, R Walker, E Walker, K. Walton, J. Ward, J. Weaver, H. Weaver, L. Webber, J. Welch, J. Wells, J. Wescovich, T. West, N While, H. White, G. White, R. Whitely, F. Whitely, J. Wilgus, J. Wilisch, E. Jr. Wilkins, G. Williams, R Williams, L. Williams, R. Williams, K. Williams, W. Williams, O. Williams, 0. Williams, J. Williams, L. Jr. Williamson, C. Williamson, H. Willkomm, J. Winfield.L. Witte, J. Witter, M. Jr. Woods, G. Wray, J. Wyatt, W. Wysocki, J. Ygama, A. Yocom, G. Young, J. Young, T, Jr Young. B. Jr Younghlood, W 263-04-5699 203-38-1469 529-78-2552 082-12-3119 433-30-7684 2.56-30-0495 230-74-0477 113-36-2655 449-28-8330 219-58-6255 •412-38-6200 226-88-1958 586-60-2508 582-40-3095 492-35-3923 581-88-9031 580-30-2394 400-66-7278 121-18-1576 079-20-6125 406-46-9230 457-20-8073 237-14-7778 449-25-1764 203-18-6763 428-40-8744 256-28-5578 417-76-8577 461-52-5549 268-66-7521 365-34-7175 417-62-9917 587-78-5833 226-34-0546 158-09-1505 297-07-6903 540-72-5492 243-62-9825 274-20-4824 215-68-9247 230-56-1431 220-20-3410 213-32-9114 490-62-4312 464-56-9759 031-20-1114 428-50-2176 438-48-4166 436-90-1602 422-54-6451 242-34-0952 229-16-0549 433-70-7867 277-72-5737 264-78-5675 254-92-7724 460-46-9049 333-44-1637 229-50-2716 375-58-6805 561-38-5368 452-26-1224 422-36-2642 185-40-9438 239-40-0304 438-76-5885 July 1978 / LOG / 33 �The Harrv Lundeberff "=^3' School of Seamanship *'t or a better job today, and job security tomorrow. A Chorus Line? Not quite the Rockettes. But then again, could the Rockettes fire a boiler? Either way, this undaunted group of would-be stars are a recent class of Seafarers participating in an FOWT class at the Lundeberg School. They are, front row from the left; Ken Moyer; George Varn; Ed Babola; Chuck Drury; Dave Frazier (instructor); John Oberson; Rick Cavender; Mitch "Kid" Samuels; Kirk Landry; Caro Tenteromano; Robert Orloff; Norman Geno, and Ted Bessent. Back row from the left are: W. B. McCants; Mark Paterson; George Dolan; R. Vranish; William Slayton; Andy Pandolfo, and Ray Bryant. Gourmets Three! Don't expect pheasant under glass from these three new assistant cooks, but you won't go hungry either. The recent grads of this Lundeberg upgrading course are, from the left: Philip Parisi; Robert Vance, and Frank Sirignano. •' 14 Have It Down Cold Able for Anything Now This group is ready to take jobs on an LNG ship after completing the LNG course at the Lundeberg School. The 14 Seafarers, who learned about cryo­ genics (the study of very low temperatures), are, front row from the left: Thomas Fleming; Everett Delande; John Fedesovich; Thomas Reading; Jack Rhodes, and Luciano Alfeo. Back row from the left are: Paul McMahon; Freddie Horn; Richard Fanning; Herbie Benzenberg; Leroy Fansler; John Wilson; Robert Marrero, and Billy Mason. This group of 18 Seafarers are ready to ship able-seaman now after complet­ ing the Lundeberg School upgrading course. They are, front row from the left: Howard Herolo; Mohamed Muthana; Ramzey Nasser; Kenneth Glaser; Santohir; Seied All Seied; Lorenzo McElroy, and Abdo Fotaih. Back row from the left are: Mark Emery; Dave Ferguson; Juan Sanchez; Larry Clement; Brendan Murphy; Don DeVlierger; Marshall Novack; Allan Hitt; Greg Hamil­ ton, and Dave Knuth. ' 3 Take Welding Course Five more Seafarers have gotten their welding endorsements through the Lundeberg School. They are from the left: Larry Gordon; Larry Gayle; Mark Freeman; Jim O'Meara, and Manuel Domingos. • 34 / LOG / July 1978 •X^ 9 Firemen, Oilers A recent class of Seafarers upgrading to FOWT poses for pix. They are, seated from the left- John Carr; Paul Russell, and Steve Bigelow. Standing from the left are: John Keough; Danny Johnson; Richard Parrish; Don Willy; Mike ' O'Toole, and Sean Mackey. �Legal Aid In the event that any SIU mcmhcrs have U'ftal problems in the various ports, a list of attorneys whom they ean eonsnit is being published. The mem­ ber need not ehoose the reeommended attorneys and this list is intended only for informational purposes: The following is a list of reeom­ mended attorneys throughout the United .States: NI-:W YORK, iN.V.—Schulman. Abarbancl Schlcsinucr 350 Filth AvcniiL' New York. N.Y. 1000! Tele. ^(212)279-9200 BALI IMORi:, MI).—Kaplan, Heyman, Grconberg, Engclman & Bclgrad , " Sun Life Buikling Charles & Redwood Streets Baltimore. Maryland 21201 Tele. #(301/539-6967 HOUSl ON, TLX.—Combs. Archer & Peterson Americana Building 811 Dallas Street Houston. Texas 77002 Tele. #(713)659-4455 TAMPA, FLA.—Hamilton, Douglas and Bennett, P.A. 2620 W. Kennedy Blvd. Tampa, Fla. 33609 Tel. #(813) 879-9482 SAN FRANCISCO, CALIF.— John Paul Jennings, Henning and Walsh 100 Bush St., Suite 1403 San Francisco, Calif. 94104 Tel. #(415) 981-4400 ST. LOUIS, MO.—Gruenberg & Sounders . 721 Olive Street St. Louis. Missouri 63101 Tele. #(314) 231-7440 NEW ORLEANS, LA.—Dodd. Barker. Boudreaux. Lamy 6 Gardner 1400 Richards Building 837 Gravier Street New Orleans. Louisiana 70112 Tele. it(504) 586-9395 LOS ANGELES, CALIF.—Bodle, Fogel. Julbei . Reinhardt & Rothschild 5900 Wilshire Boulevard Los Angeles, Calif. 90036 Tele.>(213) 937-6250 NMC Ads Promote U.S. Merchant Fleet Below is one of the many ads that the National Maritime Council is running in the national news media. To encour­ age support for a strong U.S. merchant marine, the NMC is running these ads in some of the major news publications, such as. Time and Newsweek. The Council wants to encourage A merican husine.ss to ship on U.S.-flag ships. So the ads are also running in husine.ss oriented publications like the Wall St. Journal. The National Maritime Council is composed of government, company and union representatives who are interested in promoting a viable U.S. merchant marine. When American flag ships take your cargo, they bring something back. Lots of mon^ for our country. In 1974, for example, our merchant marine was calculated to have favorably affected our balance or payments to the extent of $1.1 bil­ lion. Add to that, employment for 230,000 Americans directly involved with our mer­ chant marine and about 500,000 tax-paying employees in supporting industries. Then add the fact that 71 cents of every dollar received by U.S. cargo ships remains in the U.S. economy, and you'll see why we believe it's important to build up our merchant marine. Money. There are other reasons. A stronger American merchant marine means a stronger total Amer­ ican transportation system. It means a stronger voice against unfair freight rates and practices. It means a stronger defense line in case of emergency. If you export or import goods, specify that your general cargo goes on American flag American flac ships. You'll not only help your country; yoou 11 help yourself. yourse r. You'll benefit from technological advances, labor stability and reliable service, all at rates comf)etitive with most foreign flag ships. For more infor­ mation, send for our booklet on U.S. Flag Shipping. Write National Maritime Council, Box 7345, Washington, .20044 National Maritime Council • V . Management, labor and government working together for a strong, stable U.S. Hag shipping industry. MOBILE, ALA.—Simon & Wood 1010 Van Antwerp Building Mobile. Alabama 36602 Tele. #(205)433-4904 DETROIT, MICH.—Victor G Hanson 19268 Grand River Avenue Detroit. Michigan 48822 Tele. #(313^ 532-1220 FALL RIVER, MASS.--PatricK H. Harrington 56 N. Main Street. Bennett Bldg. Fall River. Mass. 02720 Tele. #(617) 676-8206 SEATTLE, WASH.—Vance. Davies. Roberts. Reid & Anderson 100 West Harrison Plaza Seattle, Washington 98119 Tele. it(206) 285-3610 CHICAGO, ILL.—Katz & Friedman 7 South Dearborn Street Chicago. 111. 60603 Tele. #(312)263-6330 DONTGIVE UP THE SHIPS July 1978 / LOG / 35 �Only 22, But T. 1. Scholarship Puts Boatman on Way to Top Job There's more than one way to get an inland license. But George Mowbray was fortunate enough to find the best way. Brother Mowbray got his license through the Transportation Institute's (T.I.) Towboat Operator Scholarship Program. He was one of 21 SIU Boat­ men selected for the first class, which started last February at the Harry Lundeberg School. Along with free tuition and room and board, which are provided for all HLS courses, the T.I. scholarship gave him $125 a week for the full 12 week course. It also gave him the preparation he needed to get his Second Class Opera­ tor's license after successfully comple­ ting the course in May. Only 22 years old, Mowbray will soon have enough seatime to automatically qualify for his First Class Operator's license—his ticket to a top job in the wheelhouse. Mowbray was no stranger to the Lundeberg School when he entered the Scholarship Program. He started out there as a trainee in January, 1977. Right after graduation in April, he shipped out from Piney Point as a deck­ hand for G & H Towing in Houston. Mowbray entered the HLS Trainee Program at the urging of a fellow SIU Boatman, Capt. Timber Turner, on his first job with Stone Towing in his home­ town of Wilmington, N.C. Capt. Turner had worked with a number of Piney Point graduates and knew from experi­ ence that the School was the best way for a young man like Mowbray to gain a strong foothold in a new career. Mowbray found out right away what Capt. Turner was talking about. He had been looking for a harbor job and his HLS training allowed him to land it at G & H. It was Capt. Turner again who en­ couraged Mowbray to apply for the Scholarship program. "He had read about it in the Log before I did," Mowbray explained, "and called me up to tell me about it. The next day I went down to the Houston hall to sign up for it." Mowbray said that the program was an excellent opportunity to gain exper­ ience and skills that a young deckhand doesn't get on the job, such as reading navigation instruments and actually operating a towboat. "We didn't just memorize answers to pass a test. That wouldn't do you any good when the time comes on the job to really know your stuff." While he was in the program, Mow­ bray also got his AB ticket, which is the rating he is now working in at G «& H. He will have enough seatime to automati­ cally qualify for his First Class Opera­ tor's license in November. Moving into the wheelhouse won't be long after that, since G & H, like moSt companies in the towing industry today, needs a steady supply of licensed wheelhouse personnel. That's why the Scholarship Program was started by the Transportation Insti- SL Galloway Committee Here is the ship's committee of the Sea-Land Galloway, which paid off late last month in Port Elizabeth, N.J. They are, from the left; R. Dell, educational director; Ben Freeman, engine delegate; A. Seda, secretary reporter; Recertified Bosun George Burke, ship's chairman, and Washington Williams, steward delegate. The Galloway's crew said that Brother Washington deserves an award as "Messman of the Year." Dispatchers Report for Inland Waters JUNE 1-30, 1978 •TOTAL REGISTERED All Groups Class A Class B Class C Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Port Arthur Algonac St. Louis Piney Point Paducah Totals George Mowbray Member Writing Book On Ports of SIU member J. Sean Nicholson is trying to gather material for a book on points of interest in Ports of Call throughout the world. He requests that fellow SIU members who feel they have something to contribute from their experiences ashore get in touch with him at the following address: GPO 53, 550 Manpr Rd., Staten Island, N.Y. 10314. Deposit in the SIU Blood Bank— It's Your Life 36/LOG/July 1978 Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Port Arthur Algonac St. Louis Piney Point Paducah Totals TOTAL SHIPPED All Groups Class A Class 8 Class C ••REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT .. r. 0 0 0 4 0 0 3 3 2 0 22.« 0 0 10 6 0 9 0 6 0 0 0 4 0 3 1 2 2 0 17 0 0 12 1 0 12 30 2 86 1 0 0 0 0 4 0 29 9 1 42 0 6 5 67 0 15 0 45 224 0 0 0 3 0 1 0 3 4 0 12 0 0 4 6 0 4 0 6 0 0 0 5 0 0 0 0 0 0 16 0 0 12 1 0 9 30 2 7!i 0 0 0 0 0 2 0 22 7 0 24 0 3 5 33 0 12 0 32 lAn 0 0 0 7 0 3 9 2 6 0 19 0 0 10 7 11 10 0 6 90 0 0 0 4 0 5 2 6 1 0 10 0 0 10 3 5 10 1 1 58 1 0 0 2 0 4 0 25 2 0 32 0 10 8 76 4 20 0 54 238 0 0 0 0 0 2 1 0 2 0 0 0 0 2 0 0 0 0 0 7 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 0 0 0 0 0 0 0 0 .1 1 4 0 0 0 1 0 0 0 0 7 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 2 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1 1 0 2 5 0 0 0 1 0 0 0 2 1 0 2 0 9 1 1 0 4 0 8 29 99 64 . 274 ENGINE DEPARTMENT Port i' •• tute, a research and promotional organization for the industry. And that's why the SIU,through the Lundeberg School, is working to make it an effective, worthwhile program for SIU Boatmen. .' 0 0 0 1 0 1 1 0 1 0 0 0 0 2 0 0 0 0 0 6 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 0 2 0 0 0 0 0 0 0 0 1 1 4 0 1 0 0 0 0 0 0 7 Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco . Wilmington Seattle Puerto Rico Houston Port Arthur Algonac St, Louis Piney Point Paducah Totals Totals All Departments 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 1 0 3 0 0 0 0 0 0 0 0 1 0 1 0 1 3 0 0 0 0 0 6 STEWARD DEPARTMENT 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 2 0 0 0 3 0 1 2 0 3 2 0 0 3 0 8 24 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1 0 0 2 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 0 0 2 0 0 0 1 0 0 0 2 0 2 5 0 0 2 0 0 2 0 4 IB 89 72 255 46 80 164 *"Total Registered" means the number of men who actualiy registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. - �SEA-LAND FINANCE (Sea-Land Service), May 14—Chairman, Recerti­ fied Bosun James Pulliam; Secretary A. Reasko; Educational Director R. Welch; Deck Delegate J. Long; Engine Delegate S. Moritani; Steward Delegate E. Cullerton. No disputed OT. Chair­ man reported, that the education series No. 10 was put out for all to read. Also a copy of the MC&S merger agreement. J itney service in all ports that don't have it should be taken care of. There should be platforms on the dock for lowering the gangway on. These platforms would save the gangway from being damaged. Educational Director reported that the Log was received and passed around for all to read. Also held a discussion on the importance of donating to SPAD. Next port Hong Kong. DELTA PARAGUAY(DeltaSteam­ ship), May 6—Chairman, Recertified Bosun Raymond Ferrera; Secretary Thomas Liles Jr.; Steward Delegate George A. Jackson Jr. $9 in ship's fund. No disputed OT. Vote of thanks to deck department for keeping messhall and pantry clean. Also a vote of thanks to the steward department for good food. Report to the Log: "President Carter was aboard the ship in Lagos, Nigeria," THOMAS LYNCH (Waterman Steamship), May 28—Chairman, Re­ certified Bosun J. W. Garner; Secretary F. Mitchell Jr.; Educational Director J. R. Johnson. No disputed OT. Chair­ man reports that each Sunday at sea at 3:00 PM a union meeting will be held and should a problem arise that war­ rants more time then the meeting will be held an hour later. Held a general dis­ cussion on progress in the Union, the aspects of shipping in the future, the im­ portance of donating to SPAD and also urged members who qualify to go to Piney Point and upgrade. Next port New York. DELTA BRAZIL (Delta Steamship), May 28—Chairman, Recertified Bosun C. D'Amico; Secretary A. Estrada; Ed­ ucational Director H. Wells; Deck Dele­ gate Charles P. Johnsen. $95 in ship's fund. No disputed OT. A vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed brothers. SEA-LAND COMMERCE (SeaLand Service), May 21—Chairman, Re­ certified Bosun Lothar Reck; Secretary J. Jones; Educational Director W. Al­ ton. No disputed OT. $25 in ship's fund. Chairman gave a vote of thanks for the milk that was donated for the orphan children in Hong Kong. Also advised all crewmembers to read the Log and to up­ grade as soon as possible. Observed one minute of silence in mc-mory of our de­ parted brothers. SEA-LAND CONSUMER (SeaLand Service), May 21—Chairman, Re­ certified Bosun Fred Pehler; Secretary Leon Webb; Educational Director Larry Kenneth; Engine Delegate Bob Mealor; Deck Delegate E. Scroggins; Steward Delegate M. B. Cox. No dis­ puted OT. Chairman held a discussion on the new contract and the new ships being crewed by the SIU. He urged all members to take advantage of the Piney Point upgrading classes. Also noted the importance of donating to SPAD. A word of thanks to the crew for the good I conduct and clean ship. A vote of thanks to the steward department for a job well done. SEA-LAND ECONOMY (Sea-Land Service), May 21 —Chairman, Re­ certified Bosun A. McGinnis; Secretary L. Nicholas; Educational Director L. A. Acosta; Deck Delegate B. Jarrett; En­ gine Delegate R. Celious; Steward Dele­ gate S. Morris. $221.60 in movie fund. No disputed OT. Chairman reminded everyone to check with the patrolman before payoff. Also discussed the im­ portance of donating to SPAD. All crewmembers were asked to note any re­ pairs that had to be made and to let the chairman know if they had any safety suggestions. A vote of thanks was ex­ tended to the Chief Electrician and Chief Engineer for the installation of a telephone in the crew messhall. Next port. Port Everglades. MOUNT WASHINGTON (Victory Carriers), May 28 Chairman, Recerti­ fied Bosun R. D. Schwar/.; Secretary J. R. Prestwood; Educational Director D. White. Some disputed OT in deck, engine and steward departments. A dis­ cussion was held on the President's Re­ port in the Log. Also on the importance of donating to SPAD. A vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed brothers. SEA-LAND MARKET (Sea-Land Service), May 7—Chairman, Recerti­ fied Bosun D. Rood; Secretary R. Hutchins; Deck Delegate F. Fromm; Engine Delegate E. Liwag; Steward Delegated. Alberti. Some disputed OT in steward department. A vote of thanks was given to each department delegate for their co­ operation in making this trip a smooth voyage. A reminder was made for all crewmembers to be safety wise. Ob­ served one minute of silence in memory of our departed brothers. Next port Portsmouth. MGNTPELIER VICTORY (Victory Carriers), May 7—Chairman, Recerti­ fied Bosun A. Armanda; .Secretary George W. Luke; Educational Director John McClelland; Engine Delegate Mit­ chell Reyes. $27 in ship's fund. No dis­ puted OT. A meeting was called to dis­ cuss safety on the ship and to notify members that there will be a weekly meeting held. It was noted that gravel will be mixed with paint as an anti-skid precaution on decks. A vote of thanks to the steward department for the job they are doing. Next port Corpus Christi. ( OA.STAL CALIFORNIA (Coastal Gas), May 29 Chairman, Recertified Bosun Fred Gosse; Secretary Jimmie Bartlett; Educational Director .lohn Smith. $16.25 in ship's fund. No dis­ puted o r. fhe chairman and the stew­ ard told the membership that this was one of the best crews that they had shipped with in a long time. All depart­ ments were functioning in a satisfactory manner and an efficient way. A vote of thanks was extended to the steward de­ partment for a job well done. Observed one minute of silence in memory of our departed brothers. Next port Port Hueneme. BORINQUEN (Puerto Rico Mgt.), May 7 Chairman, Recertified Bosun D. L. Gon/.ale/; Secretary H. Galicki; Deck Delegate O. V. Ortiz; Engine Del­ egate J. I. Newhouse; Steward Delegate F. R. Cordero. $7 in ship's fund. Some disputed OT in deck department. Chair­ man urged the crew to read the Log all the way through so they will know what is going on in the Union. A vote of thanks to the steward department for a job well done. Also, thanks to the 4-8 watch for keeping the crew recreation room clean. Next Port Elizabeth, New Jersey. Official ship's minutes were also received from the following vessels: AFOUNDRIA PISCES OVERSEAS ANCHORAGE PORT SEA-LAND PRODUCER OGDEN CHAMPION DELTA URUGUAY DELTA MAR MARYLAND MANHATTAN SEA-LAND TRADE JACKSONVILLE ERNA ELIZABETH SEA-LAND VEN I URE DEL RIO SEA-LAND GALLOWAY SEA-LAND LEADER OVERSEAS VIVIAN BEAVER STATE AREC IBO ' GATEWAY CITY CHARLESTON MAYAGUEZ TRANSINDIANA INGER CAROLINA ULTRAMAR TAMPA ULTRASEA STONEWALL JACKSON STUYVESANT OVERSEAS ALICE MONTICELLO VICTORY DELTA NORTE ZAPATA RANGER AGUADILLA JAMES ACHILLES WORTH DELTA SUD FLOR OVERSEAS NATALIE PUERTO RICO TAMARA GUILDEN SEA-LAND PORTLAND BOSTON PENN TRANSCOLUMBIA OVERSEAS TRAVELER JOHN B. WATERMAN FORT HOSKINS LONG BEACH (Sea-Land Service), May 28—Chairman Dave Manzanet; Secretary O. Smith; Educational Direc­ tor S. Green; Deck Delegate Frank Balasier; Steward Delegate J. Tulley. $75.23 in ship's fund. Some disputed OT in deck department. Chairman reported that the members of this vessel would like to convey their condolences to Ex­ ecutive Vice President Frank Drozak on the death of his brother Paul. We all miss him deeply. Secretary reported that the MTD Newsletter and the Log were read with great interest. Also discussed the importance of donating to SPAD. Steward would like to thank all for their help in keeping the messroom and recre­ ation room clean. Next port Palermo. DELTA ARGENTINA (Delta Steamship), May 7 Chairman, Recert­ ified Bosun F, Peavoy; Secretary H. Donnelly; Educational Director U. Sanders; Deck Delegate Griffith Dufore; Engine Delegate John Hrolenk; Steward Delegate Anthony Benedict. Educatii)iial Director noted that the new Logs were received and pas.sed around to the crew. A vote of thanks was given to Henry Bouganim for changing movies \vith the Dcha Brazil at anchor. Next port Abidjan, West Africa. BROOKS RANGE (Interocean Mgt.), May 21 Chairman, Recertified Bosun S. Monardo; Secretary D. Col­ lins; Educational Director Thomas J. Thomas. No disputed OT. This is a new ship and there are a lot of items to be corrected which will be done as soon as the proper people are told. A suggestion that anyone who has not attended the LNG school in Piney Point should do so. Reading matter on upgrading and the school can be found in the recreation room. Next port Montevideo. LNG ARIES (Energy Transporta­ tion), May 28— Chairman, Recertified Bosun H. B. Walters; Secretary A. DeChamp; Engine Delegate Thomas Maga. No disputed OT. A vote of thanks to the steward department for a job well done. Report to the Log: "Thanks for the Log news, very good re­ porting and keeping up with the times." Next port l obata, Japan. LNG AQUARIUS (Energy Trans­ portation), May 21 —Chairman, Re­ certified Bosun Billy Nuckols; Secretary Frank Costango; Educational Director Dominick Orsini; Deck Delegate Heinz. Ulrich; Engine Delegate Imro Salo­ mons; Steward Delegate Larry Dockwiller. $6 in ship's fund. Some disputed OT in deck and steward departments. Educational Director noted that the effort of all crewmembers in attendance at the Fire .Schoo! classes was great. All communications irom headquarters, two from Frank Drozak and two from Red Campbell, were read and posted. A vote of thanks to the steward depart­ ment for a job well done. Next port Nagoya. SAMUEL CHASE (Waterman Steamship), May 14 Chairman, Re­ certified Bosun William D. Morris; .Sec­ retary H. Scypes; Educational Director Valdes. No disputed OT. A discussion was held on the importance of upgrad­ ing at the school in Piney Point which is available for all to upgrade themselves. Observed one minute of silence in mem­ ory of our departed brothers. Next port Yokohama. Deposit in the SIU Blood Bank— It s Your Life July 1978 / LOG / 37 �mmm • ?. il Steven Reitz Paul Burke Paul Johnson Seafarer Steven Reitz, 24, gradu­ ated from the HLS Entry Program in 1973. He upgraded to A B there in 1975. Brother Reitz has firefighting. life­ boat and cardio­ pulmonary resusci­ tation tickets. He was born in Bryans Road, Md. where he lives and ships out of the port of New York. Seafarer Paul Burke, 20, graduated from the HLS Entry Program in 19/6. He upgraded to assistant cook there in 1977 and to chief cook this year. Brother Burke holds tickets for firefighting, lifeboat and cardio­ pulmonary resuscitation. Born in Mo­ bile, he both lives and ships out of that port. Seafarer Paul Johnson, 20, gradu­ ated from Piney Point in 1973. He upgraded to FOWT there in 1974. He has his firefighting, lifeboat and cardio­ pulmonary resusci­ tation tickets. A na­ tive of Mobile, he resides and ships out of that port. W James Emidy, III Charles A. Berryman Seafarer Wilbur Miles, 25, gradu­ ated from the HLS in 1973. He up­ graded to FOWT there in 1977. Brother Miles has the firefighting, lifeboat and cardioI pulmonary resusci­ tation tickets. Born in Mobile, he lives and ships out of that port. Seafarer Charles A. Berryman, 29, joined the S/U in 1967 in the port of New York sailing in the engine depart­ ment. He has fire­ fighting, lifeboat and cardio-pulmonary resuscita­ tion tickets. Brother Berryman up­ graded to FOWT at HLSS this year. He also earned welding and LNG endorse­ ments there at the same time. He was born in Aberdeen, Md., lives in Mobile and ships out of the port of New York. Mark McGIII Seafarer Mark McGill, 24, gradu­ ated from Piney Point in 1975. He upgraded to 3rd cook there in 1976. Brother McGill has his firefighting, life­ boat and cardio­ pulmonary resusci­ tation tickets. A native and resident of Arlington, Va., he ships out of the port of New York. DEEP SEA Richard McClusky James Clark Seafarer James Clark, 21, gradu­ ated from the HLS Entry Program in 1973. He upgraded to FOWT there in 1976. Brother Clark has firefighting, lifeboat and cardio''' pulmonary resusci­ tation tickets. He was born and resides in Brooklyn, N. Y. and ships out of the port of New York. Seafarer Richard McClusky, 26, graduated from the HLS Entry Pro­ gram in 1972. He 1 upgraded to AB at Piney Point in 1975. Brother McClusky ^holds tickets for J -firefighting, life­ boat and cardio-pulmonary resuscita­ tion. He was born in Paterson, N.J., lives in New York City and ships out of that port. Tugboat Crews in San Juan Seafarer James Emidy, III, 24, graduated from the HLS in 1974. He upgraded to FOWT there in 1977. Brother Emidy has his firefighting and lifeboat tickets. A native of Camp Lejeune, N.C,, he lives in Blackstone, Mass. and ships out of the port of Boston. He's also a motorbike buff and has 10 hours of airplane pilot instruction. J. Sean Nicholson Benjamin Tidwell Seafarer J. Sean Nicholson, 26, graduated from the Piney Point Entry Program in 1973. He upgraded to FOWT there in 1975. Brother Nich­ olson also has an M.A. in English from Richmond College, Staten Island, N. Y. He holds firefighting, lifeboat and cardio-pulmonary resuscitation tickets. A native and resident of Staten Island, he ships out of the port of New York. Seafarer Ben­ jamin Tidwell, 23, graduated from the Harry Lundeberg School \of Seamanship, Piney Point, Md. I in 1973. He up­ graded there to AB in 1977. Brother Tidwell has his firefight­ ing, lifeboat and cardio-pulmonary resuscitation tickets. Born in Texas, he is a resident of Knoxville, Tenn. He ships out of the port of Houston. If you just stand still, On board (above) the Tug Sea Racer (Caribe Tugboat) is the crew of (tront I. to r.) Cook G. Trinidad, Deckhand J. Ramos and OS P. Figueroa. In the back (I. to r.) are AB A. Lopez, San Juan Port Agent Juan Reinosa and Engineer V. Rosado. Also tied up in San Juan (P.R.) Harbor recently is the crew of the Tug Sea Monarch (below front I. to r.) of AB R. Candelario, AB S. Rivera and OS Suarez. Standing (I. to r.) are AB M. Negron, Mate D. Atkins, Cook W. Melendez, Mate H. Ramos, Capt, J. Hernandez and San Juan Port Agent Juan Reinosa. you're gonna have to run to catch up ... KEEP UP with the times. KEEP UP with the job opportunities KEEP UP with your industry. SIGN UP for the AB Course at HLS. Class starts September 18. To enroll, see your SlU Representative or contact HLS. 38/ LOG/July 1978 �4z02 Have Honated $100 or More To SHAE) Since Beginning of 1978 The following SIU members and other concerned individuals, 402 in all, have demonstrated an active interest in participating in political and legislative activities which are vital to both our job security and our social and economic welfare, by voluntarily donating $100 or more to the Seafarers Political Activities Donation (SPAD) fund since the beginning of 1978. (The law prohibits the use of any union money, such as dues, initiation fees, etc., for political activities. The most effective way the trade unionist can take part in politics is through voluntary political contributions. SPAD is the Union's separate segregated political fund. It solicits and accepts only voluntary contributions. It engages in political activities and makes contributions to candidates. A member may voluntarily contribute as he sees fit or make no contribution without fear of reprisal.) Fourteen who have realized how important it is to let the SIU's voice be heard in the Halls of Congress have contributed $200, four have contributed $300, one has given $400, one has given $500, and one $600. The Log runs the SPAD Honor Rolls because the Union feels that our political role must be maintained if the livelihoods of maritime workers are to be protected. (A copy of our report is filed with the Federal Election Commission and is available for purchase from the Federal Election Commission, Washington, D.C.) NOTE: Each month's SPAD Honor Roll contains the names of those individuals who have given $100 or more as of the last Friday of the previous month. ^ m m m m m Shaw, L. McKay, R. Pollack, A. Acevedo, M. Carey, W. Shelley, S. Prentice, R. McKay, R. Adams, E. Carter, R. Shopatt, H. Pretare, G. Meacham, H. FUer,W. Heacox, E. Castel, B. Adams, W. Sigler, M. Lewin, A. Mann, C. Prevas, P. Melfert, R. Heniken, E. Fletcher, B. Adamson, R. Caswell, J. Skala, T. Lewis, J. Mann, J. Miller, D. Pulliam, J. Hi^ins, J. Floroiis, C. Agugussa, A. Carr, J. Smith, B. Libby, H. Raines, R. Marchaj, R. Miller, R. Home, H. Foley, P. Aguiar, J. Carroll, J. Smith, L. Lindscy, H. Ramage, R. Mohlcy, R. Martin, T. Hotton, G. Francum, C. Air, R. Cavalcanti, R. Siiellgrove, L. Lively, H. Randazza, L. Mollard, C. Mathil, M. Houlihan, M. Frank, S. Cherup, N. Alcarin, G. Somerville, G. Loleas, P. Ratclifie, C. McCarthy, L. Mongelli, F. Houston, H. Frazier, J. ChUinski,T. Alexikis, A. Soresi, T. Long, L. McFarland, D. Reading, J. Moore, G. Hunter, W. Cinquemano, A. Frounfelter, D. Algina, J. Spady, J. Loveland, C. McFarland, J. Reck, L. Moore, J. Hurley, M. Fuller, E. Cline, L. AIi,D. Speller, J. Lunsford, J. McNeely, J. Regan, F. Moore, J. Huss, P. Cofone, W. Fuller, G. Allen, E. Spencer, G. Macmbci^, D. McCartney, G. Reinosa, J. Morris, W. lovino, L. CoUerIII,J. Allen, J. Furukawa, H. Malesskey, G. Stalgj', R. McCorvey, D. Reza, O. Morrison, J. Ipsen, L. Comstock, P. Gallagher, L. Alvarez, P. Mallory, A. Richardson, J. Stankiewicz, A. McElroy, E. Mull, C. Jacobs, R. Gard, C. Conklin, K. Amat, K. Mandene, S. Stearns, B. Richoux, J. McKay, M. Murray, R. Japper Gavin, J. Cooper, J. Ammann, W. Stephens, C. Ries,J. "I Musciato, M. Johnson, R. Gentile, C. Corder, J. Anderson, D. Stockman, B. I Myers, H. Rivera, L. I Nash, W. Jolley, R. George, J. Costa, F, Anderson, E. Stravcrs, L. Roades, O. I Jones, C. Gimbert, R. Costango, F. Anderson, R. Sulentic, S. Roberts, J. I Nelson, D. Pomerlane, R. Jones, R. Givens, J. Surrick, R. Costango, G. Antici, M. Rodriguez, R. I Newberry, H. I Nihom, W. Karlak, W. Costango, J. Swain, C. Glenn, J. Antone, F. Rondo, C. I Kastina, T. Appleby, D. Craig, J. Glenn, J., Jr. Sweeney, J. Royal, F. I Novak, A. Apuzzo, W. Crocco, G. Kenny, L. Glidewell, T. Tanner, C. Rung, J. I O'Hara, M. Antich, J. I Oldakowski, E. Ryan, T. Czerwinski, J. ' Gobrukouich, S. Kerr, R. Aquino, G. Taylor, F. I Olds, T. Kingsley, J. Dallas, C. Gooding, H. Arias, F. Sacco, M. Terpe, K. I $400 Honor Roll Dalman, G. Kirby, M. Aronica, A. Graham, E. Sacco, J. Terry, D. I Olivera, W. Kitchens, B. Aruz, A. I Olson, F. Grepo, P. Darley, B. Salazar, H. Thaxton, A. Lilledahl,H. I Kizzire, C. Guillen, A. Theiss, R. M. Davis, J. Sanchez, Atkinson, D. I Orn, L. Knoff, J. Hager, B. Davis, J. SanFillippo, J. Thomas, F. Aumiller, R. I Orsini, D. Hall, C. Koflowich, W. I Davis, J. San Fillippo, J. Thomas, J. Avery, R. Ortiz, F. 1 Hall, L. Kool, L. Thomas, 1'. Sapp, C. Andersen, R. Babkowski, T. Davis, S. Curtis, T. I Ortiz, F. Hall, P. Kowalski, A. Schabland, J. Thorbjorsen, S. Debarrios, M. Chartier, W. Balaga, C. Harcrow, C. 1 Paczkowski, S. Hall, W. Kramer, M. Schatz, G. Tilley, J. DeChamp, A. I Pagano, J. Barnes, D. I Hamblet, A. Krittiansen, J. Tillman, W. Deldaeh, T. Scheard, H. Papuchis, S. BarUett, J. i Hamilton, G. Lambert, H. Todd, R. Delea, G. Schwartz, A. . Bauer, C. Grima, V. Ahmed, F. I Passapera, F. Hampton, D. Lance, W. Troy, S. Dell, R. Schwarz, R. 1 Paulovich, J. Beeching, M. Hagerty, C. Bernstein, A. I Haney, L. Lankford, J. Turner, B. Del Moral, A. Scott, C. Bellinger, W. Cookmans, R. Kerngood, M. 1 Pelfrey, M. Hant, K. Lee, K. Demetrios, J. Uusciato, J. Seagord, E. Berglond, B. Dryden, J. Larkin, J. 1 Perez, J. Harris, N. Legg, J. Dengate, H. Selzer, R. Vanvoorhees, C. I Petak, P. Bjornsson, A. Ellis, P. Lombardo, J. I Harris, W. Lelonek, L. Di Domenico, Selzer, S. J. Velandra, D. Blackwell, J. McCuIlough, L. I Phillips, R. Firth, R. Hauf, M. Leonard, W. Diaz, R. Shappo, M. Velez, R. Bluitt, J. Pow, J. Forshee, R. I Pillsworth, P. Haykes, F. Lesnansky, A. Diercks, J. Sharp, W. Poer, G. Vukmir, G. Bluitt, T. Walker, T. DiGiorgio, J. Bobalek, W. Dillings, L. Wallace, S. Bonser, L. .ywv .••Wv' "..rW-t Ward, M. Bourgeois, J. L. Doak,W. Dobbins, D. Weaver, A. Bowker, A. SEAFARERS POLITICAL ACTIVITY DONATION Webb, J. Doherty, W. Boyne, D. (SPAD) Dolan, J. Whitmer, A. Bradley, E. 675 FOURTH AVENUE BROOKLYN, N.Y. 11232 Dolgen, D. Brady, J. Whitsitt, M. Donnelly, M. S.S. No., Brand, H. Date. Wierschem, D. Donovan, P. Wilhelmsen, B. Bronnlee, R. .Book No.. Contributor's Name . Domes, R. Williams, L. Brown, G. Drozak, F. Williams, R. * Address. Brown, I. Ducote, C. Wilson, B. Brown, I. .v. .Zip Code City .Stale. Dudan, M. Wilson, C. Bruce, C. I acknowledge and understand that SPAD is a separate segregated fund establishe.d and administered Dudley, K. Wolf, P. Bryant, B. by my Union to engage in political activities and to make contributions and expenditures for candidates Dwyer, J. Wood, C. Bryant, N. seeking political office and solicits and accepts only voluntary contributions, and I have the right to refuse to make any contribution without fear of reprisal. I may contribute such amount as I may volun­ Worley, M. Dyer, A. Bucci, P. tarily determine and I herewith contribute the sum of $ . This contribution constitutes my Elzahri, A. Wright, A. Bullock, R. voluntary act and I am to to receive a copy of this receipt showing the amount of my contribution. A copy of SPAD's report is filed with the Federal Election Commission and is available for purchase from Eschukor, W. Wright, F. Buffinton, O. the Federal Election Commission, Washington, D.C. Evans, J. Butch, R. Wydra, R. Byrd, J. Yarmola, J. Fagan, W. Signature of Solicitor Cafefato, W. Faitz, F. Port Yates, J. Solicitor's No. $ Caffey, J. Fanning, R. Yelland, B. Fay, J. Calogeros, D. Zai, C. vwyo »», oFergus, S. Campbell, A. Zeloy, J. ."••AS'' , W; SPAD Honor Roll X " $600 Honor Roll $500 Honor Roll $300 Honor Roll -r $200 Honor Roll nm 1978 July 1978 / LOG / 39 f .... . �u-r LOG 30 Cents a Day: A Small Price for Job Security What can you buy for 30 cents today? Much more than you think. For the price of a cup of coffee every working day or the price of a half a pack of cigarettes, you can buy yourself a lifetime of job security. Sound irnpossibie? It's not. It's only a new way to solve an old problem. For years we have exercised our right to participate in the political jrocess of this country. We have jacked candidates who support maritime labor and fought those who oppose us. It has taken hard work, organiza­ tion, manpower, but most of all— money. That's where the 30 cents comes in. 30 cents may not get you much on your own. But if we all put it to work together, it can give us a stronger foothold in politics than we ever had beiore. Up until now, the Union's onlyway to collect funds for SPAD (Sea­ farers Political Activities Donation) has been through appeals to the memhershij) for volunlarv contributions. We have been asking vou to give !f!20 or more whenever vou felt readv and able to make a donation. This program will continue because there is no doubt that your re.sponse to it has given the SIU the means to play an effectiy.e political role for maritime labor. But we need to ex­ pand that role. So we have come up with an additional program to signifi­ cantly increase voluntary political contributions. This is how it works: You can now sign a form author­ izing the Seafarers Vacation Plan to deduct 30 cents per day from your vacation benefit payments and trans­ fer that amount to SPAD. An example of the form is printed on this page. Ofliciil Publicjtion of ihc Srjfjrcri Union • Atlantic Gulf, Lik« JncI Inljnd Wjttrj Oistricl • AFL<IO • JtJLY 1978 HOS* FZJUUUgS This program is a convenient way for you to support SPAD. It is a better way for the Union to reach a mobile membership. And it can cut down the administrative costs of our collection efforts. But above all, if we all support the new program, it will guarantee that a regular, substantial flow of money will he there for political activity when we need it. And we need it now. We have an o[)porlunity to in­ crease our political programs with the new 30 cents daily deduction pro­ gram to boost SPAD. This could he the start of the most effective way ever to wield the political clout that we must carry this vear and in the future. And for the price of a cup of cof­ fee, vou can make it begin. ASSIGNMENT FOR SEAFARERS POLITICAL ACTIVITY DONATION (SPAD) TO: DATE Seafarers Vacation Plan 275 20th Street Brooklyn, N.Y. 11215 Effective from this date, I hereby assign, direct and authorize you to deduct from payments required to be made by you to me for vacation benefits and at the time of such payments, a sum equal to thirty cents per day for which I am entitled to vacation benefit payments and to pay and transfer such amounts to SPAD, 675 Fourth Avenue, Brooklyn, N.Y. 11232. This authorization shall remain in full force and effect unless written notice by certified mail is given by me to you of revocation of this authorization, in which event the revocation shall be effective as of the date you receive it and applicable only to vacation benefits both earned and payable to me thereafter. I acknowledge advice and understand that SPAD is a separate segregated fund established and administered by my union to engage in political activities and to make contributions and expenditures for candidates seeking political office and solicits and accepts only voluntary contributions and I have the right to refuse to make any contributions, including this authorization without fear of reprisal. I may contribute directly to SPAD such amount as I may voluntarily determine in lieu of signing this authorization and that the specified amount herein provided is to minimize administrative responsibilities and costs consistent with the facilitation for the making of voluntary con­ tributions. And this authorization for contributions, constitutes my voluntary act. A copy of SPAD's report is filed with the Federal Election Commission and is available for purchase from the Federal Election Commission, Wash­ ington, D.C. This authorization has been executed in triplicate, the original for you, copy to SPAD and copy to me. Member's name (Print) Me(;nber's Signature Social Security Number Memt^rs Home Address 1 City Book Number OFFICE COPY J- —14'/ K. I 6^^ state Port Zip .288 � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource July 1978 Description An account of the resource HEADLINES MILESTONE PACT SIGNED WITH GREAT LAKES OPERATORS ELIGIBILITY RULES FOR BENEFITS CHANGED TO 125 DAYS SIU BLASTS USE OF NAVY TUGS AT KINGS BAY BASE SIU TAKES ELECTION AT CHAMPION AUTO FERRIES DEEP SEA MEMBERS ACCEPT NEW 3-YEAR PACT HIS DAD WAS A SEAFARER WITH A BIG HEART DELTA QUEEN SHOWS SPEED SUPREMACY IN RIVERBOAT RACE HALL: 50,000 MARITIME JOBS IMPERLED POOR PROCEDURES CAUSES LIBERIAN-FLAG SANSINEA BLAST LNG IMPORTS PLAN, THOUGHT DEAD, IS RESURRECTED MTD SETS UP COUNCIL IN JUNEAU CHARLIE NALEN NAMED HLSS VOCATIONAL DIRECTOR SIU TESTIFIES IN SUPPORT OF SEA-LEVEL CANAL STUDY ON THE AGENDA IN CONGRESS… IN THE FEDERAL AGENCIESS… SIU OPPOSITION TO MORE TAX BREAKS FOR FOREIGN-FLAG SHIPPERS GAINS MAJOR CONGRESSIONAL SUPPORT HOUSE DEFEATS SLURRY PIPELINE BILL U.S. PLANS INCREASE IN OIL RESERVE PLAN MARAD DATA SHOWS U.S.-FLAG FLEET IS INCREASING U.S.-RUSSIAN GRAIN PACT NEARS ACCORD LABOR LAW REFORM SET BACK BY FILIBUSTER CLARIFICATION OF VACATION, DEATH BENEFITS IN NEW DEEP SEA PACT EL PASO SOUTHER, 4TH SIU-CONTRACTED LNG CARRIER, IS CREWED IN NORFOLK, VA. PUMPROOM, MARINE ELECTRICAL COURSES PREPARING FOR THE FUTURE OF U.S. MARITIME THRU EDUCATION MOVE MOUNTED TO EXPORT ALASKAN OIL TO JAPAN 1500TH CHECK MARKS NEW PLATEAU FOR INLAND VACATION PLAN TIME TO LEASH RUSSIAN RATE SLASHING HIRE AMERICAN PROVISION WINS SUPPORT OF HOUSE-SENATE CONFAB: VICTORY FOR MARITIME LABOR REP. LEO ZEFERETTI SPONSORED ‘HIRE AMERICAN’ PROVISION WHAT THE BILL MEANS TO AMERICAN WORKERS OCEAN MINING JOBS AT STAKE IN SEA LAW CONFAB LABOR WANTS BILL TO SAFEGUARD JOBS AGAINST UNFAVORABLE TREATY CONVERTED SEA-LANDERS ON FOREIGN RUNS WITH SIU CREWS AN ACCOUNT OF UNION BUSTING NAD HEAD BUSTING ON THE SAN FRANCISCO WATERFRONT IN 1894 30 CENTS A DAY: A SMALL PRICE FOR JOB SECURITY Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 7/1/1978 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 40, No. 7 1978 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/e7d1c6ffb3294d0b77c3b189aeae9abc.PDF 4d56e1a2abcfe6bf462d62cd441fc1be PDF Text Text iNl UcJ AJ NI cJ lEiOdlS 1 'J Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-CIO Pressure From Union Brings New Safety Measures to Lakes vgi-g^o AUGUST 1978 Seafarers Man New Tanker Thompson Pass See Page 12 =• UJ ^Si Tf'tSW See Page 3 SlU Blasts Plan to Export •ate Slit Backed Ocean Mining Bill Naif Way There See Special Supplement Pages 17-24 J- . •>• „ sr f «• .. •: -.f-.M'.;*#:> -. -.<( - ' ^ .V>»' V , -• • • . •••. >. •- •? rt 'tt*' j. •- '• • T, - M: « •rc-'gipr^v-! - -T^^r •'••'•"'1. • • >• �Hovercraft Industry May Find New Home in U.S. The southwest portion of Alaska, is seeking a temporary waiver of the where the Yukon and Kuskokwin Rivers Jones Act to use foreign built hover­ form a delta, is rough country. The craft for experimental purposes. Under 40,000 mile area is flat, treeless and the Jones Act, all vessels carrying cargo covered with snow most of the year. in the U.S. domestic trades must be There are no roads connecting outlying American built. areas with the principal population The two U.S. Senators from Alaska, center. And roads, even basic gravel Mike Gravel and Ted Stevens, have roads, would cost from $300,000 to been working hard to get the hovercraft $1,000,000 per mile to build. experiment under way. They feel hover­ The rivers are the main transporta­ craft can be used successfully in Alaska, tion arteries in this area and they are as well as other regions of the U.S. frozen from October through May. "This unique mode of transporta­ Even after the summer thaw, fluctuating tion," Sen. Gravel said, "could help to water levels make the water routes solve many of Alaska's transportation difficult to navigate. problems in the more remote areas of One way of solving Alaska's trans­ the State which will improve the oppor­ portation problems is through the use of tunity for the development of a domestic . commercial hovercraft in the state. market for a hovercraft industry." Hovercraft are massive vessels that skim Because of the potential jobs a U.S. over the water's surface, supported on a hovercraft industry will create in both cushion of air, and controlled by pro­ building and manning the vessels, the pellers and rudders. SlU supports the proposed Alaska ex­ They can be used to carry both periment for hovercraft. SIU President Paul Hall extended the passengers and cargo, shuttling resi­ dents to hospitals, schools and jobs, and Union's support for the hovercraft project to Alaska's Senators. "The main delivering fuel supplies, which often fall critically low, for home heating and goal of the Seafarers Union," Hall said, electric generation. Use of these vessels "is to promote, to the maximum extent in Europe, where they ferry across the possible, the development of a U.S. Channel between France and England, hovercraft industry. "Once tested," Hall added, "such craft has proved they are a viable means of should become a new source of employ­ water transport. Alaska's state legislature has appro­ ment for American shipping and Amer­ priated money to fund a feasibility study ican workers." on the use of hovercraft. But, since the The SIU has traditionally encouraged vessels are not built in the U.S., the state and prepared for the newest technolog­ ical developments in the maritime in­ dustry. A decade ago, the huge cargo storage tanks and special safety equipment of LNG tankers made those carriers seem more like special effects from a science fiction movie than seagoing vessels. But the Union recognized LNG ships as part of the future of shipping and began preparing SIU members to crew them. Today, hovercraft are part of the future of maritime. And, when these vessels arc ready for commercial opera­ tion in the U.S., the SIU will be ready for them. Hovercraft like this may soon be operating in Alaska on experimental basis. If the experiments are successful, the U.S. will probably see clear to establish a hovercraft industry for America. iiiiiiiiiiiiiiuiiiiiiiiiiniiiiiiiiiiiiiiiiiimiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiniiiiitiiiiiiiiiiiitiiiiiiiinMiiiiiiiiiiiiiiiiiiiiiiiiiniininiiiHiiiiitiitiiiiiiiiiiniiiiiiiimiiiiiiiiiiiiNiiiiiiiiiiiiuiiiuiiiiiiiiiiiiiiiiiiinimiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiniimiiiiiimiiiiiiiimiimiiiii Paul Hall pi Everything Is Secondary to Jobs Maritime labor has traditionally been regarded, and rightly so, as among the hardest working segments of the labor movement concerning contracts, organizing and legislation. But up until a few years ago, maritime labor in at least one respect was operating with an albatross around its neck. That albatross, plain and simple, was the inability of maritime unions to work together with any degree of consistency. This basic deficiency in the movement has its roots in the 1930's when maritime labor really grabbed hold in this country. The differences between the unions and the people involved were very real, and at the time some of them were legitimate. In some cases, the differences were political, philosophical, geographic and economic. In other cases, the people involved simply didn't like each other and allowed these personality feuds to keep the movement fragmented. At that time though, the unions felt that they could afford the luxury of keeping to themselves. The U.S. merchant marine had more ships and more jobs for seamen than any other fleet of the world. * But things are drastically different today. The U.S. merchant fleet has dropped from 3,000 ships to 500. And our ranking among the world fleets has fallen from first to tenth. On top of this, the U.S. flag is facing the stiffest competition ever from foreign national lines and the growing flag-of-convenience fleets. And there is an increasingly hostile attitude toward many maritime issues in the U.S. Congress. In other words, the U.S. maritime industry is not in good shape. Maritime labor recognizes this. But more importantly, the unions recognize that we can no longer afford to work alone, or much worse, work against each other. There is no question that maritime labor has been making a sincere effort to shed the difference of the past. And I'm proud to say that the SIUNA has led the way in trying to bring together a coalition of maritime unions to work together on important issues. In 1973, the SIUNA helped to set up the Ad Hoc Committee on Maritime Industry Problems. Since then, this Committee, which is made up of representatives from all the major maritime unions, has worked with a degree of success on legislation and in smoothing out jurisdictional and other disputes among the unions themselves. The SIU-AGLIWD has also taken two important steps in strengthen­ ing our own organization by the mergers with the Inland Boatmen's Union of the Atlantic and Gulf in 1975 and the Marine Cooks and Stewards Union two months ago. A more recent development toward consolidation of maritime unions has been the move by the SUP and the MFU to merge. These two SIUNA affiliates have also jointly invited the IBU of the Pacific to merge with them. The SIUNA and NMU have set up dual committees to study the possibility of a future merger. These mergers and proposals of merger represent real progress. Such actions would have been impossible a few short years ago. I believe that the groundwork the SIUNA has helped to form in this area has not only strengthened our union, but it has provided a whole new atmosphere of cooperatipn.and brotherhood throughout the maritime labor movement. Despite these advancements in intra-union relations, maritime labor still has a long way to go in the area of total cooperation. Presently, there are approximately 27 unions representing seagoing American workers in the deep sea, inland and Great Lakes sectors. The goal of all these organizations is the protection of the jobs and job security of their respective memberships. However, in the U.S. maritime industry—an industry that is admittedly in trouble and in some respects shrinking—there are bound to be disputes, jurisdictional, contractual or otherwise. The real test will be labor's ability to resolve these disputes quickly and intelligently when they arise. Failure to resolve them adequately, though, will not only damage the immediate unions involved, but could have serious implications for the rest of the industry. There is too much at stake for maritime labor to become bogged down in unnecessary problems. Despite the troubled waters our industry is in, there remains a great potential for it to improve. But the burden of fostering these improvements lies squarely on the shoulders of maritime labor. By pooling our resources and by simply working together, I sincerely believe that maritime labor possesses the ability to turn our industry around and start to bring it back to its former level of greatness. It all depends on the movement's ability to avoid petty differences and personality clashes and concentrate on the truly important issues. After all, what it really all comes down to is jobs—jobs on ships, jobs on tugs and jobs in shipyards. Everything else is secondary. iiiiiuiiiuiiiiiiiMiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMuiiiiiiiiiiiiiiiiiiiiiiiiiiiliiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiuiiit!iiiiiiiuiiiiiiiiiiiiiiiiiiiiriiiiiiHiiiiiiiiiji IllillllllllUIIIII Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf Lakes and Inland Waters District. AFL-CIO 675 Fourth Aw Rmnkiun IM v 11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 40, No. 8, August 1978. (ISSN #0160-2047) ' ' orooniyn, I^.T. 2/ LOG/August 1978 �• • . ^^=^.-5 ?r SlU's Fight to improve Safety oh Lakes Pays Off It took Concessional hearings, years of protest by the SIU, and independent inqumes by U.S ReprMentatives, but the Coast Guard MS finally made a move to improve safety on Great I^kes vessels. Serious and, in some cases, fatal accidents on Lakes ships caused by unsafe boarding ladders have been cited by the Union over and oyer again as proof that Coast Guard action requiring better boarding equipment was necessary. Most Lakes ships use straight metal ladders, without hand rails or cargo nets, for boarding. After appealing directly to the Coast Giiard to remedy boarding and other shipboard safety hazards. Union reps sought a wider forum, testifying at hearings held by the House Merchant Marine and Fisheries Subcommittee on Coast Guard and Navigation. The Union's efforts have finally paid off. This month, the Coast Guard proposed amendments to boarding regulations for Lakes tankers and cargo carriers. The proposals affect in-port boarding gear on all vessels over 1600 gross tons. The new rules state that either inclined ramps which are at least 30 inches wide and fitted with stanchions and rails on both sides or inclined stairways can be used. The stairways can't be too steep or positioned with more than a foot between the end of the stair and the vessel or pier. The recommendations will be published in the Federal Register within the next month and sent to Congress for advice and consent before the Coast Guard can issue them as formal regulations. At that time, all Great Lakes operators will be required to use regulation gangways or their vessels will not be classified as seaworthy by the Coast Guard. The battle to ensure the safetyof Great Lakes Seafarers aboard their vessels has been a hot and heavy one. In Mareh, 1977, SIU reps attended a Great Lakes Coast Guard Marine Industry Seminar and criticized the boarding equipment and inadequate lifesaving gear used aboard Great Lakes ships. Rep. Philip E. Ruppe (R-Mich.), the ranking minority member of the House Committee on Merchant Marine and Fisheries, learned of the unsafe conditions on Lakers and began inquiries to find out why the Coast Guard allowed them to exist. Then in June of 1977 the House Coast Guard Subcommittee began hearings on the Coast Guard's laxity on safety issues. The hearings marked the first time Congress had evaluated Coast Guard practices since mandating the Coast Guard to supervise merchant marine safety in 1946. SIU Executive Vice President Frank Drozak; Algonac Port Agent Jack Bluitt and other Union officials testified on a broad range of hazards to the health and safety of men crewing deep sea as well as Great Lakes vessels. They accused the Coast Guard of violating labor law and the Occupational Safety ife Health Act of 1970 by not remedying unsafe working conditions aboard ships. The proposed boarding regulations issued by the Coast Guard are a direct result of the combined pressure from Congress and the Union, But safe boarding ladders aren't the only changes that need to be made on Lakes vessels. Safer, more efficient lifeboats are also needed on all ships, Commenting on shipboard safety, Port Agent Jack Bluitt said, "the Coast Guard recognizes the fact that conventional lifeboats aren't the safest way to leave a vessel. They are now exploring using enclosed capsule type lifeboats aboard ship." Bluitt also talked about the need for stress monitors on Great Lakes ships to determine metal fatigue on the aging Lakers. Metal fatigue takes place on ships which have been in use for many years and, if not repaired, can cause a vessel to break in two. The Union will continue to work for the necessary changes aboard SlUcontraeted vessels to make sure the health and safety of Seafarers is protected. Turn Lobbying Hearings Into Attack on Maritime Three Congressional opponents of a strong U.S.-flag shipping capability have succeeded in turning a general examination of grassroots lobbying by American industry into an unwarranted attack on the U.S. maritime industry. Congressmen Benjamin Rosenthal (D-N.Y.), Robert Drinan (D-Mass.) and Paul McCloskey (R-Calif.) illlllllllllllilllllillliilllillimiHIiliiliiiiiiiiiiiiiiiiiiimiilllUllllllil — -^^ SFI Legislative News Foreign Flags Page 16 War Risks Ins Page 15 SIU in Washington .... Pages 9-10 Union News Towing Co Great Lakes Safety President's Report Headquarters Notes Thompson Pass Brotherhood in Action At Sea-Ashore SPAD Checkoff Page 14 Page 3 Page 2 Page 7 Page 12 Page 28 Page 15 Back Page Towboat Thruston t^orton . Page 6 Great Lakes Picture Page 8 inland Lines SPAD honor roll Page 6 Page 39 launched their attack durinjg hearings in maintain liaisons with private trade the House of Representatives on July groups. 20-21. The hearings were conducted by "In all respects," Blackwell conthe Subcommittee on Commerce, eluded, "the KMC has been an unqualiConsumer and Monetary Affairs, which fied success in helping to turn around is part of the House Committee on the decline of the U.S. merchant Government Operations. marine." U.S.-flag participation in the The three Congressmen at first tried liner trades rose from 21.9 percent in to prove that the U.S. Maritime 1971, when NMC was founded, to 30 Administration was involved in grasspercent in 1977. Moreover, the U.S. roots-lobbying through its participation maritime industry, which had been itt the National Maritime Council, a "plagued by frequent strikes, today has non-profit, promotional group. They the most stable labor-management then focused their attack on Marad's relations of any American industry," he full role in the NMC and denounced it as said. "iHegal and improper." r- i. i r u i. • Marad, which is an agency of the U.S.' as a resu t o t e earings, Commerce Department, has played an important part in NMC since the announced that Marad and NMC could inception of the seven year old organiza^ eciveyconn ue o e man ime tion. NMC was founded to promote the promo lona program y in epen en u.S. merchant marine through cooperaactions. Consequently, Marad withparticipation by government, labor industry. It was felt that all three In her announcement, Kreps paid together in order to stem tribute to Blackwell for his work in the serious decline ofthe American fleet. m.mm mm w • ,• i, c n In the course of prornoting U.S.flag shipping, NMC carried out an adver- NLRB HtMS adopting innovative promotional programs which have increased the share of cargoes carried by U.S.-flag vessels, "His accomplishments are well recognized throughout the government and the industry, and he deserves a great deal of credit for the progress of the U.S.-flag merchant marine in this decade," she said. After Marad's withdrawal, both Kreps and Blackwell reaffirmed the agency's promotional role. "Our decision to dissolve the existing working arrangement (with NMC)." Kreps said. "does not in anyway mean a lessening of our resolve to provide and support the g maritime industry, and specificPrograms that encourage Ameriexporters and importers to ship their cargoes in U.S.-flag vessels." NMC, which has scheduled ggj-ly September, plans to continue and intensify its campaign to promote a strong, competitive U.S. merchant fleet. .fl ^ ff ff fWICG fflG COSClOOOr M rL ffW m M encouSg^ FOWet JudgSS Tfiail I 0 YCOrS AgO Up the Ships I he ads encourage nSSe Zlic General Netws ine U S merchant fleet But thev do not National unemploymenl .. Page 35 ^ suppo^for any^ Tank Safety Page 6 ®3 would te co^fdered Alaska Oil Page 5 legtslat.o^ wh^^^ be SS America Page 4 grassro c ^ g. Ships' Digests Page 25 However, the three Congressmen Dispatchers Reports. claimed that the ads implied a connecGreat Lakes Page 29 tion to specific legislation. The vague Inland Waters Page 36 basis of this charge soon degenerated Deep Sea Page 26 into a personal attack on Assistant AFL-CIO Meeting Page 4 Secretary of Commerce Robert BlackGreat Lakes Tugs ....... Page 27 well, the head of Marad. Shipbuilding Page 11 in testimony before the Subcommittee, Blackwell refuted these charges Training and Upgrading and defended his agency's legal and 'A' seniority upgrading ... Page 38 proper role in NMC. First of all, he MLS course dates Page 34 pointed out that Marad's function is to Course Ads Page 36 promote and maintain a strong U.S. Piney Point Grads Page 37 fleet, as mandated by the goals of the Merchant Marine Acts of 1936 and Membership News 1970. New pensioners Page 29 ^g explained that Marad's Office of Final Departures Page 30 Market Development, which worked openly and directly with NMC in Special Features promoting cargo for U.S.-flag ships, Outer Continental was created to carry out the intent of Shelf Pages 30-31 important legislation. He also cited Ocean Mining Bill ... Pages 17-24 Section 212 of the 1936 Act as clear statutory authority for the agency to ^ ^ The National Labor Relations Board Law Reforn, office had actually been announced the appointment of five new opened as early as April of that year, to labor relations attorneys as Administra- promote the Bill. 'ive Law Judges on August 14. The House of Representatives passed appointments increase the num- the Labor Law Reform Bill in October ber of NLRB judges to 100. which is of last year, but it ran into trouble afier g fewer than there were 10 years debate began on the bill in the Senate ago when the Board's caseload was con- l^st May. siderably smaller. George Meany, president ofthe AFLNLRB has the responsibility of CIO, summed up the problem with the administering the nation's labor laws bill at an August 7 meeting of the AFLvvhich stem from the National Labor CIO Executive Council when he said. Relations Act of 1935. If a worker feels "we were defeated by the fact that the j.^g j^gg^^ unfairly treated or dis- filbuster prevented the bill from coming criminated against by an employer, then to the floor. 'We had only 59 votes and he can plead his case to the NLRB. The we needed 60." overworked Board found that over Meany, speaking candidly about the y ^QQ workers had been illegally dis- bill, added, "Labor Law Reform—the criminated against in 1977 alone. bill that we put in—is lost." Hie labor jj^g recently shot down Labor Law movement has waited a long time for Reform Bill would have made the this bill, but Meany went on to say that. Board's job easier, and made it more "we will have to wait for a new Congress effective, by speeding up the process of if we are going to try to pass labor law grievance hearings. It also would have reform." given the Board greater power in enThe AFL-CIO Task Force on Labor forcing the law. Law Reform says it is looking forward jhe bill had been in the works for to the day when, "we reassemble to fight over a yeqr. It was endorsed by the again to make the 43-year-old National Carter Administration in July of 1977. Labor Relations Act fit worker need inRut an AFL-CIO Task Force on Labor stead of employer greed." August 1978/LOG/3 I: �Former Queen Raped byPlag-of-Convenience Most seamen will agree that ships, like people, have personalities. And when a well-known ship, after a long and illustrious career, makes a last bid to be useful, and falters, it is as sad and pathetic as the aging, overweight prize­ fighter vainly struggling to make a comeback. Like a once-proud thoroughbred rele­ gated to hauling milk wagons, the SS America, former Queen of the U.S. mer­ chant fleet, recently suffered the humili­ ation of taking sorely disappointed pas­ sengers on an aborted and filth-ridden "cruise to nowhere" out of New York. The America has sailed under foreign flags since she was sold to Greek ship­ ping interests in 1964. For many years she has been under Panamanian regis­ try. Even after being bought by her new U.S. owners. Venture Cruise Lines, she has retained this registry and her "flagof-convenicncc" status. As her recent demise has shown, the America has been operated as a typical "flag-of-convenience" ship, that is, not up to U.S. standards. Not even close. Her name was given back to her, but not her former reputation. The America's career began when she entered the passenger service in 1940. Soon after, she was made a U.S. Navy transport and re-named USS West Point. She carried almost a half-million troops across the Atlantic during World War 11. After having her original name restored in 1946, she carried another half million passengers before she left the U.S. merchant fleet in 1964. Until re­ cently she sailed under the name Australis. Even though Venture Cruise Lines sank some $2 million into the America, getting her ready for her "cruises to no­ where", and other short cruises, she never was ready. Even® though she sported a fresh coat of blue paint on her hull, this proved to be just a superficial facelifting. Inwardly, the America proved to be a filthy, unsanitary mess. And her typical "f lag-of-convenience" crew could scarcely communicate amongst them­ selves let alone make her and keep her fit for duty. The U.S. Public Health Service Cen­ ter for Disease Control conducted sani­ tary inspections on the America after a The America waiting to be sold at a dock in New York. flood of complaints from irate passeng­ In fact, the bulk of the report and other ers who had suffered through the initial published statements by passengers "cruise to nowhere" and a later cruise to paint a much more graphic picture of Halifax, Nova Scotia. The America the putrid conditions that existed flunked these inspections miserably. throughout the ship. According to the Health Service, Because of these conditions, the shipboard personnel, when questioned, America's owners were forced to halt their operation of the ship. On July 18 had no idea of the proper cleaning and sanitizing procedures as outlined in the the America was seized by U.S. mar­ World Health Organization's "Guide to shals under a Qourt order obtained by creditors. The ship is to be sold at public Ship Sanitation" and the Center for Dis­ ease Control's "Recommendations on auction on August 28 provided that an acceptable bid is received. Vessel Sanitation." It is difficult to imagine the conditions Jones Act Circumvented on the America that led to her being We do not mean to dwell on the de­ closed down last month. These condi­ mise of the America,h\xi her plight does tions were summed up by Rep. John raise a number of issues that go far M. Murphy, chairman of the House beyond her own decks—issues that have Committee on Merchant Marine and far-reaching implications for the future Fisheries, in a letter of protest to of the U.S. merchant marine. Captain J. C. Musser of the Panaman­ The "cruise to nowhere" is itself an ian Maritime Safety Department. issue. Though these cruises do not tech­ Murphy wrote: "I cannot believe that nically violate the provisions of the a ship can be safely operated by a crew Jones Act, they do run contrary to the who sleeps in sewage and other wastes, spirit of that Act. The Jones Act mandates that only whose bathroom facilities are awash with human waste matter and garbage, ships built and registered in the U.S., and manned by U.S. citizens can trans­ and whose food and water are stored, port cargo or passengers between U.S. cooked and prepared under filthy condi­ ports. In this way, the strength of the tions with garbage encrusted utensils. U.S. merchant niarine is at least parti­ Roach infestation and water contami­ ally guaranteed. nated by coliform bacteria bespeak a However, by going beyond U.S. terri­ floating garbage can, not an efficient, torial limits, the America circumvented safe passenger vessel." the Jones Act, even though she did not A look at the Public Health Service report indicates that Congressman put in to any foreign port on her "cruise Murphy's statement is no exaggeration. to nowhere". This raises another issue: if the America can do it, so can other "flagof-convenience" ships. The prospect of other such ships operating out of U.S. ports on similar cruises is not a pleasant one. "Flag-of-convenience" ships have proven themselves to be accident prone, substandard ships. We don't want more of them operating in our waters, let alone have them using such ports as New York for their base of operations. The story of the America, once part of a great U.S.-flag passenger ship fleet, is perhaps symbolic of the demise of that same fleet. Just a few months before the America's "cruise to nowhere", the last U.S.-flag, deep sea passenger ship, the SS Mariposa, went out of service. The timing of the America's cruise, even though it ended in failure, was just an­ other kick in the teeth to the U.S. mer­ chant marine. We believe that a strong merchant marine, including a passenger ship fleet, is necessary for the nation's defense. We learned during the Vietnam War that we can not rely on foreign flag ships to help us out in times of emergency. So being without a passenger fleet, necessary for moving troops in time of war, leaves us in a precarious position. You would think that the United States would have learned its lesson. In each of the major wars we have been in­ volved in, in this century, we have not been prepared. We have been lucky enough to have the "grace period"-to come from behind in building up our fleets. There may never be another war, but if it does come, we might not have the grace period we've had in the past. People in power forget very fast the way it was. We wonder how many peo­ ple remember how even the Vietnam War had military people scurrying around like chickens without heads, try­ ing to scrounge up men and ships for the Sealift. For those who think no one ever learns the lessons of history, we need only look at the Soviet Union to refute that argument- The Russians now have the largest passenger fleet in the world. Maybe, just maybe, the misfortunes of the America will cause some people to start thinking about these issues of vital concern to the maritime industry and the country. AFL-CIO Chides Congress, Carter for Slowness on Worker Issues CHICAGO—The AFL-CIO Execu­ tive Board levied criticism at Congress and President Carter for lack of prog­ ress on key issues affecting working peo­ ple in the U.S. at their midsummer meeting. The Executive Board, on which SlU President Paul Hall serves as senior AFL-CIO vice president, examined in­ flation, unemployment, health care, taxes, trade and energy. Strategy for at­ tacking these serious and continuing problems in the future was mapped out a: the session. Calling for tax reforms including a sliding-scale income tax and more equit­ able sales and property taxes to ease the burden on working people, the Council issued a statement which said: "The problem of low and middleincome taxpayers, who now hear an un­ fair share of the tax burden, must not be ignored." "The economic outlook for the near future is discouraging," theCouncil said, citing the high interest rate, tight-money policy of the Federal Reserve Board as a major factor. To offset bleak economic forecasts, the Board urged tax cuts, specially tar­ geted jobs programs to curb unemploy­ 4/ LOG/August 1978 ment and action by President Carter to protect U.S. industry from being eroded by low-cost foreign imports. Pledging "enthusiastic cooperation" with Sen. Edward M. Kennedy's efforts for a national health insurance bill, the Council also expressed disappointment with the President's conditional, piece­ meal approach to the legislation. "Our goal is to make decent health carc a right of all Americans, and we will not be de­ terred in our efforts to achieve that goal," the AFL-CIO said. George Mcany, AFL-CIO president, reiterated the Federation's strong sup­ port for the Labor Law Reform bill which was scuttled for this session of Congress by a Senate filibuster. "I'm sure that this battle will go on," Meany .said, "and we will be in there fighting as we have been in the past." In a statement on energy, the Council urged Congress to defeat the natural gas compromise bill which it called a "seri­ ous threat" to the economy. The bill provides for a 50 percent increase above current prices. The Council also attacked the Soviet Union's "harsh totalitarianism," oppos­ ing U.S. labor exchanges with Russia and called for removal of the 1980 Olympic Games from Moscow. Addressing the Council, Labor Secre­ tary Ray Marshall announced the crea­ tion of a special fwe-man committee, made up of Carter Administration offi­ cials, which will deal with inflation and collective bargaining problems. The committee was created in response lo complaints filed by AFL-CIO President Meany with the White House about "unprecedented interference" by Wage & Price Council director Barry Bosworth in wage talks. Eligibility Rules For Benefits Changed to 125 Days All Seafarers and Boatmen should be aware that as part of the changes in the Seafarers Va­ cation, Welfare and Pension Plans made to improve benefits resulting from our recent con­ tract negotiations, the Trustees have changed the eligibility rules. Now, to be eligible for benefits under the Seafarers Welfare Plan, a Seafarer or Boatman must accumulate at least 125 days seatime or boat-time in the previ­ ous calendar year and one day seatime or boat-time in the six month period immediately pre­ ceding the date of claim. Under the Vacation Plan, a Seafarer or Boatman must now accumulate 125 days seatime or boat-time before filing for vaca­ tion benefits. In addition, to be eligible for the Early Normal Pension (20 years seatime at 55 years of age, Seafarers only), or the Disability Pension (12 years service at any age), an ^eligible employee must accumulate 125 days seatime or boat-time in the calendar year immediately preceding his pen­ sion application. �SlU, T.I. Blast Plan to Export Alaskan Oil SAN FRANCISCO—When Con­ gress approved construction of the Trans-Alaska pipeline it was welcomed as a boon to the U.S. in more ways than one. The Alaskan crude would cut down U.S. dependence on oil imported fwm OPEC nations. And it would stimulate the sagging American merchant fleet since U.S. tankers would be needed to move the oil and U.S. crews to man the tankers. But the Alaskan crude boon is on the verge of backfiring as the Department of Energy and the multinational oil companies continue to advocate export­ ing the oil to Japan. The Committee on Interior and Insular Affairs Subcommittee on Investigations is examining the issue of exporting Alaskan crude. Testifying this month before the Subcommittee, SIU West Coast Representative Steve Troy and Transportation Institute President Herb Brand presented strong arguments opposing export plans. Brand told the Subcommittee that such exports would be a breach of the promise Congress made to the Ameri­ can people that no oil produced in the U.S. would be exported. "The only justification for such exports," Brand said, "is higher profits for the oil companies." What it comes down to is the fact that it would cost the oil companies less to move Alaskan crude to Japan than to the oil-hungry East Coast of the U.S. The savings in transportation costs mean higher profits for the oil com­ panies. In addition to the transportation savings, the oil companies could jack up prices of the Alaskan crude for foreign markets—higher than if it were sold domestically. Since the Mid-East oil embargo in 1973, it became clear that there was an unwritten law for worldwide distribu­ tion of oil. The price of domestically produced crude can be controlled in that country by the government. But once oil crosses an international boundary, the situation changes. "When oil crosses international boundaries," Brand told the Subcommittee, "it is effectively free from the full sovereignty of any government and is subject only to the dictates and interests of the oil com­ panies." In spite of the obvious profit boost to the oil multinationals if they sell Alaskan oil abroad, these companies claim a shortage in U.S. tanker tonnage is one of the reasons exports are necessary. But since the Trans-Alaska pipeline opened, the U.S. tanker fleet has almost douhled. SIU West Coast Rep Steve Troy told the Committee, "much of this new tonnage was built largely on speculation by U.S. tanker companies, relying on the apparent commitment that Alaska oil would never be ex­ ported." Troy pointed out that there are still a half million tons of U.S. tankers laid up which could be used to ship Alaskan crude in the continental U.S. And there are at least 17 tankers plying unremunerative U.S. trades like exports of grain to the Soviet Union which could be pulled for the domestic oil trade. "The SIU strongly opposes the sug­ gestion that we export Alaska North Slope oil to Japan," Troy said. "We have the surplus American ships to move the oil anywhere it needs to go in the United Slates. It should not go overseas." Exporting Alaskan crude to Japan, said Troy, would have both short and long term effects on the U.S. and none of them would be positive. • While Japan would have a secure source of imported oil, the U.S. would have to rely increasingly on Middle East imports. • Even "temporary" exports, to ease the current glut of Alaskan oil on the U.S. West Coast, would hamper efforts to complete West-to-East Coast pipe­ line, refining and distribution systems. If they were able to export oil from Alaska, the oil companies would have no economic incentive to develop domestic distribution. • The Government's credibility would be seriously damaged if oil companies were given a green light to export oil while, at the same time, the American people are asked to conserve energy and adjust to higher fuel costs. • American shipbuilders, who under­ took new tanker construction in the belief that Alaska North Slope crude would move to the lower 48 states on American-flag ships, would be crippled. It is for these reasons that the SIU and the Transportation Institute oppose the export of Alaskan oil. "Exports of Alaskan oil is a dangerous course for the U.S. to follow," Troy said. "It would adversely impact on the nation's economy and security." The Union urged the Subcommittee to consider alternatives that would assure Alaska's oil reserves would be used domestically. Construction of an oil pipeline from Port Angeles, Wash, to serve Montana, the Dakotas, Wisconsin and Minnesota is one option. Another is refitting an existing gas pipeline which would move oil from Southern California to Texas. These pipelines would channel Alaskan oil to the continental U.S. where it would serve the American people, not the multinational oil companies. Congress to Extend Construction Aids to Great Lakes Fleet One of the ways the U.S. govern­ ment gives a shot-in-the-arm to the American shipbuilding industry is through the Maritime Administration's Title XI funding program. Under Title XI, the government pro­ vides loans and mortgage insurance of up to %lVi percent of the cost of con­ struction of a deep sea vessel. One of the specifications of Title XI is that the vessels planned for construction have a sustained speed of at least 14 knots. That speed specification, which is based on World War II convoy speeds, means Great Lakes ship operators aren't eligible for the construction aids. Few Great Lakes ships have either the power or the opportunity to travel that fast. So Great Lakes operators have only been eligible for a maximum 75 percent rebate on financing costs. But a bill that recently came through the House Merchant Marine and Fish­ eries Committee, chaired by Rep. John Murphy (D-N.Y.), is aimed at amending Title XI. The bill (H.R. 11658) would put funding for Great Lakes and inland vessel operators on a parity with deep sea vessel financing. At hearings held by the House Com­ mittee, testimony was overwhelmingly in favor of extending Title XI assistance. Representatives of Great Lakes op­ erators associations, unions, and the Maritime Administration urged passage of the parity funding measure. One result of extending full T'itle XI insurance to Great Lakes vessels would mean Lakes operators would be able to replace their aging fleets. The average All Membership Records Saved From Gutted Plans Building The SIU is extremely happy to report that 100 percent of the memberships' records have been salvaged from the Union's Administrative and Plans building, which was hit by a major fire last month. All membership services have since been restored in full or in part. How­ ever, there may be some delays in getting fiui paymerds for welfare claims and vacation benefits. The Union once again asks its members to be patient while the entire situation is corrected. The building, located just one block from the Brooklyn Union Hall, caught fire the night of July 26. The blaze gutted the fourth and fifth floors of the building. The intense heat from the fire caused major structural damage, though, to the entire building. And in extinguishing the blaze the building received heavy water damage. Fire marshalls determined the blaze to be an accidental electrical fire start­ ing on the fourth floor. No one was injured since the blaze occurred at night. The displaced offices have set up temporary homes in the Union Hall and other various smaller facilities owned or leased by the Union in the surrounding area of Brooklyn. age of ships on the Lakes is 40 years old. And subsidizing the Great Lakes fleet would allow U.S. vessels to compete on a more equal basis with foreign flag ships which dominate the Lakes trade. Representing MEBA-District 2, Edward V. Kelly told the committee that passage of the legislation would put "our maritime support program on a more equal footing with the financial aid routinely administered by Canada to its Great Lakes-Seaway bulk fleet." Rep. Murphy noted that the increas­ ing predominance of Soviet flag ships was turning the Great Lakes into "Rus­ sian Lakes." Eliminating the 14 knot speed re­ quirement and providing 87'A percent • loan and mortgage guarantees to Great L,akes vessel operators is long overdue. Paul E. Trimble, president of the Lakes Carriers' Association, called the speed requirement "unnecessary," adding that it "bears no relationship to war time or peace time Great Lakes operations." C/.S. Ships to Move Wheat to Bangladesh A number of U.S.-flag ships will soon be involved in the sealift of 200,000 metric tons of American wheat and wheat flour to Bangladesh. The wheat products, valued at $26 million, will be shipped under a Public Law 480 Title I sales agreement worked out between the U.S. and Bangladesh earlier this month. Public Law 480 mandates that at least 50 percent of all agricultural products sold or donated to developing nations be carried in American-flag ships. Public Law 480, also known as the Agricultural Trade Development and Assistance Act, has been on the books since 1954. This Law authorizes the low cost sale or donation of surplus agricultural com­ modities to poor and developing countries. Originally, the emphasis of the PL-480 program was on selling. But since 1966, Congress has placed more of an emphasis on the humanitarian aspect of the program. Bangladesh officials say that proceeds from the distribution of the $26 million worth of wheat will be used for rural and agricultural development. iton'l Forgel ... That new LNG ships are under construction now and that you can he aboard one soon ^IF you've got the ^ skills and know-how. ^ DON'T FORGET that LNG courses start ^ "HT.S 1A nn/4 ^ August 1978/LOG / 5 •jj �River traffic on the Upper Mississippi reached the highest tonnage record in the history of the system in June, 1978. Barges passing through the 12 locks in the Rock Island, 111. district added up to 3,792,332 tons of cargo. No records will be set on the Illinois River, at least until the three main locks on that waterway reopen. The locks at Starved Rock, Marseilles and Dresden Island, 111. all closed for major repair work on Aug. 1 and won't reopen until Sept. 30. SIU boats which normally operate in this area have been assigned to other points on the rivers, Sf. Louis Port Agent Mike Worley reported. Mississippi River System New Orleans A floating palace glided into St. Louis last month and the city put out a royal welcome mat to receive her in proper style. The SlU-contracted Mississippi Queen, the biggest and most luxurious steam­ boat in the world, made her grand debut in this port on July 29, She was greeted by a chorus of boat whistles, the release of 2,000 helium balloons and a National Guard F-lOO formation flying overhead. All day entertainment was provided on the riverfi ->» after she tied up at the levee in the picturesque backdrop of the 600 foot high Gateway Arch. The two year old, 379 feet long Mississippi Queen has the elegance of the gilded riverboat era, along with air conditioning, a movie theater, sauna, swimming pool and elevators. She made the first leg of her trip from New Orleans to Cincin­ nati, and from there carried 450 passengers to St. Louis, Although this will be her only visit to St. Louis this year, both she and her 50 year old sister, the Delta Queen, will make frequent trips to the port in 1979. SIU members make up the deck, galley and housekeeping crew on both riverboats, which are operated by the Delta Queen Steamboat Company of Cincinnati. SlU-contracted Dixie Carriers will be crewing a new 5,600 hp. deep sea tug in this port next month. SIU Boatmen are crewing nine jobs this month in St. Louis on the towboat Peck Cranston, which was recently chartered by Ozark Marine. The 116 feet long, 2,400 hp. vessel will work on the lower Ohio River. Great Lakes Barge towing is normally the only order of business for Hannah Inland Waterways, but the SlU-contracted tugboatsin this Lakes fleet can handle what­ ever happens to come along. In this case, it was the grounded freighter Photinia, stranded off Milwaukee since May. The tug James A. Hannah was one of six boats which finally freed the damaged ship from her perch on July 7. Birmingham, Ala, The National Waterways Conference, Inc. will hold its annual meeting here on Sept. 20-22. NWC is a Washington, D.C. based, nationwide organization of industries and other groups which have an interest in promoting the inland waterways. This year's theme, "Waterways and Public Policy: Adapting to New Realities," was sparked by the user charge bill, which is still pending in Congress. Represent­ atives of Government and industry will address some 350 business, civic and waterways leaders expected to gather in Birmingham and take stock of what lies ahead for America's inland industry. Think Safety Working in Tank or Confined Area A recent headline in a New Orleans newspaper read, "Seaman Dies in Cargo Tank." It was an account of a merchant seaman who died after being overcome by toxic fumes in the tank of a crude carrier. It's difficult to say whether this unfor­ tunate accident was avoidable or not. But one thing is certain. Working in the confined space of a cargo tank is one of the most hazardous aspects of a sea­ man's job. And in the interest of per­ sonal safety, a seaman must take every precaution possible before entering a tank. According to a special Coast Guard report on safety, a seaman is faced with three primary hazards when entering a cargo tank or any confined space: • The tank may not contain enough oxygen to sustain life. • The tank may contain toxic vapors. • The tank may contain cargo vapors within the explosive range. The Coast Guard says that the most important thing to remember about working in a tank is to never assume that the tank is safe. The C.G. warns that if you intend on entering a tank without respiratory equipment, "the tank must be checked and certified safe by a marine chemist, an industrial hygienist or an officer of the ship who has been properly trained in the use of gas detection equipment." The C.G. also maintains that if you have doubts about the person's ability taking the readings, play it safe and do not enter the tank because you are put­ ting your life on the line. Oxygen Levels The C.G. says that any area which has been closed to circulatioi]Lshould always be suspect for not containing enough oxygen to sustain you. Normal air con­ tains 21 percent oxygen. Spaces containing less than 16 per­ cent oxygen can prove fatal. Spaces con­ taining 16 to 18 percent oxygen are con­ sidered "marginally safe." The term marginal safety means that such vari­ ables as a person's level of activity in the confined area, the person's age, weight, health and smoking habits determine the person's ability to work safely in the "marginal" area without respiratory equipment. In the interest of safety, the C.G. sug­ gests that you wear a fresh air breather while working in any such suspect area. The C.G. also notes that a tank that has been inerted does nat contain suffi­ cient oxygen. Respiratory equipment must be worn in such areas. Utmost care must also be taken when entering tanks that have carried crude oil, gasoline, benzene, vinyl chloride or any of hundreds of other toxic sub­ stances. An atmosphere test should always be taken before entering such a tank. The C.G. warns that simply smelling is not a reliable means of testing because many toxic substances are odorless. High concentrations of toxic vapors are immediately dangerous to life. Some vapors are so deadly that one breath can render a person helpless instantly. On the other hand, low concentra­ tions of toxic vapors can have a long term effect on your health. For instance, chronic exposure to benzene vapors can cause anemia, or worse, leukemia. Ex­ posure to vinyl chloride can lead to liver cancer. In other words, always wear respira­ tory equipment when entering a tank that contained such substances unless you are certain that the tank has been inerted and proper levels of oxygen exist in the area. If you must, however, enter a tank that has not been tested, or has been tested and found to be unsafe, the C.G. suggests the following steps be taken: • Wear a self contained breathing apparatus. This piece of equipment gives respiratory protection where the con­ centration of toxic chemicals is un­ known or known to be hazardous. • Wear a harness and attached life line tended by at least one person positioned in a gas free location outside of the tank. The life line should be secured and electrically bonded in a gas free space. • Wear protective clothing to prevent skin irritation. Then remove the cloth­ ing as soon as possible after leaving the tank. The C.G. also warns that you should never attempt to rescue a fallen comrade without first notifying others to assist you, and without wearing proper respi­ ratory equipment and life line. One last safety note. If you are work­ ing in a tank that may contain flam­ mable vapors, don't smoke; don't do hot work; don't produce sparks or open flames and don't use non-explosion proof flashlights or lamps. In other words, if you're working in a tank or confined area, think safety and use your head. Gives $60. to SPAD Boatmen Crew New Boat Thrusfon Morton Tugs and towboats may be the work­ horses of the shipping industry, but the newest ones out are looking more like thoroughbreds. The Thruston B. Morton, the newest SlU-contracted towboat, is a case in point. This sleek beauty is the latest ad­ dition to the fleet of SlU-contracted Southern Ohio Towing Co., Inc., a divi­ sion of American Commercial Barge Lines (ACBL) of Jeffersonville, Ind. She was crewed by SIU Boatmen on July 10 and will run primarily on the Illinois River. 6/LOG/August 1978 The Morton is 150 ft. long by 35 ft. wide and has two four-cycle diesel en­ gines which give her 4,200 hp. She can handle tows carrying 22,500 tons or more of cargo. Unusually heavy construction of the hull plate, rudders and shafts have beeii designed to aid and protect the new towboat in ice-breaking operations. A double-bottomed engine room gives her extra protection from heavy grounding damage. Towboats normally only push barges, but the Morton can also pull her tow. This, allows her to operate even in bad weather with minimum risk of damage to the tow. All quarters, including cabin areas, lounges, galley and pilot house are fully air-conditioned. Other features include the most up-to-date navigation, boat control and fire protection equipment. The new boat was named after the former Senator from Kentucky. After leaving the Senate, Thruston B. Morton also served on the Board of Directors of Texas Gas Transmission Corporation, the parent company of ACBL. Utility Messman William Kelly aboard the Sea-Land Galloway proudly dis­ plays the three SPAD tickets he got for his $60. donation recently in the SI_-7 containership's galley. �Headquarters Notes by SIU Executive Vice President Frank Drozak The Choice Is Up to You How long should you stay an ordinary seaman, a wiper or a messman? Until you have enough seatime to upgrade to a rating? Or for the rest of your working life? The choice is up to you. As far as the SIU is concerned, there is only one way to maintain good job security for its membership—by urging the membership to upgrade. We can't do one without the other. And the reason why goes to the heart of the Union's responsibility to its members. A union can simply fill jobs like dropping coins into a slot machine, blindly waiting for the right combination to come up. But new, higher paying jobs don't suddenly appear like a jackpot. New and improved contracts arc the pay-off that comes through constant planning. And that's where upgrading comes in. It pays off every time you move up to higher wages through an advanced rating. And it pays off for everyone when our collective job skills give us the means to contract a new ship, tug or an entirely new company. What I'm saying is that upgrading gives us the ability to prepare for our future job security. But job security doesn't mean staying in one job all your life. In fact, in this industry, it usually means just the opposite. Throughout our history, we've learned that the future holds only one certainty—change. Shipping has changed tremendously over the years. The new tankers, containerships, LASH and LNG vessels that have come out have replaced many old jobs with new positions, which demand advanced skills and ratings. The rapid growth of the tug and barge industry has also created a much greater need for licensed personnel. By increasing the upgrading programs at the Harry Lundeberg School, we were able to make a calculated bet—not a blind gamble—on the changes emerging in the maritime industry. As a result, the SIU has come out ahead of the game because we now have the qualified manpower ready to meet modern job opportunities. But like change, upgrading is a constant process. Right now there is a great demand on new ships for Pumpmen, QMEDs and Electricians. But you can't fill these jobs with the same skills you've used on older vessels. Automated loading and discharging procedures are different on the new tankers. And the best way for QMEDs and Pumpmen to master these new techniques is through the six week Pumproom Maintenance and Operation course, being offered from October 30 to December 8 at the Lundeberg School. QMEDs and Electricians who want to work on LASH vessels need to know the operation and maintenance of the latest electrical equipment used on these ships. They can learn it in the HLS Marine Electrical Maintenance course, nmning from September 18 to October 27. The LNG courses, offered each month at the School, arc also an essential first step for all Seafarers who must take advantage of the job opportunities on the many new LNG carriers scheduled to be out this year and next. I'm talking not only about the difference between having and not having another job to move into as the industry changes. I'm talking about money, too, much more money that you can earn by upgrading into these and other new jobs. 1 would like the Ship's Chairmen to keep talking about these advantages at weekly shipboard meetings. Department Delegates can also play an important part on a one-to-one basis with crewmembers. We need our members to upgrade in all departments. This is the key to maintaining a balanced supply of qualified manpower so that no matter how many new vessels come out, we'll be ready. You can do your part now by signing up for an upgrading course in your department. Tuition, room and board are free in all cases. All you need to give is a small investment of your time for a large return in higher pay and better job security. It's no gamble. It's a sure thing. SIU Boatmen at G & H Towing, Moron Set Contract Goals SIU members from two towing companies in the Gulf Area met at the Harry Lundeberg School recently to set goals for contract negotiations with sented Boatmen from G & H Towing and Moran of Texas. Working along with the delegates were SIU representatives Joe Sacco and Mike Sacco and SIU Inland Coordinator Chuck Moiiard. To prepare their proposals, the delegates split into two work croups. On and-file delegates discussed their proposals and ideas in one group. The final agreements which were reached in this open forum were unanimously adopted their companies. The delegates repre- Don Anderson; HLS Vice President the last day of the conference, the ranw- tsy a\i the delegates. SIU Representative Don Anderson (center) goes over contract proposals with Moran of Texas delegates (I. to r.) Glen Arnaud, Howard Champagne and J. Tours at the workshop session. Boatman Gary Jarvis (2nd r.) with the G & H Towing delegation looks over the shoulder of Houston Agent Joe Sacco (seated) at their contract proposals on the table. The rest of the delegation are (I. to r.) Aaron Wilburn, Leonard Fuller, Jr., Pete Ryan, Maurice "Duke" Duet and Raymond Cocek. HLS Working to Meet Towing Industry Manpower Needs From Aug. 7 through Aug. 9, the Harry Lundeberg School hosted the annual meeting of the Towboat Advis­ ory Board. The meetings were opened by HLS President Hazel Brown, who urged the participants to communicate freely to develop ideas and programs to benefit the towing industry. Representatives of many SlU-contracted companies attended the meet­ ings as did SIU officials and representa­ tives from the Maritime Administration, the Coast Guard and the Transporta­ tion Institute. The main thrust of the meetings, which were chaired by SIU Inland coordinator Chuck Mollard, was aimed at solving manpower problems in the towing industry through education and through the cooperation of the various agciicics involved. Other SIU officials participating in the meetings were Joe Sacco, Houston agent; Mike Worley, St. Louis agent, and Mike Sacco, HLS vice president. In reviewing the contribution of HLS to date in meeting the industry's manpower needs, Mollard noted that the school has graduated 1,200 students from the basic Deckhand/Tankerman program and that 382 Boatmen have achieved various licenses through the upgrading courses at HLS. The Transportation Institute Towboat Operator Scholarship Program received enthusiastic support from all participants. As Mollard noted, over 70 newly licensed towboat operators will enter the industry in 1978 as a result of the Scholarship Program. This is in addition to 40 more Boatmen who will get their licenses through the regular Towboat Operator course at the Lunde­ berg School this year. Advisory Board repre.sentatives were especially pleased with the quality of the scholarship program graduates, which they felt was due in part to the extensive on-the-job training offered in the curriculum. Robert Nicholls of National Marine Service of Houston, said: "Both scholar­ ship graduates who are employed by National Marine are working as pilots now and we are very pleased with them." Buddy Jordan of G & H Towing added: "The graduate we employed is a real fine man- one of the best we've ever had." Another area which the .Advisory Board discussed was the revamped diesel engineering course. At the request of the 1977 Advisory Board, a com­ mittee of representatives from industry and HLS met and revised this curricu­ lum to include more on-the-job training and to provide basic diesel knowledge for seafarers who were not interested in obtaining an engineer's license. In discussing the benefits of these changes, the Advisory Board also noted that every Boatman who actually sat for a diesel engineer's license had achieved it. And those Boatmen who were not in the licensing curriculum had obtained a much better knowledge of actual diesel operations aboard a towing vessel. At the conclusion of the meetings, the Board members worked together with HLS staff members to develop a proposed course schedule for the School based on anticipated manpower needs. As HLS Vice President Mike Sacco noted, "this has been a very productive meeting. We have been able to openly review our problems in the industry and to develop some solutions to those problems." Vocational Education Director Chrirlie Nalen added, "as a result of every Advisory Board meeting, the scope of our program at HLS grows." August 1978 / LOG / 7 �The Lakes Picture ALGONAC The ratification votes on two contracts covering most Great Lakes Seafarers have been completed. The vessel-by-vessel vote on the Great Lakes Association of Marine Operators contract was finished on July 20. The final tally was 553 in favor of accepting the contract and 51 against. The vote on the new agreement with S&E Shipping Corp. and Bay Shipbuild­ ing Corp., which operate the Kinsman fleet, was wrapped up on Aug. 2. The final count was 160 for and one against. The Kinsman Lines' bulk carrier Merle M. McCurdy went into drydock last month to have hull damage on her port side repaired. The McCurdy was carrying a cargo of grain when she struck bottom in the St. Mary's River in Ohio. DULIJTH An Ogden Marine "salty", the Merrimac, is expected on the Lakes soon to pick up a cargo of grain. The Merrimac is only the second American-flag salt water ship to enter a Great Lakes port in 12 years. She'll pay off her SIU crew in Duluth on Aug. 14. BUFFALO The newest ship in the SlU-contracted American Steamship Co. fleet, the Ml V Buffalo, was christened Aug. 2 in Sturgeon Bay, Wise. The self-unloader will carry iron ore pellets, coal and other bulk cargoes. The ship is 635 feet in length, with a 68 foot beam and a midsummer draft of 27 feet, 11 inches. Her two diesel engines provide 7,000 shaft hp. Labor Dismayed Over Carter's National Health Proposals The Carter Administration released its version of a national health care package last month and representatives of labor and Congress who have been working hard to develop national health insurance legislation were dismayed with the President's proposals. Carter's plan refuses to commit Fed­ eral funds for national health care until 1983. And even then, the President's proposals call for health care financing from "multiple sources" including the government, employers and workers. The ten principles laid out by the Administration are broad and vague, calling for "comprehensive health care coverage" but offering no specific def­ initions of that term. AFL-CIO President George Meany expressed disappointment with Carter's proposals. "I want a bill that will bring comprehensive medical care to every person in this country," Meany said. He added, "every citizen ... of every in­ dustrial country of the world except the United States and South Africa has comprehensive, universal, national health insurance." Speaking at a news conference, Sen. Edward M. Kennedy, chairman of the Senate Health Subcommittee since 1971, attacked the President's pro­ posals. "We asked for a commitment to oppose any automatic trigger that could kill the program arbitrarily in the future," Kennedy said. "The President declined to make that commitment." Organized labor has long supported and worked for national health care leg­ islation. Auto Workers President Doug­ las Eraser, chairman of the Committee for National Health Insurance, criti­ cized the Carter plan for linking up government spending on health care with other economic factors. "We know that many in the Admini­ stration have insisted that we delay a national health plan because it may be inflationary," Eraser said. "The exact opposite is the fact. Inflation rates for health services have been one and a half to twice those of other components in the Cost of Living Index in the last ten years." When he was campaigning for the Presidency, Carter's national health proposals paralleled those laid out by the National Health Insurance Commit­ tee. Though reacting with disappoint­ ment to the President's turn-around onheallh care, the bill's supporters pledged to work on their own to meet the health needs of the American people. Top Blood Donor: 4 Gallons! CHICAGO Plans are progressing for construction of Chicago's first all-container termi­ nal. The Chicago Regional Port District is planning the container facility at the mouth of the Calumet River. Taking repose recently after giving the start of his fourth gallon of blood to the SIU Blood Bank is Arthur Sankovidt of the steward department. Looking on in admira­ tion is Nurse Gloria Passanisi. Seafarer Sankovidt is the No.1 blood donor lathe Union. The photo, above, shows three SIU pensioners on a recent visit to the Chicago Union hall. The retired Seafarers are (l-r): NordPedersen, S3; Gabriel Olsen, 81; and Joe Yukes, 77. All three began shipping out at the age of 15 and they seem to be enjoying their hard-earned retirement. Pedersen and Olsen, take yearly visits to their native Norway. Joe Yukes spends alot of time gardening and brings the vegetables he grows to oldfriends at the Union hall CLEAN WATERS The U.S. and Canada have agreed on a program of clean-up standards and tougher pollution enforcement for the Great Lakes. The bi-national agreement is an update of the 1972 Great Lakes Water Quality Agreement and sets specific goals for lakewater concentrations of more than 30 new pollutants. With a target date of 1983, the agreement calls for control programs for toxic chemicals like PCBs; heavy metals like mercury; pesticides, trace elements and other substances that pose threats to human health and the environment. The clean-up pact is an executive agreement, not a binding treaty. Under the agreement, the executive branches of both governments will seek federal and state legislation and funding to get the clean-up program underway. 8/ LOG/August 1978 SPAD is the SIU's political fund and our political arm in Washington, D.C. The SIU asks Cor and accepts voluntary contributions only. The Union uses the money donated to SPAD to support the election campaigns of legislators who have shown a pro-maritime or pro-lahor record. SPAD enables the SIU to work effectively on the vital maritime issues in the Congress, These are issues that have a direct impact on the jobs and job security of all SIU mem­ bers, deep-sea, inland, and Lakes. The SIU urges its members to continue their fine record of support for SPAD. A member can contribute to the SPAD fund as he or she sees fit, or make no contribution at all without fear of reprisal. A copy of the SPAD report is filed with the Federal Elec­ tion Commission. It is available for purchase from the FEC in Washington, D.C. �ttl in tonsliinato Seafarers International Union of North America, AFL-CIO AUGUST 1978 Legislative, Administrative and Regulatory Happenings Trible Amendments Saved Subsidies For LNG Tankers During the debate on the recently-passed Maritime Authorization Bill {LOG, June 1978), the House passed two very important amend­ ments which in a very real sense saved the U.S.flag LNG tanker program. The amendments were proposed by Congressman Paul Trible (R-Va.). Originally, the legislation provided that no construction subsidy funds could be used for any vessel which was not enrolled in a "Sealift Readines-s Program" approved by the Secre­ tary of Defense, or which was not actually participating in the program. The readiness pro­ gram was set up to assure the availability of general cargo ships to the Department of De­ fense in times of national emergency. Congressman Trible's amendments eliminated the requirements that the LNG vessels be en­ rolled and participate in the program. During the debate he said: "In consistently approving construction differential subsidy con­ tracts for LNG's, the Navy has recognized their national security role. However, the Navy does not view LNG's as needed for the narrower de­ fense mission of direct military support en­ visioned for the Sealift Readiness Program." In urging support for the amendments, Trible warned that "the loss of this opportunity (to build U.S. LNG's) will result in higher shipyard unemployment and the erosion of U.S. ship­ building capabilities." SIU Seniority Upgraders Visit Nation's Capital; Get Briefing On Seafarers Political Program Postal Reform Bill Would Require Use Of US-Flag Ships A bill is now moving through the Senate Com­ mittee on Government Affairs with an amend­ ment which would require the U.S. Postal Service to use U.S.-flag ships in the carriage of overseas mail. The amendment was sponsored by Senator Ted Stevens (R-Alaska). The House passed its version of the Postal Service Amendments Act of 1978 on April 6. The House bill includes language which requires the use of U.S.-flag ships for the transportation of all surface overseas mail. In a letter to all members of the Senate Gov­ ernment Affairs Committee, Paul Hall, presi­ dent of the AFL-CIO Maritime Trades Depart­ ment, said that this amendment will be of significant help in ending the practice in which foreign state-owned fleets consistently undercut American carriers to secure U.S. cargo. The Postal Services Bill is expected to come up for final action in the Senate later this month. APL to Build Five New Containerships Bids are expected early next month for the construction of five 32,650 dwt containerships for American President Lines. The ships will be built in U.S. yards, and will be eligible for con­ struction differential subsidy (CDS) under pro­ visions of the 1970 Merchant Marine Act. The new ships will have speed of 24 knots, and will carry 2,476 20-foot containers. As part of the SIU's continuing education program for upgrading Seafarers, the Union brought another group of "A" Seniority Up­ graders to Washington recently to give them a first-hand look at the SIU's legislative and politi­ cal action programs. While they were here, the Seafarers visited the Transportation Institute, the AFL-CIO Mari­ time Trades Department, and the Congress. During their visit, they were briefed on the status of various legislation which was then pending in the House and Senate, and they heard a detailed explanation of how their Union works in Wash­ ington to promote and protect the jobs and job security of American seafarers. Participating in the Washington visit were Paul A. Burke, James Clarke, James Emidy, Paul Johnson, William McClintic, Mark McGill, Richard McClusky, Wilbert Miles, Charles Perryman, Steven Reitz, Ben Tidwell and Joseph Nicholson. The group was accom­ panied by Piney Point Port Agent Pat Pillsworth, and SIU Legislative Representative Betty Rocker. On the Agenda in Congress FEDERAL MARITIME COMMISSION. The House Merchant Marine Subcommittee is con­ tinuing hearings on the scope of responsibility of the Federal Maritime Commission in estab­ lishing and implementing codes of conduct in the liner trades. OIL POLLUTION LIABILITY. The Senate Environment and Public Works Committee is holding hearings this month on S. 2900—a com­ prehensive oil pollution liability bill. OCEAN MINING. The Ocean Mining bill— which earlier this month cleared the Senate Commerce Committee, is now coming before the Senate Foreign Relations Committee. (For a status report on this important legislation, see the Special Supplement on Ocean Mining in this issue of THE LOG.) LAW OF THE SEA CONFERENCE. The Oceanography Subcommittee of the House Merchant Marine and Fisheries Committee will hold hearings to discuss the Law of the Sea Con­ ference. Congressman John Breaux (D-La.) will be chairing these hearings. The Law of the Sea Conference has been meeting this year—with one of the priority items being Ocean Mining. (For a full report on what's been happening at the LOS Conference with respect to the vital question of Ocean Mining, see the July issue of THE LOG.) ALASKA NORTH SLOPE CRUDE OIL. The possibility of exchanging Alaska North Slope crude oil with foreign nations will be the subject of special field hearings by the House Interior and Insular Affairs Committee. The hearings will take place in San Francisco later this month. Testifying for the SIU will be San Francisco Port Agent Steve Troy. Also testifying will be Herb Brand, president of the Washing­ ton-based Transportation Institute. PHS HOSPITALS. The Senate Appropria­ tions Committee is in the final stages of approv­ ing the Labor-Health, Education & Welfare appropriations bill for next year which includes appropriations for Public Health Service Hospitals. ALASKA LANDS. The Senate Energy Com­ mittee is continuing mark-up of a number of bills dealing with so-called "D-2 Lands" legis­ lation. What these bills are attempting to do is balance the needs of the U.S. for valuable min­ erals and the environmental concerns of the State of Alaska. Part of the controversy sur­ rounds the exploration and exploitation of petroleum and natural gas reserves. The chances of any of these bills reaching the Senate floor this session are very slim. FREE AND FAIR TRADE. The Senate Gov­ ernmental Affairs Committee will hold hearings later this month of a bill (S.3284) which would establish fair preference for domestic products and materials in government procurement prac­ tices. Because this legislation deals with matters similar in nature to fair preference for U.S.-flag ships, our Washington staff will be watching the debate with interest. LOBBYING REFORM. The Senate Gov­ ernment Affairs Committee is meeting to con­ sider three bills dealing with regulations re­ garding lobbying activities. August 1978/ LOG / 9 �tQ)( 91U in toosiiingt Maritime Industry News MarAd Dissolves delations With Maritime Council Secretary of Commerce Juanita M. Kreps late last month told the Maritime Administration to "dissolve" the formal relationship established seven years ago between the Maritime Adminis­ tration and the National Maritime Council. The National Maritime Council is a private, non-profit organization representing U.S. mari­ time industry and labor. It was set up in 1971 to promote the use of U.S.-flag vessels by American shippers. In announcing the decision to end the formal working relationship with the NMC, Secretary Kreps made it clear that the Maritime Adminis­ tration "will continue its market development and promotional programs which are essential in fulfilling its mission to develop a strong Ameri­ can merchant marine." The decision to withdraw MarAd involvement in the Maritime Council came after two stormy days of hearings into the relationship which was conducted by the House Subcommittee on Com­ merce, Consumer and Monetary Affairs. The hearings were initiated by Rep. Benjamin S. Rosenthal (D-N.Y.). SIU Boatmen, King's Point Cadets Come to Washington for Briefing Mrs. Kreps said that generating cargoes for American-flag vessels is one of the major func­ tions of the Maritime Administration. She said that MarAd would continue its efforts to pro­ mote the maritime industry as one of the man­ dates of the Merchant Marine Act of 1970 which calls for "a strong U.S. merchant marine capable of providing logistical support to U.S. armed forces in wartime, and serving the nation's waterborne commerce in peacetime." New Maritime Exhibit Opens At Smithsonian The National Museum of History and Tech­ nology of the Smithsonian Institution in Wash­ ington opened a new exhibit this month which is of special interest to Seafarers. It is the "Hall of American Maritime Enterprise" which will become a permanent historical section of the National Museum in Washington. The exhibit provides a complete visual history of the 300 years of the U.S. Merchant Marine. Included in the exhibit are copies and originals of early maritime equipment and documents; an extensive display of ship models; paintings and photographs; a mock-up of an engine room; and a number of audio-visual productions highlight­ ing the maritime industry's contributions to the development of the United States. 'Ship American^ Issue Arises in Congress The issue of 'Ship American' has come up because of a new trade act program developed by the Agricultural Department. At issue is a new credit program administered by the Com­ modity Credit Corporation which finances U.S. government-generated cargo exports for short term periods, as well as for the longer periods under the P.L. 480 Act. Under the P. L. 480 Act, "at least 50 percent" of all U.S.-generated cargo exports must be carried on U.S.-flag ships. The new legislation dealing with shorter term credit for American exports does not include the 'Ship American' provision. There is no reason for the distinction between the P.L. 480 Act and the new "intermediate credit" program with respect to reserving cargo for U.S.flag ships. The SlU's Washington legislative staff is working with a number of members of Congress on this legislation. Sea-Land Signs Long Paa With Port of Houston Eight SIU Boatmen and five cadets from U.S. Maritime Academy at Kings Point came to Washington late last month to get a first-hand look at the legislative and political operations of the Seafarers Union and the AFL-CIO Maritime Trades Department. Both the Boatmen and the cadets were attending meetings at the Harry Lundeberg School >n Piney Point, Md., and came to Washington as part of the Lundeberg School's educational program. Participating in the Washington tour from 10/LOG/August 1978 King's Point were Jonathan Smith, Michael Getchell, Thomas Stratton, Michael Rampolla and Kevin Hagerty. SIU delegates from G&H Towing and Moran Towing, in the Houston, Texas area, included Pete Ryan, Leonard Fuller Jr., Maurice Duet, Raymond Cocek, Gary Jarvis, Aaron Wilburn, Glen Arnaud and H. Champagne. Accompany­ ing them on their visit to the Capitol were SIU Legislative Representative Betty Rocker, and Piney Point Port Agent Pat Pillsworth. Sea-Land and the Port of Houston this month signed a 20-year agreement providing for the construction of a third container berth at this port's Barbours Cut facilities. The agreement sharply increases the Port of Houston's container capabilities, and is expected to encourage other lines to come into the new container complex. In recent months, containerization has risen sharply here, partly due to a re­ verse minibridge bringing boxed cargo from the West Coast to the Gulf area. The new 34.5 acres facility will be equipped with two 30-ton container-handling cranes. The first crane is expected to be in operation on Octo­ ber 1 when Sea-Land will move its operations from the turning basin area of the Port of Houston to container berth No. P2 at Barbours Cut. The second crane should be ready in Feb­ ruary 1979. Sea-Land has been serving the Port of Hous­ ton since 1956. �*- ' . . America s shipbuilding industry provides a lot more than jobs for shipyard workers In the immediate surrounding area of the yard Itself. Shipbuilding provides thousands of jobs for workers In all corners of the nation In the construction and supply of equipment and products needed to build ships. Above photo shows SlU-contracted tanker TT Brooklyn under construction a few years back at the Seatrain Shipyard In Brooklyn, N.Y. Shipbuilding Benefits industry Nationwide This is the 22nd in a series of articles which the Log is publishing to explain how certain organizations, programs and laws affect the jobs and job security of SIU members and maritime workers throughout the nation. oil imports be carried in U.S. ships by 1982, which the bill would have done, new tankers would have been required to haul the increased share of the incoming oil. It would have been a boon to the American shipyards. At present, only 3.5 percent of this oil is hauled in U.S. bottoms. The Carter Administration backed the bill, and Robert J. Blackwell, assistant secretary of Com­ merce for Maritime Affairs, estimated that it would have created upwards of 3,600 "additional and much-needed jobs for American seamen." Thousands of other jobs would have opened up in the shipyards and related supplier industries inland. Many of the Congressmen who voted against cargo preference were from states far removed from the coastal areas. Unfortunately the old saying, "out of sight, out of mind," seems to apply in this case. But we are hopeful that, even if Congressmen and their constituents from the inland states still do not recognize the need for a strong U.S. merchant marine, they will, at least, recognize the importance of shipbuilding to industry in their own states. There's no way around it: we're a nation born of the sea, and the effects of victory and defeat in the maritime industry reach all the way to t"he high plains of the midwest. Shipbuilding in Oklahoma? Well, not quite, but there's more of a connec­ tion between shipbuilding and such land-locked states as Arizona, Kansas, and Oklahoma than most people seem to realize. The fact that many Americans—and the Con­ gressmen who represent them—are ignorant of this connection, is a serious problem, and an obstacle to progress in the maritime industry. Whenever construction of a new ship begins in an American shipyard, it perpetuates jobs in the shipyard itself, and means more jobs for seamen. It also gives a shot in the arm to various allied in­ dustries in states more well known for their high plains and cactus than for any capacity to build ships. But the fact of the matter is that many of these states, located hundreds of miles from the nearest coast, provide a vital service in shipbuilding sup­ A ship may be under construction In Sparrows Point, port activities. Thousands of companies, and Md., as the one above, but pre-fabricated steel and so hundreds of thousands of workers in these states many other products and supplies needed to build are engaged in the production of primary metal ships come from towns and cities far removed from products, fabricated metal products, machinery, the yard Itself. electronics, and other commodities used in ship­ building. According to a Transportation Institute study, virtually every state in the union would benefit from increased shipbuilding because of ship­ building's dependence on these support in­ dustries. According to the Institute's study, there are almost 3,000 firms in Kansas, Oklahoma, and Arizona alone that would stand to gain from in­ creased shipbuilding. So the idea that land­ locked states need not be concerned with the plight of the shipbuilding industry is erroneous. When the cargo preference bill was defeated in the House of Representatives last October, by a vote of 257 to 165, it was a serious setback to the shipbuilding industry and therefore to its various In a word, shipbuilding means jobs. That is jobs In the yard itself, and jobs in hundreds of support and supplier support industries. By requiring that 9.5 percent of the nation's Industries throughout the nation. August 1978/LOG / 11 �SlU Mans New Tanker Thompson Pass SIU members went aboard the brand new tanker, Thompson Pass, this month in New Orleans in preparation for the vessel's maiden voyage to Valdez, Alaska. Like her sistership, the Brooks Range, which was crewed by Sea­ farers last May, the Thompson Pass will haul Alaskan oil from Valdez to Panama. From there, the oil will he lightered to smaller vessels for delivery to U.S. Gulf ports thru the Panama Canal. The ship is too big to traverse the Canal. The 906 ft., 165,000 dwt tanker was built at Avondale Shipyard in New Orleans. She will he operated by SlU-contracted Interocean Man­ agement Corp. The ship will sail around Cape Horn enroute to the Here's a view of the interior of the new Thompson Pass (InterOcean Management) bridge with its modern equipment. She was West Coast from New Orleans. built in the Avondale Shipyards, New Orleans. Recertified Bosun Mike Casaneuva of the Thompson Pass gets bosun's job from New Orleans Dispatcher Lou Guarino. In The New Orleans Hall are crewmembers of the Thompson Pass (I, to r.) OS Nick Magash and Mike Oassidy and AO T. Scruggs. Chief Steward/Baker D. L. Knapp shows off the jet pressure cooker and steamer in the Thompson Pass' up-to-date galley. Looking at the outside of the Thompson Pass' bridge. The tanker is named for a pass in the Brooks Range, Alaska near the North Slope from where she'll be carry­ ing oil. A MESSAGE FROM YOUR UNION 5EAMEA/5 U$£ Of NARCOTICS leAOS TO PERMANENT LOSS OF PAPERS 12/LOG/August 1978 �SlU, SUP, MFU Sign New 3'Year Pact on West Coast SAN FRANCISCO—Joint negotiat­ ing efforts by the SIU A&G District, the Sailors' Union of the Pacific and the Marine Firemen's Union has brought about settlement of a new three-year contract with the Pacific Maritime Association (PMA). The new pact, signed on Aug. 15, Memorandum of Understanding Between SIU, SUP, MFU The undersigned three SIUNA afTlliates, comprising the SlU-Pacific District, desirous of setting forth their understanding and agreement as to their relationship with PMA, agree as follows: 1. With respect to negotiations for collective bargaining agreements with PMA, each union shall submit its proposals with respect to a uniform percentage money adjustment package for all classifications and general rules to a committee comprising the three unions. The committee shall act jointly not separately and attempt to agree upon the proposals for presentation and modification during the course of negotiations. Failing unanimity, resolution shall be made by the party hereinafter mentioned in the manner provided. 2. Each affiliate shall propose the terms for negotiations of its working rules, provided however that if such constitute money items, it shall be deducted from their respective share of the economic money package. 3. Proposals and modifications thereof for economic money package items and general rules, as well as for ratification and strike authorizations shall be voted upon solely by the respective affiliates' members employed in the PMA unit. The total vote of such affiliate members shall be controlling and a majority vote of such total shall carry. The procedures, including eligibility, the manner of conducting a vote, and certifying the results, shall be mutually agreed to by the three unions. 4. (a) MCS and now A&G have established and administer joint funds with PMA to which the other two affiliates, SUP and MFU, are not parties. The administration, continuance, modification, consolidation or termination of such funds, subject to applicable law, shall be the exclusive right and province of the A&G and PMA and their respective trustees, except ' that increased contributions thereto, if any, shall be deducted from the PMA economic money package applicable to the A&G. (b) All parties acknowledge that former MCS and now A&G members, by reason of the merger of the former into the latter, since on and after June 10, 1978 are and will continue to be employed in both PMA and other A&G contracted units. Additionally, SUP and MFU members now employed in the PMA unit may also be employed in other A&G contracted units. As a consequence, all of such A&G, SUP and MFU members will earn and accrue service in such units in addition to service already accrued. It is the intention of the parties to provide a program whereby, through appropriate reciprocity agreements between PMA joint funds in which all three affiliates are the union parties on the one hand and A&G joint funds in which the A&G is the party on the other hand, other than the funds mentioned in paragraph (b) above, service and credit for such members is continued intact with proportionate credit and benefits provided for by each such fund depending upon credit earned in the appropriate unit covered by the respective fund. Similar reciprocity agreements may be entered into with any other SIU maritime unions and for the purpose of upgrading from unlicensed to licensed. To accomplish the foregoing, all parties agree in good faith to request and negotiate appropriate reciprocity agreements involving such joint funds, to the end of securing and giving to each such affected members appropriate credit and benefit for work in such units provided however, there shall be no duplication of the benefits. Notwithstanding the foregoing, no affiliate shall preclude another affiliate from withdrawing from the PMA supplementary benefit fund or joint employment committee fund and transferring its proportionate share thereto to another similar and like fund provided however any increased contributions to such other similar or like fund shall be deducted from its share of the negotiated economic package. 5. Nothing contained in this agreement shall preclude any of the affiliates as autonomous SIUNA affiliates to merge with any other SIUNA affiliate. 6. A&G agrees that it shall not seek to or represent unlicensed seamen aboard any vessel of a PMA member employer who may withdraw from the PMA unit. 7. In the event of any disagreement or dispute between the undersigned affiliates regarding the interpretation and/or application of this agreement, including but not limited to the provisions of paragraph 1, hereof, shall be submitted to arbitration to a party who is a representative of an affiliate of the SIUNA and if no agreement can be had as to such person within five (5) days from the initiation of the issue, then the parties agree that the American Arbitration Association may be petitioned and requested to appoint an arbitrator to hear and determine the dispute with request that the person so designated have a familiarity and knowledge of maritime labor matters. The decision and award of the arbitrator shall be final and binding upon all parties. 8. In consideration of the provisions of the within agreement, SUP and MFU shall withdraw their representation petition filed with the NLRB Case No. 20-RC-14658 and scheduled for NLRB conference on July 26, 1978 and the A&G shall withdraw their internal union dispute charges filed July 18, 1978 with the SIUNA and scheduled for hearing by the Executive Board on July 31, 1978. 9. This agreement shall continue in full force and effect as long as the three undersigned affiliates represent unlicensed seamen employed aboard any vessel in the PMA unit. 10. The parties agree that in connection with forthcoming negotiations with PMA to bargain for a scope coverage clause similar and analogous to that presently contained in MEBA and MMP agreements with PMA. 11. It is the intent and purpose of this agreement to establish a relationship between the undersigned parties in which they can work harmoniously to their mutual advantage in joint collective bargaining with PMA and activities of mutual benefit of all the membership they jointly represent in the PMA unit. 12. In the event any provision of this agreement is held to be unenforceable, the undersigned agree to meet and negotiate for a substitute provision in lieu thereof and if an impasse is reached in such negotiations the matter shall be submitted for final and binding arbitration in the manner provided in paragraph 7. of this agreement. 13. This agreement shall be recommended by each of the undersigned and shall be subject to ratification by the membership of each of the undersigned organizations. Such processes shall be initiated without delay and concluded no later than fourteen (14) days from date. 14. This agreement shall be binding on the successors and assigns of each party. This agreement is made and executed this 26th day of July, 1978. SAILORS' UNION OF THE PACIFIC By: PAUL DEMPSTER, President MARINE FIREMENS UNION By: HENRY DISLEV, President SEAFARERS INTERNATIONAL UNION OF NORTH AMERICA, AGLIWD By: FRANK DROZAK, Executive Vice President 1978, covers unlicensed seamen working aboard the PMA's 42 member vessels operating off the West Coast. The companies involved in the PMA em­ ployer group are Matson, American President Lines and States Line. The A&G District took part in the negotiations as a result of the recent merger of the Marine Cooks and Stewards Union into the A&G. Under the merger agreement, the A&G took on the responsibilities of representation and bargaining for MCS members. The new agreement with PMA provides a 7 percent across-the-board increase in wages and all wage related items in the first year, and 5 percent in the second and third years. The pact also includes a formula for cost-of-living adjustments. The increases will be paid retroactive to June 15, 1978 when the old contract with PMA ran out. The agreement as negotiated will be acted on by former MCS, now A&G members, who are employed by PMA companies. It will also be carried in full detail in the next issue of the MCS news. This was the first time the A&G participated in PMA negotiations.^ Because of this, several difficulties arose between the three Unions. These diffi­ culties ranged over a variety of subjects. To resolve these matters, and in keeping with the terms of the SIUNA Constitution it was necessary for International President Paul Hall to call for a mediation session between the three Unions. Hall appointed three members of the SIUNA Executive Board to serve as impartial mediators. The three were: Merle Adlum, president of the Inlandboatmen's Union of the Pacific; Roy Mercer, secretary-treasurer of the Military Sea Transport Union, and Ed Allensworth, president of the Trans­ portation and Allied Workers of Cali­ fornia. This mediation panel, as a result of their efforts, were able to bring the three Unions together in agreement. As adopted by the membership of the three Unions, a full copy of the Memo­ randum of Understanding is carried on this page. LOOKING for a Better Future? 4, Look at the Upgrading Courses at HLS THESE COURSES STARTING SOON: LNG—September 18, October 16 QMED- —October 2 FOWT—October 16 Pumproom Maintenance and Operation—October 30 Welding—October 2, 16, 30 AB—September I 8 Marine Electrical Maintenance—September 18 Quartermaster—October 16 Towboat Operator—October 24 Chief Steward—September 18, October 16 Chief Cook—October 2, 16, 30 Cook and Baker—October 2, 16, 30 V To enroll, see your SIU Representative or contact: Harry Lundeberg School Vocational Education Department Piney Point, Maryland 20674 Phone; (301) 994-0010 August 1978/LOG / 13 �'-ajufmiiar Four G & H tugs ease a supertanker into Houston's busy harbor. G & H has the biggest piece of the constant action involved in moving tankers in and out of Texas ports The Juno is the newest tug in G & H's 30 boat fleet. Ten more will be added over the next year and a half. G&H Towing Growing Like Texas Cactus This story is the fourth in a regular feature on SHI-contracted towing com­ panies. The feature is designed to pro­ vide S/U Boatmen with more knowl­ edge of their industry, and to give all SlU members a closer look at the job opportunities on the inland waterways. Mention Texas and most people im­ mediately think of cattle ranges and oil fields. But anyone who knows shipping, knows that the Lone Star State depends on the water for its economic growth as much as on its vast expanse of land. Texas is a giant in agriculture, petro­ leum and chemical production because rt has the unbeatable combination of natural resources and a commercially strategic coastline. More than 200 million tons of cargo moved in and out of Texas ports on the Gulf in 1977. And the company that had a large hand in moving these record tonnages was SlU-contracted G&H Towing. Established in 1934 and organized by the SlU in 1947, G&H was one of the Union's first inland contracts. It began with a handful of steam tugs and now operates 30 diesel tugs. A fleet that size Buddy Jordan, G&H director of marine personnel explained how the Lundeberg School helps to fill the company's growing need for Boatmen. means top to bottom jobs for 260 SIU The company also does deep sea clear that SlU Boatmen will play a Boatmen and 44 shore gang personnel. barge towing. Its 3,400 hp. tug Manta large role in the company's expansion G&H lowing does Just what it has made trips to Israel as well as interthrough the Harry Lundeberg School. started out doing when it first began— coastal runs in the U.S. "We hire graduates from the School shipdocking and deep sea towing. But "The Manta has hauled steel on an and we encourage our present em­ like everything else in Texas, it hasn't 18,000 ton barge from Pittsburgh, Pa. to ployees to upgrade there," Jordan said. stopped growing. Ten new tugs will be Pittsburgh, Calif.," Jordan recalled, Twenty-four Piney Point graduates arc added to the fleet over the next year and "and made the return trip with lum­ now working with the company and a half, which will bring jobs for another ber from Oregon." close to that number are also working 80 Boatmen. under inland licenses they achieved There's no doubt that G & H is mov­ "A company can't afford to stay dor­ through the Lundeberg School. ing ahead in all directions. And it's also mant," Buddy Jordan, G & H's director of marine personnel, maintained. Jordan started out on one of G & H's original steam tugs and has seen how the, company keeps up with Texas' booming port activity. "The new building program was started." he explained, "because harbor business picked up so much in recent years that we didn't have enough tugs left for offshore work. We had to turn •'FT down jobs." The ten new tugs will be used for shipdocking and will free up more of the existing fleet for deep sea towing. In this way, expansion can take place in both directions. '-T G&H once operated only out of Galvestpn. But the company expanded with the development of new port facilities along the coast. From its shoreside headquarters in Galveston, it now also docks ships—tankers, general eargo and containerships—in Houston, Texas City, Frceport and Corpus Christi. Most of the action is in Houston, the nation's fastest growing port. Over half of the record 200 million tons handled in Texas ports last year moved in and out of that port alone. But the other ports aren't standing still by any means. Galveston may have a shoreside superport in the near fu­ ture, located across the Galveston Ship Channel on Pelican Island. It would be the first onshore deepwater oil terminal in the Gulf and could increase G & H's business even more. The company, meanwhile, has its own plans to relocate new, greatly expanded dockside headquarters on 11 acres of land on Pelican Island. G&H got into offshore towing work in a big way in the 1950's with the^ start of the offshore oil drilling industry in Texas. Its tugs have towed rigs to drill­ ing points off the Texas coast and as far G&H also does deep sea towing. The growth of the offshore oil industry has pro­ as Venezuela. vided a large part of that work in towing oil rigs like the one shown here. 14/ LOG/August 1978 an aa •eryv:''r �At Sea •if Ashore Zapata Corp. The SlU-contracted Zapata Corp. has decided to halt construction on a 390,000 dwt crude oil tanker. The tanker would have cost $150 million at the targeted com­ pletion date in 1979. It would have been the largest crude tanker ever built in the U.S. for independent ownership. Construction of the oil carrier was stopped because of the slump in the world tanker market and because Congress shot down the 9.5 percent oil cargo preference bill late last year. Gateway City Sea-Land recently retired the Gateway City, the oldest operating ship in the com­ pany's container fleet and the first fully containerized vessel in the world. The Gate­ way City was built as a C-2 class freighter in 1943 and converted to a containership in 1957. Most recently, the ship was used as a relay vessel on the Pacific trade route, sailing between Hong Kong, Singapore and Bangkok. SS tiouston The SS Houston (Sea-Land) began bi-weekly service to the port of Savannah, Ga., which was recently added to Sea-Land's South Atlantic trade route. The Hous­ ton will sail from Baltimore to Charleston, Savannah, Jacksonville and San Juan. AMVER The Coast Guard's Automated Mutual-Assistance Vessel Rescue System (AMVER) marked its 20th year of service recently. The computer is used to track deep sea merchant vessels. Information on sailing plans and position of ships all over the world is fed into the computer. When a distress occurs AMVER provides a readout of the ships predicted to be in the general area and helps in coordinating search and rescue operations at sea. Wastiington, D.C. The Coast Guard observed its 188th anniversary this month. Founded in 1790, the Coast Guard's original purpose was to wipe out smuggling along the Atlantic Coast. Jacksonville Jacksonville port agent Leo Bonser is a member, of the Board of Trustees of the Jacksonville Senior Citizen Nutritional Program. Administered by the U.S. Labor Agency, the program provides meals at minimal cost for more than 265 senior citi­ zens in the Jacksonville area. MTD Blasts Plan to Give War Risk ins. to Foreign Flogs The AFL-CIO Maritime Trades De­ partment has come out strongly against a proposal to revive the U.S. war risk insurance program for Americanowned foreign-flag ships. Calling it a "U.S. government incen­ tive ... to flag of convenience op­ erations," the MTD maintained that the program should remain limited to U.S. flag vessels only. War risk insurance, provided by the U.S. Maritime Administration, at one time covered both U.S. and foreign reg­ istered vessels, owned by U.S. com­ panies. Marad recently proposed extending it once again for these foreign-flag ships, which have not had the protection available since Sep­ tember, 1975. U.S. multinational corporations claim this move is justified because it would allow their foreign vessels to supplement the U.S. fleet in the event of war. But MTD Administrator Jean Ingrao pointed out that extending the program would not help the national defense and, in fact, would hurt the U.S. merchant marine. She delivered MTD's views to the Commerce Department, which houses Marad; "By perpetuating the so-called effec­ tive control fleet through the reacti­ vation of this program for foreign vessels, the Commerce Department continues the myth that these vessels will be available to the U.S. in an emergency. In so doing, the Department removes a primary reason to maintain sufficient American vessels to meet U.S. emergency needs. "Foreign crewmembers on these for­ eign vessels are also not reliable. These crewmembers would have to be replaced by Americans in an emergency. Without peacetime shipping opportunities for U.S. crews, a sufficient pool of U.S. seamen would not be available to fill emergency needs." Mrs. Ingrao also explained further security and environmental risks which the foreign program would create. Since it "actually encourages U.S. companies to register vessels abroad," it increases the use of foreign flag tankers in the U.S. oil trade and the limited control the U.S. has over these vessels. In terms of economic policy, it makes no sense at all, she said. "At a time when the Commerce Department is the lead agency in a U.S. export promotion drive, the effect of renewing the war risk program for foreign ships is to facili­ tate the availability and use of foreign ship services in U.S. trades, at tremen­ dous cost to the nation's balance of payments." However, if the program is renewed, the MTD maintained that "it should be narrowly and strictly administered as Congress has mandated." Congress re­ cently set guidelines as to the number and type of foreign vessels which can qualify for war risk insurance. But Marad's proposals for renewing the program do not include the most im­ portant guideline—that the eligible foreign fleet should be no more than one-fourth its previous size. Bayamon Committee East Coast-Brazil Trade Route Sea-Land Service Jnc. recently became a member of the carrier pool which plys the U.S. East Coast-Brazil trade. Liner commerce between the U.S. and Brazil is a "closed trade," governed by cargo reservation laws, bilateral agreements and carrier revenue pools. The agreement Sea-Land signed qualifies the company for member­ ship in the pooling agreements and makes them eligible for the U.S.-Brazil trade route. New York SIU president Paul Hall was elected to the board of directors of the United Way of Tri-State. The organization is a partnership of 25 United Ways in the tri-state area and it provides funds to more than 1200 voluntary health and human service agencies in New York, New Jersey and Connecticut. Delta Steamship The Delta Sud. Delta Mar and Delta Norte, all LASH vessels, will be making di­ rect calls to the port of Mobile for five weeks beginning in August. The ships will replace LASH barge runs via towboat which usually call at the port but will be un­ able to while lock repairs on the Gulf Intercoastal Waterway are underway. Seated last month at a payoff of the SS Bayamon (Puerto Rico Marine) is the Ship's Committee and a crewmember. They are Engine Delegate Leroy Hite, Steward Delegate Mike Kaminski and Recertified Bosun Dimas Mendoza, ship's chairman. Standing are Chief Steward R. Aguiar, secretary-reporter and Ed Dale of the steward department. The ship paid off at Port Elizabeth, N.J. Wesf Coast The West Coast fleet will be smaller by four when Pacific Far East Line's three containerships and one Ro/Ro lay-up at Suisun Bay in California. PFEL was declared bankrupt recently by U.S. District Court and the freighters, as well as the two passenger ships the company owns, will most likely be sold to pay off creditors. The Maritime Administration, PFEL's largest secured creditor, has already paid off the mortgages it guaranteed on three of the company's ships. This means that when the vessels are put up for auction, Marad will set the minimum sale price. If no acceptable bids on the ships are offered, Marad will take title of the vessels and decide at that time whether to sell, charter or assign the ships to the reserve fleet. Deposit in the SIU Blood BankIt's Your Life Seventy-one cents of every dollar spent in shipping on American-flag vessels remains in this country, making a ver> substantial contribution to the national balance of payments and to the nation's economy. Use U.S.-flag ships. It's good for the American maritime industry, the Ameri­ can shipper, and America. August 1978/LOG / 15 �Foreign Flag Ships Find a New Loophole Foreign flag ships have been sailing through loopholes in U.S. law for years. But now they are literally running rings around the rights of American seamen. The foreign flag tankers moving oil from Alaska to the U.S. Virgin Islands have actually found a loophole within a loophole to use foreign crews in Ameri­ can trade. Complicated as it sounds, the end result of this dizzy dilemma is a clear violation of the immigration laws designed to protect American labor. The original loophole lies within one of the most important U.S. maritime laws on the books—the Jones Act. This Act allows only American-built, Ameri­ can-manned and American-registered vessels to carry cargo between U.S. ports. But the U.S. Virgin Islands have been exempt from this requirement since the Act was passed in 1920. At that time, U.S.-flag service was not readily available to carry trade to the Virgin Islands. But while the reason for the exemp­ tion no longer exists, it still remains in effect. And the multinational oil com­ panies have made full use of it. Amerada Hess Corporation owns and operates the world's largest oil re­ finery on the U.S. Virgin Island of St. Croix. Hess' foreign flag tankers make about 25 sailings a week, carrying oil from the refinery to U.S. ports on the East Coast. While the Virgin Island loophole has been a boon to foreign flag shipping, it has backfired for the U.S. merchant fleet. American ships have almost no part in the Virgin Island trade. Closing the loophole would restore the. full benefits of the Jones Act. It would give American shipping compa­ nies, which pay U.S. taxes and employ U.S. labor, the right to carry their full share of trade between domestic ports. This is important now, more than ever before, because the loophole is spreading. Soon after the opening of the Alaskan oil pipeline last year, Hess started to bring Alaskan crude from Valdez to its St. Croix refinery, and from there to the U.S. East Coast. The ship­ ments between all of these American ports are carried on foreign flag tankers. We believe these shipments violate the intent of the Alaskan Oil Pipeline Act and we have fought them in court. But foreign flag tankers are still moving Alaskan oil to U.S. ports. And they are leaving new violations of U.S. law in their wake. Auguit. 1978 The new loophole leading to the Virgin Islands ploughs right through the Immigration and Nationality Act of 1952. This Act prohibits foreign crews from working in a domestic trade route. Granted, the loophole in the Jones Act allows foreign flag vessels to carry goods between the U.S. mainland and the Virgin Islands. But, as SIU Execu­ tive Vice President Frank Drozak pointed out almost a year ago in a letter to a U.S. Immigration official, "this does not preclude the application of the Immigration Act to this trade." Yet the Immigration Service is doing nothing to enforce it. Instead of protect­ ing the job rights of American seamen as provided under the law, the Service is allowing alien crews to slip into our domestic trade through a technicality. Another immigration law limits for­ eign seamen to a 29 day stay in the U.S. The voyage between Alaska and the Virgin Islands takes up to 60 days. But foreign tankers get around the law by breaking up the trip with a stop in Mexico. This practice is pure deception and the SIU cannot sit idly by while it continues to destroy job opportunities for American seamen. Early this month, SIU President Paul Hall wrote to Rep. Joshua Eilberg (D-Md.), requesting the Congressman's help on the matter as Chairman of the Subcommittee on Immigration, Citi­ zenship and International Law. Hall pointed out another case, just outside Los Angeles harbor, where for­ eign seamen are now taking the jobs of American seamen. The alien crews shut­ tle for weeks at a time between their foreign flag supertankers anchored off­ shore and the U.S. harbor in a lightering operation. These crews can enter the U.S. under current immigration law, if they come from "a foreign port or place." Immigration officials are allow­ ing them to come in under this ruling. "We do not believe," Hall protested, "that a foreign supertanker anchored 15 miles off California was construed by the law to be a foreign port or place." Immigration officials admit that this law is "outmoded," he added. The loopholes in this law and in those which permit other violations in immi­ gration laws in the Virgin Islands trade must be closed. The oversight hearings held this movith by the Immigration Subcommittee are an important first step. But the SIU urges continued leg­ islative action if the Immigration Serv­ ice does not move quickly enough to correct the problems raised at the hearings. These problems demand an immedi­ ate remedy. But the final solution is to close the avenue which leads to these violations. We urge Congress to get to the heart of the issue this year and close the Virgin Islands loophole. ttfim't the Same OtdJob LOG Vol. 40, No. 8 Official Publication of the Seafarers International Union of North America, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO Frank Drozak Executive Board Paul Hall President Joe DiGiorgio Executive Vice President Secretary-Treasurer Earl Shepard Vice President Cal Tanner Vice President Lindsey Williams Vice President liiioi mssl Ray Bourdius James Gannon Editor Edra Ziesk Marcia Reiss Assistant Editor Assistant Editor Assistant Editor Frank Cianciotti Dennis Lundy Photography Photography 389 Mike Gillen Assistant Editor Marie Kosciusko George J. Vana Administrative Assistant Production/Art Director Published monthly by Seafarers International Union. Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage paid at Brooklyn, N.Y. (ISSN #0160-2047) 16/LOG/August 1978 So the Same Old Skills Won't do Get the skills to get ahead in today's merchant marine. Get your FOWT endorsement at HLS. Contact HLS or your SIU representative to enroll. Course Starts October 16 �AUGUST 1978 Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-CIO Deep Seabed Hard Minerals Act: House Votes Amendments To Protect U.S. Job Rights Action on Ocean Mining Biii is Now Pending in Senate The U.S. House of Representatives late last month approved three amend­ ments to the Deep Seabed Ocean Mining bill which will protect for American workers the thousands of jobs that will be generated in coming years by this new industry. Passage of the bill was another signal victory for the SlU's legislative and political activities program. And, the victory was the result of the grass roots efforts of our membership in the Port Council areas around the country as well as the legislative efforts of the SIU's Washington team. The bill—with the three SIU-supported amendments—passed the House by an overwhelming vote of 312 to 80. The three maritime amendments to the ocean mining legislation have received heavy support from the AFLCIO Maritime Trades Department, the Port Maritime Councils, the AFL-CIO political and legislative departments, as well as many AFL-CIO national unions. Here is what the three amendments would do: • Require that mining and processing vessels used for ocean mining be registered under the U.S. flag and be manned by U.S. workers. • Require that at least one ore carrier used to transport minerals to processing facilities from each ocean mining site be American-owned and crewed by Ameri­ can seafarers. • Make U.S.-registered ore carriers eligible for both construction and operating differential subsidies. The bill is now in the U.S. Senate where it is being considered by the Committee on Foreign Relations. The ocean mining bill has already cleared the Senate Energy Committee and the Senate Commerce Committee—both with strong language promoting the use of U.S. vessels. The MTD earlier had urged Congress to provide legislation to allow U.S. companies to move ahead in the de­ velopment of an ocean-mining industry, rather than waiting for the Law of the Sea Conference to approve a plan that could preempt the industry from U.S. law. The United States now has the technology to begin mining the trillions of dollars worth of softball-sized nodules on the ocean's floor that contain manganese, copper, nickel and cobalt. Ocean-mining systems consisting of a mining vessel with dredging and suction equipment, two or more ore carriers and a processing plant will be used. Scores of such systems, each employing from 600 to a thousand workers, could be in operation by the turn of the century. Under the House-approved legisla­ tion, as many as 50,000 jobs for sea­ farers, engineers, technicians, chemical workers, and construction workers at shipyards, mining sites and processing plants will be safe-guarded for Americans. f dongrtssional Hecord o/AmeriVa" Vol. 124 H. R. 3350 IN THE HOUSE OF REPRESENTATIVES FEBRDARY 9,1977 Mr. MURPHY of New York (for himself and Mr. BUEAUX) introd*icc.d the fol­ lowing bill; which was referred jointly to the (^)lnmitlees on Merchant Marine and FisJieries and Intej'ior and I/Ksular Atl'airs A A BILL To promote the orderly development of hard mineral resources in the deep seabed, ponding adoption of an international regime relating thereto. 1 Be it enacted hy the Senate and House of Bcprcscnla- 2 tkes of the United States of America in Conyress assembled, 3 That this Act may be cited as the "Deep Seabed Hard 4 Minerals Act". 5 6 DKCLARATION OF POLICY SFC. 2. (a) FINDIXCUS,—The Congress finds— 7 (1) that the Nation's hard mineral resource retpiire- 8 merits, to satisfy national industrial needs, will continue 9 to expand and that the demand for certain hard minerals PROCEEDINGS AND DEBATES OE THE 95 ''cONGRESS, SECOND SESSION WASHINGTON, TUESDAY, MAY 23, 1978 The following excerpts are from the Congressional Record report on the floor debate in the House of Representatives on the "Ocean Mining" Bill. These excerpts deal with three amendments which are vital to the U.S. maritime industry, and which directly affect the job opportunities of American seamen and other American workers. No. 77 Mining Vessels Mr. MURPHY of New York. Mr. Chair­ man, this amendment would require that entities seeking a permit to mine the deep seabed under the authority of this act document their mining and processing vessels in the United States, not in foreign nations. This requirement is inextricably related to the purposes of this act, which are: First, to encourage and regulate the devel­ opment of hard mineral resources from the deep ocean fioor. The United States only has the authority to regulate its own flag vessels. Second, to insure that development of the resources is carried out in a manner that will protect the quality of the environment. Only the United States has the effective ability to insure that its own nationals working on its own flag vessels operate in an environ­ mentally responsible manner. Third, to permit the continued develop­ ment of the necessary technology for the expeditious development of hard mineral re­ sources from the seabed. Much of the tech­ nology involved in ocean mining is part of, or pre.sent on, the mining vessels. Unless the mining vessels are documented in the United States, the technology will be exported free of charge. Restricting the operations of U.S. permit­ tees to U.S.-Hag mining and processing vessels would accomplish crucially import­ ant objectives. In recent months, U.S. eitizers have begun to revolt against the heavy individual tax burdens they bear. 1, for one, do not want to Continued on next page August 1978/ LOG / 17 �^Congressional 'Record "ys'i illi P«OCllDtN<;t AMD DIRATII Of Till UCOMD IMIIOM be among those responsible for exporting millions of dollars in tax revenues, thou­ sands of American jobs, and the mining tech­ nology that Americans have spent millions to develop. If U.S. permittees are required to docu­ ment their mining vessels in the United States, all of the tax dollars resulting from U.S.-flag vessel operations will accrue to the U.S. Treasury and hundreds of new Ameri­ can jobs will be created thus reducing the burden on the individual taxpayer. The ocean mining technology developed with the support of U.S. tax dollars will remain under American control. The legislation clearly recognizes that deep seabed mining is a freedom of the high seas, subject to a duty of reasonable regard to the interests of other States. There is real concern among Americans about the possi­ ble adverse impact which deep seabed min­ ing may have on the environment. These impacts are, at this point, largely unpre­ dictable. Nobody can determine what the actual impacts will be until a substantial amount of evidence is accumulated from actual exploration and commercial recovery activities. By enacting this legislation, which encour­ ages U.S. nationals to develop the capacity to mine the mineral resources of the deep seabed, the United States incurs an obliga­ tion to other nations to carry out these activ­ ities in an environmentally responsible man­ ner. This is only possible if the United States has the authority to control the activities of those to whom it issues permits. America can only control the design and operation of American-documented vessels. Further­ more, the United States can only assuredly place its scientists and environmental ex­ perts on board its own vessels. If the mining vessels are not U.S.-flag vessels, there is no assurance that we will be able to collect the data we need to assess the environmental im­ pact of deep seabed mining operations. There are persuasive environmental, safety, manning, and crew-training .benefits which will come from this amendment and I urge its enactment. Mr. RUPPE. Mr. Chairman, 1 rise in sup­ port of the amendment offered by the gentle­ man from New York (Mr. MURPHY) because it seems to me that the amendment would as­ sure that these very high technology ships developed by us would be available to us whenever and wherever they were needed. It would also insure, in the large measure, that the deep seabed mining technology would not be available to other countries except under appropriate circumstances. So it does assure us the protection of this technology built into these deep seabed vessels. 1 think the amendment is.a good amend­ ment. Mrs. FENWICK. Mr. Chairman, 1 rise in opposition to the amendment. Mr. Chair­ man, 1 will be brief. We have heard a living voice speaking to us in the words of 1903. America has not talked like this for years. We are trying to live in a different world. We must live in a different world. We are being required to live in a world in which we all share to some ex­ tent. We cannot go on like this, arrogating to ourselves powers that we do not have, simply because we have money. We are not going to be able to live In a world in which people act on these principles and standards. I do not think we have heard talk like this for a long, long time. We have listened to past administrations, trying to bring into being and to encourage some kind of orderly world. How is it that we hear these voices now? What accounts for it? How can it be that we have turned our backs on the slow, painful development of people on this planet trying to live together in some kind of decency and respect, one for the other? Everything is not money; we know that. We cannot live alone. There is no vacuum into which we can retire. Mr. Chairman, 1 urge defeat of this amendment. 1 think it would be a defeat forthe United States and for the honor of this country if it were to be adopted. Mr. ECKHARDT. Mr, Chairman. 1 rise to speak in favor of the amendment. Mr. Chairman, it is always difficult for me 18/LOG/August 1978 to take the floor after the distinguished gentlewoman from New Jersey (Mrs. FENWICK), and generally I agree with the propo­ sition that the resources of the world and the opportunities of the world should be di­ vided most equally. But do not believe for a moment that a Liberian ship is the result of a slow and painful development of Liberia. A Liberian ship is the result of the registry in the city of New York, typically by an oil company, of that ship as Liberian in order that the ship avoid certain requirements respecting safety of operations, wages, and the like, applicable to U.S. ships. Look at these Liberian ships: For in­ stance, the Amoco Cadiz. Do the Members remember when that ship ruptured? The Argo Merchant—do the Members remem­ ber when that ship's hull burst and leaked oil over the sea? The Sansinena—a Liberian ship. The Torrey Canyon—everyone re­ members the Torrey Canyon. How long are we going to permit this fakery of flag of convenience? We have a Panamanian ship with an Italian master and a Spanish crew, belonging to a U.S. oil company. What kind of development of small nations does this promote? What control do we have over such ships? In truth what we should do is to outlaw this fakery of ships registered under a flag of convenience. That is what we really ought to do, and that is what one day we are going to have to do. But this is a small movement in that direction. 1 strongly urge the passage of the amend­ ment. Mr. BINGHAM. Mr. Chairman, I rise in opposition to the amendment. I think we should understand what the language does that the gentleman's amend­ ment would seek to strike. I think the gentle­ man from Texas who just spoke misunder­ stands the effect of the bill. As recommended by the Committee on International Rela- enviroiiinentalists. The only people affected by the bill that favor this amendment are the shipping industry. IJie amendment would sacrifice, in my judgment, the purposes of the bill and the in­ terests of all the major concerned parties to the desires of this one group. Let us be clear about who will be doing the mining under this bill. The mining will be done by multinational mining consortia with partners not only in this country, but in Belgium, Canada, France, Japan, the United Kingdom, or West Germany. Presumably our companies enter into these consortia because they want others to share the burden of providing the capital and the technology for these extremely costly and complex ventures. Are we going to turn around and say to these other countries that they can share those burdens, but only our ships can be used because we want to reserve these particular projects for our shipping industry? I cannot think of a better way to break up the con­ sortia. Such a breakup would be a serious blow to the mining operations in which we are interested. The proponents of the amendment say it will save the United States jobs. Do not be­ lieve it. They talk about the jobs gained for the shipping industry, but they do not tell you about the jobs that will be lost when mining consortia register in other countries to avoid the increased mining costs imposed by this amendment. If we want to drive the deep sea mining industry out of this country, this amendment is the way to do it. The proponents of this amendment raise the specter of a lot of ships flying flags of convenience, using cheap labor and undercuttihg our environmental regulations. This is where the gentleman from Texas who pre­ ceded me in the well is mislead about the effect of the bill. This is a misrepresentation of the provisions of the bill which, as 1 said, limits flie mining and processing vessels to those of the United States or a reciprocating state. By definition, a reciprocating state is another advanced industrial nation which regulates its ocean mining ventures in a manner similar to ours, including regula­ tions protecting the ocean environment. There will be very few reciprocating states, and certainly no wholesale export of jobs. Mr. Chairman, I urge my colleagues who really want to encourage deep seabed mining to reject this amendment. Mr. SKUBITZ. Mr. Chairman, I want to commend the gentleman from New York on his statement. I concur completely with everything the gentleman says and I want to associate myself with the gentleman's re­ marks. Mr. FINDLEY. Mr. Chairman, I want to congratulate the gentleman from New York and I want to raise this question. Is there any probability or likelihood that either Liberia or Panama would be one of the reciprocating states? Mr. BINGHAM. I think there is no likelihood whatsoever of that. Mr. FINDLEY. Mr. Chairman, I agree with the gentleman. Mr. BREAUX. Mr. Chairman, I rise in support of the amendment. Mr. Chairman, I will be very brief to the members of tlie Committee. What the amendment of the chairman, the gentleman from New York (Mr. MURPHY) says, very simply, is that any mining or processing ship that is going to be working in deep seabed mining under a U.S. license has to be docu­ mented in the United States. That does not mean it has to be built in the United States. It means it has to fly the flag of the country which is issuing the license for them to do the mining. There are a lot of arguments why it is necessary for jobs and to encourage U.S. ships. But there is a whole additional set of rea­ sons why the gentleman's amendment Schematic of Ocean Mining Ship 1 ; --IS.; 1^ tions and the Committee on the Interior —and on this point we are not in agreement with the members of the Committee on Merchant Marine and Fisheries—the bill provides th.it the vessels may be documented under the laws of the United States or the laws of a reciprocating state. If the gentle­ man will look at section 107 of the bill, that has to do with the definition of "reciprocat­ ing states." Those will be the states which regulate deep seabed mining in a manner compatible with the United States, and with whom we expect to cooperate. We are asking for their cooperation in the mining. The consortia that will be operating these concerns will be international consortia, but under the gentleman's amendment we will be saying that, "We want to cooperate with you in every respect, except we are not going to al­ low any of your ships to do any of this." Let us be clear, this amendment is opposed by the Committee on International Rela­ tions. It is opposed by the Committee on Interior and Insular Affairs. It is opposed by the Administration. It is opposed by the mining industry. It is opposed by the -K;: ., l l i l 1 if I ' '"^7" r . r x-' A" A""7r House Approves Amendments To Promote U.S. Maritime During the floor debate on the Deep Seabed Ocean Mining Bill, the House passed four amendments of paramount importance to the U.S. maritime industry: 1. Mining Vessels. The House by a 38-19 vote adopted Congressman Murphy's amendment to require that the mining and processing vessels operating under a U.S. permit must be documented under the laws of the United States. Speaking in support of the amendment were Philip Ruppe (RMich.); Bob Eckhardt (D-Texas); John Breaux (D-La.); Phil Burton (D-Calif); Lindv Boggs (D-La.); and Robert Dornan (R-Calif). 2. Ore Carriers. The House bv a voice vote adopted Congressman Murphy's amend­ ment to require that at least one ore carrier per mining site be a U.S.-flag bulk vessel. Speaking in support of this amendment were John Burton (D-Calif); Bob Eck­ hardt (D-Texas); Robert Baumat^R-Md.); Bob Livingston (R-La.); and Robert Leggett (D—Calif). 3. Subsidy. The House by a 4-2 division vote adopted Congresswoman Lindy Boggs' amendment to qualify ore carriers for both construction and operating differential subsidies. 4. Jurisdictiort. The House voted 214-184 to vest ocean mining jurisdiction in the Department of Commerce rather than in the Department of interior. �Ocean Mining Biii Wouid Promote Thousandsof Jobs for US Workers Thousands of jobs for American workers —at sea and ashore—would be generated in future years as this frontier ocean mining industry gets under way with the protections of the just-passed Ocean Mining Bill. The jobs will involve ship construction, mining, processing, fabrication of materials, and seafaring. The AFL-CIO has estimated that as many as 20,000 new jobs would be created by this industry by the year 2000. It is also estimated that at least 1,000 seagoing jobs would be generated by the industry. Here's how the job picture breaks down: CONSTRUCTION To build one mining ship: 2,640 man-years of work in U.S. shipyards. To build one ore carrier: 990 man-years of work in U.S. shipyards. Note: Each shipyard job creates two other jobs in such supply industries as steel, machinery, glass, electronics, etc. At the present time, five U.S. mining systems are planned. This would mean a total of 18,150 man-years of work in U.S. shipyards. SEAFARING With five U.S. mining systems projected, here is the breakdown of seafaring jobs that will be filled by American seamen: Crew per mining ship: 80-100 men. Crew per ore carrier: 30 men. Total U.S. seagoing employment: 900II00 seafarers. Note: Each vessel will require two crews. try saying, "Well, if you are going to make this rule, we aren't going to come and get a license from you." Where else are they going to go to get a license? For some time to come, there is no other country in the world that has a licens­ ing procedure that would apply if we pass this legislation today. They are not interested so much in having a Soviet ship or a French ship. What they are interested in doing is getting the. minerals, and they are going to get the minerals under the Murphy amendment. Fhey are going to get them by the operation of a U.S.-documented vessel, but they want the minerals, not the ships. Mr. Chairman, if we are going to apply a licensing procedure and put U.S. prestige on the line, our U.S. ships ought to be able to share in the benefits. "I agree with the proposition that the resources of the world and the opportunities of the world should be divided most equally. But do not believe for a moment that a Liberian ship is the result of a slow and painful development of Liberia. A Liberian ship is the result of the registry in the City of New York, typically by an oil company, of that ship as Liberian in order that the ship avoid certain requirements respecting safety of operations, wages, and the like, applicable to U.S. ships. Look at these Liberian ships: For instance, the Amoco Cadiz. Do the Mem­ bers (of Congress) remember when that ship ruptured? The Argo Merchant—do the Members remember when that ship's hull burst and leaked oil over the sea? The Sansinena—a Liberian ship. The Torrey Conyo/i—everyone remembers the Torrey Canyon. How long are we going to permit this fakery of flag of convenience? We have a Panamanian ship with an Italian master and a Spanish crew, belonging to a U.S. oil company. What kind of development of small nations does this promote? What control do we have over such ships? In truth, what we should do is outlaw this fakery of ships registered under a flag of convenience. That is what we really ought to do, and that is what one day we are going to have to do." —Rep. Bob Eckhardt (D—Texas) should be adopted. For instance, there are a number of environmental laws, very strong environmental laws, and standards involved. These are U.S. laws, and those laws are not going to apply to ships of a foreign country; they are going to apply to a U.S.-documented vessel. This also means that certain safety regula­ tions would be followed by ships that would be operating on the high seas, because our U.S. laws would then be applied to those ships. This work would be done by a U.S.documented ship under the Murphy amend­ ment; it would be done by a U.S.-flag ship. In addition to that, the ships would be manned by U.S. merchant seamen who are trained in the trade and licensed by the Coast Guard. They are seamen who are capable of manning that type of vessel, and they are going to be the type of crew that should run those kinds of vessels. I am not worried about any foreign coun­ Mr. PHILLIP BURTON. Mr. Chairman, I would like to join with my colleague, the gentleman from Louisiana (Mr. BREAUX), in support of this amendment. This is the amendment to which I made reference earlier. I think it is a very useful and constructive amendment, and I urge its adoption. Mr. ECKHARDT. Mr. Chairman, the gentleman from New York (Mr. BINGHAM) had referred to what ships could be qualified. The ship does not have to be a ship of a na­ tion which is actually operating in the deep sea mining consortium as I understand it. It merely has to be a reciprocating nation which regulates in the manner provided in this act. Therefore, it could be any nation, as I understand it, whether that nation is actually working the deep seabed or not. It merely has to recognize the same standards as those nations do that are operating in the deep sea. Mr. BREAUX. Mr. Chairman, the gentle­ man is correct. Mr. RUPPE. Mr. Chairman, I agree with the gentleman's argument. It is very impor­ tant to note that the vessel does not have to be built in the United States; however, once registered in the United States, this hightechnology ship cannot be transferred to an­ other foreign government without the ap­ proval of the U.S. Government. That means that we have by virtue of this amendment a very tight control over the technology embodied in deep seabed mining. Mrs. BOGGS. Mr. Chairman, I rise in support of the amendment, and I would like to join with my colleagues, the gentleman from Louisiana (Mr.BREAUX), particularly in his concerns expressed about the environ­ mental quality that we could expect only through this amendment. We have to recognize that we really cannot put our scientists or our environmentalists aboard any other ships but American ships. I do feel that we owe it to other nations to make certain that we have all the data that could possibly accrue to us from having American scientists and American environ­ mentalists aboard these ships monitoring and being able to report not only to the United States but to other participating nations. Mr. VOLKMER. Mr. Chairman, the gentleman from Louisiana (Mr. BREAUX), made one statement during the discussion that bothers me, and it has bothered me about this whole piece of legislation. The gentleman made the statement that no other industry or mining company can go to any other country for a license. The fact is they cannot go to this country for a license yet; is that correct? Mr. BREAUX. Well, they would be able to after we pass this legislation. Mr. VOLKMER. But not without this leg­ islation? Mr. BREAUX. Not without this legisla­ tion. Mr. VOLKMER. Can the gentleman then assure this House that no other country right now is contemplating doing the very same things we are attempting to do? Mr. BREAUX. There are several coun­ tries contemplating doing the same thing, but all of them are waiting for us. Mr. VOLKMER. That means that if we go ahead, in all probability they will also go ahead, but then what we will have is dis­ agreements as to areas concerned. Does the gentleman disagree with that? The CHAIRMAN. The time of the gentle­ man from Louisiana (Mr. BREAUX) has expired. Mr. DORNAN. Mr. Chairman, I rise in support of the amendment and in support of the bill. Mr. Chairman, the greatest natural re­ source on this Earth is the sea. The sea nur­ tures, cleanses and renews life. And from the great depths of the oceans, we may find answers to many of the material problems that beset our troubled planet. For that rea­ son, I strongly urge the passage of H.R. 3350, The Deep Seabed Hard Minerals Act. The passage of this bill is critical to the economic health, welfare, and prosperity of this Nation. More immediately, it will relieve us of pressing strategic anxieties. The enemies of this Republic know very well that the weakest link in an otherwise strong economic chain that binds the indus­ trial nations of the West is our extraordinary dependence on imported raw materials. It is no surprise to anyone familiar with this criti­ cal weakness that the Cuban and Soviet energies are directed toward capturing strategically critical real estate, bordering the sealanes: the Horn of Africa, the western coast of Angola, astride the South Sea passages to America and Europe. It is no wonder that the Soviet Union has deployed a "blue water naval force" threat­ ening those sealanes, so vital to the economic life of the industrialized nations of the West and Japan. For here, along these critical pas­ sages, the bulk of raw materials bound for the ports of the West are shipped. It was just a few short years ago that the Western World was shocked into the awful reality of its dependence on Third World re­ sources. When the OPEC nations imposed their embargo on oil, we found ourselves presented with an unprecedented crisis. These states, largely run by backward or hostile political regimes, doubled, then quadrupled the international price of oil be­ tween 1971 and 1974. This 400 percent in­ crease in oil prices had a severe impact on balance-of-payments deficits in both the de­ veloped and underdeveloped countries of the world. In the United States and the industrialized nations of the West the oil deficit alone reached $40 billion. It served to aggravate a dangerous national and international infla­ tion, created unprecedented problems for the international monetary systems, and forced further slowdowns in the already fra­ gile industrialized economies of the United States, Western Europe, and Japan. Mr. Chairman, that should have been lesson enough. We cannot afford a repeat of that situation with minerals critical to our industrial survival. We must take decisive steps to insure-that we are not at the mercy of other cartels or concerted efforts by Third World adversaries, encouraged by the Soviet Union, a la the oil embargo, to bring the economies of the United States and other Western states to a grinding halt. We have the liberty and the luxury of preparation now. We must act now. The United States is the single largest con­ sumer of these critical minerals. And the en­ tire economy of the Republic is dependent upon access to them. At the present time we import them at rates which are too high for comfort or security. This is especially true of such metals as nickel, copper, cobalt, and manganese. We are not now, nor are we likely to be, in the fortunate position of the Soviet Union. Estimates and projections vary. But the Soviet Union is generally believed to be virtually self-sufficient in these industrial raw materials. Leviathan has not yet the technological capability of extracting them at a rate that would satisfy its appetite for in­ dustrial power. But the Kremlin's domestic cup of raw materials does runneth over. Mr. Chairman, providence has blessed us with great abundance. But in this particular area—on land—we are impoverished. We must turn to the sea. The sea is the Earth's last great frontier. Untold riches abound on the ocean floor. In the face of possible re­ source scarcities, blackmail, or international economic instability, we may resort to this bastion of fantastic natural wealth. Oceanographers and geologists have told us of the riches of the sea. We know that certain areas of the seabed are suffused with these valuable minerals. Consider the po­ tential. In an essay published in the Interna­ tional Law Quarterly, volume 20, April 1971, it is reported that: One square mile of seabed may be covered with 70,000 tons of nodules containing 30,000 tons of manganese, 3,600 tons of aluminum, 2,300 tons of cadmium, 17,000 tons of iron, 400 tons of cobalt, 1,200 tons of nickel and 650 tons of copper. And I would remind you, Mr. Chairman, that these minerals are not the only treasures to be extracted from the depths of the oceans. The treasures are immense. The Japanese are currently farming kelp, and in my native State of California we, too, are ex­ perimenting with this resource. Seabed mon­ itoring devices offer great possibilities to ad­ vance deep sea fish farming. We may be in • the first phase of harvesting a food supply that would help to feed the expanding popu­ lation of this world. We must be sure that wc do not subscribe to international agreements in this area that would, in fact, retard rather than encourage these developments. The technology for mining the seas is de­ veloping rapidly. For example, in 1963 the Marine Diamond Corp. of Capetown, South Africa, managed to extract 51,000 carats of rough diamonds from the seabed. U.S. in­ dustry sources indicated that by 1990 we could substantially cut our imports of these vital minerals, especially manganese and cobalt. According to the Ocean Resources Department of the Kennecott Copper Co., we import 98 percent of our cobalt. Conceivably, we could be self-sufficient in this valuable mineral by 1990 if we quickly resort to ocean mining. We could achieve 90 percent sufficiency in copper and 70 percent sufficiency in primary nickel by 1990. By the year 2000, we could achieve a surplus in cobalt, manganese, and primary nickel. In developing this new source of supply, we would not only be protecting ourselves from cartel blackmail or international eco­ nomic warfare, we would afso insure the growth of a desperately needed new indus­ try, stimulating the rate of investment and expanding employment opportunities for our people. But we must forge ahead now. It is esti­ mated that private firms are willing to invest as much as $2.8 billion into this project by 1980 and assure a full scale commercializa­ tion of these resources by 1983. Private en­ trepreneurs have the technology to forge ahead and they have the will to accomplish the task. But we cannot allow an inhospit­ able environment to smother the most opti­ mistic prospects for ocean mining. We can­ not subscribe to any new regime of interna­ tional law which would inhibit this vital investment. Mr. Chairman, the Law of the Sea is now in the process of development. There is a great need to insure that the legitimate interests of all nations are protected in the development of international law, as it applies to this immensely complex area. I recognize that we must fashion an interna­ tional law that will effectively grapple with the problems of pollution, waste, and natural sovereignty. But in the process of drafting new treaties and conventions, we must not deviate from America's historical commit­ ment to the freedom of the seas. Our rights, and the rights of any other nation to mine the resources of the oceans, are integral to that longstanding American doctrine. We cannot allow ourselves to be locked into any future agreements that would preclude our legitimate access to the fruits of the oceans. It is we who have the will, the technology, the managerial and engineering skills to ac­ complish this task. No other nation pos- August 1978/ LOG / 19 �r ^Congressional 'Record PftOCIIDINCI AMD DOIATIS 0» Till 95 r*i. fi« COMCAIM. MCOND tItllOM VAtHINGTON. TUIftDAY. MAY l». If7i 7? sesses the same degree of ingenuity in this area. We ought not to succumb to some guilt-ridden rhetoric which would foreclose the effective development of these resources. In any case, we cannot afford to surrender this traditional freedom of the seas, central to our foreign policy since the founding of this Republic, to some future, probably hos­ tile bureaucracy, staffed .by representatives of envious Third World nations. This is what may be ordained by the current United Na­ tions Law of the Sea Conference. Mr. Chairman, we can afford no delays. Let us press forward with this measure. Please let us consider our posterity. Mr. UDALL. Mr. Chairman, this is a bad amendment. The administration does not want it; the mining industry does not want it. It is going to create grave problems for them. The amendment is wanted only by the ship­ ping industry. I share with some of my colleagues in the House some impatience that we have not "This amendment would assure that the high technology ships developed by our nation would be available to us whenever and wherever they are needed." —Rep. Philip E. Ruppe (R-Ml) gotten on with this job. We have waited on the Law of the Sea all of these years. We have postponed and postponed. 1 made up my mind a long time ago we were going to go ahead and create a frame­ work when we could begin to tap the re­ sources in the seabed. The time has come, and we should pass this legislation and get on with it. It is important to be fair, that we do not drive away our partners. It is important to understand what is happening. These are not American mining companies that are going out by themselves and using American ships. This job is going to be done by international consortia in which several nations will be represented, and they will be, as the gentle­ man from New York (Mr. BINGHAM) said, from the wealthier industrial nations. The report put out by the International Relations CommiUec shows that there are about five groups poised, getting ready to go to work. The main one is Kennecott, a U.S. company, but it has three partners from Great Britain, a consortium, one from Canada and one from Japan. The second big one. Ocean Management, Inc., has companies from Canada, Germany, the United States, and Japan, each with 25 percent. Another one is largely Belgium. Another one is largely from the Nether­ lands. Another one is largely France. We cannot say to these people, "You are only going to use U.S. ships and U.S. person­ nel in manning those ships." We will drive them out of the business and we will see that the deep sea mining does not go forward. By doing this 1 think we make a very big mistake. Mr. PHILLIP BURTON. Mr. Chairman, 20/ LOG/August 1978 I regret that I am in disagreement with my colleague in the well. I gather the gentleman is talking about the moms and pops of the in­ ternational cartels in the world. Those are the wealthiest of all of the business conglom­ erates in the entire universe. The amendment offered by the gentleman from New York seeks to redress a very small part of that, to regain a little of what is left of the American maritime industry. I would like to advise my colleagues—and this will only take 10 seconds—that I had some six major local maritime unions that, because of historical experience, have their own bought-and-paid-for buildings in my district. As a result of the legislation, or lack thereof, in the last 18 months, there will only be three. If we are not careful, we will not have a maritime industry at all in this coun­ try, and I think that is nonsense. I think the amendment offered by the gen­ tleman from New York is a modest one, to keep this industry that is barely alive a little afloat. Mr. UDALL. Mr. Chairman, few things would please me more than to see the U.S. shipping industry get up off of its back and be prosperous. But the last way you are going to make any progress is to create a situ­ ation where we have four countries, Canada, "At a time when millions of Americans are out of work, it is imperative that we make every effort to reserve some of these jobs created by American technology for Ameri­ can workers." —Rep. Robert L.'Eivingston (R-LA) Germany, the United States, and Japan, each with 25 percent prepared to mine and then say to those proud nations, "No con­ sortium in which a United States company participates can go out there unless all of these ships involved in this enterprise are documented in the United States." It is not right. Other countries will not accept it. We would not put up with it. We should not impose this on other countries. That is why there is opposition to it. Mr. MURPHY of New York. Mr. Chair­ man, I made it very clear that only one vessel is involved at the mining site for the trans­ portation of these minerals, and we are now talking about the mining process vessel, and none of the other vessels. I might state further that we have been sharing with the Japanese and with the Germans all of these legislative initiatives. They are just waiting to see what the American Congress does so that they can pattern and model their own national legislation after this. But we are dealing only with that single vessd per site where the United States is involved. Mr. UDALL. I would make the point that, with all of the thousands of vessels on the ocean, why would we go out and hold up and delay what our minerals industry needs? I think we make a mistake if we adopt this amendment. Mr. VANIK. Mr. Chairman. I speak in opposition to any amendment which would restrict the vessels used in mining, process­ ing, or transporting mineral resources from the ocean floor to only U.S.-flag ships. Sec­ tion 103 of H.R. 3350 and H.R. 12988 pro­ vide that mining and processing ships are to be documented under U.S. laws or under the laws of reciprocating states. Any amend­ ment to restrict deep seabed operations to only U.S.-flag ships would, in effect, be com­ parable to a 100-percent cargo preference. Last September we debated this issue in con­ nection with H.R. 1037, the oil cargo prefer­ ence bill, which would have required 9.5 per­ cent of U.S. oil imports to be carried in U.S.-built ships. That measure was defeated but the same concept is now being proposed for deep seabed operations, which could then establish a precedent for extension of cargo preferences for oil or other products. At the time we debated the oil pargo pref­ erence bill I had two main objections, namely the inflationary impact and the im­ plications for the U.S. foreign economic pol­ icy. Those same objections apply in this case. The higher rates usually charged by U.S.flag vessels will raise the cost of the deep sea- Ore Carriers So the amendment was agreed to. Mr. MURPHY of New York. Mr. Chair­ man, I offer an amendment. The Clerk read as follows: Amendment offered by Mr. MURPHY of New York: A tpage 13, between lines 5 and 6, insert the following: (3) Each permittee shall use at least one vessel documented under the laws of the United States for the transportation from each mining site of hard mineral resources commercially recovered under the permit. Page 13, line 6, strike out "(3)" and insert "(4)"(Mr. MURPHY of New York asked and was given permission to revise and extend his remarks.) Mr. MURPHY of New York. Mr. Chair­ man, this amendment would require that at least one of the vessels transporting the sea­ bed nodules away from a mining site where companies are operating under a U.S. permit be documented under the laws of the United States. Each mining system will consist of a min­ ing vessel to harvest the nodules, two or more ore carriers to transport the recovered nodules from the mining sites to land, and a Ocean Mining Ship 'GovemorRay' ..ft "We have to recognize that we really cannot put our scientists or our environ­ mentalists aboard any other ships but American ships . . . We owe it to other nations to make certain that we have all the data that could possibly accrue to us from having American scientists and American environmentalists aboard these ships." —Rep. Lindy Boggs (D-LA) these consortia and retard the development of ocean mining just at the time in which we are in a crucial final phase of the multilateral trade negotiations in Geneva seeking to liberalize trade barriers in concert with the same countries whose ships would be pre­ cluded from use by the consortia under the amendment. Restriction to U.S.-flag ships would be inconsistent with U.S. objectives in those negotiations, would reverse U.S. pol­ icy favoring free competition and trade ex­ pansion worldwide based on fair and equit­ able rules, and could trigger the adoption of similar measures by foreign countries in this or other areas. I understand that the administration opposes the amendment and supports the provision for mining and processing ships to be documented under U.S. laws or under the laws of reciprocating states. I urge my col­ leagues to do the same. The CHAIRMAN. The question is on the amendment offered by the gentleman from New York (Mr. MURPHY). The question was taken; and the Chair­ man being in doubt, the Committee divided, and there were—ayes 38, noes 19. • bed operations for U.S. firms, making their operations less competitive and presumably consumer prices higher. I understand that four major U.S. ocean mining companies are organized in consortia with partners in Britain, Canada, Japan, West Germany, or the Netherlands making commercial recovery a multinational enter­ prise. Ships under contract to U.S. compa­ nies as well as under contract to foreign asso­ ciates will be needed to mine, process, and transport the mineral resources. Restriction of these operations to U.S.flag ships would restrict the operations of '.•Vf A® processing plant. Between two and four ore carriers will be needed for each mining site depending on the volume of the mining oper­ ation, how far from land the mining site is, and the size of the ore transport vessels. Requiring each U.S. permittee to utilize at least one U.S.-flag ore carrier per mine site would guarantee U.S. control over the ves­ sels needed to transport at least a significant portion of strategically important hard min­ eral resources. Without this amendment, U.S. permittees will be able to document all of their mineral transport vessels under flags-of-convenience, and the United States �will have no control over theenvironmental, safety, and manning dimensions of trans­ porting these mineral resources which are vital to the economy and security of the United States. Since each mining operation will probably require between two and four ore carriers to transport seabed nodules from the mining site to land, this amendment would not im­ pose restrictions on foreign entities belong­ ing to a U.S.-licensed international consor­ tium. At least SO percent and as much as 75 percent of the ore carriers involved in these operations could be documented under the laws of any foreign nation. Passage of this amendment will prevent American ocean mining companies from operating their entire bulk fleet under flagsof-convenience at the expense of American labor, tax laws, and environmental and safety standards. Experts attribute 85 percent of all ship­ ping disasters to human error. Although this factor cannot be completely eliminated, it can be minimized through rigorous training standards for ship personnel, cognizant and concerned with the possibility of damaging the marine environment. Utilization of U.S.flag ore carriers, designed and operated under the most stringent safety standards and manned by highly skilled and trained U.S. seafaring personnel who must meet Federal Government licensing and certifica­ tion requirements, will provide the greatest assurance and measure of protection for the marine environment. The employment of U.S. vessels and U.S. crews will contribute millions of dollars annually to the U.S. Treasury through cor­ porate taxes on shipping profits and income taxes on seamen. Presently, the multina­ tional oil companies escape an estimated $100 million per year in U.S. taxation by reg­ istering their vessels under foreign flags and manning them with foreign crews. This amendment will help prevent the U.S. ocean mining industry from becoming another runaway industry. Every vessel documented under the laws of the United States helps to ease the drain of the dollar and reduce the deficit in our inter­ national balance of payments. When U.S. dollars and U.S. crews are paid to transport our mineral resources, dollars are retained in the U.S. economy and used to purchase American goods and services. Dollars paid for foreign shipping leave this country. This amendment would encourage the Most of these vessels are over 25 years old and none of them are ore carriers. Although dry bulk commodities comprise 40 percent of U.S. foreign trade shipments, less than 2 percent moves in U.S.-flag ships. Unless this legislation requires each U.S. permitee to employ at least one U.S.-flag or carrier, this Nation will have lost what may be its last opportunity to gain a U.S.flag dry bulk fleet. Mr. JOHN L. BURTON. Mr. Chairman, will the gentleman yield? Mr. MURPHY of New York. I yield to the gentleman from California. Mr. JOHN L. BURTON. Mr. Chair­ man, I support the gentleman's amendment. I really wonder why we limit it to one vessel. Our Subcommittee on Government Opera­ tions has had hearings that have clearly demonstrated that the Coast Guard cannot look behind the competency certificate that a foreign government issues on a foreignlicensed vessel. Also, we have testimony showing that when the Coast Guard boards a foreign vessel, they find that they are short a mate, shall we say, and that within 2 hours the consul comes down with almost a blank check certificate and gives it to some seaman. The Coast Guard has to accept that at face value. I would rather see the gentleman's amend­ ment go much farther, because it is just an absolutely undisputed fact that these foreign flag vessels do not meet the safety standards or crew competency of American-flag ships. Mr. MURPHY of New York. The gentle­ man states the case well, but the committee in its modesty only recommended one of these vessels. Hopefully, the committee will support that modest request. Mr. JOHN L. BURTON. Mr. Chairman, I will support the amendment. I hear people who joke about this modest proposition, but I think it is modest also. The record is replete with the lack of safety, lack of environmental protection, lack of competency on the part of foreign-flag vessels. None df the maritime nations throughout the world measure up to the standards of American-flagships. I think it is obscene that the American taxpayer and those less concerned about the taxpayers should see our money go to subsidize substandard vessels with substandard crews, which are a threat to the environment and safety of the ocean. corporations that hire ships under foreign registry avoid paying the taxes they would have to pay if the ships were Americanlicensed. Mr. BINGHAM. But the operations we are talking about here are operations in deep seabed mining areas. As we have said before, these will be operated by international con­ sortia. We are talking about advanced na­ tions that would have the same or similar standards as ours. For the reasons given be­ fore in relation to the previous amendment, I oppose this amendment. It is somewhat less objectionable than the previous amendment because it does limit the protection to one American vessel, but I nevertheless object to it. Mr. VANIK. Mr. Chairman, will the gen­ tleman yield? Mr. BINGHAM. I yield to the distin­ guished gentleman from Ohio (Mr. VANIK). Mr. VANIK. Mr. Chairman, I want to point out that our Government will have the right to issue licenses, and it could set any standards desired as a condition. It seems to me that would be a far more effective way of dealing with this problem than locking it into the statutory form as suggested by the amendment. I oppose the amendment. I do not have to defend a record on whether I support Amer­ ican jobs. I think this is a very unfortunate step the Congress would be taking. I cer­ tainly hope we can reject this proposal. Mrs. FENWICK. Mr. Chairman, I rise in opposition to the amendment. Mr. Chairman, mention has been made of the taxpayers of this country, during course of debate on this amendment, and to the loss of $100 million a year that they experience through the fact that companies license for­ eign ships or use foreign ships, but I would like to remind this body and the people of this country that the taxpayers are paying handsomely for a maritime industry, to the shippers and to the unions, some $586 mil­ lion year after year after year, representing 74 percent of the wages and nearly 50 percent of the construction of the ships. And this is not something that just happens once. It is every year. "If I have to choose between these interna­ tional business big boys and American workers' jobs in shipyards and on ships, the proper choice is very clear to me." — Rep. Robert Bauman (R-MD) "It is just an absolutely undisputed fact that these foreign-flag vessels do not meet the safety standards or crew competency of American-flag ships . . . None of the maritime nations throughout the world measure up to the standards of Americanflag ships." —Rep. John Burton (D-CA) "This amendment means that certain safety regulations would be followed by ships that would be operating on the high seas, because our U.S. laws would then be applied to those ships ... The ships would be manned by U.S. merchant seamen who are capable of manning that type of vessel, and they are going to be the type of crew that should run those kinds of vessels." —Rep. John Breaux (D-LA) growth of the U.S.-flag bulk fleet necessary to end this Nation's dependency on foreignflag vessels for the carriage of virtually all the strategic minerals imported by this cquntry. Today, not a single ore carrier flies the U.S. flag. Japan controls approximately two-thirds of the world ore carrier fleet and Liberia much of what remains. Almost all of the Liberian-flag fleet is owned by Ameri­ cans. The U.S. ocean mining industry has the capacity to reverse the sad state of the U.S.flag dry bulk fleet. The active U.S. flag dry bulk fleet today consists of only 14 vessels. Mr. MURPHY of New York. I thank my colleague. Mr. BINGHAM. Mr. Chairman, I rise in opposition to the amendment. May I suggest very briefly, that of course there is no subsidy involved here, as the gentleman from California has been sug­ gesting. Mr. JOHN L. BURTON. Mr. Chairman, will the gentleman yield? Mr. BINGHAM. I yield to the gentleman from California. Mr. JOHN L. BURTON. They are sub­ sidized through the fact that the American We know what nearly happened to the consumers of this country had other such proposals put before this Congress not been defeated. We were told by the General Ac­ counting Office that the proposals backed by the same voices would have cost these tax­ payers an extra $550 million to $610 million every single year. This is not anything new. I think we must have regard for the tax­ payers, but certainly this is not the way to do it. Mr. ECKHARDT. Mr. Chairman, I rise in support of the amendment and largely for the same reasons I stated on the last one. But I would like to have the opportunity here to clarify one thing that the distin­ guished gentleman from New York (Mr. BINGHAM) has said, because it did throw a question on my arguments with respect to the ships of various registries. A reciprocating state is not necessarily a state whose nationals are in a consortium. A reciprocating state is defined in the bill on page 32 as a state which the President in con­ sultation with the Secretary finds meets cer­ tain requirements. These requirements are not engagement in the activity in the deep sea. The requirements are requirements of providing a legal framework for exploration. It does not mean they have to go forth and explore. They have to create a legal frame­ work to do so. It is a state which recognizes licenses and permits issued in this manner and which recognizes, under its procedures, priorities of right for applications for li­ censes. And the state must regulate the con­ duct of persons subject to its jurisdiction, and so forth. And so the state must merely proclaim: "Look, if we engage in deep sea mining we will engage in it in the same way that the United States does," but there is no provi­ sion in the bill that states a reciprocating state must be a state in the consortium actu­ ally engaged in the mining operation. That is the reason I stated that ships of Liberian or Panamanian registry repre­ sented by very competent American lawyers can find ways to qualify even though Pan­ ama or Liberia or their nationals may not be engaged in any consortium actually engaged in mining in the deep sea. Mr. LEGGETT. Mr. Chairman, I rise in support of the amendment. There has been some comment here about the approximately $500 million spent per annum for the U.S. merchant marine. The point was further made that perhaps we are not getting our money's worth out of that ex­ penditure. I think that what we have to do is analyze what free competition has done for us in the ore vending carrying business. The Japanese are carrying 80 percent of all of the ore in the world at this time. What we very wisely did back in the early days of the Republic was to enact the Jones Act that provided that, point-to-point car­ riage in the United .State.s requires that these ships have got to be American ships, and we have got to use American crews and those ships have got to be built in the United States. Now, were we not to have the Jones Act today, the Japanese would be carrying 80 percent of all of the cargo between American ports for example, between Seattle and San Francisco and between New York and Phila­ delphia, and the Russians would probably be carrying the other 20 percent. Mrs. FENWICK. Mr. Chairman, would the gentleman yield? Mr. LEGGETT. 1 will yield in just a moment. So what we need to do—what we must do —is to build in certain hedges in favor of the American merchant marine. It has to be in the nature of Jones Act kinds of qualifica­ tions and aids. It has to be in the nature of the first Murphy amendment, to provide that at least the ore manufacturing-processing ships be under American flag. For us just to get 25 percent of this new kind of ore-carrying capability we have got to enact this second amendment offered by Chairman MlJRPHY. Now I am happy to yield to the gentle­ woman from New Jersey. Mrs. FENWICK. Mr. Chairman, I thank my colleague for yielding. I know about the Jones Act. It was mentioned by the Chair­ man of the FTC as one of the causes of un­ necessary costs imposed upon American consumers every year. The question is how much longer are we going to go on? Mr. LEGGETT. Let me say to the gentle­ woman who has just asked, "how long we are going to go on?", 1 would say in reply to her question what does she think would hap­ pen if the United States were to be involved in a conventional war with the Soviet Union? It may be, in some future emergency that Japan might be on the side of the Soviet Union. If we were totally dependent on those two countries, the carriage of American car­ goes between points in the United States, how could we provide for our national defense? Mrs. FENWICK. Let me say that we have four operating companies which are not August 1978/LOG / 21 ^: )"r • �Ferromanganese Deposits in the Pacific Ocean operating under the Maritime Commission and are making money. Mr. LEGCETT. What kind of cargo are they carrying? They are carrying a very, very limited, isolated type of container cargoes. There are only a few companies that can survive in that kind of an atmosphere. Mrs. FENWICK. If we could just liberate all our ships and let them operate efficiently maybe they could. Mr. LEGGETT. The Japanese are liber­ ated today and they have got a large percent­ age of the ships in the world. A large percent­ age of all of the keels laid down in the world last year were laid down in Japan. Mrs. FENWICK. Does the gentlemen re­ member our debate on the floor the last time we were discussing this? What about the re­ quirements that are totally unnecessary. "if U.S. permittees are required to docu­ ment their mining vessels in the United States, all of the tax dollars resulting from U.S.-flag vessel operations will accrue to the U.S. Treasury, and hundreds of new Ameri­ can jobs will be created... The ocean mining technology developed with the support of U.S. tax dollars will remain under American control." —Rep. John Murphy (D-NY) 22/ LOG/August 1978 crew requirements that are not needed on that particular kind of ship? Mr. LEGGETT. It is true that there may be some limitations like that. Mrs. FENWICK. We heard the testimony in the House that the Coast Guard requires certain safety requirements and that our merchant marine, quite unnecessarily, goes far beyond them. We cannot continue to operate so inefficiently. Mr. LEGGETT. 1 know that the gentle- , woman from New Jersey (Mrs. FENWICK) supports all of the clean air, clean water dis­ charges laws and regulations that apply to the U.S. ships. Now when wc arc trying to be competitive with the world's maritime in­ dustry, you hark back to the Jones Act. You do not like it, and you would like to repeal it. Mrs. FENWICK. The gentleman brought up the Jones Act, I did not. Mr. LEGGETT. The gentlewoman is try­ ing to take us back 30 or 40 years ago. Mrs. FENWICK. We will never be com­ petitive if we have to use larger crews than we need, larger than the Coast Guard says we need. Mr. LEGGETT. If you would support us for more ships, we would get ahead with the crews and the ships we have got together with the new ships that would be coming on line. Incidentally, in the last lOyearsthe U.S. maritime industry has cut back the crewing on new U.S. modern vessels by 25 to 35 percent. Mr. LIVINGSTON. Mr. Chairman, I rise in support of the amendment by the gentle­ man from New York, to require that at least one ore carrier per mining site be docu­ mented under U.S. laws. I wholeheartedly supported the gentle­ woman's previous amendment and feel that the one before us is equally important to the well-being of the United States. The requirement that one ore carrier per mining site be a U.S.-flag vessel could result in various economic benefits to this country. At present, no specialized ore carriers fly the American flag, while Japan controls approx­ imately two-thirds of the existing ore carrier fleet. The use of an American vessel meahs that the jobs created by this amendment will be reserved for American workers. In addition, the mineral resources of the deep seabed will play a significant role in maintaining the economic health and secur­ ity of our Nation in a time of resource scarc­ ity. Restricting seabed mining operations to U.S.-flag vessels will guarantee U.S. control over minerals, such as copper, cobalt, nickel, and manganese, all of which are essential to the industrial economy and national security of America. Manganese Noduies On Ocean Roar By requiring American manning and doc­ umentation under U.S. laws, this amend­ ment, in addition to the previous one, could readily enhance the possibility that many vessels are built in U.S. shipyards. This will ameliorate the severity of the projected workload decline in the 27 shipyards throughout the country which compose the total shipbuilding resource base as cur­ rently defined by the Maritime Admini­ stration. Our shipbuilding industry is encountering a national mood that has set the building of ships, military or otherwise, at a fairly low priority. According to recent statistics, cited by Shipyard Weekly and other periodicals, the United States may have to shed up to 25 percent of its shipyard work force by the beginning of 1979. Only 5 months ago, the leadership of a major shipyard in Louisiana, was predicting necessary cutbacks of as many as 4,()(X) in the coming months. This could amount to an overall national decline in employment of approximately 45,000 persons. This in turn will lead to a direct decline in demand for materials and component parts from all States of the Union. The ripple effect will spread through­ out the entire U.S. economy, and with the common multiplier effect of 3 to 1, a 45,000man decrease in shipyard employment equates to the loss of at least another 135,000 jobs in the private sector. This must not be allowed to occui. At a time when millions of Americans are out of work, it is imperative that we make every effort to reserve some of these jobs created by American technology for Ameri­ can workers. The economic benefits of this amendment to the country deserve not only careful consideration, but the full support of this body. Therefore, I urge my colleagues to support this amendment requiring one ore carrier per mining site be documented under the laws of the United States. Mr. BAUMAN. Mr. Chairman, will the gentleman yield? Mr. LIVINGSTON. I yield to the gentle­ man from Maryland. Mr. BAUMAN. I thank thegentlem.in for yielding. 1 just want to say to the gentleman I con­ cur in his statement. It has been interesting to sit here this afternoon and listen to some of the arguments made. We were told earlier that this bill was a giant ripoff by the multi­ national corporations that are going to rape and plunder the ocean bottom at the expense of the world. Now on this amendment and �Key Congressmen Supported 'Hire American' Amendments Rep. Frank Annunzio (D-IL) Rep. Phillip Burton (D-CA) Rep. Edward J. Derwinski (R-IL) - -'"'S-' * ife' Rep. Robert K. Dornan (R-CA) Rep. Robert Leggett (D-CA) Rep. Bob Gammage (D-TX) Rep. David C. Treen (D-LA) Rep. Barbara Jordan (D-TX) Rep. Leo C. Zeferetti (D-NY) When the House of Representatives passed the Ocean Mining Bill on July 26 by the overwhelming majority of 312-80, the House gave strong support to SlU-backed amendments which will require that mining ships and ore carriers be registered under U.S. laws and carry U.S. crews. A number of Congressmen played an active role in supporting these 'Hire American' amendments, including these members of the House. the preceding amendment, we are told by those same critics that we have to be so solicitous of the same multinationals who were accused of raping and plundering earlier this afternoon in the debate. If I have to choose between these inter­ national business big boys and American workers jobs in shipyards and on ships, the proper choice is very clear to me. I suspect the same persons who are telling us today that we should vote against the Murphy amendment, against our merchant marine and against our workers and seamen today, will be back next week saying we ought to tax these same working people in order to finance the multibillion-dollar foreign aid bill. Mr. LIVINGSTON. I think the gentle­ man's point is well taken. Mr. JOHN L. BURTON. Mr. Chairman, will the gentleman yield? Mr. LIVINGSTON. I yield to the gentle­ man from California. Mr. JOHN L. BURTON. I thank the gentleman for yielding. Is that the gentleman from Maryland speaking? Mr. CHAIRMAN. The question is on the amendment offered by the gentleman from New York (Mr. MURPHY). The amendment was agreed to. Vessels Eligible For Subsidies Mrs. BOGGS. Mr. Chairman, 1 offer amendments. The Clerk read as follows: Amendments offered by Mrs. BOGGS: At page 13, between lines 5 and 6, insert the following: (3) For purposes of the shipping laws of the United States, any vessel documented under the laws of the United States and used in the transportation from any mining site of hard mineral resources recovered under a permit issued under this title shall be deemed to be used in, and used in an essential service in, the foreign commerce or foreign trade of the United States, as defined in section 905(a) of the Merchant Marine Act, 1936. At page 13, line 6, strike our "(3)" and insert "(4)". Mrs. BOGGS. Mr. Chairman, this amendment would make it statutorily clear that ocean ore transport carriers docu­ mented under the laws of the United States would be considered as being in foreign trade, and as such, would be eligible for a construction differential subsidy (CDS) and an operating differential subsidy (CDS) authorized by the Merchant Marine Act of 1936. With the amendment previously offered by the gentleman from New York (Mr. MURPHY), at least one ore carrier per mine site will be documented under U.S. law. It is in the national interest to encourage the building of such ore carriers in the United States. This amendment does not require that ore carriers actually be built in the United States. However, if a U.S. citizen who holds a per­ mit under this legislation decides to build its U.S.-flag carrier in our country, this amendment would make such carrier eligible for construction and operational subsidies. Mr. Chairman, in correspondence re­ ceived from the Assistant Secretary for Maritime Affairs, Mr. Robert J. Blackwell, it is indicated that it is the judgment of his office that the ore transport carriers are en­ gaged in the "foreign commerce" or "foreign trade," as those terms are designated in the Merchant Marine Act. Because eligibility for CDS and ODS is dependent on vessels being engaged in foreign trade, Mr. Blackwell suggests that this legislation be amended to make it absolutely clear that these differentials apply. Additionally, to be eligible for the op­ erating-differential subsidy, a vessel must be used "in an essential service in" the foreign commerce or foreign trade of the United States. At the present time, Mr. Chairman, there is not a single ore carrier on order in an American shipyard. This amendment en­ courages, it does not require that the vessels be constructed in the U nited States. It should also be pointed out that the amendment does not address itself to the construction of a mining and processing vessel, but only to the ore carriers and only to those docu­ mented under U.S. laws. At most-, Mr. Chairman, this will probably involve only one ship per mine site, and will not have a serious effect on the foreign partners of the American mining companies. Mr. Chairman, 1 urge the adoption of this amendment. Mrs. FENWICK. Mr. Chairman, will the gentlewoman yield? Mrs. BOGGS. I yield to the gentlewoman from New Jersey. Mrs. FENWICK. Mr. Chairman,we have seen amendments defeated today on the basis that this is a compromise bill arranged by three different committees. Has the amendment which the gentle­ woman is proposing been submitted to those three committees, according to the agree­ ment? Mrs. BOGGS. Mr. Chariman, 1 would like for the gentlewoman to know that it was considered that this definition was really inherent in the bill; but to make it ab­ solutely clear, to make it statutorily clear that these vessels, the ore-carrying vessels, are indeed engaged in foreign trade or foreign commerce and in (he interest of the United States, we put this amendment in to simplify it and to clarify it. Mrs. FENWICK. Therefore, the gentle­ woman is telling me that this amendment as to the ships qualifying for foreign trade status has been iigreed to by the three com­ mittees of the House which apparently ap­ proved the bill; is that correct? Mrs. BOGGS. 1 will have to defer to the chairman of the committee. 1 do not think this was ever brought up as an amendment. Mrs. FENWICK. I ask this because other amendments have been defeated on the ground that this bill had been agreed to by the three committees. It seems to me that this is yet another amendment. Mrs. BOGGS. There were areas that were agreed upon to be brought up and con­ sidered as amendments on the floor. This was one of the areas we felt should be brought to the floor only because we wanted to make it statutorily clear that these vessels, ore-carrying vessels, would indeed be in foreign trade, in foreign commerce, and in the interest of the United States. Mrs. FENWICK. Mr. Chairman, I thank the gentlewoman; 1 understand. The CHAIRMAN. The question is on the amendments offerd by the gentlewoman from Louisiana (Mrs. BoGGs). The question was taken; and the Chair­ man being in doubt, the Committee divided, and there were—ayes 4, noes 2. So the amendments were agreed to. August 1978/ LOG / 23 �Political Action—The Key ToJob Security flag vessel. An average of three ore carriers will service each mining op­ eration. Seafarers in ports across the land rallied in support of a winning campaign in the House of Representatives for ocean-mining legislation that could provide thousands of new jobs—and job security—in the decades to come. Just as the U.S.-based giants of the oil industry and other multinational bullies were about to turn the new frontier of ocean mining into yet another runaway industry, Seafarers and their allies in the labor movement were able to persuade Congress that the national interest will best be served by protecting oceanmining jobs for Americans. State AFL-CIO Involved At the same time, the SIU and the MTD were coordinating a plan to contact every AFL-CIO state and local central body, every MTD port maritime council, as well as Building Trades and Metal Trades councils across the nation, asking them to lend a hand in convinc­ ing Congressmen from their districts to support the amendments to the oceanmining legislation. The director of the AFL-CIO Com­ mittee on Political Education, Alex­ ander Barkan, called upon COPE directors across the nation to get the word to Congressmen in their areas that organized labor is united in its commitment to protect for American workers the jobs that will flow from federal approval of ocean mining. When the House debate opened. Congressman Murphy and Congress­ man John Breaux of Louisiana, cosponsors of the amendments, were fully equipped to carry their fight on the floor. The payoff for the determined efforts of Seafarers and their friends in organized labor came when the House overwhelmingly adopted both amend­ ments. This "strong display of support for the American worker brought a bonus when the House passed a third amend­ ment, introduced by Congresswoman Lindy Boggs of Louisiana, that would make deep seabed ocean-mining vessels eligible for federal construction and operating subsidies. A Classic Case The story of the ocean-mining legislative battle is a classic case in the Seafarers' constant battle to protect their livelihood against big-money interests that ignore safety and decency to operate on the cheap under foreign flags. The lure of immense quantities of valuable nickel, copper, manganese and cobalt lying in softball-size lumps at the bottom of the seas has provided the multinational consortia with an economically profitable and legisla­ tively tricky challenge. Initial efforts to establish interna­ tional rules for the exploitation of the sea beds floundered as session after session of the Law of the Sea Con­ ference stumbled in disagreements among delegates for 158 nations. This failure led the massive international development groups to support legisla­ tive efforts in the United States and other industrial nations to open a legal path to tnining the oceans. The SlU's legislative team in Wash­ ington, headed by Legislative & Politi­ cal Action Director Dave Dolgen, constantly on watch for the dangerous maneuvering of those who would weaken the U.S. merchant marine, started informing Congressmen of the Seafarers' interest in ocean-mining proposals as they surfaced several months ago. AFL-CIO Joins Battle The SlU was joined by the AFL-CIO, the Maritime Trades Department and the Building and Construction Trades Department in officially calling for the adoption of legislation that would require ocean-mining ventures sup­ ported by U.S., laws to use mining vessels and ore carriers built in the United States, manned by Americans and documented under the U.S. flag. The House Merchant Murine and Fisheries Committee took the initiative in drafting legislation. The committee's chairman. Congressman John Murphy Battle Switches to Senate of New York, and its members are thoroughly familiar with the complex­ ities of U.S. maritime matters. A majority of the members looked favor­ ably upon the recommendations of the coalition of labor organizations. The Merchant Marine Committee, however, was not alone in considering legislation to regulate this vast new industrial field. The House Interior and Insular Affairs Committee, which is responsible for laws affecting mining, agreed thai the benefits of ocean mining operations protected by U.S. law should go to American workers and industry. Big Oil Fights Back Al Barkan 24/ LOG / August 1978 But the Committee on International Relations, long a stronghold of oil interests and multinational conglom­ erates, opposed any provisions that would protect the American worker. Seafarers took a battering in a conference of the committees, where the internationalists prevailed. All language that would protect ocean-mining jobs for American workers was stripped from the bill. There was just one way to recover. And that was by submitting amend­ ments to the bill as it was being considered by the full 435-member House. The SlU legislative staff conferred with Andrew J. Biemillcr. the AFLClO's director of legislation, and the premier labor lobbyist in the nation's capital. Strategy was set to gain support SIU Alerts Port Agents With victory in the House of Rep­ resentatives, the focus of the campaign has now switched to the Senate, where the battle lines will be drawn on retaining the House-adopted amend­ ments. Three Senate Committees—the Committee on Energy and Natural Resources, the Commerce Committee and the Foreign Relations Committeewill be considering the bill. Once again Seafarers will be called upon to take part in the political decision-making in Washington. And once again, they will have the support of their SI U's Washington team, the MTD, the AFL-CIO and the many other facets of the trade union movement in convincing 100 U.S. senators that protecting jobs for American workers is in the national interest. At the same time, the SIU legislative team alerted all SIU port agents that victory in the ocean-mining battle depended on Seafarers making their views known to Congressmen at the local level. Congressmen are increas­ ingly reacting as much, or more, to voices from their home districts as to the pleadings of lobbyists in Washington. Port agents sent the word to Sea­ farers that their letters, their cards, their telegrams and, when possible, their visits to Congressional offices were urgently needed--that once again, seafaring jobs were on the line in Congress. The members responded. And their actions were reinforced by the SIU Washington staff, which provided factual information required to support amendments that would: • Require all ocean-mining vessels to be built, manned and registered Amer­ ican, and • Require that at least one ore carrier from each mining site be an American- Andrew Biemiller for amendments that would reinstitute the goals of the SIU. The SlU and the MTD have con­ sistently pitched in on a wide variety of legislative campaigns aimed at bringing a more rewarding life to American workers and their families. Conse­ quently, closely coordinated efforts between the SlU, the MTD, the AFLCIO, the Metal Trades, Building Trades and other Federation departments is a common occurance. \ �HJ .ftAiftit.? EL PASO SOUTHERN (EI Paso), June 24—Chairman, Recertified Bosun Steve Homka; Secretary H. Huston. No disputed OT, Chairman noted that headquarters would be contacted on arrival for information on time off and vacations. Report to the Log: "Have just completed our shakedown cruise, all hands are happy to get back in port. Ten days of sunshine and swimming on the warm weather run is too much for them. We are looking forward to our first cargo in Algeria. Hope it is as smooth as this trip was." OVERSEAS HARRIETTE (Mari­ time Overseas) June 11—Chairman, Recertified Bosun Donato Giangiordano; Secretary R. Tyndall; Educa­ tional Director Emmett Neathery. No disputed OT. Chairman discussed the importance of donating to SPAD. It was requested that a check be made on the conditions of an unsafe dock in Phil­ adelphia. There are no lights and no safe walking area. Next port Rotterdam. SEA-LAND ECONOMY (Sea-LandX June 20—Chairman, Recertified Bosun A. McGinnis; Secretary L. Nicholas; Educational Director L. A. Acosta; Deck Delegate B. Jarratt; Engine Del­ egate R. Celious; Steward Delegate S. Morris. $241 in movie fund. No dis­ puted OT. The chairman presented the highlights of the new contract to the meeting, explaining the points and ans­ wering questions. Everyone wishes to extend a vote of thanks to Paul Hall, Frank Drozak, the Negotiating Com­ mittee, and all who were involved in fin­ alizing this outstanding contract. A vote of thanks is extended to Gene Taylor, Houston Patrolman, for coming to the ship with all the information in regard to the new contract that was available at the time. The letter that was received from Paul Hall was posted for everyone to read and will be a topic of conversa­ tion aboard this ship. Next port Port Everglades. PENNY (Apex Marine Co.), June 25 —Chairman, Recertified Bosun John Furr; Secretary S. Gutierez; Educa­ tional Director Williams; Deck Del­ egate John Wolfe. No disputed OT. Telegram received about the IVi percent increase was posted on the bulletin board for all to read. A vote of thanks was extended to the union officials for a job well done on the new increases in wages and benefits. Also a vote of thanks to the steward department for a job well done. Next port New York. CONNECTICUT (Ogden Marine), June 17—Chairman, Recertified Bosun M. Beeching; Secretary C. Scott; Edu­ cational Director J. Wall. No disputed OT. On June 16th Captain Woods received a radiogram about the ship Yel­ lowstone. He mustered all the crew and put the flag at half mast and held one minute of silence in memory of the men who died aboard the Yellowstone. A re­ quest was made for clarification of the working rules aboard tankers. GOLDEN DOLPHIN (Apex Marine), June 12—Chairman, recertified Bosun Bob O'Rourke; Secretary D. Bronstein; Educational Director A. DiFabrizio. Received Logs in Karachi. Chairman reported that all crewmembers were cooperating to keep this a smooth voy­ age. It was noted that the steward de­ partment was doing a super job in serv­ ing such top flight cuisine as lobster, filet mignon, homemade gumbo and the Captain's special bar-b-que. Report to Log: "Captain's second bar-b-que was more successful than the first one. There were more ribs and refreshments con­ sumed—a nice treat enjoyed by all." Next port Bahamas. TRANSINDIANA (Hudson Water­ ways), June 12—Chairman, Recertified Bosun Julio Delgado;, Secretary W. Fitch; Educational Director P. Smith. No disputed OT. Chairman asked all crewmembers to remember that before you register for shipping you must now have a passport. A vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed brothers. SEA-LAND VENTURE (Sea-Land), June 4—Chairman, Recertified Bosun E. Morris Jr.; Secretary Roy R. Thomas; Educational Director Henry Duhadway. $26 in ship's fund. No disputed OT. Chairman gave a discussion on the articles in the Log, the communications received and the importance of donating to SPAD. Also that some members were getting off to go fishing and the crew wished them well. A vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed brothers. Next port New Orleans. BALTIMORE (Sea-Land), June 11 —Chairman, Recertified Bosun Jose L. Gonzales; Secretary George W. Gib­ bons; Educational Director W. J. Dunnigan. $15.25 in ship's fund. No dis­ puted OT. Secretary reported that a patrolman came down to the ship in Baltimore and discussed the contract and the importance of upgrading. Also that everything was going fine and there was a good crew on board. A vote of thanks to the steward department for a job well done. Next port Philadelphia. BORINQUEN .^'Puerto Rico Mgt.), June 11—Chairman, Recertified Bosun C. Gonzalez; Secretary H. Galicki; Edu­ cational Director O. Bermeo; Deck Del­ egate A. O. Maldenado; Engine Del­ egate F. Sandy; Steward Delegate F. R. Cordero. $7 in ship's fund. No disputed OT. Chairman reported that we are crewing up ships every month so all members should upgrade as soon as possible. New vacation pay and retire­ ment pay were discussed. There will be further discussions when the patrolman comes aboard in the next port. Next port San Juan. MARY (Marlin Shipping), June 25— Chairman, Recti dfied Bosun A. H. Schwartz; Secretary C. N. Johnson; Educational Director Stephen B. Mittendorff. No disputed OT. Chairman brought to the attention of all crewmembers the new wage increase. All members gave the Union a vote of thanks for a job well done on the new contract. Discussed the importance of donating to SPAD. A vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of c ur departed brothers. Next port Tampa. LONG BEACH (Sea-Land), June 18 -Chairman Dave Manzanet; Secretary O. Smith; Educational Director S. Green. Some disputed OT in deck de­ partment. $68.27 in ship's fund. The chairman noted that he was sure that everyone saw and read the telegram from President Paul Hall on the new three year contract. He personally thought it was a very good contract and asked all to join him in saying thanks to President Hall and the negotiating com­ mittee for a job well done. Brother Frank Balasia was hospitalized in the Port of Livorno, Italy. He will undergo corrective surgery on a badly injured hand. We all wish him a good and speedy recovery. Next port Rotterdam. SEA-LAND FINANCE (Sea-Land), June 11—Chairman, Recertified Bosun J. Pulliam; Secretary A. Reasko.No dis­ puted OT. Chairman advised all crewmembers to go to Piney Point and up­ grade as there are openings in all three departments. Also discussed the im­ portance of donating to SPAD. Steward thanked all members for keeping the ship clean. Observed one minute of silence in memory of our departed brothers. SEA-LAND EXCHANGE (SeaLand), June 25—Chairman, Recertified Bosun V. Poulsen; Secretary R. Prin­ cipe; Educational Director G. E. Renale. $145 in movie fund. No disputed OT. Chairman reported that a radiogram was received from headquarters in reference to the wage increase. Also advised all members to get their lifeboat ticket. Captain requested that any un­ safe equipment be reported to depart­ ment heads immediately. A vote of thanks to the steward department for a job well done and to all department del­ egates for their cooperation. OVERSEAS ALASKA (Maritime Overseas), June 30—Chairman, Recert­ ified Bosun Joe Justus; Secretary T. Bolton. No disputed OT. Chairman re­ ported that the ship is going to anchor off New York and unload part of the cargo and then dock at Bayonne, N. J. Anyone leaving the ship should turn in for replacement in plenty of time so the ship will not sail shorthanded. It is also requested that we have launch service in Panama Canal in lieu of no launch ser­ vice at the loading port which is the stor­ age ship. A vote of thanks to the deck and engine departments for keeping mess halls and pantry clean at night. Next port New York. SEA-LAND MARKET (SeaLand), June 20—Chairman, Recertified Bosun W. Nash; Secretary R. Hutchins; Deck Delegate A. Kotsis; Engine Del­ egate E. Liwag; Steward Delegate J. Alberti. Secretary requested that all crewmembers be on hand for the meeting with the boarding patrolman upon arrival in Elizabeth for a discussion on the new contract. No disputed OT. A vote of thanks to all department del­ egates for their cooperation for making this voyage a smooth one. Observed one minute of silence in memory of our de­ parted brothers. Next port Portsmouth. ARIES (Apex Marine Corp.), June 4 Chairman, Recertified Bosun John Pierce; Secretary J. Reed. No disputed OT. Chairman reported that all Class C men who have been on the ship for the period of 60 days must get off the ship as there are replacements for them. Also a discussion on what the new contract was going to be. We will get rundown on the new contract from the patrolman at the payoff. Everyone is very pleased with the bar-b-que cookouts on deck. We have about one a week and we hope the new Captain goes along with the same thing. BROOKS RANGE (Interocean Ocean Mgt.), June 18—Chairman, Re­ certified Bosun S. Monardo; Secretary D. Collins; Educational Director Thomas J. Thomas. No disputed OT. A radiogram was received from Paul Hall and posted for all to read. Chairman re­ ported that this had been a very good trip except for some rough weather. Re­ port to Log: "The length of the SS Brooks Range is 906 feet and the width is 178 feet. The total weight is 185,000 tons." Next port Long Beach. POTOMAC ( Ogden Marine), Chair­ man Steven Coker; Secretary V. Young; Educational Director H. N. Foster; Deck Delegate Charles Mann; Engine Delegate F. W. McPaul; Steward Del­ egate Floyd Harmonson. Some dis­ puted OT in deck and engine depart­ ments. Report to Log: "The crew of the Potomac would like to give their deepest sympathy for the death of Seafarer Robert Kurtz, oiler, who died in the Port of Chittagong India." Next port New Orleans. Official ship's minutes were also received from the following vessels: JEFF DAVIS GALLOWAY SEA-LAND CONSUMER ALLEGIANCE MOUNT NAVIGATOR SEA-LAND ANCHORAGE GOLDEN MONARCH STUYVESANT PONCE NEW YORK TAMPA OVERSEAS JOYCE SEA-LAND PANAMA ZAPATA ROVER CAROLINA TRANSCOLORADO BAYAMON OGDEN WILLAMETTE ARTHUR MIDDLETON ARECIBO SEA-LAND PIONEER TRANSCOLUMBIA MAYAGUEZ SAN PEDRO PISCES ROSE CITY AMERICAN HERITAGE TAMARA GUILDEN CAPRICORN OVERSEAS ALICE BRADFORD ISLAND SEATTLE BANNER COVE COMMUNICATOR AQUADILLA MOUNT EXPLORER JACKSONVILLE DELTA COLOMBIA MOHAWK CHARLESTON DELTA MAR WALTER RICE MONTPELIER VICTORY DELTA URUGUAY DELTA MEXICO SUGAR ISLANDt;R PITTSBURGH ROBERT TOOMBS DELTA SUD ALEX STEPHENS GUAYAMA August 1978/LOG / 25 �SIU Atlantic, Golf, Lakes & Inland Waters United Industrial Workers of North America PRESIDENT Paul Hall SECRETARY-TREASURER Joe DlGiorgio EXECUTIVE VICE PRESIDENT Frank Drozak VICE PRESIDENTS Earl Shepard Lindsay Williams Cal Tanner Dispatchers Report for Deep Sea JULY 1-31, 1978 *TOTAL REGISTERED All Groups Class A Class B Class C **REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals TOTAL SHIPPED All Groups Class A Class B Class C 4 32 2 9 3 1 5 13 4 8 5 4 1 13 5 0 109 1 8 0 3 5 0 0 6 5 13 4 14 0 7 0 0 66 12 87 30 27 10 10 20 72 28 49 11 37 20 63 0 7 483 5 39 13 10 4 3 11 15 11 20 7 12 13 27 21 2 213 1 27 3 4 6 0 0 3 1 16 3 11 0 8 0 1 84 8 143 18 45 18 7 31 156 61 48 37 60 23 148 0 1 804 3 26 1 11 2 0 4 17 5 5 2 7 0 15 0 1 99 0 4 0 2 3 1 0 7 4 2 3 6 0 9 0 0 41 ENGINE DEPARTMENT 3 3 45 3 9 3 3 8 19 2 6 4 6 4 18 7 0 140 0 2 0 1 1 0 1 1 0 4 2 2 0 2 0 0 16 2 16 1 3 1 1 1 0 1 5 1 4 2 4 0 1 43 3 142 15 32 8 6 35 109 60 58 17 32 13 90 0 0 620 6 59 4 18 2 2 9 22 12 10 5 9 1 17 1 1 178 0 3 0 2 1 0 0 3 0 0 1 0 0 3 0 0 13 STEWARD DEPARTMENT 1 0 4 67 25 64 8 13 1 12 8 5 6 1 2 0 2 0 10 3 0 31 13 2 14 5 0 18 116 4 1 2 4 22 7 14 15 4 3 35 17 3 27 0 1 1 0 -1 247 131 214 3 75 4 10 12 4 15 74 24 38 12 20 6 61 0 1 359 0 13 0 3 2 0 3 12 3 6 1 2 1 4 0 G 50 1 5 0 0 0 0 0 1 0 43 2 6 0 0 0 0 58 3 51 9 28 4 3 12 57 20 31 6 16 16 33 0 2 291 9 147 29 34 8 6 12 62 22 19 27 26 23 35 5 2 466 10 214 1 17 3 1 6 26 11 78 41 22 7 51 0 0 488 1,342 1,081 514 341 675 539 2,074 *"Total Registered" means the number of men who actually registered for shipping at the port last month. **"Registered on the Beach" means the total number of men registered at the port at the end of last month. 793 600 Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama iiotals 4 54 8 7 11 36 22 10 1 229 0 7 0 3 1 0 0 8 1 4 0 1 1 1 7 1 35 0 6 0 1 0 0 0 0 0 28 2 8 2 0 0 0 47 Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals Totals All Departments . . . . 26 / LOG/August 1978 3 67 20 16 7 8 22 38 23 41 10 22 16 55 0 3 351 3 43 4 5 4 5 6 20 6 7 4 16 5 22 20 0 170 ENTRY DEPARTMENT 3 34 4 9 1 31 4 93 19 29 6 4 10 42 20 15 13 20 28 31 53 4 391 5 176 0 15 4 2 5 13 12 94 32 16 5 29 0 2 410 HEADQUARTERS 675 4 Ave., Bklyn. 11232 (212) HY 9-6600 ALGONAC, Micb. 520 St Clair River Dr. 48001 (313)794-9375 ALPENA, Mich 800 N. 2 Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St 21202 (301) EA 7-4900 BOSTON, Mass 215 Essex St 02111 (617) 482-4716 BUFFALO, N.Y 290 FraoUin St 14202 (716) TL 3-9259 CHICAGO, ILL. .9383 S. Ewing Ave. 60617 (312) SA 1-0733 CLEVELAND, Obio 1290 Old River Rd. 44113 (216) MA 1-5450 DULUTH, Minn 2014 W. 3 St 58806 (218) RA 2-4110 FRANKFORT, Micb P.O. Box D 415 Main St 49635 (616) 352-4441 HOUSTON, Tex 1221 Pierce St 77002 (713) 659-5152 JACKSONVILLE, Fia. 3315 Liberty St 32206 (904) 353-0987 JERSEY CO Y, NJ. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Aia IS. Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va 115 3 St. 23510 (804) 622-1892 PADUCAH, Ky 225 S. 7 St. 42001 (502) 443-2493 PHILADELPHIA, Pa. . .2604 S. 4 St. 19148 (215) DE 6-3818 PINEY POINT, Md. St Mary's County 20674 (301) 994-0010 PORT ARTHUR, Trx 534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif 1311 Mission St. 94103 (415) 626-6793 SANTURCE, P. R. . 1313 Fernandez, Juncos, Stop 20 00909 (809) 724-2848 SEATTLE, Wash. 2^05 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo. . .4581 Gravois Ave. 63116 (314) 752-6500 TAMPA, Fia. 2610 W. Kennedy Blvd. 33609 (813) 870-1601 TOLEDO, Obio 935 Summit St. 43604 (419) 248-3691 WILMINGTON, Calif. 510 N. Broad St. 90744 (213) 549-4000 YOKOHAMA, Japan P.O. Box 429 Yokohama Port P.O. 5-6 Nibon Obdori Naka-Ku 231-91 201-7935 West Coast Stewards Halls HONOLULU, Hawaii ... 707 Alakea St. 96813 (808) 537-5714 PORTLAND, Or 421 S.W. 5th Ave. 97204 (503) 227-7993 WILMINGTON, Ca. . .408 Avalon Blvd. 90744 (213) 834-8538 SAN FRANCISCO, Ca. 350 Fremont St. 94105 (415) 543-5855 �Boatmen Keep Traffic, Commerce Moving on Lakes Threading a freighter through a narrow channel or towing a harge, SIU Boatmen are a vital part of the lahor force that keeps traffic moving on the Great Lakes. In fact, working for companies like Great Lakes Towing and Hannah Inland Waterways, they cover the Lakes. Great Lakes Tow­ ing is the higgest shipdocking operator in the area. Its fleet of 40 tugs provides service in all 11 major Great Lakes ports. Hannah Inland Waterways has a smaller hut powerful fleet which makes up the largest tug and harge liquid bulk transport on the Lakes. Operating all year—even through the ice-packed northern winter— Hannah's tugs bring chemicals and petroleum to all Lake ports. Most of the boats are 146 feet long and have 4,000 hp. They tow barges up to 51,000-barrel capacity. i1 fcs / X- Deckhand Dick Gimpel gets the lines ready to tow a 600 ft. long ore-carrier out of a Detroit slip. He is on the tug Kentucky (Great Lakes Towing). AT.'•.?.!: n Two Michaels, Keiley on the left and Slaght on the right, are both deckhands on the tug Margaret M. Hannah (Hannah Inland Waterways). •• s• • ...... . • -! m * ' ~ T'" '' YYV'Y' •" i-'i •'-J m. a /f' •*' ^ ij' 4,^ Deckhands Lee Egland, left, and Ken Glaser had time for a coffee break while their tug, the Margaret M. Hannah, was tied up at tne River Rouge loading point in Detroit. Glaser recently completed the AB course at the Lundeberg School. SIU Oiler "Dean" Sams, a 22 year book man, repairs an electrical deck fitting on tug America (Great Lakes Towing) in Detroit. Louis Pion, cook on the Margaret M. Hannah, is an 18 year member of the SIU. Deckhand John Marx prepares to lake a stern line on the SlU-contracted orecarrier Roger M. Kyes (American Steamship). Marx is on the Maine (Great Lakes Towing), one of two tugs bringing the 680 ft. shipr to a Detroit steel plant. August1978/ LOG / 27 �Waterman Steamship on Comeback Trail It wasn't too many years ago that the tial subsidies (ODS) will be granted a U.S.-flag company for specific trade grand old name of Waterman Steam­ routes. ship appeared to be heading toward the Waterman has applied for ODS on boneyard for a peaceful rest alongside the memories of so many other defunct six new trade routes for runs be­ tween U.S. North Atlantic ports to American flag steamship companies. England and the European continent. The company was down to only six The final ruling on whether or not ships from a high of 37 vessels in World Waterman will get these subsidies will War II. And it looked like it was only a not be given until early September. If matter of time before the company, one of the oldest U.S.-flag steamship outfits the Board denies the subsidies, the com­ pany will not be able to follow through in the nation, would go under. However, with the help and coopera­ on its new ship plans. Either way. Waterman has truly made tion of the SIU, Waterman began a slow a big comeback in the most highly com­ and steady comeback. And today, with its fleet numbering 19 vessels, the com­ petitive area of merchant shipping—the pany is once again regarded as one of the liner trades. The company itself was founded in major freight movers in the U.S. mer­ 1919 by John B. Waterman in the port chant marine. The reemergence of Waterman as a of Mobile. One of the company's vessels force in the American maritime industry is named after him. Waterman hit its peak as a steamship was by no means an accident or due to luck. The big breakthrough for Water­ operator in World War II. The company man and many other foundering U.S.- operated a total of 125 vessels, 37 of flag companies came eight years ago which were directly owned by Water­ with passage of the SlU-backed Mer­ man. However, after the War, Waterman, chant Marine Act of 1970. Under the Act's Construction Dif­ like so many other U.S. flag operators— ferential Subsidy (Title XI) program. and for that matter the entire U.S. merchant marine—began to go down. Waterman was given the incentive and The SIU worked in Washington, means to begin to build new ships. As a result of this. Waterman now has D.C. to help keep Waterman and other U.S. companies afloat. three new LASH vessels as the pride of its fleet. And the company is in the Then in 1970, the SIU helped spear­ process of embarking on another new head passage of the Merchant Marine building program to further enlarge its Act. Using construction differential operations. subsidy funds provided by this law. Nothing, however, comes easy in the Waterman started to build. U.S. merchant marine today. And On Sept. 29, 1973, Waterman took Waterman's new building program de­ delivery of the LASH vessel Robert E. pends directly on the actions of the Lee. Three months later came the Maritime Subsidy Board (MSB). LASH Stonewall Jackson. And soon The MSB is the government agency after that it was the Sam Houston. that determines if operation differen­ The SIU also worked to help get INl Your Ticket to the Wheelhouse Waterman operational subsidies for new and expanded trade routes. The new trade routes encouraged the com­ pany to enlarge its fleet through the purchase of ships on the block. Waterman's immediate plans for fu­ ture expansion are really still up in the air. But one thing is sure. The company, with the continued help of the SIU, is here to stay. An Unbreakable Contract SIU Pensioner Mason Seals worked under a lot of contracts in his days of sailing. But the contract he values most is the one he reached agreement on 50 years ago w[th his wife. Brother Seals recently celebrated his Golden Wedding Anniversary as shown in above photo. Mr. and Mrs. Seals live in New Orleans. Among the audience of well wishers at the anniversary party were the couple's seven children and 19 grandchildren. The SIU wishes these beautiful people calm seas and smooth sailing for the next 50 years. MBrptherhood mActioin ..for SIU members with an alcohol problem "1 only drank beer. I didn't think that would hurt me. While at the Center I learned that beer is alcohol," said Sea­ farer Willie Palmer of San Francisco, who recently celebrated one year of sobriety. From the help he received at the Center and through his own determina­ tion, Brother Palmer was able to stop his drinking. He said, "1 didn't have a severe prob­ lem but 1 always seemed to be involved in beefs on a ship. 1 also found it difficult to spend any length of time on a ship." Now that he is sober, Seafarer Palmer has noticed improvements in his life. He was able to sail on his last ship for six months. "I have also been able to save some money," he commented. Brother PalmerJoined the SI U in 1967, working in the Steward Department. He said that "since I have been through the program at the Center, I have gotten foresight about my career." He is cur­ rently enrolled in the Cook and Baker |)rogram at the Lundeberg School and plans to attend the Chief Cook and Chief Steward programs also. Seafarer Palmer would like to rec­ ommend the program to all of his bro­ thers. "There is a great staff at the ARC. If you think you have a problem with alcohol, the only thing for you to do is go to the Center," he said. "Some of my fel­ low Seafarers do have problems with alcohol and I would like to recommend the ARC to them. I hope you realize who you are and get the help you need." If you have a problem with alcohol, contact your SIU representative or the Seafarers Alcoholic Rehabilitation Center. 1 Alcoholic Rehabilitation Center I am interested in attending a six-week program at the Alcoholic Rehabilitation Center. I understand that all my medical and coim.seling records will be kept stricily coiifidentiul. and that they will not be kept anywhere except at Thie Center. s Name Take the Towboat Operator Course It Starts Oct. 24 at HLSS 28 / LOG/August 1978 Book No Address (Street or RFD) (City) Telephone No Mail to: THE CENTER Star Route Box 153-A Valley Lee, Mcl. 20692 or call, 24 hpiirs-a-day, (301) 994-0010 (State) (Zip) �John J. Beaton, 68, joined the Union in the port of Detroit in 1961 sailing as a deckhand for Dunbar and Sullivan. Laker Beaton sailed 25 years and worked as a pipefitter in 1961. He has been a union member since 1932. Brother Beaton is a vet­ eran of the U.S. Army in World War II. Born in Nova Scotia, Canada, he is a naturalized U.S. citizen. He is a resident of Detroit. Andrew Kozak, 59, joined the Union in the port of Detroit in 1960 sailing as a fireman-watertender for the American Steamship Co. from 1965 to 1974. Laker Kozak sailed 28 years. He is a veteran of the U.S. Army in World War II. A native of Pennsylvania, he is a resident of Plains, Pa. Eddie Cheng, 62, joined the SIU in 1949 in the port of San Francisco sailing as an AB, deck maintenance and cook. Brother Cheng worked on the San Francisco Sea-Land Shoregang from 1968 to 1978. He received a Union Personal Safety Award in 1960 for sailing aboard an accidentfree ship, the SS Iberville. Bom in China, he is a naturalized U.S. citizen and a resident of San Francisco. Alcoholism is a disease. f i It can l^e treated. •4 > IJ Alvin H. Wobser, 65, joined the Union in the port of Detroit in 1959 sailing as a conveyor engineer. Laker Wobser sailed 46 years. He was born in Sandusky, Ohio and is a resident of Castalia, Ohio. mSION[RS Leonsio D. Garcia, 68, joined the SIU in the port of Houston in 1966 sailing in the steward department for 18 years. Brother Garcia was born in Mexico and is a resident of Eagle Pass, Tex. Jack S. Chapman, 63, joined the Union in the port of Philadelphia in 1957 sailing as a mate, pilot and captain for the NBC Lines from 1942 to 1950 and for the C.G. Willis Co. from 1950to 1978. Brother Chapman was born in Winterville, N.C. and is a resident of Kill Devil's Hill, N.C. John Zajchowski, 67, joined the SIU in the port of Norfolk in 1965 sailing as a wiper and in the steward department. Brother Zajchowski at­ tended a conference in Piney Point. He is a veteran of the pre-World War II U.S. Navy. A native of Massa­ chusetts, he is a resident of Palmer, Mass. Levon H. Wooten, 55, joined the Union in the port of Norfolk in 1970 sailing as a tug captain for Allied Towing from 1956 to 1978. Boatman Wooten was born in De Kalb County, Ala. and is a resident of Camden, N.C. Thomas Wondrow Dickens, 65, joined the SIU in 1941 in the port of New Orleans sailing as a chief stew­ ard. Brother Dickens was born in Mississippi and is a resident of Ham­ mond, La. Oscar W. Sorenson, 61, joined the SIU in 1944 in the port of New York sailing as a utilityman. Brother Sorenson sailed 36 years and rode the Robin Line. Born in Winchester, Wise., he is a resident of Seattle. Edward L. Fuselier, 62, joined the SIU in 1941 in the port of New Orleans sailing as a chief steward. Brother Fuselier sailed 34 years. He is a wounded veteran of the U.S. Army Infantry in World War 11. He was born in St. Martinville, La. and is a resident of Metairie, La. Banner Committee Gustavas M. Renares, 47, joined the Union in the port of Detroit in 1957 sailing as an AB and deck main­ tenance. Brother Renares sailed 21 years and rode the Bull Line. He was born in Toledo, Ohio and is a resi­ dent of Berkley, Mich. Personals Personals Crew of the St. Louis Orville Meffert Stafford McCormick would like crew Please call the editor of the Log col­ members to write him at 5844 Darling lect at (212) 499 6600, ext. 242. St., Houston, Tex. 77007. At the table on Aug. 4 is Bosun John HIggins, ship's chairman of the SS Banner (InterOcean Transport) at a payoff at Stapleton Anchorage, S.I., N.Y. With him is the Ship's Committee and a crewmember of (standing I. to r.) Chief Pumpman Abdulla Saleh, educational and safety director; Engine Delegate Terry King, Jeffery Chapman of the steward department, chief steward Frank Nigro, secretary-reporter, and Cook and Baker Joseph Simpson, steward delegate. The Greening of The El Paso Southern At first. Bill Reid thought it was a bit of an unusual request. An El Paso Co. official asked him to go out and buy some plants—lots of 'um. So, Bill Reid, chief steward of the LNG ship El Paso Soul hern, did just that. He bought plants—lots of 'um. In fact, he bought $1800 worth of hanging plants and floor plants, including a few palm trees. Now there are plants all over the place on the Southern. There are plants in the mess halls, the lounges, the day rooms and the owner's stateroom. Says Brother Reid, "the plants really give the ship a nice touch. A little greenlife does a lot for the look and atmos­ phere on the vessel." The Southern, itself, is the first of six SlU-contracted ships that El Paso will operate between Algeria and Cove Point, Md. Overall, she is the fourth LNG carrier to be manned by SIU mem­ bers. The other three are the Aquarius, the Aries and the Capricorn, which are operated by Energy Transportation. If Tf V 1 11 1Q7R JULyl l-Ol, 12^/0 Roberto Diaz (AB, John B. Waterman) M, Burns, OS, John B. Waterman, asks that you contact him at 1105 Lake Whatcom Blvd., Bellingham, Wash. 98225. John Merriam Dave Marsen, who sailed with you on the Great Lakes in 1971, asks that you write him at U.S. Public Health Hos­ pital, Ward E-5, Bay and Vanderbilt, Sts., Staten Island, N.Y. 10301. Andrew Charles "Whitey" IMathisen Jeanne M. Gomer asks that you call her at (212) 836-8949 or write her at 280 78th St., Brooklyn, N.Y. II209. Douglas Salair Your father, James, asks that you write him at 1225 Vermilya St., Flint, Mich. 48507. Carl Allen McKinley Please call the editor of the Log col­ lect at (212) 499-6600, ext. 242. Athanasios Vasilikos Please call the editor of the Log col­ lect at (212) 499-6600, ext. 242. Oisntclicrs leHrt fip GrNl lakes nOTAL REGISTERED All Groups TOTAL SHIPPED All Groups "REGISTERED ON BEACH All Groups Class A Class B Class C Class A Class B Class C Class A Class B Class C DECK DEPARTMENT Algonac (Hdqrs.) 23 6 3 25 19 1 35 13 4 4 32 14 4 0 6 2 4 0 28 65 65 101 94 77 ENGINE DEPARTMENT Algonac (Hdqrs.) 15 11 4 16 14 STEWARD DEPARTMENT Algonac (Hdqrs.) 3 2 2 6 7 ENTRY DEPARTMENT Algonac (Hdqrs.) 14 44 14 0 0 Totals All Departments 55 63 23 47 40 5 *"Total Registered" means the number of men who actually registered for shipping at the port last month. **"Registered on the Beach" means the total number of men registered at the port at the end of last month. August 1978/LOG / 29 �i, Drilling on Outer Continental Shelf Means Aerial view shows huge semi-submersible rig at work on the U.S. outer continental shelf. Since SIU members may soon be involved in the support andsupply-of the new effort in offshore oil drilling on the U.S. East Coast, this back­ ground piece on the offshore drilling industry should be of interest to Sea­ farers and Boatmen alike. A n SIU-l?acked amendment to the Outer Con­ tinental Shelf Lands Act, given Congressional approval last month, re­ quires that American rigs and equipment must be mannedandcrewedby U.S. workers. In addition, the amendment provides that equipment owned 50 percent or more by foreign nationals must be manned Ameri­ can to the extent that theforeign nation favors its own workers on its own outer continental shelf. The offshore oil and gas industry is becoming an integral part of the petro­ leum industry, which supplies much of the world's energy needs. And, as landbased energy reserves decline, offshore oil and gas are becoming increasingly more important. The offshore oil drilling industry is only about 30 years old. It was only natural that as on-shore energy sup­ plies were exhausted, the search for new supplies spread to the shoreline and eventually to the continental mar­ gin. Today, there are offshore oil opera­ tions in more than 70 countries. The Gulf of Mexico was the first and still is the largest offshore oil field in the world. More than 20,000 oil wells have been drilled in the Gulf since 1954. The offshore industry has now spread from the Gulf of Mexico to other U.S. Coastal areas. It is reviving off of Southern California after a delay of several years because of an offshore ac­ cident in 1969. Some drilling is going on offshore Alaska, and in recent months the industry has moved to the East Coast for the first time. The East Coast drilling is taking place in waters about 80 miles from the mid-Atlantic states in an area known as the Baltimore Canyon. In the near future the oil companies will begin ex­ ploring in the waters off the New Eng­ land and South Atlantic coastal states. Offshore oil drilling is more com­ plicated and much more expensive than land-based drilling but the basic proc­ ess is similar. After the leasing process, there are three stages to offshore drill­ ing: exploration, development and pro­ duction. The leasing process is similar to an auction. The Federal Government, which owns the outer continental shelf lands, sells parcels of this land to the highest bidder. Before the sale takes place, both the Government and the oil companies explore the OCS lands for their oil and gas potential and for pos­ sible environmental impacts. The large companies like Exxon, Mobil, and Shell get most of the leases, because the bids are usually millions and millions of dollars. During the exploratory drilling stage. Tugs will play a big role in supporting the efforts of the offshore oil drilling industry on the East Coast. Photo shows SlU-manned Cape Hatteras at work in Norfolk Harbor. 30/LOG/August 1978 many wells are drilled in whichever sec­ tions of a lease area holds t'le most promise for oil and gas. The type of drilling vessel which an oil conipany chooses to use in its lease area depends • on things such as how deep the water is, what the weather conditions are like, and whether the ocean bottom is rough or smooth. Drilling rigs are vessels; they might also be described as mobile drilling platforms. The two most popular types are jack-ups and semisubmersibles. In general, the jack-up oil drilling rig is used for drilling in shallow waters, up to about 350 feet. As water depths reach 1,000 feet or more, the semisubmersible rig comes into its own. Held in place by massive anchors with mooring lines which go out a mile or more, semisubmersibles drill at depths of up to 2,000 feet. These rigs are well suited to offshore areas where weather conditions are severe, such as the North Sea or Alaska, be­ cause they have superior motion char­ acteristics. Most of the rigs used on the U.S. East Coast will be semisub­ mersibles. In recent years, oil companies have had to venture farther from shore and into deeper waters looking for oil. This is where drillships are useful. Drillships are highly mobile, and they have a hole in the midsection of the hull, called a moonpool, through which they can drill at depths of 3,000 feet or more. Drillships can move long distances quickly without tug assistance, and they have the capacity to store the mud, cement, fuel, pipe and other supplies needed for drilling operations. In all offshore exploration opera­ tions, regardless of what type of drilling rig is used, the crew and its equipment operate on decks that measure from 150 to 300 feet on each side, depending upon the overall size of the rig. Most drilling rigs have a main deck and as many as three subdecks. The subdecks hold drilling supplies and housing fa­ cilities for the crew. A shift consists of three or more roughnecks, a derrickman who works high atop the rig, a driller, a motorman to take care of the machinery, a crane operator, four or more roustabouts and a marine crew. The toolpusher or drill­ ing supervisor is on call 24 hours a day. Others on board include welders, elec­ tricians, cooks, galley hands and as­ sorted specialists. There are 30 to 80 persons on board at any ^iven time de­ pending on the size of the rig and the scope of the operations. Each shift works, lives, eats and sleeps for one to two weeks at a time on the drilling rig. They work 12-hour shifts of two weeks on and two weeks off. Then, on staggered crew-change days, they are taken back to the land in a crewboat or by helicopter and a new shift takes over. Exploratory operations end after the drilling rigs and drillships have bored enough test holes in an area to deter­ mine whether there is oil or gas there. The drilling procedures in the develop­ ment phase are almost identical to those for drilling exploratory wells. If the well which has been drilled is dry, it is plugged with cement and aban­ doned. Sometimes, even if oil or gas is found, there is not enough to make up for the cost of production so the well is abandoned. If commercial accumula­ tions of oil and gas are found, the well is completed. Once enough oil or gas is found to warrant production, stationary plat- �Thousands of Jobs for U.S. Seamen forms attached to the ocean bottom must be erected to actually produce a well. In the past, when wells were in shallow waters, platforms were easy to build and design. However, the oil com­ panies are now having to move into much deeper waters to find oil. This means that massive building projects are necessary to produce larger and larger production platforms. Many of these platforms are several hundreds of feet high. The production drilling process fol­ lows the same general pattern as ex­ ploration drilling with two major ex­ ceptions. Once a production platform is installed over a major field, it remains in service for as many as 30 years, or until all of the oil and gas which can be economically extracted has been collected. In addition, some production plat­ forms are designed for drilling many wells—sometimes 35 or more—instead of just one. The drilling derricks are mounted so that they can be moved along the rails and start a new hole right beside another well. Production is a highly automated process. While drilling is still going on and wells are being completed, a crew of 30 or 40 people may be present on a large platform. But once the wells are all completed and the oil or gas is flow­ ing from the wells into a pipeline, a crew of three to six can keep a me­ dium- to large-sized platform going for the life of the field, except during pe­ riods of major maintenance. Small plat­ forms with only one or two wells can be left unmanned and visited every two or three days. Once production has begun, the oil and gas may be transported ashore either by pipeline or by tankers and barges. Tankers and barges are gen­ erally only used as a temporary means of transportation during the develop­ ment stage, or to transport oil from fields with low production rates. Nearly all plans for developing oil within 200 miles of the coast call for pipelines in­ stead of tankers, because it is more eco­ nomical. A never-ending taxi-service between the shore base and the offshore platforms and drilling rigs keeps a fleet of crewboats, specialized supply vessels and helicopters busy full time. Two or three vessels are needed to service each SlU-manned tugs, operated by Curtis Bay Towing, take huge offshore oil rig from Baltimore to Gulf of Mexico last year. With the opening of a massive offshore oil drilling effort on the U.S. East Coast, coupled with the assurance that U.S.citizens must perform the work involved in the drilling, holds a promise for more jobs across-the-board for American seamen and boatmen. offshore installation, depending on the distance from shore, size of the rig, and the number of crewmen manning the operation. The vessels serving the offshore oil industry perform many and varied tasks. They haul people, food, fuel, drilling supplies and all of the equip­ ment that make the rigs and the pro­ duction platforms function. Most of the vessels over 165 feet can carry be­ tween 500 and 700 tons of cargo on their broad, open decks. Some oil companies buy and oper­ ate their own service vessels, but most of them depend on fleet operators to provide all the offshore services. These independent operators function much as the independent U.S. tanker fleet serves the oil companies, This set-up is also true for the drilling rigs and the platforms. This can resuit in a more efficient service opera- An SlU-backed amendment to the Outer Continental Shelf Lands Act Insures that Ameri­ can workers wilt benefit from the jobs created by expansion of the offshore oil drilling industry. tion since the fleet owners are more familiar with these special purpose ves­ sels. Types of vessels include crewboats, supply boats, utility boats, tugs, pipelaying barges and anchor handling vessels. The boats tow the giant rigs and handle their huge anchors. Offshore drilling operations require extensive onshore support facilities which are usually located in coastal port areas. Onshore facilities include offices, warehouses, open storage space, docks for supplying and repairing ves­ sels and heliports. In Morgan City, Louisiana, which is the center of the marine service industry in the Gulf of Mexico, you can find a place within minutes to meet virtually any need for offshore supplies, equipment or service. A former Seabee base in Davisville, Rhode Island has been chosen for the first support base on the East Coast. More than 30 companies have leased space there in antieipation of finding oil off the East Coast. Exxon alone esti­ mates that it will be buying more than 40,000 gallons of water and 240,000 gallons of diesel fuel each montl-. The marine service industry is where Americans have been particularly suc­ cessful. The U.S.-flag offshore oil serv­ ice fleet is more than ten times as large as that of any other nation. The vessels are highly efficient, and they move men and equipment between port and the offshore city with relative ease. They see to it that the offshore drilling rigs and platforms have the equipment nec­ essary to work on schedule. The Americans who began this in­ dustry in the Gulf of Mexico thirty years ago are now in great demand all over the world teaching other nations how to develop their own offshore oil industries. The offshore oil industry is the larg­ est source of new maritime jobs in the United States today. Market conditions in the Gulf of Mexico are among the best in the world for rigs, workboats and construction barges. Although the Gulf is a mature oil area, activity should continue at an intensive pace for many years to come. The United States should be one of the world's largest offshore markets in the next ten years. By 1985, OCS leases off the United States should be produc­ ing 972 million barrels of cruit oil and 2,500 trillion cubic feet of gas. It is esti­ mated that most of the gas will be pro­ duced from the Gulf. As for the oil, 45 percent will be produced off Alaska, 15 percent in the Gulf, 20 percent off the Atlantic Coast and 22 percent off the Pacific Coast. As these figures clearly show, the offshore oil industry is still expanding and prom­ ises to be a major source of new mari­ time jobs and new technology for many years to come. Drilling for oil off the U.S. East Coast will pro­ vide thousands of jobs for American work­ ers on the rigs themselves and in support and supply areas. August 1978/ LOG / 31 �I jfinal Donald G. "Whitey" Tucker, 45, was killed on June 12 when the ST Yel­ lowstone (Ogden Marine) was ramm­ ed and sunk by an Algerian freighter in the Med. Brother Tucker joined the SI U in the port of De­ troit in 1962 sailing as a deckhand, OS and in the steward department for the American, Reiss and Boland Steamship Cos. He was born in Wasson, 111. and was a resident of River Rouge, Mich. Surviving is his widow, Sandra. George G. Van Etfen Jr.,48, diedof a heart attack in Chester, Del. on May 26. Brother Van Etten joined the SlU in the port of Houston in 1958 sailing as a chief cbok. He sailed 24 years and rode the Robin Line. He was a veteran of the U.S. Navy after World War 11. Seafarer Van Etten was born in Galveston and was a resident there. Burial was in the Galveston Cemetery. Surviving are his widow, Audrey, and a daughter, Karen. Pensioner Albert J. Tocho, 71, died of heart failure on arrival at the East Jefferson (La.) Hospital on May 25. Brother Tocho joined the SlU in 1947 in the port of New Orleans sailing as a saloon steward and bartender for 22 years on the Delta Line. He was born in New Orleans and was a resident of Metairie, La. Interment was in St. Louis Cemetery, New Orleans. Surviving is his widow, Catherine. Sulo Raynold Langila, 52, died in Thompson Twsp., Minn, on May 30. Brother Langila joined the Union in the port of Duluth in 1973 sailing as an AB and wheelsman for the Boland Steamship Co. from 1973 to 1975 and for the Kinsman Marine Transit Co. Laker Langila was born in Cloquet, Minn, and was a resident there. Burial was in St. Matthew's Cemetery, Carlton County, Minn. Sur­ viving is a brother, Nestor, of Cloquet. Pensioner Theo­ dore Rodal, 73, died of a heart at­ tack in Crystal Lake Twsp., Mich, on Apr. 20. Brother Rodal joined the Union in the port of Elberta, Mich, in 1953 sailing as an OS. He sailed 20 years. Rodal was also a commercial fish­ erman. Born in Frankfort, Mich., he was a resident there. Burial was in Lutheran Cemetery, Ben/.ie County, Mich. Surviving is his vJdow, Loreana. 32 / LOG/August 1978 • 'I." t U• • c -f- Pensioner Jack E. Vier, 69, passed away on June 19. Brother Vier joined the Union in the port of Detroit in 1960. He sailed 31 years as an AB and 2nd mate on the high seas, and as a wheelsman for the American, Reiss and Boland Steamship Cos. on the Great Lakes. Vier was born in Carrollton, Mich, and was a resident of Lansing, Mich. Surviving is a nephew, Charles D. Crawford of War­ ren, Mich. Pensioner Charles "Chuck" Doroba, 70, passed away on May 28. Brother Doroba joined the SlU in 1939 in the port of Baltimore sailing as a deck engineer and fireman-watertcnder. He sailed 39 years, was also a machinist and rode the Robin Line. Seafarer Doroba was a veteran of the U.S. Coast Guard before World War 11. Born in Chicago, 111., he was a resident of San Francisco. Surviving is a sister, Mrs. Julia Orzech of Chicago. Pensioner Genaro A. Lopez, 66, died on June 16. Brother Lopez join­ ed the SIU in 1940 in the port of New Orleans sailing as a fireman-watertender. He sailed for 36 years on Alcoa Steamship Co. and Delta Line vessels. Seafarer Lopez was born in Lares, P.R. and was a resident of Vega Alta, P.R. Surviving are a son, Reynaldo; a daughter, Olga of Bayamon, P.R. and a sister, Paca L. Santiago of Vega Alta. Joseph P. Greco, 28, died after a long illness at home in Duluth, Minn, on May 24. Brother Greco joined the Union in the port of Duluth in 1968 sail­ ing as a rangeman for the Zenith Dredge Co. from 1967 to 1968, and for the Great Lakes Towing Co. from 1976 to 1978. He was also a pneudraulic repairman. Laker Greco was a veteran of the U.S. Air Force Na­ tional Guard. Interment was in Sunrise Memorial Park Cemetery, Duluth. Sur­ viving are his parents, Mr. and Mrs. Paul and Dora Greco of Duluth. Pensioner Edgar R. Goulet, 72, died on June 17. Brother Goulet joined the SIU in the port of Boston sailing as cook. He rode the Bull Line and sailed 21 years. Seafarer Goulet was a veteran of the U.S. Navy after World War 1. A native of Marl­ borough, Mass., he was a resident there. Surviving is a daughter, Mrs. Barbara Velez of Jamaica Plains, Mass. Pensioner Thom­ as C. Pias, 77, pass­ ed away on June 13. Brother Pias joined the SIU in the port of Seattle in 1962 sailing as a saloon messman. He sailed for 23 years. Sea­ farer Pias was born in the Philippine Is­ lands and was a resident of Seattle. Sur­ viving is his widow, Hisako. k. William S. Karaba, 26, went down with the ST Yellow­ stone (Ogden Ma­ rine) on June 13 when the tanker was rammed by an Algerian freighter off the Straits of Gibraltar. Brother Karaba joined the Union in the port of Duluth in 1971 sail­ ing as an OS, wiper and gateman for Kinsman Marine, Reiss, American and Boland Steamship Cos. Laker Karaba was born in Ashland, Wise, and was a resident there. Surviving are his parents, Mr. and Mrs. William and Emily Kar­ aba of Ashland. Ernest S. "Scotty" Quinlivan, 53, died of heart disease in Outer Drive Hos­ pital, Lincoln Park, Mich, on Apr. 24. Brother Quinlivan joined the SlU in the port of New York in 1963 sailing as an AB. He sailed 27 years for the Barge Lock Bay Co., Erie Sand and Gravel Co. and American Steamship Co. Laker Quinlivan was born in Glasgow, Scotland and was a naturalized U.S. citizen. He was a resi­ dent of Palm Harbor, Mich. Cremation took place in the Woodmere Cemetery, Detroit. Surviving is a sister, Mrs. Colina Phillips of Southampton, England. Frank Travis, 50, died of heart disease on arrival at the Coco Solo Hospi­ tal, Panama Canal Zone on June 2 after being taken off the ST Overseas 4.Anchorage (Maritime Overseas) in Cristobal Bay. Brother Travis joined the SlU in the port of New Orleans in 1955. He sailed as a 2nd and 3rd assistant engineer, QMED and chief pumpman for 30 years. He was born in Louisiana and was a resident of Silbey, La. Surviving are his widow, Bobbie of Minden, La. and a sister, Mrs. Bessie Walker of New Orleans. v. Pensioner Elmer Kent, 52, died on June 9. Brother Kent joined the SlU in 1945 in the port of Baltimore sailing as a cook for 30 years. He walked the picketline in the 1961 Greater- N.Y. Harbor beef. Sea­ farer Kent was born in Baltimore and was a resident there. Surviving is a sister, Mrs. Edith M. Spencer of Bal­ timore. Eugene Labinsky, 58, died on June 15. Brother Labinsky joined the SlU in the port of New York in 1963 sailing as a chief cook. He was also a member of the NMU from 1940 to 1945. Seafarer Labinsky also sailed during the Vietnam War. He was on the picketline in the 1963 Delta Line beef. Born in Philadelphia, Pa., he was a resident of Jacksonville. Surviving is his widow. Norma. Pensioner Charles E. Lee Jr., 67, died of heart failure in the Me­ morial Medical Center, Savannah, Ga. on May 13. Brother Lee joined the SlU in 1939 in the port of Savannah sailing as a bosun. He sailed 38 years and during the Viet­ nam War. Seafarer Lee was born in Sylvania,Ga. and was a resident of Savan­ nah. Burial was in the Hillcrest Abbey Cemetery, Savannah. Surviving are his widow, Mary; a son, David; a daughter, Eva and a brother, Rufus of Savannah. 4 Pensioner Eu­ gene Watson, 74, died of natural causes in the Har­ lem (N.Y.) Hospital Medical Center on May 30. Brother Watson joined the SlU in 1938 in the port of New York sailing in the steward department. He was born in Portsmouth, Va. and was a resident of New York City. Interment was in Mount Holiness Cemetery, Butler, N.J. Surviving is his widow, Mabel. James H. Rey­ nolds, 51, died of a throat ailment in the Galveston USPHS Hospital on May 18. Brother Reynolds joined the SIU in the port of I Houston in 1974 sailing as a QMED and 2nd electrician. He was a veteran of the U.S. Navy in World War IL Seafarer Reynolds was born in Portsmouth, Ohio and was a resident of Houston. Interment was in the Houston National Cemetery. Surviving are his widow, Brcnda; a daughter, Kirstin and a stepson, Edward A. Stewart. Peter K. "Red" Shaughnessy, 55, was lost on the ST Yellowstone (Ogden Marine) on June 13 when the tanker was rammed by an Algerian freighter in the Med. Brother Shaughnessy joined the SIU in the port of New York in 1968 sailing as a reefer engineer, QMED and chief electrician. He attended the MEBA District 2 School of Engineering, Brooklyn, Y. in 1971 and upgraded at Piney Point in 1976. Seafarer Shaughnessy also rode the Robin Line. He was a veteran of the U.S. Navy serving on the USS Pope in World War 11. Before joining the mer­ chant marine, he was a pump manu­ facturer representative for the Esso and Shell Oil Cos. aitd had his own electric machines repair business. He was born in Brooklyn and was a resident there. Surviving are his widow, Anne; a son, Gerard and two daughters, Lynne and Lorraine. Phillip Speer, 61, died of lung failure in the New Orleans USPHS Hospital on Apr. 6. Brother Speer joined the SIU in the port of New Orleans in 1968 sailing as a fireman-w^tertender for the Waterman Steamship Co. He was bom in La Ceiba, Honduras and was a resident of Kenner, La. Seafarer Speer was a natur­ alized U.S. citizen. Burial was in Lake Lawn Park Cemetery, New Orleans. Surviving are his widow, Margarita, two sons, Oscar and Juan; a daughter, Clara and a stepson, Raul Molina. �-' Amoco Cadiz Aftermath Getting Uglier All the Time In a way, it's a little like the Wicked /itch of the West: the more you look at |t, the uglier it gets. Unfortunately, however, the unfold­ ing story of the worst oil spill in history no make-believe tale from the Wizard f Oz. And the more we learn about it, the uglier it does get. It was just last March when the tanker lAmoco Cadiz. American-owned, Lijberian-registered, "flag-of-convenience" [ship, ran aground off the coast of I France spilling 68 million gallons of oil [into the sea. A "Preliminary Scientific Report", I issued in July by the National Oceanic and Atmospheric Administration, in co­ operation with the Environmental Pro­ tection Agency, has updated the initial reports of the disaster with more grim details. This report reveals that over 190 miles of French coastline were contaminated by the spill. This is roughly equivalent to the coast of Washington from Cape Rattery to the Columbia River. Some 100 miles were "heavily oiled", enough to stretch along the entire coast of Georgia. It is a grisly comparison to make, but it's not so far fetched, especially when you consider that 50 percent of our oil imports are carried in "flag-of-con­ venience" ships which, the statistics prove, are much more accident prone than American ships. It has already happened—though to a lesser extent than the Amoco Cadiz— when the "flag-of-convenience" tanker Argo Merchant ran aground off Nan­ tucket Island in late 1976 and dumped 9.6 million gallons of oil into the sea. The more "flag-of-convenience" ships there are operating in our waters, the greater the chances are that it could happen again. The NOAA-EPA report indicated that about one third of the 68 million gallons spilled by the Amoco Cadiz ac­ tually washed ashore on the coast of France. What happens when so much oil comes ashore? For starters, according to the report, some 3,200 birds were killed, including many considered rare or en­ dangered in France. Substantial amounts of oil also sank to the ocean floor, the report noted, but the impact of this on bottom life has yet to be de­ termined. The effect of the spill on the searelated industries of France has been substantial, especially to its oyster oper­ ations. An undetermined amount of damage has been done to the seaweed industry, as well, and scientists have said that lobster holding pens in the area could be out of service for as long as a year. The effects of such a large oil spill are far reaching, and the NOAA-EPA re­ port shows that even crops growing in shoreside areas could have been con­ taminated by hydrocarbons blown ashore by gale-force winds. It is possible that such hydrocarbons have entered the human food chain after food ani­ mals ate contaminated forage crops. Dr. Wilmont N. Hess, director of the NCAA's Environmental Research Lab­ oratories, and editor of the report, summed up the extent of the damage caused by the spill to the environment when he said, "we have never seen bio­ Notite to Members On Job Call ProteAire When throwing in for work dur­ ing a job call at any SIU Hiring Hall, members must produce the following: • membership certificate • registration card The Log would like to point out a printing error in the July 1978 issue of the paper in an article appearing on page II dealing with the new Death Benefit for active Seafarers. The error concerned two of the amounts in the new escalating Death Benefit as shown in the article. So, following is a complete rundown of the new Death Benefit with corrected amounts. The new Death Benefit and the seatime requirements for receiving it are as follows: • $5,000—125 days seatime in the previous calendar year, and 1 year employment in the 6 month period immediately preceding date of death. • $10,000-^ 125 days seatime in each of the 3 consecutive previous calendar years, and 1 day in the six month period immediately preceding date of death. • $12,500—125 days in each of the 4 consecutive previous calendar years, and one day in the previous six months. • $15,000—125 days in each of the 5 consecutive previous calendar years, and l*day in the previous six months. • $17,500—125 days in each of the 6 consecutive previous calendar years, and 1 day in the previous six months. • $20,000—125 days seatime in each of the 7 consecutive previous calendar years, and 1 day in the six month period immediately preceding date of death. The new Death Benefit Schedule is applicable to active Seafarers only. The Death Benefit for retired deep sea mem­ bers remain at $5,000. clinic card seaman's papers INLAND Dispatchers Report for Inland Waters IITI V l-'^l X 107R X7/0 *TOTAL REGISTERED All Groups Class A Class B Class C Port Clarification of Death Benefit In New Deep Sea Pact logical damage of this geographical ex­ tent in any previous oil spill." There is no wizard who can wave a magic wand to keep disasters to the en­ vironment, such as the Amoco Cadiz spill, from happening in American waters. Nothing comes that easy. But there are things that can be done. The noted oceanographer and environ­ mentalist, Jacques Cousteau, made one good suggestion when he said, "no legis­ lation to improve control of maritime shipping and off-loading of petroleum products will seriously decrease the number of tanker accidents unless flags of convenience are eliminated from U.S. waters." Wilmington 0 0 0 2 0 1 3 4 1 /O 0 0 0 5 0 0 0 1 3 0 0 0 0 3 0 1 0 11 4 0 0 0 0 3 0 0 0 3 2 0 0 0 0 5 0 0 0 0 1 0 0 0 0 6 0 0 0 5 1 0 0 0 0 3 0 3 10 2 3 0 0 1 6 0 0 5 0 5 0 0 8 1 0 24 19 0 0 2 3 58 0 22 0 46 0 0 2 3 0 4 0 4 0 0 3 3 0 18 16 3 0 0 2 21 0 16 0 20 0 1 13 5 3 8 0 6 0 Seattle Puerto Rico Houston Port Arthur Algonac St. Louis Piney Point Paducah Totals 28 0 61 11 161 Port 0 0 0 0 0 0 New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Port Arthur Algonac St. Louis Piney Point Paducah Mobile 21 0 49 2 19 73 1 0 0 2 0 3 0 28 3 o 0 0 14 1 3 11 4 0 0 6 6 102 1 25 0 60 10 41 76 59 278 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 1 0 0 1 1 1 3 0 3 0 0 0 1 0 0 ; 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 1 0 0 1 2 0 0 0 4 0 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 1 0 0 0 0 0 2 0 1 0 0 0 0 2 0 0 0 0 0 1 3 0 8 Port Totals 0 0 0 0 4 0 4 2 3 3 Q ENGINE DEPARTMENT Boston New York Philadelphia Baltimore Norfolk Tampa Boston New York -Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Port Arthur Algonac St. Louis Piney Point Paducah **REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Totals TOTAL SHIPPED All Groups Class A Class B Class C 0 1 0 0 0 0 0 0 0 5 5 3 10 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 2 0 0 0 4 1 0 2 0 7 1 0 0 4 0 8 STEWARD DEPARTMENT • .. 0 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 0 0 1 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 2 3 0 0 0 3 0 0 0 3 1 0 0 0 1 Q 0 0 2 0 6 16 0 0 0 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 7 - 8 2 Totals All Departments 32 67 185 25 51 86 *"Total Registered" means the number of men who actually registered for shipping at the port last month. **"Registered on the Beach" means the total number of men registered at the port at the end of last month. 83 2 29 64 317 August 1978/ LOG / 33 �HLS Upgrading Class Schedule 1978 Belo w is completed list of all upgrading courses, and their starting dates, that are available for SlU members in 1978. These include courses for deep sea, GreatLakes and inland waters. SIU members should be aware that certain courses may be added or dropped from the schedule as the need arises. However, the Log will try to keep you abreast LNG September 18 October 16 November 13 December 11 of these changes. , ' For further information regarding the courses offered at the Lundeberg School, members should contact their local SIU representative, or write to the Lundeberg School Vocational Education Department, Piney Point, Md. 20674. or call the School at (301) 994-0010 Pumproom, Maintenance & Operation Chief Steward (maximum 1 student per class) October 30 September 18 October 16 November 13 December 11 Able Seaman QMED October 2 September 18 November 13 Chief Cook and Cook & Baker (maximum 2 students for Chief Cook and 2 students for Cook & Baker for each class scheduled) FOWT October 16 November 23 Quartermaster October 16 Welding Lifeboat and Tankerman September 4 September 18 October 2 October 16 October 30 November 13 November 27 December 11 December 22 KNOW YOUR RIGHTS September 14 September 28 October 12 October 26 November 9 November 24 December 7 December 21 Assistant Cook Special Programs to be Set Up Upon Request KNOW YOUR RIGHTS SHIPPING RIGHTS. Your shipping rights and .senior­ ity are protected exclusively by the contracts between the Union and the employers. Get to know your shippingrights. Copies of these contracts are posted and available m all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board by certified mail, return re­ ceipt requested. The proper address for this is: Frank Dro/ak, Ciiairinan, Seafarers Appeals Board 275 - 20lh Street, Brooklyn, N.\ . 11215 EQUAL RIGHTS. All members are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no member may be discrimi­ nated against because of race, creed, color, sex and na­ tional or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should nriify Union headquarters. patrolman or other Union ofiicial, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY — THE LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, olfieer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September. 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the Hxecutive Board of the Union. The E.xecutive Board may delegate, from among its ranks, one individual to carry out this responsibility. 1 Full copies of contracts as referred to are available to •ou at all times, either by writing directly to the Union jr to the Seafarers Appeals Board. CONTR.VCTS. Copies ii! all SIU contracts are availibit^ in all SIU halls. These contracts specify the wages and conditions under whieli you work and live aboard soiif ship or boat. KIH)W \(>iir contr.iel rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper maimer. If, at any time, any SIU 34/ LOG/August 1978 KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGA­ TIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its con­ tents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. FINANCIAL REPORTS. The constitution of the SIU Athmlic, Ciiilf, l^akes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership; makes examination each quarter of the finances of the Union and reports fully their findings and recommenda­ tions. Members of this committee may make dissenting ri ports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Ciulf, Lakes and Inland Waters District are administered in aeeordanee with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures .md disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. September 4 September 18 Qctober 2 October 16 October 30 November 13 November 27 December 11 December 22 PAYMENT OF MONIES. No monies are to be paid to anyone in any ofiicial capacity in the SIU unless an ofiicial Union receipt is given for same. Under no circum­ stances should any member pay any money for any reason unless he is given such receipt. In the event anyone atteiiipts to requhe any such payment be made without supplying a receipt, or if a member is required to make a payment and is given an ofiicial receipt, but feels that he should not have been required to make such payment, this should immediately be reported to Union headquarters. SEAFARERS POLITICAL ACTIVITY DONATION —SPAD. SPAD is a separate segregated fund. Its pro­ ceeds are used to further its objects and purposes includ­ ing, but not limited to, furthering the political, social and economic interests of maritime workers, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and boatmen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contribution may be solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as a con­ dition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Sup­ port SPAD to protect and further your economic, poli­ tical and social interests, and American trade union concepts. If at any time a nieinber feels that any of the above rights have been violated, or that he has been clen'ed his consiitntional right of access to Union records or Infor­ mation. he should ininiediatcly notify SIU President Paul Hal! at headquarters by certified mail, return receipt requested. The address is 675 - 4th Avenue, Brooklyn, N.Y.11232. �Unemployment Rate Jumps to 6.2% in July From June's 5.7% WASHINGTON, D.C.—The coun­ try's July jobless rate went up to 6.2 per­ cent from June's 5.7 percent going back To, according to the AFL-CIO, "the pla­ teau of high unemployment (6 and 6.2 percent) that has prevailed since early in the year." In June, the U.S. Labor Department's Bureau of Statistics (BLS) had reported that unemployment had fallen as much as it had gained in July. In both in­ stances, teenagers profited and bore the brunt of the good and bad news. Their July jobless rate rose 14.2 pefcent to 16.3 percent and almost half of the 440,000jump in unemployment in July resulted from the number of youths in the nation seeking work. In June,also, almost half of the 400,000 drop in unemployment was accounted for by the teenagers who found jobs. The sharp rise and fall of the unem­ ployed figure recently is due to the great number of teenage students who entered the U.S. labor force when schools closed for the summer vacation. The only other notable decline in em­ ployment occurred among blacks whose rate upped to 12.5 percent from 11.9 percent. In transportation and public utilities, employment dropped by 25,000. Last month there were 6.2 million persons jobless in the United States. However, the Government doesn't count the workers who are too dis­ couraged to look for work and those Notiu to MeaAers flin Job MlProtedm When throwing in for work dar­ ing a job can at any SIU Hiring HaU, members must produce the foUowing: • membership certificate • registration card Afoundria Committee Recertified Bosun Joe Michael (right) ship's chairman of the SS Afoundria (Sea-Land) on Aug. 2 is on deck with part of the Ship's Committee of (I. to r.) Engine Delegate J. M. Gonzalez, Steward Delegate Rico Quinones and Deck Delegate Anthony Debelich. The vessel paid off at Port Elizabeth, N.J. • clinic card • seaman's papers INLAND who work parttime because they can't find fulltime jobs. The AFL-CIO puts the "true" jobless rate in July at 8.7 per­ cent or 8.7 million unemployed. Beside teenagers, adult women in July found jobs hard to find. Their rate took a hike from 6.1 percent to 6.5 percent. Adult men's rate last month in the country went up to 4.1 percent from 3.9 percent. Fulltime workers had their un­ employment rate climb to 5.7 percent from 5.2 percent. White workers had their rate go up to 5.3 percent from 4.9 percent. The U.S. labor force rose by 45,000 last month to 100,618,000 working. In 1978, the labor force has risen by 3.1 million workers with adult women re­ sponsible for nearly three-fifths of the growth. Sea-Land Galloway Committee At a payoff on Aug. 10 the Ship's Committee of the Sea-Land Galloway are (I. to r.) Chief Steward A. Seda, secretary-reporter; QMED B. Harris, engine delegate; Steward Delegate Michael Hauklane and Recertified Bosun George Burke, ship's chairman. Payoff took place in Port Elizabeth, N.J. CoveCommunicatorCommittee Mount Navigator Committee Headquarters Patrolman Teddy Babkowski (seated) fills out dues receipt on Aug. 4 as the Ship's Committee and a crewmember of the ST Cove Communicator (Cove Shipping) stand by at a payoff.in Perth Amboy, N.J. They are (I. to r.) Recerti­ fied Bosun Elmer Barnhill, ship's chairman; Chief Steward James Temple, sec­ retary-reporter; Herbert Thrower of the deck department. Engine Delegate Frank Byers and Steward Delegate Alphonse Johnson. At the Seatrain Shipyard in Brooklyn late last month, the ST Mount Navigator (Mount Shipping) paid off. The Ship's Committee (I. to r.) are Educational Director Ward Beckwith, Chief Steward Robert Kennedy, secretary-reporter; Recertified Bosun John Moss, ship's chairman; Steward Delegate Willie Manuel and Deck Delegate Ralph Moore. August 1978 / LOG / 35 �... AND MAKE MONEY. The cargo doesn't move without the skill and say-so of the Chief Pumpman. He's top man. So he earns top dollar for his skills. Get those skills. Get your Chief Pumpman endorsement. Take the Pumproom Maintenance and Operations course at HLS. It starts October 30. 1 To enroll, see your 5IU Representative or contact HLS, Got your time? Then take a walk... To your nearest Coast Guard office. ATTENTION, BLUE-TICKET AB's If you've got 36 months seatime, you qualify for a green ticket. Just go to your nearest Coast Guard office and show them your dis­ charges. It's that simple — you get your green ticket automatically. No tests « No trouble Just time — 36 months plus a few minutes in the Coast Guard office. 36/ LOG/August 1978 If you can do rapid plotting, operate radar and handle navigation, you can move up in the deck department. You can work aboard the most advanced ships in the U.S. Merchant Marine. You Can be a Quartermaster. Sign up today to take the Quartermaster Course at HLS See your SIU Representative or contact: Harry Lundeberg School Vocational Education Department Piney Point, Maryland 20074 �Ready To Go And Tow '' « Lifeboaters Recent participants in the Transportation Institute Towboat Operator Scholarship Class, held at HLS, are, front row from the left: Rich Kulakowski, Bob Hudgins, Fred Shiferder, Emmett Proudfoot and Jim Price. Back row, from the left are: Paul Pont, James James, Luis Garcia, Glenn McDonough and Don Braddy. Recent graduates of the HLS lifeboat course are, from the left: Allison Herbert, Peter Linkewicz, Eugene Koss, and John Kirk. The Harry Lundeberg^ '"^2' School of Seamanship " . .. '' ""For o better jot) todays and jot} security tomorrow. '^ SIX New Quartermasters H Pride Shines Thru A Gathered together after successfully completing the Quartermaster course at the Lundeberg School are, from the left: Bill L. Mason. George F. Goto, Tom Fleming, Joachim R. Von Holden, Jack Rhodes, and Bill Moore. Upgraders Cscar Raynor, left, and Gary Rosen, have a good reason to be proud after recently receiving their Cook and Baker certificates at the Lundeberg School. 20 More AB's Off The Ways 74 Pass Gas Course Posing for their picture after co.mpleting the AB course at the Lundeberg School are, front row, from the left: Santana Efraen, Shawn Evans, Mike Kurtz, Mark Lamiar, Chuck Fynes, Randy Dale, David Murray and Paul Sbriglio. Middle row, from the left are: Bob Hogan, David Campbell, Brad Bray, Fred Galvin, Charles Zulauf Roy Wise, Rodolof Lopez and Will Carney: Back row from the left are: Mike Atkinson, Bill Privette, Mickey Main and Donny Doss. These men are ready to take jobs aboard LNG ships after recently completing the LNG course at the Lundeberg School. They are, front row from the left: Pete Reed, Jerry Lopez, George Roy. Ken Moyer, Bill McClintic, Don Spencer, and Bob Hemming. Back row, from the left are: Jim Gates, Jesse Hall, Dave Ketchum, Danny Marcus, Bob Miller, Jim Moore, and S. Monardo. August 1978/ LOG / 37 �Marcel Scuderl Tim Stagg Seafarer Marcel Scuderi, 21, gradu­ atedfrom the Harry Lundeberg School in 1976. He up­ graded to FOWT there in 1977. Brother Scuderi has his firefighting, life­ boat and cardio­ pulmonary resuscitation tickets. He is from Camp Springs, Md. and ships out of the port of Houston. Seafarer Tim Stagg, 20, gradu­ ated from the HLS in 1976. He up­ graded to FOWT last year. Brother Stagg holds firefighting, lifeboat, and cardio-pulmon­ ary resuscitation tickets. He was born in Philadelphia but now lives in Fairfax, Va. He ships out of the port of New York. DEEP SEA WUliam Foley Seafarer William Foley, 22, gradu­ ated from the HLS in 1976. He up­ graded to FOWT in 1977 and also re­ ceived his Pump­ man, Tankerman, and Machinist en­ dorsements the same year. Brother Foley has firefighting, lifeboat, and cardio-pulmonary resuscitation tickets. He lives in Brook­ lyn, N. Y. and ships out of the port of New York. New Member Plans Career John Emidy Griffith Hutton Seafarer John Emidy, 22, gradu­ ated from the HLS Entry Program in 1975. In 1977 bro­ ther Emidy up­ graded to AB. He holds firefighting, lifeboat, and car­ dio-pulmonary re­ suscitation tickets. Emidy is from Blackstone, Mass. and ships out of the port of Boston. Seafarer Griffith Hutton, 24, gradu­ ated from the HLS Entry Program in 1975. He upgraded to AB in 1977. Brother Hutton also holds lifeboat, firefighting, and cardio-pulmonary resuscitation tickets. Originally from New York, Hutton now ships out of the port of Baltimore. MEMBBtSHP MEETWeS'SCHEDULE Port New York Philadelphia Baltimore Norfolk Jacksonville Algonac Houston New Orleans Mobile San Francisco Wilmington Seattle Piney Point San Juan Columbus Chicago Port Arthur Buffalo St. Louis Cleveland Rick Cavalier When the SlU-manned tanker Mount Navigator came into the Brooklyn Navy Yard recently for an overhaul of her cargo lines, the LOG spoke with young Ordinary Seaman Rick Cavalier. The Mount Navigator is Cavalier's first ship as an SIU member. But he's also got four years' experience with the Navy under his belt, including 2'/^ years spent on a Navy ammo ship. When Cavalier signed on the Mount Navigator, he said it was, "like a ghost ship" because of the crew size. No wonder—his last ship was an aircraft carrier with a crew of over 5,000 men. After leaving the Navy, Cavalier de­ cided he wanted to put his training to good use, so he enrolled in the Harry Lundeberg School. After his vessel laid up. Brother Cavalier went to his home in Baltimore. It's good to have a plan, especially when it involves upgrading. And Cava­ lier has got a fine plan: he's going to upgrade to AB just as soon as he can. We wish Rick Cavalier smooth sailing in his future endeavors. 38/ LOG/August 1978 Date Sept. 5 Sept. 5 Sept. 6 Sept. 7 Sept. 7 Sept. 8 Sept. 1 1 Sept. 1 2 Sept. 1 3 Sept. 1 4 Sept. 18 Sept. 22 Sept. 9 Sept. 7 Sept. 16 Sept. 12 Sept. 1 2 Sept. 1 3 Sept. 1 5 Sept. 1 4 Deep Sea Lakes, Inland Waters 2:30p.m. 2:30p.m. 2:30p.m. 9:30a.m. 2:00p.m. 2:30 p.m. 2:30p.m. 2:30p.m. 2:30p.m. 2:30p.m. 2:30p.m. 2:30p.m. 10:30a.m. 2:30 p^.m. — — 2:30p.m. — 2:30p.m. — UIW 7:00p.m. 7:00p.m. 7:00 p.m. 7:00p.m. John Miller Seafarer John Miller, 33, joined the SIU in 1968. Brother Miller made several trips to Vietnam in 1968 and 1969 and was on the Lafayette when that ship was hit by Vietcongjire in the Saigon River. Miller upgraded to FO WT earlier this year and also holds firefighting, lifeboat, and cardio-pul­ monary resuscitation tickets. He's from Portland, Oregon and ships out of the port of Seattle. Rod Clark Seafarer Rod Clark, 25, is a 1974 graduate of the HLS Entry Pro­ gram. He upgraded to A B last year. Brother Clark holds lifeboat, firefight'"S'' tind cardio-pulHL ^ manory resuscita­ tion tickets. He lives in Seattle and ships out of the port of New Orleans. Doug Beeler Seafarer Doug Beeler, 21, is a 1976 graduate of HLS. He upgraded to FOWT this year. Brother Beeler holds lifeboat, fire­ fighting, and car­ dio-pulmonary re­ suscitation tickets. He lives in Detroit and ships out of the port of New York. 7:00p.m. 7:00p.m. Notue to MenAers On Sh^'mg Protedure 1:00 p.m. Achilles Committee On July 11,1978, the SIU manned tanker AcMes (Newport Tankers) paid off in Bayway, N.J. Her ship's committee, from the left is: P. G. Ordansa, steward dele­ gate; David Murray, deck delegate; E. M. Nagger, secretary-reporter, and Recerti­ fied Bosun Perry Konis, ship's chairman. When throwing in for work dur­ ing a job call at any SIU Hiring Hall, members must produce the following: • membership certificate • registration card • clinic card • seaman's papers • valid, up-to-date passport In addition, when assigning a job the dispatcher will comply with the following Section 5, Sub­ section 7 of the SIU Shipping Rules: . "Within each class of seniority rating in every Department, prior­ ity for entry rating jobs shall be given to all. seamen who possess Lifeboatman endorsement by the United States Coast Guard. The Seafarers Appeals Board may waive the preceding sentence when, in the sole judgment of the Board, undue hardship will result or extenuating circumstances war­ rant such waiver." Also, all entry rated members must .show their last six months discharges. Further; the Seafarers Appeals Board has ruled that "C classifica­ tion seamen may only register and sail as entry ratings in only one department." �• i| - 451 Have Donated $100 or More To SPAD Since Beginning of 1978 following SIU members and other concerned individuals, 451 in all, have demonstrated an active interest in participating in political and legislative activities which are vital to both our job security and our social and economic welfare, by voluntarily donating $100 or more to the Seafarers Political Activities Donation (SPAD) fund since the beginning of 1978. (The law prohibits the use of any union money, such as dues, initiation fees, etc., for political activities. The most effective way the trade unionist can take part in politics is through voluntary political contributions. SPAD is the Union's separate segregated political fund. It solicits and accepts only voluntary contributions. It engages in political activities and makes contributions to candidates. A member may voluntarily contribute as he sees fit or make no contribution without fear of reprisal.) Sixteen who have realized how important it is to let the SIU's voice be heard in the Halls of Congress have contributed $200, five have contributed $300, one has given $400, one has given $500, and one $600. The Log runs the SPAD Honor Rolls because the Union feels that our political role must be maintained if the livelihoods of maritime workers are to be protected. (A copy of our report is filed with the Federal Election Commission and is available for purchase from the Federal Election Commission, Washington, • NOTE: Each month's SPAD Honor Roll contains the names of those individuals who have given $100 or more as of the last Friday of the previous month. - - Taylor, F. Williams, Lv Van Horn, D. Terpe, K. Acevedo, M. Campbell, A. Vanvoorbees, C. WUliams, R. Terry, D. Adams, E. Carey, W. Wilson, B. Velandra, D. Scheard, H. Thaxton, A. MlUer,R. Petak, P. Adams, W. Carter, R. Ipsen, L. Evans, J. Wilson, C. Velasquez, W. Schwartz, A. Thelss, R. Mlntz, L. PbUllps, R. !acobs, R. Adamson, R. Castel, B. Fagan, W. Wlngfield,P. Velez,R. Thomas, F. Mobley, R. PlUsworth, P. Schwarz, R. !apper Agugussa, A. Caswell, J. Faitz, F. Wolf, P. Vukmlr, G. Scbwabland,!. Thomas,!. Mollard, C. Poer, G. !ohnson, R. Carr, J* Aguiar, J. Fanning, R. Wood, C. Walker, T. Scott, C. Mongelll, F. Pollack, A. Thomas, T. !olley, R. Carroll, 3. Fay, J. Air, R. Worley, M. Seagord, E. Moore, G. Powell, S. Thorbjorsen, S. Wallace, S. !oncs, C. Cavalcanti, R. Fergus, S. Alcarln, G. Wright, A. Ward, M. Selzer, R. Prentice, R. Tilley,!. Moore,!. !ones, R. Cherup, N. Alexikis, A. Faer,W. Wright, F. Weaver, A. Pretare, G. Tillman, W. Moore,!. Selzer, S. Clillinski,T. Karlak,W. Algina, J. Flade, L. Wydra, R. Webb,!. Prevas, P. Todd, R. Morris, W. Shappo, M. Kastlna, T. AU,D. Cinquemano, A. Fletcher, B. Yarmola,!. Whltmer, A. Prims,!. Troy, S. Morrison,!. KeUy,E. Sharp, W. Cirignano, L. Flores, J. Allen, £. Yates,!. Whltsltt, M. PuUlam,!. Turner, B. Mull, C. Shaw, L. Kenny, L. Clark, J. Florous, C. Alien,!. Wierschem, D. YeUand, B. Raines, R. Ulrlch,H. Murray, R. Shelley, S. Kerr, R. Cllne, L. Foley, P. Alvarez, P. Wilhelmsen, B. Zal, C. Ramage, R. Musclato, M. Uusciafo,!. Shopatt, H. Klngsley,!. Cofone, W. Franco, P. Amat, K. Zeloy,!. Williams, A. Randazza, L. Vabey, R. Myers, H. Klrby,M. Sigler, M. Francum, C. Ammann, W. Collerlll, J. Ratcliffe, C. Nasb,W. Kitchens, B. SUva,M. Frank, S. Andersson, A. Colon, E. Nelson, Reading,!. D. Skala, T. Klzzlre, C. Frazler, J. Anderson, D. Comstock, P. I Newberry, H. Reck, L. Smith, B. Knoff,!. Frounfelter, D. Anderson, E. Conkll]i,K. I Regan, F. Koflowich, W. Nihem, W. Smith,!. Fuller, E. Anderson, R. Connolly, W. I Pomerlane, R. Relnosa,!. Kool, L. Nobles, E. Smith, L. Fuller, G. Cooper, J. .Antici, M. I Reza, O. Kowalskl, A. Novak, A. Smith, R. Corder, J. Antone, F. Furakawa, H. Richardson,!. Snellgrove, L. I Nuckols, B. Kramer, M. Appleby, D. Costa, F. Gallagher, L. Richoux,!. Krlttlansen,!. O'Brien, E. Somerville, G. I Apuzzo, W. Costango, F. Gann, T. Antich,!. Rles,!. I O'Hara, M. Lamb,!. Soresi, T. Costango, G. Aquino, G. Gard, C. Oldakowskl, E. Ripoll, G. South, R. Lambert, H. I Costango, J. Arias, F. Gavin, J. Rivera, L. Olds, T. Spady,!. Lance, W. Aronica, A. Craig, J. Gentile, C. I Roades, O. Ollvera, W. Lankford,!. Speller,!. Czenvlnskl, J. George, J. Aruz, A. I Linedahl,H. Roberts,!. Lay, M. Olson, F. Spencer, G. Atkinson, D. Dallas, C. Glmbert, R. I Rodriguez, R. Stalgy, R. Orn, L. Lee,K. Aumlller, R. Daliban, G. Glvens, J. I Rondo, C. Orslnl, D. Legg,!. Stanklewlcz, A. Avery, R. Darley, B. Glenn, J. I Royal, F. Ortiz, F. Lelonek, L. Steams, B. Babkowskl, T. Davis, J. Glenn, J., Jr. I Andersen, R. Curtis, T. Forshee, R. Rung,!. Ortiz, F. Leonard, W. Stephens, C. Balaga, C. Davis, J. Glldewell, T. I Chartier, W. Harcrow, C. Stevens, W. Barnes, D. Davis, J. Gobrakoulch, S. Lesnansky, A. Paczkowski, S. Ryan, T. Fagano,!. Sacco, M. Lewln, A. Stockman, B. Bartlett, J. Davis, S. Gooding, H. Papuchis, S. Sacco,!. Lewis,!. Stover, M. Bauer, C. Debarrlos, M. Graham, E. H. Paradise, L. Salazar, Stravers, L. Llbby, H. Beechlng, M. DeChamp, A. Grant, W. I Ahmed, F. Ellis, P. Larkin,!. Sanchez, M. Passapera, F. Lindsey, H. Sulentlc, S. Bellinger, W. Deldaeh,T. Grepo, P. I Bernstein, A. Firth, R. Lombardo,!. SanFUllppo,!. Surrick, R. Paulovlch,!. Lively, H. Berglond, B. Delea, G. Guevara, D. I Cookmans, R. Gilbo, T. McCullough, L San Filllppo,!. Swain, C. Payne, H. Loleas, P. Guillen, A. Bjornsson, A. Dell, R. Grima, V. I Crocco, G. Pow,!. Sapp, C. Pecquex, F. Sweeney,!. Long, L. Blackwell, J. Del Moral, A. Hager, B. Hagerty, C. I Dryden,!. Redgate,!. Pelfrey, M. Tanner, C. Schabland,!. Lorman, S. Demetrlos, J. Hall,C. Blultt, J. Kemgood, M. I. Perez,!. Scbatz, G. Tanner, R. Loveland, C. Hall,!. Dengate, H. Blultt, T. Lunsford,!. Bobalek, W. D1 Domenlco, J. HaU,L. >??%;• Macmberg, D. HaU,P. Bonser, L. Dlaz,R. Malesskey, G. Haff, W. Bourgeois, J. I Dlercks, J. Mallory, A. Hamblet, A. Bowker,A. DlGiorgio^J. SEAFARERS POLITICAL ACTIVITY DONATION Mandene, S. (SPAD) Hamilton, G. DllUngs, L. Boyne, D. 675 FOURTH AVENUE BROOKLVN, N.V. 11232 C. Mann, Hampton, D. Doak,yi^. Bradley, E. Mann,!. Haney, L. Brady, J. Dobbins, D. Date. S.S. No.. R. Marcbaj, Hansen, H. DockwUler, L. Brand, H. Contributor's Name. .BooK No.. Martin, T. Hant, K. Bronnlee, R. Doherty, W. Mathll, M. Harris, N. Dolan, J. Brown, G. Address. McCarthy, L. Harris, W. Dolgen, D. Brown, I. City .Stale. .Zip Code McFarland, D. Brown, I. Donnelly, M. Hauf,M. McFarland,!. Haykes, F. Bruce, C. Donovan, P. I acknowledge and understand that SPAD is a separate segregated fund established and administered by my Union to engage in polllical activities and to make contributions and expenditures for candidates McNe»"3y, S. Heacox, E. Bryant, B. Domes, R. seeking political office and solicits and accepts only voluntary contributions, and I have the right to McCartney, G. Henlken, E. Bryant, N. refuse to make any contribution without fear of reprisal. I may contribute such amount as I may volun­ Driggers, T. tarily determine and I herewith contribute the sum of $ . This contribution constitutes my McCorvey, D. Hlgglns,!. Buccl, P. Drozak, F. voluntary act and I am to to receive a copy of this receipt showing the amount of my contribution. A McElroy, E. Home, H. Bullock, R. Ducote, C. copy of SPAD's report is filed with the Federal Election Commission and is available for purchase from the Federal Election Commission, Washington, D.C. McGlnnls, A. Hotton, G. Buffinton,0. Dudan, M. McKay, M. Houlihan, M. Butcb, R. Dudley, K. Signature of Solicitor McKay, R. Houston, H. Duffel, T. Byrd, J. Port Solicitor's No. $ McKay, R. Hunter, W. Cafefato, W. Dwyer, J. Meacham, H. Hurley, M. Caffey, J. Dyer, A. Meffert, R. Huss, P. CabUl, J. Elzahri, A. SA.-'.v.v.-'.s-./ Miller, D. lovlno, L. Calogeros, D. Eschukor, W. SPAD Honor Roll $600 Honor Roll $500 Honor Roll $400 Honor Roll $300 Honor Roll I > ^ • •. $200 Honor Roll A* 1978 "WW August 1978 / LOG / 39 �Sign Up for Job Security:It Costs Only 30 Cents a Day I • AlUnllc, Gulf, Lak« and Inland Waters District • AFL-CIO NOS** AUGUST 1978 _ ruuuurr For* 30 cents every working day—the price of a cup of coffee or the price of a half a pack of cigarettes—you can buy yourself a lifetime of job security. For years we have exercised our right to participate in the political process of this country. We have backed candidates who support maritime labor and fought those who oppose us. It has taken hard work, organization, manpower, but most of all—money. That's where the 30 cents comes in. 30 cents may not get you much on your own. But if we all put it to work together, it can give us a stronger foothold in politics than we ever had before. Up until now, the Union's only way to collect funds for SPAD (Seafarers Politi­ cal Activities Donation) has been through appeals to the membership for voluntary contributions. We have been asking you to give $20 or more whenever you felt ready and able to make a donation. This program will continue because there is no doubt that your response to it has given the SIU the means to play an effective political role for maritime labor. But we need to expand the role. So we have come up with an additional program to significantly increase voluntary political contributions. This is how it works: You can now sign a form authorizing the Seafarers Vacation Plan to deduct 30 cents per day from your vacation benefit payments and transfer that amount to SPAD. An example of the form is printed on this page. If we all support the new program, it will guarantee that a regular, substantial flow of money will be there for political activity when we need it. And we need it now. We have an opportunity to increase our political programs with the new 30 cents daily deduction program to boost SPAD. This could be the start of the most ef­ fective way ever to wield the political clout that we must carry this year and in the future. And for the price of a cup of coffee, you can make it begin. ' Official Publication of the Scafarerj LOG V ASSIGNMENT FOR SEAFARERS POLITICAL ACTIVITY DONATION (SPAD) TO: DATE Seafarers Vacation Plan 275 20th Street Brooklyn, N.Y. 11215 Effective from this date, I hereby assign, direct and authorize you to deduct from payments required to be made by you to me for vacation benefits and at the time of such payments, a sum equal to thirty cents per day for which I am entitled to vacation benefit payments and to pay and transfer such amounts to SPAD, 675 Fourth Avenue, Brooklyn, N.Y. 11232. This authorization shall remain in full force and effect unless written notice by certified mail is given by me to you of revocation of this authorization, in which event the revocation shall be effective as of the date you receive it and applicable only to vacation benefits both earned and payable to me thereafter. I acknowledge advice and understand that SPAD is a separate segregated fund established and administered by my union to engage in political activities and to make contributions and expenditures tor candidates seeking political office and solicits and accepts only voluntary contribuiions and I have the right to refuse to make any contributions, including this authorization without fear of reprisal. I mc^ contribute directly to SPAD such amount as I may voluntarily determine in lieu of signing this authorization and that the specified amount herein provided is to minimize administrative responsibilities and costs consistent with the facilitation for the making of voluntary con­ tributions. And this authorization for contributions, constitutes my voluntary act. A copy of SPAD's report is filed with the Federal Election Commission and is available for purchase from the Federal Election Commission, Wash­ ington, D.C. This authorization has been executed in triplicate, the original for you, copy to SPAD and copy to me. Member's name (Print) Me|;nber's Signature Social Security Number Mem^D^rs Home Address (I City Book Number State Zip K)\ Port .200 OFFICE COPY 'A J- Hi ii � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource August 1978 Description An account of the resource HEADLINES HOVERCRAFT INDUSTRY MAY FIND NEW HOME IN U.S. SIU’S FIGHT TO IMPROVE SAFETY ON LAKES PAYS OFF TURN LOBBYING HEARINGS INTO ATTACK ON MARITIME NLRB HAS TWICE THE CASELOAD FEWER JUDGES THAN 10 YEARS AGO FORMER QUEEN RAPED BY FLAG-OF-CONVENIENCE AFL-CIO CHIDES CONGRESS, CARTER FOR SLOWNESS ON WORKER ISSUES SIU, T.I. BLAST PLAN TO EXPORT ALASKAN OIL CONGRESS TO EXTEND CONSTRUCTION AIDS TO GREAT LAKES FLEET ALL MEMEBERSHIP RECORDS SAVED FROM GUTTED PLANS BUILDING U.S. SHIPS TO MOVE WHEAT TO BANGLADESH THINK SAFETY WORKING IN TANK OF CONFINED AREA BOATMEN CREW NEW BOAT THRUSTON MORTON SIU BOATMEN AT G&H TOWING, MORAN SET CONTRACT GOALS HLS WORKING TO MEET TOWING INDUSTRY MANPOWER NEEDS LABOR DISMAYED OVER CARTER’S NATIONAL HEALTH PROPOSALS TRIBLE AMENDMENTS SAVED SUBSIDIES FOR LNG TANKERS POSTAL REFORM BILL WOULD REQUIRE USE OF US-FLAG SHIPS APL TO BUILD FIVE NEW CONTAINERSHIPS MARAD DISSOLVES RELATIONS WITH MARITIME COUNCIL SIU BOATMEN, KING’S POINT CADETS COME TO WASHINGTON FOR BRIEFING NEW MARITIME EXHIBIT OPENS AT SMITHSONIAN ‘SHIP AMERICAN’ ISSUE ARISES IN CONGRESS SEA-LAND SIGNS LONG PACT WITH PORT OF HOUSTON SHIPBUILDING BENEFITS INDUSTRY NATIONWIDE SIU MANS NEW TANKER THOMPSON PASS SIU, SUP, MFU SIGN NEW 3-YEAR PACT ON WEST COAST MEMORANDUM OF UNDERSTANDING BETWEEN SIU, SUP, MFU G & H TOWING GROWING LIKE TEXAS CACTUS MTD BLASTS PLAN TO GIVE WAR RISK INS. TO FOREIGN FLAGS FOREIGN FLAG SHIPS FIND A NEW LOOPHOLE HOUSE VOTES AMENDMENTS TO PROTECT U.S. JOB RIGHTS ACTION ON OCEAN MINING BILL IS NOW PENDING IN SENATE HOUSE APPROVES AMENDMENTS TO PROMOTE U.S. MARITIME OCEAN MINING BILL WOULD PROMOTE THOUSANDS OF JOBS FOR US WORKERS FERROMANGANESE DEPOSITS IN THE PACIFIC OCEAN MANGANESE NODULES ON OCEAN FLOOR POLITICAL ACTION- THE KEY TO JOB SECURITY BOATMENT KEEP TRAFFIC, COMMERE MOVING ON THE LAKES WATERMAN STEAMSHIP ON COMEBACK TRAIL DRILLING ON OUTER CONTINENTAL SHELF MEANS THOUSANDS OF JOBS FOR U.S. SEAMEN AMOCO CADIZ AFTERMATH GETTING UGLIER ALL THE TIME CLARIFICATION OF DEATH BENEFIT IN NEW DEEP SEA PACT Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 8/1/1978 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 40, No. 8 1978 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/bc7868e2eaea6cc9cf4cb145bf11f4a0.PDF 0904ad258dcb5ec138531a2f4b19d15a PDF Text Text i . -I Official^ublicati^^ International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-CIO SEPTEMBER 1978 Elizabeth Smith Joins SiU inland Fleet rm m Forge New lOT Pact Paves Way For Industry Wide Programfor Advcincements NMC for Boatmen X • See Page 2 ;•;"; '• ^ " See Page 3 • • •'"••' a- '', • Carter Signs OCS Bill Into Law See Page 3 » h , �Labor, Management Forge New Program for NMC Washington, D.C.—In its first public meeting since weathering a Congres­ sional attack, the National Maritime Council (NMC) put forth a strong showing of support from labor and management and received the promise of continued backing from government by a top Administration official. Close to 400 representatives from all segments of the U.S. maritime in­ dustry attended the NMC meeting here on Sept. 8, 1978. The guest speaker was Ambassador Robert S. Strauss, the president's special representative on international trade and counselor on inflation. The gathering was held in the wake of the recent withdrawal of the U.S. Mari­ time Administration from the NMC. Previously, the organization had func­ tioned as a cooperative effort of labor, management and government to pro­ mote the U.S. merchant marine. Despite Marad's withdrawal, which was the result of the Congressional attack, NMC Chairman James R. Barker pledged a stepped up campaign of U.S. flag ship marketing, communi­ cations and labor-management co­ operation. Moreover, Ambassador Strauss stressed that although Marad is no longer a formal partner in the NMC, "we're going to have to learn to get cooperation with both business and labor in conjunction with government to make the system work. We have to get the whole pie in the oven, not just two-thirds," he said. Strauss pointed out that there are negative but also positive aspects of the NMC working without direct participa­ tion by a government agency. "You are now freer to do more in promotion with­ out the restrictions imposed by govern­ ment involvement, while enjoying the friendly support and empathy which this Administration does have for the maritime industry," he said. Strauss cited the country's need for a "strong export program and a strong Trade Act, which would involve a larger use of U.S.-flag ships." He urged a stronger U.S. merchant marine, but did not talk at length about the overall need for that goal to his audience of maritime supporters. "1 preach, but not to the choir," he quipped. NMC Chairman Barker was directly critical of the Congressional attack on SlUNAto Hold 18th Convention Oct. 16-19 The Seafarers International Union of North America will hold its 18th Triennial Convention Oct. 16-19, 1978 in Washington, D.C. Several hundred delegates from the SIUNA's 28 affiliated unions, represent­ ing nearly 100,000 workers, will gather at the convention to discuss problems and progress within their organizations over the past three years and to set goals for the next three. SIUNA President Paul Hall will chair the convention proceedings, which will include a number of addresses from prominent people in government and labor. A number of workshops covering legislation and other items of impor­ tance to the maritime worker will also he presented for convention delegates. A complete rundown on the conven­ tion will be carried in the October issue of the Log. =) Paul Hall ^©[p)(o)Fft Getting Tougher All The Time Working successfully in the political battleground has never been an easy job. Anything we have ever achieved politically has been an uphill struggle. Nothing has come without a knock-down, drag-out fight. And, for a number of reasons, the job of political action is not about to get any easier. One of the reasons is that there are so many new politicians coming onto the scene with each new election. Most of these new politicians have never seen a merchant ship much less understand the complicated problems facing the maritime industry and the 200,000 workers that make their livings in it. Also, these new politicians are replacing a lot of old line members of Congress, many of whom were veterans of World War II or the Korean War and understood the necessity of a strong U.S. flag fleet to our national security. You can be sure that after November's election, in which all 435 seats of the House of Representatives and one third of the Senate seats are up for grabs, there will be many more new faces around Washington come January 1. All of these things—including changing faces, attitudes and ideas on the political front—create new problems and new challenges for us in a political sense. At the same time, these things make it more and more difficult for us to work effectively in the political arena. This is a very serious problem because there is no doubt in my mind that the future of our organization depends heavily on our ability to take effective political action on a broad range of issues concerning the maritime industry. The cou.'-se, is that we have to dig in a little deeper, work a Change of address cards on Form 3579 should be sent to Seafarers International Union 11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 40, No. 2 / LOG / September 1978 SlU President Paul Hall, right,confers with U.S. Special Trade Representative Robert Strauss at a luncheon in Washington this month sponsored by the National Maritime Council. Ambassador Strauss, who was the featured speaker, reiterated the Administration's commitment to building and maintaining a strong U.S. merchant marine. In background is Jesse Calhoon, president of National MEBA. Marad and the NMC. which led to their raised and innuendos made precisely at split. Unsubstantiated charges that Marad played an improper role within the NMC were made at hearings held in July by the House Subcommittee on Commerce, Consumer and Monetary Affairs. (See August Log, page 3.) "Some seem to believe that govern­ ment cooperation with business is some­ how unwholesome, that the two should be adversaries. It's as if they were saying that government, a creature of the people, should now turn on its creator in the manner of a latter-day Franken­ stein's monster," Barker said. He also suggested that the attack seemed to be timed to create a road­ block against recent maritime advances. "We find it interesting that for seven years, the constructive relationship between the Maritime Administration and the National Maritime Council was unquestioned -and that questions were the time that the NMC had made im­ portant gains in strengthening the U.S. flag shipping industry and in informing millions of Americans of the vital im­ portance of maintaining a strong merchant fleet." Barker explained that the NMC had "exemplified something wholly unique by providing a forum of communica­ tion and cooperation among manage­ ment, labor and government," at a time of crisis for the U.S. fleet. He said that the organization had achieved an un­ broken record of stable managementlabor relations and a significant increase in the amount of cargo carried by U.S.flag ships. But he stressed that labor and management would "not only continue, but in fact, expand" the NMC's unique efforts to carry these achievements forward. little harder and devote more and more of our resources to the political area. We must also try to continually widen the scope of our political action programs to ensure that American maritime workers benefit from any and all new developments—like ocean mining—in the maritime industry. On top of this, we must be more vigilant than ever in protecting bene­ ficial maritime laws—in particular the Jones Act—that are already on the books. There's just one problem with expanded action in the political area. The more you expand the more it costs. As always, the Union depends totally on this membership's voluntary contributions to SPAD for our political action programs. SIU members have staunchly supported SPAD year after year providing the Union with the tools to work effectively in the political area. However, with the kinds of expanded programs we are becoming in­ volved in, we must also expand our SPAD program if we are to continue to be effective politically over the long term. It's not fair, though, to ask SIU members, who have done their share, to come up with more out-of-pocket donations to SPAD. This is why we es­ tablished a voluntary checkoff program for collecting SPAD a few months ago. I urge all SIU members to support this important new program by signing the checkoff authorization form. Essentially, when you sign this form you are authorizing the Vacation Plan to deduct 30 cents a day for every day you work from your vacation benefit and transfer it to the SPAD fund. Thirty cents a day may not sound like much. But believe me, brothers, if every SIU member supports the checkoff program, it will provide the Union with the kind of funds absolutely necessary for us to continue to be effective in the political area. In the three months that the program has been in effect, many SIU members have signed the authorization. And I'm sure that it will only be a matter of time before all SIU members sign up as well. The sooner this happens, though, the better. Because the SIU's political programs are aimed at one very important goal—the protection of this membership's job security structure by working to continually expand the job market for American seamen. Maintaining job security has never been easy. But because of the new attitudes toward maritime in Congress, it is becoming more and more dif­ ficult every day. We possess the means to meet this new challenge through the SPAD checkoff program. Now it's up to SIU members, as it has always been, to get the job done once again. Our future depends on it. �SlU Wins Landmark Pact for lOT Boatmen Contract Paves Way for Industry Wide Gains for Inland Members SIU Boatmen with Interstate Oil Transport have ratified a landmark contract in the inland industry. About 300 licensed and unlicensed lOT crew members have gained sizeable wage increases as a result of the new contract, plus the highest pension bene­ fits and the most extensive welfare coverage ever negotiated for SIU Boatmen. The new three year contract and bene­ fit plan agreements were ratified on July 1, 1978. They cover all SIU Boatmen in lOPs "green fleet," which is a tug and barge, petroleum and chemical trans­ port operation out of Philadelphia and on the East Coast. But the new benefits also set a pattern for future goals for SIU Boatmen throughout the industry. They not only include significant increases over present benefit payments, but also addi­ tional benefits never before available to Boatmen. Pension Benefits The monthly pension benefit will go up by $100. for eligible lOT Boatmen in two steps over the course of the new con­ tract. Effective January, 1979, the present $340. monthly beneHt will be raised to $390. Beginning June, 1980, it will be further increased to $440. a month. Moreover, lOT Boatmen now can re­ ceive pension benefits at age 55 if they have 7,300 days (20 years) seatime. This is known as the Early Normal Pension and it is a first for Boatmen. It is avail­ able to lOT Boatmen along with the two benefits already provided by the Sea­ farers Pension Plan: • Regular Normal Pension— Seatime: 5,475 days (15 years) Age: 62 • Disability Pension— Seatime: 4,380 days (12 years) Any Age, plus a disability award from the Social Security Administration The $100 increase in the monthly payment applies to all three types of pension benefits. But the Early Normal Pension makes even higher payments possible. These are provided through two addi­ tional benefits which were negotiated for lOT Boatmen: Early Normal Pension Increments and the Special Pension Supplement. Boatmen must fulfill the Early Normal Pension re­ quirements, 7300 days seatime (20 years) at age 55, to be eligible for both of these programs. Under the Increments program, an lOT Boatman can now get an additional $25 on top of his monthly pension bene­ fit for every additional full year (365 days) that he works after he qualifies for an Early Normal Pension (7300 days at age 55). The maximum is seven incre­ ments, which adds up to a monthly pension benefit of $615. The Special Pension Supplement is another opportunity to receive higher benefits. Once an lOT Boatman quali­ fies for an Early Normal Pension, he can gel one additional full year of pension benefits (12 times the monthly benefit payment) in a lump sum payment if he works two more full years (730 days) before he retires. For example, two more years (730 days) employment would add $50 (or two $25 increments) on to the Boat­ man's monthly pension benefit, bring­ ing it up to $490. A full year of benefits at this rate would give him a lump sum bonus (or Special Pension Supplement) of $5,880. Welfare Benefits The welfare benefits offer brand new and greatly expanded coverage for lOT Boatmen and their families. The most important new welfare benefit is a pro­ gram of Major Medical coverage for dependents of Boatmen. This new pro­ gram takes over where the basic Plan leaves off. It pays up tq 80 percent of any charges remaining after the benefits provided by the basic Plan are paid. For example, if a member's depen­ dent receives an $800 surgery bill, and the basic Plan pays $600 of the charges. INDEX Legislative News Carter Signs COS Bill Page 3 Ocean Mining Page 19 Hovercraft Page 4 SIU in Washington .,. Pages 9-10 Union News Seamen's Health Care Page 4 Labor Day Message Page 11 President's Report. Page 2 Headquarters Notes Page 7 LNG Gemini Pages 20-21 Brotherhood in Action ... Page 28 At Sea-Ashore Page 22 SPAD Checkoff Back Page Tug Elizabeth Smith Page 15 Great Lakes'Picture Page 8 Inland Lines .Page 6 SPAD honor roll Pages 38-39 General News National unemployment... Page 6 Cargo Share to Grow Page 12 Alaska Oil Taiwanese Seamen Ship's Digests Dispatcher's Reports: Great Lakes Inland Waters Deep Sea Page 4 Page 14 Page 27 Page 14 Page 28 Page 36 Training and Upgrading 'A' seniority upgrading ... Page 37 Towboat Scholarship Pages 16-17 Piney Point Grads Page 29 Membership News New pensioners Final Departures Delta America Allegiance Rescue Scholarship winner Page 32 Pages 30-31 Page 12 Page 12 Page 22 Special Features Andrew Furuseth Pages 33-35 30 cents a day con buy you job security SEE BACK PAGE then, 80 percent of the remaining $200 (or $160) will be picked up in coverage provided by the new Major Medical program. The families of lOT Boatmen also have additional financial security through a tremendous increase in the death benefit provided for active Boat­ men. The maximum coverage of $5,000 previously provided has jumped to $20,000. The new Death Benefit and the sea­ time requirements for receiving it are as follows: • $5,000—125 days seatime in the previous calendar year, and I day employment in the 6 month period immediately preceding date of death. • $10,000—125 days seatime in each of the 3 consecutive previous calendar years, and 1 day in the six month period immediately preceding date of death. • $12,500—125 days in each of the 4 consecutive previous calendar years, and one day in the previous six months. • $15,000—125 days in each of the 5 consecutive previous calendar years, and 1 day in the previous six months. • $17,500—125 days in each of the 6 consecutive previous calendar years, and 1 day in the previous six months. • $20,000—125 days seatime in each of the 7 consecutive previous calendar years, and 1 day in the six month period immediately preceding date of death. Expanded welfare benefits to the dependents of lOT Boatmen also include the following: • Hospital Extras: The Plan will pay all reasonable charges made by the hospital in addition to room and board for a maximum of 90 days per confinement. This is an increase from 60 days confinement under the old schedule. • Emergency Treatment: The Plan will now cover emergency treatment received in a doctor's office as well as paying for such treatment received in a hospital. • Student Coverage: The Plan will extend dependent benefits to children of Boatmen who are full-time students up to the age of 25. This is an extension from age 19. In addition the optical benefit is increased from $30 to $40 for eye examinations and eyeglasses for both Boatmen and their dependents. Vacation Plan Vacation benefits were also increased for lOT Boatmen through the SIU industry-wide Inland Vacation Plan. It was set up in addition to the company vacation which was in effect before at lOT. Boatmen will now receive both vacation benefits. A series of educational conferences held last Spring for lOT Boatmen paved the way for the success of the new con­ tract and benefit plan negotiations. Groups of Boatmen got together with Union officials at the Harry Lundeberg School for week long discussions of goals for the inland industry. The talks familiarized the Boatmen with many of the new pension, welfare and vacation benefits which they were able to gain for the first time at the bargaining table. These milestone achievements underline the importance of continuing education and communi­ cation between SIU members. And they mark the way for future achievements for the entire inland membership. Carter Signs OCS Bill: Guarantees Job Rights American labor won a major victory this month as President Carter signed the SlU-backed Outer Continental Shelf Lands Act into law. The Act guar­ antees for the first time that the nation's energy resources will be developed along with the rights of American workers. The Act sets regulations for offshore drilling of oil and natural gas on the U.S. Outer Continental Shelf. It protects and promotes jobs for Ameri­ cans in this growing industry through the following provisions: • Any American owned vessel, • drilling rig, platform or other vehicle or structure in use more than a year after the regulations take effect must be manned by U.S. citizens or legal aliens of the U.S. • All vessels and drilling equipment built or rebuilt more than a year after the regulations take effect must be American owned and documented in the U.S. • In the case of offshore equipment owned 50 percent or more by foreign nationals, U.S. manning will be re­ quired to the extent that the foreign nation requires its own citizens to man equipment operating on its own contin­ ental shelf. The OCS Act also includes an important provision to protect the life and health of American workers and the U.S. marine and coastal environment. It requires all offshore equipment to meet U.S. standards for design, construction, alteration and repair. The battle behind the OCS victory started over a year ago in the Senate. The OCS bill passed there made no provisions for protecting American job rights. ^ The House passed its version of the bill in February, 1978. But a House Select Committee on OCS added an amendment, sponsored by Rep. Leo Zeferetti (D-N. Y.), which introduced all of the important provisions for U.S. manning, documentation and safety standards in the offshore industry. The SIU, together with other affil­ iates of the AFL-CIO Maritime Trades Department, carried on a step by step campaign to get these provisions through the House and the Joint HouseSenate Conference on the final bill in July. All of these provisions are now intact in the Act signed by the President on September 18. The "Hire American" provision promises to create as many as 5,000 new jobs for American seamen and other workers aboard support and supply vessels and on the drilling rigs. But the success of the OCS Act is a significant victory for American labor beyond its effect in the offshore industry. At a time when the nation faces its toughest challenge in developing energy resources, it sets a legislative precedent for creating American job opportunities rather than giving them away to multinational profits. September 1978 / LOG / 3 �2a Alaska Hovercraft Experiments Okayed by Senate The U.S. Senate voted this month to approve a temporary Jones Act waiver for Alaska which will allow feasibility experiments on the use of commercial hovercraft in remote areas of the state, inaccessible to other forms of trans­ port, to get under way. The waiver, which still has to be ap­ proved by the House of Representatives before it is binding, will enable Alaska to use foreign-built hovercraft for the study by suspending the provision of the Jones Act mandating the use of Ameri­ can-built vessels in domestic trades. Severe weather conditions and lim­ ited conventional transportation isolate portions of Alaska for much of the year. Hovercraft, which travel on the water's surface powered by propellers and rud­ ders, could be used to ferry passengers and deliver fuel to outlying areas in Alaska and other coastal states. Though hovercraft have been used successfully as ferries and cargo car­ riers in Europe for the last 10 years, they are not built in this country. So the state needs foreign-built vessels to kickoff the study. According to Alaskan Senator led Stevens, "this legislative waiver would apply to the demonstra­ tion project only and apply for no more than five years." Alaska's legislature, which has al­ ready appropriated funds for the hover­ craft project, petitioned Congress for a narrowly interpreted, temporary Jones Act waiver which would last five years. They justified the five-year period as the amount of time necessary, "to obtain technical, environmental, ecological, and economic data ... and to encourage the development of commercial hover­ craft operating and manufacturing int:^rests in Alaska once sufficient data has been obtained." The SIU supports Alaska's hovercraft Hovercraft like this may soon be operating in Alaska on experimental basis. experiment because of the future poten­ tial for jobs in both building and man­ ning the vessels. If the tests on the huge, air-cushion vehicles are successful, they will pave the way for development of a U.S.-based commercial hovercraft in­ dustry. SIU President Paul Hall told Alaska's two U.S. Senators, Ted Stevens and Mike Gravel, of the Union's support, stating; "The main goal of the Seafarers Union is to promote the development of a U.S. hovercraft industry." "Once proven commercially feasible," Hall continued, "we believe hovercraft operations will grow throughout the na­ tion's waterways and ocean coasts." Hovercraft may be the transportation answer for rough stretches of country where roads are poor and rivers and air lanes unnavigable because of brutal weather conditions. Though the sight of these air cushion vehicles is a strange and unfamiliar one in this country, if the Alaska experi­ ments are successful, they will soon be built in American shipyards and man­ ned by American seamen. The Union's support of the hovercraft project is a recognition of another ad­ vance in the maritime industry. And supporting the latest developments in waterborne technology means Seafarers will be ready and able to man the newest vessels afloat as fast as they come out of American^hipyards. USPHS Taking Some Positive Steps in Seamen's Care: But SIU Will Oppose Stricter Standards for Older Men WASHINGTON, D.C.—The first in a series of Seamen's Health Care Initia­ tive meetings geared towards seeking improved health services and medical care for American seamen at U.S. Public Health Service facilities hit an area of conflict which may produce the opposite effect. Recognizing that the medical needs of seafarers are special ones, the U.S. Public Health Service Division of Hos­ pitals and Clinics invited medical direc­ tors and health and welfare program managers from seamen's unions, ship­ ping companies and Federal agencies to the Washington conference last month. But the area of contention, which centered around the issue of a fit for duty standard, divided the conferees along labor/management lines and threatened the outcome of the meeting. Drawing on data they had compiled, the Marine Index Bureau said accidents aboard ship occur more frequently when the average age of the crew is 52.5. The Bureau, the companies present at the meeting, and the Coast Guard are looking to establish requirements for pre-hire physicals for entry level crewmembers. In addition, they want to set physical standards for all ratings aboard ship. Bruno J. Augenti, chairman of the Bureau said, "the establishment of mini­ mum medical standards to be met by all seafarers in order to assure their ability to achieve professional compe­ tence . . . would reduce to a minimum the unnecessary exposure of the less than sound to the rigors of life at sea." Another reason cited by .Augenti for imposing across-the-board medical re­ quirements is to save ship operators money. Setting up health standards, Augenti said, "would assist vessel op­ erators in reversing the trend of con­ tinuing upward spiralling of costs in ship operation." 4 / LOG / September 1978 SIU representatives at the conference, including Tom Cranford, head of Sea­ farers Welfare Plan and Dr. Logue, SIU medical director strongly protested the proposed health exams for older seamen. Dr. Logue said that seamen arc al­ ready required to undergo more physi­ cals than any similar occupational group in the U.S. And he pointed out that an increase in mandatory medical exams would force many skilled seamen out of the industry solely because they are older. Imposition of medical requirements which would have the effect of weeding out older seamen from the workforce would not be in the best interests of either seafarers or the industry itself. The Union will continue to oppose any such move. The conference did, however, yield some positive steps towards improving the health status and care of American seamen. Meeting pai iicipafits discussed recent medical statistics indicating sea­ men are struck by different diseases in different proportions from the rest of the population and agreed that medical programs aimed at the special health needs of seamen are necessary. Unlike the majority of the U.S. popu­ lation, cancer is the number one killer of seamen, followed by heart disease and stroke. And the incidence of alcoholrelated ailments is much higher for those who work aboard ship than for factory or office personnel ashore. The Coast Guard reported on re­ search they've begun on the occupa­ tional health and safety hazards on U.S. merchant ships. Following meetings with the Occupational Safety and Health Administration, the Coast Guard has finally begun to study par­ ticularly dangerous shipboard jobs, like the long-range effects of tank vapors on tankermen. Progress has also been made towards improving on-board emergency care for crewmen. An updated ship's medicine chest booklet, along with shipboard first aid kits containing improved supplies, are in the works and should be on U.S. ships by early next year. Another meeting of the Seamens Health Care Initiative group is sched­ uled for early 1979. At that time, special task forces of government, manage­ ment, and labor representatives will report on any headway they've made on fitness for duty criteria; widening the availability of USPHS services to the offshore oil and gas industry and inland boatmen; improving emergency health care and inter-vessel communications, and, speeding up health care for seamen at the PHS hospitals and clinics. Loud Protests Shelve Plan to Export Alaskan Oil Under pressure from U.S. maritime labor and industry. Congress has shelved a plan by the U.S. oil companies and the Department of Energy to export Alaskan crude oil to Japan. Witness after witness before the House Subcommittee on Investigations echoed maritime labor's position that such exports would threaten the jobs of thousands of Americans and prove detrimental to the national security. Despite the negative impact of the oil export scheme on the U.S. economy, the oil companies continued to advocate it. They initially argued that a shortage of U.S. tankers to move the oil to the lower 48 states made exports necessary. But armed with statistics from a recent government study, Russell F. Stryker of the Maritime Administration proved that there are more than enough U.S.-flag tankers to transport the oil. "The conclusion we have reached," Stryker told the Subcommittee, "is that a greater than adequate supply of U.S.-flag tankers exists and will con­ tinue to exist as tankers on order are delivered." In fact, exporting the Alaskan crude would idle U.S.-flag oil carriers, many of which were built specifically for the Alaskan trade. AFL-CIO Legislative Director Andrew J. Biemiller told the Subcommittee that "Alaskan crude oil exports would force from two to three million tons of U.S. tankers into lay-up with the loss of thousands of jobs for U.S. seamen." Another argument the oil companies used to justify exports is that they are the only way to alleviate the current glut of Alaskan North Slope crude on the U.S. West Coast. The back-up of Alaskan oil on the West Coast is, however, temporary. It will ease as West Coast refineries retrofit and West to East continental pipelines are built. In the meantime, the U.S. merchant marine has the capability to transport the oil to other areas of the country. The MarAd study, along with earlier testimony from SIU representatives and industry spokesmen, showed that the real motive behind the oil companies' export plans was higher profits. When Congress approved construc­ tion of the Trans-Alaska pipeline, they also made a promise to the American people that no oil produced here would be sold outside the U.S. By halting the oil companies export plans. Congress has made good on that promise. �Hall to DOE: Get the Lead Out on LNG Import Projects Warning that the government's footdragging on U.S. LNG programs is threatening America's leadership in that industry, SlU President Paul Hall issued a strong call to the Department of Energy for a rational U.S. policy on LNG. "Because no clear policy exists," Hall told DOE's Economic Regula­ tory Administration, "the entire United States LNG program remains in a state of uncertainty." President Hall charged that the fed­ eral practice of "constantly changing the rules of the game" regarding approval of LNG import and construction proj­ ects was jeopardizing thousands of jobs for American workers. There is a sizeable list of LNG con­ struction and importation projects in the U.S. which cannot get off the ground until the Department of Energy ap­ proves them. Construction of three separate liquefication and gasification plants in Texas, California and New England have been stalled pending the government's okay. These three projects alone would gen­ erate millions of man-hours of employ­ ment for U.S. workers. A contract between two U.S. com­ panies. El Paso and Tenneco, Inc.. and the Algerian government calling for the importation of 700 million cubic feet of natural gas per year for 20 years was very nearly axed when the Administra­ tion allowed the pact's expiration date to pass without approving it. The Algerian government has agreed to go ahead with the deal if the U.S. will give the companies a green light. But the government has continued to stall on the project. In addition to the jobs and revenues U.S. delays on LNG projects are cost­ ing, Hall accused the government of threatening the "unique supplier-user relationship in l.NG" between the U.S. and LNG exporting countries, "Because I.NG exporting countries such as Algeria and Indonesia have made huge expenditures in plants and equipment for processing LNG," Hall said, "they are dependent on export .sales to cover their investments." The U.S. is both a prime market for the. LNG exporting countries and an important supplier of LNG vessels and equipment. Because U.,S. built LNG carriers arc the most modern and sophisticated ves­ sels plying the LNG trade, they are in demand by the exporting countries. Al­ geria is considering to have a sizeable Beet of LNCi tankers built in American shipyards. But if the government stalls on approving exports of U.S.-built LNG ships, Algeria and other countries that require the specialized vessels may have them constructed elsewhere. Badly needed jobs, reliable supplies of an alternative fuel source and rev­ enue for U.S. industries which would help offset the U.S. balance-of-payments deficit are all at stake while the Administration shifts its position on LNG. Hall demanded the government act quickly to protect U.S. interests by "clearly sanctioning present proposals to import liriuefied natural gas,"and by creating a "set of criteria for future 1 NG projects." SlU, New C.G. Chief Meet on Safety, Manning Issues SlU representatives and the new Coast Guard chief of maritime safety met this month to discuss issues vital to the health and safety of working seamen. Chief Admiral H. H. Bell, newly ap­ pointed head of the Office of Merchant Marine Safety, has promised the SlU a "cooperative attitude" from his office in meeting the problems of merchant seamen. Up until Bell's appointment, the SlU has met stiff resistance from the Coast Guard in its efforts to rectify rules and regulations affecting the safety of life at sea or that discriminate against the un­ licensed seaman. Bell recently replaced Rear Admiral William Bcnkcrt as head of Merchant Marine Safety, Bcnkcrt has since been named president of the American Insti­ tute of Merchant Shipping. The SlU had its first meeting with Admiral Bell on Aug. ."^0. Union repre­ sentatives used the opportunity to bring to Bell's attention five issues concerning safety and manning that have long been areas of contention between the SlU and the Coast Guard. The SlU maintained at the meeting that: • The three watch law must be en­ forced on all vessels and for all seamen including Towboat Operators. Here are some very good reasons for upgrading to • Reasonable regulations to allow experienced deep sea sailors to become lovvboat Operators must be worked out. • Legislation should be introduced and pushed by the Coast (iuard to bring all vessels of less than .^00 gross tons under inspection. • Integrated tug barges must be treated the same as any merchant vessel as the law rcc|uires, rellccted in in­ creased manning. • l ovvboat Operators who are han­ dling tugs with oil barges in tow should not be recpiired to perform the tasks of a tankerman as well. separate tankerman must be carried while the tow is underway. In addition to these areas, the SRI pointed out that seamen on many auto­ mated ships must work 4 to 8 hours overtime per day to maintain safe operation ol the vessel. The Idiion saiti that this is excessive overtime. .Ami they maile it clear t hat the ("oast (iuard must increase the complement on these vessels to prcnect the health and safetv ol the crew. •After hearing the I'nion's arguments. Admiral Bell neither accepted nor re­ jected any of them. But he promised his ccvoperation ami gtxnl faith in dealing with the Union on all issues concerning manning and safety. It remains to be seen whether or not the "promise ivf cooperation" will trans­ late into positive results for .American seamen. At the very least, though, the Coast Guard's expressed attitude of good faith is a step in the right direc­ tion toward increased safely on the oceans and inland waters. James A. Farrell, Jr., 77, Dies .James A. Farrell, .Jr., 77, co-founder of Farrell Lines, one of the biggest U.S. flag shipping lines, and chairman of its board of directors, passed away in Norwalk (Conn.) Hospital on Sept. 15. With his brother, .John ,J. Farrell, he founded the American-South African Line in 1926, which became Farrell Lines in 1948. Their grandfather, .John G. Farrell ran ships in the U.S. coastwise trade in the mid-1800s. Their father, .lames A. Farrell, Sr. founded the Isthmian Line and was president of the U.S. Steel Corp. Farrell, a pioneer in welded ship­ building, became chairman of the line's board in I96.T He fostered good labormanagement relations within the com­ pany and believed in responsible trade unionism and management. Last March, the line bought American Ex­ port Lines to beef up their fleet to .19 ships sailing world-wide. Born in Brooklyn, N. Y., he was a Vale graduate and was a commander, U.S. Naval Reserve (Ret.) serving in World War 11. He also held the Naval Order of the United States. Last year he received the Admiral of the Ocean Seas Award (AOTOS). Farrell was a trustee of the United Seamen's Service and Mystic .Seaport. He was a member of the American Bureau of Shipping, Society of Naval Architects and Marine Engineers and the American Merchant Marine Post No. 945. Delta Sud Gets Safety Award Course Starts Nov. 23 To enroU, contaci your SIU Representative or the Harry Lundeberg School. Steward/Cook Edward Vieiar (far left) and AB John Sanfferer (3d left) of the SS Delta Sud {Delta Line) pose for ceremonial photo recently in New Orleans as the ship's master, Capt. W.L. Easter (center) gets congratulatory handshake as he accepts the two-year Jones F. Devlin Safety Award from Capt. E.R."Seamen, the company's marine operations manager. The vessel operated for 773 consecutive days without a single lost-time accident to a crewmember. Others in the photo are (2nd left) Chief Officer James Lea, (far right) 1 st Assistant Engineer William Smith and Chief Engineer Gilbert Krieg. September 1978 / LOG / 5 i �State fransportation Commissioner William Hennessy at Washington, D.C. hearings in August. Henne.ssy carried Gov. Carey's request for federal aid in testimonv before the Senate Subcommittee on Water Resources, which con­ ducted hearings on national water policy last month. Shipping has declined drastically on the Barge Canal and the deteriorated outmoded system could close down completely in ten years, according to a New York State Senate Task Force report. Largely unchanged since it opened in 1900, the canal needs help, from channel dredging to larger locks which can accommodate modern barges. With federal funds, it could provide low cost, energy efficient transportation for large bulk cargoes, such as western coal to the energy-hungry East Coast. Gov. Carey said. Canal improvements would also provide greatly increased Job opportunities for SIU Boatmen and Dredgemen in this area. New Orleans St. Louis Crescent Towing expects three newly remodeled harbor tugs to come out of the shipyard this month. Total crew changes and relief positions on the new fleet additions will add up to about 40 more jobs for SIU Boatmen. I"he rebuilt vessels are the Sandra Sniiih, which will usher ships in and out of Baton Rouge, I.a.; the San l.uis, which will work the New Orleans harbor, and the Jason Smith, which will do both shipdocking and ocean towing. The main lock chamber in I.ock and Dam 26 has been closing down on a daily but intermittent schedule since .September 6. The 600 ft. chamber, located on the Mississippi River at Alton, III., is undergoing repairs and underwater surveys. Legislation to replace the crumbling lock with one twice its size is still stalled in Congress. Norfolk A li Ports Sea-l.and Service. Inc. has chartered a small containership. the SS Rio Haina, from Union Boat .Service, a top to bottom SIU inland company in this port. Seal.and will use the roll-on. roll-off vessel to move 24,000 tons ol cargo between Norlolk and Nassau-Bermuda under a $2 million contract recently awarded Irom the Military Sealift Command. The contract runs through .lime .10. 1979 and includes dry and refrigerated cargo and vehicles. While Congress is still reviewing President Carter's national water policy proposals, there is no question that the nation's waterways must be improved if the inland industry is to remain competitive in the future. This is the conclusion of a recent study prepared for the East-West Gateway Coordinating Council, under contract to the U.S. Maritime Administration. I he study pointed out that riverport facilities must be further developed so that inland operations can compete with railroad and pipeline industries, which are now improving their systems with government funding. Port development could reduce operating costs as much as $500 million, the study calculated, which is one-third of the cost now incurred in inland port operations, it was suggested that the Maritime Administration provide needed funds for port planning. Great Lakes fhe New York State Barge Canal, the 527 mile link between the Lakes and the Uudsmi River, needs federal funds to survive. I his was the message delivered by Jobless Rate Dips to 5.9% in August; But Employment Slowing WA.SHINCTON, D.C. —U.S. unem­ ployment in August dipped to 5.9 per­ cent from 6.2 percent in .July. This is the second time it has fallen below 6 per­ cent this year. Black workers, adult . women who head families, teenagers, and people unemployed less than five weeks found jobs, the Labor Depart­ ment's Bureau of Labor Statistics reported. However, except for June's 5.7 per­ cent, the unemployment rate has remained at a seven-month plateau of 6 to 6.2 percent. "You really ean't describe the August performance as much better than past months," said the U.S. Commerce Department's chief economist Mrs. Courtenay Slater, .lime's jobless decline was seen as a statistical fluke caused by the Labor Department's faulty seasonal adjustment or overcounting the number employed then. A top Carter Adminis­ tration economist observed that the August percentage "is possibly another abberation cf the kind we saw in June." I here were just under 6 million persons unemployed last month, down 225,000 from the July level. But the AFL-CIO says that there are actually 8.5 percent jobless or 8,577,000 unem­ ployed in August as the federation counts so-called "discouraged" workers as unemployed as well as one-half of those who work parttime because they can't find fulltime jobs. Fhe Govern­ ment does not count these jobless and parttimers. One of the bright spots in the August picture on jobs was the relatively sharp drop in black unemployment. Theirjobless rate fell from 12.5 percent to 11.7 percent last month. The rate for black teenagers' skidded downward to 12.4 percent from 17 percent! Unemploy­ ment for white teenagers dipped to 15.6 percent from 16.1 percent. Adult black women, who are head of hou.sehold had their joblessness rate drop from 6.5 per­ cent to 6.1 percent. But the rate for black adult men climbed from July's level of 8.4 percent to 9 percent in August. The rate for white adult men is 4.1 percent. Total employment in August edged up 156,000 jobs to a total of 94,581,000 persons working. The proportion of the population that is employed remained at its July level of 58.6 percent. Coupled with July's 194,000 drop in total employment, the recent figures seem to show that "clearly employment is slowing down," says John Bregger, a Labor Department economist. Economist Slater concurs: "I don't think we're looking at any dramatic growth in employment for the rest of the year." Do You Know How to Make This Work? Ogden Marine Puts 2 Tankers on Order SI U-eontracted Ogden Marine placed orders for two new 42,000 dwt multi-product tankers from its subsid­ iary, Avondale Shipyards, New Orleans with delivery set for 1981. One tanker has already been put under long-term charter. Lhe tankers. 640 feet long. 105 feet wide with a 18 foot draft, will have pumps for each of their tanks so they can carry crude oil and 10 other differ­ ent products simultaneously. Beside having segregated ballast, double bottoms, collision avoidance .systems, inert gas and electronic naviga­ tion equipment, they will be able to transit the Panama Canal. 6 / LOG / September 1S78 NO? Well learn how—it only takes four weeks. That's right. In just four weeks, you can learn basic diesel theory and opera­ tions. This means new job opportunities for you. Where? Aboard the diesel-powered U.S.flag ships under contract with the SIU. YES9 • • Terrific! Then enroll in the eightweek diesel engineering course at HLS. Get yc^r license and get ahead. Every student who took this course has gotten his license. So join the crowd of seafarers who've improved their pay and job security. New Ships • New Jobs For Seafarers With fhe Right Skills • Cef Your Diesel Engineering License of HLS • �Headquarti^rs by SIU Exenilive Vice President Frank Drozak Engine Dept. Upgrading Top Priority If there's one department where shipping technology is changing faster than any other, it's the engine department. Working on today's ships demands advanced skills in all departments. But the specialized range of equipment in a modern engine room presents one of the greatest challenges for today's Seafarer. There's no question that working in the "black gang" isn't what it used to be in the old days. The name still sticks in this new age of maritime technology but the job has changed totally. The old coal stokers on steamships never dreamed that "black gang" members would come to include pumpmen, marine electricians and refrigeration engineers. But even these advanced engine room jobs aren't what they used to be since supertankers, LASH and LNG ships changed the shape of modern shipping. If you've worked in one of these ratings before, your experience may not be extensive enough to handle engine room equipment on new vessels. And as more and more new vessels come out, the demand is increasing for these specialized engine room jobs. The Harry Lundeberg School offers several courses which can bring your rating up to date and guarantee your job security in the engine room. Some are available right now and some are planned for early next year. If you have a QMED endorsement or a rating as pumpman, refrigeration engineer or electrician, I urge you to consider these courses in your future job plans. The Pumproom Maintenance and Operation course starts on October 30 and will prepare you for the latest procedures on new tankers. A special LNG course for rated engine room personnel, as well as a general LNG safety course are offered regularly at the Lundeberg School. These courses will certify you to work on LNG vessels, which hold the promise of a vast number of new job opportunities in the future of this industry. Two additional engine room courses are planned for next year and cover the full range of electrical and refrigeration .systems found aboard modern LASH ships and containerships. These are Marine Electrical Maintenance and Maintenance of Shipboard Refrigeration Systems. Watch for details in the Lo}f. You've come a long way in getting the advanced engine room ratings you hold now. But they won't do you any good if you can't make them pay off in the jobs that lie ahead. And it won't do the Union any good either. The jobs we have now and the ones we are working on for the future arc only as good as the men ready to fill them. For this reason I also want to encourage other members of the engine department to take advantage of the Union's upgrading program. Working your way up the ladder to FOWT, QM ED and advanced ratings will insure a constant flow of qualified manpower in the engine department. This is our goal for all departments. It means that no matter how many vessels come out, the SIU will be ready to man them. Lundeberg School Made Difference for Riverman Walter Cannon "There's little I don't know about the Rivers," Capt. Walter Cannon said, "but I might have had a problem passing my licensing exam if I hadn't studied for it at the Harry Lundeberg School." Capt. Cannon has been a Boatman for 40 years, most of that time sailing as captain on the Mississippi River and Gulf Intracoastal Waterway out of New Orleans. But he never needed an operator's license until September, 1973 when the Towing Vessel Licensing Act went into effect. It requires a licensed operator for every uninspected towing vessel over 26 feet in U.S. waters. And it meant that Boatmen like Cannon had to pass the written Coast Guard licensing exam to keep their jobs. Cannon's company. Gulf Canal Lines, encouraged him to go to Piney Point to look into the Towboat Op­ erator's course. "I went up to see what was going on and have a vacation at the same time. Once I was there, 1 liked it and entered the program." Cannon started the course in May, 1973 and the next month passed the licensing exams in three different areas—Inland Waterways, Western Rivers and Oceans—200 miles. He needed the first two to keep working on his present run for Gulf Canal Lines. And the third license gives him the option to take a job on an ocean tug. "1 don't have the biggest education in the world,"he remarked.'Tve been going to sea too long for that. But the course helped me to prepare for just what was required on the written tests." Cannon also had high praise for the facilities at the Lundeberg School. "I've been all over the U.S. in my mobile home and Piney Point has some of the nicest country I've seen. You couldn't find a more beautiful place to spend some time—and learn something be­ sides." Capt. Walter Cannon New Deep Sea Death Benefit Provides Security for Your Families No one looks forward to the day when you pass on to "Fiddlers Green", that place where all good seamen go when the running lights are turned out for good. But Seafarers can now take some comfort in knowing that, in the event of death, their families will be taken care of over the years—thanks to the new graduated Death Benefit for active Seafarers. It used to be, in the "old days", that the end of a seafaring breadwinner usually meant the beginning of a struggle to make ends meet for his family. It has been a long, hard haul to improve upon that situation. But the benefits that seamen earlier in this century never would have dreamed of, have changed all that. We were saddened to learn of the passing of veteran Seafarer Cayetano Sapatiro on July 25 at the age of 67. There is little consolation in his death, and he leaves a void that can't be filled. Yet it's good to know, at least, that he had enough seatime so that his family will be provided for in the years to come. Brother Sapatiro sailed for 34 years. At the time of his death (he had not yet retired), he had accumulated at least 125 days seatime in each of the previous 7 consecutive calendar years, plus at least 1 day in the six month period preceding his death. This qualifies his family for a $20,000 Death Benefit. In addition to this his widow, Elizabeth, is entitled to a Survivors Pension because her husband was eligible to retire when he died. She will receive a check each month from the Seafarers Pension Plan as a result. Seafarers need only look at the new Death Benefit to see that we have come a long way since the "old days". The complete graduated Death Benefit schedule for active Seafarers is as follows: The new Death Benefit Schedule is applicable to active Seafarers only. The Death Benefit for retired deep sea mem­ bers remains at $5,000. Overseas Anchorage Committee • $5,000—125 days seatime in the previous calendar year, and 1 day employment in the 6 month period immediately preceding date of death. • $10,000—125 days seatime in each of the 3 consecutive previous calendar years, and 1 day in the six month period immediately preceding date of death. • $12,500—125 days in each of the 4 consecutive previous calendar years, and one day in the previous six months. • $15,000—125 days in each of the 5 consecutive previous calendar years, and 1 day in the previous six months. • $17,500—125 days in each of the 6 consecutive previous calendar years, and 1 day in the previous six months. • $20,000—125 days seatime in each of the 7 consecutive previous calendar years, and 1 day in the six month period immediately preceding date of death. Recertified Bosun Jack Nelson (2nd left) ship's chairman of the ST Overseas Anchorage (Maritime Overseas) is with the Ship's Committee at a payoff of (I. to r.) Deck Delegate Allan E. Lewis Sr., Chief Steward Charles Ussin, secretaryreporter; Steward Delegate Lucian Mclnham andEngine Delegate Ed Smith. The tanker paid off on Aug. 12 in Stapleton Anchorage, S.I., N.Y. September 1978 / LOG / 7 ^• �The Lakes Picture DETROIT The Army torps of Engineers is studying the feasibility of expanding the connecting channels and harbors on the Great Lakes to accommodate the largest ships plying those waters. The $4.1 million study will examine the possibility of dredging channels from Duluth to Montreal from their current depth of 27 feet to 32 feet. Deepening the channels will allow passage by fully-loaded thousand footers. Also under study is the cost of building a larger lock at the Soo Locks in Sault Ste. Marie, where Lakes Huron and Superior are connected. Targeted comple­ tion date of the study is 1984. The SlU-contracted Belle River (American Steamship Co.) moved the largest cargo of coal ever carried on the Lakes in July. The Belle River hauled a record 66,654 tons of coal from Superior, Wise, to St. Clair, Mich. BUFFALO ULEVELAIVD Tlie A// V Buffalo, which was christened last month, was returned to the ship­ yard for two weeks to iron out some minor problems. The brand-new Buffalo is the latest addition to American Steamship Co.'s fleet of general cargo carriers. When her SIU crew is recalled, the Buffalo is expected to begin moving ore pellets, taconite and coal from the Upper to the Lower Lakes. Plans for construction of an ore dock in Cleveland hit a snag last month when the city's mayor, Dennis J. Kucinich, vetoed the lease of city-owned Dock 24 to the Cleveland-Cuyahoga County Port Authority. Dock 24 is at the east end of the proposed ore facility site. The Cleveland city council is expected to override the veto. ALOOAAU ST. i^WREIVUE SEAWAY Most contract negotiations with SlU-contracted Great Lakes companies have been completed. The only exceptions are new contracts with the Bob Lo Company, which operates two passenger ships, the Columbia, and the St. Claire, between Detroit and Bob Lo Island. Talks between Union reps and the company are progressing with additional fringe benefits for Bob Lo's 52 unlicen.sed employees the last issue to be negotiated. Contract talks with the newly-organized Champion Auto Ferries, Inc. in Michigan are still under way. The Union is working for an agreement which will provide wage, holiday and overtime increases and better fringes for the 15 deckhands and pilots at Champion. When negotiations with these companies and the Michigan Interstate Railway Co., which operates the car ferry Viking, are concluded, "that will wrap up everything on the Lakes for the next few years," Algonac Port Agent Jack Bluitt said. The St. Lawrence Seaway Development Corp. and the St. Lawrence Seaway Authority, which administer the waterway for the U.S. and Canada respectively, have announced this season's closingdates. Upbound oceangoing vessels will not be allowed through the Welland Canal after Dec. 6. The Montreal-Lake Ontario section of the Seaway will close Dec. 15, and ships transiting the section after that date will have to pay a late fine of $20,000 per day, up to a maximum of $80,000. Officials hope to have the Seaway cleared by the closing dates to prevent a repeat of last year's late season rush. The 1977 closing came 13 days after the deadline, the latest in Seaway history. Algonac Agent Jack Bluitt will go to Washington, D.C. sometime this month to testify before the Subcommittee on Coast Guard and Navigation of the House Committee on Merchant Marine and Fisheries. The Subcommittee, chaired by Rep. Mario Biaggi (D/C-N.Y.), is investigating ways of preventing disasters like the sinking of the Edmund Fitzgerald, which went down in Lake Superior in 1975. UHIUAI^O Litton Great Lakes Corp.'s ore carrier, the Presque Isle, blew her engine bearings and will be in the shipyard for two to three weeks for repairs. Notice to Members On Shipping Procedure When throwing in for work dur­ ing a job call at any SIU Hiring Hall, members must produce the following: • membership certificate • registration card- ULEAIV WATERS A recent study by the Environmental Protection Agency of pollution in Lake Michigan yielded some good news and some bad news. The good news, according to the EPA, is that recent legislation which banned dumping certain percentages of laundry detergents containing phosphates and the insecticide DDT have improved the Lake's water quality. Conditions at nearshore areas and public beaches have improved, and taste and odor problems in drinking water from the Lake are better. ^ And now for the bad news. "The open waters of Lake'Michigan are still slowly deteriorating," the report said. Levels of PCBs and other contaminants in fish from the Lake are still high and concentrations of chloride are higher than ever before. The study warned that, though long-term effects of high chloride levels are not known, "there is the possibility that future increases in chloride levels may lead to fundamental, irreversible, changes in the Lake's natural biological systems." Want To Broaden Your Horizons? • clinic card • seaman's papers • valid, up-to-date passport In addition, when assigning a job the dispatcher will comply with the following Section 5, Sub­ section 7 of the SIU Shipping Rules: Within each class of seniority rating in every Department, prior­ ity for entry rating jobs shall be given to all seamen who possess Lifeboatman endorsement by the United States Coast Guard. The Seafarers Appeals Board may waive the preceding sentence when, In the sole judgment of the Board, undue hardship will result or extenuating circumstances war­ rant such waiver." Also, all entry rated members must show their last six months discharges. Further, the Seafarers Appeals Board has ruled that **C classifica­ tion seamen may only register and sail as entry ratings in only one department." 8 / LOG / September 1978 Upgrade at HLS! •- . These Courses Starting Soon: LNG—November 13 FOWT—November 23 Pumproom Maintenance and Operation—October 30 Welding—November 13, 27 Able Seaman—November 13 TowboatOperatordnland/Oceans)—November 13 Chief Steward—November 13 Chief Cook—November 13, 27 Cook and Baker—November 13, 27 Assistant Cook—Upon Request Lifeboat—November 9,24 Tankerman—November 9, 24 �III into Seafarers International Union of North America, AFL-CIO House Passes Tanker Safety Bill The House of Representatives this month passed a bill which amends the Ports and Waterways Safety Act of 1972, requiring stricter safety standards to protect the maritime environment. The Senate had passed a similar bill early last year. Commenting on the passage of the House bill, Congressman Mario Biaggi (D-NY), chairman of the House Subcommittee on Coast Guard and Navigation, said: "It is my opinion that this bill meets the President's overall objectives contained in his March 17, 1977 message to Congress when he appointed a number of measures designed to reduce the risks associated with the marine transportation of oil." Senate Committee OK's Ocean Mining 1 , The Senate Committee on Foreign Relations late la^t month gave their approval of the Ocean Mining bill, setting the stage for a vote by the full Senate later this month. Similar legislation has already been voted by the House of Representatives, and has been favorably reported by the Senate Energy Committee and the Senate Commerce Committee. During the mark-up on the bill, the Foreign Relations Committee voted to require that the mining and processing vessels used in ocean mining under the provisions of the bill will have to be built and documented in the U.S., and that at least one ore carrier for each mining site will have to be a U.S.-flag vessel. These are the same requirements which were adopted by the Senate Commerce Committee. SEPTEMBER 1978 Legislative, Administrative and Regulatory Happenings Carter Signs OCS Energy Legislation President Carter on Sept. 18 signed the Outer Continental Shelf Lands Act of 1978, bringing to a successful conclusion the SIU's long fight to make sure that the job rights of American workers will be protected, and that American safety standards will be enforced. The bill is being hailed as a major triumph for American labor. Here are the major provisions of the bill: • Any vessel, drilling rig, platform or other vehicle or structure in use more than a year after the regulations take effect must be manned by citizens of the United States.... • All vessels and drilling equipment built or rebuilt more than a year after the regulations become effective must be American owned. • All equipment engaged in OCS activi­ ties must comply with design, construction, alteration and repair standards established by the Secretary of the Interior or the Secretary of Commerce. This provision will strengthen safeguards against oil spills, and will better protect the life and health of American workers. SIU Seniority Upgraders Get First-Hand Look At Washington Politics Twelve more SIU "A" Seniority Upgrad­ ers were in Washington earlier this month to get a first-hand look at the SIU's political and legislative operations in the nation's capital. During their tour, the upgraders visited the AFL-CIO Maritime Trades Dept., and Transportation Institute. The SIU members attending the educa­ tional visit to Washington this month were Franklyn Cordro, Kurt Kleinschmidt, Howard Kling, Charles Minix, Marshall Novack, George Pino, Frederick Stack. August in Tellez, Donald Dokulil, Samuel Baugh, John Schoenstein and Barry h'rn is. They were accompanied on the trip by Piney Point Port Agent Pat Pillsworth. On the Agenda in Congress... The 95th Congress is now moving into its final weeks. Both the House and the Senate are tentatively scheduled to adjourn Oct. 14. As this session of Congress winds down, a number of maritime-related bills are still awaiting final action. At the top of the SIU's legislative priorities list is the Deep Seabed Ocean Mining Bill. The bill which would generate thousands of jobs for American workers has been overwhelmingly approved on the floor of the House, has cleared three Senate committees, and is now awaiting floor action in the Senate. Another of the SIU's top priority legislative targets—the Outer Continental Shelf bill—was signed this month by President Carter. AGRICULTURE—CARGO PREFER­ ENCE. The Senate earlier this month passed an agriculture foreign sales bill which specifically cuts out any preference for U.S.flag ships in carrying the exported agricul­ ture products. In the House, two bills similar to the Senate version are now waiting action by the Rules Committee. The bills are designed to strengthen the U.S. economy through the sales abroad of American agricultural products. What the bills do is to authorize an "intermediate" term credit program for underdeveloped nations through the Commodity Credit Corporation. Under provisions of the Senate bill, credit would be advanced to importing nations on terms of three to ten years to enable these nations to become long-term importers of U.S. agricultural products. What the Senate bills—and the two proposed bills in the House—fail to do is to provide the same encouragement and incentives for using U.S.-flag ships as is being provided to the U.S. farming industry. In Committee The Merchant Marine and Fisheries Committee has reported several bills which the House is expected to vote on later this month. NA VY-MARITIME ADVISORY BOARD. This bill, H.R. 11861, would require the Secretary of Commerce and the Secretary of the Navy to meet at least four times a year with representatives of the U.S. liner operators, U.S.-flag tanker and bulk fleet operators, and the shipbuilding industry. The bill would also require them to submit a "comprehensive" annual report to the President. GREAT LAKES VESSELS. This bill, H.R. 11658, would amend the Merchant Marine Act of 1936 to allow Great Lakes vessels to take full advantage of the vessel mortgage guarantee provisions of thd-law. The bill would reduce the speed requirement for Great Lakes vessels from 14 knots to ten knots, and would qualify these vessels for the full 871/2 percent financing. Hearings Two hearings are scheduled in the House later this month which we will be watching. WRECK OF THE EDMUND FITZ­ GERALD. The Coast Guard Subcommittee of the House Merchant Marine and Fisheries Committee will hold a hearing on the sinking of the ore carrier Edmund Fitzgerald on Lake Superior in November 1975. The hearing will look into a number of safety standards covering Great Lakes vessels. Including requirements for water­ tight compartments. The Fitzgerald plunged to the bottom in a severe storm without time to send any distress call. There were no survivors. VESSEL SANITATION. The House Merchant Marine and Fisheries Committee will conduct a series of hearings this month on the operation and maintenance of the U.S. Public Health Service hospital system with special regard to vessel sanitation and inspection standards. September 1978 / LOG / 9 •^1 4 �'m Maritime Industiy News 33)c 5tU in ^Uosljington Senate Votes Bill To Give U.S. Shipping 'An Even Break' The Senate Commerce Committee this month voted unanimously to report to the Senate the Ocean Shipping Act of 1978—a bill that Commerce Committee Chairman Senator Howard Cannon (D-Nev.) de­ scribed as "an attempt to give American business an even break." The bill—which was passed by the House earlier this year—would prevent Soviet ocean carriers from operating as cross traders in the, U.S. trade from the U.S. mainland with rates or charges that are below rates which are just and reasonable. The bill would alter the power of the Federal Maritime Commission to suspend rate increases or decreases if they are within the range of five percent. Senator Cannon stressed that the bill "will expedite the decision-making process in regulating domestic offshore trade, and the shipping public will receive the benefit of prompt adjudication." Senator Daniel K. Inouye (D-Hawaii) agreed with Senator Cannon that it is about time we aided U.S. business. He said: "For Hail to Head Panel At Transport Forum SIU President Paul Hall will head up a blue chip panel of maritime leaders next month at the 33rd Annual Transportation and Logistics Forum of the National Defense Transportation Association. The panel, working under the title "Waves of Change in International Shipping" will concentrate on exploring the threat of the growing Russian merchant marine to Political Action & Job Security SW Legislative and Political Activities Director Dave Dolgen briefs SIU "A" Seniority Upgraders at the AFL-CIO Maritime Trades Department during the group's educational visit to Washington earlier this month. Dolgen and other members of the SIU's legislative team explained the SIU's operation in Washing­ ton, and discussed the various bills which affect the jobs and job security of American seamen and other workers. It was an opportunity for the future full-book members of the SIU to see, and ask questions, and learn just how important political action is in preserving and upgrading job opportunities for American seafarers. National Maritime Council Warns of Soviet Intention ToControl World Sealanes The National Maritime Council this month warned that it is up to the Americanflag shipping industry to block Russia's "clear intention to control the sealanes of the world." At a recent meeting of the maritime group, NMC Chairman James R. Barker SPAD is thr SIU's poliliail land and our political arm in WasliinKloii, D.C. The SIU asks lor and accepts voluntary coatfibatlons only. The Union uses the money donated to SPAO to support the election campaigns of legislators who have shown a pro-maritime or pro-labor record. SPAD enables the SIU to work effectively on the vital martlimr issues in the Congress. These are issues that have a direct impact on the )obs and job security of all SIU memSeri, deep-sea, inland, and Lakes. The SIU urges its mcmbets to continue their fine record of support for SPAD. A member can contribute to the SPAD fund as he or she sees fit. or make no contribution at all wHhout fear of reprisal. A copy of the SPAD report is filed wHh the Federal Elec­ tion Commi"ion. It Is available for purchase from the FEC in Washinglon, D.C. 10/ LOG/September 1978 too long we have been nit-pickers finding every conceivable excuse to make it difficult for U.S. shippers to do business. The least we can do is make it possible for our front line groups to compete successfully with other front line groups." said the organization is planning "a massive effort to force the Soviet merchant marine to halt its predatory rate-slashing practices." The National Maritime Council—which represents labor and management, and is the leading spokesman for U.S.-flag shippers— is presently seeking the cooperation of other "traditional" maritime nations, and has also begun a program to alert the American public to the growing threat of Soviet dominance on the sealanes of the world. The NMC spokesman said that the Russians have more ocean-going vessels than any other national flag fleet in the world. He,warned: "The Soviets use their merchant fleet not only to transport arms and supplies to their client nations to foment unrest and revolution, but to capture trade from traditional maritime fleets through uncon­ scionably unfair trading practices." American and world shipping. Along with Hall on the panel will be Rep. John Murphy, chairman of the House Merchant Marine and Fisheries Committee; Rear Adm. William Myers, deputy chief of Operations, U.S. Atlantic Fleet, and Vincent Hirsch, president of the U.S. Navy League. Details on this happening will be carried in the October I.og. U.S. Flag Fleet Climbs to Record 21.3 Million Tons According to the U.S. Maritime Admin­ istration, the privately-owned deep-draft fleet of the U.S. merchant marine totaled 750 vessels on Aug. 1, rising to a record 21.3 million deadweight tons. Compared to one year ago, the U.S. fleet increased by four ships and its total capacity increased by 2 million deadweight tons. The tonnage gain reflects the larger size of the new additions to the U.S. fleet, and the comparatively smaller sizes of the older vessels which were scrapped or sold. The new MarAd report also showed that as of Aug. 1, 1978, 53 merchant ships, totaling nearly 4.2 million tons, were under construction or on order in American shipyards. The new bottoms include 14 tankers, 14 liquefied natural gas (LNG) carriers, 10 intermodal carriers, nine dry-bulk vessels, three cargo breakbulk ships, and three special type vessels. Maritime Seminar To View Problems On Cargo Movements A seminar sponsored by a number of West Coast maritime trade groups will take place in Oakland, Calif. Oct. 25-26. The two-day dialogue will focus on U.S. maritime policy, and the practical problems in international cargo movement. Keynote speakers will include Congress­ man Robert L. Leggett(D-Calif.), a member of the House Committee on Merchant Marine and Fisheries, and a strong sup­ porter of the U.S. merchant marine; and Charles 1. Hiltzheimer, chairman of the board of Sea-Land Services Inc. Among the panelists who will be viewing "Necessary Changes in National Shipping Policy" are Richard Daschbach, chairman of the Federal MaritimeCommission, Ernest Corrado, chief counsel of the House Committee on Merchant Marine and Fisheries, and Richard K. Bank, director of the Committee of Maritime Affairs, U.S. State Department. �HALL; LABOR'S GOAL IS FULL EMPLOYMENT Soys Gov't Policy Makers Treat Unemployment as Statistic Only Acting in his capacity as Senior Vice President of the AFL-CIO and chairman of the AFL-CIO Eco­ nomic Policy Committee, SIU President Paul Hall reaffirmed the labor movement's commitment to full employment for A merica's work force in a nationwide radio broad­ cast on Labor Day. Following is a complete text of President Hall's broadcast, which was aired to millions of homes over the Mutual Radio Network. I! abor Day is a uniquely Amerij can holiday—a day of leisure, set aside to honor those men and women who work for a living— those men and women whose labor has built this great nation. It seems to me, however, that it would be callous and cruel on this particular holiday to forget or ignore those who can't labor—the men and women who are unem­ ployed or forced to work only parttime through no fault of their SIU President own. victims of their manipulation. I am not thinking of those with Too few economic policy makers physical handicaps — although —past and present—understand the theirs is a very real problem that the stark personal tragedy that unem­ trade union movement is addressing ployment causes in the home of a on a daily basis. worker whose sole income is derived Nor am I thinking of those from labor. discriminated against because of The American labor movement— their color, their sex, their age, their and. I say this with both pride and race. Theirs, too, is a serious candor—has not forgotten. We are problem now being met—although not blind to the truth. And that is loo slowly—by federal laws the why, on this Labor Day, we are trade union movement helped pass. rededicating ourselves to a continu­ No, I'm thinking of the victims of ing, unrelenting fight for a full misguided economic policies of past employment economy. administrations in Washington that created more unemployment— I wish I could report to you the policies that have still not been progress made in meeting the completely reversed and that must unemployment problem during the be reversed—policies that hurt not last 18 months means that America only millions of individual Ameri­ is well on its way to solving this cans but the entire economic struc­ fundamental problem. ture of the United States, and, thus, I can't. The truth is that the job hurt each and everyone of us. situation is still grim. More than On Labor Day, especially, it is eight million workers are today important that we all remember how without jobs and income. The far America is from being a healthy, current unemployment rate is still growing, full-employment economy. higher than in any non-recession Why? Because jobs are the main period. source of income for workers and The prospects are that the situa­ their families—the main sustenance tion will grow worse. of the American economic system. For employed workers, the prob­ This simple, basic fact is too often lem, while less severe, is still tough. ignored by those who make eco­ Inflation continues to shrink the nomic policy. It's too easy for them buying power of their paychecks. to forget that economic policy After paying their taxes—and there should be—and can be—designed to are no "tax shelters" for workers— improve human welfare and en­ their paychecks in June bought 2.3 hance human dignity. percent less than they did 12 months Too many economic policy mak­ earlier. And there is no end in sight to the ers—past and present—consider their primary goal to be increased problems of inflation. Supply short­ profit for those who already have ages, idle productive capacity, high interest rates, the actions of foreign much and greedily seek more. Too many economic policy mak­ oil-producing countries, the declin­ ers— past and present—view mass ing value of the dollar—all these unemployment only as a statistic to mean inflation will grow worse. Over the past year, consumer be manipulated up or down for political reasons—not people with prices have risen 7.4 percent—the fastest rate of increase since 1975. families, hopes and dreams. Too few economic policy makers During the first half of this year, —past and present—look behind prices rose at an annual rate of better the statistics at the men and women .than 10 percent. Food prices, interest rates, medi—and children too—who are the Paul Hall cal care costs, gas and electricity rates—all these led the inflation parade. But the greatest threat is the policy of the Federal Reserve Board—a policy that is choking off economic growth by steadily in­ creasing interest rates. Increased interest rates make a few bankers happy, of course. But they add to the costs all the rest of us have to pay for everything we buy and to the taxes we must pay. They add no value to any product or service. They threaten disaster for the housing industry, severe problems for small business and local governments. And they add to the danger of a general recession. I suppose some of you may ask, "Do not wage increases, negotiated under union contracts, cause infla­ tion?" That's a fair question and the honest answer is that the major price increases of 1978 were not caused by wage increases. The facts prove they were due to the specific shortages of necessary goods, Fed­ eral Reserve Board actions and profiteering. Generally, wage in­ creases have been less than the increase in consumer prices. The principal economic fact determining the wage increases unions must seek in collective bargaining is prices. Workers and their unions seek wage increases to meet price increases that have already taken place. Like all Ameri­ cans we do not Vv'ant to reduce our standard of living—to do that, we must-catch up and stay even. Wage increases did not start the inflation cycle, the cost-of-living clauses in union contracts only partially recover already imposed price increases. So the lower the price increases, the lower the resulting wage in­ creases will be. That is why it is so important that the Administration succeed in convincing American business and the banking commun­ ity to hold the line on prices and interest rates. Inflation pressures are aggravated by devaluation of the dollar in international financial markets—a matter of serious concern to the President. He has correctly pointed out that devaluation means imports are becoming more expensive, the prices of U.S.-made goods that contain imported parts or raw materials are going up, the export of items in short supply in the United States is increased—and inflation is compounded. Despite all these well-known facts, the Federal Reserve Board has returned to the policies of tight money and high interest rates. These policies have never worked in the past and they threaten the Presi­ dent's anti-inflation efforts. We in the AFL-CIO, who have examined these policies and their conse­ quences closely, believe that there must be an immediate reduction in interest rates, particularly for home mortgages, and that the government must control and allocate credit to socially necessary investments. Of course, unemployment itself is inflationary. Idle workers are not producing goods and services. And necessary programs to provide help to the unemployed must be paid for by the taxpayers. Increased production, brought about by higher employment levels, would reduce unit costs and the wasteful costs of idle plant and equipment, and thus reduce infla­ tion. In order to further reduce unem­ ployment, the nation needs a tax cut for low and middle-income tax­ payers and special employment programs such as CETA, public works and special youth programs —targeted to the areas of greatest need. The last thing America needs is a tax cut like that recently passed by the House of Representatives. The press has called it "tax relief for middle-income America." ' That's not true. Two-thirds of the tax relief would go to business and the very wealthy. The families of working Americans—the 88 percent with annual incomes of $30,000 or less—would get only token relief. And two million taxpayers—those with families earning $15,000 or less—would pay more in taxes. So, on Labor Day 1978, the situation is grim; the problems facing us all are growing; the healthy, growing, full employment economy America must have is still a long way off. But we in the labor movement do not despair. We continue to have faith in the American political and economic system because we have faith in the American people. We are confident that their common sense will triumph and that we can achieve the kind of economy that will put America back to work and keep it there. And, on behalf the AFL-CIO, I pledge to you that we will never cease fighting until we have achieved that goal. September 1978 /. LOG / 11 �An Eye Opening Trip for Delta America Crew Stewart Bishop, sailing ordinary sea­ man, used his spare time while in port in South America to buy up some of the local wares. After completing a run from the West Coast to Central and South America— her first as an SlU-contracted ship—the Delta America (formerly the Prudential Seqjet) arrived in New York earlier this month with a mixed cargo that included $13 million worth of Colombian coffee. Along with the green beans, which one Seafarer wryly described as, "worth more than oil", were brazil nuts, sacks of cocoa, zinc ingots, and copper. The Delta America's cargo on the outbound trip included grain, newsprint from the Northwest, asbestos, and cherries. Delta Steamship Co. purchased 13 Prudential Lines ships earlier this summer. In addition to the Delta America and another Seajet class, the Delta Chile (formerly the Oceanjet), seven other cargo ships plus four passenger/cargo ships, were included in the transaction. Built in 1966 at Bethlehem Steel's Sparrows Point Yard in Maryland, the 544 foot long Delta America boasts The Delta America pulled into New York with a cargo of coffee worth $13 million. individualized, air-conditioned fo'c'sles. Her run to South America, which included stopovers in Colombia, Ecua­ dor, and Peru, was an added benefit for the crew. Crewmembers took advantage of the various ports of call to get in some good souvenir hunting and sightseeing. Ordinary Seaman Stewart Bishop, 23, a 1974 graduate of the Harry Lundeberg School, said that the most difficult part of the voyage was, "budgeting my money." His purchases included an Alpaca sweater from Peru, and a hat similar to those made by Inca' Indians many hundreds of years ago—and still worn in Peru today. Other crewmembers couldn't resist Seafarer N. Richardson of the Delta America's steward department will have a new motif for his home with his purchases in South America, the temptation to buy wool blankets, llama skin rugs, and other local wares. Many Seafarers, including AB Jason Parker, 26, a 1970 graduate of the Harry Lundeberg School, wisely stocked up on that increasingly precious commod­ ity—coffee—while in Colombia. Parker had a chance to go on a tour of an old church while in Lima, Peru. Much to his surprise he was shown in the basement of the church bin after bin filled with . . . human bones. Just another eye-opening experience in the life of a merchant seaman. In spite of the necessary moderniza­ tion of the merchant marine, often resulting in quicker ship turnarounds, there are still plenty of opportunities for "seeing the world" open to Seafarers. The new Delta ships, as the enthusiastic reports of SIU members on the Delta America have shown, should continue to satisfy some of the age-old expecta­ tions of those who choose to go to sea in the 1970's and beyond. Allegiance Cited For Rescue of 5 In Storm at Sea The SlU-manned ST AUcf^iancc and her crew were cited last month for the rescue of five persons off a founder­ ing sailboat in a storm near the Boston Pilot Station. The 35,()()() dvvt tanker and crew were awarded a merit citation by the Ameri­ can Institute of Merchant .Shipping (AIMS) and the National Safety Council. AIMS President James J. Reynolds made the presentation for "highly meritorious service" aboard the Allegi­ ance to Capt. R. Bridgeo. The award is given for rescues and for safety training and seamanship feats which save lives and vessels in distress. An official account of the rescue said that: "On Oct. 9, 1977, at 2:30 p.m., the Allegiance was about 8 miles off Boston Pilot Station and scheduled to arrive at 3 p.m. It was raining and blowing a gale from the southeast. Visibility was about 2 miles. The seas were 10 feet and the decks awash. "At this time, a sloop-rigged sailboat about 30 feet long was observed by Capt. Bridgeo. It was disabled without engine power and radio. The mast was broken and sails were in the water." The captain recounted; "When we got close to the sloop the people on board waved their arms and Hashed a light indicating they needed assistance. 1 turned around and hove to as soon as possible and then notified the Point Allerton-Hull Coast Guard of their plight. An hour later 1 was able, after two attempts, to put my 630-foot ship alongside without damaging the sloop. "There were five people aboard and they were taken on board \ \\c Allegiance by pilot ladder. At 5:15 p.m., the Coast Guard cutter arrived and half an hour later left for Point Allerton with a Coast Guard seaman and one of the owner's party aboard the sloop in tow. The remaining four passengers were taken to Boston Harbor Anchorage on the Allegiance and left on the shore leave launch happy and thankful for the assistance we had given them." Ihe official presentation continued: "The excellent ship handling and sea­ manship displayed by Capt. Bridgeo and his crew played a major role in this successful action. Tricky maneuvering was required because of the different sizes of the two vessels involved and the handicap of stormy weather." U.S. Fleet's Cargo Share to Grow: But Jobs For Seamen? Where will the U.S. Merchant Marine be at in the year 2000? The Maritime Administration put that question to a Massachusetts con­ sulting firm. Temple, Barker, and Sloan, a while back. The results, which at fitst glance seem to paint a rosy picture, were recently released by MARAD. The report, entitled "Merchant Fleet Forecast of Vessels in U.S.-Foreign Trades", predicts that there will be a 75 percent increase in the size of the U.S. merchant fleet by the year 2000. This could mean 200 additional ships over the present number, and a 108 pe'c>'ni increase in deadweight tonnage. And, whereas U.S.-Hag ships now haul a 12 / LOG / September 1978 pathetic 5 percent of its own waterborne trade, this will increase to 11.7 percent over the next 25 years. Unfortunately, when you consider the future increases in ship size, and the introduction of continually more mod­ ern and efficient equipmcr.i which cut down manning requirements, the "gains" revealed in the MARAD report may not mean all that much in terms of jobs for seamen. By way of comparison to the U.S. fleet, the British, French, and Nor­ wegian merchant marines now haul more than 30 percent of their own ocean-borne commerce. Japan carries more than 40 percent; West Germany,, 20 percent; and the Soviet Union- realizing the importance of a strong merchant marine -more than 50.per­ cent. The 50 percent mark is also the goal of the SIU for the U.S. Merchant Marine. The Union will be working hard in the years to come to achieve this goal which we consider not only realistic, but vital. According to the Marad report, we can expect to see a large increase in the number of liquid natural gas (LNG) ships and containerships by the year 20()0. Not only will there be more of these modern ships, they will also be bigger. The size of LNG ships, the report forecasts, v^ill increase by 133 percent over that time period. As opposed to increased numbers of these ships, there will be a 60 percent decrease in the number of more conventional general cargo ships. In the oil tanker category, there will be a 15 percent decrease in the number of U.S. foreign trade tankers, wh-'.- the average capacity of tankers will double. So more oil will be carried, but by fewer ships-and by fewer men. That is, if the report is correct in its projections. The U.S. must haul more of a lion's share of its own cargo by the year 2000. The SIU doesn't consider 11.7 percent to be a lion's share. Far from it. In fact, it really doesn't even come clo.se to being adequate in terms of real merchant mar­ ine strength or security for U.S. sea­ farers. �PL-480 More Than a Number to U.S. Merchant Fleet What does the launching of the world's first atomic-powered sub­ marine, the Nautilus, and the merger of the AFL with the CIO have in common with the New York Giant's win over the Cleveland Indians in the World Series? The answer is the year 1954. Legislatively, 1954 was also a big year for the United States Merchant Marine. Without the passage in that year of Agricultural Trade Development and Assistance Act,- better known as Public Law (PL) 480, and the passage of the 1954 Cargo Preference Act, there's no doubt that the merchant marine would be in much worse shape than it is in today. In a nutshell, PL-480 authorized the low-cost sale of surplus agricultural commodities, and the donation of agri­ cultural goods to needy or underde­ veloped countries. The 1954 Cargo Preference Act stipulates that at least half of all U.S. Government financed foreign aid cargoes, including those coming under PL-480,be carried in U.S.flag ships. In past years the combination of PL480 and the Cargo Preference Act has enabled countless American ships to "top off holds that otherwise would have been loaded below capacity. With­ out these laws, millions of dollars worth of cargo would have been lost to foreign and "flag-of-convenience" ships. In many cases these-PL-480 cargoes have made the difference between profit-or at least breaking even—and bankruptcy for U.S. operators. It is hard to understand why there has always been so much opposition to such beneficial legislation. Well, maybe it's not so hard—it can be summed up in a word: greed. Supposed "patriotic" com­ panies and individuals, more concerned with reaping phenomenal profits—at anyone's expense—than keeping the best interests of the nation in mind, have fought this legislation and have tried repeatedly to water it down after passage. Theso same elements have suc­ ceeded in keeping expanded and badly needed cargo preference legislation from becoming law as late as last year. The SlU, one of the staunchest sup­ porters of the original Cargo Preference Act, continues to fight for better laws, and to protect those that are already on the books. What actually do PL-480 cargoes f jBrotherhood m Ajotiof) amount to? In August alone, purchase authorization agreements under PL-480 were signed with the following coun­ tries: • Portugal—$40 million in corn, wheat, and rice (313,000 Metric Tons). • Zaire—$18 million in wheat, wheat flour, rice, tobacco, and cotton. • Zambia—$8.5 million in wheat/ wheat flour, rice, bean/cottonseed oil and rice. • Egypt—An amendment to the 12-777 agreement increasing its purchase of wheat/wheat flour to $189 million (1.5 million Metric Tons). • Jamaica—$8 million in corn and soybean/cottonseed oil. The 1954 Cargo Preference Act, sometimes called the "50-50 Law", guarantees that at least 50 percent of Personals such cargoes as these will be carried in American ships. This has proven to be a tremendous help in keeping the mer­ chant marine, such as it is, afloat. But foreign aid and PL-480 cargoes are piaclically a drop in the bucket compared with other types of cargo, such as oil, not covered by cargo preference legislation, which is being carried in increasingly larger amounts by foreign and "flag-of-convenience" ships. Additional good legislation favorable to the merchant marine, such as cargo preference laws covering oil shipments, is long overdue. It is only a matter of time before a proposal for such legisla­ tion surfaces again. Support for it will be support for a stronger merchant marine and for a stronger country. Personals William C. Boulton Mario Lopez Your son, Shawn D. Boulton, would like you to write him at Route 1, Box 1, Huntsville, Tex. 77340. Your cousin, Col. Argemiro Aldabo Lopez, would like you to write him at SQN 103, Bl. D, Apto. 502, Brasilia. D. F., Brazil. Eddie Caravona Judy Audrey Moore Rodriguez would like you to write her at Box 65, Winchester, Ind. 47347, or call (317) 584-4547. Levy Lincoln Williamson Your brother. Ivy, would like you to call him at (813) 439-1484 or write P.O. Box 1985, Winterhaven, Fla. 33880. Alberto Galza ...for SlU members with an alcohol problem One of the most important reasons for the success of the Seafarers Alco­ holic Rehabilitation Center, sponsored by the Seafarers Welfare Plan, is the caring attitude of the staff there. Here are some thoughts about alcoholism from Joe Walker, who is the Clinical ..Manager at the ARC. Alcoholism is a disease. It can be treated. An alcoholic needs the help of everyone around him in order to stop drinking and stay sober. Those who help our brothers in a very unique way are the alcoholism counse­ lors at the ARC. But before a counselor can be of any assistance to an alcoholic, the Sea­ farer himself must want to stop drinking and stay sober. The counselor encour­ ages this idea by helping him to realize what he is doing to himself by drink­ ing and by showing him where he is going if he doesn't stop. Wanting to stop drinking is a very important step in the life of an alcoholic. This small step is only the first in a long climb to recovery. At the ARC, the alcoholism counselors present the alco­ I holic with the facts of his disease. But while they are doing this, the counselors also have to cope with the games and denials that are the symptoms of the al­ coholic's disease. Alcohol has a way of taking over the entire body and making the drinker believe that he does not have a problem. Our alcoholic Brothers need trust and honesty. The ARC counselors earn this trust. They are totally non-judgmental and do not criticize the Seafarer for his past actions. The counselors do, how­ ever, stress the importance of starting a new life without alcohol. An alcoholism counselor may not al­ ways succeed with every alcoholic. But most of the time he has at least planted the seed of hope in the Seafarer who is suffering from alcoholism. Getting sober, staying sober and be­ ginning recovery are hard jobs. With the help of the counselors, alcoholic Sea­ farers can accept responsibility for their drinking. Thus, they can begin totally new lives with renewed attitudes, values and principles. Mrs. Evelyn Bennington would like you to write her at 8015 Ridgely Oak Rd., Baltimore, Md. 21234, or call (301) 665-1407. "Wild Bill" Killian Jake Karaczynski would like you to contact him at 919 East 46th St., Brooklyn, N.Y. or (212) 287-6491. James Joseph Kirwan Your daughter, Agnes E. Rose, Would like you to write her at 3452 H St., Philadelphia, Pa. 19134. Ronnie Shelton H. F. Schaubel would like you to write him c/o Marine Engineers Bene­ ficial Association, #9 Light St., Balti­ more, Md. 21202. He says it is very important. John W. Barzak Your brother, Donald, would like you to write him at 14144 Woodland Ridge Blvd., Baton Rouge, La. 708/6, or call (504) 293-8598. Walter Mosley Frank Skendrovich Your niece, Mrs. Theresa Kimmel would like you to call her at (212) BA 4-0454, after 6 p.m. Your wife. Vera, would like you to call her at (212) 287-0983 or write her at 2021 E. 41st St., Apt. I A, New York, N.Y. 11225. Member Buried at Sea Alcoholic Rehabilitation Center I I am interested in attending a six-week program at the .Alcoholic j Rehabilitation Center. I understand that all m\ metlica! and counseling I records uill be kept slrictly confidential, and that the\ will not be kept j an\ \vhere except at The Center. I j Name Book No I I j I Address (Street or RFD) (Cilv) (State) Telephone No Mail to; THE CENTER Star Route Box 153-A Yallev Lee, Md. 20692 ur call, 24 hours-a-day, (301) 904-00]0 (Zip) Capt. Leon H. Jean (left background) of the SS Transindiana (Hudson Waterways) reads from prayer book at funeral services conducted at sea for Chief Electrician Paul R. Smith who had a heart attack on the ship and later died in Guantanamo Bay (Cuba) U.S. Naval Hospital. The master read to the assembled crewmembers at the ceremony "We are gathered here this day on the deck of the SS Trans­ indiana to pay our respects to our departed brother, Paul R. Smith who passed away on July 7, 1978. He was 50 years of age. 'Brother Smith you have returned home at 0835 hours this 24th day of July. 1978 in the Latitude 21 degrees and 16 minutes North and Longitude 74 degrees and 24 minutes West. You are now and forever returned to the sea. We pay our respects to you, each in his own manner, with our thoughts and prayers and the reading of the 23rd Psalm..." The vessel's engine stopped. And with a moment of silence. . . . September 1978 / LOG / 13 �27 Taiwanese Seamen Stranded By Flag-of-Convenience Operator When the Liberian-registered bulk carrier Sachsenhausen was sold to a Greek company last July, the new owners flew in their own nationals to crew her. The ship sailed for Duluth, Minn, with the Greek crew a few days after the ownership change. This left the original 27 Taiwanese seamen stranded in Ontario without work or the wages and air fare home the original ship­ owners, Antares Maritima S.A. of Monrovia, had promised them. The Taiwanese sought assistance from the International Transport Workers Federation, an independent, international labor organization which has been working to establish world minimum pay scales and decent ship­ board working conditions for sailors. An investigation by ITF, which also defends flag-of-convenience crews in marked the worst oil spill ever in American waters. The 68 million gallons of oil spilled by the American-owned, Liberian-regis­ tered Amoco Cadiz last March, which despoiled 70 miles of French coastline and destroyed the fishing industry in northern France, was the worst spill in world history. Crewing standards on flag-of-con­ venience vessels are also notoriously poor. Two of the largest ship collisions in maritime history involved officers on flag-of-convenience ships who were either sailing without a license or later had their licenses suspended or revoked. The main reason a company registers a vessel under Liberian, Panamanian or other convenience flags, is profits. Cutting corners wherever possible keeps down costs and shoots up profits. wage or condition disputes, turned up the information that Antares Maritima was paying the sailors far below the international wage scales ITF set and the company had agreed to honor. The crew eventually received $4,600 per man in back pay from the company. The mistreatment of the Sachsenhausen's crew points up, once again, the problems caused by flag-of-convenience ships. Incident after incident proves the vessels of the runaway fleet are unsafe to sail, inadequately manned and a threat to the safety of the men who crew them as well as to the world environment. Ships flying a flag-of-convenience have caused the worst oil spills in history. When the Liberian flag Argo Merchant dumped 7.6 million gallons of crude into the Atlantic Ocean in 1976 it DBNtdieps RNort Iw GKHI likes Afir'fT^T 1 11 107« AUiiUM 1-Jl, iy/» *TOTAL REGISTERED All Groups Class A Class B Class C TOTAL SHIPPED All Groups Class A Class B Class C '^REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT Algonac (Hdqrs.) 42 14 8 60 63 6 26 3 8 4 21 8 2 1 6 2 3 0 30 55 73 u" 83 68 86 ENGINE DEPARTMENT Algonac (Hdqrs.) 32 10 3 32 30 STEWARD DEPARTMENT Algonac (Hdqrs.) 8 3 0 25 8 ENTRY DEPARTMENT Algonac (Hdqrs.) Totals All Departments 57 80 44 0 0 139 107 55 117 101 '"Total Registered" means the number of men who actually registered for shipping at the port last month. ""Registered on the Beach" means the total number of men registered at the port at the end of last month. Mount Explorer Committee Testifying before Senate Commerce Committee hearings in 1977, SIU President Paul Hall said a company registers a vessel under a foreign flag, "to avoid something—taxes, decent wages, environmental standards and requirements." The SIU, along with government agencies and other maritime organiza­ tions, has been fighting for years to curb the use of flag-of-convenience vessels. The member nations of the Intergov­ ernmental Maritime Consultative Or­ ganization, a U.N. agency, have been meeting to set minimum training and safety standards for all merchant vessels. An effective way to limit the use of the flag-of-convenience fleet is through Congressional legislation requiring a sizeable percentage ofU.S.oil imports be carried on American-flag ships. The recently defeated oil cargo preference bill would have assured the U.S. fleet carriage of 9.5 percent of oil imports. But the powerful, multinational oil companies, who own and operate many flag-of-convenience ships, lobbied heavily against the bill, just as they work to defeat all measures designed to check the runaway fleet. As disasters involving flag-of-convenience vessels continue to occur, they fuel the arguments of the SIU, IMCO, the ITF and others who have been trying to cut back that fleet. These accidents also fire the outcry from the press and the general public. But it should be a surprise to no one that unsafe vessels carrying ill-trained, unpaid crews have major accidents. And as long as flag-of-convenience ships are allowed to engage in trade without adhering to any training, manning and safety standards, these disasters will continue. That Cargo Has Gotta Move! ...Andyou're the one who makes it happen Responsibility. Respect. And more money, too. These are the things you can earn when you are so good at what you do that you're really the best. THEY'RE THE THINGS YOU EARN WHEN YOU'RE THE CHIEF PUMPMAN. Why settle for less? You're an SIU Seafarer—the most professional maritime worker in the world. You're the best—make it pay. Sign up for the Pumproom Maintenance Operation Course at HI.S. See your SIU Representative today. Course Starts October 30 Coming out of the Seatrain Shipyard, Brooklyn, N.Y., after repairs last month was the ST Mount Explorer {Cove Tankers). Here's her Ship's Committee of (standing I. to r.) Recertified Bosun Durell L. McCorvey, ship's chairman: Engine Delegate R. W. Nurmi; Educational Director H.G. Sanford and Steward Delegate P.R. Rogers. Seated is Deck Delegate F.R. Schwarz. Notice to Members On Job Call Procedure When throwing in for work dur­ ing a job call at any SIU Hiring Hall, members must produce the following: • membership certificate • registration card 14 / LOG / September 1978 clinic card seaman's papers INLAND �Labor Takes Big Step to Bolster Job Safety Laws Washington, D.C.—The AFL-CIO's new Department of Occupational Safe­ ty and Health, concerned with a mount­ ing legislative campaign to weaken the nation's primary job safety law, spon­ sored a National Conference on Occu­ pational Safety and Health here earlier this month. Many issues relating to job safety were discussed during the three-day conference attended by over 1,200 dele­ gates from around the country. But the central issue on most delegates minds was the current attempt by anti-labor elements to undermine the Occupa­ tional Safety and Health Act of 1970. The Act, through its enforcement agency the Occupational Safety and Health Administration (OSHA), is charged with the responsibility of set­ ting up, and enforcing, safety and health standards in work environments. Speaking at the conference about the history of opposition to OSHA, AFLCIO President George Meany said, "Fioni the day that OSHA was signed into law, the alliance of convenience be­ tween the far right and the supposedly respectable business organizations has sought to weaken it, undermine it and, ultimately, destroy it." N A serious threat to OSHA is an amendment to the Small Business In­ vestment Act, introduced by Sen. Dewey F. Bartlett (R.-Okla.). Also known as the "Bartlett Amendment", it would exempt workplaces with fewer than 10 employees from having to com­ ply with OSHA safety regulations. This is a typical anti-labor move showing more concern for profits than for em­ ployee well-being. Meany blasted the Bartlett Amend­ ment saying that it, "condemns nearly 3 million Americans to unsafe and un­ healthy working conditions ... it will turn several million work places into death traps." He went on to say that, "most of all, the Bartlett amendment is designed to kill OSHA—slowly, but surely, like cotton dust or asbestos or lead kills workers." OSHA itself has been the subject of considerable criticism in recent years. This stems largely from the fact that its effectiveness is limited by the dollars the government chooses to pump into it. Unfortunately, it has nut received the funding it deserves to do an adequate job. It was noted at the conference by Meany, however, that while the Carter Administration could do more along these lines to bolster OSHA, it is doing a better job than cither the Nixon or Ford administrations did. It should be noted, as well, that the present adminis­ tration is opposed to the Bartlett amend­ ment and has campaigned against it. OSHA's effectiveness was further hampered earlier this year by a Supreme Court decision which ruled that OSHA inspectors would no longer be allowed to make unannounced spot checks of workplaces. This ruling, requiring that inspectors must first obtain search warrants has, of course, played into the hands of owners. It makes OSHA's job more difficult while, at the same time, it slows down the whole process of upgrading work environments. Maritime Safety The maritime trades were well rep­ resented at the conference, and a roundtable discussion of marine health and safety rules was held on September 12. In attendance were reps from the SlU, the ILA, Boilermakers, United Marine and Shipbuilders, and the Carpenters (representing marine divers). The con­ sensus of opinion arrived at was that OSHA falls far short in affecting im­ provements in various areas of the mari­ time industry. The ILA noted a decline in safety en­ forcement on the docks, and pointed out that OSHA has refused to act on certain hazards uncovered by that union. Similar complaints were regis­ tered by other union reps attending the discussion. The SlU pointed out that neither OSHA nor the Coast Guard have seen fit to enforce OSHA-type standards on American ships. There seems to be more concern, the SlU noted, for the naviga­ tion of the ships—and the upkeep of machinery — than for the working condi­ tions of seafarers. Even the designs of some of the most modern ships show a lack of concern for the occupational safety and health of the crews that man them. The National Conference on Occupa­ tional Safety and Health has revealed that, despite the gains that have been made in improving work conditions, oc­ cupational safety and health will con­ tinue to be a major issue in the future. Russian Rate Slashing Eyed By U.S. Senate Washington, D.C.—A much needed bill aimed at curbing the growing dominance of the Russian merchant fleet in the U.S. liner trades is picking up steam in the Senate. Ever since American ports were reopened to the Russians in 1971, they have been capturing ever increasing shares of the U.S. liner trade through anti-competitive rate slashing. The Senate bill, known as the Ocean Shipping Act of 1978, authorizes the Federal Maritime Commission to suspend or alter shipping rates found to be too far below conference or accepted rate levels of a trade. The House of Representatives has already passed its own version of this bill by an overwhelming 329 to 6 majority. The House measure is known as the Controlled Carrier bill. Both the House and Senate versions of this legislation, though, mark Congress' awareness of the extent to which the Russians have penetrated U.S. liner trade routes. Over the last 15 years, the relatively small liner fleet of the USSR has grown to the largest in the world. And the American fleet, once far superior to the Russian's, is now ranked number seven. Herb Brand, president of the Trans­ portation Institute, testified at hearings on the bill this month. He said that, "between 1971 and 1976 Soviet partici­ pation in U.S. liner ocean borne foreign trade jumped from 160,000 tons valued at some $38 million to 1,434,000 tons valued at $1.7 billion." The Russians have been able to achieve such great success in U.S. trade routes by selective rate slashing. The Soviets substantially undercut going conference rates on the traffic they want and leave less desirable commodities to other operators by raising rates on those goods. Charles I. Hiltzheimer, chairman of the Board of Sea-Land, presented the Senate hearings with an analysis of rates on key Atlantic and Pacific trade routes for more than 100 commodities. "Soviet rates," Hiltzheimer said, "ranged from 10 percent to 40 percent lower than existing conference rates." One reason the Russian fleet has been able to offer commodity transport at such cut-rate levels is because the Soviet economy is not a free-market economy based on profit, like the U.S. and other Western economies. "The very nature of our free enter­ prise system," Hiltzheimer said, "re­ quires that we return an adequate profit in order to remain in business over the long term." U.S. carriers need to make profits in order to replace and expand their fleets. State-controlled fleets are subsidized by their governments to an unlimited extent. Complete government subsidies have made it possible for the Russians to develop a fleet that is five to six times larger than necessary to transport all of the USSR's own liner trade. So, if the Russians aren't in it for profit, why are they after U.S. cargoes? One reason is the need to earn foreign currency. The Russians have huge debt obligations and they need hard currency just to meet the interest payments on those debts. As T. 1. President Brand pointed out, "certain export industries are en­ couraged because they have the poten­ tial to earn hard currency. Clearly, Soviet maritime activity in the cross trades of the U.S. is one of these industries." Another reason is military leverage. The Soviet merchant marine serves as an adjunct to their Navy. Brand explained that "the Soviet Union's maritime fleet is prepared to operate with the Soviet Navy in time of war because it operates with the Navy in times of peace. Many of its cargo ships can be adapted to carry any type of shipment." 1 he Russians have been allowed to operate unrestricted in the U.S. trades for so long that the situation is now critical. 1 hey are already moving more U.S. cargo than the American merchant fleet. And they have more liner vessels on order than any other fleet in the world. For the U.S., Soviet maritime dom­ inance in our own trades means a loss of jobs for American seamen, and a threat to U.S. national security and to the stability of our merchant fleet. Though some have argued that both the House and Senate rate regulatory bills limit competition, the legislation will, in fact, do just the opposite by making free-market carriers competi­ tive with state-controlled fleets. The Senate bill authorizes the EMC to regulate rales based on several factors, including; whether the asking rate of a state-owned carrier is based upon that carrier's actual costs; the relationship of the state-owned carrier's rates to those of other carriers in the trade and; whether the asking rate is necessary to assume movement of a given cargo. In his concluding remarks. Brand tried to put the bill into perspective. He said: "When we talk about the Russians, we are not talking about an allied nation which looks down the long road of history as a working partner with us. We are talking about somebody who is working everyday on a variety of fronts to destroy the effectiveness of our nation, and to take away from us the position of leadership, both politically and economically. 1 think that anything wc do to encourage that is a step in the direction of suicide or self-destruction." W,C. Officials, Members TourHLS Tug Elizabeth Smith To Work New Orleans A new engine, a new paint job and a top to bottom refurbishing has changed an old railroad tug into a shipdocking tug that looks like she belongs in New Orleans harbor. The Elizabeth Smith recently made her debut in this busy port, bringing new jobs for SIU Boatmen with Crescent Towing and Salvage. Her original high wheelhouse, once necessary for the pilot to see over railroad barges, was lowered at the Main Iron Works in Houma, La. for more streamlined maneuverability in shipdocking. She measures 106 ft. by 26 ft. and now has 1,800 hp. She will work between New Orleans and Baton Rouge. The Elizabeth Smith is the latest in a long line of tugs named after members of the family which runs Crescent Towing. And just as the Smiths have a full supply of children as a source of new names, their company has plenty of new tugs to keep up with them. But for the moment the tugs seem to be ahead of the Smiths. In addition to the Elizabeth Smith, three more remodeled vessels are expected out of the shipyard this month, the Sandara Smith, the Jason Smith and a third, as yet unnamed. Officials and rank-and-file members of tfie Marine Cooks and Stewards Union, whicfi recently merged into thie A&G district, made tfieir first visit to ttie Lundeberg School earlier this month. Their purpose was to take a first hand look at the School's facilities which are available to the West Coast steward department people as members of the A&G district. Also on hand as interested observers were several officials and members of the Sailors Union of the Pacific and the Marine Firemen's Union. In above photo. SIU President Paul Hall talks with part of the visiting group. Septeinber 1978 / LOG / 15 �Boatman Alan Rudd practices using the radar aboard the Collins. Individual instruction teaches every Boatman what he needs to know to work in his area. Here, Instructor Chuck Dwyer (right) explains a charting problem to Alan Hitt. Upon completing their training program, the scholarship class expressed their gratitude by presenting plaques to the Transportation Institute and the Harry Lundeberg School. Shown during the presentation are (left to right) Abe Easter, William Guerrin, Angelo Tireili, David Hendrix, Ray­ mond McDonald, Hazel Brown, Roland Benz, Chuck Dwyer, Jack Miller and Alan Rudd. "This Program is One of the Most Fantastic Courses..." Boatman James Pope rj* In the past few months, over 40 newly-licensed towboat operators have entered the towing industry. All of these men have completed the best training course in the country for tow boat operators—the Transportation Institute Towboat Operator Scholarship Program at the Harry Lundeberg School. In August, 24 more boatmen completed this program. They are the second talented group of scholarship graduates. For all of these boatmen, the Scholarship Program was a great oppor-||; tunity. The curriculum was the best available anywhere, and the money they received from the scholarship made it possible for them to attend the three-month course.^ One reason the scholarship program is so successful is the individual! attention that each student gets. "This is an excellent program," noted| Boatman Roland Benz, "the instructors are the best. They give you 100 percent, they will work with you any time and they have a great attitude." Another reason the program works so well is the many job opportuni­ ties for the graduates. As Boatman Raymond McDonald put it, "l| needed the program and the Lundeberg School to get my license."! Brother Alan Hitt added, "The inland industry has such fantastic growth ] potential. I'm grateful for the opportunity to be a part of it."i Brother Alan Rudd saw the job opportunities as a good reason| Jo apply for a scholarship, "The companies don't have enough j operators, so there is a big chance for advancement," he said,| "and the money you get during the program is a big heip."| So, there are a lot of elements in the scholarship program| that help it to work so well. A fine curriculum with good ;^ teachers and plenty of on-the-job training, a weekly income| for scholarship winners so they can afford to go to school,| and a cooperative attitude from management, labor and :i educators that is helping to keep the towing industry strong 16 / LOG / September 1978 Michael Caldwell learns crew management skills by super­ vising trainees aboard the HLS Barges as he works under the direction of instructor Captain Jack Miller. �Industry needs qualified towboat operators. The best way for a boat­ man to learn the job is to do It. So, on the Job training is an Important part of the scholarship program. (1) Roland Benz polishes his steering skills during on-the-job training. (2) Don Rodgers enters his hours In the wheelhouse into the Collins' log book. All of this time counts the same as wheelhouse ex­ perience on the waterways. ¥ (2) (1) "The Scholarship Program is a Golden Opportunity for Advancement..." Boatman Kenneth Kirwin Boatman Angelo Tirelli, from Do­ rado, Puerto Rico, graduated from HLS as a trainee in Class #184. Today, thanks to the scholarship program. Brother Tirelli is a li­ censed towboat operator. "I heard about the scholarship program from my SlU representa­ tive," Boatman Tirelli said. "I de­ cided to apply because I really wanted to advance. I'm very grate­ ful for the money I received during ; the course—it was a big help." For Brother Tirelli, and 6 of his classmates in the Second Scholar­ ship Class, there was an additional benefit. Since these men graduated from HLS, every day they spent in the program counted as a day of work time. So, the Transportation Institute Towboat Operator Scholarship Pro­ gram has something to offer every talented Boatman who wants to get ahead. Here's what the scholarship pro­ gram provides: • Special three-month curricu­ lum offered only at the Harry Lundeberg School • Room, board and books free • Tuition free • Weekly stipend of $125 • Time spent in on-the-job train­ ing is Coast Guard approved as the equivalent of wheelhouse time • Day-for-day work time credit for HLS entry graduates For qualified Boatmen who want to move into the wheelhouse, the scholarship program is the best way to go. So contact your SlU Representative or HLS and ask for an application. As Boatman Raymond McDonald said, "Towing is one of the few in­ dustries that works closely with labor and this makes opportunities for all of us." Boatmen Michael Caldwell and Heley Mareno work together during class to solve a navigation problem. Zhe Second ZraHsportat'm Jnstitute Zowboat Operator Scholarskip Class BHan Nole Don Rodgers Pat O'Neal Robert Hoffman Micliael Caldwell /. , ^ Mm i David Hendrix Ronald Meinke Christopher Schlegel William Guerrin Gary Creighton Raymond McDonald Michael Bradshaw Kenneth Glaser Roland Benz Alan Rudd Robert Watklns C/ Murray Hughes Angelo Tirelli Alan HItt Kenneth Kirwin MA Roy Helmstetter A John Varner September 1978 / LOG / 17 �Wouldn't Have Made it Without SIU' LETTERS TO THE EDITOR This letter is to express my thanks to the SIU for benefits given me many times in past years when I was in the hospital, and for the benefits I received upon the death of my husband, Seafarer William Swilley. My husband was very proud of this Union. I am also very proud. Without the help of the SIU, we couldn't have made it. Many thanks again. * Sincerely, Mlrs. Dorothy Swilley Pearl River, La. Pensioner Is SiU Top to Bottom Two years ago I received a letter which I believe was to be the most important letter I have ever received in all my life. Had I been told 40 years ago that someday 1 would get a letter like this, I surely would have believed that someone was trying to play a cruel joke on me. It just didn't seem possible back in those days that someday a seaman would be able to retire with a pension. This very important letter was from the Board of Trustees of the Seafarers Pension Plan informing me that my application for a Pension had been approved. During the past two years of my retirement many of my evenings have been occupied with memories of my sea-going days. And what fond memories these are. Believe me, it wasn't very easy trying to live ashore in one place day in and day out after having spent more than 40 years of my life knocking around this world. But what I found to be even more difficult, was having to admit to myself that I shall never again be able to go back to any one of these places that I had been to and seen. Therefore, I must find contentment in my memories. What better place is there to sort of celebrate my first two years of retirement than at this beautiful and peaceful setting on the shores of the Potomac River in Maryland which all of us Seafarers know as Piney Point. Seven years ago I made a promise to myself that before I die I must come back to this place and stay a few days in these peaceful surroundings. I am a most fortunate man indeed, as that promise has now been fulfilled. Seven years ago 1 came here as a Delegate from the Port of New Orleans to attend an Educational Conference. I was very highly impressed with all that I saw and learned here. But what impressed me most of all was listening to those speeches of our President Paul Hall. I had no idea that this man was such a great speaker as this was my first opportunity to listen to him speak before an audience. So every morning I would look forward to listening to him speak to us at our afternoon sessions. I also learned that this man has many other fine qualities about him besides being a great speaker. Of all the men in the history of organized labor in these United States, Paul Hall certainly stands out as one of the most dedicated to that which he represents, the maritime industry. This man, for many years, has given so much of his time, so much of himself in the fight to make a better way of life for those of us who go to sea. And he has succeeded. For today his record speaks for itself. The speeches that this man has made in our behalf in Cojogress, at labor conventions and before many other gatherings of people would fill volumes of books. We pensioners, active Seafarers and especially those young men who are now coming up are very fortunate indeed in having Paul Hall at the helm of our organization always steering on a course to higher achievements and towards a more secure future. Unfortunately there have always been and still are those (and too many of them) in Washington who always make it quite difficult for him, but that has never discouraged him. On the contrary, he comes back fighting even harder for us. I believe that the Harry Lundeberg School of Seamanship must be the greatest of his many achievements and I feel certain that there must be countless others who must feel as I do. This place shall always remain a legacy to those young men in the future who will come here to begin their seagoing careers, and to those who sail on the Great Lakes and Inland Waterways. The many courses for advancement to better paying jobs, which are available in all three departments along with the most up-to-date equipment, and most important of all, a staff of instructors and all of the other personnel here who are completely dedicated to their professions and students have no equal in any other school anywhere. This school can very well be compared to an institution of higher learning due to the advanced and specialized training it offers for the highly skilled jobs aboard these new automated ships today. In this Union, any member is welcome, and encouraged, to come here, at no cost to him, learn what he came here to learn, and leave here with the assurance that his training has qualified him for a better paying job thereby assuring him of a better way of life for himself and his family. I ask you. Where else can a man get a better shake than this? So in conclusion let me just say this: that most men's greatness is not acknowledged in their lifetime, but only after they are gone, Paul Hall is fortunnte, and descrvingly so, that he is today a living part of his many achievements and dreams which have become a reality. And his greatest accomplishment is right here in Piney Point. This place shall be a living monument to him always, not only as that of a man whose life was dedicated to the betterment of those men who go down to the sea in ships. But also to a truly great fighter in the long and turbulent history of the maritime unions in their long struggle for survival and for a better way of life for their members, the American seamen. Therefore, I should like to title this effort of mine: Some Words of Tribute to a Great Labor Leader. Written on this 23rd day of August 1978 in Piney Point, Maryland. Fraternally, Charles Lee Mazur 18 / LOG / September 1978 Anchored Inger Hit by Greek Freighter While anchored, awaiting transit at the Panama Canal we had a surprising incident happen. At approximately 5:20 P.M. on 7/21/78, a Greek freighter apparently lost its plant and maneuverability and rammed into our port side by tt 1 hatch. Although she had lost most of her way, we all felt the jolt. We had only minor hull damage at the deck line, but the other ship was holed in the stem, and ballast water was pouring from her forpeak tanks. I think everyone aboard was reminded how easily an accident can happen, even while laying in a safe anchorage. Fraternally, Jack W. Edwards, E-296 Ships Chairman S/S Inger C.G. Praises 2 SiU Tankermen During the Coast Guard investigation of an oil spill involving the tank barge Shamrock at the Conoco Pier on 15 June 1978, information concerning the actions pf the tankermen has been brought to my attention. Tankermen MICHAEL ROSENTHAL and STEVE FINCH, once having observed oil coming to the surface in the vicinity of cargo tank 4 starboard, secured the transfer of #2 fuel oil to the barge and notified the proper authorities. A sausage boom was put in place to contain any oil coming up. The tankermen took it upon themselves to pump #4 starboard cargo tank empty to stop any further discharge. Upon the arrival of the Coast Guard investigators only a slight sheen was observed in the water as well as the sausage boom. Cargo tank 4 starboard was empty. All too many times are tankermen satisfied tosecure the valve and wait for the Coast Guard to arrive without taking further action. Therefore, it is with pleasure that Kcommend tankermen MICHAEL ROSENTHAL and STEVE FINCH for their quick actions in mitigating the spill. This is the cooperation that the Coast Guard seeks to have with industry to assist in maintaining a clean environment in which everyone must live. Sincerely, K. B. SCHUMACHER Captain, U.S. Coast Guard Captain of the Port Baltimore, Maryland Soptembet, 1978 LOG Official Publication of the Seafarers International Union of North America, Atlantic, Guif, Lakes and Inland Waters District, AFL-CIO Vol. 40, No. 9 Executive Board Paul Hall President Frank Drozak Joe DiGiorgio Executive Vice President Secretary-T reasurer Cal Tanner Vice President Lindsay Williams Earl Shepard Vice President Vice President luio* Pits James Gannon 389 Editor Ray Bourdius Marcia Reiss Edra Ziesk Mike Gillen Assistant Editor Assistant Editor Assistant Editor Assistant Editor Frank Cianciotti Dennis Lundy Director/ Photography Photography Marie Kosciusko George J. Vana Administrative Assistant Production/Art Director Published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage paid at Brooklyn, N.Y. (ISSN #0160-2047) �Ocean Mining Bill in Hands of Senate The stage is now set for the final act in Congressional approval of ocean mining legislation. Senate action, expected soon, could get the show on the road for this promising new industry. But it could also draw the curtain on American job opportunity within it. The bill soon to be voted on by the Senate is the Deep Seabed Mineral Resources Act, S. 2053. The basic question behind its success or failure is whether or not the Senate will insist on American benefits from ocean mining or allow it to turn into another runaway industry. The House of Representatives has already answered this question. In July the House overwhelmingly passed a bill, H. R. 3350, which guarantees that ocean mining ven­ tures permitted by the U.S. con­ tribute to the economic health of the nation. The guarantee was spelled out in three SIU supported amendments to the bill. Basically, these amend­ ments require the use of U.S. registered and U.S. manned vessels in ocean mining. Similar provisions have been included in ocean mining legislation favorably reported by three Senate Committees. The Committees on Energy and Natural Resources; the Committee on Commerce, Science and Transportation, and the Com­ mittee on Foreign Relations have all endorsed U.S. flag requirements in their versions of the bill. Moreover, all three Committees have agreed to submit the strongest version of the bill for full Senate action. This is S. 2053, prepared by the Foreign Relations Com.mittee. The SIU has taken a strong stand on protecting U.S. job rights, leading up to and throughout the House and Senate proceedings on ocean mining. We have explained our position before in terms of the overall benefits this protection would insure for American workers and the American economy. But now that Congressional action is in its final stages, we would like to add what some of the lead players—members of the Senate Foreign Relations Committee them­ selves—had to say recently about the reasons for supporting U.S.-flag Change of Address Or New Subscribfer EdHor, LOG 675 Fourth Are^ BrooUyn, N. Y. 11232 I wouM like to rccclTc the LOG—pkatc put my name on your mailing list* tfrlml im/ormmtlmiti NAME ... ADDRESS STATE CITY ZIP. SIU members"please give: See. Sec. # Bk# /- TO AVOID DUPLICATION: If you arc an old subscriber and have a change of address, please give your former address below or send mailing-label from last issue received. ADDRESS CITY STATE ZIP. Launrhing It! ocean mining. But they cover the major issues at stake in the future of this important legislation, which in "Such a provision is important in short, mean economic security for order to provide that the economic the U.S. benefits arising from ocean mining Without statutory requirements ventures operating under U.S. for the use of U.S. flag vessels and legislation accrue to the U.S." manpower in ocean mining, the industry will be put up for grabs by Sen. Clifford Case (R-N.J.): multinational corporations. Like "Ocean mining is something new, the House passed version of the bill, something we are creating. It is an the Senate bill will prevent a extension of the U.S., and requiring wholesale giveaway of American the use of American ships will not jobs, taxes and technology. It will result in an international relations protect the thousands of jobs expected for American workers in problem." ocean mining, the millions of tax dollars which U.S. registered opera­ Sen. Frank Church (D-Idaho): tions will produce and the millions "American technology should be already spent by U.S. companies in utilized to assure that economic mining technology. benefits accrue to the U.S. If we keep These are the economic benefits giving everything away, we will lose this country needs as much as we our stature in the world. Our trading need the valuable mineral resources partners are cutting us off at the lying on the ocean floor. We can't knees." afford to give them away, and certainly not when it means setting Sen. Henry Jackson (D-Wash.): up another runaway industry to "Ocean mining promises to be a benefit at our expense. stimulus for significant new private For these reasons, the SIU urges investment, and for the creation of the Senate to pass S.2053. And we many new employment opportuni­ urge the joint House-Senate con­ ties in the U.S." ference to soon afterward agree on a These are only some of the final bill which will preserve the statements made during the Foreign essential U.S.-flag provisions of Relations Committee session on both legislative versions. requirements in ocean mining; Sen. Howard Cannon (D-Nev.): September 1978 / LOG / 19 •-V �. • --r, v-^v-l E <-i£^.:^'^,...^. • .• rWv'iSii^v .:• ai' \ Recerlified Bosun Charles Boyle, left, and Chief Steward Frank Costango pose for posterity in front of ship s name plate. • mr The LNG Gemini has a tight squeeze going through draw bridge near Quincy Shipyard as she departs with her SIU crew on her maiden voyage. Seven of the LNG GeminVs SIU crew gather in galley for pix. They are, standing from the left: John Zero, QMED; Larry Dockwiller, cook and haker; Frank Costango, steward, and Bill Christmas, general steward utility. Seated from the left are: Tom Curtis, QMED; Tom Fleming, able seaman and Charles Bovie, recertified bosun. LNG Gemini Sails on Maiden Voyage: Seafarers Now Manning 5 Gas Carriers Quincy, Mass.—The LNG Gemini departed on her maidqn voyage this month bringing the total number of SlU-crewed LNG carriers to five. The Gemini is the fourth LNG ship built by General Dynamics for the En­ ergy Transportation Corp. Another SlU-cpntractcd LNG tanker, the El Paso Southern, crewed for the first time in JulyT Like her three sisterships, the Aquarius, Aries and Capricorn, the Gemini measures 936 feet and has a cargo capacity of 125,000 cubic met­ ers of liquified natural gas. And like the other three tankers, she'll be transporting her cargo of LNG on a regular run between Indonesia and Osaka, Japan. Five massive cargo storage tanks, which are becoming a more and more familiar sight to SIU members, tower over the deck of the Gemini, holding the LNG at a temperature of minus 265 degrees Farenheit. The tanks were constructed separatelv in South Carolina, moved to the Quincv ship­ yard, and fitted on the vessel. A volatile cargo like LNG requires special safely gear aboard ship—and special training for her crew. The car­ rier is equipped with the most mod­ ern, technological equipment includ­ ing sensing devices, alarms and a colli­ sion avoidance system. In addition, automatic sprinklers and drv powder stations along with conventional firefighting equipment maximize safetv on the tanker. The Gemini was named after the third sign of the Zodiac. And like the other astrologically christened LNG ships, runs on a dual fuel system. When loaded, the vessel is powered by the natural boiloff of the LNG from the cargo tanks. When she's in port, the ship will run on bunkers. Another LNG tanker, the Leo, is scheduled to come out of the General Dynamics shipyard before the end of this year. Energy Transportation Corp. plans a fleet of ten LNG carriers, and they'll all be crewed by SIU members. The EI Paso Co. will build and oper­ ate a total of six liquid natural gas ves­ sels which will travel between Arzew, Algeria and the regasification plant in Cove Point, Md. If a separate, greatly expanded LNG importation program El Paso has been negotiating with the Algerian govern­ ment goes through, the El Paso LNG fleet will be larger still. Pending U.S. government ap­ proval, both El Paso and another American company, Teneco Inc., have preliminary contracts with the government of Algeria to import 700 million cubic feet of natural gas per year for 20 years. If the U.S. okay's these contracts, the number of jobs they will create number in the thousands. American shipyards will be busy building the tankers. And American crews will be needed to sail them. • , • "-'ft-. The SIU recognized years ago that LNG ships would be part of the future of the U.S. maritime industry. Union members have been crewing the first of these vessels because they have the special skills and training to handle the high technologv equipment aboard LNG ships. The Harry Lundeberg School in Piney Point, Md., offers a month-long course that's a necessary pre-requisite for sailing on an LNG carrier. The course covers the properties and han­ dling of LNG; automated engine and cargo control rooms and the dual fuel system.' Also included is instruction in handling the special firefighting equipment the ships carry. Important career opportunities, and the salary increases that go with them, are waiting for SIU members who have the training called for on today's newest vessels. As an SIU crewmember from the first American-built LNG carrier, the Aquarius, pointed out: "These ships are the future for us, and it is up to us to accept the challenge to upgrade ourselves and man these ships properly." Job securily is a job on a brand new LNG carrier for young Seafarers Sieve Wagner and Gary Snodgrass, shown here loading stores. �At Sea i Ashore TT Stuyvesanf The rest of the Committee of Chief Steward Joe Pitetta and Chief Electrician Bill Brock added, "Special thanks to Jeff Page for the first aid he learned at the Harry Lundeberg School as he continued to talk to Al to get him relaxed. And 3rd Engineer Bill Isebel, Gary Cowper and other members of the Alex Stephens crew who pitched in to help." Anytime from Oct. 30 to Nov. 18, the Alex Stephens will sail from Baton Rouge, La. to Chittagong or Chalna, Bangladesh with d cargo of 10,000 metric tons of bagged urea. Washington, D.C . The biggest vessel ever to enter San Francisco Bay, the 225,000 dwt supertanker TT Stuyvesanf (Cove Shipping) came out of the huge Hunters Point Shipyard drydock late last month to reenter the North Slope Alaskan oil trade for Standard Oil of Ohio (SOHIO). She can carry 1.6 million barrels of oil, or "enough to fill a tankcar train 39 miles long!" The 1,094 foot, 144foot wide SlU-manned tanker had her bottom scraped and painted and her sea valves and main engine turbine reconditioned in two weeks at the yard. As of July 1, 1978 a total of 53 merchant ships of nearly 4.2 million dwt were under construction or on order in U.S. shipyards, according to MARAD. On order were 14 LNG vessels, 10 intermodal carriers, nine dry bulk carriers, three cargo breakbulk ships and three special type vess !s. From June 1 to July 1, one 63,000 dwt LNG carrier and one 62,600 dwt ore carrier were delivered by American shipyards. Since Oct. 1,15 merchant ships of 1.6 million dwt have been delivered from U.S. shipyards. New Orleans More than $450 million of the Louisiana Offshore Oil Port (LOOP),a U.S. first-bond issue to build the facility, was sold late last month. Five oil companies will build the superport 19 miles off the Louisiana coast set to be operating by late 1980 to handle 1.4 million barrels of imported crude oil daily. The oil companies are Ashland Oil, Marathon Pipeline Co., Murphy Oil, Shell Oil and Texaco. Offshore pipelines will connect with LOOP's onshore, underground salt domes where the oil will be stored for distribution to Louisiana refineries, petrochemical plants and to the St. James terminus of the north-south Capline. SS Ponce Recent crewmembers of the SS Ponce (\*.R. Marine Mgt.) will be glad to learn that early last month the Rev. E.J. B. Matchett, senior chaplain of the Mariners' Club, Kowloon, Hong Kongsent the Loga thankyou note for their generosity. It reads: "1 would like to acknowledge the sum of $68.00 which was donated to the Mariners' Club, Hong Kong by the crew of the SS Ponce on August 4, 1978. "We are very grateful for this generous donation and also for a special lens for a film projector which they also donated to the club. "1 would be grateful if the Log would convey our thanks to the crewmembers." SS Alex Stephens Word comes from the Ship's Committee of the SS AlexStephensCWaterman) recently in the Gulf of Suez that, "Crewmember A1 Betancourt was injured when he fell into No. 5 hold." The Committee expressed thanks to 3rd Mate Michael Chielo Jr. and the crew on Gulf Fleet No. 4, an offshore oil rig tender, as they "removed Al from the ship in 1 hour, 36 minutes after his fall." The Alex Stephens Committee, lead by Recertified Bosun Carl Francum, said that 3rd Mate Chielo had previous crewboat experience and knew that oil rigs were in the V.H.F. range on Channel 16 and he raised them. Capt. Odom telegraphed Suez City but couldn't get an answer. Waterman Steamship Co.'s bid to transport 71 military tanks from Jordan to Iran on a Mariner-type vessel has been okayed by the U.S. Maritime Subsidy Board. The ship will load the tanks at Aqaba, Jordan in the Red Sea for delivery 3,173 miles away in the Persian Gulf at Bandar Shapur, Iran. After a possible return trip to Aqaba for more tanks, the ship is to return to the U.S. Freeport, Tex. The Texas Deepwater Port Authority late last month applied to the U.S. Department of Transportation (DOT) for a license to start the long delayed super mono-buyoed port for crude oil 27 miles out in the Gulf. It is planned to handle 2 million barrels of crude daily. The authority expects DOT approval in seven months. The project's opening is scheduled for the early 1980s. A $ 1.2 billion bond issue will be floated to finance the superport. SS Adventurer Early this month, Sea-Land accepted delivery of a new containership, the SS Adventurer. She's the last built in a series of four in the D-6 class. Assigned to the Far East-Mideast run, the Adventurer can carry 595 containers. Like her sisterships, the Leader, Pioneer and Pacer, she has refurbished midbody sections and carries two container cranes. SS Delta Car/foe, Colombia Delta Line started a new run early this month with the LASH SS Delta Caribe and the SS Delta Colombia between U.S. North Atlantic ports and Central America every two weeks. The Caribe will carry barges and containers to Maracaibo, Venezuela in six days where the Colombia will carry them to Puerto Contes, Honduras and Santo Tomas, Nicaragua. The run from thoport of New York should take 11 to 12 days. It will also include Costa Rica, Guatemala and El Salvador with a port of call in Jacksonville, Fla. Former Scholarship Winner Doing His Thing in Business World In the McDonald clan, the call of the sea skipped a generation. When he won the SIU four-year college scholarship in 1974, William Scott McDonald wanted to be a doctor like his grandfather, not a Seafarer, like his dad. During his first semester at Baylor University in Waco, Texas, Scott was a biology major, heading for medical school. But after taking an elective in leiBERSHPIIEETMSS'SCHEDULE Port New York Philadelphia Baltimore Norfolk Jacksonville Aigonac Houston New Orleans Mobile San Francisco Wilmington Seattle Piney Point San Juan Columbus Chicago Port Arthur Buffalo St. Louis Cleveland Date Oct. Oct. Oct. Oct. Oct. Oct. Oct. Oct. 10 Oct. 11 Oct. 12 Oct. !6 Oct. 20 Oct. 14 Oct. 5 Oct. 21 Oct. 10 Oct. 10 Oct. II Oct. 13 Oct. 12 22 / LOG / September 1978 Deep Sea Lakes, Inland Waters :30p.m. :30p.m. :30p.m. :30a.m. :00p.m. :30p.m. :30p.m. :30p.m. :.30p.m. :30p.m. 2:30p.m. 30p.m. 30 a.m. 30p.m. UIW 7:00p.m. 7:00p.m. 7:00p.m. 7:00p.m. 7:00 p.m. 7:00p.m. 1:00 p.m. 2 30 p.m. 2:30p.m. accounting, he found out that "I enjoyed business and working with numbers a lot more than I liked science." Scott graduated last May with a major in accounting, a minor in eco­ nomics and a job in Palestine, Texas. He works for the accounting firm of Harrell & Rader, doing auditing and income tax work. And he's studying to take the Certified Public Accountant's exam in November. McDonald said he's doing the same kind of work now he'd do as a CPA, but he's "lower on the totem pole." Taking the CPA exam, which is'a two-day test covering accounting, auditing and busi­ ness law, is insurance for the future. "You have to pass that test to become a CPA," Scott said, "and you need a CPA's certificate to get anywhere in the future." Short-term plans for Scott center on passing the exam and then deciding whether to stay on at the company in Palestine, maybe as a partner in the firm, or to move to a larger company in a bigger city. Goals over the long-term might in­ clude politics, either on a volunteer basis with civic organizations or as an elected city official. McDonald said he might be interested in a shot at a city council seat. He got a taste of politics at Baylor, cam­ paigning on campus for various state representatives. In his free time, Scott plays as much golf and tennis as he can and has plans to coach a Little League baseball team. "One thing I've always loved," he said, "is working with kids." For three summers while he was in school, Scott had a job with West Texas Utilities in Abilene. He traveled around to different 4-H camps in Texas, coaching kids in swimming, baseball and other sports. "Once a week we'd work with retarded kids," Scott explained. "I got a lot out of doing that." The $10,000 SIU scholarship played a big part in enabling McDonald to do a lot of things he couldn't have done with­ out financial assistance. "I couldn't have taken that summer job without the SIU scholarship," Scott said. "It paid O.K., but I would have had to get a higher paying Job if I had to pay for school on my own." The McDonald family was very happy when Scott won the scholarship and they're very proud of his success. His father. Seafarer William Jackson McDonald has been sailing on SIU ships for 32 years. He ships as a Cook and Baker from the port of Houston. Scott said he wanted to go to sea when he was very young. But the family moved from Louisiana to Houston to Abilene by the time he was ten. "We've been inland for so long," Scott ex­ plained, "that the urge to ship out faded." �,r^ nltl' 'I < A* •' •• - The SS Waller Rice (Reynolds-Amstar) carries sugar from Hawaii to Longview, Wash,, Corpus Christi, Tex. and New Orleans where she's tied up Paying his dues to Patrolman Peth (seated r.) during the payoff is FOWT fyiichael Rarick (seated I.). Standing hy (I. to r.) to pay their dues arc Wiper Todd Johnson, BR Michael Cameron, Oiler Marvin Green and Crew Messman Mike Gille.spie Walter Rice Pays Off After a Sweet Run Satisfying the sweettooth of the nation's coffee drinkers and candy and pastry lovers is one of the unique roles the SS Walter Rice (Reynolds-Amstar Sugar) filled last month as she com­ pleted a "sweet" run hauling a cargo of Hawaiian sugar to refineries on the West Coast and the Gulf. The bulk sugar ship is one of the two SlU-contracted vessels (the other is the SS Sugar Islander) which carry the sweetner from Honolulu via the Pan­ ama Canal to the U.S. With pineapples, it's a leading Hawaiian crop. The LOG rendezvoused with the Walter Rice in the port of New Orleans in time to record on fllm a payoff aboard ship as bucket cranes scooped out the sugar from her holds. On hoard, SIU Patrolman Carl Peth gave an explana­ tion to the crew of the new wage rates and benefits in the current freightship contract which went into effect on June 16. i 'A iT Reading the LOG is OS Robert Wilkens. Tw * • Hi «• m mi m-mk wk t SS SZtitiZ' Crew Messman Frank "Chief" Conforto puts down a tablecloth. New Orleans Patrolman Carl Peth (standing r.) advises crewmembers during the shipboard meeting on Aug. 18 that they must now sail 125 days to be eligible for Union benefits. Holding their SPAD receipts are (I. to r.) AB Greg Taylor and OS John Lo Conte. September 1978 / LOG / 23 �iiiniiiNUiiiiiiHiuiiiiiiiiiuiiiiiiiimmiiiiiiiiiiiiiniiiiiiuiHiniiiiiiiiniiiiiNinHmnii Dixie Progress Crew Finjds That Ain't Hay I It started out as a routine trip from Houston to Tampa. But when the Dixie Progress (Dixie Carriers) arrived in the Florida port, she had some extra cargo on board, dropped off by some un­ known shipper. It seems that the crew of ihcProgress did some fishing along the way. They made quite a catch, but as far as U.S. Customs is concerned, it was just another fish story about the one that got away. The Progress was in the middle of the Gulf on August 15 when the crew spotted something floating up ahead. Riding high on the waves were 11 bales of marijuana, apparently dumped by someone who didn't care to stick around and get pulled in along with the catch. The crew fished the pot out of the water and then turned it over to U.S. Customs in Tampa. Capt. W. Williams of the Progress quipped, "If I can't chew it or dip it, it ain't no good to me." The other crewmembers on the Progress were; Mates P. Benedict and B. Pierce, Tankerman D. Smart, ABs G. Allan and J. Leal, Cook D. Daniels and Engineers J. Byrd and D. Smith. = i Eligibility Rules For Benefits Changed to 125 Days All Seafarers and Boatmen should be aware that as part of the changes in the Seafarers Vacation. Welfare and Pension Plans made to improve benefits resulting from our recent contract negotiations, the Trustees have changed the eligibility rules, Now, to be eligible for benefits under the Seafarers Welfare Plan, a Seafarer or Boatman must accumulate at least 125 days seatime or boat-time in the previous calendar year and one day seatime or boat-time in the six month period immediately pre- ceding the date of claim, Under the Vacation Plan, a Seafarer or Boatman must now accumulate 125 days seatime or boat-time before filing for vacation benefits, In addition, to be eligible for the Early Normal Pension (20 years seatime at 55 years of age, Seafarers only), or the Disability Pension (12 years service at any age), an eligible employee must accumulate 125 days seatime or boat-time in the calendar year immediately preceding his pension application. llllllllllllllllllllllllllllllllllllllllllllllllllillllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllliMllllllllllli Delta Colombia Committee Crewmembers on the Dixie Progress turned over some extra "cargo" to U.S. Customs when they arrived in Tampa last month. Three of them (I tor) are: MateF. Benedict, Capt. W. Williams and Mate D. Pierce. Don't Give Up Right to Vote Submit Absentee Ballots On next Election Day you may be on board a tanker docked off the coast of Indonesia, or on an ore carrier headed for Duluth. But you can still vote by using an absentee ballot if you are a citizen and if you are registered to vote. If you are not registered to vote and are shipped out far from home, most states will send you an absentee regis­ tration form as well. According to the League of Women Voters, a non-partisan organization which has years of experience dealing with voter registration, the require­ ments for absentee voting and registra­ tion vary from state to state, although there are some common procedures. To request an absentee ballot, write or go in person to your local board of elections (or county clerk—depending on the state) in the city or county where you are registered to vote, and explain that you are in the merchant marine and will be away on Election Day. You will receive an official form to fill out. After this is done, the ballot will be sent to you hopefully in time to vote. Deadlines for applying for and re­ turning the ballot vary, but to be sure, apply at least 30 days before Election Day and send the ballot back in the mail so that it arrives by the Friday before elections take place. If you need to register to*vote and cannot go to your board of elections in person, write them explaining that you are in the merchant marine, but that your official residence is in their area and they will send you the proper forms. When you write, tell them if you will be needing an absentee ballot as well. Reg24 / LOG / September 1978 ® 'a» a ^ ® ;! istration should be done as soon as possible. If you have any difficulties, you can call or write your local League of Women Voters or City Hall for help. The newly acquired SS Delta Colombia (Delta Line) had a payoff on Sept. 5 at the 39th St. Pier in Brooklyn, N.Y. Here are three crewmembers and the Ship's Com­ mittee of (sitting I. to r.) Crewmessman Augustine Andino; Recertified Bosun Frank Teti, ship's chairman; Chief Steward G. T. Aquino, secretary-reporter; Deck Delegate Rick Daly and Steward Delegate Tony Petrillo. Standing (I. to r.) are Steward Utility Norman Verran and Chief Cook Ray Leonard. ^re you Getting dishpun Hands? Welt, get yourself out of the soup suds! Upgrade in the Steward department x atHLS. Chief steward November 13 Chief Cook November 13,27 Cook and Baker November 13,27 Assistant Cook Upon Request Sign Up Now! See Your S!U Representative or Contact HLS ^ �u Work!" I've hated it with a passion Ever since it went out of fashion. Because even when you're through There's always more to do. Work can be a tonic Or it can be a curse. But when you've had your fill. There is nothing worse. Some work out of desperation. Others to collect their compensation. Just work and don't ever shirk. Or nice folks will think you're a jerk. My Husband Work through coffee-time and lunch, You'll never beat the crunch. While the earth spins on its axis. For enough to pay your taxes. Now you are gone my darling, It seems more than I can stand. But yet I know you're happy In God's great, wonderous land. Work and your money spend. Will there never be an end? Work and your money save. Until you're in the grave. We lived our lives for God each day. Then you were suddenly called away. God had a better place for you. So I'll go on 'till he calls me, too. Work all the O.T. you can get. It's enough to break your heart. Work yourself deeper into debt, And that's only the start. The tears so often fall like rain. For in my heart there's so much pain. I loved you darling and always will One day I'll join you never more to part. And walk hand in hand forever more. Work like a common drudge. What's the driving force behind it? Work because you're feeling guilty? I dunno—But, I must find it. Mrs. Ardella P. Everhart Widow of the late Seafarer Richard Garland Everhart, Died Nov. 30, 1976 Work and, maybe, if you're still alive, You may get Social Security at sixty-five. Not to put down honorable mention When you get your Seafarers pension. I would forget my beefs—all of 'em, If I could make the Pensioner's column. Because even before you've made a start your Picture's in the "Final Departures." Clarence L. Cousins ST Overseas Ohio "The Wild Woods" Someone is building with new Foliage in the trees. Someone is sending the birds And busy honey bees. Someone is causing the fresh Fruit to grow. Someone is dressing anew the Springtime show. I The Great Spirit's angels are Now passing by. They are decorating our world Where the buds did die. Crime Of Passion Quietly angels are passing as If of the melting snow. The new kind grass is growing Where the waters flow. With cunning stare Her bosom free Eve grins at me To my despair. The Spirit is dressing up old T hings along the river. Wildwood spirits live, because Wildwood lives forever. My child and wife I can't deceive And so I grieve For Eve, my life. They cause new life to return To things which have died. Accept the Spirit of the Wild Wood. Obey and abide. To stem my lust I cannot hope But weave a rope Hang her I must. Seafarer Roy Lee HInson In crime I whirl With no reprieve I hanged my Eve The calendar girl. Henri Perclkow September 1978 / LOG / 25 �Mount Washington Committee Sonic INH)|)ic Think L^(F Is Strange and Mysterious // Thry Tonh thv IM, cniirsr at III.S. riirv n <mhl l\non lit'ttrr!» • l.cuiii ill'' I.K i- :iiHtii! I.\<' < uin:icr->. cv . _ . , \ I tcr .11 IciH I iiip 111..^. \ I III 11 k lit iv\ f\CIA lliinc \tiii need in wm k .\(» \e--el. a Mi;ii(i a Looking up from his work, Headquarters Patrolman Teddy Babkowski (seated center) makes out a dues reoeipt for Bosun J. Ruiz (seated lelt) ship's chairman of the ST Mount Washington (Victory Carriers) at a payoff on Aug. 30 at Stapleton Anchorage, S.I., N.Y. With them are the rest of the Ship's Committee of (standing I. to r.) Deck IVIaintenance D. Ellette, deck delegate and Chief Cook John Cherry, steward delegate. Seated (right) is 2nd Pumpman John Caldwell, engine delegate. Joseph Hewes Committee This means you'll qualify for the great pay and good working conditions aboard these ships. Sign up for the LNG course today. It starts ISovember 13 See Your SIU Representative to Enroll or contact On Sept. 1, after a payoff at Hoboken (N.J.) Pier B, the Ship's Committee of the SS Joseph Hewes (Waterman) got together for a group photo. They are (sitting I. to r.) Engine Delegate Bill Statzer, Bosun W. J, Taylor, ship's chairman: Steward Delegate Ralph McDaries and Deck Delegate Bob Trainer. Standing (I. to r.) are Chief Electrician Robert Caldwell, educational director, and Chief Steward Jack Long, secretary-reporter. The Harry Luudeherg School Vocational Education Department Piney Point, MD 20674 (301) 994-0010 A MESSAGE FROM YOUR UNION / CM . mmi£ /ri NARCOTICS ARE FOR LOfER^ /F CAU6Fr you LOSE yOURPAPBFS FOP UFE/ THINK ABOUT/r/ 26 / LOG / September 1978 �PONCE (Puerto Rico Marine Mgt.), July 16—Chairman, Recertified Bosun B. Maldonado; Secretary W. Mihem; Educational Director J. Quintelia; Deck Delegate Herminio Serrano. No disputed OT. Chairman read and posted the communications received about the new agreement. Advised that applica­ tions for Piney Point upgrading school are available. A vote of thanks was extended to the steward department for cleanliness and excellent food and service. Also a vote of thanks to the deck department for helping to keep messroom and pantry clean at night. Next port Baltimore. ROBERT E. LEE (Waterman Steam­ ship), July 30—Chairman, Recertified Bosun Alfred Hanstvedt; Secretary R. Bo^d; Educational Director Stanley Hawkins; Deck Delegate Richard O. Spincer; Engine Delegate Donald Leight; Steward Delegate William Gonzalaz. The chairman reported that the company is now furnishing free movies. Discussed the importance of donating to SPAD. No disputed OT. A vote of thanks was extended to the steward department for a job well done and to all other departments for their cooperation. Next port Aqaba. BORINQUEN (Puerto Rico Marine Mgt.), July 9—Chairman, Recertified Bosun C. L. Gonzalez; Secretary H. Galicki; Educational Director V. E. Keene; Deck Delegate A. O. Maldenado; Engine Delegate F. Sandy; Steward Delegate F. R. Cordero. $7 in ship's fund. No disputed OT. Chairman discussed the merger of the SIU and the MCS. Also advised that C-Cards should see patrolman for a new shipping card if they intend to stay on. Ship was supposed to lay up after the last trip but it was changed. A vote of thanks to the steward department and to the watches for keeping the crew recreation room clean. Next port San Juan. SEA-LAND FINANCE (Sea-Land - Service), July 9—Chairman, Recertified Bosun J. Pulliam; Secretary A. Reasko. No disputed OT. The chairman dis­ cussed with all the members the problem about leaving the ship before being relieved. Everybody was happy to see Brother Harvey Mesford up and around on the job at a very smooth payoff in Seattle. Chairman discussed the impor­ tance of donating to SPAD. The new Logs were received and passed around for all to read. It was noted that jitney service in all ports is needed and that mooring winches are needed for the ships. SEA-LAND PORTLAND (SeaLand Service), July 23—Chairman, Recertified Bosun A. L. Waters; Educa­ tional Director A. Broaddus; Steward Delegate J. O'Hare. Some disputed OT in deck department. The new contract was read and discussed. Chairman dis­ cussed the latest Lx)g. Report to Log: "HONESTY—We have it in one man. Harold McVay found some money in a book in the recreation room. No one claimed it in six days and he checked and found out that the man had gotten off and returned the money to him. We need more men of this caliber. A vote of thanks has to go to this man." SEA-LAND BOSTON (Sea-Land Service), July 16—Chairman, Recerti­ fied Bosun L. E. Joseph; Secretary D. Keno; Steward Delegate Pedro J. Perez. Some disputed OT in deck department. Chairman extended congratulations to the Negotiating Committee for a job well done on the new contract. Also noted that some letters were received from Frank Drozak, executive vice president, pertaining to some questions we wanted answered and they will be read to this meeting and then posted. A vote of thanks to the steward depart­ ment for a job well done. GOLDEN DOLPHIN (Apex Ma­ rine), July 2—Chairman, Recertified Bosun Robert O'Rourke; Secretary D. Bronstein; Educational Director A. DiFabrizzio; Deck Delegate A. Janacek; Steward Delegate E. Pippins. No disputed OT. Chairman commented on the excellent voyage they have had. The crew has been a real credit to high stand­ ards and traditions and will be remem­ bered for a long time. Advised all members to upgrade at Piney Point. All communications received were read and posted. An outstanding vote of thanks to the steward department. It was one of the best. Steward Department delegate Earl Pippins noted that the entire crew was to be commended for keeping the galley^nd utensils clean and up to high SIU standards. Next port Texas. SEA-LAND PIONEER (Sea-Land Service), July 23—Chairman, Recerti­ fied Bosun C. Feil; Secretary D. Velandra; Educational Director Mullett; Engine Delegate Charles Jones; Steward Delegate T. McCormick. No disputed OT. $9 in ship's fund. Chair­ man reported at the last safety meeting aboard ship that all extrusions at deck level will be painted white. The crane will have all new safety chains and con­ nections and anti-skid paint and stripes will be put down. Also in the galley they will put non-skid strips in the needed spots. The chairman suggested that a meeting be held every week so a class can be held on safety, union activities etc. Blackboards were requested for the lounges and messhalls so notices could be posted. Next port Dubai. % wtm r^ DELTA SUD (Delta Steamship), July 23—Chairman, Recertified Bosun R. Lambert; Secretary E. Vieira; Educa­ tional Director P. Painter; Engine Delegate C. Welch; Steward Delegate Lionel Antoine. $71 in ship's fund. No disputed OT. Chairman gave a vote of , thanks to New Orleans Patrolman Carl Peth for taking the time to explain in detail all about the new contract and answering everyone's questions. It was suggested that when you are finished reading the Log you bring it back to the crew lounge so that others will be able to look at it. Also when getting into port it will have to be up to each one to check on the movie machine and lens to see that they are locked up. After showing a movie be sure to bring the film back to the ships office where they are kept. TRANSINDIANA (Hudson Water­ ways) July 9—Chairman, Recertified Bosun J. Delgado; Secretary W. J. Fitch; Engine Delegate E. Morales. Chairman reported with regret the passing of Chief Electrician Paul Smith —Book No. S-739 who died at the Gitmo Base Hospital on July 7, 1978 from a heart attack suffered on board the Transindiana on June 27, 1978. Although Paul Smith had a heart attack a couple of years ago, he had refused to let it stop him and continued to work hard at his job. He was indeed a credit to this Union. No disputed OT. A vote of thanks was extended to all at Head­ quarters for the well done job on our new contract. Another first in all sea­ faring unions. Report to Log: "A vote of thanks to the staff of the Log in keeping us well informed of the new contract and all seafaring news." Observed one minute of silence in mem­ ory of our departed brothers. MARY (Marlin Steamship), July 29 —Chairman, J. J. Bermudez; Secretary N. Johnson; Educational Director F. Holland; Deck Delegate Michael Hur­ ley; Engine Delegate Henry McDaniel. Some disputed OT in deck department. Chairman reported on the upcoming elections in November and the impor­ tance of donating to SPAD. A vote of thanks was given to the steward depart­ ment especially for the pizza parties. A vote of thanks to the deck department for painting the passageways where we live and keeping outside decks clean. GUAVAMA (Puerto Rico Marine Mgt.), July 10—Chairman, Recerti­ fied Bosun William Velazquez; Secre­ tary J. Prats; Educational Director John A. Speer; Engine Delegate H. Welch. No disputed OT. Chairman reported to all crewmembers the good contract the Union got for them and the raises they are going to get in the follow­ ing years. Advised all members to go to upgrade at the Lundeberg School so they can get better jobs in the future. Also discussed the importance of donating to SPAD. Observed one minute of silence in memory of our departed brothers. ZAPATA PATRIOT (Zapata Bulk Transport), July 3—Chairman, J. A. Castillo; Secretary D. E. Edwards; Educational Director J. Rodriguez; Deck Delegate N. D. MacBean III, Engine Delegate J. B. Davis; Steward Delegate W. Carpenter. No disputed OT. Chairman urged all members to stay on as long as possible. Noted that in the next two months there will be 20 new ships to crew and manpower is needed. Also discussed the good increases that were won in wages and overtime. A vote of thanks to the steward department for a job well done. ERNA ELIZABETH (Hudson Waterways), July 9—Chairman, Recer­ tified Bosun W. L. Reeves; Secretary B. Fletcher; Educational Director J. Quiente; Deck Delegate John J. Kane. No disputed OT. $180 in ship's fund. Chairmian held a discussion on the increases in vacation and welfare wages, pensions, death benefits and on payable port time while in Panama Canal and Parita Bay. The steward held a nice cook out and barbecue on the stern. Observed one minute of silence in mem­ ory of our departed brothers. POTOMAC (Ogden Marine) July 2 —Chairman, H. Bouganim; Secretary J. Bennett; Deck Delegate Frank Kon; Engine Delegate Amada Diaz; Steward Delegate James Gonzalez. $5.23 in ship's fund. No disputed OT. Brother Roy L. Cuthrell passed away aboard ship on July 2, at sea. His remains were taken ashore in Freeport, Bahamas and a message was sent to Headquarters and to the family of the deceased. Observed one minute of silence in memory of our departed brother. DEL RIO (Delta Steamship), July 30—Chairman, Gerald Corelli; Secre­ tary E. Bowers; Educational Director J. Martello; Steward Delegate Albert Hendricks. Chief Mate and Chairman commended Brother D. Campos on his first trip. Both agree that he will make a good sailor. Captain D. Bari extended a vote of thanks to the crew for a job well done and for the full cooperation of all hands. Also a vote of thanks to the electrician for time and work on the movie projector. SEA-LAND CHARLESTON (SeaLand Service), July 16—Chairman, Recertified Bosun Irwin Moen; Secre­ tary C. Carter; Educational Director Jerry Dellinger. No disputed OT. Chairman read the communications from headquarters and discussed them. Also read the highlights of the new contract. The ship will pay off in Port Elizabeth and then go into layup. Observed one minute of silence in memory of our departed brothers. PUERTO RICO (Puerto Rico Marine Mgt.), July 9—Chairman, Recertified Bosun Barney E. Swearingen; Secretary T. Jackson; Educa­ tional Director H. P. Calloe; Deck Delegate G. Crocco. Some disputed OT in engine department. Chairman dis­ cussed the importance of donating to SPAD. Also requested all crewmembers to turn in a repair list. A vote of thanks to the steward department for a job well done. OVERSEAS NEW YORK (Mari­ time Overseas), July 2—Chairman, Recertified Bosun Hubert Cain; Secre­ tary Peter Gebbia; Educational Direc­ tor W. 1-. Pritchett; Deck Delegate James J. McLinden. No disputed OT. Chairman discussed the new contract. It was also noted that the members would like to have launch service in the Canal Zone. A vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed brothers. Official ship's minutes were also received from the following vessels; SUGAR ISLANDER PORTLAND OVERSEAS VALDEZ CONNECTICUT COASTAL KANSAS DELTA PARAGUAY MONTPELIER VICTORY TRANSCOLUMBIA ARECIBO ALLEGIANCE SEA-LAND COMMERCE SEA-LAND ECONOMY SEA-LAND CONSUMER TRANSCOLORADO COLUMBIA TAMPA MOUNT VERNON VICTORY DELTA COLOMBIA BALTIMORE SEA-LAND GALLOWAY SEA-LAND ANCHORAGE JOHN B. WATERMAN MANHATTAN WILLIAMSBURGH OVERSEAS ULLA AFOIJNDRIA SAMUEL CHASE GOLDEN MONARCH AMERICAN HERITAGE WESTWARD VENTURE SAN PEDRO NEW YORK SEA-LAND MC LEAN OVERSEAS HARRIETTE STUYVESANT SEA-LAND TRADE WALTER RICE DELTA MAR POINT MARGO NECHES SEATTLE September 1978 / LOG / 27 �Tighter Gov't Controls Needed To Boost U.S. Liner Fleet WASHINGTON, D.C.—The U.S. Maritime Administration has released a study which reveals that more "coopera­ tion" or trade controls practiced by liner shipping companies would benefit the U.S. merchant marine. The study, prepared for Marad by an outside consulting firm, shows that U.S. companies would prosper under in­ creased controls, such as stronger shiping conferences. But it predicts "sub­ stantial losses" for U.S. operators if present U.S. shipping practices of open competition continue or increase in the liner trades. The results of the study are especially significant at this time because Congress and an Administration task force are now considering major changes in ship­ ping policy. Assistant Secretary of Commerce Robert Blackwell, the head of Marad, did not advocate any specific policy changes when he released the study on August 21. But he said that it should be "extremely useful in exploring the vari­ ous policy alternatives which the Government is considering to end the chaos and restore stability to our liner trades." The arguments for and against stronger shipping controls have become louder over the years in reaction to the economic problems faced by the U.S. liner fleet. Although some gains have been made recently, by and large, the rate of return for liner companies is not equal to investment risks, Blackwell said. Those against controls claim that conferences and other forms of shipping regulation destroy competition, which is the basis of U.S. shipping policy. A conference is basically a coopera­ tive agreement between shipping lines engaged in the same trade. It allows the companies to set common rates and have a fair share of cargo. But U.S. ship­ ping policy has kept these conferences from being really effective. The SlU has attacked U.S. shipping policy because it has failed to preserve fair competition and because it has weakened the position of the U.S. mer­ chant fleet. Other countries engaged in our trade have instituted controls in the best interests of their own fleets. But American shipping lines have been seri­ ously hurt by rate-cutting and other abuses which the Government allows to go on in the name of "free trade." The SlU strongly supports the Con­ trolled Carrier bill, recently marked up IlllllllUlllllllllllllllllllllllllllllllllllllllllllllllllllilllllllllllllllllll Seafarer Starts N.J. AA Meetings Responding to the needs of Seafarers and other workers who have drinking problems, a New Jersey chapter of Alco­ holics Anonymous will begin weekly meetings in Port Newark on Oct. 19. The regular Thursday meetings will be led by SRI member Frank Buhl, who spent several months as a counselor at the Union's Alcoholic Rehabilitation Center in Valley Lee, Md., and Father Charlie McTague. The sessions will begin with a closed discussion group at 5:30 PM, followed by open speakers at 8:30. The meetings will take place at the Mariners International Center, Export and CalcutiS Streets, Port Newark, N.J. For further information on the New Jersey A.A. meetings, contact Frank Buhl or Father McTague at (201) 589-5828 from 3 PM to 10 PM and (201) 589-5969 at other times. They can also be reached by mail at 250 Lafayette St., Newark, N.J. 07105. iiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiimiiiimiiiiiim 28 / LOG / September 1978 by the House Merchant Marine and Fisheries Committee. It is the only cur­ rent piece of legislation which promises to provide much needed regulation in U.S. trade. Aimed at rate-cutting prac­ tices of the Russian fleet, the bill would allow the Federal Maritime Commis­ sion to ban a shipping line from a U.S. trade route if it was offering rates far below accepted conference levels. While more comprehensive shipping regulatory reform is still under review, the Marad study provides some hard facts for Government consideration. The purpose of the study was to test the impact of cooperative vs. competitive shipping practices on U. S. flag companies. A computer model was used to simulate liner operations and calculate profitability over a ten year period. Three U.S. trade routes were selected for detailed study: the North Atlantic, Mediterranean and Latin American trade. The results of more than 30 simula­ tions demonstrated that the statutory objectives of a strong U.S. merchant marine "are more nearly achieved over flag operators is more likely, causing a reduction in the U.S.-flag market share." the long run with increased cooperation. With increased competition, increased penetration of U.S. trades by non-U.S.- Walter Rice Committee New Orleans Patrolman Carl Peth (standing 2nd r.) is at a payoff with the Ship's Committee of the SS Walter Rice (Reynolds Metals) in the Crescent City port late last month. They are (standing I. to r.) Recertified Bosun Robert Broadus, ship's chairman, who was getting on and (extreme r.) Educational Director Jose H. Rodriguez. Seated (I. to r.) are Engine Delegate B. Hireen, Steward Delegate Juan Melendez, Recertified Bosun Ewing Rihn; Deck Delegate Greg Taylor and Chief Steward George Vorise, secretary-reporter. Dispatchers Report for Inland Waters AUGUST 1-31, 1978 *TOTAL REGISTERED All Groups Class A Class B Class C Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Port Arthur Algonac St. Louis Piney Point Paducah Totals ."*... 0 0 0 6 0 5 7 3 1 0 11 0 1 9 2 0 9 0 0 54 0 0 0 5 0 2 1 5 5 0 4 0 0 7 5 0 13 34 3 84 0 4 0 3 0 2 0 18 2 0 9 0 6 9 68 0 13 0 52 186 0 0 0 10 0 2 1 2 1 0 7 0 1 7 2 0 3 0 ie 0 0 0 6 0 1 0 0 4 0 1 0 0 6 4 0 11 34 6 73 0 0 0 4 0 1 0 6 2 0 5 0 0 _ 6 20 0 6 0 27 77 0 0 0 3 0 4 12 3 1 0 23 0 1 17 3 0 12 0 4 83 0 0 0 5 0 3 2 8 4 0 9 0 0 13 1 0 15 4 1 65 3 0 32 4 0 42 0 11 11 132 0 21 0 75 339 0 0 0 0 0 1 1 0 0 0 0 0 0 4 0 0 0 0 0 6 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1 0 0 2 0 0 0 0 0 0 0 L0 1 8 0 3 0 0 0 1 0 0 14 0 0 0 1 0 1 0 0 1 0 0 0 0 0 0 0 1 0 1 5 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 3 5 1 4 0 3 Q ENGINE DEPARTMENT 0 0 0 1 0 0 0 0 0 0 2 0 0 1 0 0 0 0 0 4 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 6 0 2 0 0 0 0 0 0 8 Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Port Arthur Algonac St. Louis Piney Point Paducah Totals **REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington . Seattle Puerto Rico Houston Port Arthur Algonac St. Louis Piney Point Paducah Totals TOTAL SHIPPED All Groups Class A Class B Class C 0 0 0 0 0 0 0 0 0 0 2 0 0 1 0 0 0 0 0 3 0 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 0 1 0 3 0 0 0 0 0 0 0 0 0 0 2 0 2 0 0 0 0 0 0 4 • STEWARD DEPARTMENT 0 0 0 1 0 1 0 0 • 1 0 0 0 0 0 0 0 1 0 0 4 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 1 1 4 0 0 0 1 0 1 0 2 0 0 0 0 3 1 0 0 2 0 7 17 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 2 0 5 9 Totals All Departments 89 203 62 41 77 90 *"Total Registered" means the number of men who actually registered for shipping at the port last month. **"Registered on the Beach" means the total number of men registered at the port at the end of last month. > 94 72 0 0 0 3 0 0 0 5 0 0 0 0 5 1 0 0 3 0 11 28 381 �Not Too Many Chief Cooks rvt W,-:- ••'. r-r . «sH-n|-r,-v|,-,.. Kt>pM R„^ ' '.",r ^ Kli. \\^ •" ^''uyynir.st ,| '^X ^ M • ? Cftief Out fo Stew Taylor a Cook Happily showing his chief steward diploma achioved at MLS is l\/1ike * Displaying thoir diplomas are new Chief Cooks (I. to r.) Joseph Speller and Chris Romalho. Haggerty. 13 Are for Automation * MLS Steward Department upgrader Sheldon Taylor's ready for qookin n' bakin'". Three Men in a Lifeboat •tm •'ly Automation Course Instructor Charlie Nalen (standing I.) poses with the 13 graduates in his class. Standing (I. to r.) are Sonto Mondone, Don Busby, Leroy tanner, Bob Hedrick, Freddie Horn and Bill Hyder. In the front row (I. to r.) are Eugene Oldakowski, Tom Burke, Charlie Callahan and David Terry. In the middle row (I. to r.) are Jean Morris, Doug Greiner and John Chiv"&rs. Completing the Lifeboat Course are (I. to r.) Danny Riddle, Jose Camelo and Robert Frazier. Harrv Liindeber^ -C®" School of "For a better job today, and job security tomorrotv. 21 Black Gangers Get QMED Twenty-one more QMEDs are now ready to man the SlU fleet's engine depart­ ments. They are (front row I. to r.) Robert Mealor. Robert Rush, Thomas McMahon, Pete Linkewitz, Robert Cannon, Glenn Bumpas, Gene Koss and John Day. In the middle rov^ (I. to r.) are Dennis Convey, Mark Stewart, Ronnie Adkins, Bob Martin, Rusty Stewart, John Newhouse and Kevin Gannon. In the rear row (I. to r.) are Alli­ son Hebert, Robert Ivanauskas, Joe Oliveri. Bruce Swisher, Don Shine and Victor Palombo. FOWTs Four Rows Deep Here's 29 new firemen-watertenders-gradualing from the HLS. They are (front row I, to r,) John Bucko, Nick Celona, Paul Johnson, Brian Bluitt and Allan Todd, In the second row (I. to r.) are Jim Derbach, Leonard Viles, Vernon Green, Louie Cerventes. Miller Lowery, Stanley Williams and Jose H, RodrigueE.-Third row (I, to r.) has Dennis Lemily,Thomas Gordon, Jim Flynn, Tom Stark, Tom Quattrochi.C. L, Mitchell, Ken Couture and Rick Sayers. Finally, the back row (I, to r.) has Robert A, Meacher, John Haight, Herbie Benzenberg, Glenn Kessel, Eric Plaskin, Gabe Horneff. Robert C. McCoy, Donald Gusis and Mark Lawrence, September 1978 / LOG / 29 "T'l i �Roy L. Cuthrell, 54, died on the SS Potomac on July 2. Brother Cuthrell joined the SIU in 1944 in the port of New York sailing as a fireman-watertender. He was born in Hickory, Va. and was a resident of Chesapeake, Va. Surviving is his mother, Fannie of Chesapeake. Paul D. Erter, 55, succumbed to heart and lung failure in the Galveston USPHS Hospital on July 9. Brother Erter joined the SIU in the port of Hous­ ton in 1972 sailing as a QMED. He upgraded at Piney Point in 1974. Seafarer Erter was a veteran of the post-World War H U.S. Army. A native of Tulsa, Okla., he was a resident of Mabank, Tex. Cremation took place in the Brookside (Tex.) Crematory. Surviving arc two sons, Michael of Watauga, Tex. and Mark Allan of Mansfield, Tex. Pensioner Frank J. Farmei', 48, died of a liver ailment in the Seattle USPHS Hospital on June 24. Brother Farm­ er joined the SIU in 1948 in the port of New York sailing as an AB. He sailed for 32 years. Seafarer Farmer was born in Seattle and was a resident of Copalis Beach, Wash. Cremation took place in the Butterworths Crematory, Seattle. Surviving is his mother, Helena of Copalis Beach. Javinal E. Fer­ nandez, 57, died on Aug. 21. Broth­ er Fernandez joined the SIU in the port of Wil­ mington, Calif, in 1963 sailing as a cook and baker. He sailed 26 years. And he upgraded at the HLS in 1975. Seafarer Fernandez was a wounded veteran of the U.S. Army in World War 11. Born in Taun­ ton, Mass., he was a resident of San Pedro, Calif. Surviving are his mother, Mary of San Pedro and a sister, Mrs. Laura Ingram of Palos Verdes Penin­ sula, Calif. Pensioner Wil­ liam E. Oliver, 67, died on Aug. 18. Brother Oliver joined the SIU in 1939 in the port of Savannah sailing as a chief steward. He sailed 48 years. Seafarer Oliver was born in Savannah and was a resident of Prichard, Ala. Surviving are his widow, Bessie; a daughter, Tracy; a stepson, John Munsanto and a stepdaughter, Patricia Munsanto. 30 / LOG / Seotember 1978 Pensioner Ben­ ito Gordoza, 77, passed away from heart disease at home in Brook­ lyn, N.Y. on July 31. Brother Gor­ ,;:sf doza joined the SIU in the port of New York in 1955 sailing as a chief stew­ ard. He sailed 51 years. Seafarer Gor­ doza was on the picketline in the 1961 N.Y. Harbor beef. He was a native of Mindanao, P.I. Burial was in Rosedale Cemetary, Linden, N.J. Surviving is his widow, Kam Fong Lam of Pasadena, Calif. Pensioner Harry D. Ham­ mond, 54, died in New Orleans on July 8. Brother Hammond joined the SIU in 1946 in the port of New Orleans sailing as a cook. He sailed for 31 years. Seafarer Hammond was a veteran of the U.S. Army in World War 11. Born in New Orleans, he was a resident there. Survi­ ving are his widow, Estella; two sons, Harry and Barry of New Orleans, who is a 1967 graduate of HLS, and two daughters, Evelyn and Shirley. Pensioner Jo­ seph L. Sheahan, 72, died of heart failure in the Central Michigan Community Hospital, M t. Pleasant on June 9. Brother Shea­ han joined the SIU in the port of Lake Charles, La. in 1956 sailing as a pump­ man, deck engineer and fireman-watertender for 26 years. He was on the picketline in the 1962 Robin Line beef. Seafarer Sheahan was a veteran of the U.S. Navy in World War II. Born in Michigan, he was a resident of Rose­ bush, Mich. Burial was in St. Henry Cemetery, Rosebush. Surviving are a brother, Eugene of Rosebush; a sister, Mrs. Rose B. Beutter also of Rosebush; two nephews, Jerry and Richard Shea­ han of Mt. Pleasant and a niece, Mrs. Mary Ann Verevey of Rosebush. Pensioner Ger­ ald B. Smith, 71, succumbed to coronary disease in North Arundel Hospital, Glen Burnie, Md. on June 23. Brother Smith joined the SIU in 1939 in the port of Baltimore sailing as an AB. He sailed 40 years and was also a rigger. Seafarer Smith was born in West Virginia and was a resident of Millersville, Md. Burial was in Glen Haven Memorial Park Cemetery, Glen Burnie. Surviving is his widow, Esther. Paul R. Smith, 50, died in the Guantanamo Bay (Cuba) U.S. Naval Hospital on July 7. Brother Smith joined the SIU in 1946 in the port of New York sailing as a chief electrician and QMED. He received a Union Personal Safety Award in 1961 for sailing aboard an ac­ cident-free ship, the SS Louisiana (Seatrain). He was a veteran of the postWorld War 11 U.S. Army. Seafarer Smith was born in Illinois and was a resident of Augusta, Ga. Surviving is his widow, Mary. Pensioner Clin­ ton Mason, 72, died of cancer at home in Day, Fla, on June 28. Broth­ er Mason joined the SIU in I94I in the port of Nor' folk sailing as a fireman-watertender. He sailed 34 years. Seafarer Mason walked the picketline in the 1961 N.Y. Harbor strike. He was born in Atlantic, N.C. Burial was in the Day Cemetery. Surviv­ ing is his widow, Lola. Louis W. Moore, 53, died of heart disease in the University of South Alabama Medical Center on July 26. He joined ^>1 the SI U in the port of Mobile in 1955 sailing as an AB and cook. Seafarer Moore sailed 30 years. He was a veteran of the U.S. Navy in World War II. Born in Illinois, he was a resident of Mobile. Interment was in Pine Crest Cemetery, Mobile. Surviving are his widow, Roberta and an uncle, Arthur Brant of Attica, Ind. C) Pensioner Re­ certified Bosun John L. Ohannasian, 55, died at home in Miami on July 22. Brother Ohannasian join­ ed the SIU in 1949 in the port of New York. He sailed 30 years. Seafarer Ohannasian graduated from the Recert­ ified Bosuns Program in November 1975. He was a veteran of the U.S. Navy in World War II. He was born in De­ troit. Cremation took place in the Lithgow Crematory, Miami and his ashes were scattered at sea. Surviving are his widow, Marsha and his uncle, Casper Ohannasian of Melvindale, Mich. Pensioner John S. Seiferth, 68, died of a heart attack on July 15. Brother Seiferth joined the SIU in 1949 in the port of New York sailing as a bosun. He sailed 43 years. Seafarer Seiferth was a veteran of the U.S. Army in World War II. Born in Pittsburgh, Pa., he was a res­ ident of Houston. Surviving is a sister, Mildred of Pittsburgh. William R. Lockamy, 53, died on June 5. Brother Lockamy joined the SIU in the port of Baltimore in 1965 sailing as a wiper and OS. He sailed 23 years, and during the Vietnam War. He attend­ ed the Andrew Furuseth Training School, Baltimore in 1957. Seafarer Lockamy was a veteran of the U.S. Navy in World War II and was also a plumber. A native of Norfolk, he was a resident there. Surviving are a daughter, Carrie and a brother, Joseph, both of Norfolk. Jeffrey J. Newhouse, 27, died in Bethesda, Md. on June 2. Brother Newhouse joined the SIU in the port of New York in 1977 sailing as an OS. He was also an artist. Seafarer Newhouse was bom in New York and was a resident of Bethesda. Interment was in Gates of Heaven Cemetery, Silver Spring, Md. Surviving is his father, Edgar L. Newhouse, III, of Bethesda. Melito Maldonado, 41, died on the ST Over­ seas Aleutian (Maritime Over­ seas) on Aug. 17. Brother Maldonado joined the. SIU in the port of Houston in 1961 sailing as a chief stew­ ard. He sailed 22 years. Born in Boling, Tex., he was a resident of Houston. Sur­ viving are his widow, Virginia; a son, Melito of Houston; two daughters, Nancy and Sandra; his mother, Carlota of Galveston and his father, Gilberto of Bay City, Tex. Pensioner Theodore Roose­ velt Maples, 74, succumbed to pneumonia in the Springhill Memo­ rial Hospital, Mo­ bile on Aug. 9. Brother Maples joined the SIU in 1945 in the port of Mobile sailing as a fireman-water­ tender. He sailed 25 years. Seafarer Maples was born in Wilmer, Ala. and was a resident there. Interment was in Joyner Cemetery, Tannner Williams, Ala. Surviving are a sister, Mrs. Edna M. Dunn of Butler, Ala. and a brother, Julius of Crichton, Ala. Pensioner Walter Marcus, 76, passed away on Aug. 11. Brother Marcus joined the SIU in 1947 in the port of New York sailing as a chief steward. He sailed 50 years and was a member of the old SIU. Seafarer Marcus sailed also on German, Dutch and Japanese ships. He rode Robin Line, Suwannee Steamship and American Coal Shipping Co. ves­ sels, too. In 1961, he was on the picketline in the N.Y. Harbor beef. Born in Germany, he was a naturalized U.S. citi­ zen and was a resident of Lahaina, Maui, Hawaii. Surviving are his widow, Josephine; three sons, Francis, David and Walter of Hawaii and three daught­ ers, Ingrid, Enid and Ury. Pensioner Ehbie Markin, 69, succumbed to . pneumonia in the St. Joseph's Hos­ pital, Houston on July 18. Brother Markin joined-the SIU in 1945 in the port of Baltimore sailing as a firemanwatertender. He was born in Georgia and was a resident of Conroe, Tex. In­ terment was in the Wallace Memorial Cemetery, Clintonville, W. Va. Surviv­ ing are his widow, Zala and a daughter, Deborah. Peter S. Ander­ son, 28, died at Doctors Hospital, Seattle on June 22. Brother An­ derson joined the SIU in the port of New York in 1972 following his graduation from the Harry Lundeberg School of Seamanship in Piney Point, Md. He sailed as an OS and was chief bosun during his training at HLS. Sea­ farer Anderson was a veteran of the U.S. Marine Corps in Vietnam from 1968 to 1969. Born in Seattle, he was a resident there. Burial was in Washelli Cemetery, Seattle. Surviving are his parents, Mr. and Mrs. Roy J. and Joan Anderson of Seattle. t �Pensioner John Kallaste, 66, died of natural causes in the Lutheran Medical Center, Brooklyn, N.Y. on June 23. Brother Kallaste joined the _ SIU in 1943 in the ' port of New York sailing as a pump­ man. He sailed 41 years. Seafarer Kal­ laste walked the picketline in the 1961 N.Y. Harbor beef and the 1962 Robin Line strike. Born in Estonia, U.S.S.R., he was a resident of Brooklyn. Crema­ tion took place in the Ferncliff Crema­ tory, Hartsdale, N.Y. Surviving is a daughter, Juanita of Lima, Peru. Pensioner John Karpinsky Jr., 69, died of cancer in the Brownsville .(Tex.) Medical Center on May 20. Brother Karpin­ sky joined the SIU in 1949 in the port of New York sailing as a cook and ship's delegate. He sailed 24 years and during the Korean War. Seafarer Karpinsky was born in Philadelphia and was a resi­ dent of Brownsville. Interment was in Buena Vista Cemetery, Brownsville. Surviving are his widow, Maria and two daughters, Catalina and Linda. Carter Lane, 36, died on June 13 on the sunken ST Yellowstone (Ogden Marine) which was ram­ med by an Alger­ ian freighter off Gibraltar on June 12. Brother Lane joined the SIU in the port of Houston in 1966 sailing as a wiper. He was born in Rison, Ark. and was a resident of Hot Springs, Ark. Sur­ viving are his mother, Mrs. Kathleen Di Nino; his grandmother, Mrs. Vivian Cameron and a sister, Mrs. Betty Di Nino, all of Pine Bluff, Ark. Pensioner Adolph B. Lange, 68, died of kidney failure in the Martin Place East Hospital, Madi­ son Heights, Mich, on June 19. Broth­ er Lange joined the SIU in 1939 in the port of Detroit sailing as an AB. Seafarer Lange sailed 34 years and worked for the T.J. McCarthy Steamship Co. in 1961. He was a veteran of the U.S. Army in World War II. Born in Michigan, he was a resi­ dent of Roseville, MiCh. Burial was in the Forest Lawn Cemetery, Detroit. Surviving are a brother, Anton of Detroit and a nephew, David A. Lange of Roseville. Recertified Bo­ sun Juan Burgos, 62, died of natural causes in the Staten Island (N.Y.) USPHS Hospital on July 11. Brother Bur­ gos joined the SIU in 1942 in the port of Tampa. He sailed 37 years and hit the bricks in the 1961 Greater N.Y. Harbor beef and the 1965 District Council 37 strike. He graduated from the Recertified Bosun Program in January 1976. Seafarer Burgos was born in Fajardo, P.R. and was a resi­ dent of Brooklyn, N.Y. Burial was in Rosedale Cemetery, Linden, N.J. Sur­ viving are his widow. Carmen and four sons, Augustin, Anthony, Luis and John of Brooklyn. Pensioner Pab­ lo Latorre, 61, died on Aug. 11. Brother Latorre joined the SIU in 1944 in the port of New York sailing as a chief cook. He sailed 36 years. Seafarer Latorre was on the picketline in the 1965 District Council 37 beef and rode the SS Edith (Bull Line) in Hurri­ cane Carla in 1962. A native of Puerto Rico, he was a resident of the Bronx, N.Y. He was also a typist-bookeeper. Surviving are his widow. Rose of Staten Island, N. Y.; three sons Pablo, Paul and Richard, and two brothers, Antonio and Raymond of the Bronx. Pensioner Oskar Kaelep, 76, passed away on Aug. 24. Brother Kaelep joined the SIU in 1943 in the port of Norfolk sailing as a bosun. He sailed for 33 years. Seafarer Kaelep hit the bricks in the 1965 District Council 37 beef, the 1962 and 1959 Robin Line strikes and the 1961 N.Y. Harbor beef. He was born in Estonia, U.S.S.R., was a naturalized U.S. citizen and was a resident of Miami, Fla. Cremation took place in Linden, N.J. Surviving are his brother. Alec of St. Albans, L.I., N.Y. and a nephew, Walter Casper Jr. of Reading, Pa. William Harris Jr., 36, died on Aug. 17. Brother Harris joined the SIU in the port of New York in 1972 sailing as an AB. He was a veteran of the U.S. Coast Guard. Seafarer Harris was born in Palmetto, La. and was a resident there. Surviving are his widow, Takako of Naha City, Okinawa, Japan and his mother, Mrs. Octavio Brown. Brian D. Boyle, 19, died in the Wil­ mington (Del.) Medical Center on May 13 as a result of injuries sustained in a highway mishap in Chadds Ford, Pa. Brother Boyle joined the Union in the port of Philadelphia in 1977 sailing as a cook for the Delaware River Barge Co., Curtis Bay Towing Co. and for Mc­ Allister Brothers. He was born in Williamsport. Pa. and was a resident of Chadds Ford. Interment was in St. Pat­ rick's Cemetery, Wilmington. Surviving are his parents, Mr. and Mrs. Joseph and Sheila Boyle. Pensioner Franklin P. Grant, 51, died of a heart attack in Doc­ tors Hospital, Mobile on Jan. 29. Brother I Grant joined the SIU in the port of Mobile I in 1951 and sailed as an AB. He was a veteran of the U.S. Army. Interment was in Pine Crest Cemetery, Mobile. Surviving is his widow, Elizabeth. ^gjgnpjjk Cecil F. Stock, 81, passed away on Feb. Stock V joined the Union in . the port of Mobile in 1956 sailing as a fire^ man-watertopder on , f the Tug Sombrero I JK '^ from 1956 to 1961. He sailed 43 years. Boatman Stock was also a machinist. He was a World War I veteran of the U.S. Navy. Born in Martinsville, Va., he was a resident of Mobile. Surviving is his widow, Rosalie. Pensioner An­ drew J. Ewing, 62, died on May 30. Brother Ewingjoined the Union in 1948 in the port of Mobile sailing as an engineer for the Bay J J i Towing and Dredg­ ing Co. from 1950 to 1957 and Radcliff Materials. He was born in Gasque, Ala. and was a resident of Foley, Ala. Sur­ viving is his widow, Evelyn. Pensioner Walter O. Hoven, 64, died on June 9. Brother Hoven joined the Union in the port of Mobile in 1956. He sailed as an AB for ^ . 24 years. Boatman Hoven was born in Grove Hill, Ala. and was a resident of Lucedale, Miss. Surviving is his widow, Joyce. Pensioner Paul L. Berthiaume, 61, died in La Combe, La. on Apr. 30. Brother Berthiaume joined the SIU in 1941 in the port of New Orleans sailing as a bosun. He sailed 37 years. Seafarer Berthiaume was born in New Orleans and was a resident of La Combe. Interment was in Forest Lawn Cemetery, Slidell, La. Surviving is his widow, Thelma Ann, of Slidell. Paul L. Evans, 67, died of heart fail­ Pensioner James L. Sullivan, 66, died ure in Bayside Hospital, Virginia Beach, of Hodgkins disease in the Wilmington Va. on Mar. 26. Brother Evans joined (Del.) Medical Center on Oct. 20, the Union in the port of Norfolk in 1965 sailing as a chief mate on the Pilot , ,1977. Brother Sullivan joined the Union in the port of Philadelphia in Boat Virginia (Virginia Pilot Assn.) 1961 sailing as a mate for the Curtis from 1965 to 1977. He also sailed for Bay Towing Co. from 1944 to 1976 the Sadler Sand Co. and the P.R. and as a rigger foreman for the Dravo Marine Co. A native of York County, Corp. from 1942 to 1944. He sailed Va., he was a resident of Yorktown, 46 years. Boatman Sullivan was born Va. Burial was in Peninsula Memorial in Fall River, Mass. and was a resident Park Cemetery, Newport News, Va. of Boothwyn, Pa. Burial was in Cathe­ Surviving is his widow, Mary. dral Cemetery, Wilmington. Surviving Pensioner Walter J. Valentine, 70, is his widow, Marie. died of heart failure in the Baltimore Burnett A. Carter, 56, died in Cairo, U.S. Veterans Administration Hospital 111. on May 21. Brother Carter joined the on May 7. Brother Valentine joined the Union in the port of Paducah, Ky. in Union in the port of Baltimore in 1956 1974 sailing as a tankerman and lead sailing as a captain and bargeman for deckhand for the American Commer­ the Western Maryland Railway Co. cial Barge Line and Inland Tugs Co. from 1967 to 1977. He was born in from 1973 to 1975. He was born in Ken­ Maryland and was a resident of Balti­ tucky and was a resident of Paris, Tenm more. Burial was in the Baltimore Na­ Interment was in the Barlow (Ky.) tional Cemetery. Surviving is a Cemetery. Surviving is a niece, Dorothy daughter, Mrs. Mary Jo Vadorsky of P. McCaig of Paris. Somerdale, N.J. Steven A. Lynch, 21, died of multiple injuries on Mar. 20 sustained in a barge blast at the Getty Oil Dock, Delaware City, Del. Brother Lynch joined the Union in 1977, the year he graduated from the Harry Lundeberg School of Seamanship, Piney Point, Md. He sailed as a deck­ hand for the Inter Ocean Transport Co. from 1971 to 1976 and for the Gellethin Barge Line from 1977 to 1978. Boatman Lynch was born in Allentown, Pa. and was a resident of Wilmington, Del. Burial was in All Saints Cemetery, Wil­ mington. Surviving are his parents, Mr. and Mrs. Howard and Anna Lynch of Wilmington. Pensioner Milton L. Vickers, 67, died on Apr. 16. Brother Vickers joined the Union in the port of Norfolk in 1961 sail­ ing as an oiler for the IWood Towing Co. in 1945 and as an en­ gineer for the Curtis Bay Towing Co. from 1945 to 1976. He was a union member since 1934. ,A native of Marco, Fla., he was a resident of Moyock, N.C. Surviving is a daughter, Mrs. Rita C. Kershaw of Chesapeake, Va. Pensioner Norman P. Schwab, 67, died of lung and heart fail­ ure in the New Or­ leans USPHS Hospi­ tal on Feb. 2. Brother Schwab joined the Union in the port of New Orleans in 1957 sailing as a deckhand and captain for the MAG Towing Co. from 1956 to 1976. He was born in Labadieville, La. and was a resident of Thibodaux, La. Burial was in St. Joseph Cemetery, Thibodaux. Surviving is his widow, Vivian. Raymond R. Prchm, Jr., 46, died of a brain tumor in the Jefferson Barracks (Mo.) Hospital on Feb. 24. Brother Prehm joined the Union in the port of St. Louis in 1973 sailing as a deckhand and cook for Inland Tugs and American Barge Lines. He was a veteran of the U.S. Air Force. Born in Maplewood, Mo., he was a resident of St. Louis. Interment was in the National Ceme­ tery, Jefferson Barracks. Surviving are three sons, Charles, William and Ray­ mond, and a daughter, Susan. Curtis D, O'Neal, 45, died of heart failure on arrival at the Craner County (N.C.) Hospital on Apr. 29. Brother O'Neal joined the Union in the port of Philadelphia in 1957. He sailed as deck­ hand, mate, tug operator and captain for the C.G. Willis Barge and Towing Co. from 1954 to 1965 and for the Ex­ press Marine Co. from 1965 to 1978. Boatman O'Neal was a veteran of the U.S. Army during the Korean War. Burial was in the Watson Cemetery, Lowland, N.C. Surviving are his widow. Mavis; a son, Christopher and three daughters. Tammy, Kimberley and Nancy. September 1978 / LOG / 31 �Warren Harding Cassldy, 56, joined the SIU in the port of New York in 1955 sailing as a cook. Brother Cassidy sailed 31 years and rode the Bull and Isthmian Lines. He hit the bricks in the 1961 Greater N.Y. Harbor beef, the Atlantic and Gulf strike and the 1965 District Council 37 beef. Seafarer Cassidy was the chairman of the Union's Quarterly Finance Committee many times and was also on the SIU Election Tallying Committee. He attended Piney Point Crew Confer­ ence No. 4 in 1970 and graduated from the Andrew Furuseth Training School, Brooklyn, N.Y. in 1959. A native of Somerville, Mass., he/is a resident of Brooklyn. John L. Cortez, 65, joined the SIU in the port of Seattle in 1960 sailing in the steward department for 37 years. Brother Cortez was born in the Philippines and is a resident of Seattle. Juan Cruz, 52, joined the SIU in 1939 in the port of New York sailing as a chief steward. Brother Cruz rode the Isthmian Line. He was a delegate to the Union's 13th Biennial Conven­ tion in Washington, D.C. in 1967. And walked the picketlines in the. 1961 N.Y. Harbor beef and the 1962 Robin Line beef. Seafarer Cruz is a veteran of the U.S. Army in World War 11. Born in Puerto Rico, he is a resident of Brooklyn, N.Y. Vincent Genco, 65, joined the SIU in 1945 in the port of New York sailing as a bosun and quartermaster. Brother Genco sailed 32 years and rode the Bull Line. He upgraded to quartermaster at the HLS in 1973. Seafarer Genco was born in Cleve­ land, Ohio and is a resident of Newton Falls, Ohio. Recertified Bosun Woodrow Wil­ son Lawton, 63, joined the SIU in 1938 in the port of Savannah sailing for 45 years. Brother Lawton gradu­ ated from the Recertified Bosuns Program in February 1975. He was born in Georgia and is a resident of East Berlin, Pa. ^ Charles P. Lord, 65, joined the SIU in 1944 in the port of New York sailing as a 3rd assistant engineer and fireman-watertender. Brother Lord sailed 36 years. He also rode the Robin Line. In 1970, he graduated from the MEBA School of Marine Engineering and Navigation, Brooklyn, N.Y. with his engineer's license. Seafarer Lord was born in Chicago, 111. and is a resident of Debary, Fla. Gustaf A. Nordin, 60, joined the Union in the port of Detroit in 1960 sailing as an oiler for the Red Arrow Steamship Co. from 1961 to 1965. Brother Nordin sailed 22 years. He was born in Clearbrook, Minn, where he is a resident. Recertified Bosun Francisco R. "Frank" Charneco, 49, joined the SIU in the port of Baltimore in 1956. Brother Charneco sailed 30 years. He graduated from the Recertified Bosuns Program in March 1976. Seafarer Charneco was on the picketline in the 1960 Bortier strike in Valencia, P.R. and the 1956 Ameri­ can Coal Co. beef in Baltimore. He also attended a crew conference in 1971 at HLSS in Piney Point, Md. Bosun Charneco is a veteran of the post-World War II U.S. Navy. Born in Puerto Rico, he is a resident of New York City. 32 / LOG / September 1978 mSIONERS John J. Cuff, 57, joined the Union in the port of Philadelphia in 1960 sailing as a captain and pilot for McAllister Brothers from 1937 to 1978 and the P.F. Martin Co. in 1937. Brother Cuff is a veteran of the U.S. Navy in World War II. He was born in Philadelphia and is a resident of Blue Bell, Pa. Lawson F. Hudgins, 61, joined the Union in the port of Norfolk in 1959 sailing as a deckhand for the Chesa­ peake and Ohio Railroad from 1954 to 1978 and working as a ship rigger for the Home Brothers Co. from 1952 to 1954. Brother Hudgins was also a member of the NMU from 1936 to 1945. He was born in New Point, Va. and is a resident of Mathews, Va. Louis J. Loupe, 48, joined the Union in the port of Houston in 1960 sailing as a relief captain for National Marine Service, which he helped to organize, in St. Louis from 1958 to 1978 and for Mecca Marine from 1957 to 1958. He is a graduate of the IBU Vessel Management and Safety Program. Boatman Loupe is a vet­ eran of the post-World War 11 U.S. Amiy. Born in Cutoff, La., he is a resident of Raceland, La. Frederick W. Hoffman, 65, joined the SIU in the port of Baltimore in 1955 sailing as a wiper. Brother Hoffman sailed 29 years. He was born in Tylertown, Md. and is a resident of Baltimore. Sven J. Hommen, 56, joined the SIU in the port of New York in 1959 sailing as a QMED. Brother Hom­ men sailed 39 years. He walked the picketline in the 1962 Robin Line strike and upgraded to QMED at the HLS in 1972. Seafarer Hommen was a former member of the SUP. A native of Evje, Norway, he is a naturalized U.S. citizen. He is a resident of Brooklyn, N.Y. Richard Savior, 58, joined the SIU in 1944 in the port of Baltimore sailing as a chief steward. Brother Savior sailed 34 years and rode the Bull Line. He attended Piney Point Crew Conference No. 12 in 1970. Seafarer Savior is also a photog­ rapher. Bom in Pennsylvania, he is a resident of Philadelphia. Champ Clark Smith, 65, joined the SIU in the port of San Francisco in 1961 sailing as an AB and firemanwatertender. Brother Smith sailed 32 years and was a deck delegate. He was a member of the SIU from 1949 to 1961. Seafarer Smith is a wounded veteran of the U.S. Army in World War II. A native of Midkiff, W. Va., he is a resident of Sonora, Calif. Robert M. Roberts, 64, joined the Union in the port of Detroit in 1960 sailing as a wheelsman for the Reiss Steamship Co. from 1963 to 1974. Brother Roberts sailed 35 years. He helped to organize the Boland and Cornelius Steamship Co. and the Interlake Steamship Co. Laker Roberts was born in Shinnston, W. Va. and is a resident of Sturgeon Bay, Wise. Joseph E. LaBlanc, Jr., 54, joined the Union in the port of Detroit in 1953 sailing as an OS and wiper for 23 years. Brother LaBlanc was born in Royal Oak, Mich, and is a resi­ dent of Roseville, Mich. Francis Tokarchuk, 64, joined the SIU in 1945 in the port of New York sailing as an AB. Brother Tokarchuk sailed 36 years. He also rode the Alcoa Steamship Co. Seafarer Tok­ archuk was on the picketline in the 1965 District Council 37 beef. Born in Brooklyn, N.Y., he is a resident of New York City. Charter Member Retires Hiram A. Payne, 49, joined the SIU in the port of Savannah in 1951 sailing as a cook for Delta Steamship Co. in 1965 and for Maritime Overseas in 1972. Brother Payne was born in Winder, Ga. where he resides. Henry E. Williamson, 55, joined the SIU in the port of Mobile in 1957 sailing as a fireman-watertender. Brother Williamson sailed 27 years. He is a veteran of the U.S. Navy in World War 11. Born in Mobile, he is a resident there. Stephen Krapsha, 65, joined the Union in the port of Buffalo in 1951 sailing as an OS on the 55" Joe A. Sea bell from 1958 to 1966. Brother Krapsha was born in Pennsylvania and is a resident of Laflin. Pa. Jessie Ray Boiling, 49, joined the SIU in the port of New York in 1961 sailing as an AB and deck mainte­ nance. Brother Boiling sailed 33 years. He is a post-World War II veteran of the U.S. Navy. Seafarer Boiling was born in Florala, Fla. and is a resident of Mobile. Juan Cruz, a charter member of the SIU, retired this month after 44 years of seafaring. Brother Cruz, giving a farewell address at the September membership meeting in N.Y. told his fellow SIU members: "Fight for this Union because we all have something here worth fighting for." �From The Story of Andrew Furuseth ^ This kis is one of a continuing series of \ articles about life in the "old" \ merchant marine and the early yeara of the seamen's labor move­ ment. These articles are compiled by the Seafarers Historical Research Department, which is accumulating a history of American maritime labor from newspaper files and other sources all over the country. This article is from "The Coming Ashore of Andrew Furuseth," by John L. Matthews, and was origin­ ally published in "Everybody's Magazine" from the early 1920's. In the old French Quarter of New Orleans, on a side street that runs out from the market, in a big, dark room with a broad gallery, are the local headquarters of the Seamen's Union. One reaches it by a flight of stone steps from an inner court of an Italian grocery, passing through the intimate life of the family, and falling over children in the ascent. Into these headquarters, one day in last November, entered a weatherbeaten, old seaman. "Hello, George," he said, saluting George Bodine, the secretary in charge, "I've signed again. I'm going down to Southwest Pass." "I'm glad of it," said Bodine. "By the way, I've got you on the books. You owe the Union a dollar and a half." He scrutinized the seaman's record. "Oh, yes; and here are three strike assessments for one dollar each, for the Lake Seamen's Union." The old salt went through his pockets deliberately and collected a handful of small silver, which he counted up slowly. His total capital was $3.25. He calculated Hienlally, abstracted a quarter, put it back in his pocket, and piled the remaining change upon the desk. "Send it to them poor chaps on the Lakes," he said. "They're all fighting for Andy. Hold up my Union dues till I get paid." When I had walked across the street with the old fellow and drunk a glass of beer with him, he shouldered a bundle of magazines for use in the forecastle, and was off, perfectly sober, to the ship. The incident was interesting to me. first, because it indicated, better than anything else I had found in the collection of the material for this story, the breadth of the sympathy' and the strength of the interrelation maintained among seamen by Andrew Furuseth, their organizer, and president of the interna­ tional Seamen's Union. Here on the Gulf of Mexico he was able to obtain support for a three years' strike against a blacklist on the Great Lakes—a st ruggle, still going on, to which his Pacific Coast seamen have contributed more than $75,000. It was interesting, too, because of the manner of the announcement; for in the days before the Coming Ashore of Andrew Furuseth no American seaman signing for a voyage would have said, "I have signed again." Had he been sober enough for utterance, he would have .said, "I have sold my carcass," for by that phrase they then truly described the process of sea enlistment. But the subtler .significance of the incident lies in the fact that a seaman signing on for a voyage in an American port was going abroad in the manner of an efficient, self-respecting mechanic. That, in his own phrase, was "fighting for Andy," by using to the full the opportun­ ity made possible for seamen in our ports by the devotion, the hard work, the untiring patience and self-denial of Andrew Furuseth. For every sailor who goes abroad willingly, soberly, with money in his pocket, with reading matter in his sea-chest, and with his actions directed by reason and intelligence, is helping to win his fundamental rights as a man. He is driving one more nail in the coffin of the Supreme Court decision that a seaman is not a responsible being before the law. He is following the trail that Furuseth himself has blazed—the trail up from bondage. For the seamen of the world the most important event of .the nineteenth century was the Coming Ashore of Andrew Furuseth. Sent to sea as a young boy in a Norwegian deep-sea square-rigger, Furu­ seth learned with a brave generation the whole story of seamanship. From appren­ tice to ordinary, from ordinary to ablebodied seaman, he advanced in the capacity for work, the ability to obey orders, to fight for the life of his ship far out on the topsail yards in a heavy sea, to think and act for himself quickly in a crisis. He was able-bodied in every sense—stalwart, square-shouldered, powerful, quick-witted, and, above all, intelligent. He was a tower of strength in a crew, a man to be desired by anv captain. Another so equipped would have ad­ vanced rapidly to be second mate, mate, and then master, as other Norwegian seamen have done; and, as captain, Furu­ seth might have been like other masters, a man-driver of the deep-sea trade. But he was too big for command. He was too alive with instinctive democracy to assume a master's position. His mind was as active with the life of the seamen as his hands were with the life of the ship. From his earliest days aboard he learned, one by one, the hard lessons of the law. He learned tliat a seaman was a slave, signing, before he could go aboard, an unalterable contract for involuntary .servitude; that thereafter he was the property of his ship, to be bought and sold with it until his contract expired; that he was not responsible before the law nor a valid witness even in his own defense, but was classed with idiots, minors, and imbeciles as a ward of the court. Having signed, if he refused to go aboard he could be placed on the ship forcibly by the police and compelled to work. If brutal treatment, rotten food, the un.seaworthine.ss of the ship, and the certainty that no appeal to the law could secure him justice—if all these things made him desperate, and he left his ship—even safely moored in port—he could be pursued and thrown into jail under an act adopted with, and similar to, the Fugitive Slave Law of the eighteenth century. If the captain suspected that he intended to leave, he could call the police and have the seaman taken from the ship to jail and held there without even the right to a writ of habeas corpus. When he signed articles for a vovage, the seaman was entitled by law to draw in advance three months' wages. A credu­ lous government believed that he left this with his mythical family. Instead, the crimp collected it. The seaman was the crimp's defenseless prey, and the advance of his whole wage was the price of employment. In the early days, Furuseth saw in the crimp the worst enemy and the only friend of the seaman. When slavery became so abominable that the seaman could no longer endure it, he could flee to a sailor's boarding-house and the crimp would hide him. That was the crimp's business. Furuseth found later that the police shared in the arrangement. All he knew then was that the crimp hid the fugitive and sold another man to the captain for the three months' advance; then, later, sold the "absconding bonds­ man," whom he was hiding, to a second ship on the .same terms. Thus the seaman was kept impoverished, passed along from ship to crimp and crimp to ship, fed on bad food and worse whisky, drugged, shanghaied, and beaten until he often became a brutal and worthless tramfi of the sea trade. This Furuseth learned by years of hard experience, during which his mind dwelt contijuially on the seaman's condition. Wherever he went in the ports of civilized nations, landsmen were free. They earrnd their wages where they would, married, had families, voted, and changed their employment at their own will. Every one of these things was impossible to the .sailor. To be free, to live decently—those are the essentials; even the desire for them is crushed out of most seamen bv the pressure of sea brutality. It could not crush his ideal out of this big Norwegian, Andrew Furuseth, though his very zeal ^nd intelligence made him a man wh and whom captains feared, and subjected him to additional discipline. But this sea brutality, while it embittered, yet inspired him. It built up within him a vision of the seaman free, equal with the landsman, living on the same terms. He studied the laws that bound him, the customs of various countries, whatever he could learn ashore and in the forecastle. A Lincoln of the sea—as tall, as uncouth, as rugged, as determined, as brave in the face of cruel and vindictive opposition, inspired by as clear ideals, but working in a far lowlier way—he set out deliberately to free the last great body of slaves remaining under the Stars and Stripes. Truly it was a marvelous aspiration— an impossible task—for a man inexperi­ enced on shore, with no voting citizen­ ship anywhere, untrained in the processes of government, and, above all, ab.solutely lacking in civic knowledge and unacquainted with the intricate interrela­ tion of interests in politics. He saw clearly before him to be fought only the captain and the owner, repre.senting authority. The crimp he had not yet placed in the system with them. To stop bondage, to forbid the advance of wages, to abolish slave-catching—those were his ends; and he determined to create a leadership among seamen and attain these ends by such means as might develop. How to begin—that was the question. Furuseth came ashore at the close of a great Chicago strike, at a time when unionism was growing up, when labor was filled with a significant unrest, when "organize" and "fight it out" were the slogans of the primitive grmips frnrn the Atlantic to the Pacific. Though he was fighting for seamen, he was imbued with a broader democracy, and the whole struggle of workingmen soon appealed to him. The fever of organization caught him with the others. He devised a method of adapting unionism to the transient seamen; he appealed to the men of the Pacific Coast, brought them together, organized them, and began his conflict. The Union itself was entirely novel. It was absolutely a democracy. President and janitor fared alike, drawing a sea­ man's pay, eating a seaman's rations, using a seaman's sleeping space— everywhere there was e(|nality in the meager insufficiency of the fore;castle. All the .seamen who joined the Union were given cards that could be |)resented wherever there was an officer to recog­ nize them. No matter in what coast port they landed, they were members there— an idea that has become i?iternational and will soon be world-wide. It chanced that a fortunate omission in the statutes freed coastwise seamen from arrest as fugitive bondsmen. In 1872 (Congress had enacted a drastic Shipping f'ommissioner Act, and later, amending it to exclude coastwise sailors from its operation, had, incidentally and without intention, neglected to provide for their arrest. Therefore Furuseth was able at once to organizt: crews and draw them from their ships, to hold his men together and demand better wages and better treatment; and, seeing oidy captain and owner ahead of him, he went at this first campaign in that way—trying for better conditions rather than for better laws. His awakening came soon, for the seaman's graft was too far-reaching in San Francisco to be thus rudely attacked with impunity. He was summoned to police Continued on next page September 1978 / LOG / 33 �Continued from preceding page headquarters, and one of those ail-toofrequent plots in which a corrupt police force becomes adept was outlined to him in detail. Charges were ready to be preferred against him, witnesses were ready to testify, and they would not only blacken his character but consign him to jail for a long term. "You shut up and stay shut," they said, "or we'll put vou so deep in jail vou will never come to light again." Furusefh's compelling eyes never wavered. "Very well, gentlemen," he said, "put me then in jail. You can not give me narrower (]uarters than as a seaman I have always had by law; you can not give me coarser food than I have always eaten; you can not make me lonelier than 1 have always been." Perhaps the police were convinced that he uttered onlv the naked truth and that thev could not stop him by brutality. At any rate, tlic talk of imprisonment was ended, and the owners and the politicians who were back of it all developed a more subtle and more effet-tual attack. They went (piietlv to Congress, pulled the right wires, and had irrqirisonment for coast­ wise seamen reenactcd. Then they cut wages in half—the most direct stroke they could deliver at Furuseth. The figlit was short and desperate. With a full treasury at the start, the Union was (juickly demoralized. Two hundred men in jail, thirteen shot dead by masters or police for refusing to go aboard or stav aboard ship and work—that ..as the situation when the Union gave up and the men went to work at half pay. And Furuseth began to see that there was something beyond the captain, some power working in the dark that could not only direct the police force to corrupt acts, but alter the laws to suit itself. He could fight force with force, but he must learn a new way to fight this power. He began to suspect that before he could free seamen from phvsical bondage he must help free landsmen from political bondage. His eyes were opened still wider by a case at Port I'ownsend, Washington. The old trick of arresting innocent citizens, assessing a dollar fine and very large costs, and dividing the costs among the gang, was in full force there. A seaman discharged could not escape with his monev unless he caught a boat the moment he was paid off. But when the Union arose, the Port Townsend gang tried another game. They arrested seven seamen on trumped-up charges and put them in jail. Then they sent for Furuseth to come and give cash bail for them. Their plan was to shanghai the seamen for a long voyage when they were released, and then to confiscate and divide the Union bail money. Furuseth was too wise. "You will have to stay in jail, boys," he told the seven. "That's all right, Andv, " they replied. "Don't bother about us. Send us some tobacco and something to read, and come to see us once in a while, and we'll be very comfortable." Seven months they stayed in jail. Then a disgruntled judge discharged them and assessed the heavy costs upon thecountv. That broke up the arresting of seamen in Port Townsend. The Seaman's Union gave each man SUM) for a reward; and Furuseth had learned something illumin­ ating about political graft, something that pierced like a searchlight into the dark places of San Francisco. He saw that this game was the result of connivance byorganized flower, and. at least indirectly, bv societv at large. What was the influence that kept landsmen dormant while their politicians played such games? It was monev. of course; but what monev? Furuseth made an investigation and a computation. He found that in San Francisco alone the seaman graft, that is to say, the advanced J 34 / LOG / September 1978 of animus. But the heart of it is easy to .set wages collected by the crimp, amounted forth. He recognizes that in 1861 there to one million dollars every year— were four classes of bound servants in this practically eighty per cent of the total country—negroes, Mexican peons, cool­ wages of seamen signing on in the port. ies, and seamen. Certainly three were Soon he was able to trace this stolen included in the Thirteenth Amendment, advance from the crimp, on theonehand, he admits—the three inferior races. But to the captain and owner; and, on the how about seamen, the one white group? other, to the police, through them to the Well, go back to 900 B.C. Seamen were politicians, and at last to the Big Business slaves. Go back to the time of Christ. that was contending against him. And The same re.sult. Look at England in finally he located the seat of power of Big 1681—still bondsmen. Look at Massa­ Business in the very capitol at Wash­ chusetts in 1728—still slaves. Look at the ington. United States—law still on the books, Furuseth was reaching out. He allied passed in 1790, with the Fugitive Slave himself with the national labor leaders, Law—seaman a slave, properly recog­ and his Seamea's Union with the nized. American Federation; and this enabled Now, all that was also true of the negro, him to go well equipped to fight Big of the peon, of the coolie—it was true Business in its own headquarters. The big round the world. Brown ignored that. It men in unionism found in him not onlv was condemnatory of the seamen, and an equal but a leader of unusual power, of that was enough for him. "This law clear insight, and, thanks to his incessant existed for sixty-seven years before the study, of wide learning in their own field. Amendment was passed," he says; With their support he carried his struggle "therefore the Amendment which makes into Congress; but he went unaided, it unconstitutional certainly was not except by his own seamen, into the meant to apply to it." .Supreme Court in a brave attempt to destroy the laws that held them all in Justice Harlan dissented, and it is said bondage. he is still angry about the case. "The Of all the victories he has won, placing of a person by force upon a vessel probably none is more significant then his about to .sail is putting him in a condition defeat in the highest court, in the case of of involuntary servitude," he declared. Robert Robertson and others against "The arrest of a seaman and his forcible Barry Baldwin and the United States. It return to the vessel can not be justified was really Furuseth against Bondage— under the Constitution as it now is. To the case he had been fighting so long; but give any other construction is to say that as he drove it up to the highest tribunal in one class may be so far subject to the land, it was the case of a Union involuntary servitude as to be compelled .seaman suing out a writ of habeas corpus bv force to render personal service in a against the marshal of Northern Cali­ purely private business. This is involun­ fornia. tary servitude from the moment the In the summer of 1895, Robert seaman is compelled against his will to Robertson, John Bradley, Morris Hansen, continue in such service. ... I dissent and Peter Holden, four of Furuseth's from the opinion and judgment of the men, signed aboard the American Court," he concluded. barkentine Arago. She was to go to a port in Washington, thence to Valparaiso, Disappointed in the Supreme Court, to thence to whatever other foreign [)orts which he had looked as a tribunal that the master might elect, and eventually to must uphold the freedom of his mates, return to a port of discharge in the United Furuseth found his task looming large States. Until she so returned, the men before him. Victory seemed farther away were the property of the ship and could than ever; but he was growing as fast as not leave it. his burden, and he faced at once the They were all unusually fine seamen, problem of getting from Congress a law Robertson being a man of considerable that would free the seaman. He enlisted education and refinement. They found congressmen, and brought labor leaders the Arago entirely unfit for living, the to his aid; hut, push and pull as he would, food bad, and the master brutal. When he could not start the legislative she was safely moored to the dock at machinery. Something clogged the wheels A.storia, they exercised a right that and it did not take him long to find that it belongs to every American—they quit was Big Business again that wanted to their jobs and walked ashore. They were keep the sailor a slave—to hold his wages immediately apprehended as fugitive down; to sparje him little space in the bondsmen, put in jail; and on an exparte forecastle; to have him returned by force hearing, the captain swearing they were if he fled. 'When Furu.seth began to study fugitives, they were held in jail sixteen this Big Business, he found that he would days and then escorted aboard forcibly by the police and compelled to sail with the ship. They refused to work on the captain's call, and were put in irons in the brig, and at San Francisco turned over to Marshal Barry Baldwin. The commis­ sioner of the United States District Court held them for trial on the captain's complaint, for refusal to obey orders on board ship; and they were remanded to await the action of the court. Furuseth had here a case made for him. He sued out a writ of habeas corpus, the [irincipal ground of which was that the Tliiiteeuth Amendment had prohibited involuntarv servitude except as punish­ ment for crime of which the subject has been previouslv convicted, and that therefore it was unconstitutional to take men aboard a ship bv force and compel them to work. The District Court denied the writ, and the case went to Washington, the men remaining in jail. It was not until late December that the Supreme Court heard the case. In January the opinion was handed dgwn by Justice Brown, denying the writ. I hesitate to say anything of Justice Brown's opinion, lest I be thought guilty have to undertake cleaning the Augean Stables. He was plunged into this task in spite of himself. The Crimps' Million in San Franci.sco was so intimately bound up with the whole situation among the Higher-ups, which was destined to be exposed by Heney and Burns, that Furuseth could not remain outside the fight. On the contrary, he welcomed the opportunity it offered; and Fremont Older, Rudolph Spreckels, Hiram John­ son, and all those brave spirits who fought for California and her chief*city welcomed the seaman eagerly as a wise counselor and an unfaltering worker. His associa­ tion with them in the struggle, too, forced him rapidly into a broad and clear understanding of the civic problem into which he had plunged; and his power of accomplishing results in his own fight was doubled. Furuseth had acquired philosophy and balance. He looked upon the rich and the poor with impartial eyes and found the .same frailties in both. He became almost class-unconscious, if the term be per­ mitted. He gained a deeper insight into the methods and manners of the men who are concerned with the control of the government and the wording of its laws; and learned that when victory for a principle was won, individual culprits and their punishment were of little account. Thus at Washington, during a recent session of Congress, he was examining witnesses before the Merchant Marine Committee of The House. There came before him a rich old ship-owner of San Francisco whom Furuseth had once caught smuggling opium on the deck at two o'clock in the morning. At the committee hearing, Furuseth had in his pocket documents proving that this owner had, three weeks before, charged a crimp one hundred and twenty dollars for the privilege of shanghaing a crew aboard one of his ships. "The old scoundrel!" said Furuseth, relating the incident. "He knew what I had—that I could expose him. For the first time in his life he saw all that society had given him stripped away, his fal.sehood, his disguise torn from him, leaving him naked and ashamed. As he sat there in the witness-chair, expecting me to begin, his eyes were like the eyes of a dog, begging his master not to beat him— fixed upon me, pleading. . . . Poof!—I let him go. He was too pitiful. And we had made our case." It was during another meeting of the same committee, while he was fighting for a specific clause extending the Thirteenth Amendment to his mates, that an opposing congressman undertook to �,uiind his real temper in the matter. "Suppose, Mr. Furuseth," he said, VOll were vourself forciblv carried aboard ship as you have described, and roinpelled to work, what would you do?" Furuseth's face grew stern with recollection. "It would not he safe. now. l(, do that to me." he said. "If it were done—I believe I would take the whole ..liipload to heaven and let the Almighty (iod decide between us." He has become a familiar sight in that committee room in his long contest. And through its discussions he has won many encouraging amendments to the laws controlling seamen. He has had the imprisonment of seamen in the domestic service ended, probably forever; and the arrest of American foreign-going seamen stopped in our own ports—though we still [)ursue and return the seamen of other nations. He has had the advance wages entirelv s^opped on the coast, and cut to one month in the foreign trade, thus striking a crushing blow at the crimps and utterly ending shanghaing in the coast­ wise service. With these laws he has so firmly established his Union that he has advanced an able-bodied seaman's wages in the coastwise trade of the Pacific from eighteen to fifty dollars per month. Home and familv life—impossible for seamen before tbe formation of the Seamen's Union—has made a beginning among bis men. They vote. And year after year many of them sail upon the .same ships, with increasing efficiency, and to the great improvement of the service. He has built up a corps of not less than fifteen thousand American seamen, a larger corps of efficient steamship men than the nation has ever before possessed, able to man twenty big battleships at a moment's notice without calling upon a landsman to volunteer—and as sober and skillful a class of mechanics as any union can show. These men are still compelled, however, to fight for an existence against terrible odds, in a struggle made tremendously difficult because they are forced to compete, for employment on American ships, with the riffraff of the world, even with coolie labor. The progress made thus far has been indeed only a step, the beginning, and by no means tbe end, of Furuseth's effort. The important thing is the rights of seamen to ownership in their own bodies, in the foreign trade as well as the coastwise—their rights to a freedom that will command a better standard of wages and better conditions at sea. To bring this about he is fighting now for these additional five points in the law: 1. To stop catching .seamen as fugitive slaves. To do this, we must denounce the treaties by wbich other nations catch ours. 2. To give our seamen and foreign seamen the same rights in court that other men have to sue for wages, and to cease regarding them as wards and imbeciles. 3. To require every sbip entering our ports to haye a crew that understands tbe language of the officers. This would take all the coolies off the fruit ships and put Americans on them; and would vastly improve the class of sailors and the conditions at sea. 4. To require a manning scale; by which, instead of sending to sea a "sufficient crew," .so-called by the local inspector, we require an efficient crew, the number depending upon the tonnage of the ship, and including a certain percentage of able-bodied seamen of at least three vears' experience. 5. To provide some form of industrial insurance or, better yet, insurance and pension combined, as other nations have, by wbich the vessel, the freight it carries, and the nation (through a share in the vessel dues) shall provide an insurance funjl for seamen. Insurance has taken all risks off the vessel owner, and he has no longer any worry for the safety of the crew. Traffic pays for the ship insurance; it should also pay for the crew insurance. Not long ago, Furuseth, accompanied by Victor Olander, went to a dinner of the Artists' Guild of St. Louis. Tbis is an organization of people devoted to all the arts, which meets in its club-house Saturday evenings for informal suppers. Guests are invited upon the sole condi­ tion that they shall speak; and it is the custom to badger the speakers and argue with them in an endeavor to turn each supper into a feast of reason and humor. The chairman of the evening did not at all understand the caliber of his guests. St. Louis is far inland; and sea-stories, when they reach it, have the same flavor of merriment and hilarity as the roust­ about tales from its own river. The chairman referred to Mr. Furuseth as a "sailor boy" and intimated to the audience that they would hear some adventurous tales from "before tbe mast." There is very little humor in a seaman's life, as Furuseth sees it. When he rose slowly and faced them, the members of the Guild instinctively felt this. The simplicity of his eloquence as he began commanded their attention; but as he advanced he moved them with the underlying quality of intense, passionate sadness that is inherent in the character of men who fight, as he has fought, to liberate their fellow men. "Only a landsman sees the humor in ' our life," he said. "He has much delight in accusing us of having a wife in every port. I assure you a deep-water seaman, whose wages are twenty dollars a month, can not support a wife in any port whatever. But we are asking for the right to have, as you have, a wife, a home, a vote." He held out his powerful right hand. "We are pleading with you, with all of you, we seamen, for the right to this hand, the right to own it, to use it for ourselves. We do not own it. The law sells it away from us." He put his hand in his pocket and drew out a pamphlet—a document .which in various languages has been presented to every nation in Europe, and wbich, in our own Congress last spring, by showing the true state of the forecastle, ended all efforts to bring out of committee the ship subsidy bill. We can present bere only a few pregnant paragraphs from tbis appeal of Furuseth's, which he read that night: "To the Senate and House of Representa­ tives of the United States, to humanitarians, democrats. Christians, andfriends of human freedom ej>er\where, do we, the seamen, the yet remaining bondmen, butnbly yet earnestly submit tbis our petition, that we be made free men, and that the blighting disgrace of bondage be removed from our labor, which once was considered honorable, which is yet needed in the world of commerce, and which has been held to be of great importance to nations with .seacoasts to defend. "Existing maritime law makes of us, excepting in the domestic trade of the United States, the f)roperty of the vessel on which we sail. We can not work as .seamen without signing a contract which brings us under this law. This contract is fixed by law or authorized by govern­ ments. We bave nothing to do with its terms. We either sign it and sail, or we sign it not and remain landsmen. "When signing this contract, we surrender our working power to the will of another man at all times while the contract runs. We may not, on pain of penal punishment, fail to join the vessel. We may not leave the ves.sel, though she is in perfect .safety. We may not, without our master's permission, go to a mother's sick bed or funeral, or attend to any other duties of a son, a brother, a Christian, or a citizen, excepting in the domestic trade of these United States. "If the owner thinks he has reason to fear that we desire to escape, he may, without judicial investigation, cause us to be imprisoned for safekeeping until he shall think proper to take us out. If we have escaped, he may publish our per.sonal appearance along with a reward for our apprehension and return. He may, through contracts between nations, cause the peace officers and police to aid him in recovering his property. The captain may change, the owner may change—we are sold with the vessel—but so long as the flag does not change there is nothing except serious illness or our master's pleasure that will release us from the vessel. "We now rai.se our manacled hands in humble supplication and pray that the nations issue a decree of emancipation and restore to us our right as brother men; to our labor tbat honor which belonged to it until your [)ower. express­ ing itself througb your law, set upon it the brand of bondage in the interest of cheap transportation by water." When he had finished reading, silettce brooded over the Guild. Evei \ member of it was deeply stirred—except. apparently, the chairman. He addressed several sarcastic sallies to the speaker and then, calling upon a well-known artist, intro­ duced again the humor-producing topic of the evening. The artist rose slowly. "M\ mind does not run to humor after listening to Mr. Furuseth," he said. "1 had always thought of the sea as a ()leasant place, of the sailors as a happy lot. I can not get away from the picture he has given us. It is difficult to talk about even a thing that is so much my life to me as art." That was the tone of tin remaining speeches. One after another - poke under an unusual influence. Furu-nih had set them all thinking. At the rlose of the evening a member asked the < hairrnan: "Why were you so sarca-lic toward Furuseth?" "Damn him!" said the cliairman;"*'he moved me—and I don't like to be moved." As he moved the (iuild thai night, so he has moved many thousands ol others, in high places and low, through the country. It is that subtle power of ( arrying his hearers with him, stirring I hem pro­ foundly, that has enableil him to accom[)lish since he came ashore in 188.S .so many decisive forward step- toward the final emanci[)ation of the only body of slaves now remaining under the Ameri­ can flag. Yet with it all, he is a seaman still. He has never lost his response to the lure of the sea, to the clutch of the wheel in the gale, the sound of the wind in the high rigging, the strain of the deck beneath his feet. A seaman's pay, a seaman's ration, a seaman's dwelling-space satisfy him. Yet the Viking seaman fighting with force alone has broadened into a statesman battling for his fellows against the kt;enest minds of the nation. His philosophy, expressed in simple terrps.is I hat of a man who has taken into his mind the experience of the whole race of .seamen and has ordered and studied them and allied them with the democracy that lives ashore, and with the whole of humanity. September 1978 / LOG / 35 �SIU Atlantic, Gulf, Lal^) & Inland Waters United Industrial Workers of North America PRESIDENT Paul Hall SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Frank Drozak VICE PRESIDENTS Earl Shepard Lindsey Williams Cal Tanner Dispatchers Report for Deep Sea AUGUST 1-31, 1978 •TOTAL REGISTERED All Groups Class A Class B Class C Port TOTAL SHIPPED All Groups Class A Class B Class C ••REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT 4 37 2 12 6 2 3 20 5 11 3 9 3 17 6 2 142 3 7 1 2 3 0 1 4 3 14 5 6 0 6 0 1 56 Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 2 7 554 Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 3 92 12 30 18 9 30 69 17 43 17 32 5 67 0 2 446 4 53 7 12 8 7 8 28 12 15 3 9 2 14 6 1 189 0 8 0 2 4 0 0 4 1 6 3 1 0 6 0 0 35 Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 1 50 6 14 11 2 10 37 12 18 9 17 3 39 2 1 232 4 11 1 8 1 0 1 2 3 7 0 1 0 4 4 0 47 0 4 0 0 1 0 0 1 0 28 8 3 0 4 0 0 49 3 151 16 49 22 14 25 141 64 58 31 60 22 141 0 5 802 3 30 3 15 4 1 5 26 5 9 3 9 1 20 0 2 136 1 4 0 3 3 0 0 7 4 3 5 7 0 4 0 0 41 0 15 0 0 1 0 0 2 0 3 1 2 0 10 0 0 34 3 149 17 42 16 10 40 106 44 56 21 40 10 95 0 0 649 6 72 9 15 6 6 9 32 16 9 4 11 1 19 1 0 216 0 6 0 4 3 0 0 4 0 1 4 1 0 3 0 0 26 STEWARD DEPARTMENT 2 1 0 59 32 54 2 1 0 11 4 1 12 3 3 2 0 0 3 1 1 36 16 0 16 8 2 12 12 89 4 2 4 20 9 2 8 10 1 45 19 3 3 41 0 0 1 1 235 160 161 2 77 9 17 12 5 19 75 24 46 14 28 7 64 0 1 400 2 13 1 9 2 0 2 8 4 6 0 1 0 4 0 0 52 1 7 0 0 1 0 0 1 0 49 10 8 0 3 0 0 80 3 48 7 34 8 6 12 54 16 30 3 12 15 27 0 2 277 4 141 30 41 13 5 12 67 30 23 25 28 14 44 5 2 484 8 260 3 28 7 5 5 28 16 76 42 22 8 51 0 1 560 513 822 1,101 623 1,402 295 Totals Ail Departments 2,128 *"Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. 888 707 11 19 15 18 80 37 45 20 29 10 36 / LOG / September 1978 4 62 1 12 9 3 6 29 10 17 8 8 13 28 35 0 245 1 39 2 2 5 0 1 3 3 17 3 9 0 14 0 1 100 ENGINE DEPARTMENT 3 69 6 1411 3 18 57 22 37 8 27 7 61 0 1 344 2 69 4 13 5 4 4 28 10 18 5 8 5 28 14 1 218 ENTRY DEPARTMENT Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 7 100 10 28 17 7 18 85 30 40 12 33 27 107 1 0 522 1 26 3 22 8 4 5 29 11 18 2 6 13 19 1 2 170 3 99 13 20 14 2 11 53 24 28 19 21 12 55 69 1 444 1 199 3 17 7 3 1 10 8 62 17 11 2 31 0 1 373 HEADQUARTERS 675 4 Ave., Bklyn. 11232 (212) HY 9-6600 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-9375 ALPENA, Mich 800 N. 2 Ave. 49707 (517) EL 4-3616 BALTIMORE. Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Mass 215 Essex St. 02111 (617) 482-4716 BUFFALO, N.Y 290 Franklin St. 14202 (716) TL 3-9259 CHICAGO, ILL. .9383 S. Ewing Ave. 60617 (312) SA 1-0733 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) MA 1-5450 DULUTH, Minn 2014 W. 3 St. 58806 (218) RA 2-4110 FRANKFORT, Mich P.O. Box D 415 Main St. 49635 (616) 352-4441 HOUSTON, Tex 1221 Pierce St. 77002 (713) 659^5152 -"S.JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala IS. Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va 115 3 St. 23510 (804) 622-1892 PADUCAH, Ky 225 S. 7 St. 42001 (502) 443-2493 PHILADELPHIA, Pa. . .2604 S. 4 St. 19148 (215) DE 6-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 PORT ARTHUR, Tex. . . .534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif 1311 Mission St. 94103 (415) 626-6793 SANTURCE, P. R. . 1313 Fernandez, Juncos, Stop 20 00909 (809) 724-2848 SEAITLE, Wash 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo. . .4581 Gravois Ave. 63116 (314) 752-6500 TAMPA, Fla. 2610 W. Kennedy Blvd. 33609 (813) 870-1601 TOLEDO, Ohio 935 Summit St. 43604 (419) 248-3691 WILMINGTON, Calif. 510 N. Broad St. 90744 (213) 549-4000 YOKOHAMA, Japan . .... P.O. Box 429 Yokoliania Port P.O. 5-6 Nihon Ohdori Naka-Ku 231-91 201-7935 West Coast Stewards Halls HONOLl'Ll'. Hawaii ... 707 Alakea St. 96S?3 (808) 537-5714 PORTLAND, Or 421 S.W. 5th Ave. 97204 (503) 227-7993 WILMINGTON, Ca. . .408 Avalon Blvd. 90744 (213) 834-8538 SAN FRANCISCO, Ca. 350 Fremont St. 94105 (415) 543^5855 �A ^Seniorit/ -i| im mm Nick Aguilera Seafarer Nick Aguilera. 21, is a 1973 graduate of the Harry Lundeberg School in Piney Point. He up­ graded to FOWT there in 1977. Brother Agui­ lera holds firefirefighting, lifeboat and cardiopulmonary resuscitation tickets. He lives in Brooklyn. N. Y. and ships out of the port of New York. Notice to Members On Shilling Proceibire When throwing in for work dur­ ing a job call at any SlU Hiring Hall, members must produce the following: • membership certificate • registration cafd • clinic card • seaman's papers • valid, up-to-date passport In addition, when assigning a job the dispatcher will comply with the following Section 5, Sub­ section 7 of the SIU Shipping Rules: "Within each class of seniority rating in every Department, prior­ ity for entry rating jobs shall be given to all seamen who possess Lifeboatman endorsement by the United States Coast Guard. The Seafarers Appeals Board may waive the preceding sentence when, in the sole judgment of the Board, undue hardship will result or extenuating circumstances war­ rant such waiver." Also, all entry rated members must show their last six months discharges. Further, the Seafarers Appeals Board has ruled that "C classifica­ tion seamen may only register and sail as entry ratings in only one department." |iiiiiiiiiiiiiiiuiiiiniiiHiitnn;i!iinitiiui(iiiiiiiiiiii!iii!iiiiiiiii^ I Alcoholi I dise I iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii I I It can be | I treated. | HllllllllllllllllllllllllllllllllllllllllltlllllllllllllllllllilllllllillHIl^ Ron Huffman Walter E. Kimbrough Danny Johnson Seafarer Ron Huffman. 22. graduated from the HLSS in 1972. He up­ graded to QMED there in 1975 and to FOWT in 1974. Brother Huff­ man has firefighting. lifeboat and cardio-pulmonary resuscitation tickets. He was born in Vallejo. Calif, lives in California and ships out of the port of Seattle. Seafarer Walt­ er E. Kim­ brough. 34. join­ ed the SIU in 1973. Brother Kimbrough upgraded to QMED at the HLS in 1975. He has his firefghting, lifeboat and cardio-pulmonary resuscitation tickets. Kimbrough lives in Guthrie. Ky. and ships from the port of Houston. Sea far e r Danny Johnson, 20. graduated from the HLS Entry Program in 1976. He up­ graded to FOWT there in 1977. Brother John­ son has his fire­ fighting. lifeboat and cardio-pul­ monary resuscitation tickets. He was born and lives in Virginia and ships out of East Coast ports. Jim Rung Seafarer Jim Rung. 22. grad­ uated from the Harry Lunde­ berg School of Seamanship in 1977. He also upgraded to FOWT there. Brother Rung has his firefighting. lifeboat and cardio-pulmonary resuscitation tickets. Born in Indiana, he lives in San Francisco and ships out of that port city. Back by Popular Demand The Original Version of Operator Coiarse Coming Soon at HLS Michael Clayton McNally Seafarer Michael Clayton McNally. 24. graduated from Piney Point in 1974. He up­ graded to FOWT there in 1977. Brother Mc­ Nally has his firefighting. lifeboat and cardio­ pulmonary resuscitation tickets. Born in Mt. Kisco. N. Y.. he resides in Stroudsburg. Pa. He ships from the port of New^ York. Did you miss the special Towboat Operator Program? Well, don't give up the boat! Get your TOWBOAT OPERATORS LICENSE (inland/Oceans) through the Charles M. Hall Seafarer Charles M. Hall. 35. has been shipping out with the SIU since he joined in 1964 in the port of New York. Brother Hall upgraded to cook and baker this year. He has his firefighting. lifeboat and cardio­ pulmonary resuscitation tickets. He lives and ships out of the port of Houston. Dave Moscoffian Seafarer Dave Moscoffian, 27. graduated from the very first HLS Entry Pro­ gram in 1967. This year he up­ graded to assist­ ant cook there. Brother Moscof­ fian has his firefighting, lifeboat and cardio-pulmonary resuscitation tickets. A native of Norfolk, he re­ sides there and ships out of that port and other East Coast ports. REGULAR TOWBOAT OPERATOR COURSE Starting Date: November 13 To enroll see your SIU Representative or contact; Harry Lundeberg School Vocational Education Department Piney Point, Maryland 20674 Phone: (301)994-0010 September 1978 / LOG / 37 �491 Have Donated $100 or More To SPAD Since Beginning of 1978 The following SIU members and other concerned individuals, 491 in all, have demonstrated an active interest in participating in political and legislative activities which are vital to both our job security and our social and economic welfare, by voluntarily donating $100 or more to the Seafarers Political Activities Donation (SPAD)Jund since the beginning of 1978. {The law prohibits the use of any union money, such as dues, initiation fees, etc., for political activities. The most effective way the trade unionist can take part in politics is through voluntary political contributions. SPAD is the Union's separate segregated political fund. It solicits and accepts only voluntary contributions. It engages in political activities and makes contributions to candidates. A member may voluntarily contribute as he sees fit or make no contribution without fear of reprisal.) Seventeen who have realized how important it is to let the SlU's voice be heard in the Halls of Congress have contributed $200, seven have contributed $300, one has given $400, one has given $500, and one $600. The Log runs the SPAD Honor Rolls because the Union feels that our political role must be maintained if the livelihoods of maritime workers are to be protected. (A copy of our report is filed with the Federal Election Commission and is available for purchase from the Federal Election Commission, Washington, D.C.) NOTE: Each month's SPAD Honor Roll contains the names of those individuals who have given $100 or more as of the last Friday of the previous month. Acevedo, M. Adams, E. Adams, P. Adams, W. Adamson, R. Adcock, J. Agugussa, A. Aguiar, J. Air, R. Alcarin, G. Alexikis, A. Algina, J. AU,D. Allen, E. Allen, J. Alvarez, P. Amat, K. Ammann, W. Andersson, A. Anderson, D. Anderson, E. Andei'son, R. Antici, M. Antone, F. Appleby, D. Apuzzo, W. Aquino, G. Arampazis, T. Arias, F, Aronica, A. Aruz, A. Atkinson, D. Aumiller, R. Avery, R. Babkowski, T. Balaga, C. Barnes, D. Bartlett, J. Bauer, C. Baum, N. Beeching, M. Bellinger, W. Berglond, B. Bjornsson, A. Blackwell, J. Bluitt, J. SPAD Honor Roll Bluitt, T. Bobaiek, W. Boehm, B. Bonser, L. Bourgeois, J. L. Bowker, A. Boyne, D. Bradley, E. Brady, J. Brand, H. Bronnlee, R. Brown, G. Brown, I. Brown, 1. Bruce, C. Bryant, B. Bryant, N. Bucci, P. Bullock, R. BuflBnton, O. Butch, R. Byrd, J. KNOW YOUR RIGHTS Cafefato,W. CalTey, J. Conklin, K. Connolly, W. CahUI,!. Conolly, R. Calogeros, D. Cooper, J. Campbell, A. Corder, J. Carey, W. Costa, F. Carter, R. Costango, F. Castel, B. Costango, G. Caswell, J. Costango, J. Carr, J. Cousins, W. Carroll, J. Craig, J. Cavalcanti, R. Cross, M. Cherup, N. Curtis, T. Chilinski, T. Czerwinski, J. Cinquemano, A. Dallas, C. Cirignano, L. Dalman, G. Clark, J. Darley, B. Cline, L. Davis, J. Cofone, W. Davis, J. CoUerIII,J. Davis, J. Colon, E. Davis, S. Comstock, P. Debarrios, M. Continued on next page —— DeChamp, A. Deldaeh, T. Delea, G. DeU, R. Del Moral, A. Demctrios, J. Dengate, H. Di Domenico, J. Diaz, R. Dlercks, J. DiGiorgio, J. Dillings,L. Doak,W. Dobbins, D. Dockwiller, L. Doherty, W. Dolan, J. Dolgen, D. Donnelly, M. Donovan, P. Dornes, Driggers, T. Drozak, F. KNOW YOUR RIGHTS FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gull", Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommenda­ tions. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Ciulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of tru^t funds are made only upon approval by a majority qf the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SIIIFPINC RIGHTS. Your shipping rights and senior­ ity are protected exclusively by the contracts between the Union and the employers. Ciet to know your shipping rights. C opies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board by certified mail, return re­ ceipt requested, i he proper address for this is: Frank Dro/.ak, Cliairinaii. Seafarers Appeals Board 275 - 20fh Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. UONTRAU'i'S. Copies of all SIU contracts are avail­ able in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU 38 / LOG / September 1978 Ducote, C. Dndan, M. Dudley, K. Duffel, T. Dwyer, J. Dyer, A. Eckert, B. Edwards, W. Elzabri, A. Enin, B. Eschukor, W. Evans, J. Fagan, W. Faitz, F. Fanning, R. Fay, J. Fergus, S. FUer,W. Flade, L. Fletcher, B. Flores, J. Florous, C. Foley, P. Franco, P. Francum, C. Frank, S. Frazier, J. Frounfelter, D. Fuller, £. Fuller, G. Furukawa, H. Gallagher, L. Gallier,M. Gann, T. Gard, C. Gavin, J. Gentile, C. George, J. Gimbert, R. Givens, J. Glenn, J. Glenn, J., Jr. Glldewell, T. Gobrukouich, S. Goeltz, W. Golder, J. KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGA­ TIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its con­ tents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. EQUAL RIGHTS. All members are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no member may be discrimi­ nated against because of race, creed, color, sex and na­ tional or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify Union headquarters. IlillHlltiiiinililllinillllliiillllllliilllllllllllllllllN^ patrolman or other Union otlicial, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY —THE LOG. The Log has traditionally refrained from publishing any article .serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the Executive Boanl of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any olficial capacity in the SIU unless an official Union receipt is given for same. Under no circum­ stances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt, or if a member is required to make a paymciU and is given an official.receipt, but feels that he should not have been required to make such payment, this should immediately be reported to Union headquarters. SEAFARERS POLITICAL ACTIVITY DONATION —SPAD. SPAD is a separate segregated fund. Its pro­ ceeds are used to further its objects and purposes includ­ ing, but not limited to, furthering the political, social and economic interests of maritime workers, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and boatmen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions arc voluntary. No contribution may be solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as a con­ dition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Sup­ port SPAD to protect and further your economic, poli­ tical and social interests, and American trade union concepts. If at any time a member feels that any of the above rights have been violated, or that he has been denied his constitutional right of access to Union records or infor­ mation, he should immediately notify SIU President Paul Hall at headquarters by certified mail, return receipt requested. The address is 675 - 4th Avenue, Brooklyn, N.Y. 11232. �Continued from preceding page Gooding, H. Gosse, F. Graham, E. Grant, W. Grepo, F. Guevara, D. Guillen, A. Hager, B. Hall, C. HaII,E. Hall, J. Hall,L. Hall, W. Hamblet, A. Hamilton, G. Hampton, D. Haney, L. Hansen, H. Hant, K. Harris, N. Harris, W. Hauf, M. Haykes, F. Heacox, E. Heniken, E. Higgins, J. Home, H. Hotton, G. Houlihan, M. Houston, H. Hunter, W. Hurley, M. Huss, P. Hussain, A. Hussain, T. lovino, L. Ipsen, L. Jacobs, R. Japper Johnson, R. Jolley, R. Jones, C. Jones, R. Jordan, A. Joseph, E. Karlak, W. Kastina, T. KaufFman, R. Kelly, E. Kenny, L. Kerr, R. Kirby,M. Kitchens, B. Kizzire, C. Knoff, J. Koflowich, W. Kool, L. Konalski, A. Kramer, M. Krittiansen, J. Lamh, J. Lambert, H. Lance, W. Lanczky, W. Lankford, J. Lay, M. Lee,K. Legg,J. Lelonek, L. Leonard, W. Lesnansky, A. Lewin, A. Lewis, J. Libby,H. Lindsey, H. Lively, H. Logue, J. Loleas, P. Long, L. Lorman, S. Loveland, C. Lunsford, J. Macmberg, D. Maineos, T. Malesskey, G. Mallory, A. Manafe, D. Mandene, S. Mann, C. Mann, J. Marchaj, R. Martin, T. Mason, R. Mathil, M. McCarthy, J. McCarthy, L. McCartney, G. McCorvey, D. McCoy, D. McElroy, E. McFarland, D. McFarland, J. McGinnis, A. McKayJM. McKay, R. McKay, R. McNeely, J. Meacham, H. Meeder, H. Meffert, R. Mesford, H. Miller, D. Miller, R. Mintz, L. Mobley, R. Mollard, C. Mongelli, F. Moore, G. Moore, J. Moore, J. Morris, W. Morrison, J. Mull, C. Murray, R. Musciato, M. Myers, H. Myrex, L. Nash, W. Nelson, D. Newberry, H. Nihem, W. Nobles, E. Novak, A. Nuckols, B. O'Brien, E. O'Hara, M. Oldakowski, E. Olds, T. Olivera, W. Olson, F. Dm, L. Orsini, D. Ortiz, F. Ortiz, F. Paczkowski, S. Pagano, J. Papuchis, S. Paradise, L. Passapera, F. Paulovich, J. Payne, H. Pecquex, F. Pelfrey, M. Perez, J. Petak, P. Phillips, R. Pillsworth, P. Poer, G. Pollack, A. Powell, B. Powell, S. Prentice, R. Pretare, G. Prevas,P. Prims, J. PuUiam, J. Raines, R. Ramage, R. Randazza, L. RatclilFe, C. Reading, J. Reck, L. Regan, F. Reinosa, J. Reza, O. Richardson, J, Richoux, J. Ries, J. Ripoll, G. Rivera, L. Roades, O. Roberts, J. Rodriguez, R. Rondo, C. Royal, F. Rung, J. Ryan, T. Sacco, M. Sacco,J. Salazar, H. Sanchez, M. Sanders, D. SanFillippo, J. Sapp, C. Schabland, J. Schatz, G. Sclieard, H. Schwartz, A. Schwarz, R. Schwabland, J. Scott, C. Scott, J., II Seagord, E. Selzer, R. Selzer, S. Shappo, M. Sharp, W. Shaw, L. Shelley, S. Shopatt, H. Sigkr, M. Silva, M. Sims, E. Skala, T. Smith, B. Smith, J. Smith, L. Smith, R. Smith, W. Snellgrove, L. Somerville, G. Soresi, T. South, R. Spady, J. Speller, J. Spencer, G. Stalgy, R. Stankiewicz, A. Stearns, B. Stephens, C. Stevens, W. Stockman, B. Stover, M. Stravers, L. Sulentic, S. Surrick, R. Swain, C. Sweeney, J. Szupp, B. Tanner, C. Tanner, R. Taylor, F. Terpe, K. Terry, D. Thaxton, A. Thayer, D., Jr. Theiss, R. Thomas, F. Thomas, J. Thomas, T. Thorbjorsen, S. Tilley,J. Tillman, W. Todd, R. Trotman, R. Troy, S. Turner, B. Ulrich,H. Uusciato, J. Vahey,R. Van Horn, D. Vanvoorhees, C. Velandra, D. Velasquez, W. Velez, R. Vukmir, G. Walker, T. Wallace, S. Ward, M. Weaver, A. Webb, J. Whitmer, A. Whitsitt, M. Wierschem, D. Wilhclmsen, B. Williams, A. Williams, L. Williams, R. Wilson, B. Wilson, C. Wingficld, P. Wipmer, R. Wolf, P. Wood, C. Worley, M. Wright, A. Wright, F. Wydra, R. Yarmola, J. Yates, J. Yelland, B. Zai, C. Zeloy, J. $600 Honor Roll Pomerlane, R. $500 Honor Roll SEAFARERS POLITICAL ACTIVITY DONATION Antich, J. ISPAD) 675 FOURTH AVENUE BROOKLYN, N.Y. 11232 Date. $400 Honor Roll S.S. No. LUkdabhH. Contributor's Name. .Book No. Ijil Address. City _ -State, -Zip Code I acknowledge and understand that SPAD is a separate segregated fund established and administered by my Union to engage in political activities and to make contributions and expenditures for candidates seeking political office and solicits and accepts only voluntary contributions, and I have the right to refuse to make any contribution without fear of reprisal. 1' may contribute such amount as I may volun­ tarily determine and I herewith contribute the sum of $ . This contribution constitutes my voluntary act and I am to to receive a copy of this receipt showing the amount of my contribution. A copy of SPAD's report is filed with the Federal Election Commission and is available for purchase from the Federal Election Commission, Washington, D.C. Signature of Solicitor Solicitor's No. 1978 Port $ $300 Honor Roll Andersen, R. Chartier, W. Curtis, T. Forshee, R. Hall, P. Harcrow, C. Larkin, J. Nasser, A. $200 Honor Roll Ahmed, F. Bernstein, A. Cookmans, R. Crocco, G. Dryden, J. Ellis, P. Firth, R. GUbo,T. Grima, V. Hagerty, C. Kerngood, M. Kingsley, J. Lombardo, J. McCullough, L. Pow, J. Redgate, J. Turner, E. A MESSAGE FROM YOUR UNION September 1978 / LOG / 39 �A Big Payoff For a Small Investment Thirty cents today won't get you far on your own. You can't buy a subway token for 30 cents. You can't take a bus or a cab or drive your car through a toll-booth unless you have the right fare—and no matter where you are today, that fare is more than 30 cents. But 30 cents a day from SIU members can help move the Union in the direction we want to travel; towards increased job security and a more active role in political decision making. Through a new voluntary program, • Seafarers can now donate 30 cents daily to SPAD (Seafarers Political Activities Donation.) The donation will auto­ matically be deducted from the Vaca­ tion benefit. By signing a form like the one printed below, 30 cents a day can be channeled into the Union's separate political fund where it will be used for political activity on behalf of the whole membership. The 30 cent deduction, like any money donated to SPAD, is a voluntary contribution. And if every member chooses to support this program, the 30 cents a day can as much as double our ability to make the collective voice of the SIU heard in Washington. The elections coming up in November make now an especially important time for the Union to let candidates know our position on major issues. We can work for those candidates who support maritime issues. And campaign against those who don't. But our activity can't stop when the elections are over. Congressional legislation that impacts on maritime and on labor as a whole is debated through­ out the year. And if the Union doesn't keep on letting elected representatives know what's important to the SIU, nobody else is going to tell them. We want a bill, now in Committee, which would regulate the rate-slashing practices of the Soviet fleet, passed. So we let Congress know. We want to make sure the jobs of LOG American workers in the new ocean mining industry are protected. So, again, we let Congress know. The Union's ability to keep on fighting for legislation and programs that will create new jobs in the maritime industry and protect those we already have depends directly on the support of the membership. When you think about it, your 30 cents a day can mean the difference between sending a pro or anti-maritime representative to Washington. It can also mean the difference between a secure future for Seafarers and no future at all. Letting our voices be heard in the battles fought in Congress that affect working people in the U.S. has been a priority of the SIU for many years. With the membership's continued support of SPAD and participation in the 30 cents a day deduction program, we'll be effective in those battles. That's a pretty big payoff for a very small investment. Effective from this date, I hereby assign, direct and authorize you to deduct from payments required to be made by you to me for vacation benefits and at the time of such payments, a sum equal to thirty cents per day for which 1 am entitled to vacation benefit payments and to pay and transfer such amounts to SPAD, 675 Fourth Avenue, Brooklyn, N.Y, 11232. This authorization shall remain in full force and effect unless written notice by certified mall is given by me to you of revocation of this authorization, in which event the revocation shall be effective as of the date you receive it and applicable only to vacation benefits, both earned and payable to me thereafter. I acknowledge advice and understand that SPAD is a separate segregated fund established-Bnd administered by my union to engage in political activities and to make contributions and expenditures for candidates seeking political office and solicits and accepts only voluntary contributions and I have the right to refuse to make any contributions, including this authorization without fear of reprisal. I may contribute directly fo SPAD such amount as I may voluntarily determine in lieu of signing this authorization and that the specified amount herein provided is to minimize administrative responsibilities and costs consistent with the facilitation for the making of voluntary con­ tributions. And this authorization for contributions, constitutes my voluntary act. A copy of SPAD's report is 1iled with the Federal Election Commission and is available for purchase from the Federal Election Commission, Wash­ ington, D.C. This authorization has been executed in triplicate, the original for you, copy to SPAD and copy to me. Member's name (Print) Member's Signature Social Security Number Members Home Address City State Port Book Number OFFICE COPY Zip Ml I 1 � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource September 1978 Description An account of the resource HEADLINES LABOR, MANAGEMENT FORGE NEW PROGRAM FOR NMC SIUNA TO HOLD 18TH CONVENTION OCT. 16-19 SIU WINS LANDMARK PACT FOR IOT BOATMEN CONTRACT PAVES WAY FOR INDUSTRY WIDE GAINS FOR INLAND MEMBERS CARTER SIGNS OCS BILL: GUARENTEE JOB RIGHTS ALASKA HOVERCRAFT EXPERIMENTS OKAYED BY SENATE USPHS TAKING SOME POSITIVE STEPS IN SEAMEN’S CARE: BUT SIU WILL OPPOSE STRICTER STANDARDS FOR OLDER MEN LOUD PROTESTS SHELVE PLAN TO EXPORT ALASKAN OIL HALL TO DOE: GET THE LEAD OUT ON LNG IMPORT PROJECTS SIU, NEW CREW C.G. CHIEF MEET ON SAFETY, MANNING ISSUES JAMES A. FARRELL, JR., 77, DIES OGDEN MARINE PUTS 2 TANKERS ON ORDER LUNDEBERG SCHOOL MADE DIFFERENCE FOR RIVERMAN WALTER CANNON NEW DEEP SEA DEATH BENEFIT PROVIDES SECURITY FOR YOUR FAMILIES HOUSE PASSES TANKER SAFETY BILL CARTER SIGNS OCS ENERGY LEGISLATION SENATE COMMITTEE OK’S OCEAN MINING SIU SENIORITY UPGRADERS GET FIRST-HAND LOOK AT WASHINGTON POLITICS SENATE VOTES BILL TO GIVE U.S. SHIPPING ‘AN EVEN BREAK’ HALL TO HEAD PANEL AT TRANSPORT FORUM U.S. FLAG FLEET CLIMBS TO RECORD 21.3 MILLON TONS NATIONAL MARITIME COUNCIL WARNS OF SOVIET INENTION TO CONTROL WORLD SEALANES MARITIME SEMINAR TO VIEW PROBLEMS ON CARGO MOVEMENTS HALL: LABOR’S GOAL IS FULL EMPLOYMENT SAYS GOV’T POLICY MAKERS TREAT UNEMPLOYMENT AS STATISTIC ONLY AN EYE OPENING TRIP FOR DELTA AMERICA CREW ALLEGIANCE CITED FOR RESCUE OF 5 IN STORM AT SEA U.S. FLEET’S CARGO SHARE TO GROW: BUT JOBS FOR SEAMEN? PL- 480 MORE THAN A NUMBER TO U.S. MERCHANT FLEET 27 TAIWANESE SEAMEN STRANDED BY FLAG-OF-CONVENIENCE OPERATOR LABOR TAKES BIG STEP TO BOLSTER JOB SAFETY LAWS RUSSIAN RATE SLASHING EYED BY U.S. SENATE TUG ELIZABETH SMITH TO WORK NEW ORLEANS OCEAN MINING BILL IN HANDS OF SENATE LNG GEMINI SAILS ON MAIDEN VOYAGE: SEAFARERS NOW MANNING 5 GAS CARRIERS DIXIE PROGRESS CREW FINDS THAT AIN’T HAY TIGHTER GOV’T CONTROLS NEEDED TO BOOST U.S. LINER FLEET THE TRAIL UP FROM BONDAGE: THE STORY OF ANDREW FURUSETH Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 9/1/1978 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 40, No. 9 1978 Periodicals Seafarers Log